At its peak, Group B racing allowed automotive manufacturers almost no limits to design and build cars that would push the edge of the envelope in motorsport. In order to meet homologation targets set by the FIA to facilitate competition in Group B events, manufacturers needed to produce at least 200 street-legal variants of their racing cars. This meant that a lucky few members of the public could experience the excitement of Group B engineering on the road, and as a result the 1980s signified the beginnings of many of the most exciting cars that the world has ever seen.

At the 1983 Frankfurt Motor Show, Porsche launched its Group B contender, dubbed the ‘Gruppe B’. The prototype had a shape similar to that of the existing 911, while four-wheel drive was integral to its design, with engineers eager to make the car as competitive as possible through creating something hugely technologically advanced. Shortly after the prototype was revealed, safety concerns for both drivers and event spectators resulted in Group B being cancelled, but bosses in Stuttgart decided that a street variant of this comprehensive engineering experiment would live on in an effort to recoup some of those staggering development costs. Amid the final days of Group B racing, the road-going 959 was launched two years later at the 1985 Frankfurt Motor Show, while the 959-based “Type 961” race car won its class at the 1986 24 Hours of Le Mans—rewarding Porsche with race wins, unlike some contemporary supercar rivals from other marques. As an extension of the bold “Gruppe B” development programme, Porsche even had plans to send the 959 to Paris-Dakar, with three cars entered in the 1985 running of the rally to prove that the early development work certainly did not go to waste.

Porsche made just 292 examples of the road-going Komfort-spec car, while the 959 S was also developed with 29 models built. The German automaker is documented to have made a loss on every 959 it made, with development costs well over the substantial 420,000 Deutsche Mark asking price. The car was far from a disappointment, though, and set the stage for the next era of supercar development with a variety of technologies that were considered to be a true feat of engineering at the time.

Notably, the Porsche-Steur-Kupplung (PSK) system allowed the driver to vary the 370 foot-pounds of torque between the rear and front axles, allowing up to 80 percent to the rear under hard acceleration, all managed electronically. The 959’s highly advanced suspension was also race-derived, with double-wishbones at each corner, coil springs and double shocks that could be adjusted by the turn of a knob from the driver’s seat. Both the ride height and shock damping were electronically adjustable, and a full array of instruments kept the driver in touch with everything going on behind and beneath.

The ferocious flat-six sent power to all four wheels via a unique six-speed manual gearbox that included an ultra-low “Gelände” gear—or “terrain”, signified by a “G” on the gear stick—hinting at the 959’s substantial prowess. Porsche was not the first with all-wheel drive, but the 959’s programmable system shuttled power to all four tyres with astounding tenacity. Those tyres were wrapped around 17-inch magnesium alloy wheels that boasted the world’s first automatic tire pressure monitoring system.

Under its bespoke bodywork, the 959’s flat-six featured air-cooled cylinders and water-cooled heads that put out a still-staggering 156 horsepower per litre, translating to 0–100 km/h times in less than four seconds and a top speed just a hair short of the mythical 200 mph mark. Regardless of its performance, in “Komfort” trim, it still offered full leather trim and air conditioning among other luxuries.

The 959 Komfort presented here is presented in its factory-correct colour combination of Guards Red over a grey leather interior, while the wheels are thought to have been repainted having been originally fitted in white. The car was reportedly designated for manufacture in 1987, yet is documented to have been collected by its first owner from the Porsche factory in Stuttgart in April 1988. Accompanied by selected Porsche-issued printed literature, its service book features workshop stamps dating back to 1988 that show a succession of maintenance schedules undertaken at service centres across Germany. The consigning owner attests that prior to being sold in Germany in 2008, the Porsche was subject to important mechanical recommissioning work—please contact RM Sotheby's Private Sales for details on these undertakings.

The car is then known to have been shipped to New Zealand, prior to being acquired at auction in 2016 and imported into Switzerland by its consigning owner in 2017. This 959 Komfort is offered for sale with workshop invoices issued by the Swiss Porsche specialist, Meca Components, that exceed €160,000 (billed as CHF 161,603). These maintenance bills include a new ABS sensor, brake discs, oil lines, radiators, suspension dampers, further to servicing the traction control system, and finishing the car to the standard it can be seen in today. At the time of cataloguing, the odometer reads 167,190 km. This attractive example is packaged with a black leather tool roll, selected printed literature, and a genuine Porsche retrofit radio unit that features satellite navigation and smartphone integration.

An undeniable classic supercar, one of the most desirable Porsche models, and icon of the 1980s, this 959 Komfort presents a rare opportunity to acquire a significant car that offers thrills not only from its captivating looks but also from its acclaimed handling and performance.