1988 Porsche 944s ,2dr, 5 Speed, !! Wow!!! No Reserve/extra Set Of Wheels on 2040-cars

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Chris Harris hits the track with the Porsche Cayman GT4

The Porsche Cayman GT4 offers the first legitimate chance for Porsche's more compact coupe to really step out of the long shadow of its brother the 911. By placing the 385-horsepower Carrera S engine into the center of a Cayman and sweetening the package with a ton of truly high performance parts, the model can now really show off. The ever-enthusiastic Chris Harris puts on quite a display behind the wheel of the German brand's latest hardcore creation. As is his wont, Harris slides the GT4 all over the Portimao circuit with little wisps of smoke wafting up from its rear Michelin tires. However, what he gets really excited about is Porsche's decision to fit a real manual gearbox, rather than the PDKs rapidly taking over the company's highest performance vehicles. For anyone who loves seeing a sports car's oily bits, stay tuned all the way through because after hooning around for awhile, Harris puts the model up on a lift to find out what's so special. Porsche touts the GT4's 911 GT3-derivied front suspension, but this really shows just how many mechanical adjustments it offers the demanding driver. Related Video:

Exclusive: The first Porsche 911 Targa restored by Singer

We love Singer. Frankly, if you're a Porsche guy, or just a car guy, and have seen any of the Porsche 911s that have been restored and "reimagined" by the Californian company, you probably do too. So you can imagine our excitement in getting an exclusive first full look at the latest Porsche 911 restored by Singer. The car you seen in the photographs above is a special thing beyond the obsessive Singer restoration treatment. It's the first Targa the company has ever restored. Plus, this car is one of the first with a modified 4.0-liter flat-six, making around 390 horsepower and 315 pound-feet of torque. With a body clad mostly in carbon fiber, the ultra-lightweight Targa is as modern under the skin as it is retro to the casual observer. The liquid-pewter beauty makes its debutant turn tomorrow at the Goodwood Festival of Speed. We sat down with Singer founder, Rob Dickinson, to pick his brain about the new Targa, where his love of Porsches started, and about the punk-rock car company he's building in SoCal. Autoblog: Tell us a little bit about the car. It's a 911 Targa, obviously, but tell us about what's special beyond that. Rob Dickinson: This is the first time one of our clients has requested that we restore his Targa rather than his coupe and so we did. We always had hopes that we could get our fingers on a Targa and it's the first of a few that are coming down the line now, such that you'll see the second one at Pebble Beach in August. It's basically a faithful rendition of the work that we do on the coupes. The Targa presents us with new challenges, but also an opportunity to add our jewelry to the car. Obviously, that iconic Targa hoop – that was rendered in stainless steel on the original 911s in '65 – we now render that in nickel, which is I guess part of our calling card, our signature. All the brightwork we do on the coupes is in nickel and we're following that principle with the Targas as well. Just for the sake of injecting a little bit of uniqueness into the Targa hoop, we render it with two cool, air-filtering louvers, rather than three, which the early 911 had. Which we thought was a cute little touch that is somewhat different from the early 911s and very different from the later 964, which didn't have any louvers in it at all. AB: That's Porsche nerdiness in the extreme. In a good way. RD: Thank you, yeah. It's one of those things that won't be noticed by many but will be noticed by a few, and that's an insider's thing.

Preserving automotive history costs big bucks

$1.8 million is spent each year to maintain GM's fleet of 600 production and concept cars.
When at least two of the Detroit Three were on the verge of death a few years back, one of the tough questions that was asked of Ford, General Motors and Chrysler execs - outside of why execs were still taking private planes to meetings - was why each company maintained huge archives of old production and concept vehicles. GM, for example, had an 1,100-vehicle collection when talk of a federal bailout began.