In the area of 959 production, our theme falls into the earliest group of development vehicles as the F-series prototype. These came before the pre-production vehicles of the “V-Series” and the pilot vehicles of the “N-Series”. Twelve prototypes of the F-Series have been built and all are easy to distinguish from one another. This copy was the seventh, one of two copies built in Ruby Red. The other ruby red prototype of the F-series was the F2, which (like the prototype F1) had no air intakes on its rear arches due to its earlier 1983 body shape, while the F7 sported a more conventional 959 body. The prototype F7 was intended for testing electrical systems and hot weather tests and was used for these purposes by Porsche on the US west coast and in Europe. There are a number of photos of the car under test and can be seen in Jürgen Lewandowski's book 959: The Art and Car, including a photo next to a 911 with the Golden Gate Bridge in the background and some with the snow-covered car.
In addition, other photos show the car with several different interiors, including different seats and a completely leather-free interior. During this time, the 959 was certainly used intensively by Porsche engineers to ensure that the systems it tested would be ready for series production in a few months. Most Porsche prototypes are unfortunately destroyed at the end of their test phase instead of being stored or sold to private customers, which was the case with the vast majority of the F-Series 959. However, F7 is one of the few who escaped. At the end of its test phase, the car returned to Stuttgart, where it was trimmed. It is believed that well-known Porsche importer and dealer Vasek Polak was forced to purchase the F7 along with its sister cars, the F6 and F9, at this point on the premise that it would be fully restored, rebuilt and rebuilt to production specification as a customer car to be sold. However, Polak refused and bought the car outright, insisting that no work be done on the cars before taking possession of it. As a result, Polak was required by Porsche to never sell the car, race it, or get it on the road unless it was completely overhauled at the factory. Under this agreement, the F7 was imported into the United States for exhibition purposes only, where it was then exhibited at Polak's headquarters in 1988. It stayed there until around 1990 when it was shipped to Japan to be displayed in the Matsuda Collection. After Polak's death in 1997, the car from his estate was sold to Belgium the following year. It stayed there until 2000, when it was brought to the UK from Leicester after being purchased by Minesh Ruparelia and was approved for road use at that time. After passing James Mackie from Ascot, the car was bought by Phillip Taysom in 2002. Taysom then spent around £ 50,000 to get it back in working order through service at Gantspeed Engineering in Lincolnshire and Porsche Center Reading. Another change of ownership took place in 2007, but the car retains all of its original prototype features, which sets it apart from its production brothers. A detailed list of differences compiled by Mr. Taysom shows exactly what differs from the F7 and the production vehicles. These include the lack of power steering, a fuel filler cap, height control, the rear seat backrests, the exterior mirror on the passenger side (as with all prototypes), an alarm system, a windshield washer and white magnesium wheels. In the summer of 2018, the F7 was sent to the Porsche Center Reading for a major service. It's worth noting that the Porsche Center Reading is the headquarters of Porsche Cars Great Britain and the only factory certified 959, GT1, Carrera GT and 918 Spyder service center in the UK. Following this service, the car is sold to a Swiss collector, from whom our company ultimately acquires the 959 prototype. Our sales staff will be happy to answer any questions you may have at any time. Please note that vehicle inspections are generally only possible by prior appointment.