The second part (in my personale subdivision) starts from the mid-70s. One of the key elements is the upside-down 356 that is linked to the ceiling: this is the best way to explain the effectiveness of the downforce of that car that was theorically able to run on the ceiling at a speed of 321,4 km/h.

Another good display of technology is the open-heart surgeon style engone of the mighty 917/30 that demolished the Can Am series. It's the turbocharged version of the aircooled flat 12 that made history in it naturally aspirated trim.

This enigne was recorded as the most powerful power unit ever to be raced on a track at 1580 hp in qualify setup. Stunning to think that a 2 valve per cilynder, air cooled engine could reach performance leke this more than 40 years ago!

A little more "civilized" machine from almost the same period is the gorgeous (and rare) 911 Rs 3000 that was produced in only 109 units (30 of which only for racing use) and featured an ultra-wide bodykit and an upgraded version of the 2.7 liters flat 6 engine.

I've seen plenty of 935 in my experience at various vintage racing events so it's not a huge problem if none of them was actually displayed, except the unmistakable "Moby Dick".

In 1978 this beast could output 750 hp thanks to a revised version of the flat 6 equipped with dohc. It rfetained only the cockpit from the stock model while almost everything else was re-designed to reach maximum aerodynamic performances.

We remain in the Endurance field but with a step of 16 years we arrive at the Dauer 962 GT LM that conquered 3rd position at the 1994 Le Mans 24H. It was a project designed and built by Dauer but heavily influenced by the 962 Porsche.

Dauer used some un-used Porsche racing chassis and built a small series of road-going cars and an ever smaller series of racing cars that raced in a hybrid gt-prototype trim. it still was equipped with a bi-turbo 3000 cc flat six able of more than 700 hp and more than 400 km/h.

I've always loved the shape of the 956-962 series because of their tremendous effectiveness-based lines: the Dauer looks even more streamlined with 90% of the stuff covered under a linear bodywork with a low mounted rear spoiler.

The black fighter jet-style canopy emphatizes the overall design creating an almost aerospace allure contrasting with the white-based livery.

If there's a thing that caracterize Porsches in my mind is their incredible ability to adapt to different contexts starting from one base. Take for example the super-complex 959, a car that embodied a number of different tecnologies and experimental features: can you believe it could hit the straight of le mans and the dunes of the sahara?

The 961 - the Gt LM version of the 959 - was raced in 1986 and 1987: although it didn't prove super fast it showed a good reliability but its high price was an obstacle for its success among other teams and privateers.

in 1985 Porsche has just entered Parigi-Dakar with the off-road version of the 959 grabbing 1st, 2nd and 5th position. the fact this two models share also the same livery makes all the things even more incredible.

The 924 has never been the people's choice when it comes to Porsche. It never grabbed the same success or the same appreciation of the iconic rear engine design. But after 3 decades it's starting to grow in the historic market and i'm pretty sure we'll soon see a scene around it.

Boxy design, squared overfenders and Fuchs black spoke wheels with polished rims are a great combination on almost every vehicle and this special 924 makes no exception.

Porsche is not exactly the first name to ring the bell when the topic is F1 but, under the name of TAG they run and incredibly successfull campaign together with McLaren.

Among the many cars i always wanted to see in the flesh the 911 gt1 from 1998 is for sure in my top 5. The lines of the body are so incredibly flexuosus, helped in addiction by the Mobil 1 livery.

But, as someone says "never meet you heroes" i also found some details that looked a bit better in the photos found on magazines and blogs.

Don't get me wrong, it is an amazing piece of machinery but in real life i couldn't help but noticing something strange. The wheels looked strangely a bit out of place, both for design and offset. Also theshape of the sidepods is more bulky that what i expected.

But these are only minor tweaks that can't affect a true masterpiece in prototype racing. Some solutions are still stunning even after 20 years! The huge aerodynamic side view mirrors look like they're coming from a spaceship.

The rules from that age obliged car manufcturers to keep a link beetween the race cars and thier production counterparts. In this case Porsche pushed the boundaries to a whole new level and was soon followed by other teams. But you can find some of the 911 soul in it and that's cool because contemporary prototypes have nothing in common with existing cars and tend to look quite simililar because everybody looks for the maximum effectiveness.

The same rules stated that a small amount of road-going cars had to be produced so you can find some super mint "road cars" like this white model with license plate and turning signals.

The RS Spyder has been Porsche's take on the Lmp2 category: a very well-designed open top prototype that brought great success to Zuffenhausen.

It was the first racing protype to run after the 1998 911 GT1 we saw before. It reminds me of the Ferrari 333 sp, another truly pragmatic project that was able to win lots of racesin the US.

It basically is a Formula Car with covered wheels> a powerful 3.4 l hi-revving V8 in a well made shell: the recipe for success.

It's always cool to see how the air is channeled through the body panels.

Fast forward to the last incarnation of the Porsche racing attitude: the 919 Hybrid, an LMP1 prototype that has been able to win 3 staights editions of the Le Mans 24h!

The shape of the car look like it's coming from space and not to be used on the track. The closed cockpit is so low and hidden behind the massive wheel arches that visibility must be a real issue.

The internal combustion engine is very tiny compared to the massive units of the old spec cars: a 2.0 l V4 turbo power unit provides 500 hp on average: this number is almost the same of the one coming from the electrical powetrain!

Every detail is pure cutting edge technology so sometimes it's even harder to understand their real function. I love the fact that the Porsche men left all the scratches and dust from the Le Mans race over the car and this just gives you the idea of how tough this race really is.

Many solutions have a strict relationship with those applied on aircrafts. Modern cars are actually jets that must produce downforce instead of lift.

The long back fin has a strong aerodynamic effect and it embodies a number of sensors and antennas.

It's hard to see all the complexity inside the cockpit. It must be a two seater to attend the rules but the "passenger" seat is fitted with many devices for the Hybrid powetrain and all the electronic management.

From the top the bodywork looks incredibly tiny and sleek: we can notice it'not completely symmetrical because the exhaust and the intercooler need their own space.

The last part of the Museum is dedicated to some cool interactive walls where you can grab further informations about the cars on display.

The last Hypercar by Porsche, the wonderful 918 Spyder, is displayed in a number of models, from protoypes to special liveries and road-going versions.

You can even see the first scale models produced to study all the shapes and the dimensions of some iconic machines.

For a car enthusiast this museum is just like a visit to the sancta sanctorum of automotive and racing history. I'll be back for sure because the selection of cars is constantly modified and upgraded and there are a lot of other models i need to see!

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