Magnus Walker Is Auctioning Off a Treasure Trove of Porsches. Here Are the 7 Best.
The automotive world’s Urban Outlaw is selling-off part of his iconic collection of landmark Porsches. Yes, Magnus Walker has commissioned RM Sotheby’s to auction 18 cars and around 140 lots of rare Porsche parts and memorabilia. All with no reserve.
“To me, this is all about clearing space, both mentally and physically. I turn 60 next year and I’m at the point where I need to open up a new chapter in my life in terms of what’s coming next,” the globally renowned Porsche collector and builder tells Robb Report. He’s quick to add, however, that he’s hanging on to 15 of his most-prized signature cars and continuing to be very much a part of the Porsche–collector community.
“The auction is all about giving people the opportunity to experience what I’ve experienced. I bought my first Porsche in 1992 when I was 25 years old, and it was a dream come true,” says Walker (no known relation to this writer, mind you). “But it has reached a point where this out-of-control hobby has come to define who I am. It has taken me a while to get to this point where I’m ready to let some of them go.”
Walker says there are auction lots for all pocketbooks—from a 1979 Porsche 928 with an estimate of $10,000 to $15,000, to a super-rare 1976 911 Carrera 2.7 MFI with a $250,000 estimate. The Magnus Walker: The Outlaw Collection online auction kicks off March 18 with bidding ending March 25. Here are the seven cars, in chronological order—and in Walker’s own words—that we find most compelling.
1965 Porsche 911
“This is a car I chased for quite some time. It’s only the 310th 911 ever built and was delivered to Brumos Porsche in Jacksonville, Fla., in early ’65 after being built in late ’64. It’s one of the first half-dozen 911s that Brumos imported into the country, which makes it a very rare and significant car.
I bought it in 2009—it took nine months to do a deal with the owner—and it currently sits in what I’d call a “Gentleman Racer” liveryLiveryThe distinctive, recognizable paint scheme, colors, and markings applied to a vehicle, aircraft, or yacht. Racing liveries, such as classic Gulf blue and orange, have become iconic, and owners increasinglyGo to Livery Glossary of silver, slate gray, burgundy, and bronze gold, rolling on 15 x 6-inch Fuchs wheels. I even managed to source one of my favorite ’70s Jackie Stewart steering wheels for it.
There’s nothing like hearing that 2.0-liter flat-six rev to 6,000 [rpm], and shift with that rifle-bolt-action. To me, these short-wheelbase cars are the best of the breed; they are the lightest 911s, and the most responsive.”
Estimate: $150,000 to $200,000
1966 Porsche 911
“There’s something really special about this car. It’s pure and simple, unrestored, unmodified, and pretty much all original. It’s one of the first short-wheelbase 911s I acquired—I wasn’t necessarily looking for a green car, but this came up in Seattle. I’ve owned it since 2009.
It’s one of those cars that’s a great example of engaging all the senses. At 80 mph, it’s moving around because it’s on these 70-series tires that are pretty narrow. There’s body roll, body flex, and it just dances around. It’s a lot of fun because it always feels faster than it is. It’s a 911 in its purest, most original form.
It’s been repainted once, and I changed the original Fuchs wheels, which were not period-correct, to these gray powder-coated steelies. But the carpets are original, so is the black leatherette, and the wood steering wheel looks like it’s had 47 years of use. I’ve put quite a few miles on this car, and every time I drive it, it feels like stepping back in time.”
Estimate: $100,000 to $150,000
1967 Porsche 911 S
“I’ve always had a soft spot for the 911 S. I’ve owned seven of them, including, at one point, five at the same time. And this car has a pretty interesting story behind it. I saw an ad for it back in 2009 but didn’t chase it because, while it was a numbers-matching car, it wore these turbo flares. On short-wheelbase cars, they make a 911 look short and narrow, not muscular and beefy.
But after I bought the car and brought it back to LA, we found it still had its original fenders. The turbo flares had simply been welded on top. So we were able to de-turbo-flare it while keeping the original fenders. The other thing I noticed early on was that the car felt zippier than a regular 2.0-liter ’67 S. Turns out, the original engine had been punched out to 2.3-liters.
In my years of ownership, we’ve added some of my signature features, like drilled door handles, the hand-painted “meatballs” numbers, and a rare set of concave Outlaw wheels. It has a lot of character.”
Estimate: $150,000 to $200,000
1968 Porsche 911 Urban Outlaw Starter Kit
“This has got to be my favorite lot of everything that I’m selling. It’s a build-it-yourself Outlaw Starter Kit where you can put together your own version of a short-wheelbase, sport-purpose, R-inspired 911 hot rod.
What you get is a 1968 911 L bodyshell, original color Banana Yellow. Then there’s a ’69 911 S 2-liter long-block motor, a rare, early 901 transmission, early Scheel bucket seat, replacement dash, and a great patinaed decklid and front hood. There are also four Minilites, some brake rotors, Bilstein shocks, and a fiberglass front bumper.
Yes, some assembly is required, and sure, it’s gonna need some paint and bodywork and one or two parts. But it’s a great opportunity to build your dream hot rod. As a bonus, I’m even throwing in a special-edition MOMO Prototipo steering wheel, as well as a pair of my Nike SB Dunk “277” sneakers and an Urban Outlaw hat. Good luck!”
Estimate: No Reserve
1976 Porsche 911 Turbo
“For me, the significant thing about my Minerva Blue Euro 930 Turbo is that it debuted my Outlaw Wheel collaboration with the boys from Fifteen52 here in LA. The wheel itself is a sort of reinterpretation of the original Fuchs, done with outlaw style. We debuted it in 2014 and it still looks great.
The car itself is a Swiss-delivery Euro 930, with sunroof-delete. It has a bit more power than the U.S.-spec version—260 hp compared to 240. Somehow it does make it feel a little bit quicker, and certainly a lot rowdier thanks to the semi-custom exhaust we added. It has this loud, raspy sound, with lots of turbo hissing and whirling.
When it came out of the factory, it had an all-white interior, which seemed a little loud for a Swiss delivery. We reupholstered the front seats in blue leather and corduroy. The Turbo is still the Porsche model most people picture when they think of a 911.”
Estimate: $175,000 to $200,000
1976 Porsche 911 Carrera 2.7 MFI
“This car is just a remarkable piece of Porsche history, and arguably one of the rarest cars I own. It’s a 911 2.7 MFI, meaning that it has the exact same Bosch mechanical fuel-injection motor you would find in the Holy Grail 1973 911 RS Carrera. It’s one of only 113 cars that were built just before the switch to the Carrera 3.0. Drive it and it has a hard-edged induction snap and razor-sharp throttle response that the later, electro-mechanical CIS-equipped 911s could never fully replicate . . . It has the SC Carrera flares and the Carrera side script, and we added a ducktail and new seats. But this car is all about that engine. It’s going to be a hard car for me to part with.”
Estimate: $200,000 to $250,000
2002 Porsche 911 GT2
“The significance of the 911 996 GT2 is simple. It was Porsche’s first water-cooled, two-wheel-drive, manual-transmission turbo. And they only made 184 of them in 2002 for the U.S. market. This was the beginning of the water-cooled era, and arguably as significant as the introduction of the 1964 911, or 911 Turbo in ’75. People still haven’t woken up to the real significance of the 996s and how they’re still so undervalued.
I bought this car in 2020, and it has a remarkable color combination of black over special-order Natural Brown leather. And everything is covered in this peanut-butter-colored leather—the headliner, shift knob, even the a/c vents.
This is actually Porsche’s last two-wheel-drive GT2 and is intoxicating to drive with that 3.0-liter turbo giving a big sledgehammer wallop push. It’s the most-expensive Porsche I’ve ever purchased by quite a bit, and was probably too nice for me.”
Estimate: $125,000 to $150,000
This article originally appeared in Robb Report US.