As far as Porsche enthusiasts go, I’ve had a pretty good run of experiences.
See here, here, here, and here, to name a few. I’ll admit though, it took me far, far too long to make my way to Stuttgart to visit the Porsche Museum – but I’m so incredibly glad that I finally did.
I apologise for the soppy title, but the truth is the Porsche Museum is one of the most incredible places I’ve ever visited – hand on heart.
Naturally, the experience begins at the very start of the automaker’s journey, with some of the earliest cars to bear Ferdinand Porsche’s name.
The prototype Porsche 356 was certainly a highlight, especially considering its mid-engine layout. If that fact was better known, I think it would silence the critics who dismiss the Boxster and Cayman as the ‘poor man’s Porsches’ – since the model was meant to be a mid-engine car from the very beginning, all the way back in 1948.
It’s fascinating to see Porsche’s evolution through the years, with several 356 variants and its earliest Formula Junior cars on display.
The Le Mans racers of the mid-to-late 20th century produced some of the brand’s most iconic machines, with the 906 Carrera standing out as one of the most beautiful – and purest – examples of the Porsche breed.
Free from enormous wings and excessive bodywork, Porsche’s iconic curves are much clearer to see on the 906 than they are in later prototype monsters to compete on the global stage.
Monsters like the 917 and its various iterations – including the legendary 917/20 ‘Pink Pig’.
A collaboration between Porsche and Paris-based engineering firm SERA R&D, the 917/20’s aerodynamics drew plenty of criticism when it was first revealed. With its blunt nose and fat curves, it was quickly likened to a pig. Instead of ignoring the comparison, the team decided to own it by decorating the car in a livery reminiscent of a butcher’s cut diagram, solidifying its legendary status in the process.
The 962 remains one of the fastest race cars to ever power down the Mulsanne Straight at Le Mans, though it’s questionable whether it ever had enough downforce to sustain this position at any speed.
‘RSR’ is a mythical set of letters in 911 circles, and you can see its evolution in Stuttgart, followed by the 935 – a car that changed the game with its radical aerodynamics and flat nose.
The 935’s legacy has been revived in the form of a track-focused 991 GT2 RS, but for real racing heritage, the RSR name has lived on with subsequent generations of water-cooled race cars, with an interesting detour in the 997 GT3 R Hybrid, a one-off technology demonstrator from 2010.
Stepping away from race cars for a second, my heart skipped a beat when I spotted a Porsche I never thought I’d see in person, let alone up close.
I’ve mentioned it in several articles at this point, but my #1 dream car – the one I’d choose over all others – was there before me in Stuttgart. The 964 Porsche 911 Turbo S 3.3-litre Leichtbau – or ‘Lightweight’ in English.
To the uninitiated, it might look like any other 964 from a distance. It’s no wider than the regular Turbo, with the same optional Speedline split rims and tea tray or whale tail at the back.
But take a closer look, and you’ll spot that the wing lacks the rather ugly black rubber gurney flap found on typical 964 Turbo models. Instead, there’s a sleek one-piece composite item, and a pair of intakes sit in front of the wide, Turbo-specific rear wheel arches.
Then there’s the script beneath the doors, signifying that this is the exact car I’ve had saved in my ‘favourite’ photos file for over a decade.
I was in awe. The truth is, no matter how rare, how special, or how historically significant any other car in the building was, they all paled in comparison to this one.
If you’ve ever been lucky enough to spend time around your favourite car, I’m sure you’ll understand. Check out the gallery below to see what other treasures were on display at the Porsche Museum, but I just can’t top that 964. I hope you don’t mind.
Mario Christou
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