1966 Porsche 906 Carrera 6

Munich-based VW-Porsche dealer and competitive driver who campaigned the car heavily across hillclimbs and endurance events. The original engine was replaced during his tenure with a correct 906 unit numbered 906-162.

Also based in Munich; raced the car throughout the 1969 and 1970 seasons.

Dusseldorf-based owner who raced the car in 1971 and 1972; during the winter between those seasons the bodywork was converted to an open spyder configuration loosely inspired by the 917 PA.

Took the car to Macau, where it was also occasionally driven on public roads. An export document in his name accompanies the car.

Eventually relocated the car to Southern California before selling it on.

Noted long-term Porsche enthusiast who acquired the disassembled project and sold it on quickly without undertaking restoration.

Held the car for roughly two decades while it remained unrestored.

Identity not disclosed; held the car briefly before selling it the following year.

New York City-based owner who commissioned a comprehensive three-year restoration by Gunnar Racing under Kevin Jeanette, returning the car largely to its original delivery specification. Original owner Greger visited the project as a consultant.

Well-known second-generation vintage racing driver based in England who prepared the car for track competition.

Identity not disclosed; sold the car to the current caretaker.

Tustin, California-based owner who had the car disassembled for restoration, though the work never progressed.

Has run the car at Road Atlanta and Laguna Seca and participated in two group rallies through the Rocky Mountains. Road Scholars of Durham fitted comfort and communication upgrades during this ownership.

Greger secured the 2-Liter European Hillclimb title with this car, achieving an exceptional strike rate across the full season.

This was the first of three European Mountain Championship titles Greger would claim; the car's class wins were central to that success.

Car was competing in its modified open spyder configuration, converted over the preceding winter.

One of several improved results achieved after the spyder bodywork conversion.

Car still wore spyder bodywork; Jim Sweeney also drove during the race weekend.

Second of two non-finishes across the Macau Grand Prix weekend; Sweeney was co-involved in the weekend's entries.

Car was exhibited by Jean Goutal at Daytona following completion of the Gunnar Racing restoration.

Exhibited under Jean Goutal's ownership, earning two separate recognitions at the event.

Car was prepared for track use by Lindsay and entered in this historic endurance event.

Original pedals drilled out by Greger in an attempt to reduce weight, though metal shavings reportedly remained inside the car, negating any weight saving.

Greger recalled this detail when visiting the subsequent restoration project decades later.

Bodywork converted from closed coupe to open spyder configuration broadly modelled on the 917 PA experimental prototype, carried out in the winter between the 1971 and 1972 seasons.

Conversion was associated with improved competition results in 1972.

Comprehensive multi-year restoration returning the car largely to its original delivery specification, addressing both mechanical and cosmetic aspects. An original factory tail section was sourced for the bodywork, with remaining panels remade in correctly moulded fibreglass. The car was refitted with a correct 906 magnesium-case engine (number 906-133) and a correct magnesium gearbox (number 906-157). Period details such as a decayed Nürburgring scrutineering sticker were replicated, and new fuel cells were fabricated. The original drilled pedals were reinstalled.

Work spanned approximately three years; original owner Greger visited the project to advise on authentic details. Commissioned by Jean Goutal.

A high-performance 2.3-litre engine fitted with Weber carburettors was built for vintage racing use, rated at approximately 228 bhp and 176 lb-ft of torque. This unit replaced the restored 906-133 engine, which was removed, placed on a stand, and retained with the car.

Workshop located in Stuart, Florida; engine specified to allow regular track use without risk to the authentic Carrera unit.

Original engine replaced during Greger's racing tenure with a correct 906 unit; replacement engine carries number 906-162.

Attributed to the heavy race use sustained between 1966 and 1968.

Cockpit fitted with an intercom system including Bluetooth audio capability, plus an active cabin-cooling system to improve comfort during road and rally use.

Workshop based in Durham, North Carolina; work carried out during the current caretaker's period of ownership.