Once again, less is more for the Porsche 911, which is now available in its most basic Carrera 2 form. Still waiting for that manual, though ...
November 2019 GT3 RS Group test G 992 Carrera 2 drive G Emory 356 RSR G Jack Olsen 911 hot rod G 987 Cayman guide ISSUE 308 PORSCHE 968 CLUB SPORT * PORSCHE 914 * 996 CABRIOLET * CAYM3INA0NNOTOUWHGRT YEAR! THE WORLD'S BEST-SELLING MONTHLY PORSCHE MAGAZINE ROAD RACERS 996 v 997 v 991: Celebrating 20-years of the GT3 with the hardcore RS division US $10.99 CANADA $14.50 911porscheworld.com NOVEMBER 2019 No.308 £4.95 EMORY 356 RSR Amazing 356 `Outlaw' with bespoke twin-turbo flat four, pays homage to the 935 PLUS: 992 CARRERA 2 FIRST DRIVE Is this the new base 911 to get enthusiastic about? PRACTICAL PORSCHE Project cars, How to, Porsche technical topics, Cayman guide, Classifieds Editor: Steve Bennett 01379 668748; porscheworld@chpltd.com Deputy Editor: Brett Fraser brett@brettfraser.co.uk Features Editor: Keith Seume 01208 871490; keith@fastbrit.com Consultant Editor: Chris Horton porscheman1956@yahoo.co.uk North American Correspondent: Matt Stone mattstonerama@gmail.com Contributors Simon Clay, Kieron Fennelly, Andrew Frankel, Antony Fraser, Jeremy Laird, Jamie Lipman, David Sutherland, Johnny Tipler, Andy Tipping, Dan Trent Studio Manager Peter Simpson Group Advertisement Manager James Stainer 01883 731152; james.stainer@chpltd.com Production Liz Smith 01883 731158; ads@chpltd.com CH Publications Ltd PO Box 75, Tadworth, Surrey KT20 7XF Tel: 01883 731150 e-mail: chp@chpltd.com Accounts Bev Brown Administration Sandra Househam Subscriptions Tel: 01778 392026 subscriptions@warnersgroup.co.uk Managing Director Clive Househam UP FRONT The motoring landscape is about to change rapidly, but is the charging infrastructure ever going to be able to cope? Resistance is futile, it would appear. Save for a few plucky manufacturers, the smart money is on electric propulsion. It had better turn out to be the right way to go, because it will be one hell of a blind alley if it all goes wrong. Electric is at the forefront here in 911&PW because Porsche has just officially launched the all-electric Taycan. Check out the news pages in this issue. We drove a lightly disguised prototype in the last issue and, next month, we'll have got behind the high-tech wheel of the full production version. And talking of smart money, as predicted in the news pages a good few issues ago, the next all-new Boxster and Cayman are likely to be all-electric, too. Slowly, but surely, Porsche is turning the fuel pump off, when it comes to future petrol engine development. Soon it will just be the niche models that are thus propelled and Worldwide Stockists To find your nearest stockist: UK: seymour.co.uk/storefinder N.America: magfinder.magnetdata.net ROW: export.ops@seymour.co.uk For single copies and subscriptions: 911porscheworld.com Digital copies and subscriptions: pocketmags.com 911 & Porsche World is distributed worldwide by Seymour Distribution Ltd, Tel: 020 7429 4000, info@seymour.co.uk " " Slowly, but surely, Porsche is turning the fuel pump off for future petrol engines built in relatively small numbers. Personally I'm, let's say, electro curious, but still somewhat doubtful (from a practical point of view) as to whether electric really is the right way to go. I spend most of my time working from home, taking mainly local journeys. Electro perfect! But then a couple of times a month, I'm on the road for a few days, covering big miles, with time of the essence. Cue electro dubious. I know it's all about charging Printed in England Walstead Roche Ltd. infrastructure, and it will get better (we're told), but I just don't see how it can ever really cope with demand, or the likes of me and others needing to cover 300+ in a 911 & Porsche World is entirely independent of Dr Ing h c F Porsche AG, Porsche Cars GB Ltd and its dealers, and of any club or association day, with a couple of stops thrown in. The needs of the petrol car were historically catered for gradually, as take up was initially very slow. We're being forced in to electric cars at a much higher rate © CHPublications Ltd, 2019; ISSN 0959-8782 and the infrastructure needs to be accelerating at such a pace to keep up with coming demand. I've got my first Taycan journey planned out. It's only a 500-mile While all due care is taken in compiling 911 & Porsche World, the publisher, staff and contributors cannot be held responsible for any effects arising therefrom round trip and in no way challenging, but I'm not expecting it to be straightforward. STEVE BENNETT BUY US DIGITALLY ON PORSCHEWORLD@CHPLTD.COM FIND US ON FACEBOOK 911 & PORSCHE WORLD 3 HAND BUILT CARS WARRINGTON | ENGLAND www.ninemeister.com +44 (0)1925 242342 PORSCHE 964 TURBO 3.3 **HUGE SERVICE HISTORY - A TOTALLY ORIGINAL CAR**1991................................................................................................£95,995 PORSCHE 993 C4 CABRIOLET BLUE 1997............................................................£50,995 PORSCHE 993 C4 CABRIOLET BASALT BLACK................................................... £45,995 PORSCHE 993 CARRERA 3.6 TIPTRONIC AREAN RED 1997.............................. £45,995 PORSCHE 993 CARRERA 3.6 TIPTRONIC POLAR SILVER 1995......................... £41,995 PORSCHE 996 C4S MANUAL SEAL GREY ............................................................ £21,995 PORSCHE 997 C2S SEAL GREY METALLIC 2006.................................................£25,995 PORSCHE 997 C4S MANUAL BLACK 2008 ........................................................... £32,995 PORSCHE 997 C4S TIPTRONIC BLACK 2008 *LOW MILES*............................... £32,995 PORSCHE 997 C4S CAB TIPTRONIC BLACK 2006 ............................................. £27,995 PORSCHE CAYENNE DIESEL GREY HUGE SPEC LOW MILES 2016 ................. £46,995 PORSCHE CAYENNE DIESEL BLACK 2012............................................................£23,995 PORSCHE 914/6 ARCHED LE MANS INSPIRED SUN YELLOW 1973.................. £24,995 911&PW NOVEMBER 2019 THIS MONTH FEATURES YOU AND YOURS Jake Barton and his ex-factory 968 Club Sport, as driven by Walter! 36 992 CARRERA 2 FIRST DRIVE Still the 911 enthusiast's default option? New C2 shares widebody with C2S so rather harder to differentiate between the two 42 EMORY MOTORSPORTS 356 RSR It's what you get when you throw a 356 and 964 together and mix in some 935, too. A whole new take on the `Outlaw' concept 50 GT3 RS GROUP TEST Celebrating 20-years of the GT3, we bring the hardcore RS versions together in gen 1 guise. That's 996, 997 and 991. Hang on, it's a wild ride 64 THE 911 THAT JACK BUILT Jack Olsen's hot rod 911 is a YouTube hit and a match for any modern GT3 on track. We go for a ride 76 HOW TO: 996 AIR-CON RADIATORS They rot out at the front. Here's how to DIY replace them 86 SPECIALIST: AUTOFARM Dropping in on Autofarm's impressive new premises 92 p18 6 911 & PORSCHE WORLD p50 p10 p42 CONTENTS p64 p76 SUBSCRIBE Guarantee your copy of the world's best-selling monthly Porsche magazine. You'll save money, too! REGULARS PORSCHE NEWS All the latest Porsche news... 10 PORSCHE PRODUCTS ...and all the latest must have stuff 18 THE USUAL SUSPECTS Johnny Tipler has his say 28 FRANKEL The Cayenne Coupe, the problem with Formula E, and the 911SC 32 PORSCHE PROJECTS The latest from the 911&PW fleet 98 PORSCHE TECHNICAL TOPICS Technical problems solved 102 BUYERS' GUIDE: CAYMAN 987 Everything you need to know 106 MARKET PLACE Tried & tested, dealer and auction talk 108 TIME MACHINE Journey through 911&PW's past 120 911porscheworld.com ...OR TURN TO PAGE 121 911 & PORSCHE WORLD 7 Westwood Cylinder Liners Limited Tel: +44 (0)1905 799470 Fax: +44 (0)1905 796414 Email: sales@westwoodcylinderliners.co.uk Web: www.westwoodcylinderliners.co.uk 8 911 & PORSCHE WORLD ALL THE PORSCHE NEWS AND VIEWS NEWS Porsche launches new all-electric Taycan, but range still falls short of Tesla S * Taycan sets 'Ring record * Formula E 99X unveiled * Macan Turbo gets 440bhp 2.9 turbo V6 * Porsche mourns Ferdinand Piech RADICAL NEW TAYCAN REVEALED Pure-electric Porsche features dual motors, 100kWh battery, 800-volt charging and 761hp Porsche's keenly awaited and acutely controversial electric car is here, all 761bhp of it. The radical new Taycan has finally been unveiled in full production trim. Reflecting the importance of the first pureelectric Porsche, the Taycan's world premiere took place on three continents simultaneously. Much about the Taycan is familiar, including styling derived from the Mission E concept car. But there are also some surprising details. Let's deal with the headline figures, first. At launch the Taycan will be available in two variants, the Turbo and the Turbo S, that nomenclature representing the final nail in the coffin for any connection between `Turbo' branding and a combustion engine with forced induction. Both models share the same Performance Battery Plus with a total available capacity of 93.4kWh from a 100kWh lithium pack. In the Turbo, that translates into a range of 279 miles according to the WLTP regime, while the higher performing S is trimmed to 257 miles by the same measure. The Turbo S maxes out at 761 metric horsepower in overboost mode, while the standard Turbo is rated at 680hp. That's good enough for sprints to 62mph of 2.8 and 3.2 second respectively, feats Porsche says the cars are capable of repeatedly. The emphasis on that repeatability is a sideways dig at the `Ludicrous Mode' of the Tesla Model S, liberal use of which can see the car default 10 911 & PORSCHE WORLD NEWS AND VIEWS into a lower performance mode. Both models top out at an artificially limited 162mph. Another shared feature is the 800-volt charging capability. The first of its kind, the new system allows for faster charging than any comparable EV. Porsche says 100km or 62 miles of range can be added in just five minutes, with an 80 per cent charge possible in 22.5 minutes. Architecturally, both models have dual electric motors, one for each axle, enabling digitallycontrolled and torque-vectored all-wheel drive. The rear axle includes a two-speed transmission, a novel move given nearly all EVs current run single speed transmissions. Porsche says it allows the Taycan to be optimised for both acceleration and efficiency. Porsche has also packed the motor, transmission and pulse-controlled inverter into a single combined module for each axle, a measure it reckons makes for the best power density of any available electric car. Despite that, and largely due to the huge battery pack, the Taycan is a very heavy car. Both models are quoted at 2295kg. Inside, the new Taycan is arguably just as radical. Porsche has gone big on screens, several of them with touch functionality. The driver's instruments are replaced by a dramatic floating display consisting of a curved 16.8-inch LCD panel. Then there's a 10.9-inch central infotainment screen similar to those of the latest PCM systems in models like the Panamera and new 911. Alongside that is a second optional 10.9inch panel for the front seat passenger. Finally, the central console is dominated by yet another 8.4inch touch display housing virtual controls for features from climate control to driver aids and charging and featuring haptic feedback. Overall, Porsche says the number of physical switches and buttons has been greatly reduced in favour of touch controls and voice activation, the latter responding to the command "Hey Porsche". Porsche is also offering what it describes as an entirely leather-free interior option for the first time. The alternative is a mix of innovative recycled materials. As for pricing, Porsche has positioned the Taycan Turbo at £115,858, while the Turbo S clocks in at £138,826. A lower cost Taycan, very likely with a smaller battery, will follow. Porsche says it has already taken 30,000 orders for the Taycan and demand is such that some customers may be waiting up to a year for their cars. Porsche is offering a standard three-year warranty on the Taycan, with separate eight-year cover for the battery, the latter including a guarantee that the lithium pack will sustain at least 70 per cent of its charging capacity over that period. 911 & PORSCHE WORLD 11 NEWS AND VIEWS PORSCHE'S ALL-ELECTRIC RACER IS REVEALED New 99X Electric is go for Formula E As if this month hasn't been electrifying enough (apologies), Porsche's entry for the world's leading electric race car series, Formula E, has been revealed. A warm welcome, therefore, to 99X Electric, Porsche's first pure-electric competition car. The Formula E regulations stipulate a standardised chassis and battery, so the basic look of the 99X is shared with all other entrants to the 2019 to 2020 Formula E series. However, the drive technologies are developed by the competing manufacturers. Porsche says its engineers were able to make use of their LMP1 experience when developing the new Formula E powertrain. Porsche's world-beating 919 LMP1 car was of course powered by petrol-electric hybrid power. Porsche says energy management and efficiency are the keys to success in both Formula E and series production. This is where Porsche's permanent synchronous motor comes into play. It'll be the defining factor versus other Formula cars. The 800volt technology used in Formula E, incidentally, mirrors that of the fully electric new Porsche Taycan. In terms of the design, the traditional Porsche motorsport colours were chosen for the Formula E racing car. From a bird's-eye perspective, the Porsche emblem is clearly visible around the Halo system. As usual, the naming format is three digits which represent Porsche racing cars and two-door sports cars. The highest number, nine, was used twice, to re-emphasise the importance of the Formula E project for Porsche, while the X stands for the forward-looking approach and prototype racing. The Porsche 99X Electric also serves as a development platform for future fully electric production models. "In hindsight, we laid the foundations for Porsche's future involvement in Formula E during the LMP1 project. We used the insights gained during that time in the development of the Porsche Formula E powertrain. We focused on building a highly effective powertrain with the highest level of efficiency," says Malte Huneke, Technical Project Leader Formula E. "In recent months, we have been able to sound out the reliability of the Porsche Formula E powertrain on the racetrack and on the test bench. We are very pleased and are optimistic going into the final preparations for the first race," says Huneke. The TAG Heuer Porsche Formula E Team will make its first official appearance in mid-October 2019 at the Formula E test at Valencia (Spain). "Both Porsche 99X Electric will take to the racetrack there for the first time, with Neel Jani and André Lotterer in the cockpit. From an operational perspective, it will be an exciting assignment for everyone involved. A good test before we contest our first Formula E race in November," says Amiel Lindesay, Head of Operations Formula E. The opening race of the season takes place at Ad Diriyah in Saudi Arabia on November 22nd. In total there are 14 rounds with the season finale in good old London town on July 26th next year. The other major manufacturers taking part in Formula E this coming season include BMW, Jaguar, Citroen DS and Nissan. For the record, the 99X Electric is also the first single-seater race car from Porsche for 30 years. Porsche's Formula E debut will come in Nov at the first round of the 2019/2020 season in Saudi Arabia OUR TAKE RANGE ANXIETY At last, the first pure electric Porsche has arrived. No doubt you read all about how well it drives in the last issue of 911&PW. But right now, it's the numbers that are having the biggest impact. The Taycan is good for 62mph in 2.8 seconds, 161mph, 279 miles of range and an 80 per cent charge in 22.5 minutes, all courtesy of up to 761hp and an available 93.4kWh of charge. Oh, and it tips the scales at 2295kg. Some of those numbers are excellent. At least one is world beating. But overall, it's a slightly mixed bag. What's more, Porsche has clearly missed some of its targets for the Taycan. Ever since the Mission E concept was unveiled back in September 2015, all the talk has been of 500km of range and an 80 per cent charge in 15 minutes. Both of those have slipped slightly for the production reality that is the Taycan. Arguably more problematical is the inevitable comparison with the Tesla Model S. For starters, depending on which precise variant of the Model S you choose, the Taycan is slower off the line. But the biggest shortfall is range. The latest Long Range version of the Model S is rated at 375 miles on the same WLTP cycle that nets at best 279 miles from the Taycan. The Porsche actually offers similar charge capacity and is only slightly heavier than a big-battery Model S. So that shortfall has to be elsewhere in the motors, electronics and perhaps aero. Whatever, it's a yawning gap in PR terms. Admittedly, the Taycan is the fastest charging EV on the planet right now, thanks to its 800-volt technology. But that's mostly theoretical given the sparsity of 800-volt chargers. While Tesla's SuperChargers are a little slower, they're much more widely available. And not compatible with the Taycan. In practice, then, the fastest charging EVs will typically remain Teslas until the 800-volt charging network catches up. The main mitigation to all those numbers is the driving and ownership experience of the Taycan. Frankly, the Model S is nothing special to drive beyond its epic acceleration and aspects like cabin quality are a clear rung or two below any current Porsche. But you've got to get behind the wheel to really find out about all that. For now, of course, the Taycan is pretty much sold out. But a couple of years on when the buzz has died down, that near-100 mile deficiency in range is going to be increasingly conspicuous. 12 911 & PORSCHE WORLD DRIVEWAY BECOMES PIT LANE. BILSTEIN B16. Driving pleasure is all about the setting. Our BILSTEIN B16 coilover suspenVLRQ NLW RHUV PHFKDQLFDO SDUDOOHO VHWWLQJ RI WKH UHERXQG DQG EXPS OHYHO WKDW FOLFNV LQWR SODFH DW DQ\ RI WHQ FOHDUO\ DFFHVVLEOH SRVLWLRQ VHWWLQJV 7KH VLPSOH VHWWLQJ RI WKH GDPSLQJ IRUFH JLYHV \RX WKH XOWLPDWH GHJUHH RI LQGLYLGXDOLW\ bilstein.com NEWS AND VIEWS TAYCAN SETS 'RING RECORD Pure-electric Porsche proves its speed and endurance Porsche has set a new record for a four-door, all-electric car on the infamous Nürburgring-Nordschleife circuit in Germany. Test driver Lars Kern conquered the legendary track, also known as the Green Hell, in just seven minutes and 42 seconds. The record will be a significant PR victory for Porsche in its emerging PR battle with its main rival in the electric car market, Tesla. It's thought Tesla's existing high-performance models have yet to set 'Ring records because they cannot maintain full power over a complete lap without overheating the battery pack. "The Taycan is also suitable for race tracks and it convincingly proved that here on the world's most challenging circuit," says Lars Kern. "Again and again, I am impressed at how stable the allelectric sports car handles in high-speed sections, such as Kesselchen, and how neutrally it accelerates from tight sections, such as Adenauer Forst." "The Taycan mastered its Triple Endurance Run superbly. First, our electric sports car demonstrated the reproducibility of its performance as part of a strenuous test involving 26 successive acceleration runs from zero to 200 km/h. Then it completed 3425 kilometres within 24 hours in Nardò without any issues and now the record at the Nürburgring-Nordschleife," says Stefan Weckbach, Vice President Product Line Taycan. Porsche says the latter feat was achieved in sizzling temperatures at speeds between 195 and 215km/h. The test was completed without interruptions, with the prototype Taycan only stopping briefly to charge and swap drivers. The new Porsche Taycan set a `Ring record of 7m 42s for a four door, allelectric car REVISED MACAN TURBO ARRIVES More power from less capacity Porsche has updated the Macan mid-sized SUV with the latest 2.9-litre turbo V6 seen across several models in the VW Group. Fitted to the Macan Turbo, the new twinturbo engine knocks out 440bhp, 10 per cent higher than its predecessor, from 20 per cent less engine capacity. With the optional Sport Chrono Package selected, the Macan Turbo fires from zero to 62mph in just 4.3 seconds. That's a handy three tenths faster than before. The model's top speed is 167mph, while transmission is via a seven-speed PDK dual-clutch gearbox and Porsche Traction Management (PTM) all-wheel drive. Fuel consumption is 23.5 to 24.8mpg according to WLTP standard and CO2 is rated at 224g/km under the older NEDC regime. The new 2.9-litre engine has already seen use in the Cayenne and Panamera models and features a so-called `hot vee' architecture with both exhaust turbochargers located atop the engine between the cylinder heads. The result is very short exhaust paths between the combustion chambers and turbochargers and so rapid build-up of power and a particularly sharp throttle response for a forced induction motor. The cooled exhaust manifold has also been integrated into the cylinder head for highly efficient combustion. Elsewhere, the new Macan Turbo is equipped with the powerful Porsche Surface Coated Brake (PSCB) as standard, part of a suite of upgrades to optimise the model's chassis. Porsche says tungsten carbide coating of the PSCB discs offers faster response, less wear and up to 90 per cent less brake dust compared with conventional cast iron brakes. For the record, you can spot PSCB brakes courtesy of their bright white calipers. Heightadjustable air suspension with optimised pistons and new shock absorber hydraulics, Porsche Torque Vectoring Plus (PTV Plus) and the Porsche Ceramic Composite Brake (PCCB) are also available as options. As for styling, the new model can be identified thanks to a bespoke front bumper cover featuring three large air intakes and high-level front lights, as well as standard LED headlights including the Porsche Dynamic Light System (PDLS). In profile, the unique features include 20-inch Macan Turbo design wheels, Sport Design side skirts and Sport Design exterior mirrors in body colour. The specially-developed, fixed roof spoiler with its double-wing design is also a Turbo feature while the standard sports exhaust system packs silver twin tailpipes. Inside, you get Porsche Communication Management (PCM) with a 10.9-inch full HD touchscreen coupled with a Bose Surround Sound system, 14 loudspeakers and a total output of 665 watts. The PCM includes online navigation with real-time traffic information and smart voice control. The Macan Turbo is available to order today, priced from £68,530.00 RRP inc VAT. New Macan Turbo gets 440bhp from new, smaller capacity 2.9-litre, twin-turbo V6 engine 14 911 & PORSCHE WORLD NEWS AND VIEWS PORSCHE MOURNS THE DEATH OF FERDINAND PIËCH The passing of an automotive giant Ferdinand Piëch, former Member of the Supervisory Board of Porsche AG, grandson of Ferdinand Porsche and a titan of the global car industry, died on 25 August 2019 at the age of 82. "The news of his death represents a very sad loss for us. Our thoughts are with Ferdinand Piëch's family," says Oliver Blume, Chairman of the Executive Board of Porsche AG. "His love of cars and his constant desire to drive forward technical progress will never be forgotten. Piëch was an automotive man through and through." Piëch's most enduring legacy is arguably his overall impact on the VW Group. As head of Audi's technical engineering group, he steered development of the Audi 80 and 100 and played a decisive role in the four-wheel-drive Audi Quattro Group B rally car. But it was his arrival as chairman of VW's management board in 1993 with the company in deep financial trouble that marked the beginning of his most productive period. VW is said to have been three months from filing for bankruptcy when Piëch joined. He oversaw a dramatic turnaround centred on a platform sharing approach across an ever increasing portfolio of brands. Under Piëch, VW acquired Skoda, Bentley, Bugatti and Lamborghini, among others. Meanwhile, the number of monocoque floorplans being produced by VW shrank from 19 to just four and Audi was reborn as a true premium brand. It was, of course, also Piëch who backed the creation of the incredible Bugatti Veyron, without which the modern era of hypercars may not have happened. Piëch owned, and regularly used, two of them among his huge personal collection of cars. In 1999, 132 car journalists and industry experts from 33 countries named him "Car Manager of the Century". During his tenure at the VW Group, the firm grew from a mid-sized European car maker to a global colossus with around 10 billion euros of profit annually. An engineer at heart, Piëch was also a political animal with immense willpower to see his chosen projects through. One anecdote that serves as a handy measure of the man is a meeting held with engineers from Volkswagen. It's said he threatened to sack everyone in the room if they did not achieve the tighter panel gaps he demanded for the new Golf hatchback. If there is a blot on his CV from VW, it involves his plans to overtake Toyota as the world's biggest car maker by virtue of an army of socalled `clean' diesel cars. In today's context of problematic urban air quality and the Dieselgate scandal, that's arguably a masterplan that ultimately went wrong. But it's also just a part of his incredible CV. Piëch joined Porsche in 1963. As a qualified engineer with a thesis in F1 car engine development, he quickly became a major player in research and development. After successful design of an oil cooler for the Type 904 race car and a 180 PS six-cylinder race engine, Piëch became head of the testing department in 1966. It was also Piëch who honed the legendary six-cylinder boxer engine of the Porsche 911 to production maturity. Of course, he played a major role in the development of the iconic 917 race car, too. In hindsight, the 917 seems like a no brainer. But back in 1968, it was a huge risk not everyone at Porsche supported. It's said Piëch invested fully two thirds of the company's budget to build the 25 machines required for homologation. Failure could have spelled the end of Porsche as we know it, an eventuality that must have seen imminent when the car missed its initial homologation and was deemed a death trap by several drivers. The 917, of course, came good and then some, winning Le Mans in 1971 and 1972 and resetting the reputation of the marque as a leading performance brand comparable to the usual Italian exotics as opposed to merely a maker of quirky rear-engined coupes. In 1972, Piëch's grandfather decided that family members could no longer occupy senior positions in management at Porsche. It spelt the end of his career at Porsche but the beginning of something even bigger. 16 911 & PORSCHE WORLD Left: Ferdinand Piech and Ferry Porsche in 1963, with Type 718/2 engine of the Porsche 901. Piech probably best remembered as designer of the 917 PRODUCT CALL PRODUCT BRIEFING ESSENTIALS The tempting trinkets that enhance Porsche ownership COOL IT! Engines and gearboxes giving up tend to command your attention, but there's plenty of other stuff that can go wrong in an old Porsche. Like the climate control fan in a 964 or 993. An apologetic buzz or whirr from behind the dash is the harbinger of doom in this case. The solution? BergvillFX's new replacement fan. At 18g it's dramatically lighter than the 100g factory item and offers virtually silent operation thanks to a brushless motor with hydraulic bearings. It comes with a five-year warranty and an expected service life of 10 years. Yours for $159 plus shipping or taxes from bergvillfx.com, or somewhere north of £150 landed in the UK. BergvillFX can also do you a climate control removal tool for the princely sum of $18, again plus taxes and shipping. BRACE FOR HANDLING IMPACT Rennline reckons one of the easiest and most cost-effective ways to improve your car's handling is the installation of their new strut tower braces, designed to suit all 911 models from 1966 right through to 1989. The braces bridge the shock towers, eliminating virtually all flex and in turn the camber change that occurs during hard cornering. Rennline has made the braces fully adjustable, allowing you to set a desired amount of pre-stress. Constructed of lightweight aircraft grade aluminium, the braces come with five-axis fully CNC machined billet aluminium brackets and FK rod ends. Rennline says the strut tower braces bolt in and out in minutes and require no drilling. Whether on the road or the track you'll feel the difference immediately. Priced at $180 plus taxes and shipping from rennline.com. GETTING WARMER... File this one under somewhat esoteric but no less essential for it. What you're looking at is a warm-up regulator for 924 models. Supplied by the font of all things transaxle related that is Woolies Workshop, based just outside Birmingham near Solihull, this unit is a reconditioned version of original Bosch 0 438 140 011 (Ref Green 5) item. For the uninitiated, the warm-up regulator, also called the control pressure regulator, lowers the control pressure of the K-Jetronic injection system when the engine is cold. This further deflects the control plunger in the fuel distributor and correspondingly supplies additional fuel. A correctly functioning unit will greatly help with smooth running from cold. Woolies will do you this recon' item for £249.99 from wooliesworkshop.com. 18 911 & PORSCHE WORLD PRODUCT CALL MODEL OF MODERNITY Whenever a new 911 arrives, the cork-sniffing enthusiasts among us go through something akin to the five stages of grief. First there's denial that it's that time already. Then anger that they've ruined the 911 (again), followed by bargaining over what's realistic given current market and regulatory conditions, the depressing realisation one or several key elements have gone forever and finally acceptance that it's probably still the best new car money can buy. Where, exactly, are we with the new 992? Well, the sheer scale of the thing has us in denial of sorts. But everyone surely has to accept that it's objectively a fabulous machine. While you ponder your own journey, why not pick up this precision 1:18 model, the official Porsche item no less, from selectionrs.com for 99.95 or around £90. DRINK UP! Is there a more life affirming spectacle than a Martini-liveried Porsche loaded up through the apex? Granted, Martini plus Porsche has never been anything other than a commercial arrangement. But there's a romance that modern marketing tie-ins just don't seem to achieve. Whatever, this Martini-branded flask is an official Porsche product available from our chums at SelectionRS. It's a high-quality thermo-insulated cup adorned with the official Martini Racing livery design. Made of doublewalled stainless steel to create an insulating air pocket that keeps hot drinks warm and cold drinks cool, it's also fitted out with a 100 per cent leak-proof lid and provides a total volume of 450ml. It's available now from selectionrs.com for 49.95 or around £45. 20 911 & PORSCHE WORLD MAKE IT MOTORSPORT Wearing what you drive often sets you up for sartorial strife. We're thinking Joey from sitcom Friends decked out in Porsche-branded bumpf. But isn't there something less frivolous and somehow more functional about official Porsche Motorsport clobber? This women's polo shirt is just one of a wider range of new Porsche Motorsport kit. Clothing-wise, there are t-shirts, vests, jackets and hats. Accessories, meanwhile, include luggage and a lanyard, with the range rounded out with various kids items from t-shirts to liveried teddy bears, the latter, beleive it or not, actualy available in two sizes. You can grab the ladies polo shown here from selectionrs.com for 79.95 or roughly £75 and then check out the rest of the options while you're there. PRODUCT CALL HAVE YOU CLOCKED IT YET? Yes. Right. OK. At precisely £1139.89 including VAT, this new wall clock from Porsche is pretty punchy. However, it is also very much what the eagle eyed among you are suspecting. That's right. It's a 20-inch wheel rim from the new Type-992 911. Specifically, it's the natty cross-spoke RS Spyder Design wheel that's standard on the C4S and optional on other members of the 992 Carrera. Over a grand still feels pretty racey given an individual wheel surely goes for quite a bit less money. But then these kinds of official items from Porsche are almost always wallet wilters. Porsche isn't providing any details regarding the clock's movement or any other technicalities save for an overall weight of 8.7kg. So, it'll need mounting carefully. Still interested? Jump on the internet and head for store.porsche.com. SERIOUS SUNNIES Need some new high-quality sunnies? Fancy some classic aviator items? Then may we point your dazzled peepers at these new Porsche Design frames from the Porsche Driver's selection. Porsche reckons they're retro styled, but reinterpreted for a modern twist. And who are we to disagree? What else can we tell you? Well, they're made of stainless steel with ultra-flexible temples, while the lenses are hewn from green polarised polycarbonate with 100 per cent UV protection. As for pricing, let's call that reassuringly expensive at £250 a pop from store.porsche.com, where you can also browse the rest of the Porsche Driver's Selection, plus all the other Porsche-themed goodies from clothes to luggage and accessories. BOOK THIS Bookending this month's collection of Porsche-related products is, well, this actual Porsche bookend. Like the stunning wall clock, it's also made from a real Porsche part, in this case a brake disc from a 911. The drawn and quartered disc is mounted on an L-shaped frame of black coated steel. The support surfaces, meanwhile, are coated with rubber to improve grip. Whether Porsche has carefully tuned the bookend's weight distribution to mimic that of its most iconic road car, we cannot say. However Porsche does highlight that the bookend is `usable at either end', presumably by virtue of turning it around. Like any other bookend, then. Anywho, at £150 it ain't exactly cheap, but it is a nice little Porsche-related curio. Grab yours from store.porsche.com. 22 911 & PORSCHE WORLD Sportwagen Porsche spare parts for all models since 1950 The Original Type 911 | G-Model in 16`` With passion for tradition. Surface diversity 16" Fuchsfelge: Spokes "black": Front:7J x 16, ET23.3 | 5.60 kg | 462,00 polished, silk-gloss anodised outboard rim; Rear: 8J x 16, ET10.6 | 5.85 kg | 462,00 disc base and rim star hand-painted in Rear: 9J x 16, ET15 | 6,00 kg | 462,00 matt black new production with weight reduction of 700g at 7J/8J and 900g at 9J dealer enquiries welcome PPieiecceepprriiccee (Euro) excluddee 1199%%VVAATT,,DDeeaalelerreinenqnququiuirrieriseswweleccolocmmomeee AmAbmebrgesrgtrs.t3r. ·38·68663633N3 eNuebuubrugr/gD/Donoanuau· T·eTle. l(+(+4499))88443311 // 40 740 ·· Fax (+49) 844 3311 //4422117744··wwwwww.s.sppoortrwtwaaggeenn-e-eckcekretr.ct.odme ··iinnffoo@sportwagen-ecckkeerrtt..ccoomm Limited Porsche specialist for over 40 years Servicing, MOT's and repairs for all Porsches Up to 40% off main dealer rates Courtesy cars available Close to Northampton train station (Direct lines to London & Birmingham) Modern workshop with latest German technology and 9 service bays www.elitemotortune.co.uk NORTHAMPTON Tel: 01604 757510 24 911 & PORSCHE WORLD YOU WRITE, WE READ LETTERS Got something to say? Need to express an opinion on the Porsche world? E-mail us on porscheworld@chpltd.com IN PRAISE OF THE CHEAP 996 Morning! After reading about the bargain 996s in the latest 911&PW (Oct 2019 issue), I thought I would drop you a line. I too bought a cheap 996 Carrera 4, a 1999 car, with 130,000miles on the clock, two years ago. I paid £7200, didn't much like the car to start with and thought I would just sell it off for parts. But with the help of Dove House Motor Co, my 996 has been turned around. No, it's not the best, will never win a show, but boy I love this car now and would never sell it. Cheap to buy, cheap to tax, cheap to service and run. What's not to love about the 996? Brilliant cars and the only car that can make me smile by thinking about it or just by looking at it. That is priceless and I wish the gentlemen all the best with their bargain 996s. Smiles per miles now my friends. Stewart Thumwood, via email More bargain 996 fun. Reader Simon Thumwood's 996 C4 cost him just £7200. `Good work,' we say BARGAIN 996? NOT SO SURE... Come on 911&PW: There is no such thing as a cheap/bargain Porsche 996 if you shop around, then parts can be pretty cheap, too. What we're really or otherwise. We/You are deluding ourselves. I refer, of course, to the two saying is take advantage of bargain 996 prices, while you can. They won't 996s in the latest issue (911&PW, Oct 2019). All very beguiling, but in reality last forever. a lot of money waiting to be spent. As with any Porsche, it's not the purchase SUB £10K 996 TEST price that matters, it's whether you can afford to maintain them. Many are cheap, particularly the modern ones. What about a £3k Boxster or a Words: Steve Bennett Photography: Antony Fraser HE WHO £5k Cayenne, or rewinding a few years, a cheap 944? Each one is just a major problem DARES WINS away from being a write off. I know, I've been there and I've lost. I spent £13,000 on a 996, which soon turned out to be an £18,000 996, once I'd sorted through all the Or does he? We go shopping for the cheapest 911s in town. Meet Ajmal Mahmood and his 996 C2, bought for just £6550, and Luke Tarrant, the vendor of an eBay 996 C4 at £8995 and sold to the highest bidder, Alex, from Stuttgart in Germany... usual issues. You know the ones: creaking suspension, rotten radiators, corroded discs, split exhaust boxes. Maybe Ajmal got lucky with his £6500 996, but I reckon it will still end up throwing the usual £5000 at it to get it right John Munson, via email Steve Bennett replies: John, don't be such a spoilsport! We're not about to let reality get in the way of a good story. Er, seriously we stand by the notion of the bargain 996. The biggest killer of cars used to be rust and no bargain 996 is worth a full body resto, but given that most are solid, then upkeep is a matter of bolting on new parts as and when. They're not difficult to work on from a DIY point of view, and 58 911 & PORSCHE WORLD P 911 & PORSCHE WORLD 59 PREACHING TO THE SEMI CONVERTED Fascinating to read Andrew Frankel's first drive in the Porsche Taycan (911&PW, Oct 2019). I've got a foot in both camps when it comes to modern motoring. Or maybe that should be three. Petrol is the fuel of choice for my classic 911SC, while diesel is the only choice for the family Macan milemuncher, and for keeping it local, we have an electric Renault Zoe. This combo works perfectly and is probably the sound environmental option right now. The SC, like most classics, is used sparingly so is a barely a blip on the eco system. The Macan sees the motorway, but I wouldn't dream of firing it up to go down the shops and pollute the urban environment. That's where the electric car comes into the equation and it's been a game changer. That said, when I've tried taking the electric car on longer journeys, I've been thwarted by a hopeless charging infrastructure. I would love to travel further, but I just don't see it at the moment, so the lure of a Taycan is some way off. Andrew predicts that "range anxiety will become a complete non-issue," but given that the sort of 800-volt charging required by the Taycan is the least prolific type of charger in the UK right now, journeys are going to take some serious planning. I suspect I'm going to be keeping my current stable of cars for some time yet. Simon Tubb, via email 26 911 & PORSCHE WORLD 911&PW WRITERS ON MATTERS PORSCHE OR OTHERWISE THE USUAL SUSPECTS Most of us have a wish list of Porsches that we relish the prospect of having a go in one day, and for many of us that would include the 917 racing car. Johnny Tipler managed to tick off two of them in the past few months JOHNNY TIPLER International Porsche adventurist BOX TICKED Okay, well, strictly speaking the Icon 917 is a replica, but no less of an achievement on the part of its builders Dave Eaton and John Hartland, who obtained IVA type approval for it in July. We did the photoshoot, me and Antony, at Suffolk's Bentwaters air base, formerly the home of the spectacular A10 Tankbuster aircraft, where the broad, unconstrained runways enabled some unfettered driving opportunities, and the result was our feature in the May edition of this magazine. Fast forward to July's Rennsport Collective meeting, centred on Castle Donington and the adjacent racetrack, a brilliant event organised by Paul Geudon and his cohorts, featuring a wealth of high-end and famous Porsches. The event was attended by plenty of `usual suspects', including John Fitzpatrick, Johan Dirickx and Henry Pearman. Among the consignment of cars dispatched from the Continent by my old friend Kobus Cantraine was the 917 #008, owned by the personable Claudio Roddaro, who'd won the curtainraiser at the Hungaroring F1 Grand Prix with it just the week before Donington Rennsport. Although it's presented as a short-tail KH car in Gulf livery, it is a 1969 model, entered in WEC events that year by Porsche System so it's a works car and driven at Le Mans '69 by Richard Attwood and Vic Elford. They led for 21 hours, having built a four-lap lead, before the transmission failed, and the mechanics were given an ovation by spectators as they pushed it over the line. At the time, it had long-tailed Lang-Heck bodywork, painted white with blue frontal detailing, and although Quick Vic is name-checked, along with Richard Attwood, on the current incarnation, he never actually drove for JW Automotive, who acquired the car in 1970. #008 was then used extensively for aerodynamic testing, particularly at Zeltweg, resulting in the revised short-tail KH bodywork it's worn ever since. It ran on the Le Mans test days in April 1970 (coinciding inconveniently with the BOAC 1000Kms) with Mike Hailwood on driving duty. Thereafter, JW Automotive retained it as a spare for the next two seasons, and when the new CSI (pre-FIA) regulations sidelined the 917 and its arch rival Ferrari 512, #008 was sold to Manfred Freisinger Snr. The car was rebuilt at Freisinger's Karlsruhe workshops and bought by Swiss racer Claude Haldi, and then between 1989 and '91 Freisinger rebuilt it yet again for a private collection. When Claudio acquired it in 2018 he had the chassis and componentry crack-tested, and discovered that magnesium does not last indefinitely: indeed, a life expectancy of 30 years seems about right, so yet more extensive renovation was carried out, this time by Manfred Freisinger Jnr. As Claudio says, `when people talk about original matching components, they have no idea, because the material is 50 years old and you can't fix it, you have to make it new.' Claudio raced #008 last year at Classic Le Mans, Monza and Dijon, plus the Hungaroring in 2019. `This 917 is completely different to most racecars,' he says. `It's a car that you race with your brain; you need to keep control of everything because it's very easy to let the car get the better of you. But when you're used to the car then you can enjoy it.' And now, at Donington, he's told me I can drive it too! Possibly the most important piece of kit in the 917's tool-roll is the seat-ofthe-pants; because it is that kind of car. Indeed, Vic Elford said of its 1969 incarnation: `the Mulsanne Straight wasn't wide enough to get the car to run straight!' But now, though it is a tad twitchy on Donington's two longish straights, it is perfectly controllable. I'd driven a 906 and a 910 for this magazine, forerunners of the 917, sure, but with 2.0-litre flat-six power, as opposed to 4.5-litres of flattwelve pounding away behind me. In the Donington pitlane I clamber aboard: one foot on the broad sill, the other on the seat, then slide down under the large, thin-rim, steering wheel. I'm almost recumbent, and my helmet is right up against the roof bars. The five-speed shift pattern is conventional but the lever mechanism wouldn't disgrace a tractor. Claudio's mechanic Matteo fires it up: I blip the throttle to extinguish one of the two alternator lights. It's quick as I accelerate from the pits, sort of 993 quick if you want a comparison, but there again, I'm not pushing it one bit. You build up to these things gradually, of course, corner by corner and lap by lap. But what I'd expected would be a fairly daunting prospect is actually quite an easy car to drive. It helps to know what corner is coming up next, and Donington has several blind crests, though the most amazing section is the Craner Curves, where you can see right the way through the downhill set of bends and then up the other side. Once up to speed, I'm doing most of it in 4th and 5th, and down to 2nd for tighter corners. The massive torque is instantly apparent, and there's a huge amount of power available, while turn-in is instant and inch-perfect, with almost no effort hauling on the bus-sized wheel rim. A privilege and a thrilling experience to have had a go in it for ten or twelve laps. What next? Chronologically, that would have to be a 956. But Claudio also owns a 908 Coupé, and that is my all-time favourite. 28 911 & PORSCHE WORLD Our man Tipler talks with 917 owner, Claudio Roddaro. Astonishingly, Claudio invites JT to do a few laps. Respect due, we say THE USUAL SUSPECTS Say what you like about them, but 911 & Porsche World's elite squad of journalists and Porschephiles have opinions aplenty on all manner of automotive matters. And this is where they get their two-pages' worth CHRIS HORTON STEVE BENNETT BRETT FRASER KEITH SEUME PAUL DAVIES DAN TRENT JEREMY LAIRD ART ACHE I'm thinking of curating an exhibition of Porsche art, having discovered a wonderful coterie of women artistes who specialise in painting or fabricating artworks of Porsches. Among them are Caroline Llong, Laurence B. Henry, Anna-Louise Felstead, Sonja Verducci, Alina Knott and Tanja Stadnic. Other than reproduce examples of their work in my Porsche books, it remains to be seen where I could stage an exhibition, permanent or otherwise, featuring their paintings. Styles and materials vary greatly, but all are equally charming, and indeed all of them are available to undertake commissions of your favourite Porsche. Play your cards right and I'll invite you to the private view! Meanwhile, my Stateside pal Gary Faules from La Carrera Panamericana just sent me this astonishing art object which I thought I would also share with you. It is Peter Sarkisian's video installation, entitled "Dreamride: Lava Orange GT3 RS", on show at Orange County Museum of Art, California. petersarkisian.com. Yours for a cool $49,000. Porsche art is definitely a thing. Far left is Alina Knott and displaying her latest 991 Turbo work of art is Tanja Stadnic HEDONIST'S HEAVEN My favourite event is the annual Nürburgring 24-Hours, which I attend regularly. This year, as several times in the past, I was the guest of Falken Racing, whose 991 GT-R is sponsored by Falken Tyres, and I drove from GB in the 986 Boxster S, accompanied by motor racing snapper Carlie Thelwell www.carliethelwell photography.com and it was as much fun as ever. The weekend began with an exhibition of high-speed drifting on the South Loop of the F1 circuit, pairs of cars mainly of Munich origin being flung sideways in close harmony and issuing palls of acrid tyre smoke in the process. It's not my thing, but I was reluctantly impressed. Since the demise of World Championship events on the Nordschleife, the N-24 has become the most important meeting on the circuit's calendar. It's a standalone race, though sharing rules and regs with the tenround VLN Langstreckenmeisterschaft Nürburgring (VLN Endurance Racing Championship Nürburgring), drawing major manufacturer teams including Porsche, BMW, Mercedes-Benz and Audi. They seem to take it in turns to win, thanks to the organiser's fluctuating BoP `balance of performance' equivalency formula. This year's 202-car entry list kicks off with an eye-watering melange of supercars, ranging from Audi R-80 LMS, Mercedes-Benz SLK AMG GT3, Porsche 911 GT3 R, and BMW M6 GT3, plus a smattering of Aston Martin Vantage AMR GT4, Chrysler Viper CC, Nissan GT-R GT3, Lexus RCF GT3, Ferrari 488 GT3, KTM X-Bow GT4, Lamborghini Huracan and Glickenhaus SCG003C. That's just the quick ones; there are two more tranches, the second wave headed by Cayman GTR-4 and GTS, Audi TT and BMW M4, with the third wave a mix of Golf, Civic, WRX, Clio and Astra hot hatches. The cars are crewed by professional and often well-known racing drivers, in Falken's case headed this year by Jörg Bergmeister, fresh from scooping the GT3 LMP Am win at Le Mans the previous weekend. I chat with Jörg and his teammates Dirk Werner, Klaus Bachler and Martin Ragginger, and without hesitation, they declare that it's the best race on the calendar way superior to other night-and-day races like Le Mans, Daytona and Spa. Twenty-four hours is a long time to be concentrating on a race, and having logged the fortunes of the leading Porsche protagonists, it's time to venture out into the forested sections beside the deep Nordschleife to immerse ourselves briefly in the hedonistic maelstrom wrought by race fans, an encounter with those bad boys Mad Max, Burning Man and Glasto, all rolled into one. The soundtrack is unremitting dub, techno and heavy metal thumping full-volume from extemporised sound systems, randomly interspersed with fireworks, thunderflashes and strobes. The PA, let alone the race engines, is barely audible. A concoction of aromas greets the senses, too: hot car fumes, barbecues next to the footpath, and fry-ups emanating from random chuck wagons. It's hard-core, but the mood is cheerful as it would be, given the intake of who knows what! The Falken Porsche lost time early on with a puncture, dropping to 65th, but having hauled it back up to 17th, Klaus Bachler bins it with two hours to go. Honour is saved by the similar Manthey racing 911 that's led for much of the race and only demoted to 2nd due to overtaking under unseen yellows. The result is kind of immaterial, though obviously you want your hosts to win. The downside of these big events is that you end up staying maybe 50km from the venue, or else you go commando, along with the hard-bitten punters. Will I camp next year? Yeah, sure! The Nürburgring 24hr race is the perfect antitdote to the more civilised Le Mans 24hrs. The Germans know how to party! 911 & PORSCHE WORLD 29 Nine Excellence Independent Porsche Centre SPECIALIST IN ALL THINGS PORSCHE WORKSHOP · Porsche Fixed Price Servicing. · Courtesy Cars. · Repairs and MOTs. · Engine and Transmission Rebuilds. · Restorations. · Pre-Purchase Inspections (PPI). · Detailing and Aftercare. · Alignment and Geometry. UPGRADES · 9e Performance Packages. · Exhausts. · Suspension. · Brakes. · Tuning. · Engine Builds. · Parts. SHOWROOM · Please check our website for current stock. · We buy and sell all Porsche models. All Porsche models covered. Fully trained Porsche technicians. Professional showroom and workshop. Unit 3, Axiom Business Park, 41 Balcombe Road, Horley, Surrey, RH6 7HF www.NineExcellence.com 01293 226 911 Info@NineExcellence.com · Fixed Price Servicing · Engine & Transmission Rebuilds · Restoration · Full Diagnostic Facilities · Pre-Purchase Inspection Tel: 020 8500 2510 Email: info@hpporsche.co.uk www.hpporsche.co.uk 181 FOREST ROAD, HAINAULT, ESSEX IG6 3HZ 30 911 & PORSCHE WORLD 911 991 "2S" 3.8 pdk (61 - 2012) Basalt black with black leather 62,000 miles £48,000 911 997 Turbo 3.8 pdk (10 - 2010) GT Silver with black leather 26,000 miles £75,000 911 997 Turbo 3.8 pdk (11 - 2011) White with black leather 56,000 miles £68,000 911 997 "4S" 3.8 pdk (11 - 2011) Basalt black with black leather 50,000 miles £47,000 911 997 "2S" 3.8 pdk (10 - 2010) Meteor grey with black leather 30,000 miles £46,000 911 997 "4S" 3.8 pdk (59 - 2009) Red with black leather 38,000 miles £45,000 911 997 "4S" 3.8 pdk (60 - 2011) Dark blue with sand leather 59,000 miles £44,000 911 997 "4S" 3.8 (09 - 2009) Basalt black with black leather 49,000 miles £43,000 911 997 "4S" 3.8 pdk (59 - 2010) Basalt black with black leather 59,000 miles £42,000 911 997 "4S" 3.8 pdk (09 - 2009) Basalt black with black leather 55,000 miles £42,000 911 997 "4S" 3.8 pdk cab (59 - 2009) Meteor grey with black leather 47,000 miles £42,000 911 997 "2S" 3.8 pdk (09 - 2009) Basalt black with black leather 55,000 miles £40,000 911 997 "2S" 3.8 pdk (10 - 2010) Basalt black with black leather 72,000 miles £38,000 911 997 Turbo 3.6 tip (57 - 2007) Basalt black with black leather 58,000 miles £48,000 911 997 "4S" targa 3.8 tip (08 - 2008) Basalt black with black leather 49,000 miles £35,000 911 997 "4S" X51 (57 - 2007) Atlas grey with black leather 64,000 miles £34,000 911 997 "4S" 3.8 (57 - 2007) Meteor grey with black leather 50,000 miles £34,000 911 997 "2S" 3.8 (08 - 2008) Atlas grey with black leather 48,000 miles £33,000 911 997 "2S" 3.8 (57 - 2007) Meteor grey with black leather 58,000 miles £33,000 911 997 "4S" 3.8 (08 - 2008) Meteor grey with black leather 75,000 miles £32,000 911 997 "2S" 3.8 (57 - 2008) Atlas grey with black leather 52,000 miles £32,000 911 997 "2S" 3.8 (07 - 2007) White with black leather 58,000 miles £32,000 911 997 "4S" 3.8 (06 - 2006) Seal grey with grey leather 53,000 miles £31,000 911 997 "4S" 3.8 (57 - 2007) Atlas grey with black leather 63,000 miles £30,000 911 997 "4S" 3.8 (07 - 2007) Basalt black with black leather 58,000 miles £30,000 911 997 "4S" 3.8 (08 - 2008) Basalt black with black leather 63,000 miles £30,000 911 997 "4S" 3.8 tip (57 - 2007) Meteor grey with black leather 62,000 miles £30,000 911 997 "2S" 3.8 (07 - 2007) Basalt black with black leather 72,000 miles £30,000 911 997 "2S" 3.8 tip (06 - 2006) Midnight blue with ocean blue leather 31,000 miles £30,000 911 997 "4S" 3.8 tip (06 - 2006) GT Silver with black leather 62,000 miles £30,000 911 997 "2S" 3.8 (57 - 2008) Silver with black leather 59,000 miles £30,000 911 997 "4S" 3.8 tip (06 - 2006) Seal grey with ocean blue leather 55,000 miles £29,000 911 997 "2S" 3.8 tip (57 - 2007) Silver with black leather 53,000 miles £28,000 911 997 "4S" 3.8 (07 - 2007) Atlas grey with stone grey leather 69,000 miles £28,000 911 997 "2S" 3.8 tip (07 - 2007) Meteor grey with black leather 48,000 miles £28,000 911 997 "2S" 3.8 (06 - 2006) Arctic silver with black leather 68,000 miles £28,000 911 997 "2S" cab 3.8 tip (06 - 2006) Basalt black with black leather 66,000 miles £28,000 911 997 "2S" 3.8 tip (56 - 2006) Atlas grey with black leather 72,000 miles £27,000 911 997 "2S" 3.8 tip (55 - 2005) Arctic silver with black leather 67,000 miles £25,000 911 997 "2S" 3.8 tip (55 - 2005) Midnight blue with sand leather 65,000 miles £25,000 Bristol Way, Slough, Berkshire, SL1 3QE 01753 553969 www.rsjsportscars.co.uk PORSCHES WANTED (2003 TO 2014) FRANKEL Andrew Frankel can't get his head round why folk are getting their knickers in a knot over the Taycan and its Turbo badging. Plus, thoughts on the `more for less' Cayenne Coupe; the Formula E shortcomings, that Porsche's involvement won't change; why the 911SC is the classic under-rated 911 and why the late Ferdinand Piech might be having the last laugh ANDREW FRANKEL The Porschephile CAYENNE COUPE MUSINGS R ecently I've been driving the new Porsche Cayenne Coupe, and during my time in the car was struck forcefully by two thoughts, neither being what on earth was Porsche thinking calling it a coupe. Of course it is no more a coupe than am I a prima ballerina, but Porsche would be by no means be the first not to let the truth get in the way of a catchy car title. On that subject, and if I may briefly digress, I simply don't understand the fuss that's been made over calling the recently launched flagship Taycans the Turbo and Turbo S. It's just a name and has been used to denote the flagship model in Porsche's ranges for decades. All Cayennes, Macans and non-GT 911s now carry turbochargers, so is it wrong to deny the lesser models that title? No, the Taycan is no more a Turbo than the Defender actually defends anything or a Rolls Royce Dawn can only be driven at sun up. It's just a name, everyone understands what it means in the context of Porsche, and those jumping up and down about it should perhaps wonder if it's really among the more important things in life. But back to those couple of thoughts. The first is the less contentious of the two, namely why on earth has it taken Stuttgart so long to get around to building such a car. Much to my chagrin, BMW proved over 10 years ago that charging more money for a worse version of an extant SUV was a sound business case, and the X6 has been selling by the spadeful ever since. Inevitably Mercedes-Benz and Audi joined in, but Porsche has only just and very belatedly joined the game. In the Porsche's favour and unlike certainly the BMW and Benz equivalents, the Cayenne Coupe does at least look no worse than the car from which it's derived indeed I'd not argue with anyone who said it was better looking but like them all it is less spacious in both back and boot and, of course, more expensive to buy. And that's the second thought. Is there something I've missed, some dynamic dimension to it that passed me by when driving? I doubt it. If you're happy to pay more for less in the almost certainly mistaken belief that your friends, family, neighbours and colleagues will somehow think more of you as a result, then that's fine. Me? I'd stick with the standard car, and have me a little holiday with the money I saved. THE PROBLEM WITH FORMULA E W hat, I wonder, is your view of Formula E, and has it changed now Porsche has announced its involvement? Me neither. I've tried hard over the last couple of years to get excited about it but despite the outstanding calibre of driving talent on the grid, it has so far failed to grip me. But what has surprised me most are that the reasons I have yet to become engrossed are not those I expected. For instance I thought the fact the cars are so slow and have wildly more downforce than power would be the biggest turn off. Not even close. Nor is it the fact the cars sounds like the room at Bentley where row after row of highly skilled upholsterers pedal sewing machines to stitch leather together. No, my problem are the tracks. The idea was good enough: create circuits in city centres which not only makes going to a race far easier for the paying public, but it also allows Formula E to showcase its zero emissions credentials. But the reality is that city centres do not now and nor have they ever made good venues for motor races. And no, 32 911 & PORSCHE WORLD The Cayenne Coupe was only a matter of time coming and, needless to say, it's a pretty pointless machine that defies much in the way of objectivity Porsche entering the Formula E Championship won't and can't change the fundamental racing issues with the series ANDREW FRANKEL not even Monte Carlo whose place on the F1 calendar has everything to do with history, money and glamour and nothing whatever to do with its suitability as a venue for very powerful single seat racing cars. The result is races where the pack is usually bunched up, but where overtaking is still hideously difficult to achieve. So you get a procession. I've not watched races from all venues so maybe some buck this trend, but judging those I have seen, it'll take more than a couple of Porsches on the grid to make me want to tune in again. The 911SC was the first 911 that didn't rely on revs to perform, which made it a more practical proposition for most drivers, then and now IS THE SC THE MOST UNDER-RATED 911? W hat is the most under-rated 911? I'm sure there are plenty who'd argue for the gen 2 996 and maybe more than a few for the beautifully built if physically ugly 964. To me it was always the G-series SC. I'll go further: given the choice between a late 204bhp SC and an early 231bhp Carrera 3.2 and I'd probably plump for the earlier car, and certainly if I got to keep the change. The thing about most of the 911s that people like me rave about is that they were usually quite peaky cars. All the `S' models from the late '60s and early '70s needed proper revs on the clock before they'd give their best, regardless whether their motors displaced 2.0, 2.2 or 2.4-litres. Indeed the 2.7-litre Carrera RS was cut from very similar cloth. But then came the fuel crisis, emissions legislation and the need for engines that were both bigger and lazier to both retain power and comply with the law. Which is why the 3-litre SC when it arrived in 1978 was no more powerful than a 2.2-litre 911S of 1969. But by the time the 204bhp model arrived in 1981, the car was almost as powerful as had been the 2.7RS, with the crucial difference that the needle didn't need to be two thirds of the way around the dial before the car performed as it should. On the contrary, the SC was already pulling hard at less than half the permissible revs. Maybe that's not in keeping with our image of 911s as pure sports cars, only to be driven at speed by real drivers, but that view is at considerable variance to how these cars were actually used: as daily driver commuter cars which might occasionally be let off the leash. And in that role the effortless SC was superb, particularly for those who struggled to get on with its awkward 915 gearbox: all that torque meant you simply didn't need to use it so much. And today as owners and users of classic cars, most aren't too keen to rev their pride and joys to the red-line lest their ancient engine unstitches itself as a result. We tend to drive such cars on their mid-range power and it is here that the SC excels and probably explains partly its reputation as being one of the most reliable of 911s. Put it this way, you'd need to drive the wheels off a Carrera to establish even a small lead over an SC, and I just don't think most owners of old 911s drive that way now, any more than they did when they were new. Ferdinand Piech (right) is revered as the man who designed the Porsche 917, but there's far more to his legend THOUGHTS ON PIECH W hen Ferdinand Piech died at the end of August, it wasn't just a great industrialist we lost, but a true icon of our industry. He may never have put his name on a car but to me he is absolutely up there with Henry Ford and Enzo Ferrari among the scions of this business. Naturally we all think of him as the man who designed the Porsche 917 and I think his role in that project is often under-rated: it was the strength of his character that persuaded the board to sanction the building of 25 of them in the first place, defying the FIA's new rules intended to ensure no such car ever got made, and it was his obsession with maximising the car's power to weight ratio that ensured it soon became the fastest racing car the world had ever seen. But I admire Piech just as much for his other work: he was the man behind the Audi Quattro upon whose legacy the brand continues to dine out until this day, and it was Piech who took over an ailing VW Group, days from bankruptcy, and turned it into the largest car company in the world. And he never let someone put one over on him. I well remember Porsche's hostile takeover bid for Volkswagen, which really looked like it might work. In the end however and thanks mainly to Piech it was Porsche that got bought by VW and not the other away around, finally bringing his old family firm under the wing of the empire he had built. Of course Piech was eventually booted out when the supervisory board of VW was forced to choose between him and group CEO Martin Winterkorn. But even then he was not quite done, and when the Dieselgate debacle blew up, he told the prosecuting authorities that Winterkorn knew about the infamous `defeat devices' long before their existence became public knowledge. Winterkorn is now facing serious criminal charges on both sides of the Atlantic and Piech, well, if there is a heaven, I imagine there will be a thin smile on his face as he laughs at his nemesis from beyond the grave. 911 & PORSCHE WORLD 33 At JMG, we are dedicated to helping you get the best experience from your Porsche. We service, diagnose, repair and modify Porsche vehicles including remapping and suspension upgrades in our South of England workshop. JMG Porsche are a family run business built on a foundation of three generations of Porsche experience stretching back to the early 1970's. JMG Porsche 98 Cobham Road Ferndown Industrial Estate Wimborne Dorset BH21 7RE Tel: 01202 488800 Email: service@jmgporsche.co.uk mailorder@jmgporsche.co.uk www.jmgporsche.co.uk London's leading Porsche specialist for over 45 years Ivey House, Hollyfield Road, Surbiton, KT5 9AL info@charlesivey.com 020 7731 3612 www.charlesivey.com 34 911 & PORSCHE WORLD YOU AND YOURS: JAKE BARTON WALTER RÖRHL DROVE MY 968 CS Meet Jake Barton and his 968 Club Sport. A nice bit of lightweight Porsche, you'll agree, but one made rather more special thanks to its significant history/back story... Words: Steve Bennett Photography: Antony Fraser and courtesy of Auto Zeitang, Auto Bild archive and RM Sotheby's A slightly different take on You and Yours this month. Why? Well the owner and car are well known to your Editor (that's me) and has been for getting on for 20-years. So let me introduce Jake Barton and his 968 Club Sport (and his 996 Carrera 2, but that's really just a bit player). Jake is a mate, someone I used to share an office with, many a pint, trips to Le Mans and the Nürburgring 24hr race, track days and more. Throughout that time, he has pretty much always had his 968 Club Sport. Indeed, we both got ourselves Porsched-up pretty much within a week or so of each other in 2001, me in a leggy, cheap 944 Lux and Jake in this rather more immaculate 968. Jake was with me when I bought the 944 as was another mate, Bob. Bob is important in all this, too... But back to Jake. A life-long petrolhead, with an enthusiasm for endurance sportscar racing, a Porsche was always going to be on the radar, but which one? Back in the early 2000s track days were the big thing and the 968 Club Sport was the cult track day car of choice and acknowledged by those in the know as a car of some genius in the handling department. These were certainly considerations for Jake, but when asked as to why, when push came to shove, he bought a 968 Club Sport, the reply is unequivocally thus: "Bob told me to." Sadly, Bob is no longer with us. He died tragically young from a rare strain of cancer. He was the MD of the internet development company that Jake now heads up, was resident in the aforementioned office, shared all the same pints, trips to Le Mans and the 'Ring, and a partner in crime when it came to car buying shenanigans back in the days when you could pick up really interesting stuff for not a lot of money. Bob made me buy the 944, a BMW E30 M3 and a Carrera 3.2. Indeed, I'm sure he made me buy my 996 C2, despite having passed away in 2005... Bob has a lot to answer for. Back to the story. Clearly Bob could sense that Jake just needed a nudge in the right direction to join the Porsche club. "Bob spotted the 968," recalls Jake. "It was for sale with MCP Motorsport in Sheringham, on the North Norfolk coast." MCP Motorsport is Martin Pearse, whose mantra has always been the `Depreciation Proof Supercar.' As such he was, and still is, the go-to man for interesting and rare stuff, usually of the Porsche, Audi and Mercedes persuasion and quite often imported from Germany. A LHD 968 Club Sport was perfect MCP fodder. Jake elaborates: "I was driven to a car park in Framlingham, by Bob. We met Martin Pearse (he was playing cricket in Fram), with the 968. It all seemed to check out. Then Bob drove me to Barclays and made sure I signed the paperwork for a £12k loan." OK, so Jake is perhaps being a little tongue in cheek here, but really, that is pretty much what happened and all without myself and the rest of Jake's car mad cohorts getting a sniff of the deal. That is until one day, gathered on Jake's drive, en route to the pub, he 36 911 & PORSCHE WORLD caption caption caption caption caption caption caption caption caption caption caption caption caption caption caption caption YOU & YOURS Jake Barton, with his 968 Club Sport, which for nearly 20years had been concealing its history. Right: Walter Röhrl, poses on the wing of the very same 968 Club Sport Right: The original Porsche sourced press shot clearly showing the chassis number on left of bulkhead. But which of S-LM registered press cars was it? concocted an excuse to open the garage door and there it was: a Porsche 968 Club Sport in all its Speed Yellow glory. Without doubt, Jake had upped the ante and my E30 M3 followed soon after... Oh, and Bob got himself a Guards Red 968 Club Sport, too, putting his money where his mouth is. Jake's £12k had bought him a very clean 968 Club Sport with 128,285km on its LHD clock, AKA about 78,000-miles. Originally imported from Germany by 911 driving guru, Nick Faure, the yellow peril passed through a couple of owners prior to Jake, the last, Alex Willard, accruing a reassuringly big bill with Parr for a top-end rebuild, including new cams, inlet valves, cam chain, plus clutch and flywheel. That's £7000, please. In Jake's tenure the 968 whizzed backwards and forwards to Le Mans for a good few years and did a few track days, as intended. An ongoing programme of work included the correct MO30 brakes being fitted in 2004 and full M030 suspension (it already had the M220 limited-slip differential option) and anti-roll bars in 2009, all by Jake himself. New cams were fitted by ProMax in 2010 as a preventative measure and then, in 2012, Jake embarked on an extensive mechanical and cosmetic overhaul to bring the 968 up to the sort of standard that qualifies it as being one of the best around. And that could have been that. Nice car, a fun story, but actually this 968 Club Sport has a back story, which Jake has recently discovered: "While going through the service history in some detail, it struck me that the first three services all took place at the same Stuttgart dealership, that being the factory dealership, which is opposite the Porsche Museum." Interesting, so some sort of factory 911 & PORSCHE WORLD 37 affiliated car then? Jake continues. "Examining this closer, the car covered 38,800km in less than 11 months, with all the services on the same invoice number. Weird, I thought! "Suspecting that the car was some way originally attached to factory duties, I emailed the Porsche Museum to enquire about its had, plus chassis number, Jens confirmed that Jake's 968 was indeed a press car and fired over a selection of very familiar press shots. What he couldn't confirm, though, was which of the press cars it was. Of course, there's no such thing as a mystery these days and, interest well and truly aroused, Jake continued to search. "Armed AfotfermfraaogfmeawzGinweeresmeakarsnraiyvleodad history but, initially, I got no response. I was then contacted by Porsche GB, who asked for a copy of the V5, but conceding that the car was delivered in Germany, pointed me back in " " thatdirection..." with the knowledge there must be some pictures on the internet somewhere, I went digging for pictures of engine bays to see if I could see any chassis numbers. I came up trumps on the Porsche website. There was A slight breakdown in Anglo/German my car's engine bay, with its chassis number communications perhaps. No matter, mulling ending with 815075, in the 968 section this over with Jake I decided to fire off a quick celebrating 70 years of Porsche sportscars." email to Jens Torner at the Porsche Museum. Supplying Jens with that pic and info, Jens Jens is a good chap and the man at the was able to link Jake's car with other press Porsche archive. Armed with the info that we images, but matching the chassis number to an actual plate was proving to be elusive. It could have been one of a number of factory press cars, with plates starting with S-LM. Still, the sleuthing was fun and it seemed like a plan to try and find any German car mags of the time, to see if the 968 could be spotted. Indeed, I jokingly suggested to Jake that he would probably come across a picture of Walter Röhrl driving it... "After a few weeks a load of magazines arrived from Germany and I started going through them. There is a first drive in Auto Bild, various tests against Mazda RX-7, E36 M3, Audi S2, but nothing I could pin-point. In desperation, I started taking hi-zoomed images on the engine bay shots, to try and pick out defining features against the Porsche press shots, but there was no definitive eureka moment/match." Then, the breakthrough. "Another magazine arrived: Auto Zeitung No1, 12/12/1992. In it a group test of the 968CS v Nissan 300ZX, Mazda RX-7 and the Mitsubishi 300GT. To my horror/surprise, there is some lanky German in period dress, with his foot on the bonnet of the 968. It's Herr Röhrl! I confess, I was excited, but still I Jake's 968 Club Sport in Speed Yellow, the launch colour of choice. Jake's car is no14 off the production line Left: The opening spread from Auto Zeitung, Dec 1992. Below: Herr Röhrl, probaby saying "One day this 968 Club Sport will belong to driving god, Jake Barton" 38 911 & PORSCHE WORLD YOU & YOURS Above: Jake at the wheel. Note interior is standard, right down to the original head unit. Top right: First three service stamps are from the factory and show the car covering 38,800kms in just 11 months. Enough to pique Jake's interest and investigate his 968's history S-LM 5402 in further period action, this time in Auto Motor und Sport magazine couldn't tell if that was my car. The camera came out. Comparing all the details, Jubilee clips, engine bay wiring, all looked identical to the press shot. I was convinced, but still lacked proof that this car, S-LM 5402 and K190 RBK, were one and the same." And as is so often the way, the evidence had been lurking all the time, although only if you know how to decipher a German number plate... "The next day I was showing a friend the service book and explaining the story so far, when it fell open on the inside cover. Written in the top left-hand corner, was S-LM 5402! Still, anyone could have written that, but it was kind of conclusive! It also taught me to read more!" "Auto Bild's first drive story also featured SLM 5402, but as I said, I couldn't pin-point the chassis number. I found more pics on Auto Bild's syndication website, which I tried to buy, but the site didn't seem to work. However, an email in the right direction and the helpful Auto Bild folk sent me the original scans. The chassis number is the same as K190 RBK, thus confirming that S-LM 5402 is indeed, definitively, the same car." Result! After that, it became obvious that S-LM 5402 had been the 968 Club Sport of choice for press duties. Another period feature found shows Jake's car undergoing a group test in Auto Motor und Sport in 1993, pitched again against an E36 M3 and Audi S2 Coupe. Well used? Well, yes, but well looked after, too, hence its three services in one year. And besides, Jake's research shows that three other early press 968CSs, on S-LM plates, were used in a 4-hour Nürburgring race, with three drivers including F1 Safety Car driver, Bernd Maylander. Those cars were specced with MO30. Why wasn't Jake's car originally specced with the desirable MO30 suspension option? Probably because it would have been too hardcore against the period opposition that it went into battle with in the magazine group tests. The stripped out 968CS, even as standard, was a pretty extreme car compared to a BMW E36 M3 or a Nissan 300ZX. This is for 968CS and Porsche spotting nerds only, but some phorensic VIN plate deciphering revealed further points of interest. A cryptic "Z" Order Number 00681 translates as "Attention to a perfect engine compartment." Presumably because as a press car it's going to be photographed and so has to look perfect. Under `Decription' on the VIN plate, it reads: "Press-vehicle. Only for indentification/content." But enough sleuthing now. It's been fun and it adds a fascinating back story and not many folk can say that their car has been touched by the genius of driving god, Walter Röhrl, and then prove it. And what now? Well, the reason that Jake starting digging into the history of his 968 after nearly 20-years of ownership was based on the decision that it was time to pass on the batten and sell it. Its history has put a different slant on its potential value. Already one of the best 968 Club Sports around, it deserves its moment in the spotlight, so it will be going under the hammer at RM Sotheby's London Auction at Olympia on Oct 24th. We'll be there to follow the story through. In the meantime, Jake has future proofed Porsche ownership with a 996 Carrera 2, which I might have had something to do with! No great history revelations yet, and we don't think Walter has driven it, but no doubt it will pop up in 911&PW from time to time. Oh, and Bob would certainly have approved! PW 911 & PORSCHE WORLD 39 42 911 & PORSCHE WORLD 992 CARRERA 2 FIRST DRIVE Words: Richard Lane Photography: Porsche AG BASIC INSTINCT Once again, less is more for the Porsche 911, which is now available in its most basic Carrera 2 form. Still waiting for that manual, though... 911 & PORSCHE WORLD 43 Think of a Porsche 911. Not any 911. One that's twinturbocharged and rear driven, with huge tyres. One that'll sprint to 62mph in a shade over four seconds and flat-out will see the far side of 180mph. Some of you will now be thinking about the 993 GT2, but you could just as well have the new 911 Carrera in your mind's eye. That's the new and very much entrylevel 911 Carrera. It's an extraordinary thing: the performance of a pulverising homologation special built as recently as the mid-1990s can now be matched by the most junior member of the family. In fact if you option the Sport Chrono package, it'll drop the new car's sprint time to four seconds dead, against 4.4sec for the 'classic' GT2, but that only serves to strengthen the point. The two cars also share a very similar contact patch, though in 2019 the Carrera's 295-section rear tyres class as fairly modest, whereas in 1995 the 285-sections on the GT2 were almost grotesque by the standards of roadgoing Porsches. The only major difference is that back then you needed to spend the equivalent of £173,000 to get such epic performance from a 911. Today it costs half that. Admittedly the GT2 also tipped the scales at less than 1300kg some 210kg shy of its descendent, even though the new car benefits from aluminium body panels. There's still work to be done on that score. So, the new 911 Carrera: non-S, non4WD, non-Cabriolet, but driven here with an eight-speed dual-clutch gearbox instead of the seven-speed manual that'll arrive in due course. This isn't quite ground zero for the contemporary 911, but it's close. The engine is the same rear-mounted 3.0-litre flat-six found in the S, though detuned with smaller turbochargers to deliver 380bhp at 4500rpm instead of 444bhp. Torque is also down, from 391lb ft aren't made available at all. How much might Carrera owners miss rear-wheel steering and the 10mm drop in ride-height that comes with the PASM Sport suspension package? We'll see. With no extras whatsoever, the Carrera costs £82,793, making it some £10,000 less expensive than the Carrera S. I should add that this test car costs considerably more than basic, thanks to extras such as a nose-lift system, sports exhaust, and the Sport Chrono Package mentioned a moment ago, which includes the dynamic gBteaotcsskputechnhednp,e£ry1fo7ou3r,mnooeaeondcteeod at 2300rpm to 332lb ft from 1950rpm, although the knock-on effect of that seems slight: in kickdown the Carrera S bludgeons "5070mph in a claimed 2.2sec whereas the " plain old Carrera takes only 2.6sec. I'm engine mounts. The car also has the optional 90-litre fuel tank. This should, if the 40mpg touring economy recorded by the Carrera S we road-tested earlier this year is anything to go by, yield an almost certain many owners wouldn't notice the unbelievable motorway range of 800 difference. Perhaps some road testers, too. miles. Elsewhere the Carrera gets smaller brake Inside it's much the same ambience as discs than the S, and while it's possible to with the Carrera S, with the same 10.9in specify many of the optional extras touchscreen and wrap-around 7in digital available further up the range (our test car screens in the instrument binnacle. For the uses carbon-ceramic brakes), two notably purists this place will take some getting Every new 911 derivative has a launch `look' and, for the 992, it's very much Guards Red with gold wheels. Got to say, we love it! 44 911 & PORSCHE WORLD 992 CARRERA 2 FIRST DRIVE " " The optional 90-litre tank should yield an almost unbelievable motorway range of 800-miles 911 & PORSCHE WORLD 45 used to, but one press car on the launch event offset the progressive ambience with Truffle brown leather and 'Paldao' wood inserts. A true delight. In the past the most basic 911 has often been among the very sweetest to drive. Smaller wheels, narrower hips and softer suspension. These elements made them easier to place on the road and even more expressive in their handling, at least at realistic speeds. Which is why you should temper your expectations of the new 911 Carrera. These days it gets the wider body previously reserved only for S-badged variants. That and, having grown by 46mm, the front track width somehow now matches that of the outgoing GT3. Our test car also rides on optional 20in wheels at the front with the full 21in cartwheels at the back. The standard items an inch smaller at each end are hardly subtle, but these are concept carsized. It means the 911 is now a large car, and this particular example has a very serious wheel-and-tyre package with which to dominate the road beneath it. It's equally serious in the engine bay, not only because 380bhp is still a hell of a lot even in 2019, but also because the compressor wheels in the symmetrical turbochargers are smaller. That's not a typo. They deliver 300 millibars less boost pressure than those in the Carrera S but spool up even quicker, which practically eliminates lag and sharpens throttle response. With so much power and torque already at their disposal, that looks like a light-footed, but above all it's relentless. The PDK gearbox also remains outstanding: shifts are cut-throat quick but effortlessly smooth, with just a little bite to them. In short, the powertrain is excellent, and raw pace aside, more enjoyable than that of the Carrera S. What a coup. Thing is, you might not realise quite how fast you're travelling. These tyres develop a In thshwaesepeoatfetsestnttthboeedebrnaisvtiehce911 decent trade for the Carrera owner. It means pick-up which is occasionally "accompanied by a faint metallic yowl " reminiscent of old 911s is therefore ton of grip but the stability of this chassis and the 992 cabin's impressive isolation from wind and engine noise disguises how hard they're working. comparable to a naturally aspirated engine Worringly, you can slip into triple figures with a heavy flywheel, the intake tract without really noticing. Again, not a typo. gasping only momentarily before torque But this is the way of the modern 911. reaches the rear wheels. This new 3.0-litre Considering almost two thirds of the mass is phenomenally responsive. The lurks behind the driver, the Carrera S and way it then spins to the 7500rpm red this Carrera are freakishly composed. Even line is then somehow both thick-set and to the point of seeming inert. Porsche's Interior is a highlight of the new 992, with its wraparound digital dash, save for analogue rev-counter, and central infotainment screen. PDK toggle a reminder that the manual is yet to arrive The narrow body 911 Carrera 2 is no more, as is the smaller wheel and tyre package. Test car is running on 20in fronts and 21in rears. Standard will be a 19in/20in front/rear combination 46 911 & PORSCHE WORLD 992 CARRERA 2 FIRST DRIVE 911 & PORSCHE WORLD 47 992 CARRERA 2 FIRST DRIVE decision to go with a staggered wheel setup larger at the rear has had the desired effect of pushing the car's balance point forward, and wherever you point the neat little 360mm-diameter steering wheel, the car simply goes, and goes effortlessly. Is the steering a touch heavy? Maybe, but that doesn't translate into slow responses, and anyway it's an intuitively geared rack. So what's new? Because in all these respects the basic Carrera is just as impressive as every other 992-generation weight distribution to come to the fore a little. The terms `oversteer' and `understeer' are largely anathematic to this generation of 911 even one driven with reasonable commitment but what the basic Carrera does so well is to hint at those kinds of movements as it transitions through corners. And rear-wheel steering? Didn't miss it, though it does make a very agile car more nimble still, and lightning fast through second-gear hairpins. Personal preference. You can, of course, goad the car into uncommTfhoaenrtycaabrrolyfaedbesulstch on we've so far tested. Accurate, neutral, phenomenally quick. "What's new is that the entry-level 911 " doesn't take itself as seriously as its oversteer by leaning on the front axle through slower corners. It simply doesn't stop gripping, and eventually the rear relents and starts to slip onto a wider line. siblings. The standard ride-height makes it The movement can be sudden but it's never appear a little perched at standstill, at least ragged, because the body control is still so compared to cars equipped with PASM sensationally good, despite the softer Sport suspension (which, in terms of global suspension set-up. Five miles in a standard stock, is most of them), but the more Carrera and you'll wonder why anyone generous travel introduces some extra would want it any stiffer. Past experience fluidity into the body movements once tells us the 992 can get a bit floaty on you're on the move. seriously challenging roads the sort you'd And if you want to interact with your 911 find in Wales but with the dampers left in at real-world speeds, that's invaluable, their default setting, as far as lateral control because the difference is clear to see or is concerned the Carrera strikes a sublime in this case, feel. The suspension breathes compromise. You could always take them more freely and that unlocks some up a notch in Sport Plus mode, too. personality by allowing the car's natural I can't speak for overall ride quality because our German route was beautifully surfaced, and unsurprisingly the Porsche rode them with the sort of grace you'd expect of a long-distance GT. Once the car arrives in the UK we'll test one with the smaller, standard-fit wheels to see how well this characteristic translates onto more broken roads. If the last generation of 911 is anything to go by, the Carrera S will outsell the Carrera and the Carrera GTS will do better than either when it arrives a year or two from now. Because unlike the people who buy the 718 Boxster and Cayman, who mainly opt for plainer variants simply to get on the first rung of the Porsche ownership ladder, 911 owners tend to spend fairly big. And the more expensive the model, the more they spend on options. After driving the basic Carrera, I'm not convinced that's the right approach. Admittedly, with its new wide-body curves, the car feels uncomfortably butch on many roads. On the flip-side, if you've always liked the 911 with added presence, no longer do you need to pay a premium for the Carrera S. And at no point on some very quick, open, flowing roads does the less powerful car's 380bhp feel underwhelming. Not even for a second. If anything, it means the car lingers a little longer on the straights, the tacho needle reaching greater heights than it otherwise might. Supple, uncomplicated to drive, but at its core still a deadly serious sports car, this least expensive Carrera is the best of the bunch to drive at eight or nine tenths. And if you're going any harder than that, you're probably on track and what you really want is a GT3. Or a 993 GT2. PW It's a handsome thing and the world is a better place all the time the 911 continues to look unmistakeably like a 911 48 911 & PORSCHE WORLD The Natural Choice for Porsche 01825 830424 911 RS Touring Jet Black · Black Seats · Manual Gearbox Fully Restored · Matching Numbers 15" Fuchs Wheels · 1973 (L) £574,995 911 Carrera Speedster Jet Black · Black Leather Sport Seats Manual G-50 Gearbox · Full Leather Interior · 16" Fuchs Wheels · 2,307 miles 1989 (G) £219,995 911 GT2 (996) Arctic Silver · Black Leather Bucket Seats Manual Gearbox · Rear Roll Cage Porsche Ceramic Composite Brakes 49,352 miles · 2002 (02) £114,995 911 Carrera Sport Targa Grand Prix White · Dark Blue Leather Seats · Manual G-50 Gearbox · 16" Fuchs Wheels · Fully Electric Seats · 22,373 miles · 1988 (F) £84,995 911 Carrera T (991) Jet Black Metallic · Black Half Leather Sport Seats · Manual Gearbox Switchable Sports Exhaust · 20" Carrera S III Wheels · 50 miles · 2018 (18) £79,995 911 Turbo S (997) Basalt Black · Black/Cream Dual-Tone Leather Seats · PDK Gearbox · 19" Turbo II Wheels · Sport Chrono Pack with Sport Plus · 45,318 miles · 2010 (10) £74,995 911 Carrera 2 S (993) Metallic Black · Black Leather Sport Seats Tiptronic S Gearbox · 18" Turbo Wheels Sports Exhaust · 73,953 miles · 1997 (P) £69,995 911 Carrera GTS (997) Carrara White · Black Half Leather Sport Seats · PDK Gearbox · 19" Centre Lock Wheels · Touchscreen Satellite Navigation · 33,929 miles · 2010 (60) £59,995 911 Carrera 2 (991) GT Silver · Black Leather Seats Manual Gearbox · Touchscreen Satellite Navigation · 19" Carrera S Wheels 13,167 miles · 2014 (64) £57,995 Cayman GTS (981) Guards Red · Black Half Leather Sport Seats · PDK Gearbox · 20" Carrera S Wheels · Touchscreen Satellite Navigation · 23,125 miles · 2015 (65) £54,995 911 Carrera 4 S (997 GEN II) Meteor Grey · Black Leather Sport Seats PDK Gearbox · Touchscreen Satellite Navigation · 19" Turbo Wheels · 65,882 miles · 2010 (59) £43,995 911 Carrera S (997) Basalt Black · Black Leather Seats Tiptronic S Gearbox · Satellite Navigation 19" Carrera S Wheels · 54,263 miles 2005 (55) £30,995 At Paragon, we have superb in-house workshop and preparation facilities. Each car is supplied fully serviced with a new MOT and our 12-month/12,000-mile comprehensive parts and labour warranty. See more of our current stock at paragongb.com PARAGON GB LTD FIVE ASHES EAST SUSSEX TN20 6HY THE ULTIMATE OUTLAW? Emory Motorsports and Momo build the Maximum Strength Porsche 356 in a homage to the 935 racer, from a melding together of a derelict 356 shell, 964 underpinnings, a bespoke flat-four, twin turbo engine and 1000s of hours of skill and fabrication Words: Matt Stone Photography: Drew Phillips, Emory Motorsport and the author 50 911 & PORSCHE WORLD EMORY 356 RSR OUTLAW 911 & PORSCHE WORLD 51 EMORY 356 RSR OUTLAW R od Emory's grandfather Neil founded the famous Valley Custom shop in Southern California in 1948, as the interests in hot rodding and custom car building were defining themselves. It was a truly old school, by hand, and down-to-the-metal custom shop that could section, channel, nose, deck and french the bodywork of nearly any automobile. Everything was built or modified by hand, out of metal with old school hand tools, and assembled with gas welders and smoothed out with lead. Valley Custom was, and remains, the stuff of car culture legend. Three generations later, Neil's affable, uber enthusiastic grandson Rod is deep into the game, although his Emory Motorsports doesn't much deal in the hot rodded and customised Detroit iron that made Valley Custom so famous; no, young Rod builds and restores very special, utterly bespoke and equally unique Porsches. There were certainly hot rodded Porsches before Emory hung his shingle more than 20 years ago, but he's since coined and defined the term 356 Outlaw. "Outlaw" is a combination of restoration, customisation and comprehensive engine and chassis enhancement that turns a 356 into something even more special looking and better performing; think of it as style-driven and concours quality restomodding. He's built cars for classic Porsche collectors, rockers, and even restored one historically significant Porsche racing car (the Le Mans class winning 1951 Porsche 356/2 Gmund SL #063) for its maiden voyage at the Pebble Beach Concours d'Elegance a few years back no small undertaking, as this car had been decapitated into a roadster way back, so Emory and his metalworking boffins had to design and completely reconstruct its utterly unique aluminium roof structure. After so many fabulous 356 builds, he constantly wondered "what would the 356 be if Porsche were still producing it and had evolved through as much evolution and racing as the 911?" He and concept artist friend, Greg Macy, had done a few fantasy sketches and parts lists, when he was knocking around the idea with client, friend, and Momo principle Henrique Cisneros who went bonkers over the concept, and asked "what would it take to make it a reality?" This really got Emory's juices going, as one of his very favourite most iconic racing wheel designs is the (most often) black, centre locking, five-spoke Momo racing wheel run on so many great racers from IMSA and Le Mans fame; you saw this wheel on 917s, 956s , 962s and 935s. Cisneros had only two requirements of this 356 meets 935 monster that it incorporate an appropriate number of Momo components and design cues (the It's a 356, but not as we know it, or anyone else for that matter. Without doubt this Emory Motorsports built 356 RSR takes the `Outlaw' theme to a new level Centre section of the 356 bodyshell remains, but the front and rear sections are a mix of bespoke and 964 52 911 & PORSCHE WORLD wheels, belts, seats, pedals and such) and that it spit flame out the tailpipes on the overrun, just like those famous Porsche racers. That was in 2012. It would be an interpretive homage to the famous Porsche 935 works racers of the 1970s, incorporated with Emory's own 356 Outlaw styling and concept. And it had to begin with and be based on a real 356. While the purists among you may be considerable amount of time and effort went into ideation and design. Even though the 935 was the flavour bogie, Emory and the design team decided that the steeply raked false roofline and giant rear wings that so defined this all conquering racer's look would just be wrong on a 356, so virtually all of the stock roofline silhouette was retained, sans wings and things. Also no IMSA or café racer box style rTuRhsSetyRb1aw9s6aiss0oa3ft5te6hrBemEcinomauolplryey shuddering about now, rest assured that Emory had no interest in Godzillafying a "highly original, preservation quality 356. The " basis of what became the Porsche 356 flares need apply. The RS's somewhat flatter visage recalls the 935's "flachbau" look, and another design cue that rings loud and clear is a remaining hint of the 356's Emory RSR Outlaw was a terminally rusty rear tail panel, with PORSCHE lettering and 1960 356B T5 coupe. The roof was teardrop shaped taillights clearly peeking generally solid, but the body panels, doors out from the engine cover and tapered rear and floors were junk, which was fine as the fender panels, just as did original 911 lights roof and a few other small panels were all and tail panel from the butt end of a 935; all that Emory intended to utilise. A of which underscores that there is some element of real Porsche underneath. Emory credits Avedis Djinguelian with refining the design drawings and details to create detailed renderings serving as a more accurate and representative build and style guide to the finished product. Of course a dozen aftermarket companies make bespoke suspension hardware for all manner of Porsches, but something Emory Motorsports has developed over several of its latest and current builds is a system and hardware by which to accommodate 964 control arm suspension architecture and mounting points into these now highly sophisticated 356 builds. Emory searches far and wide for damaged 964 model Targas and Cabriolets that currently don't cost a lot. A modestly damaged 964 gives Emory lots of chassis sheet metal, steering, a G50 5speed transmission, and all the suspension. The newest Emory Outlaw tub design (and the RSR) becomes a melding of 356 and 964 chassis metal work, retaining the 964's suspension pickup points; this doesn't mean that he uses 964 suspensions in stock tune, but when spec'ing out shocks, springs and anti-roll bars, he can employ pieces already designed, tested and If you're thinking it looks kind of familiar, that's because Emory set out to create something that melded 356 with 935. Obvious really! Left: Flat-four uses bespoke block and heads, plus crank, but otherwise internals and as many ancillaries as possible are stock Porsche. Below: Engine subframe and suspension pick-up points are 964 derived 54 911 & PORSCHE WORLD EMORY 356 RSR OUTLAW 911 & PORSCHE WORLD 55 EMORY 356 RSR OUTLAW developed for Porsches, in concert with factory Porsche control arms and such. It all fits and works, without having to reinvent those wheels, so to speak. The 964's wheelbase is longer than a 356's, so some metal panel work is added to the floorpan just aft of the shifter area, and the new wheelbase is a compromise between the stock dimension of the two models. The engine frame section was tailored to a length appropriate for an aircooled four. All of the car's now removable nose and tail bodywork is hand-formed aluminium, as is the deck lid with custom stainless hinges and one-piece aluminium bonnet with oil-cooler air outlet. To relieve wheel-well air pressure, Emory added louvres and front fender stand-offs. Other custom air-management modifications include stainless mesh grilles for the cooling ducts and intercooler air inlets in the steel section of the rear fenders. Final exterior touches are modified Porsche 911 rocker panels and Plexiglas side and quarter windows. The body colour is a custom blend of PPG hues that Rod calls Meteorite Matte Metallic. The RS wouldn't be true to Porsche or the 356 without an aircooled flat-four. But this ain't no pushrodder 1600, baby. You're likely familiar with the Dean Polopolus developed SOHC 911 architecture four cylinder engine run in many hot rodded 356s. Emory and engine build partner, Rothsport Racing, decided to develop their own original flat-4 cylinder design, which incorporates mechanical elements of the early 2-litre, the 3.3-litre and 3.6-litre twinplug 911 engine designs. The EmoryRothsport "Outlaw-4" combines original sand-cast case halves, billet aluminium cam towers, custom crank, cams and valve covers, with many Porsche OEM parts, gaskets and components, to give it more Porscheness and robust reliability. The decidedly exotic Emory-Rothsport twin-turbo Outlaw-4 engine produces 395 horsepower imagine this in a car that weighs only 1950 pounds.This proprietary engine is only available in Emory Motorsports builds; a collaboration between Interior is typically 356 tiny, with a corresponding vintage style, upright, driving position. Note the 935 inspired dash mounted boost control knob Left: Finished engine is a 2.4-litre, twinplug, single OHC, flat four, with twin turbos putting out nearly 400bhp 56 911 & PORSCHE WORLD BEVERLY HILLS CAR CLUB SPECIALIZED DEALER OF EUROPEAN AND AMERICAN CLASSIC CARS 1963 Porsche 356C Cabriolet Stock #11235 This 1963 Porsche 356C 1600 Cabriolet featured here with matching numbers is available in its original color code#6406 Irish green with a brown interior and a black vinyl soft top that complements the car very well.The 356C Cabriolet comes with a Certificate of Authenticity and is equipped with a manual transmission, dated solid wheels, a rear luggage rack and includes $17,000 in receipts for mechanical work done in 2017.This is a highly sought after and highly collectible example in a gorgeous color combination.The Porsche is also mechanically sound. For $108,500 1973 Porsche 914 Stock #11129 This 1973 Porsche 914 is available in a beautiful and vibrant original code#L64K Zambezi green with a black interior. It comes equipped with a manual transmission and alloy wheels. This is a very presentable car which only needs some light cosmetics.This Porsche has a lot of potential and is mechanically sound. For $10,750 1983 Porsche 911SC Stock #10911 The 1983 Porsche 911SC with matching numbers is available in red with a black interior. It comes with a clean Carfax and is equipped with a manual transmission, wide body slant nose kit, power windows, MOMO steering wheel, soft top with boot, ROH wheel and includes the spare tire and tool kit. This vehicle is mechanically sound. For $27,500 1975 Porsche 911 Sunroof Coupe Stock #10882 This 1975 Porsche 911 Sunroof Coupe is available in its original color code#406 Gazelle Metallic with a tan interior. It comes equipped with a manual transmission, 3.0-liter engine, solid wheels, sunroof and includes the original owner's manual. It was with the same owner for many years and is a very presentable vehicle, which is mechanically sound. For $27,500 1983 Porsche 911SC Sunroof Coupe Stock #10897 This very presentable 1983 Porsche 911SC Sunroof Coupe shown here with matching numbers is available for sale in red with a grey interior. It comes equipped with a manual transmission, air conditioning, power windows, and Fuchs wheels. This is an excellent weekend driver which is also mechanically sound. For $28,500 1974 Porsche 911 Targa Stock #11114 The 1974 Porsche 911 Targa with matching numbers is available in its original color code#516 Desert Beige with a tan interior. It comes equipped with a 5-speed manual transmission, Fuchs wheels and includes the spare tire and tool kit. This car is mechanically sound. For $28,500 1986 Porsche Carrera Targa Stock #10849 This 1986 Porsche Carrera Targa with matching numbers is available in a blue metallic with a black interior. It comes with a clean Carfax and is equipped with a 5-speed manual transmission, power windows, Fuchs wheels and includes the spare tire.A very clean and presentable vehicle which had the same owner for many years and is mechanically sound. For $29,950 1968 Porsche 912 Coupe Stock #11065 This 1968 Porsche 912 Coupe with matching numbers is available in its original color code#6806 Irish green with a black interior. It comes equipped with a 4-speed manual transmission solid wheels and includes the spare tire.This is an excellent original car which is mechanically sound. For $29,950 1973 Porsche 911T Targa Stock #11239 This very presentable 1973 Porsche 911T Targa is available in silver with a black interior. It comes equipped with a 5-speed manual transmission with a 2.4-liter engine, Fuchs wheels and includes the spare tire. It was with the same owner for many years and is an excellent weekend driver which is mechanically sound. For $46,500 1991 Porsche 964 Cabriolet Stock #11225 This 1991 Porsche 964 Cabriolet featured here with 89,726 miles on the odometer is available in its original color code#37W midnight blue with a grey interior. It comes equipped with a 5speed manual transmission, air conditioning, dual airbags, cruise control, OEM Porsche stereo, power windows, power steering, power seats, power soft top and solid wheels. Also included is the original window sticker, spare tire, jack, tool kit and air compressor. This car is mechanically sound. For $34,750 1965 Porsche 356C Coupe Stock #11078 This excellent original one-owner 1965 Porsche 356C Coupe was purchased new at the Stuttgart factory. It is shown here with matching numbers and is available in its original color code#6402 ruby red with a black interior. It comes equipped with a manual transmission, dual carburetors, dual headrests, solid wheels and includes the spare tire, owner's manual, original service booklet and some service documentation.This is a very rare one-owner example with original documentation. The Porsche is also mechanically sound. Don't miss out on this one. For $49,500 1968 Porsche 911L Soft Window Targa Stock #10296 This very rare and collectible 1968 Porsche 911L Soft Window Targa is available in this gorgeous color combination of brown with a black interior with Pepita inserts. It comes equipped with a 1968 period correct 2.0 liter with a manual transmission and Fuchs wheels. An extremely clean and presentable vehicle which had the same owner for many years. The Targa is a limited production and is also mechanically sound. For $84,500 1965 Porsche 911 Stock #11246 This extremely early 300 series 1965 Porsche 911 is available in its original color code#6404 Irish green with a black interior. It comes with a Certificate of Authenticity and is equipped with a 2.0 liter with a manual transmission, chrome wheels and includes the spare tire. Early 911's are one thing but getting your hands on a 300 series 911 is a whole different animal and a new level in vintage Porsche ownership. Don't miss out on this one.This vehicle is mechanically sound. For $69,950 LOOKING FOR CLASSIC OR LUXURY SPORTS CARS? · We buy and pick up from any USA location · Worldwide shipping Please check our website as we have cars being delivered daily Alex Manos, BEVERLY HILLS CAR CLUB 4576 1/2 Worth St., Los Angeles, CA 90063 T: +1 (310) 975-0272 http://www.BeverlyHillsCarClub.com E: sales@beverlyhillscarclub.com Rod Emory and Jeff Gamroth of Oregon based Rothsport Racing, in 2.4 and 2.6-litre variants, ranging from around 200 horsepower to nearly 400 in carburetted, fuel injected, and twin-turbo configurations. The `Outlaw-4' engine's architecture is based on the dry-sump Porsche 3.6-litre power plant from the 1990s. Rothsport created the purpose-built fuel-injection system with a one-off intake plenum and twin-plug distributor, managed by a Motec computer. The RSR race-inspired twin-turbo system uses two Garrett GT28R ballbearing turbos with Turbosmart wastegates, backed by custom intercoolers. A dashmounted 935-style boost control knob allows dialling up as much as 1.2 bar boost from the turbos. All just another connection to that iconic twin turbo 935 that inspired so much of this wonderful madness. Other Outlaw-4 details include a full-flow oil system, with remote, front-mounted filter and cooler, plumbed with XRP lines and fittings total capacity is 18 quarts. Also, Rothsport Racing fabricated a custom 3-2-1 stainless-steel exhaust system, which ends with muffler-less straight pipes. The fuel system includes an 18-gallon Fuel Safe fuel cell, mounting a self-contained Radium FCST fuel delivery system. The 356 RSR's suspension was designed around the extreme power-to-weight ratio. Ride is controlled by Ohlins coilovers with 1.5 inches of on-demand lift to negotiate driveway aprons. Eisenlohr Racing Products front camber plates and mono-ball mounts make for additional adjustability. Ultimately flat cornering is aided by Tarett Engineering anti-roll bars. Also, the 964 non-power rackand-pinion steering and brakes were retained, albeit with custom Coleman Racing rotors and hats. Competition components were one of the project's springboards, but street-legality was an equal goal. One bespoke set of Momo Heritage centre-lock wheels were created just for this car; fronts are 7x17in and the rears are 8x17in, wrapped in Pirelli P Zero Trofeo R tyres. Emory told Cisneros "give me a set of these wheels, and we'll build the rest of the car around them." True enough. Enough pieces and parts how does it go? The car fires instantly and settles to an edgy yet relatively smooth idle; it zaps and zings quickly with no burping or hesitation. It takes a little torsional dexterity to wrangle my 240 pound frame into the snug racing An 18-gallon Fuel Safe fuel cell, plus dry sump oil tank live under the hood Below: Wheels are Momo Heritage centre lock, inspired by the 917 and other Porsche factory race cars of the '70s era 58 911 & PORSCHE WORLD EMORY 356 RSR OUTLAW 911 & PORSCHE WORLD 59 EMORY 356 RSR OUTLAW seats, although the Momo multipoint harness system has more than enough adjustability, and ties driver and passenger to the seats, and thus to the floor, and equally to the chassis. Once warm, Emory boots the pedal, the tach needle snaps clockwise, and we're through first and popping the wastegates. The real storm begins with a redline run up through second gear, which also comes and goes quickly then into third and up to fourth and 100mph like nothing. Although the expression is far overused, the RS really does feel like a street legal race car. And oh mama, it's fast; 060 is well below four seconds, and it pulls like no 356 we've ever experienced. The cornering is cat quick, too; all facilitated by the ultra stiff chassis, responsive suspension, and monster Pirellis. Our commando runs took place on public roads, not a race track, and it was highly comforting to witness that it stops as well as it goes. The brakes and sticky tyres pull the car up hard and straight, with no dive or squat in the equation. Impressively, this RSR doesn't bang and rattle as do so many race cars. This comes from very careful construction and build quality, naturally, but also tuning to preserve meaningful streetability, evidencing that some actual rubber remains in the suspension, instead of it feeling all welded shut with spherical rod ends as do so many track-only and overbuilt tuner machines. The Hardura material on the floors has a rubber backing, and the cabin wears a lightweight headliner, all of which keep the aural crashing and banging at bay, and even the road and powertrain noise to streetable levels. Worry not, though, it's enthusiastically loud, but doesn't punish. What does all this speed and beauty cost? Out of respect to his client, Emory doesn't say, but rest assured that when you add in all of the bespoke development, and race quality parts and hardware, plus countless hours of hand fab work, it's our guess that a million bucks wouldn't buy more than a pair of them. But you can clearly see every penny of the investment. Emory is thoughtful about what he's created: "Will every 356 aficionado love it? No, and that's OK. They're welcome to love it or hate it, but I hope that most enthusiasts will understand what inspired it, and enjoy the quality and technology that went into it." Don't worry Rod, we get it. PW It looks mad, it weighs just 890kg, with nearly 400bhp, so how do you think it goes? Emory crew dwarf the 356 RSR Outlaw. It really is tiny! 60 911 & PORSCHE WORLD emorymotorsports.com instagram.com/rodemory facebook.com/emorymotorsports Engine rebuilds all models and general repairs & servicing Tyre supply & fitting Wheel alignment Gearbox rebuilds all models Air Conditioning RGA London's Major Porsche Specialist Units 32-34 Miles St, Vauxhall SW8 1RY www.rgaporschelondon.co.uk email bob@rgaporsche.co.uk All work to the highest standard and carried out in house Mon-Fri 7am-7pm Sat 9-6 Sun call Tel 020 7793 1447 ask for Bob for booking & advice Disc refacing Wheel balancing, wheel straightening & wheel refurbishment Jig repairs 62 911 & PORSCHE WORLD Restoration & resprays Damage repair including for all insurance companies Torque tube overhaul 924, 944, 968, 928 2012 911 (991) 3.8 Carrera S Coupe PDK Basalt Black, 2012/62, Automatic, 44,900 miles, Black Leather, Sport Chrono Pack Plus, BOSE, PDLS - Automatic Xenon Lights with Porsche Dynamic Lighting System, PASM, 20" Carrera Classic Alloys with Porsche Crests. £49,900 2016 Boxster (718) 2.0 PDK GT Silver, 2016/16, Automatic, 20,950 miles, Black Leather, PCM - Sat Nav, Automatic Bi-Xenon PDLS, Heated Sports Seats, Bluetooth, Colour Coded Roll-Over Bars, Wind Deflector, 20" Carrera Classic Alloys with Porsche Crests. £35,900 2008 911 (997) 3.6 Carrera Convertible Guards Red, 2008/08, Manual, 60,350 miles, Sand Beige Leather, PCM - Sat Nav, 19" Sport Design Alloys with Porsche Crests, PSM, On-Board Computer, Climate Control. £26,900 2005 Boxster (987) S 3.2 Seal Grey, 2005/05, Manual, 35,860 miles, Ocean Blue Leather, Heated Seats, Porsche Embossed Headrests, Sports Steering Wheel, Wind Deflector, 19" Carrera S Alloys with Porsche Crests, Aluminium Dials, On-Board Computer. £12,900 PORSCHE STOCK WANTED All models of Generation 2 987 Boxsters & Caymans All models of Generation 2 997 911's All models of 981 Boxsters & Caymans All models of 991 911's BEST PRICES PAID FOR GOOD EXAMPLES TRIPLE WHAMMY Like all cars of a racing persuasion, Porsche's GT3 RS evolved alongside its standard siblings. Marking the model's 20th anniversary, we drive three incarnations and the contrast raises eyebrows Words: Johnny Tipler Photography: Simon Clay 64 911 & PORSCHE WORLD 996/997/991 GT3 RS DRIVE Three of a kind? Let's see! They're all hard-core, in their own way. You'd expect nothing less from the wildest manifestation of the 911 range. We get to helm most renditions of the GT3 from time to time, but rarely does as focused an opportunity as this come up, where we can try a trio of RS versions back-to-back a 996 from 2003, a 997 from 2008, and a 991 made in 2015. We're at Autostore, based in rural Cambridgeshire, where the two earlier models are on sale, and the newest is in storage for its obliging owner. Visually, the evolution is clear: the 996 now looks to have more in common with its air-cooled ancestors, at least as far as physical size is concerned. It's not the big brother it seemed to be in its early years. The addition of Kevlar wing and graphics on the narrow shell still place it in the compact coupé class. The 997, well, that's the inbetweener, though a standard 997 C2 is in the same league, size-wise, as the 996. The RS version, on the other hand, is packaged in the broader-beamed C4S bodyshell, endowed with more prominent aero devices, making it appear more business-like than its predecessor. Coming closer to the present day, the 991 GT3 RS is hunky, chunky, almost Sumo- esque compared with its forebears, and possessed of more in the way of add-on plastic louvres. Since we're celebrating 20 years of the GT3, a little historical perspective is in order. The 381bhp, 3.6-litre 996 GT3 RS was in production from 2003 to 2005, with a miserly 682 cars built. A no-frills, go-for-it track weapon, it was the basis for the Carrera Cup cars of that era. The RS has a slightly different engine spec to the 'ordinary' GT3, with single-mass flywheel and reshaped inlet and exhaust ports for race homologation, though officially there was no increase in power. The RS suspension features progressive 911 & PORSCHE WORLD 65 996/997/991 GT3 RS DRIVE rather than linear springs, while its dampers are uprated from between 10- to 15-per cent stiffer than the GT3's, while the top mounts can be rotated 120° degrees to achieve a Cup Car compatible position. Front and rear control arms are adjustable, and the RS ride height is 3mm (0.1in) lower speed of 190mph (306kph). This example also boasts a Manthey K410 conversion, consisting of manifolds, ECU remap and exhaust, yielding 410bhp on Manthey's rolling road at the Nürburgring, hence the kit being identified as the K410. As for the interior of the 996 GT3 RS, itmsToahirere-9cin9o6ocloGemdTma3nRocnSeswhtoaitrshs than the standard GT3, itself a low-slung 30mm lower than the 996 C2. The tyres on "the 996 GT3 RS are Michelin Pilot Sport " Cup, 295/30 ZR18 on the rear, and 235/40 you wouldn't say it was at all spartan in true RS tradition. The obvious accoutrements are the relatively large aluminium-alloy pedals with non-slip rectangular studs, and ZR 18 up front. The RS can accelerate from a large Werner fire extinguisher mounted in 0-to-60mph in 4.3-seconds, with a top the passenger footwell; six-point Schroth harnesses and Recaro racing bucket seats, Alcantara steering wheel rim, Alcantara surrounding the gear-knob and its sheath, and Alcantara roof lining. The comprehensive rear cage offers the possibilities for extending it forward into the rest of the cabin. It's purposeful, but still recognisable in looks, ergonomics and tactile quality of the cabin and controls of the standard 996. There's an RS logo on the gear-knob, the handbrake lever and the rev counter, validating the exalted spec. In a car like this, the driving position is critical, and I find the Recaro seat has me sitting slightly higher than I'd wish, even though in practice that doesn't diminish the RS experience. Side-winder graphics declare its identity, and the blue flash fades as it goes around the back of the car. The centre caps of the colour-matched blue-spoked road wheels state RS, with the yellow calipers visible Snake-hipped 996 GT3 RS was the only RS derivative to use the narrow bodyshell and it looks all the better for it Simple, spartan and compact interior means business. Fire extinguisher hints at a life on track 66 911 & PORSCHE WORLD 996 GT3 RS Model tested: Engine: Transmission: Body style: Top speed: 062mph Power: Torque: Weight: 996 GT3 RS 3.6-litre flat six 6-speed manual 2-seat coupe 19omph 4.4secs 381bhp at 7300rpm 284lb ft at 5000rpm 1350kg behind. Twin tail-pipes emerge either side of the rear valance, and the fixed Kevlar rear wing is mounted on the engine lid, with Kevlar nacelles for the door mirrors. At the front there's an embryo splitter on the save weight, though? It's making a point, anyway. Moving on, the more numerous gen 1, 3.6-litre, 997 GT3 RS with 409bhp at 7600rpm came out in 2006, providing a PDworoesiecgshhteth,bethasdotigucegkh-soa?nve leading edge of the front panel, with typical RS vents on top of the front panel. The "996's front-lid is Kevlar-reinforced " glassfibre, and it has an aftermarket ignition homologation model for a number of race series, with a 444bhp 3.8-litre gen 2 version available in 2010. The RS is 20kg (44lb) lighter than the `ordinary' 997 GT3, tipping ring-pull off-switch by the washer fluid the scales at a relatively modest 1375kg reservoir. Does the stick-on Porsche badge (3031lb), thanks to its adjustable carbon- fibre rear wing, polyester engine lid and Perspex rear window. The RS's rear bodywork is 44mm (1.7in) wider than its 997 GT3 counterpart because of the Carrera 4S shell that clads it, and enables a wider track at the expense of straightline speed. While the 996 GT3 RS is restricted to white bodywork with either red or blue graphics and keynotes, the 997 GT3 RS panels and paint scheme are specifically allocated, with a small range of bright hues available, including this Viper Green. In 2010, the gen 2 version of the 997 GT3 RS hit the road, equipped with the 3.8-litre engine, taking power up to 435bhp, and more downforce. A year later, the gen 2 997 GT3 RS 4.0 was launched, at 4.0-litres, the largest capacity flat-six ever to grace a roadable 911 at the time and, endowed with the RSR crankshaft, it pushed out White was the only colour option for the GT3 RS, with blue or red details Left: Lurking in the uninspiring engine bay is the legendary 3.6-litre Mezger engine, giving a savage for the time at least 381bhp. It should be said, though, that our test example has a 410bhp Manthey Racing conversion 68 911 & PORSCHE WORLD 996/997/991 GT3 RS DRIVE Interior is the same dimensionally as the 996 and similarly basic, with a bit of Alcantara here and there to lift it and, of course, a splash of Viper Green. Right: Serious looking cage resides behind the Recaros It's wide and it's Viper Green. The Editor, who's writing this caption, would like it to be known that the gen 1 GT3 RS is his favourite 911 ever! 493bhp at 8250rpm. This gen 1 997 GT3 RS has similar graphics to its older sibling, apart from stating just RS on the door kick-plates. More crucially, the 997 version has more developed aero than the earlier model: it's got larger air intakes, and around the front valance is a much more prominent splitter and air-dam, while the ducting and contours of the front panel are less intricate than the older 996 model. Sidelights and indicators live in separate housings from the headlights. There are vents in the trailing edges of the rear wings, and the carbon rear wing has different endplate profiles; it's actually set at a slightly shallower angle to the 996, too. The black wheels are a similar pattern and have RS centre caps, with stand-out red calipers. Like the 996, brakes are drilled and vented ceramic discs. The 997 GT3 RS uses Continental ContiSport Contacts, which are 305/30 ZR 19s on the back, and 235/35 ZR 19 on the front. Our Viper Green car was imported from Porsche Luxembourg and received a thorough onceover at Center Gravity, and that certainly seems to have paid off in the ride and handling behaviour, which is sublime. It's had a Sharkwerks bypass exhaust fitted, made by Alex Ross in California, and the soundtrack is decidedly throaty. Sitting inside the 997 GT3 RS left-hooker, there's Alcantara cladding the handbrake, gear-knob, steering wheel and the cabin ceiling. A large Werner fire extinguisher is located in the passenger foot-well. The figure-hugging Recaro race seats are enveloped by Schroth six-point racing harnesses, and the scaffold-tubes of the half-cage are neatly colour-coded and can be augmented or dismantled by unbolting it. Predominantly black, the cabin is cosy rather than sombre. The 991 GT3 was unveiled at the Geneva show in 2013, powered by a new 3.8-litre direct fuel-injection flat-six, with specially developed crankshaft, valves, titanium con-rods and forged pistons, producing 475bhp at 8250rpm, and transmitted via PDK gearbox. Released at Geneva in 2015, the 991 GT3 RS was powered by the 4.0-litre flat-six, developing 493bhp at 8000rpm. Two years later, in 2018, a facelifted gen 2 version came out, now rated at 520bhp and red-lined at 9000rpm, with rose-jointed suspension, front helper springs and lightweight glass. While the two older cars are obviously age-related in terms of build quality, instrumentation, switchgear and cabin layout, especially the central tunnel and console treatment, the newest model, the 991 GT3 RS, reflects a sea change. It 911 & PORSCHE WORLD 69 996/997/991 GT3 RS DRIVE 997 GT3 RS Model tested: Engine: Transmission: Body style: Top speed: 062mph Power: Torque: Weight: 997 GT3 RS 3.6-litre flat six 6-speed manual 2-seat coupe 192mph 4.2secs 409bhp at 7600rpm 298lb ft at 5500rpm 1375kg comes over as the grown-up, compared with the punk and the rebel. The Alcantara trim switches to Kevlar for the centre console surround, which is more like generic 991, with its PDK shift no manual option and it's got the whole media package including navigation and sportmode buttons for dampers and exhaust volume. There's a Kevlar strip running across where the cup holders are beneath the instrument binnacle, and Sport Chrono clock on top of the dashboard. It also has a nose-raising button, and a pit speed button, which is apt, given that, amongst the handbooks, there's one describing how to behave on the race circuit, including changing oil and associated track activities. The wheel-rim is Alcantara, and the Alcantara bucket seats ex-918 Spyder are logo'd GT3 RS on the headrests. The Club Sport roll-cage crowds the rear of the cabin, and, of the three roll-cage arrangements, it looks as if the geometry of the 997 and the 991 are pretty similar, whereas the 996 roll-cage looks more of an older period job. Endearingly, the yellow stitching contrasts with the purple body colour of the car: purple and yellow was always a sizzling combo. It doesn't have the comprehensive race harnesses that the older cars have, just the yellow lap-anddiagonal belts. It also feels like you're in a much bulkier car than the other two. The 991 GT3 RS has an air scoop in the rear wing which the older models don't have, and the wing is a much more cantilevered device. It has Turbo-style vents in the leading contours of the rear wheelarches, doing away with the air scoop the regular GT3 has at the front edge of the engine lid. There are air vents in the trailing edges of the rear wings, and much more of a sculpted rear valance; not a diffuser as such, but it must have some sort of aerodynamic purpose, otherwise they would colour-code it to make the whole thing a lot neater than a cheap, extraneous boy-racer add-on. It's got heat-expelling slatted vents Front end of the 997 GT3 RS is all scoops, intakes and splitters. Combined with rear wing, it took downforce up a good few degrees over the 996 GT3 RS Left: In gen 1 form, the 997 GT3 RS stuck with the 3.6-litre Mezger engine, with power upped to 409bhp 70 911 & PORSCHE WORLD Complete Suspension Packages Build yours at ElephantRacing.com 3 clicks... Done! Home | About | Contact | Careers | News | Tech Topics | Shopping Cart Advanced Suspension Systems For Porsche Cars Design & Development Fast Shipping Worldwide Sales & Support +1.408.297.2789 911 964 993 996/997 991 Boxster/Cayman 914 944 356 Merchandise Search Suspension Builder ONLINE TOOLS 1 Select Year & Model Year 2004 Model 911 996/997/986/987 991 993 914 964 944 2 Select Your Package Street Performance 2 3 Review & Approve Add, update, or remove parts using the tables below Add To Cart Front Rear PACKAGEE CHARACCTTEERRIISSTTICICSS + RIDE COMFORRTT 41 PERFORMANCE 63 +1 408.297.2789 ElephantRacing.com Santa Clara, California, USA Fast Worldwide Shipping in the crowns of the front arches, and if I 997's rear lids you can actually see the insert my hand inside the wheelarch above ancillaries of an engine, rather than the the tyre I can see my fingers through the 991, where they're concealed beneath the latticework on top of the wing. The front black plastic. Open the front lid, and apart stEhtnietdcpheuainrrpignlcegoloynftttrhhaeestybseolwldoiytwh splitter and air-dam underpin the much more prominent ventilation grilles with "lattice mesh, creating a sort of face for the " front of the car. from where you put your suitcases or your shopping, there is an acre of black PVC, plus the fluid filler caps. The lid itself is light as a feather, being Kevlar, while the roof is At least when you open the 996 and magnesium. Clearly, the headlights belong to the next generation, too. The 991 GT3 RS wears Michelin Pilot Sport Cup 2s, 325/30 ZR 21 on the back, and 265/35 ZR 20 on the front: note, 21in on the back and 20in on the front. None of the three RSs has a spare tyre or space saver. It's time to hit the road: Cambridgeshire backroads, to be precise and, mercifully there's very little traffic. Corners are few and far between on our designated test route. Long straights aplenty, so when a set of field-boundary zig-zags comes up I relish the wheel hauling they offer. I can drive each RS along the same route, so the comparisons between each car are even more valid. In chronological order, then, I start with the 996 version. There's no question from its road manners that it 991 GT3 RS brings us pretty much up to date. It's a monster, too! Those rear wheels are 21s, with 20s up front. The rear wing isn't just for show Contemporary GT3 RS owners demand rather more interior luxury and most 991 RSs are specced accordingly. Note PDK only on the gen 1 car 72 911 & PORSCHE WORLD 996/997/991 GT3 RS DRIVE Above: Nothing to see here. Underneath the carbon fibre cover is a heavily reworked version of the standard 991 GT3 engine, producing 493bhp Not exactly pretty, but certainly effective. The 991 GT3 RS is manic on the road genuinely feels like it's an RS: it's visceral in every respect; from the weighting of the steering to the throttle response and the stick-shift, the whole thing is more trackorientated and race-raw. It proves quite twitchy, and it is bobbing about a bit. It's a hard ride, and I feel every undulation on the road surface, and the bumps tend to pitch it off line. It turns in sharply, but it also has a weaving tendency, which could be down to the tyres. Moving on five years, there's been a shift in deportment. The 997 GT3 RS provides a great driving position I relish left-hand drive, even in Blighty and I'm conscious of the yellow band on the steering wheel showing top dead centre. But, as I head out, I'm hearing the carbon seat squeaking on its mountings. Remind self, this is an RS! The shift is taut, but feels notchy rather than sleek. Predictably, performance is awesome; ease on the accelerator and it just leaps away. It's a totally exhilarating car, imparting a feeling of confidence, making you feel you're in charge, and it's going to help you achieve whatever you want. Cornering's flat with no pitching, the ride is agreeably firm, and again, I'm feeling all the nuances of the road surface, though it's wonderfully compliant. As a bonus, the Sharkwerks exhaust emits a delicious sonic boom at 4000rpm in 4th, which is where it really takes off. My first reaction on the move in the 991 GT3 RS is, God bless PDK! Modernity rules: so much for my purist leanings. It's just that the left limb becomes redundant in this restrained context, at least while swapping ratios is achieved at will, flipping the shifter paddles. Anyone with a penchant for fruit machines would take to this like a bee to honey. Like all modern Porsches, there's an overwhelming feeling that the 991 RS or not will have all bases covered for you. Immediately, it feels broadshouldered, it's hunkier, altogether a bigger, stronger, beefier (better made?) vehicle. It is extremely sensitive on the throttle and I detect that, on shuttling it around, the steering is very servo assisted, though it tightens up once you're on the move. The PDK modulates the engine revs simultaneously with downshifts, and as we've reported elsewhere, there is nothing 991 GT3 RS Model tested: Engine: Transmission: Body style: Top speed: 062mph Power: Torque: Weight: 991 GT3 RS 4.0-litre flat six 7-speed PDK 2-seat coupe 193mph 3.3secs 493bhp at 8250rpm 339lb ft at 6250rpm 1420kg 911 & PORSCHE WORLD 73 996/997/991 GT3 RS DRIVE CONTACT Autostore autostoresales.co.uk enquiries@autostore.co.uk Tel: +44 (0) 1223 612052 cleaner than a PDK gear change. Equally, the brakes match the accelerative prowess, and are absolutely sharp, and when you're on the throttle, power arrives immediately, deploying overwhelming acceleration and masses of torque. Response to all controls is spontaneous and monumental. The steering is nicely weighted, and the power assistance is indiscernible. As I rush down a leafy rural avenue, I think to myself, this is the closest thing that I've driven to an N-24 GT3-R. Purple people eater? No question, it can monster all rivals, but paradoxically, it's the tamest of the three, despite being the most powerful. So, here's the verdict. Whereas the 997 RS is going to be your buddy, the 996 is not willingly your friend: you've got to show him what's what and that you know what you're doing. The 991 will most likely let you off the hook, whatever indiscretion you ask of it. Thus, as the model has evolved, we've gone from a raw RS to a more compliant RS to an extremely efficient, brutally fast car from which potential waywardness has been tamed. With no hesitation, the one I'd take home is the green machine: a proper sports GT, yet civilised enough to comply with driver input. RS simply lacks the extrovert character of its precursors. So, here are three cars badged as GT3 RSs. Only one, by my reckoning, deserves the RS suffix if RS connotes Race Sport and that's the 996. As I drove them, I bTyhseo9m9we6ilwGdaToy3nmeRoSrefetehlse With the 996 GT3 RS, you've got a fight on your hands; this is a hardcore wrestling "match, and without question, the rawest of " the three. The 996 GT3 RS feels by some thought it surprising how different they are, separated by 20 years. Or maybe one shouldn't be so surprised, given a comparable transition from, say, 1955's 356 way more the wild one, compared with the Carrera to the 911 2.7 RS of 1973. Twenty other two, pointing up how the model has years from now, would you care to predict a become more civilised over its two Taycan GT3 RS? Absolutely; but will it have decades. It may be heresy, but the 991 GT3 an RS personality? PW If push came to shove, we'd take the 997 GT3 RS, thank you very much 74 911 & PORSCHE WORLD Words: Dan Trent Photography: James Lipman THE PORSCHE THAT JACK BUILT One man, one car and the kind of inspirational story that proves there's more to life with an old Porsche than obsessing over originality 76 911 & PORSCHE WORLD THE JACK OLSEN BUILT 911 Unexpected fame through appearance in an online video thankfully isn't just for those who left a camera running when perhaps they really ought not have. And the deep, deep rabbit hole of YouTube car videos has given us some true stars, be that the plucky Frenchman on a quest to nail a 10-minute lap of the Nordschleife in a diesel Citroen AX to the enthusiastic owners of rare classics offering insight into what these cars are really like to own and drive. In a Porsche context Jack Olsen's appearance in a 2013 video on Petrolicious.com propelled him to a level of minor celebrity that now sees him recognised on planes and his car admired far beyond its usual hunting ground of Californian canyon roads and Willow Springs. On various online platforms Jack reckons the film has been seen by as many as 1.5 million people, the `one car to do it all' ethos of a man quietly customising his Porsche in a suburban garage-cumworkshop on a real-world budget appealing enough. But fleshed out in inspirational fashion thanks to Jack's steely determination and engaging humility. And the fact his car is an absolute stunner. OK, there's an element of wishful thinking here. Jack's garage, complete with integrated scissor lift and its immaculately configured work benches and tool chests, would be the envy of any DIY spanner twirler. The homebrew 911 he keeps within it is similarly inspiring, his dedication to making it as fast round Willow Springs as a 991 GT3 while keeping it totally streetable the kind of thing we'd all be doing, given 911 & PORSCHE WORLD 77 THE JACK OLSEN BUILT 911 half the chance. Based on a '72 body, powered by a 993 3.6 with near-stock power and running a combination of supertrick suspension and wild bolt-on aero, Jack's 911 plays the part of street rod and hardcore time attack track car with equal aplomb. condition you'd expect of most being put forward for a magazine feature. And, true enough, from the stone chips peppering the front end and flared arches to the thoroughly lived-in feel of the interior it's clear this car is no show pony. In Trigger's Broom style it's been chopped about, reabbIuoti'uslttb,aecnerdansrchehe-oednptgpwienidceed, When I finally get to meet man and machine best part of six years after first seeing that video neither disappoint. We're "in the hills east of Hollywood, the famous " Angeles Crest Highway somewhere nearby crashed twice, rebuilt, re-engined, endlessly tweaked and is driven hard on road and track every week of the year. Given the Californian fixation with `detailing' and better-than-new-restorations this is a breath with the mid-week roads seemingly ours to of fresh air, Jack's 911 proof that an play on. I hear Jack coming a long time American hot-rod mentality works just as before I see him, the distinctive bassy throb well when applied to old Porsches as it of a Porsche motor echoing off the cliffs as does Fords and Chevys. he approaches along the valley, eventually But then we knew that already, be it appearing in a cloud of dust, gravel and through Singer's immaculately reimagined angry-sounding air-cooled six. It's quite the 964s to Magnus Walker's Urban Outlaw entrance. chic. A common thread binding all is North In correspondence before we meet he Hollywood Porsche shop TRE Motorsports, apologises the car isn't in the kind of the fact Jack's car took shape there around the same time Rob Dickinson and Magnus Walker were regulars with the `Brown Bomber' and '71 277 race car that became their respective signatures informing much about the interweaving influences and strands in Californian Porsche culture. Jack's car is a world away from the noexpense-spared perfectionism of Singer's restorations but there are common themes running through both, namely an idealised expression of the perfect 911 that both respects tradition while at the same time subverting it. In street form with its ducktail, RSR-inspired flares and deeply dished custom 17-inch Fuchs this car is very much in keeping with the Cali-spec hot-rod 911. But when you see it with Jack's cleverly designed, bolt-on aero kit fitted it becomes something totally different and closer to a best-of compilation of Porsche's wildest '70s race cars in one. In keeping with the `one car to do it all' ethos the front splitter, rear diffuser and giant wing are all designed to be carried within the car, the pitlane transformation taking around 15 minutes of well-practised conversion in the pit garage. In this form Jack has whittled his Willow Springs lap time down to a smidge over 1min 26sec on street-legal track rubber, comparing favourably with the YouTube lap times set by Motor Trend's hired hand The starting point for Jack's hot-rod 911 is a 1972 911, rather than, say, a 964, which is the route many would take 78 911 & PORSCHE WORLD Randy Pobst in modern-day, Cup 2-shod 911s benefiting from nearly twice the power and over 40 years of development. Pobst has since broken the 1min 25sec barrier in the manual second-gen 4.0-litre GT3, the new car's horsepower advantage taking chunks out of the overall lap time while Jack takes comfort in the fact he can still sustain higher cornering speeds around Willow's high-speed turns. The fact he's even within shouting distance is testament to his determination, and the areas he's chosen to focus on to find his speed. This car is one old dog with plenty of new tricks. "Horsepower is something that looks great in a magazine article," says Jack in that Petrolicious video, "but suspension is actually what gets you round a track fast and this car does a fantastic job because of its suspension." Like everything on this car the chassis combines an improv mentality with some truly creative engineering solutions developed with like-minded folk. Key player in this story is Tyson Schmidt, former TRE man, now at PRO Motorsports and inspiration behind many of the car's more interesting features. Starting out as a '73 car, Jack's aspirations to race his Porsche as well as enjoy it on the road inspired the first round of modifications, these including RS-style arch flares and a 3.6-litre 964 motor. All was going well until a shunt at Laguna Seca that popped the windscreen clean out of the shell, the underlying damage such that Jack was forced to source a replacement body. That came in the shape of a sound but engineless '72 car that he carved up as he moved the parts across. "If I'd just parked both cars at that point I could have paid for both my kids to go through college," he as well as it looked. This included shifting the engine and gearbox forward in the chassis by 35mm and a mix-and-match approach to componentry that combines 930 Turbo brakes with a 1977 915 transaxle, chosen for its lightweight casing. Having reached the end of its useful life the 964 engine was eventually changed for one from a 993, bought for $6000 on the basis it would be cheaper than a rebuild on the old motor. That didn't quite work out as planned, the `new' engine immediately doTgh, bisnuectwawrtiirtshicokpnsleenotlyd of reflects, the reality being most of the sheet metal was cut away and replaced with "lightweight glassfibre panels, suitably " engorged for the widebody look and space requiring a rebuild of its own and conservatively upgraded with a 930 oil pump and Steve Wong ECU chip. "You live and learn," says Jack pragmatically, "and for some really, really fat rubber. the 1995 993 motor is the last of the air- It was very much a case of in for a cooled line that still uses the more-flexible penny, in for a pound as Jack indulged OBD-I engine management, so I'm happy Tyson's various ideas for making the car go that I finally landed on that square." A gravelly take off for the camera, but then this car is built to be used and abused Below left: Initial build used a 964 motor, but when it reached the end of its useful life, a 993 donkey was dropped in, attached to a 915 transaxle. Right: Jack Olsen in moody pose! 80 911 & PORSCHE WORLD THE JACK OLSEN BUILT 911 911 & PORSCHE WORLD 81 The suspension is where things get really interesting though, the rear axle using a 935-inspired coilover set-up with inverted struts and reinforced mounts on the body. This uses adjustable Ohlins dampers while the front axle uses custom lower arms with an extra 35mm on each side to balance the front-end bite to that of the rear. Adjustable Smart Racing anti-roll bars are also fitted, endless fettling to find the perfect set-up an ongoing distraction as Jack chips away at his lap time. Such is the change to the front geometry that the bespoke JRZ struts actually required positive camber for the spindle attachments, the wider track complemented with improved scrub radius not typically achievable with the usual spacers. "Lateral grip is the holy grail with this thing," says Jack, the massive 315/35R17 Nitto NT01s on 11-inch rears working in partnership with 255/40s on 9.5-inch rims up front. That's a lot of rubber for a car with relatively modest horsepower but, with the obsessive weight-saving, the secret to Jack's GT3-beating cornering speeds through Willow's high-speed sweepers. The aero makes a huge difference too, of course, Jack's inventive DIY alternative to wind tunnel testing coming from pairing some secondhand ride height sensors from a 1995 Lincoln air suspension system with his own data logging unit and putting in some high-speed, straight-line sessions on quiet desert roads. From that he was able to deduce his most aggressive rear wing setting was actually lifting the front of the car and then balance the set-up out for the best overall combination. In street trim with the three-piece splitter, wing and diffuser removed it has a racy looking rake to it, the nose-down stance accentuating its muscularity but visually balanced out by the dramatically widened front track. Every detail on this car tells a story, the stumps where the wipers should be the kind of hot-rod flourish a West Coast car in a climate like this can carry off but done for purpose, not effect. Likewise the paint, the lived-in interior with its improvised additional displays and marks on the body where the aero bolts on. The patina is all part of the story though, the knowledge it's been earned through years of hard driving rather than contrived as some sort of `look' giving it real authenticity. It's a savage sounding car too, at least That's a lot of rubber! Indeed, with 9.5x17in fronts and 11x17in rears, it's no wonder Jack's self-built can out-lateral grip a modern GT3 on the track Interior is functional, but leather clad Recaros add a touch of class. Full harnesses essential for track work 82 911 & PORSCHE WORLD THE JACK OLSEN BUILT 911 Road rash and stone chips a badge of honour for a hard-driven 911. Right: Rear end uses a 935 inspired coilover set up from the outside as Jack powers to and fro for the camera. Clearly noise limits at Willow Springs are somewhat more relaxed than they are at your average British track, the sound hitting you in the chest and making your neck hairs tingle. You don't need to be a Porsche fan to appreciate the sound. But it'll help. So far, so predictable there are plenty of souped-up, retro look 911s in this part of the world. But the `1:26, street tires, street driven car' sticker on the rear side window is what informs this car's priorities and an obsession with breaking the next benchmark familiar to, well, that French guy in the AX. It's now at the point that Jack is consulting weather forecasts and the like to find the most favourable opportunity for setting a time, the conditions at the time of our meeting looking good for a crack at the 1min 25s in the coming days. Given it's an obsession he's had for well over a decade now you can indulge him getting this fixated on the details... Riding shotgun beside Jack along the Angeles Crest is a lesson in mechanical intimacy honed over many a hard-driven mile. "Pretty is as pretty does" goes the slogan on the sun visor and there's a warts and all rawness in keeping with the look of the car. With all that rubber chomping into the Tarmac it's obviously demanding of a level of physical commitment, not to mention familiarity bred of years of in each other's company. There are squeaks and rattles as it pummels its way over the lumps and bumps in the road but it's obvious each and every quirk reinforces Jack's bond with his car, be that how much throttle to give on rev-matched downshifts to the precise path the shifter needs to navigate between its indents. This is a car driven by muscle memory as much as it is premeditated inputs, the relationship such they'd be finishing each other's sentences if the car could talk. In an age where perfection is increasingly judged by standards of originality, the quality of the paint finish, lack of mileage and performance by bottom-line horsepower stats and 060 times, Jack's 911 is a true breath of fresh air. There are those who'd have old Porsches placed on pedestals to be admired. And there are those who view them as something to enjoy, to have a lifetime of adventures with, to share stories about and to drive to the absolute limit at every available opportunity. This is definitely one of the latter and, like its owner, more interesting to be around as a result. PW CONTACT PRO Motorsports 508 S Victory Blvd, CA 91502 Tel: 818 848 8848 promotorsportsla.com 911 & PORSCHE WORLD 83 DISTRIBUTORS FOR 01895 814446 porsche-torque.com Unit C2, Arun Buildings, Arundel Road, Uxbridge. UB8 2RP PORSCHE PARTS www.douglasvalley.co.uk 01257 472866 eBay shop stevestrange007 07801 456066 84 911 & PORSCHE WORLD TECH: HOW TO RADIATION SICKNESS A bargain-basement 996 can be a truly wonderful thing, but many such cars and the broadly similar 986 and 997/987 now have dangerously compromised engine-cooling radiators, as well as air-conditioning condensers that have seen far better days. Here's how one independent specialist technician dealt with just such an issue in his own recently acquired 2000-model Cabriolet. Story and photographs by Chris Horton K nowledge, it is claimed, is power and that is undoubtedly true of older modern Porsches, especially as they pass down what might be called the automotive food chain. Take this previously rather neglected but still basically sound 2000-model 996 Cabriolet, bought a few months ago by Rob Nugent, workshop manager at BS Motorsport in Westcott, Buckinghamshire. `A used-car dealer near where I live had accepted it as a part-exchange,' he told me, `but then it started showing signs of a blown engine mainly clouds of smoke in the exhaust and he got a bit panicky. He put it on eBay and, confident that it was probably just the usual air/oil separator that had failed, I decided to take a chance. It's a 3.4, so it would be unlikely to have bore-scoring problems, and even if the engine was damaged the car would break for spares for at least as much as I paid for it.' Unsurprisingly, Rob's diagnosis was spoton, and a few after-hours sessions in the workshop soon had the engine and gearbox out for attention. It is possible to replace the oil separator in situ, but one of the fixings securing the left-hand cylinder bank's timing-chain guides had been broken off by some ham-fisted previous `technician'. That would have been completely inaccessible with the engine still in the chassis. Inevitably that brought with it an element of mission creep. Separating the engine and gearbox to inspect the crankshaft and intermediate-shaft oil seals, for instance, Rob discovered a worn-out clutch. But that was easy enough and, thanks to the Aylesbury branch of Euro Car Parts, relatively inexpensive to replace, and within a fortnight the car was back on the road in time for Stripping off the entire front end of your 996 or 986 to deal with all too common radiator and condenser issues might seem a rather daunting prospect, but in truth it is quite straightforward and, when you see how this typical 2000 model had deteriorated, something we hope you will want to tackle sooner rather than later 86 911 & PORSCHE WORLD Flipping bonnet catch to the closed position turns off the courtesy light and prevents battery drain easier than disconnecting. Wheel bolts are going to need replacement soon; note corrosion on the one on the left of the photograph. Luckily, this `W'-reg car has the old-style coolant pipes and hoses, secured to each other by good, old-fashioned worm-drive clips. The first major task is to remove the front wheelarch liners and their often broken fixings; see text and then the entire front apron. Don't worry: it's all a lot easier than it might look, even with the car on axle-stands rather than a garage lift, as here. Just make sure you really have found all the hidden screws, and then pull gently With first the apron out of the way, and then the plastic ducts that direct air to the air-con condensers and the enginecooling radiators behind them, it was painfully obvious just how much detritus had built up and how badly it had affected everything. The radiators in particular had become noticeably distorted, and as we shall see on the next spread were starting to leak coolant never good, and certainly not for a liquid-cooled Porsche engine. The air-con pipes are attached to the condensers via special unions secured by cap-head screws. Those will be tight, so be sure to counter-hold lightalloy block to prevent unwanted twisting. Again, note the huge quantity of leaves between the two matrices no wonder these engines sometimes run dangerously hot PRACTICAL PORSCHE 911 & PORSCHE WORLD 87 TECH: HOW TO The condensers alone can be replaced without disturbing the radiators, but to get at the latter you obviously have to drain the coolant, and disconnect the various hoses, top and bottom. Undo a few M8 nuts, and the entire assembly can be pulled clear of the car for attention on the workbench. Don't forget the electrical connection for each cooling fan, or to ease the small-bore bleed pipe clear of its securing clips (this row, far left). Fixings are mostly simple and easily released clips of varying types, but many will be corroded, so it might be an idea to order new ones before you start. Your Porsche Centre will be able to supply against the car's VIN, or chassis number, and they will make reassembly far more pleasant. Same goes for the front apron fixings, unless still in good shape summer. By no means the smartest of its type, but credible, safe and reliable enough and surely a bargain in anyone's book. It still had `issues', though. The ageing hood, for instance, Rob had replaced by Dave the Trimmer in Milton Keynes (davethetrimmer.co.uk), but then with the weather suddenly becoming much hotter again the absence of air-conditioning started to become a concern. `The system worked when I bought the car,' said Rob, `but I had to extract the refrigerant when I took out the engine and transmission, so now there was no cold air at all. 88 911 & PORSCHE WORLD `I was also worried about the engine cooling. The two-stage fan on the left-hand radiator wasn't working a sure indicator of the ballast resistor failing and after I had replaced that there was always the familiar smell of hot anti-freeze each time it kicked in. That suggested that the radiators had One of the problems commonly affecting all of these cars and also the 997 and 987 is failure of the socalled ballast resistor by which the cooling fans are enabled to run at two speeds: slow and fast. There is one resistor per side, located down at the bottom of the radiator carrier, and thus in the firing line from road dirt and moisture. The Porsche solution is to connect the new ones by soldering their wires directly into the back of the fan motors. Easy here, of course, when everything is opened up for access, but most technicians do that job alone by reaching up inside the space and joining the cables with crimp connectors and heatshrink tubing for protection and Rob Nugent had himself made just such a repair on this car a few weeks earlier (see pics on next page). It's easy to fit the genuine Porsche hoses back on the rads with the correct orientation: simply align the indent on the rubber with the raised peg on the plastic moulding PRACTICAL PORSCHE Reassembly is basically a continuing reversal of the dismantling process, with (one hopes) everything sliding into place smoothly and neatly although it has to be said that this is where you might come across hidden evidence of previous frontal accident damage. Fingers crossed... On this car both of the upper radiator hoses had somehow been secured with their worm-drive clips in the wrong position, such that the screw heads were impossible to reach. Now's the time to put that right. Check, too, that the emergency bonnet release cable (arrowed) is where it should be. One other job, easily attended to with the car in the air and the wheels off, was to replace the corroded steeringhose ferrule with another hose clip (this row, far right). It's a perfectly acceptable alternative THE KNOWLEDGE: TRICKS OF THE TRADE We are deliberately allowing the accompanying photos to tell what is basically a story of common-sense workshop practice and one that inevitably grows in the telling but there are a few points worth highlighting. First, if your car is anything like this one and sadly many are then you are going to need some or all of the new fixings required to make a decent job of refitting the front apron and the two plastic wheelarch liners. Here those mouldings were attached by a mixture of the genuine Porsche parts (many damaged), generic selftapping screws, and the ubiquitous cable-ties. Your Porsche Centre should be able to supply what you need against the vehicle's VIN, and while it might add perhaps £50£60 to the cost of the job it is beyond doubt the finishing touch that will make you feel immeasurably better about your car in the longer term. Second, as a relatively early 996 this one is fitted with the inherently more reliable and long-lasting coolant hoses secured with good, old-fashioned worm-drive hose clips. It was in the later 996 and 986, and then in the 997 and 987, that in order to simplify assembly Porsche introduced those awful push-fit jobs, with their steel and light-alloy ferrules that so famously corrode and then leak. For the record, by the way, and at the risk of being overly pedantic, the world-famous `Jubilee' clip is a registered trademark of L Robinson & Company (Gillingham) Ltd. Porsche routinely uses Norma-branded devices, and there are, of course, many others. Either way, if you need any replacements, buy those makes or similarly good-quality alternatives, not some nasty Far Eastern tat. You will need to have your car's air-con system depressurised and subsequently refilled. This must be done using a dedicated machine it is illegal knowingly to release the refrigerant gas to the atmosphere, although obviously much of the stuff is escaping all the time but these days any good local garage should be able to oblige. Costs vary widely, so shop around. My local vehicle dismantler offers a competitively priced refill service, presumably using salvaged gas, and that's where I shall probably be going when I replace the receiver-dryer canister in my own VW Passat. Speaking of which, that was one of the last components Rob replaced, but no less important for that. It is, as its name suggests, basically a device to filter out any moisture that might have found its way into the pipework, and its presence vital to prevent damage to the compressor. It costs about £35 from Euro Car Parts, but is well worth replacing each and every time the system is opened up. Unsurprisingly, perhaps, the one we found in this car was date-marked May 2000. It is possible, incidentally, to replace the engine's cooling radiators without disturbing the air-con pipework, just as you can replace the latter without touching the radiators, but it would be false economy to do so. If one is corroded, then almost certainly the other will be, as well. Rob chose ECP's budget EIS brand, at £117 each for the condensers, and around £140 apiece for the radiators, although he would urge any BS Motorsport customer to opt for the more costly and so presumably better-quality Behr or Hella brands. `I have every confidence in the parts I fitted,' he told us, `but this is my own car, and if they go wrong I can change them without any warranty claims from an aggrieved owner. And you do get what you pay for. They fit and work fine, but some of the securing brackets and holes are, well, a bit vague.' Perhaps the most interesting related issue, however, was the wiring for the pair of ballast resistors via which the cooling fans are enabled to run at their designated two speeds. Each is situated at the base of its radiator's supporting frame, such that it is exposed to the elements, and naturally soon corrodes. Replacing them the Porsche way requires soldering the new unit's attached leads directly into the back of the fan motor, but this can be done only when both radiator and fan are out of the car. Rob Nugent's method and that of just about every other independent, and anyone else with any common sense is to make the necessary connections to the existing wires, all just about accessible through the aperture at the base of each frame. In fact, Rob had already repaired his own car in this manner, but having all the components apart enabled us to show how that improvised but no less acceptable repair is carried out, using crimp connectors and heat-shrink tubing. Each resistor costs around £112 plus VAT from Porsche. The last major job is to refill the cooling system with the correct grade and quantity of, well, coolant. Rob routinely uses the familiar QX brand from Euro Car Parts, but there are plenty of others, not least from Porsche itself (albeit rather more expensive), and also this writer's preferred option PowerCool 180, from Evans Waterless Coolants in Swansea (evanscoolants.co.uk). More on this in the June and October 2013 editions of the magazine. This, too, is a process that became far more complicated than it ought to be, as the model range developed, but in this early manual-transmission car is simple enough. Open the bleed valve on the fixed header-tank cap in the engine compartment lift the wire clip to its vertical position and then fill the tank, via the opening nearest you, with as much liquid as it will take. Without replacing the screw-on cap, start the engine and, having set the cabin temperature to `HI', allow it to idle until the gauge reaches 80 degrees. (Watch for a sudden `blow-back' caused by an air-lock. If that happens, replace the cap immediately, switch off, allow the engine to cool, and then start again.) At that point the thermostat should open, allowing coolant to enter the radiators and pipework. With the engine merely idling, however, there is insufficient movement of the water-pump impeller actually to achieve this, so you need an assistant in the car to hold the revs at 3000rpm. But that's harder than it sounds, especially in vehicles with a fly-by-wire throttle. You can end up, as I discovered, `chasing' the tacho needle up and down the dial and if the revs drop too far, too quickly, you will almost certainly experience coolant gushing out of the open tank, so again be ready to replace the cap. Have your assistant hold the revs until the pipes and hoses in the front wheelarches start to become hot, replace the screw-on tank cap, and then let the revs fall back to idle. All you have to do now is wait until both first-stage fans cut in, proving that the resistors are working, and at the same time check for leaks. You should also make sure that both wheelarch hoses become hot, proving the flow through the radiator cores although naturally the outlet (the lower of the two) should also feel slightly cooler than the inlet. And don't forget to close the bleed valve. There was one other job that Rob tackled while he had the chance. Like that on probably 99.9 per cent of cars of this type, the aluminium ferrule on the Cabrio's powersteering pipe/hose assembly, visible inside the right-hand front wheelarch, had corroded and split almost in half. Contrary to widespread belief, however, this is merely a hose `clip' designed for quick and easy fitting by a machine in a factory, and it is perfectly acceptable to replace it with a common-or-garden worm-drive item. Again, Rob would naturally consult and/or advise his customers accordingly, but with a new pipe at £320 plus around four hours to fit, or £2 and about five minutes for a clip, it's not exactly a difficult decision to reach. 911 & PORSCHE WORLD 89 TECH: HOW TO become clogged with leaves and had then started to rot away as they so often do on cars of this type, of course. It would have been stupid to ignore that, and to risk the engine overheating.' So it was that, on a Saturday in August, Rob and your correspondent spent a productive morning in the BS Motorsport workshop, respectively dealing with and recording the repair and a few other related matters. The air-conditioning condensers we have covered before, including on the 996 GT3 then owned by photographer Antony Fraser, but what 90 911 & PORSCHE WORLD would be new ground for us was the replacement of the radiators and the subsequent refilling of the cooling system. In truth, this is a fairly straightforward business, certainly compared to the same job in a later 996 or a 997, but still well worth covering, we feel. PW New condensers come with special sealing plugs, which should be left in place until you are ready to connect the pipes. Don't be alarmed by a slight hiss as you undo screws it's just compressed air inside. `Pattern' parts do fit together OK, but some fixing points can appear to be rather vague (arrow). To refill cooling system first drain out all the old stuff, via the screw at the base of the crankcase. Clean out recess and fit a new sealing washer. Open bleed valve on header tank, fill the latter with as much new coolant as it will take, and with heating set to high start the engine. Allow it to idle until temperature gauge reaches 80 degrees, and then have an assistant hold revs around 3000rpm see text for more detailed explanation. Always a good idea to replace the receiverdryer canister when you open up the a/c pipework and certainly more frequently than every 19 years... Always use new `O'-rings, too Rob's car had a motley collection of screws for the front apron and ducting, but most were still sufficiently intact to be used again even if they didn't look overly attractive. Don't forget to pass temperature sensor through right-hand radiator surround, and make sure the flanges on the apron slide into the correct apertures on the body. Penultimate photo shows that ballast-resistor repair and why it's best done either off the car, or with those crimp connectors we talked about. Finally, as a Cabrio, this car has the perennial problem of rainwater overflowing from blocked drainage channels, down at the sides of the passenger compartment at the rear. Make sure that a quantity of water, poured into the plastic tray, quickly disappears and then emerges down by the wheel. All that remains is to have the air-con refilled with gas and then enjoy! 911 & PORSCHE WORLD 91 TECH: SPECIALIST AUTOFARM There's no rest for Britain's longest established Porsche specialist. A move to impressive bespoke new facilities has taken Autofarm to another level in terms of what it can do and offer Words: Kieron Fennelly Photography: Andy Tipping Probably Britain's longest established Porsche independent specialist, Oxfordshire based Autofarm has moved from Oddington Grange to brand new premises just the other side of the M40. As the timeline shows, this is yet another move in Autofarm's long history. There is, however, a feeling that this time the company has not simply crossed the M40, but crossed the Rubicon, almost as Porsche did going from air to water cooling. For the magnificent bespoke new premises have a solidity and presence quite unlike anything in Autofarm's past. As director Mikey Wastie puts it, "after twenty-odd years with a farmer for a landlord whose interest in both Porsches and us was nil, our new landlord is a Porsche nut who offered us a blank sheet virtually to plan our own buildings." That `Porsche nut' is of course Frank Cassidy who is delighted to house his air-cooled collection on the same site as renowned air cooled specialists Autofarm. In fact the two parties came together only relatively recently: Autofarm, expanding again, had run out of space at Oddington Grange which was already a proverbial quart in a pint pot. Besides having to use sheds around the site, some of them a distance away from the workshop and reception, the buildings themselves were crumbling. Mikey Wastie elaborates: "We spent over £10,000 on a new floor and dampcourse in our main building, but the walls were damp again only six months later. It was less than efficient having to chase round several buildings all the time and, during the harvest, it could be very dusty not to say downright hazardous with vast farm machinery coming and going. "Frank was a customer and we were vaguely aware of his plans to build a heritage site. We had mentioned to him that we were thinking about finding new premises so he proposed moving Autofarm to his new premises. At that point, they weren't much beyond the planning stage and I admit that BOXENGASSE Boxengasse means `pitlane'and is the rather brilliant name Frank Cassidy chose for his air cooled stable. Well known on social media, Frank has built up his collection over the years and it now comprises every major 911 plus a 356 and for completeness, a rare early Beetle. A man who remembers being taken to school in his father's SC Targa, Frank graduated to owning Porsches via VWs. "I was always attracted by the noise of the air cooled engine and the curved shape," he says. A career running a wholesale business in London absorbed his time for much of the next two decades, but then he sold up and moved to Oxfordshire to devote himself fully to his Porsche hobby. Today the collection stands at 16, all parked in a herringbone pattern in this dedicated Porsche heritage centre flanked by a striking gallery of classic Porsche posters and other memorabilia. As impressive as this is, it is only the first phase, says Frank pointing to further building work about a hundred yards away. The prospect of a Boxengasse phase two is exciting indeed. Autofarm 2019 with impressive new premises in the Oxfordshire countryside. Left to Right: Steve Wood, Boxengasse Porschephile, Frank Cassidy and Mikey Wastie 92 911 & PORSCHE WORLD Autofarm now has that luxury of space. Mezzanine level an Alladin's cave of rare Porsche stuff. Right: Engine rebuilds are Autofarm's stock in trade PRACTICAL PORSCHE attractive though it all sounded, I was a bit come together very well." Visitors to the really a matter of preservation rather than sceptical. We knew the site, another inaugural open day in mid August would no restoration, says Wastie. The old 911s were collection of agricultural buildings about six doubt concur: even though not quite built to be taken apart and reassembled miles away because we used to store cars finished, buildings, fencing, surfacing, compared with modern cars which with their there. In fact I said to Frank that without indeed the general disposition has modular manufacture are far less amenable. proper broadband and a nice tarred approach road which wouldn't wipe the spoilers off a lowered GT3, it wouldn't suit us." Cassidy turned out to be a man of his word: "In three weeks he had arranged a fibre optic connection! After that we began to believe in it!" Their new landlord also asked the Autofarm men how they wanted their new premises built and configured which allowed them to choose door openings, floor materials (concrete polished so intensively it appears almost like marble) and optimal lighting. Theboeldtrae9ka1es1nsseamwpebarlreetdbanudilt to obviously been been properly thought out, even the picturesque (but smooth!) approach road. " " Autofarm's philosophy has not changed Autofarm customers expect to drive, track or even race their steeds and if the client wants bespoke work, Autofarm is happy to depart from the factory specification. "I think "We got off to a very good start we both with the move: although known for restoring Magnus Walker has made modification had the same ideas," beams Mikey, "so it's air cooled cars, particularly 2.7 RSs, it's respectable," hazards Wastie. New workshop area is vast, with five ramps and space for all. Note highly polished concrete floor 911 & PORSCHE WORLD 93 TECH: SPECIALIST Autofarm built its reputation on the aircooled cars and the 2.7 RS in particular, so its no surprise to see this RS in the workshop "The trouble is (some, usually new) a bit archaic and even politically incorrect. Silsleeve rebuild for 996s, a reboring to 3.7 owners come to us because they have seen The company numbers sixteen people, or 3.9 litres and fitting of Nikasil liners. A some mod on the internet and they tend to eight of whom are technicians: when the popular upgrade at the time ten went to take it as gospel. If it's something we think is workshop is fully commissioned, there will Palmer Motorsport for driver training and inappropriate or doesn't work, we try to steer be five ramps plus an inspection ramp, a proved entirely reliable. Silsleeve was however not cheap, though typical of SiAlsuilneteotvfhaeerrmeeabrduleyilvd2is0feo0dr0t9sh9e6s customers in the right direction." It's a long time after all (well over 30 years) since Autofarm founder Josh " " Sadler's famous `tart traps,' customised thoughtful touch allowing customers to have a tour of the underside of their Porsche without holding up work in progress on other ramps. Autofarm it was nothing if not thorough and included rebuilding the intermediate shaft and its infamous bearing. Autofarm continues to build Silsleeves today though demand has lessened as competitors offer alternatives, says Wastie. Autofarm was established when air cooled engines still had decades of manufacture ahead of them, and remains an acknowledged expert. Inevitably though Wastie and his fellow director Steve Wood are looking at wider horizons: with more workshop space 911s with wildly flared wings and spoilers. Air-cooled cars predominate, but and dedicated engine rooms, one of these Director Mikey Wastie, barely in short Autofarm does also work on the water horizons is to build a GT3 `mule' with a 3.7 trousers then, smiles at the memory and cooled variety. This after all is the company engine: like the Silsleeve it is a project perhaps at the epithet which today sounds which in the early 2000s devised the which could well take off. It's not all air-cooled though and there's plenty of the watercooled variety in the workshop, too 94 911 & PORSCHE WORLD Everyone loves a Lego RSR! Right: Wood and Wastie steering the Autofarm ship, since Josh Sadler has taken a step back PRACTICAL PORSCHE CONTACT: Autofarm Langford Lane, Wendlebury, Bicester, Oxfordshire OX25 2NS Tel:01865 331234 autofarm.co.uk Autofarm has always bought and sold Porsches though these tend to be mostly client cars and will source a particular specification for a customer. The expertise of its workshop remains the most important component of its business. Founder Josh Sadler who is credited with the original `recreation', a 3.2 available because it was flood-damaged which he back dated into a pre-impact bumper 911, continues to be an active presence at Autofarm: he is currently restoring an original blue 2.7 from Munich. The owner who bought the 911 new had died and his Canada-based daughter, researching the internet to see who should buy it, alighted on Autofarm. Other special 911RSs arrived from Lebanon and Trinidad, to name but two. Such renown says everything about Autofarm's reputation.The new set up will surely add to that. PW AUTOFARM 46 YEARS Timeline 1972: Development engineers Josh Sadler and Steve Carr resign from Glacier Bearings in West London 1973: Autofarm established at Iver. Jack Phillips joins from Glacier 1977: Company moves to site opposite Amersham underground station 1982: Thanks to numerous wins, Josh Sadler by now very familiar figure in club and Porsche GB racing circles 1988: Autofarm takes over Saab and Suzuki franchise at Tring 1991: Recession sends over-mortgaged Autofarm into liquidation. Directors Sadler and Carr go their separate ways 1992: Sadler restablishes Autofarm in garage and sheds in his back garden. Jack Phillips joins him 1993: Now five people, Autofarm rents premises at Oddington Grange 2000: Builds first proper `recreation'from flood damaged 1989 3.2 coupe 2005: Markets Silsleeve repair for 996 and Boxster engines 2007: Autofarm now 17 people 2008: Silsleeve builder and workshop manager Nick Fulljames leaves (second time) to found own company Redtek; headcount goes down as recession bites 2013: Steve Wood appointed Workshop manager; Autofarm's 40th birthday and Josh Sadler' 70th 2015: Mike Wastie who began at Autofarm as a technician in 1999 and Steve Wood become directors, taking over from Josh Sadler 2019: Autofarm moves to bespoke premises owned by Frank Cassidy, self proclaimed Porsche nut and creator of Boxengasse collection 911 & PORSCHE WORLD 95 Help put the brakes on prostate cancer Organise a drive with your club so we can beat a disease that kills more than 11,000 men a year For more information contact motors@prostatecanceruk.org or visit prostatecanceruk.org/motors Prostate Cancer UK is a registered charity in England and Wales (1005541) and in Scotland (SC039332). Registered company 02653887. 4592 96 911 & PORSCHE WORLD Your Club Porsche Club Great Britain is the only oicial Porsche Club in the UK and belongs to the worldwide community of Porsche Clubs recognised by Porsche AG. Founded in 1961, the Club operates for the beneit of its 22,000 members and warmly embraces every model of Porsche. Join online at porscheclubgb.com or call 01608 652911 porscheclubgb porscheclubgb @pcgb TECH: PROJECTS PROJECTS We don't just write about Porsches, we drive and live with them, too THE TEAM STEVE BENNETT 996 C2 Have put more miles on my 996 this year than any other. It's a good long-distance machine and those big journeys have taken the overall average MPG in my care to 31mpg. God, I sound old! KEITH SEUME 914 You can read all about it here how to make your car faster and noisier, how to stop an annoying squeak caused by tyres rubbing on bodywork and how to spend money you didn't plan on spending! CHRIS HORTON 924S, 944 A brief run for both the 924S and 944, to keep engine, transmission and brakes in reasonable order, but they seem to be holding up quite well, despite their enforced idleness. I shall be back on the case very soon! PETER SIMPSON 356C, 3.4, 2.7, GARAGE Lights are in and sockets are live so the garage has power which means no excuses not to get on with these much needed projects. Just trying to find a decent scissor lift which will help a great deal. BRETT FRASER BOXSTER 986 3.2S Despite washing, the hood is looking really shabby again, and that's before winter has had a chance to feed the mould. With some of its seams unravelling, it's probably about time for a new one. JOHNNY TIPLER BOXSTER 986 3.2S Time for new boots. I don't know how I get through them so quickly! Have fitted a set of Michelin Pilot Sports to the Boxster, which is seemingly the default option for all Porsche fans these days. JEREMY LAIRD BOXSTER 987 3.2 S All quiet on the Boxster front. Some lovely summer drives, mixed with the odd attempt at hypermiling. Overall consumption now sitting at 21.5mpg, which probably isn't terribly impressive... 98 911 & PORSCHE WORLD SIMPLY EXHAUSTING... Here we go! Now the 914 is on the road, it's time to start using it in the manner it deserves and to start making changes to suit our man Seume's tastes, including a new exhaust system and more time getting the suspension aligned... KEITH SEUME 1975 914/4 Occupation: Editor, Classic Porsche Previous Porsches: 914/6; '74 Carrera 2.7; 912; 928; 912/6; Junior tractor Current Porsches: 1975 914/4 Mods/options: 2056cc engine on dual Webers Contact: classicporsche@ chpltd.com This month: 2000 miles round Europe, a new exhaust system and yet more suspension alignment... Taking the 914 back `home' European trip included a visit to the old Karmann factory in Osnabrück (now owned by VW) where it was built back in 1975 So, after what seemed an eternity, the 914 is finally on the road and being used as the Karmann, VW and Porsche engineers intended. Initial trips out reminded me of why I loved my 914/6 so much and also of how stupid I was to sell it when I did. Oh well, you live and learn... Driving any `new' old car for the first time is always a slightly nerve-wracking experience as, unless you've just given it a complete rebuild, you can never be sure how well it's been maintained in the past. The 914 had passed an MOT test prior to being registered, which it flew through without comment, but there were some aspects of the car I wasn't happy with and will need attention at some point. Last time I told of how the suspension alignment was well out of kilter, and how getting the tracking done had improved things but the rear end geometry still needed sorting as we didn't have the necessary shims to set the camber. Then there are the brakes. Yes, they stop you, but they don't inspire confidence. Maybe I've gone soft and become used to the big servo'd brakes on the Cayman which preceded the 914, or my current Audi TT daily driver. The pedal feels spongey, yet doesn't pump up, which would have suggested air in the system, and the brake hoses are new. It reminds me of the 356C brakes I had on a Beetle of mine: the soft feel was, or so I was told, due to the calipers flexing maybe that's it? Whatever, the brakes are on my `to do over winter' list. I've been talking with Chris Rudling at Carbon 12 Racing about a four-pot billet caliper conversion designed specifically for 914s watch this space (but don't, whatever you do, hold your breath...). The engine is effectively new, having only covered around 800 miles since a rebuild. With 2056cc, dual Webers, a `fast road' cam (WebCam 86a) and big-valve heads, it should be good for around 125bhp more PRACTICAL PORSCHE Trip to mainland Europe began (as it so often does) with early morning ferry from Dover. Chimay in Belgium is famous for its race track but more so for its Trapist beer! Wherever we went, the 914 attracted a lot of interest Nigel Allen was tasked with swapping the old exhaust system for the new SSIs and Dansk muffler. Old system came off easily thanks to a recent engine rebuild. New SSI heat exchangers are not cheap but should outlast me... than the output of a stock 914/6, so with the lighter weight, it ought to feel pretty brisk. It didn't it felt flacid. A trip to Rawspeed's rolling road in Plymouth netted a pathetic 95bhp at the flywheel. Basically about what a standard 2.0-litre puts out on a good day. Graham Rawlings fiddled around with the timing and rejetted the carbs but to little avail. It was obvious the engine was being strangled, first by the tiny 28mm chokes in the 40IDF Webers and secondly by the awful stock one-year-only 1.8 heat exchangers and Bursch exhaust. Swapping the chokes (venturis, if you will) for 32mm items made a difference in the way the car drove, but I knew there was no way round the fact the exhaust was strangling the motor. Trouble is, 914 exhaust systems are expensive. I bit the bullet and ordered from Design 911 a pair of stainless SSI heat exchangers in the later and far more efficient 2.0-litre style, and a Dansk twin tailpipe sports muffler. A call to my friend Nigel Allen near Newquay saw the car in his workshop and straight onto the lift where the original exhaust system was unbolted in minutes (the benefit of working on a recently-rebuilt engine!) and laid to one side (anyone want to buy two 1.8 heat exchangers and a Bursch muffler? Drop me a line...). In addition to the SSIs and muffler, I'd also had to buy a new support bracket to suit the new exhaust system, which I sourced in Germany, but other than that we were good to go. The two tailpipes just but only just cleared the rear valance, but would have rattled against it while driving, so we cut two semi-circular notches to provide the necessary clearance. The exhaust sounds totally different to be honest, I'm not sure I like it that much. It's louder and has the typical SSI metallic ring about it. Out on the road, at around 70mph, it has a bit of a drone, which can be tiresome, but the car does feel more `peppy' with the free-flowing exhaust and larger carburettor venturis. Ming Tang Lee, owner of Vintage Speed in Taiwan who made the exhaust system for my El Chucho 912/6 project car, has kindly offered to make me a one-off silencer that will flow as well, if not better, but will have a more mellow exhaust note. Again, watch this space... Every two years, I head off on a trip to Germany and Belgium to attend a couple of major VW events: Bad Camberg or Hessich-Oldendorf, and European Bug-In. This year it was the turn of Bad Camberg (in Germany) and European Bug-In, held at the old Chimay race track in Belgium. My passenger, as always, was Ron Fleming, former joint owner of FAT Performance, one of the best known VW race engine builders in the USA and an expert on VW Type 4 or Porsche 914 engines. My trip began with a four-hour drive from my home in Cornwall to Dover, where I overnighted ahead of catching an early ferry to Dunkirk. It's always exciting (well, I find it exciting) to board the ferry as the first stage of a European `jolly', and once parked up, I was accosted by a German lady who couldn't wait to tell me how much she liked my car! Clearly a lady of impeccable taste. On the road to Germany, it soon became clear that the 914 was the centre of attention wherever I went. At one service area, a well-heeled gent in his German registered Range Rover Sport sauntered over and told me how he'd always wanted a 914 when he was growing up but could never afford one. With a cheery wave, he headed back to the motorway. Over the course of the next couple of weeks, we got used to people waving as we cruised along the autobahn I was woken from my reverie at one point by a loud `beep' from a car horn, only to find a Ferrari 911 & PORSCHE WORLD 99 TECH: PROJECTS PRACTICAL PORSCHE Daytona alongside me, the driver waving enthusiastically and giving me the thumbs up. That's a first for me! Then, not long after, I caught up with a 356 Carrera 2, the occupants of which were equally as enthusiastic. Drive a 914 in the UK and most people have no clue what it is in Germany everyone knows and appears to show it respect. The 914 was perfectly happy cruising at 7080mph on the autobahn, the 30°C outside air temperature not causing any problems the needle on the un-numbered temperature gauge stayed steady at around the three-quarter mark, and soon dropped if I slowed down. Ron Fleming's comment was that the guy who built the engine built a good one, so there you go. I had been a bit worried about the engine to begin with, I must confess. When starting from cold, it seemed noiser than I expected but someone then asked `Does it have JE pistons?' which it does. What I could hear was piston slap, which gradually went away once the engine warmed up. The JE forged pistons have zero wrist-pin offset, so tend to be a little `loose' when cold. Ally that to the fact that the aluminium crankcase of the Type 4 motor always amplifies mechanical sound, and there you have it. I could relax. By the time I got back home to Cornwall, over the ten day period I'd covered just under 2000 miles, without any major problem. The only maintenance I'd carried out was to fit a pair of hose clips at either end of the front anti-roll bar to stop it moving from side to side on twisty roads, causing it to knock against the struts. The `floating' design was floating a little too much due to worn bushes, so that's another job on the winter to do list. I mentioned last time that the left-hand rear tyre rubbed slightly on the inner wing when cornering due to the excessive camber on that rear wheel. To overcome this, I needed to source some alignment shims, which I did from DDK member Steve Snares (`Defianty' on DDK) who had a batch made when rebuilding his 914/6. The car was then booked back in with Williams-Crawford in Saltash, near Plymouth, to have the geometry checked. It turns out there were no alignment shims fitted on the left side, so no wonder there was so much camber. The factory setting is to have one degree of negative camber on each rear wheel, plus or minus 10 minutes. After alignment, my 914 now has 1°1' negative on the left and 1°8' on the right as close as Mark could get with the available shims, and well within tolerance. As for toe-in, the factory recommends 10 minutes plus or minus 10 minutes. We now have one minute on the left and three minutes on the right, so again well within limits. The difference out on the road was dramatic. I have never experienced such a change in the feel of a car following suspension alignment. It tracks straighter, turns in better and the left rear tyre no longer rubs on the inner wing. Result! So far, all in all, I've covered about 3000 miles since importing the car and am on the whole very pleased with it. Yes, I have the brakes to attend to and I need to take a close look at the floor to see if it needs repairing (old underseal can cover a multitude of sins, after all) but for the most part the work I plan to carry out is down to my plans to make the car my own. Next stop is to change the discs and hubs for the five-lug conversion and swap over to the Fuchs-style wheels I have tucked away. Then I plan to get rid of the ugly US `safety' bumpers in favour of some lightweight glassfibre replicas of the Eurospec steel bumpers. After that, who knows, but Ron and I did discuss the merits of building a 2.8-litre motor... Decisions. PW The tailpipes on the Dansk sport muffler just fouled the rear valance, so we had to trim it to gain clearance. End result looks neat but it's a little noisier than I'd hoped. Maybe I'm getting old... CONTACT WilliamsCrawford 01752 840307 Nigel Allen 01637 880301 On the alignment ramp at WilliamsCrawford. You can just see the alignment shims in the middle photo. Now the rear tyre no longer rubs on the inner wing... 100 911 & PORSCHE WORLD www.clubautosport.co.uk Porsche Specialists since 1971 WORKSHOP FACILITIES - servicing, repairs, diagnostics, inspection engine & gearbox rebuilds, MOT work FULL BODYSHOP & REPAIR FACILITIES - paintwork, bodystyling & conversions, restoration, welding, accident damage repairs, bespoke modification i.e backdates/updates NEW AND USED PARTS - any part for any Porsche, from engines and gearboxes, body panels to small trim parts LIGHTWEIGHT COMPOSITE PANELS - manufactured in house panels and styling conversions. All models from early SWB 911's to 997 RSR Supplied in fibreglass, Kevlar or carbon doors, roofs, bonnets. The list is endless SINGER INSPIRED CONVERSIONS AVAILABLE NOW Next day delivery or collection Tel: 01384 410879 email: richard@porscha.co.uk or mick@porscha.co.uk Park Lane, Halesowen, West Midlands, B63 2RA 7654321406/.--,+031,-/*,2/),(2/'12/&,,65%/$##/ &./.-131,-/ !( 5/ 0-56 / " !13 /$##/$////(2,/3,/$ " )-,/2,+5-/,52/1-4250 5 " &( 3,/1-131,-/01- " /25+/611352 " 04,/40612031," 1*3/613 " !./*(56/4(3/,** " !13 /$##/ //$ "/' /60%5/*( 5/256101613) " .-352035%/50%60/2560) " 7/*( 5/6,-/1-%1403,2 " ,/4(331-/,*/121-/6,,/ " ,/,65 /3,/%2166 " 502/0-56/06 ,/0+016065 460 142532,*134, /// #/ 911 & PORSCHE WORLD 101 TECH TOPICS With 911 & Porsche World's consultant editor, Chris Horton PRACTICAL PORSCHE Sponsored by 911 INNER-WING SHORTAGE MEANS MAKE DO AND MEND One of the most appealing aspects of owning an older air-cooled 911 apart from its iconic style, its performance, and not least its inexorably rising value is surely the ready availability of spare parts. And of which some can be surprisingly inexpensive. Porsche itself still offers a broad range of mechanical, structural and even trim components, and there is a vast amount of after-market stuff all for a machine that could today be well over 50 years old. I can think of few other classics Mini and Land-Rover included that benefit from anything like the same level of support. Sometimes, though, you can't help but wonder if someone, somewhere, might be taking their eye off the ball. I am reliably informed by Robin McKenzie at Auto Umbau, for instance, that nowhere on this blue-green planet of ours can you now buy rear inner wings for an earlier 911 or even smaller repair sections thereof. `They were available until quite recently,' he told me, `but now [the parts department at] Reading say they have none, and it seems there are none in Germany. And they can't say when or even if they will be back in stock. Amazingly, Dansk can't help, either.' So what, you might say. There can't be many 911s rusty enough to need that kind of panelwork. And those that do are probably too far gone to be remotely viable. Maybe so. But the 911 has famously become the kind of car often to be `restored' around nothing more substantial than a small piece of sheet steel bearing a chassis number, and many of the other repair panels that are still available, whether from Porsche or on the aftermarket, are hardly items that you would stitch into place over a mere weekend. Think floorpans, `kidney bowls' and sills, torsion-bar tubes... You get the picture, I'm sure. The question arose because, after a hiatus of several years, Robin and his team had restarted work on what has become known among us as `the basket-case' the 300,000-mile 1985 Carrera 3.2 which we started stripping back in 2014, and which became the subject of a number of how-to stories. I forget now why the project ground to a halt when it did, but I do seem to recall that the monumental structural corrosion was a significant factor and Robin is not a man easily deterred by minor hurdles such as that. Anyway, better late than never. What it does mean, though, is that Robin or now his recently acquired and immensely talented bodyshop man, John Joyce is going to have to improvise. Hence the accompanying photo sequence, chosen and published here partly to serve as a warning to would-be 911 buyers about the extraordinary lengths some people will go to in order to take your money for something worse than nothing; but also as encouragement of sorts, anyway to anyone who unexpectedly finds themselves with a project as desperately rusty as this. The series starts with a view of the left-hand rear quarter of the car, after the remains of the outer wing have been cut off and shows all too clearly why those inner wings are needed. The piece of rusty metal balanced on the tyre is the section that a previous repairer and let it be known that, thanks to the paperwork with the car, Robin has a pretty accurate idea of your identity excised from the outer wing in order to patch the inner. Genuinely incredible! Moving on, we've a shot of the right-hand `B'-post area, showing the gaping hole over which had been tack-welded a piece of steel from inside the cabin (the left-hand side is just as bad, as we had always suspected after taking out the relevant interior trim), and then a view of the rear part of the inner wing from the same side. Again, this had been `repaired' earlier in the car's life by cutting an access panel in the outer wing and then laboriously stitching it back into position and, even more bizarrely, such that it wasn't that easy to spot. So the culprits weren't entirely without skill. Just bone-idle. By the time of my next visit, a few weeks later, John had almost fully repaired the rear end of the right-hand corner of the car with every section hand-made from the special high-carbon steel that, despite (or in truth because of) its resistance to corrosion, is notoriously difficult to shape and then weld and both `B'-post sections have been cut out, trimmed back, and new pieces shaped and tacked into position. Note, by the way, the clever little gadgets that allow two cut edges to be secured perfectly flush against each other until the first few permanent welds have been made. Also included is a shot of the left-hand rear corner or `clip', if you prefer cut from another terminally damaged body shell, and which will no doubt be grafted into the 3.2 such that it will look as if it has been there since day one. All good, then. Very good, actually. But it doesn't alter or certainly excuse the fact that this is metalwork which Porsche itself, or a `partner' company, could easily and surely profitably produce in just a fraction of the time it might take the long-suffering John Joyce to fabricate. Or are we all missing something here? Is there still a source of rear inner wings that we have overlooked? Answers on the proverbial postcard, please. Meanwhile, if you would like your 911 repaired to this exemplary standard, call Robin McKenzie on 01525 861182, or go to autoumbauporsche.com. And stay with us for more on `the basket-case' in due course. I can't promise it will be a quick process these things rarely are but it will definitely be good, I can assure you of that. We call it `the basket-case', and these shots of the 1985 911 Carrera 3.2 under restoration at Auto Umbau first featured in the magazine back in early 2014 surely explain why. Barely a single panel is not terminally corroded, largely thanks to almost criminally negligent previous `repairs'. Big problem now is the absence of rear inner wings, either from Porsche itself or the after-market, but bodyshop man John Joyce is steadily working his way past that hurdle. All it takes is time and skill and money... 102 911 & PORSCHE WORLD Independent Porsche specialists Established 1976 ALL REPAIRS AND SERVICING FOR No5 GARAGE LTD UNIT 1, 46 COLVILLE ROAD, ACTON, LONDON W3 8BL YOUR PORSCHE www.no5garage.co.uk EMAIL: no5garageltd@gmail.com TEL: 020 8993 7318 Mon-Fri: 7am-5pm Sat: 8am-noon 356 - 911 - 912 - 914 - 928 - 964 Trim and leather to OEM specification. Full or part car retrim, based in Surrey UK. Manufacture and supply of carpets, seat covers and door cards. A personal and detailed yet competitive service. Call Garry on 0755 100 3000 www.classicfx.net garry@classicfx.net instagram.com/classic_fx_porsche/ Highly skilled coach trimming SPECIALISING IN PORSCHE SINCE 1998 Interiors and more BESPOKE AND AFTERMARKET HOODS, TONNEAU COVERS, CARPET SETS, FOOTWELL MATS, HEADLININGS, TORN OR WORN SEATS, TAILORMADE SIDE SCREENS AND HOOD BAGS, HANDSTITCHED STEERING WHEELS, RETROFIT HEATED SEATS, EMBROIDERY, BROKEN SEAT FRAMES, CIGARETTE BURNS, WORN SEAT PIPING, TORN OR WORN SEATS, DOOR PANELS see even more 01908 585 039 | 07825 873 535 dave@davethetrimmer.com davethetrimmer.com SERVICING, REPAIRS & SALES Numerous Porsche models in stock for sale Buyers of all Porsche vehicles please call Factory trained / 15 years dealer experience Personal attention / Free advice Dealer standards maintained Purpose built premises Pre-purchase inspection Full diagnostic facilities All models of Porsche 911 & PORSCHE WORLD 103 TECH TOPICS With 911 & Porsche World's consultant editor, Chris Horton PRACTICAL PORSCHE Sponsored by WHEN BAD NEWS NOW COULD AVOID WORSE TO COME I promise not to make a regular habit of introducing in this column `other' German marques (see last month), but the basic principle I am going to describe here applies as much to Zuffenhausen's finest as it does to Untertürkheim's, and so might be as useful to any other Porsche owner as it most definitely was to me. My Mercedes-Benz Vito van (which was almost certainly not built in Untertürkheim, but I'm sure you will get the point of the comparison) scraped through its annual MOT test a few months ago, on the increasingly thorny issue of exhaust emissions. In fact, the first time I had it examined you could barely see across the garage's yard for the dense clouds of acrid smoke as the engine was revved. Oddly, and for reasons I still don't fully comprehend, just a week later the problem had somehow resolved itself, such that at another testing station it passed, and as ambient temperatures rose through the spring it seemed almost fully cured. But both the second tester and I were pretty sure there was a problem with leaky injectors dribbling excess fuel into the combustion chambers, and I began to set aside some cash and it could be £1000 or more for the evil day when they will simply have to be changed. Meanwhile it dawned on me that remarkably, and despite the now more than 200,000 miles on the clock, the engine was not using any oil. In fact, it seemed actually to be making the stuff. Suspecting the aforementioned leaky injectors might be at the heart of the problem, I took advantage of the next oil and filter change to have the former analysed by Millers Oils Ltd in Brighouse, West Yorkshire. This is a service the company has for a number of years offered to anyone motor trade, wider industry, individual vehicle owners like me and you who needs to know or better still routinely to monitor the precise chemical composition of the oil that comes out of their engines' sumps, and from which can be gleaned much valuable information about both overall wear rates and specific mechanical issues. It's a bit like a blood test. Using the plastic bottle and packaging provided, I sent off a sample of the old oil, and within days I had my answer. Present in it were varying quantities of the elements one might expect: silicon and aluminium, at 14 and 22 parts per million, respectively, and iron, at 70ppm. Those would have come from all the usual places: cylinders, pistons and rings, bearings, and in the case of the silicon from oil seals, oil additives, or even just plain old dirt. Either way, suggested the report, nothing much to worry about. There were also traces of copper (5ppm), sodium (6ppm) and lead (7ppm), from things like crankshaft bearings, and boron, at 61ppm. A typical source of that might be an oil or fuel additive (and I had tried one of the latter, from Millers, in an effort to clean out the injectors before the MoT test), but also possibly an internal coolant leak, or even brake-fluid contamination. There was also a degree of water contamination, at 572ppm. Again, though, of no great concern. But what did set the alarm bells ringing was the fuel contamination or in this case the massive fuel dilution. In fact, it made up fully 16 per cent by volume of the `oil' that I had drained out, and obviously explained the rising level on the dipstick. (And, albeit subjectively, the steadily worsening fuel economy.) Luckily, diesel fuel has far more inherent lubricity than petrol, and with now both new oil in the system and a self-imposed mileage limit for the next few months I am not too worried about using the van until such time as I can have the injectors replaced. Whether that would work for you, I cannot say. Ignorance can be bliss. Perhaps understandably in light of the marque's well-known engine problems, some Porsche owners are notoriously prone to seeing monsters under the bed and medical professionals are well aware of the false positives that can often emerge from mass screening. But, given the complexity and cost of having the Merc injectors replaced, I needed a far more precise diagnosis than could ever come from a merely smokey exhaust and an informed opinion, and this simple, inexpensive test just £24.95, plus postage has given me exactly that. For more information go to the main Millers Oils website at millersoils.co.uk, and search for `analysis'. Elsewhere on the site you will find full details of the company's wide range of lubricants and related products for both modern and classic cars (and commercials), and even top-end motorsport applications. There is also a fully searchable product selector to help you choose the right one for your car. I have mentioned that several times in these pages over the past few years, but it bears repetition at every available opportunity. Either way, my thanks to Millers a relatively small player in the global oil industry, but demonstrably at the top of the game, and proudly British and good luck with your own oil analysis, especially if you drive a later 997... As I have said elsewhere in this issue, knowledge can be power and it most certainly is in a scenario such as this. PW The red `X' near the top of the page quickly says all you need to know about the oil that came out of Horton's Mercedes Vito van. Fully 16 per cent presumably by volume was diesel fuel, hence the gradually rising level on the dipstick. Cause is almost certainly worn-out injectors, allowing excess fuel into the combustion chambers and hence both the smokey exhaust and initial MOT failure. But the Millers analysis service also lists all other significant contaminants and their quantities which is surely a benefit to any caring Porsche (or Merc!) owner 104 911 & PORSCHE WORLD Tested and Approved by Porsche Specialists Used by & available from RPMTECHNIK To find your nearest stockist visit www.evanscoolants.co.uk ® WATERLESS ENGINE COOLANTS The Ultimate Cooling Solution GARAGES/WORKSHOPS UP TO 24' (7.3M) LONG Great for use as a garage, workshop or storage area 29156 ZIP CLOSE DOOR Tough, triple-layer, waterproof cover Fully UV treated for "Great product and would highly long-term protection Heavy- recommend it, great value. 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PHONE: 020 8959 1604 email: sales@portiacraft.com www.portiacraft.com HILLCREST SPECIALIST CARS SPECIALIST IN PORSCHE www.hillcrestspecialistcars.com 01491 642911 Whitehouse Garage, High Street, Nettlebed, Henley on Thames RG9 5DB Engine and Gearbox Rebuilds Servicing Machining Bodywork 01295 812002 www.greatworthclassics.com 911 & PORSCHE WORLD 105 BUYERS' GUIDE 987-MODEL CAYMAN/CAYMAN S When the original, 987-series Cayman S went on sale across world markets in November 2005 it was the Boxster that those who don't like convertibles had longed for. It was based on the Boxster S but with its closed, aggressive looking bodywork had a more hard core character. Then, you paid mid-£40,000s for a Cayman S once specced up, while the base model Cayman that followed six months later was around £8000 less. Original Caymans held their values strongly for many years, but finally, nearly a decade and a half on, they have slipped below £10,000, and thus are an immensely tempting proposition. A half-price, mini 911, almost. But if value looks high, are the risks of ownership acceptably low? The Cayman S used an enlarged, 3.4-litre version of the 3.2-litre, watercooled flat-six in the Boxster S, with the 911's VarioCam Plus variable valve timing, producing 295bhp at 6250rpm and 251lb ft torque from 4400rpm, these figures 5.4 and 6.4 per cent up on the Boxster S. The standard transmission was a six-speed manual, the same gearbox used in the Boxster S, but with shorter first and second gears. The automatic option was the Tiptronic S five-speed. Braking behind the 18-inch wheels was as per the Boxster S 318mm vented front discs and 299mm solid rears, all with four-piston calipers in red but the suspension springs and dampers and the anti-roll bars were firmer, while Porsche Stability Management (PSM) was a standard fit. The base Cayman was launched in late July 2006, using the 2.7-litre Boxster engine of the time. It was more powerful than the Boxster unit, but this time only marginally so, 245bhp and 201lb ft at 4600rpm compared to 240bhp and 199lb ft. A five-speed manual transmission was standard with the extra ratio optional, and 17- rather than 18-inch wheels were fitted. Brake calipers were black, not red. In their original, gen 1 form the Cayman and Cayman S ran for a little under three years, supplemented by two special edition models. The first was the Cayman S Porsche Design Edition 1, appearing in November 2007, limited to 777 units worldwide, and a 35th year celebration of Porsche Design's famous watches. The cabin featured black leather and Alcantarta trim, while the instrument detailing was said to reflect the look of the carmaker's chronographs. The track was widened 5mm with spacers, and 19-inch Turbo wheels wore 235/35 front and 265/35 rear tyres; a briefcase containing a Flat Six Chronograph and other accessories was included. The second was the Cayman S Sport, a batch of 700 released in August 2008 and among the last of the gen 1s. It featured a little extra power (303bhp) and came with Porsche Active Suspension Management (PASM) and thus a 10mm lower ride height, again 5mm spacers, and 19-inch SportDesign wheels, the Sports Chrono Package and a sports exhaust. USEFUL TO KNOW Eporsch www.eporsch.co.uk Specialises in servicing and sales of classic and modern Porsches, with an emphasis on value for money Design911 Design911.co.uk Noted for its wide range of servicing and tuning parts for `real world' priced Porsches Porscheshop www.porscheshop.co.uk A Midlands-based supplier of mechanical and styling parts for classic and modern Porsches OVERVIEW Either Cayman is marvellous to drive, close to perfection in fact. The extra rigidity of the metal roof adding tautness, the steering glorious and the braking superb. But the spectre of engine bore-scoring causing excessive oil consumption, and also the IMS (intermediate shaft) bearing failure, does hang over these cars. 106 911 & PORSCHE WORLD BUYERS' GUIDE SPECIFICATIONS 987-model Cayman, Cayman S Engine (cyl/cc): Power (bhp/rpm): Torque (lb ft/rpm): 062mph (sec)/max mph: Average mpg/CO2 (g/km): Weight (kg): Wheels (front, rear): Tyres (front, rear): Built: All figures from Porsche AG Flat 6/2687 245/6500 201/4600 6.1/161 30.4/222 1300 6.5Jx17-inch, 8Jx17-inch 205/55 ZR17, 235/50 ZR17 20062008 Flat 6/3386 295/6250 251/4400 5.4/171 26.7/254 1340 8Jx18-inch, 9Jx18-inch 235/40 ZR18, 265/40 ZR18 20052008 WHAT YOU'LL PAY £8000£9000: Only a few at this price, Cayman from 2006 and Cayman S from 2005, with 100,000 plus miles £9,000£12,000 2006: Cayman and Cayman S, high miles, but with history £12,000£15,000: 20062008 cars, mileage under 100,000 for £12k, under 50,000 at £15k. £15,000£19,000: 2008 Cayman S with under 50,000 miles, high spec and desirable colour, must be outstanding at this money THE PROBLEMS Engine Dean Horvath, service manager at Surrey-based Porsche specialist Eporsche, reckons that the gen 1 Cayman engines are less likely to suffer the bore problems than the 3.8-litre engine in the 997 911 Carrera S. But there does seem to be a certain amount of luck involved, so check for a smoking exhaust. Failure of the rear main seal or intermediate shaft bearing housing seal results in oil leaking from the engine. `The gearbox then needs to be removed for either seal to be replaced, and specialist tools are required to ensure correct installation,' Dean tells us. Check that the water pump is in good order an early sign of failure is a coolant leak underneath the car, which is easy to miss. `It's quite common for the pulley then to seize and cause the auxiliary belt to break,' Dean warns. `This belt also drives the power steering and the alternator, so very heavy steering and a battery warning light will alert the driver to a problem.' Individual coil packs can fail one by one, cracking due to age and heat. Gearbox Manual cars can crunch into second gear, which may necessitate a gearbox stripdown. Gear selection can become stiff due to corrosion in the gear selector pivot pin, and gear selector cables themselves may even break. Clutches are reliable, lasting 50,000 miles or more on average replacement is straightforward but labour intensive. Clutch pedal assister springs commonly fail, causing heavy clutch pedal operation. Suspension Broken damper springs are quite common and can result in a metallic clonking. `Without the correct damping effect, a broken spring can be dangerous, and thus it's advisable to replace springs in pairs,' Dean advises. Front and rear suspension rumbles are often the result of wear to the ball joints on the support arms (sometimes called tuning forks), while a "metallic" clonking sound can be caused by worn anti-roll bar bushes. Wear in the pivot bushes and ball joints of the lower control arms (sometimes called coffin arms) can cause creaking, particularly over road speed bumps. Front suspension damper top mounts wear, causing a chattering or squeaking noise over bumps. Air-conditioning Caymans' air-conditioning condensers, vulnerably positioned in the nose of the car, often fail and must be replaced. `They're prone to stone-chip damage and corrosion, which may be accelerated by a build-up of damp leaf material,' Dean warns. `The refrigerant leaks out and the system can no longer create cold air. It's also not uncommon for air-conditioning pipes to corrode and leak, with the same outcome.' PW 911 & PORSCHE WORLD 107 SOLD AT AUCTION Money can buy you any car you want almost. This month we look at a quartet of Porsches, classic and modern, sold internationally that even billionaires would have to search hard to find, kicking off with the first ever Singer seen at a public auction PORSCHE 911 RE-IMAGINED BY SINGER Founded by Rob Dickinson and based in Sun Valley, California, the Singer Vehicle Design workshop is where Porsche 911s go to be `restored, reimagined, and reborn', 964 Carreras transformed into bespoke works. This reimagined 911 was commissioned by a prominent California-based Porsche collector and completed by Singer Vehicle Design in 2016. Known as the "Mountain View Car", this project was envisioned as a modern interpretation of an old-school 911 "hot rod" and it was restored with a lightweight ethos. As such, it was specified without a sunroof, radio or air-conditioning. At the heart of the Mountain View Car is a 4.0-litre, air-cooled flat-six engine that was handcrafted and carefully optimised by Ed Pink Racing Engines. Designed for use in California, it features electronic fuel-injection and produces about 390bhp (this car's total weight with all fluids, full tank of fuel, and driver is less than 1360kg). Power is transmitted to the rear wheels via a Getrag six-speed transaxle, the suspension has been upgraded with Öhlins dampers, and massive Brembo brakes, while Michelin Pilot Super Sport tyres ensure that all this performance is kept under control. The bodywork, which features panels rendered in exotic carbon-fibre, is finished in Downton Blue, accented by Singer Racing Orange wheels, stripes, and lettering; black brake calipers and nickel-finished "bumperettes" are also featured. An external oil filler references the original lightweight 911 R of 1967, and the car's colour scheme can be seen as a subtle nod to the classic Gulf-liveried Porsches that dominated endurance racing in the early 1970s. Inside, the minimalist theme is continued, with exposed, painted floor panels, leatherwrapped roll bar, Prototipo-style steering wheel, black-faced VDO gauges and drilled floor-hinged pedals. The lightweight carbonfibre bucket seats, sourced at great expense and unique to this example, are trimmed in Tobacco Brown leather with contrasting Toast stitching, while the panels and dashboard feature distinctive basket-weave upholstery similar in style to the material found in early 911 S models. This re-imagined 911 has seen little use since it was delivered three years ago and PORSCHE 911 RE-IMAGINED BY SINGER Sale lot no: 14 Year: 1991 Chassis no: WP0AB296XMS411191 Auction: Gooding & Company Pebble Beach Auction Where: Pebble Beach Equestrian Center Pebble Beach, California, USA When: 16th August, 2019 Pre-sale estimate $800,000$1m (£662,100£828,000) Sold for: $857,500 (£709,200) has recently undergone an extensive concours quality detailing to ensure that it presented in pristine condition. The car was also offered complete with its handbooks, ownership notes, keys, and a Singer Certificate of Authenticity. Singer Vehicle Design has restored over 100 Porsche 911s, this the first to appear at public auction. This is the first Singer Porsche to make it to auction and sold for just over £709,000 PORSCHE 911R A watershed moment for the 911 in the water-cooled era, Porsche answered the calls of enthusiasts worldwide and offered a "super 911" with the drivetrain of the Type 991 GT3 RS mated to a six-speed manual gearbox, and with the 911's classic silhouette. Dubbed the 911R, it was unveiled at the 2016 Geneva motor show. While mechanically similar to the RS, subtle changes were made to the suspension, steering, and, most notably, the custom-built six-speed manual transmission. However, unlike the GT3 RS, the 911R is not about the fastest possible lap times; it is about involving the driver with the car and creating the most enjoyable driving experience possible. Without the aggressive bodywork and large spoiler of the GT3 RS, to the casual observer, the R was just another 911. But to the die-hard Porsche enthusiast, it was to be so much more a wolf in sheep's clothing. Finished in white with twin red stripes and a black interior, similar to the example displayed in Geneva at the launch of the 911R, only the stripes hint of its incredible performance. This 911R was carefully optioned to allow for not only high performance, but also all that one would need for a comfortable cross-country excursion. As such, it is equipped with a number of desirable options, including the extended-range fuel tank, Bose surround sound system, front-axle lift system, airconditioning, PCM with navigation, and auto dimming mirrors, among others. With less than 400 miles from new, this 911R is still fresh and is ready for its next owner to experience its performance. Undoubtedly the most desirable iteration of the first generation of Porsche's 991 PORSCHE 911R Sale lot no: 369 Year: 2016 Chassis no: WP0AF2A97GS195170 Serial no: 375/991 Auction: RM Sotheby's Monterey Auction Where: Monterey Conference Center, Monterey, California When: 17th August, 2019 Pre-sale estimate $325,000$375,000 (£269,000£310,400) Sold for: $313,000 (£259,100) platform, the R is a true enthusiast's car. It was designed and built for those who relish the driving purity that the 911 has provided for over 60 years. The 911R is quite simply Porsche at its very best. 911R was built to satisfy the more purist of high-end Porsche fans. This one didn't make its pre-sale estimate, selling for £259,100 108 911 & PORSCHE WORLD AUCTION WATCH PORSCHE 944 TURBO CUP So successful were the fully developed 944 and 951 transaxle cars of the mid-1980s that Stuttgart commissioned Weissach to develop specialised examples for its all-new Cup Racing Series. The new Weissach-built racecar, the 951 Turbo Cup could be purchased on a Friday and raced in that weekend's Rothmans Cup in Canada, Turbo Cup in both Europe and South Africa as well as the Escort Series in the United States. Al Holbert's Motorsport Center of Warrington, Pennsylvania imported a believed seven examples for competition in the Escort Series. The 951 that was offered here, chassis 165111, was delivered in the autumn of 1987. Truly a performance vehicle, 165111 came complete with a glassfibre bonnet, magnesium intake manifold and wheels, a limitedslip differential, sport shock absorbers, a factory installed Matter steel roll cage, improved ECU and KLR chips, larger brakes and a modified clutch and transmission. Devoid of a sunroof, air-conditioning, lacquer, sound insulation and electric windows, this Cup 951 weighed in as much as 400lbs less than the standard car with nearly 30 per cent more performance. Wrightwood Racing in California would go on to race 165111 in several enduro events during a single season until around the early 1990s, when they decided to race non-Porsche cars, thus shelving the 951. With less than 4000 miles travelled, collector Ronald Tietjen purchased the 165111, and later passed it to prominent Porsche collectors, Sloan of Connecticut, in around 2010 with 7000 miles showing on the odometer. It was acquired by Bonhams' seller in 2012. The Porsche that can dice up corners with the grace and poise of a Rudolf Nureyev pirouette, this 951 Cup is truly a paragon of composure. With 270 horsepower on tap, the instant shove of standard KKK powered 951s is replaced by PORSCHE 944 TURBO CUP Sale lot no: 19 Year: 1987 Chassis no: WP0AA2956HN165111 Auction: Bonhams Quail Lodge Auction Where: Quail Lodge & Golf Course, Carmel, California, USA When: 15th August, 2019 Pre-sale estimate $90,000$120,000 (£75,000£99,000) Sold for: $56,000 (£46,191) a smooth, linear delivery that can howl swiftly through to the rev limiter. Porsche's original and first Cup car, 165111 is a wellsuited competition-spec Porsche on its believed original driveline. Seldom if ever again will a Porsche of this significance be offered again at this value range. A Porsche 944 Turbo Cup racer at £46,191. Is that a bargain? Well it's less than half its pre-sale estimate PORSCHE 356 B SUPER 90 "TWIN GRILLE" ROADSTER A replacement for the one-yearonly Convertible D, Porsche's 356 Roadster in 1960 offered the practicalities of roll-up windows and a taller windscreen. Based on the updated 356B, refinements included improved engine internals, a stronger gearbox, and more powerful brakes. The most collectible iteration of the Roadster is the final series produced in the updated T-6 body style, identified by its squared-off boot profile, outside fuel filler, and "twin grille" engine lid. Just 248 "Twin Grille" Roadsters were built, with coachwork completed by Belgian firm D'Ieteren Frères. Of those, a mere 37 were built to the ultimate Super 90 specification, as was this example. It was ordered new by Glen Harcus of Kenosha, Wisconsin, and imported through Porsche Car Import of Northbrook, Illinois. It was specified in black with medium brown upholstery and highly optioned from the factory. Mr Harcus purchased the car from Porsche dealer Concours Motors in Milwaukee, Wisconsin, on October 15, 1961. Harold Zimdars, a Porsche racer and mechanic at Concours Motors, recalled servicing this unique "Twin Grille" Roadster and travelling to races with Mr Harcus. `It was a fast car, and Glen was a pretty good driver,' said Zimdars, who was ranked third nationally for the SCCA 19601961 season. In correspondence, Mr Harcus recounted his own competition experience with this Porsche. `That was the most outstanding handling car I ever owned. I entered dozens of autocross events and won every one.' The Porsche retains important original documents from Mr. Harcus' ownership, including the sales invoice, a period photograph, service records, and a collection of trophies. After passing to owners in Texas and Florida, the 356 was acquired by wellknown Porsche collector Richard Moran, who entrusted the car to the experts at Willhoit Auto Restoration of Long Beach, California, for a show quality restoration. A story in Excellence, the US Porsche magazine said of Willhoit and Mr Moran in its April 2012 issue, `A visit to John Willhoit's Long Beach Porsche restoration and hot-rodding shop can be a little intimidating. There's no oil or grease anywhere. That might be why Dick Moran of Orange County, California, has chosen to have Willhoit restore more than a few of the Porsches in his collection. You see, the two appear to be cut from the PORSCHE 356 B SUPER 90 "TWIN GRILLE" ROADSTER Sale lot no: 10 Year: 1962 Chassis no: 89765 Engine no: 804218 Auction: Gooding & Company Pebble Beach Auction, Where: Pebble Beach Equestrian Center Pebble Beach, California, USA When: 16th August, 2019 Pre-sale estimate $450,000$550,000 (£372,500£455,200) Sold for: $610,000 (£504,900) same cloth...both of them are perfectionists.' Acquired by the current owner in 2012, the Porsche was offered with Rudge wheels, a proper tool kit, owner's manual, copy of the factory Kardex, and a comprehensive history file. Porsche 356 B Super comfortably broke pre-sale estimate by £50,000 The images and descriptions of the 911 Re-imagined by Singer and 356 B Super 90 "Twin Grille" Roadster appear courtesy Gooding & Company (001 310 899 1960, www.goodingco.com); the images and description of the 911R appear courtesy of RM Sotheby's (+44 (0)20 7851 7070, www.rmsothebys.com); the images and description of the 944 Turbo Cup appear courtesy of Bonhams (+44 (0)20 7447 7447, www.bonhams.com). Sale prices include the buyer's premium. 911 & PORSCHE WORLD 109 Specialist vehicle insurance from people who share your passion. rhspecialistinsurance.co.uk 0333 043 3911 From iconic models to future classics we've been providing specialist vehicle insurance for over 40 years. 18504 07/18 19446 10/18 CLASSIFIEDS PRACTICAL PORSCHE ADVERTISE YOUR PORSCHE FOR FREE - ON THE PAGE AND ONLINE AT WWW.911PORSCHEWORLD.COM 356 911 PORSCHES WANTED Parts specialists for 356 01706 824 053 ANY MODEL ANY AGE ANY CONDITION 911 996 Carrera 2 3.4 manual In metallic silver with full black leather interior, only 98,000 miles and service history, drives superb and is in excellent condition, MOT until 29 March 2020, factory options include limited slip diff, sunroof delete, electric windows and mirrors, ABS, airbags, GT3 wheels, air conditioning (although not cold), new Bilsteins/battery/brakes. Tel: 07971 870528. Email: matthewaspley@yahoo.com (Monmouthshire, Wales). £13,495 P1119/004 911 Please contact Edward Northwood, Middlesex M: 07774 484 497 E: ejwclassiccars@btinternet.com mgandporsche.com 911 356 Porsche for sale 1965 356C Coupe, car is a show car but a great driver, 9 out of a 10, have cared for said car 40 years, serviced and maintained very well, needs a new driver who really wants a real nice collectable car, worth more than asking price. Tel: 561 633 5901. Email: garyr356@aol.com (Florida, USA). £85,000 P1119/032 911 2006 Carrera S low miles Full factory Aero kit, manual, 64,800 miles, black with black heated Sport seats, full service history, just serviced at Porsche, new MOT, Chrono package, PASM, sat nav, Bose sound system, Porsche sports exhaust, electric sunroof, number plate to be removed, excellent condition and amazing drive. Tel: 07973 550257. Email: c.p.s@hotmail.co.uk (Derbyshire). £27,000 P1119/005 991.2 Carrera, £21K extras Newer 3.0 turbo model, immaculate inside and out, all original, accident free, Porsche owned for first 5K, then myself as first private owner, ultra rare 7 speed manual combined with big spec. Bordeaux Red leather interior, adaptive Sport seats plus (18 way), Burmester high end surround sound system, e/sunroof, carbon pack, front axle lift system, reversing camera, e/folding mirrors, heated and air cooled seats, LED lights including Porsche Dynamic Light System plus, Park Assist front and rear, rear wiper, 20-inch high gloss cloud crested unmarked Carrera alloys, Sport Chrono package including sports switch, sports exhaust, TV tuner, navigation module, factory mats and additional over mats, air con, cruise, ABS, Tracker, transferable Porsche warranty till Nov 2019 (extendable), never smoked in, private sale, HPI clear, sorry no part exchange, plate not included. Tel: 07803 042618. £62,995 P1119/017 911 2.2 T 1971 LHD not used since 1989 Pretty rare, car was only 18 years registered, 911 Coupe in Tangerine Red, five pieces of 6" x 15" Fuchs rims with stamp 71, S-options, interior black, with German registration documents, car comes with huge stock of spares new and used, in 1988 the rear axle tube had been replaced. Please feel free to ask any questions or for detailed pictures, car is located one hour from Munich airport. Tel: +49 16098 985969. Email: andgo@web.de (Germany). £35,600 P1119/038 911 930 935 SC RS project VIN 9114101*** 911 Coupe 2.7 of 1974 (first reg Nov `73), with huge stock of spares to choose from to build SC RS, 930, 935 etc. Engine 2700cc K-jetronic, gearbox 915. Started 13 years ago, completely dismantled, welded, sandblasted, prime coated, all parts are in boxes, some new parts (front wind shield, rubbers, brakes, gaskets, etc), please feel free for any further questions or pictures 1 hr to airport. Tel: +49 16098 985969. Email: andgo@web.de (Germany). £19,935 P1119/045 UPLOAD AND MANAGE YOUR OWN PRIVATE AD AT www.911porscheworld.com 911 & PORSCHE WORLD 111 MARKET FORCES DEALER TALK: KLASSIK KONTOR His day job was as an events organiser but once Kim Koehler became aware of a very special 964 model he caught the Porsche bug, which led to him setting up in business in Düsseldorf, and specialising in the previously unloved 912 among other things HELPING YOU BUY YOUR USED PORSCHE: ONLINE MOT CHECK Checking the MOT status and history of a car you're considering buying is a useful and cost-free aid to identifying problems, but the service has never been widely promoted so perhaps not all Porsche buyers are aware of it. It's easily accessed on the www.gov.uk site, and the most revealing aspect of it is not whether the car has passed or failed, but the "advisories" that are listed with the present or previous passes. We picked out a random 2007 997 Carrera and checked it: had, for example the slightly deteriorated rear trailing bush or the play in the front inner tie bar ball joint noted in 2016 been rectified? Useful stuff to know, and potentially a good bargaining chip. How long have you been in the Porsche business? The whole fascination started with the 964RS NGT in Jade Green in the early 1990s. Owned by a close friend, I got the opportunity to drive it from time to time and the incredible mix of agility, sound and acceleration never let me go. My professional career, though, was in events and trade business. Today I also run a major promotional gifts company designing and producing bespoke items for major brands such as Porsche. In 2013 I saw a significant price difference between Japan and Europe, and started to ship a couple of 964s and 993s to Germany, which quickly became a side business. About the same time I acquired my first classic Porsche a 1971 911 Targa in stunning Signal Orange. A combination of demand from friends and my own service needs funnelled me into opening my own restoration workshop. What Porsches do you specialise in? Air-cooled, with an enthusiast's eccentricity to restore quite a few of the 912 models. Having been slaughtered to help restore 911s for more than 40 years, these four-cylinder, early 911s are a rare breed today, and I collect them and presently own the two oldest surviving examples. What's your cheapest and most expensive Porsche currently in stock? The most expensive is the 1992 Speed Yellow 968 Turbo S prototype a truly unique car, the only existing Weissach prototype. It is priced at £100,000. The cheapest will surely be one of the 912 projects we have some of for sale, for £20,000. What would you recommend as the best "first Porsche" to buy? Anything between 1977 and 1989. They are all Porsches with a low complexity, are easy to maintain, pure fun to drive, and the galvanised bodies from 1977 save the owners some major body restoration expenses. A good entry level 911 is a late 911 SC, from 1982 or 1983. They're low maintenance cost as long as the engine is running fine. Where do you get your stock from? We buy Porsches from Europe and the US. We stopped buying in Japan as the boom emptied the market there, and decent examples are no longer cheap. We get quite a few cars from collectors and heritages. Being married to a Swede, I am also finding nice examples in the vast countryside of beautiful Scandinavia. What warranty do you give or sell? Any car restored by us comes with a two-year, full guarantee. On any car we "trade" we give a six-month guarantee. And of course we feel very much obliged to give any buyer an honest and thorough insight into every car's quality and potential costs once they have taken over ownership of it. What's "hot" at the moment? The 1990s GT "homologation" models are still going strong. We also see the 912s appreciating with the rising costs of a proper restoration. My gut instinct also tells me that the "transaxle" cars are coming out of the shadows What's best value at the moment? The one special Porsche which gives you a great feeling and the best emotional dividend for your money. Name a car that you recently sold, that you would have happily kept for yourself? A 1970 911E in Tangerine, owned by a lady doctor all her life, with less than 100,000km (62,500 miles) and a fully documented maintenance history. What car do you drive every day? A 1983 911SC in Chiffon Beige. An amazing colour, and reliable in any weather. What are your plans for the future? Enlarging the workshop, digging out and restoring stunning barn finds, supplying amazing cars to nice clients and staying a very happy person. Klassik Kontor Niedenstraße 137 40721 Hilden Germany +49 (0)211 58 38 8000 klassik-kontor.com 112 911 & PORSCHE WORLD PICKED OUT FROM THE CLASSIFIEDS Hearing of Klassik Kontor's love of the 1.6-litre, 19651969 912 prompted a look at the web to find out what they go for, and we were amazed to see some advertised at £60,000£70,000 older Porsche 911 money plus! Max Levell of Revival Cars in west London, which specialises in 912s, had this 1969 example for sale at the more accessible price of £33,500, one he described as a `Six out of ten car, a few blisters on the bodywork.' He added, `Thirty grand is the cheapest you'll get now. These cars now have their own following.' Max has known the 912, advertised as showing 70,600 miles, for a number of years. revival-cars.com CLASSIFIEDS PRACTICAL PORSCHE ADVERTISE YOUR PORSCHE FOR FREE - ON THE PAGE AND ONLINE AT WWW.911PORSCHEWORLD.COM 911 914 BOXSTER REGISTRATIONS 911 Carrera 2 Tiptronic Convertible Arctic Silver, blue leather interior, Bose radio, sat nav, 6 CD disc, PSM, memory seats, 19" Carrera wheels, new tyres, 2 keys, MOT, full service: last service @40,500, service 38,700, service 37,000, service 34,000, great car. Tel: Chris, 07946 429974. Email: chris@burnviolet.com (Lancashire). £16,000 P1119/031 Collection condition GT3 This incredible example has had only 2 owners from new and comes with complete service history. We have each and every invoice for this vehicle showing the consistent maintenance to ensure the vehicle stays in original and brilliant form. Tel: 01689 660385. Email: danielbush@prestigecarskent.co.uk (Kent). £62,400 P1119/011 2003 Type 996 Coupe Tip 38K Seal Grey with black leather, good specification with sat nav and sunroof, complete service history, supplied new and maintained by Porsche Tonbridge for owner and son, reducing collection. Tel: 01732 700310 (Sevenoaks, Kent). £21,950 P1119/018 996 C4S Tip 65K Arctic Silver with black embossed leather, FSH, IMS upgrade. Excellent condition, unmarked original Turbo wheels with new tyres, suspension refresh with new top mounts and coffin arms. New radiators, PSM, air con, Bose, sat nav, Park Assist and telephone, memory seats with Porsche mats. Two keys, loads of paperwork, really clean car that has been looked after very well. Tel: 07790 779407. Email: sammuhsin@hotmail.com (Tyne & Wear). £27,000 P1119/019 912 912-6 no rust project car 1966 912-6 perfect starting point, all steel body, no rust, 5-gauge, 911 motor conversion, 915 trans. Major upgrades to the suspension components, late M- vented brakes, late aluminium cross arm, late A-arms, shocks, hubs, through body sway bar and aluminium rear trailing arms. Tel: +1 785 280 2768. Email: jason@schmitt-rs.com (USA). £9999 P1119/012 914 GT 1972 project with lot of spares 914 project car with 916 steel flared fenders and huge stock of spares. Car comes with US-title and German customs document paid, engine flat 4 dismantled, some set of axles, second set of doors, lot of other spares, interiors, electric, plastic etc.. All is located one hour to Munich airport, please feel free for any questions or detailed pictures, will help with shipping, interested in MG. Tel: +49 160 9898 5969. Email: andgo@web.de (Germany). £6640 P1119/033 944 1991 944S2 Convertible 944S2 Cabriolet finished in silver with blue leather interior and matching blue soft top, full leather interior with rare optional Sport seats, electric soft top, genuine Porsche 16-inch 993 alloys with a good set of matching tyres. Original service book and book pack, Thatcham Cat 1 alarm, lots of service and repair invoices from well regarded marque specialists and old MOTs. Tel: 01372 459555. Email: saa2001@hotmail.co.uk (Surrey). £10,499 P1119/035 968 968 Convertible 6 speed manual 95,200 mls Very rare 968 Convertible with manual 6 speed gearbox, original UK specification, full service history (16 stamps) and factory manuals, invoices since 2005 appr £14,000 to £15,000 (recently >£6000 spent), power roof/mirror/seats/ windows etc, full service kit etc. Additional pictures and information available, car has got German MOT and is located less than one hour to German airport. Tel: 0049 16098 985969. Email: richard_haering@web.de (Germany). £12,000 P1119/034 981S Boxster 9400 miles from new! First registered 28.12.2012, this superb 2 owner car is probably the lowest mileage 2012 Boxster 981S available today. Owned by my wife for the last 15 months, it is in immaculate condition and drives faultlessly. Over £9K of options fitted including the amazing PDK auto/manual/ paddle shift gearbox, PCM including sat nav, switchable auto stop/start, 20" Carrera wheels with Pirelli P Zero tyres, Agate Grey metallic paint, phone module, 2 zone climate control, Sound Package Plus, multi-function steering wheel, Park Assist, heated front seats, wind deflector, Porsche wheel badges, top screen tint, matching floor mats, matching grey interior with superb special order Burnt Amber trim inserts. Auto rear spoiler and sport button. Gtechniq body and wheel protection from new and re-applied last year by specialist. The 981 Boxster 3.4 S is the last of the line with that awesome flat six exhaust howl!! Superb car, next MOT due 28/12/2019, full service history. Tel: 01474 706890. Email info@classicrocktours.com. £32,995 P1119/016 REGISTRATIONS PORSCHE RELATED CHERISHED REGISTRATION NUMBERS 98 RSR 300 RS 987 MD J911 GTN REG 911E S911 LER OO 05 CAY POR 997T P911 SCH POR 911K POR 911N POR 911Y 993 POR 993 RUF VNZ 911 964 MC 964 GC RSR 911K RSR 911T RSR 911X B911 RSR RUF 911T 911 SCR RS18 POR GT68 RSR 35 SYX 911 PYT 911 FEG 911 MSD CAR232A 911 FJX 930 FF XXX 911C 991 PD 911 RWS 911 MPY 918 MHH S918 POR A993 XXX TON 997X 997 CSS WBZ 911 RED 911H CAB 911X VOP 911S E944 POR A911 DPG WAG 944S RS68 RSR RS68 POR All on retention certificates for immediate transfer PCGB MEMBER TEL: 07730 007694 EMAIL: erha300@aol.com `K1 JOT plate' Plate on retention certificate so £80 transfer fee already paid, rare number 1 and cuts down to nice short foot long plate. Tel: 07799 064911. Email: calder911@yahoo.co.uk. £995 P1119/001 `L8RCO plate' L8RCO plate letters, for CAROL too, on retention certificate so £80 transfer fee already paid, new plates will have to be bought though. Tel: 07799 064911. Email: calder911@yahoo.co.uk. £675 P1119/002 `TEL 993' registration for sale Immediately available on retention certificate. Tel: 07885 108955. Email: john@selectshopfitters.co.uk. £2500 P1119/007 Cherished dateless registration Registration `986 KJO' on retention, ideal for Porsche Boxster. Tel: 07866 345345. Email: davidcarle@me.com. £1500 P1119/003 GT03 DKT `GT03 DKT' On retention. Tel: 07711 713479. Email: bschalmers@hotmail.com. £350 P1119/030 JJI 9II5 Registration for sale `JJI 9115', number on retention. Tel: 07810 058297. Email: s-blakeley@sky.com. £2000 P1119/029 911 & PORSCHE WORLD 113 MARKET FORCES AUCTION/SHOWROOM/CLASSIFIED MARKET WATCH There was an upset at one of the year's most prestigious international classic auctions when a unique, extremely valuable `Porsche' failed to sell, but otherwise it was business as usual at the Pebble Beach week in California with modern 911s making notably high prices, David Sutherland reports 718 RS 60 sold for £4.2m at RM Sotheby's Monterey event, £538,000 under estimate For the Porsche community, it should have been the sale of the century: the oldest `Porsche', a 1939 Type 64 on the block at the RM Sotheby's classic car auction in Monterey in California on Saturday 17th August, expected to make $19$21m (about £15.7m£17.4m). Bidding for the sole remaining example of the three built, and with only three owners since Porsche, appeared to go exceptionally well, and soon the hall witnessed a Ferrari-mashing $70m (£57.9m) on the screen But it was too good to be true, because in the fervour of the sale at the Monterey Conference Center the number was wrongly tapped in it should have been $17m (£14.1). That in itself was very serous money, but not enough for the vendor, who found the unique racing car lining up in the "still for sale" beauty contest afterwards. Another hugely provenanced motorsport lot at RM, a 1960 718 RS 60 Werks, the ultimate evolution of the racing Spyders and one of four works cars, sold for $5.1m (£4.2m), but that must also have been a disappointment because it was almost £538,000 under the lower figure of the presale estimate band. Bonhams was completely out of luck with its 1959 718 RSK "Center Seat" Spyder, which failed to sell on the day. This year, much of the Porsche action at Pebble Beach week auctions centred on "older" 911s. The three major auction houses, Bonhams, RM Sotheby's and Gooding and Company between them offered some 45 911s of all eras, nearly 30 of them from before 2000, a year which now broadly marks the boundary between "classic" and "young classic", and "modern". Bonhams, at Quail Lodge in Carmel, was the leading presence in this respect, presenting 26 911s, all except five of them pre-2000, and all but one (a 1987 911 Turbo "Slant Nose") selling. There were no runaway prices for the oldies, though, only two of them exceeding their top estimate and then by less than £2000: a 1974 911 Carrera 2.7 making $62,720 (£51,700) including buyer's premium, and a 1997 993-model 911 Turbo at $91,840 (£75,800). Seven of them sold for below estimate, including a 1968 911 which at $95,200 (£78,500) fell a substantial £31,500 short. Two 912s (a 911 with a 1.6 VW engine) from 1968 and 1969 sold for $43,680 (£36,000) and $38,080 (£31,410), £18,000 and £10,000 under, respectively. Bonhams' average price for its 1960s and '70s 911s was $66,450 (£55,000). The Gooding sale held at the Pebble Beach Equestrian Center suggested that the big money is concentrating ever more on 1990s and 2000 GT and specialist models. Appearing for the first time at a public auction was one of the 964s `reimagined' in 2016 by California-based Singer Vehicle Design to look like a 1960s 911S. It sold for $857,500 (£709,200, see "Sold at auction"), which was within the estimate range and clearly shows that, if modified with integrity, non-standard Porsches need not be the price pariahs many have in the past. The cheapest 1990s 911 Gooding sold was a 993 911 Turbo S at $368,000 (£304,400), slightly under its estimate, the next one up, a 1992 911 Carrera RS making $400,000 (£330,800), £82,700 below expectation. The potential value of low volume 911s from this era was seen in Gooding's 2600mile 1993 911 Carrera RS 3.8 that achieved $1.71m (£1.41m); even at that amount it was towards the lower end of the estimate. RM Sotheby's was also doing brisk business with 1990s GTs, moving on a 1991 911 "Carrera 4 Lightweight" for $436,000 (£360,300). If that title is unfamiliar it's understandable, because this car is one of 22 Carrera 4s that were essentially given the 964 RS (which was always two-wheel drive) weight-paring treatment and also built to motorsport spec. A 1998 911 converted by German tuner and car maker Ruf into its CTR2 Sport model fetched an impressive $736,500 (£609,100). However, an estimate of $1.25m$1.4m (£990,000£1.16m), and presumably a reserve somewhere in between for a stunning looking, 6500-mile Speed Yellow 993 GT2 was too much for the market on that day and it did not sell. Pebble Beach signposted that 20th century Porsches are also continuing to be fantastic investments. Not so long ago hard to shift even for its approximately £300,000 new price, the 20032007 Carrera GT has not just hit its stride pricewise but gone into overdrive. RM's 2005 example with delivery miles fetched $1,193,000 (£986,300) and that was a little under expectation. Other models are shooting up in value much more quickly, in proportional terms, such as the same auctioneer's 2017 911 Carrera S Endurance Racing Edition. Among Monterey's million dollar headlines, a $235,200 (£194,500) price may barely register, but it's a nearly 100 per cent appreciation on the car's list price two years ago. And the final iteration of the 997model track special, the 911 GT3 RS4.0 is showing no signs of slowing down. RM's 2011 car, the ninth made and delivered to comedian and Porsche collector Jerry Seinfeld in the US, sold for $665,000 (£550,000) which was nearly £54,000 above estimate. But asked to name one sale lot that, regardless of era, amazed with its price, we'd have to name the 1975, first-year-of-production 911 Turbo offered by RM. The Grand Prix white, original 3.0-litre spec car, which had been through a bare metal rebuild in California, sold for $285,000, a bit above estimate. Nearly a quarter of a million pounds for a 1970s 911 who would have thought it? PW Bonhams 911 Carrera 2.7, £51,70 Gooding 911 Turbo S, £304,400 114 911 & PORSCHE WORLD RM 911 Carrera S Endurance Racing Edition, £194,500 RM Porsche Carrera GT, £986,300 RM, Type 64 did not sell CLASSIFIEDS PRACTICAL PORSCHE ADVERTISE YOUR PORSCHE FOR FREE - ON THE PAGE AND ONLINE AT WWW.911PORSCHEWORLD.COM REGISTRATIONS REGISTRATIONS REGISTRATIONS PARTS IICED LEZ 9II `IICED' registration for sale On retention certificate, `What's Cooler than Cool?' very eye-catching, owned many years. £10,000 or you can try to buy ICED for c. £250,000 which I don't own! Tel: 07549 188021. Email: iankeath@hotmail.co.uk. £10,000 P1119/049 Number plate for sale `WAV 911X' number on retention, available now for £995 including transfer fee. Tel: 07801 077017. Email: thecarbarn8@gmail.com. £995 P1119/043 RSL 9IIC `RSL 911C' RSL 911 Carrera plate The ultimate plate for your RSL 911 Carrera or recreation, available for immediate transfer or on retention for use at a later date, £5850 inc vat and transfer. Tel: 01289 309930. Email: grahamedmundson@gmail.com. £5850 P1119/047 PI2SCH `P12SCH' Private Porsche number plate on retention document, `P12SCH', offers invited. Tel: 07955 699013. Email: martinweaver@hotmail.co.uk. £2500 P1119/039 `RS66 WOW' for sale The perfect registration plate for an RS Porsche! Looks superb on a car - WOW! Makes an outstanding car even more distinctive, on a retention certificate so available immediately. Tel: 07921 244940. Email: steve@stepheng.f2s.com. £1300 P1119/037 9II XN `911 XN' registration number Registration number `911 XN' available for immediate transfer or supplied on retention for use at a later date, £4750 inc VAT and transfer. Tel: 01289 309930. Email: grahamedmundson@gmail.com. £4750 P1119/048 SWANN or SWAN Super number plate for anyone named SWANN or SWAN. It isn't often that you can get a perfect name plate, so grab this whilst you can, on a long running retention certificate. Put it on your car now or save it for later, at just £1699 it is a real bargain, excellent investment for the future, pass it on to your children, get in touch now. Tel: 07858 580557. Email: saltydog1@ymail.com. £1699 P1119/044 JND 9II `LEZ 911' registration for sale Until recently on my 964 but have now decided to sell the registration, on retention certificate, no VAT or other charges to pay. Telephone with offers. Tel: 07425 153194. Email: lezdawes@gmail.com. £3500 P1119/046 Porsche Boxster number plate `P6 OXA' Porsche Boxster personalised number plate for sale, `P6 OXA' reads `P BOXA', please contact me for more information. Tel: 07946 607427. Email: laurencestark96@gmail.com. £950 P1119/014 PARTS Mirror casings o/s + n/s 997 + 996 parts Basalt Black, in very very good condition, o/s & n/s top and bottom mirror casings (4pcs), fit 997, 987 etc, £50. Also have two rear lights for 996 Turbo plus complete set of four genuine Turbo wheels with new Pirelli tyres, please contact for more information and photos. Tel: 07811 123066. Email: mpitter@aol.com (Herefordshire). P1119/020 Rear 911 reflector This is a 911 rear reflector with built in fogs, fit `80s 911, condition is used (good). Tel: 07514 253000. Email: gcharlesworth@sky.com (West Yorkshire). £180 P1119/042 Four genuine Porsche 997 rims Plus Pirelli Sotozeros (winter tyres), rears 295x30x19 5.5mm tread: fronts 235x35x19 6mm tread, no kerb marks. Tel: 07812 094493 (Nottingham). £1000 P1119/036 996 roof bars Genuine Porsche 996 roof bars, complete with all fixings, as new, ideal for taking your windsurfer to the sea, or your skis to the slopes. Tel: 01905 29889 day, or 07751 468500 (Worcester). £120 P1119/021 Registration `HOT 918S' for sale Ultimate 918 registration, currently on retention (transfer fee already paid), may be interested in a 911 related registration for trade. Tel: 07527 316258. Email: g.todd@hotmail.co.uk. £4995 or offers/trade P1119/040 `JND 911' Original 1948 registration number, ready for immediate transfer, £2880 inc transfer to your car. Tel: 01289 309930. Email: grahamedmundson@gmail.com. £2800 P1119/050 Porsche 997 doors Doors from immaculate Carrera in Seal Grey, no damage, £400 the pair. Tel: 07761 410902. Email: freyadrian@hotmail.com (London). £400 P1119/015 Boxster hard top for sale To fit a 987 model in Seal Grey, collection only from Brackley, perfect condition. Tel: 07711 182888. Email: pr@trade-events.co.uk. £995 P1119/010 JACKSON, JACK, JACKO, JAXXO Excellent personal number plate for anyone named Jackson, Jack, Jacko, etc, etc, `JAXXO'. Overseas move forces the sale of this cracking plate, I have now put it on to a retention certificate to make the transfer of ownership simple, you can put it on your vehicle now or keep it until you want to, absolute bargain and sure to appreciate in value. Tel: 07858 580557. Email: saltydog1@ymail.com. £1800 ovno P1119/041 Number plate Number plate for sale, `F4C ME', call for more details. Tel: 01246 590698. Offers P1119/013 Cherished plate `R911 TUR' Currently on car, easy to transfer the ultimate plate at a good price, R911 TUR. Tel: 07790 469507. Email: a5h911@aol.com. £3500 P1119/008 911 & PORSCHE WORLD 115 TRIED&TESTED With 911 & Porsche World's resident tyre kicker, Kieron Fennelly PORSCHE 964 C4 CABRIOLET * 1990 `H' * 99,000 MILES * £36,995 PRACTICAL PORSCHE There was a time in the early 2000s when your correspondent, whose bailiwick was then `leafy' south west London, would see 964s on a regular basis. Almost without exception these were shabby and sometimes distinctly down-atheel, unloved cars seemingly reduced to mere suburban duties. Open cars, Cabrios rather than the very rare Targas were the worst. And then, imperceptibly, they disappeared, as they did too from the showrooms of emporiums such as Portiacraft, 911Virgin or Cridfords. Some years later, when 964s did deign to reappear, their prices suggested they were no longer entry level 911s. But just as some of the heat has gone out of the 993 market so in the last year or two some reason has crept into 964 transactions and, for the price of a 997 gen 2, you could have this rather decent 964 Cabrio. In Forest Green, this example is down on the south coast at Philip Raby Porsche. A 1990 model, it has a fully stamped service book, including 12 consecutive seals from AFN. Unusually, this car also has a thick sheaf of invoices that covers almost its complete history. Not only do these plus (rare find) a full set of MOTs help to verify the mileage, they also demonstrate how each successive owner of the seven listed made it his or her responsibility to look after the 964. The engine was rebuilt in 2010 at 83,000 miles and more recent large bills detail respraying of the windscreen surround (a 964/993 weakness) in 2017 and £3000 of engine and suspension work in 2018 which included new springs and dampers and replacement brake pipes, advisory items on previous MOT certificates. This year a new anti-roll bar was installed. At some point during the renovations, the hood and tonneau cover have been replaced. Not surprisingly the paintwork is excellent with a deep lustre and is matched by a light grey, clearly reconnolised all-leather interior. The carpeting too looks new. The headlights have been upgraded to HIDs (much better) and minor front lights have white rather than orange covers (originals are in the boot); unmarked 993 five spoke 17in rims are shod with Pirelli P Zeros (new rear, half worn front) and the later model's teardrop mirrors are fitted, all postdating that is easily reversible for the stickler. The a/c (unusual fitting on RHD) functions and the hood lifts smoothly, though fitting or removing the tonneau cover is a manual job. On the road this 964 feels properly calibrated as indeed the service record implies it should be. Performance from the 3.6 is lusty rather than necksnapping, but it sounds the part and steering and reassuring braking are well up to the mark. An occasionally recalcitrant gear shift, especially reverse, may be a matter of of adjusting the linkage. Purists will complain that this is the C4 which not only weighed another 50kg, but was dogged by the understeering tendency of the fixed 69% rear/1% front torque split of its integral transmission. These CHECKLIST BACKGROUND Acting CEO Heinz Branitzki famously introduced the 964 as "the 911 for the next 25 years." Of course, it was as far from that as could be imagined and by the time those 25 years were up, the 991 had only its flat-six and 911 silhouette in common with the 964. Yet the 964 was still the most radical 911 to date new chassis, four-wheel drive, power steering, ABS and optional autotransmission even if it looked (to the casual observer) remarkably similar to the Carrera 3.2. The 964 would have a short life barely had the C2 version been launched in 1989 than work began on its successor, the 993. Long Porsche's chief bean counter, Branitzki himself turned out to be the "CEO for the next 15 months" handing over to Arno Bohn in January 1990. WHERE IS IT? Philip Raby Porsche, Chichester PO10 8PF philraby.co.uk Tel: 01243 780389 FOR Complete 30 year service history; recent recommissioning and respray AGAINST Hood somewhat labour intensive VERDICT Nicely set up open 964; competitively priced. VALUE AT A GLANCE Condition GGGGGGGGGG Price GGGGGGGGGG Performance GGGGGGGGGG Overall GGGGGGGGGG days it is unlikely that a thirty year old convertible is ever going to be driven hard enough for this to spoil proceedings: with its hood down and on a sunny afternoon, this is a Porsche to be enjoyed on twisting roads where its modest dimensions and exceptional level of driver involvement make steering it a real pleasure, always in the knowledge that there is a vast amount more power in reserve. Then it will really fly, but hood up or down, wind noise soon becomes too high to bear for long. Admittedly £37k is not an insignificant sum, but for the right owner, this correctly fettled 964 would make a great weekend car. PW 116 911 & PORSCHE WORLD CLASSIFIEDS PRACTICAL PORSCHE ADVERTISE YOUR PORSCHE FOR FREE - ON THE PAGE AND ONLINE AT WWW.911PORSCHEWORLD.COM PARTS PARTS MISCELLANEOUS MISCELLANEOUS Two engines for sale 1: 911 RS motor MFI 1974, recent complete overhaul including MFI pump at the cost of £2400, engine is complete with stainless heat exchangers and clutch but no main exhaust, asking £30K. 2: Porsche 356 engine, complete, excellent condition, everything including clutch but no main exhaust, asking £7000 ono. Tel: 0044 1625 582303. Email: ericlanz356@gmail.com. P1119/055 BP4W race engine for sale Abandoned project, BP4W block, sports recon RS head with triple cut valves, ported and polished, BP5A camshaft. Lightened flywheel, balanced 10.5:1 pistons and rods. Stripped for inspection, requires assembly, the headwork alone cost £700, will accept £1000 for the lot. Tel: 01604 750341 (Northampton). £1000 P1119/022 Michelin Pilot Alpin Winter tyres 2 front tyres 245/35/20 NO, 2 rear tyres 295/30/20 NO, 1 winter use, 1000 miles approx, on 991 Carrera (Gen 1). Tel: Pauline, 07747 837775 (Co.Down). £400 P1119/023 MISCELLANEOUS Porsche handbooks Cayenne price list, Tequipment Cayenne accessories, Cayenne Diesel price list, all books for 2009 models, as new condition, only £7.50, free postage. Tel: 07399 359072. £7.50 P1119/054 Peter Morgan 993/964/Boxster Buyers' Guides Peter Morgan Ultimate Buyers' Guides, 993 and 964 books and Boxster DVD, new - just been sat on my bookshelf. Model history, colours, option codes, what to look for, good for buyers, owners and enthusiasts. Books are 70 pages each and the DVD is Region O and 70 minutes, I have 2 copies of each. Price is per item and includes free UK delivery, will post internationally at cost price. Tel: 07767 241278. Email: vkjr.grovehall@gmail.com (West Sussex). £9.95 each P1119/006 Medal for sale Factory medal for Porsche 911 Turbo, on the obverse the date 1991, £15 free postage in UK. Email: james.gillham@me.com. £15 P1119/053 911 & Porsche World issue no1 to current 911 & Porsche World magazines, from the very first issue number 1 to June 2019, 300 issues. I have subscribed from the very start, house move necessitates sale, collection only from North Worcestershire. Tel: 07971 573388. Email: steve.plant@hotmail.co.uk. £100 P1119/027 Porsche 968 book 72 unmarked pages, tech specs, colour range, history etc, great colour photos, vgc. Tel: 07399 359072. £7.50 P1119/028 WANTED Wanted all Porsches classic to modern! All conditions wanted, from restoration projects to concours, right and left-hand drive. Complete collections purchased, cash buyer, discretion assured. Please contact me if you are interested in selling your Porsche and are looking for a prompt hassle free cash buyer! I am especially interested in the following models: 911, 911SC, 911 3.2, 964, 993, and low mileage 996 and 997. Tel: 07787 528131. Email: sales@torosportscars.com. P1119/056 Porsche hard top Porsche 997 C4S hard top in white, complete with cover and stand, hardly used. Email: eddie.seddon@btinternet.com. £695 P1119/051 Genuine 981 Porsche Boxster 2.7 exhaust tailpipe Brushed stainless steel, as new condition. Tel: 07980 078451. Email: hcm67@live.co.uk. P1119/052 911 PW number 1 to current issue 911 & Porsche World magazines from issue 1 to current issue! All the magazines are within hardback binders and as such are in excellent condition. Prefer collection from Bishopton but could deliver within 50 miles. Tel: 07980 455804. Email: j.knowles968@ yahoo.co.uk (Scotland). £150 P1119/057 Porsche books Porsche Road Tests Collection no.1 1965-1975, Brooklands Books; Porsche by Motorbooks Library by Shotaro Kobayashi, both in good condition. Tel: 01590 670813. Email: robroberts7@hotmail.com (Hants). £20 P1119/009 Porsche books Various Porsche books as new condition, at half new price each. Randy Leffingwell "Porsche 911 by design" (Motorbooks), £10; Paul Frere "Porsche 911 Story" (Haynes), Michael Scarlett "Porsche 911" (Haynes), £10; Adrian Streather "993 the essential companion" (Bentley), £25; Adrian Streather "Porsche 911-964 enthusiasts companion" (Bentley), £25. All items plus p&p. Tel: 07853 763025. Email: alastairtgbell@hotmail.com. P1119/024 Porsche book World famous book on Porsches, `Liebe zu Ihm' by Hermann Lapper, in good condition with original dust cover, pages fine, you pay shipping. Tel: 56 1633 5901. Email: garyr356@aol.com (USA). £1350 P1119/025 Porsche Post magazines 43 copies of Porsche Post, three from the 1960s, 40 from the 1970s and 1980s, please phone for exact details. Tel: 01590 670813. Email: robroberts7@hotmail.com (Hampshire). £25 P1119/026 Porsche 911/930 wanted!!! We urgently require your Porsche 911/930 Turbo! Professionally buying and selling Porsche for over 30 years! For best price and polite old fashioned service call Paul on 07836 617916. Email: paul@theporsche911buyer.co.uk. P1119/058 YOU CAN UPLOAD YOUR PRIVATE ADVERT AT: www.911porscheworld.com OR YOU CAN EMAIL: classifieds@chpltd.com ADVERTS ARE FREE! YOU MAY INCLUDE A PHOTOGRAPH AND UP TO 400 CHARACTERS OF TEXT. Copy can be submitted online, or by email or post, to: 911&PW Private Classifieds, CHP, PO Box 75, Tadworth, Surrey, KT20 7XF, United Kingdom. Don't forget your contact details! Deadline for inclusion in the December issue is 17th October (January issue deadline 14th November). All advertising is accepted in good faith and the publisher accepts no responsibility from any effects arising therefrom. Potential buyers are advised to verify the validity of the advertiser and not to pay for goods until confirmation of such. Advertisers: Be aware of offers higher than the advertised price. This is likely to be fraudulent activity and we strongly advise you not to proceed with the transaction. 911 & PORSCHE WORLD 117 TRIED&TESTED With 911 & Porsche World's resident tyre kicker, Kieron Fennelly CABRIOLET 996 C4 * 2002 `52' * 79,300 MILES * £19,900 PRACTICAL PORSCHE Twenty years ago the old guard damned the 996 for its supposed quality failings, and no one disputes that the M96 engine proved to have fundamental design flaws which Porsche should have eliminated far earlier than it did in 2008. However, as this column has shown conclusively over the years, many 996s have survived remarkably well: this 17-yearold is a case in point. An early facelift Cabrio 3.6, it is unusual in having its standard issue hard top actually fitted (rather than lost) and of all the non-bodykit 996s, the hard top is surely the version that stands out in the crowd. This 996 is also unusual in that its mileage pattern is the reverse of almost all used vehicles of this age: by 2015 and its fourth owner, it had covered only 36,500 miles; owner number five added another 32,000 in three years before the most recent proprietor took the Porsche on a further 12,000 miles. An MOT dated March 2019 shows 77,228 miles. Used cars are often vaunted as having full histories, but this Cabriolet has not only all 17 years' worth of invoices, but they are neatly filed in date order and include a bill for a £3000 overhaul and the most recent bill of sale, both dated March 2018 when Steve Bull sold the Cabrio to its sixth owner, interestingly for £19,400. The condition of this 996 supports the maintenance history: its Arctic Silver paint is a little dulled, but exhibits only a few blemishes and no sign of any recent respraying. The interior in blue leather with matching blue carpets is very impressive. Seats are hardback sports type; the driver's would respond to a little leather care, but otherwise this classy interior, which because of the lack of B pillars feels quite different from other 911 cabins, has lasted well. Certainly the leather dash top and door fittings were a wise if expensive investment in the original specification. Handsome Carrera five-spoke 18 inch alloy wheels are unmarked and shod with Pirelli P Zeroes, the rears virtually new, fronts about a third worn. The vendor has renewed the a/c radiators and the system will be regassed before sale. On the road, this Cabrio feels taut, its steering slightly heavier than a C2's; discs and pads were replaced in 2018; there are no discernible rattles emanating from the underside. The hard top emits little extra wind noise at 70mph, but it does rattle if the car is being manoeuvred on uneven ground. The 3.6 seems in fine fettle, smooth, responsive and revving readily to 7000rpm. The 996 was the last 911 to use the Getrag G50 gearbox and the cable-connected shift is meaty; the clutch, renewed in 2018, bites at mid travel. This is the C4 911, but essentially an open car, its nature is more to lope along rather than encouraging the driver to press on into corners to the point where the understeer that defines 4x4 911s can be felt. Not the CHECKLIST BACKGROUND The 996 was the first 911 to be designed with a convertible version in mind. With the 356 Porsche simply cut the roof off, but the original 901 with a more sophisticated shell was conceived only as a coupé: subsequent open varieties were something of a compromise, not the least of which was the rather afterthought way the hood sat above the scuttle line when folded. The 986/996 redesign transformed this so that the hood parked neatly out of sight. A hardtop was part of the specification for a 996 Cabrio, but difficulties of storage meant that tops were often lost with the passage of time and changes of ownership. The metal roof was an optional extra for the 997, but Porsche did apparently sell a kit so that a 996 hardtop could be made to fit. WHERE IS IT? Devizes-based Steve Bull began in 1996 as a service/repair business. In 2016, Steve's older son Daniel joined him and developed the retail side as many service customers were also potential Porsche buyers. Daniel says their workshop is extremely busy, while on the forecourt he notes that compared with 2017 when he might have had only watercooled cars, far more air-cooled cars are appearing and his stocklist comprises four plus a similar number of the 924 968 models. "Maybe the softening in air cooled pricing is starting to encourage proper enthusiasts back into the market." Steve Bull Specialist Cars Ltd, Devizes, SN10 2DX Tel: 01380 725444 stevebullspecialistcars.co.uk FOR Unusual hard top model most Cabrios have lost theirs; very full history file. AGAINST C4 versions are less sought after VERDICT Not concours, but a taut, well maintained and presented 996. VALUE AT A GLANCE Condition GGGGGGGGGG Price GGGGGGGGGG Performance GGGGGGGGGG Overall GGGGGGGGGG mostsought-after 996 perhaps, this nicely appointed Cabriolet is solid and correct. All you need is somewhere to stow that hardtop. PW 118 911 & PORSCHE WORLD 911 & PORSCHE WORLD 119 THE WAY WE WERE TIME MACHINE Editor Bennett peruses the archives of 911 & Porsche World from days gone by. What's changed? That will be everything and nothing... NOVEMBER 2003 (ISSUE 116) We dubbed this one `The supercar edition' on the front cover. Not only that, but it was our biggest issue (at the time) at 156 pages. So what was all this supercar business then? Well, Editor, Horton, had bagged himself a drive in the Carrera GT, which was the hotticket in 2003. Porsche had seen fit to launch the Carrera GT at a vast ex-Russian military air base in the former East Germany, which had now been taken over by Michelin as a vast tyre testing facility. It had the space to really exercise the Carrera GT, with endless concrete runways, that allowed the supercar to reach its 200mph potential over and over. Of course the Carrera GT was borne out of Porsche's abandoned LMP sportscar project and was pretty raw as a road car. We did make mention of the GT's myriad of `high-tech features' but these really just amounted to the carbon-fibre tub, PCCB brakes and a Porsche Ceramic Composite Clutch (PCCC) which, as anyone who has had the pleasure of driving a Carrera GT will know, is some sort of code for being bloody tricky to operate! Compared to a hybrid 918 (which your granny could drive), the Carrera GT, with no electronic driver aids and ferocious 620bhp V10, was pretty lethal, truth be told. Returning to the front cover and we suggested that now was the time to buy a 959. And why? Well, prices were hovering around the £95,000 mark, which was not much more than the then current 996 Turbo. We reflected that, in 1990, at the height of what became known as `classic car mania,' a 959 sold at auction for £599,000. Hmm, sounds familiar... Had anyone taken our advice 16-years ago, they would be quite pleased with themselves now. As would whoever bought the 993 RS in Paragon's full page ad at just £56,995, or the set of refurbed 7 & 9in Fuchs with new Bridgestone SO2s for just £550. Those were certainly the days. NOVEMBER 2007 (ISSUE 164) Warning to self: spending time flicking through the 911&PW archive for the monthly instalment of `Time Machine' can make you feel very old. I mean, was it really 12 years ago that proper Porsche PR man, Andrew Davies, fixed it for the Porsche monthlies to jet into Stuttgart for a day with the then new 997 GT2? Those were the days, and truly what a car. And this issue sparks another memory. A test of a 911 SC RS is something of a rarity. It was the result of a trip to Spa for a track day and a drive in a 908, which didn't happen (it broke), but we met with 911&PW reader and Porsche collector extraordinaire, Johan Dirckx, whose SC RS we stumbled across. Back then, Johan preferred to remain anonymous, but since that chance meeting in 2007, he's been a supportive benefactor to 911&PW, supplying many rarities for our driving pleasure and to be featured in these pages. And these days he's not quite so shy. Thanks Johan for all the support. Sorry you've have to put up with Tipler and Fraser for all that time. November 2007 www.chpltd.com GT2 FITIR'SSTBADCRKIV! EEXOCFLUSIVE PORSCHE'S WILD CHILD CCaarrrreerraa 2.7 3.0 v The forgotten 911s £4.35 US$7.75 CANADA $9.95 AN INDEPENDENT PUBLICATION G 9G24JSaG/sTmBuirrGnibaeo9n91BR61ue4SydReCmrSaRsrn'Segtdpuarliilidckveaes 120 911 & PORSCHE WORLD NOV 2006 (ISSUE 152) Behold a refreshed and relaunched 911&PW with an all new logo and look. The logo we've stuck with, but we've had a couple more redesigns since then. To reinforce our Porsche credentials, the entire 911&PW crew gathered at Castle Combe with their respective Porkers for a photoshoot. Of those present only Paul Davies and Delwyn Mallet still retain their machines a Carrera 3.2 Targa and a 356 Speedster respectively. Gone is Editor Bennett's Carrera 3.2, Tipler's 964 (the Peppermint Pig) and gone is Horton's 996. Gone is Peter Morgan and his Boxster, and Seume was there, but in between Porsches at the time. Of course we all still run Porsches and our day-to-day Porsche experiences remain an important part of the mag, if only so that readers can vicariously live life on the Porsche edge, as we explore all ways and means of running a Porsche on a real world budget, or no budget at all! Typically, our new-look issue remained an eclectic mix of all things Porsche. Ex F1 driver, John Watson, invited us for a drive in the 2.7 RS that he bought new in 1973. We revisited the days of mega-boost 1980s 911 Turbo Rallycross weaponry, when Finns and Swedes ruled the rough stuff, and had names like Alamaki and Nittymaki, both guaranteed to get Murray Walker in a muddle on Grandstand! November 2006 www.chpltd.com 993Last of the great 911s? New Look More features Tech advice Cars for sale New 997 Targa First drive Boxster: Your first new Porsche Supercharged 928 with 430bhp Interview: John Watson and his '73 2.7 RS £4.25 US$7.25 CANADA $9.95 AN INDEPENDENT PUBLICATION PLUS: RALLYCROSS 911 TURBOS, RICHARD WESTBROOK, HOW TO DRIVE 968, DDK CLUB, CLASSIFIEDS SUBSCRIBE & SAVE! PAY JUST £3.75* PER ISSUE GUARANTEE YOUR COPY OF 911 & PORSCHE WORLD, DELIVERED DIRECT FROM THE PRINTER TO YOUR DOOR BEFORE THE OFFICIAL ON-SALE DATE!** *BASED ON UK TWO YEAR SUBSCRIPTION **UK ONLY FIND US ON FACEBOOK SUBSCRIBE ONLINE: 911PORSCHEWORLD.COM 12 ISSUES 24 ISSUES UK £52.00 £90.00 EUROPE £73.00 £110.00 REST OF WORLD £92.00 £156.00 CALL TODAY +44 (0)1778 392026 NEXT MONTH LIGHTWEIGHT CAYMANS CAYMAN R MEETS CAYMAN GT4 IN LIGHTWEIGHT SHOOTOUT PLUS: OUR CARS, YOU AND YOURS, HOW TO, TECH TOPICS, TRIED AND TESTED MARKET WATCH AND CLASSIFIEDS DECEMBER 2019 ISSUE OUT: NOVEMBER 7 OVERSEAS (APPROXIMATELY): EUROPE NOVEMBER 14 USA/CAN DECEMBER 12 AUS/NZ JANUARY 9 FOR YOUR NEAREST STOCKIST WORLDWIDE SEE PAGE 3 ADVERT INDEX Atomic Shop GmbH Augment Automotive Autofarm Bergvill FX Beverly Hills Car Club Bilstein UK Braunton Garage Brey Krause Manufacturing Car Bone Charles Ivey Specialist Cars Classic FX Classicline Insurance Classic Retrofit Clewett Engineering Club Autosport CSF Inc Dansk (Design 911) Dave The Trimmer Design 911 Design 911 Service Centre Douglas Valley Breakers 8 96 61 24 57 13 103 4 96 34 103 119 101 103 101 15 53 103 40, 119 41 84 Dove House Motor Co Elephant Racing Elite Garages Elite Motor Tune Emory Motorsports EPS Vertex Evans Cooling Systems Fabspeed FVD Brombacher Greatworth Classics GT-Racing Hartech Hillcrest Specialist Cars HP Porsche Jaz Porsche JMG Porsche Kline Innovation LN Engineering Machine Mart Maundrell & Co Nine Excellence 63 Ninemeister 71 No5 Garage 19 Northway 24 Paragon GB 62 Parr/Cargraphic 75 Patrick Motorsports 104 Paul Stephens 67 PMO 2 Porsche Club of GB 105 Porsche Torque 34 Portiacraft 30 PRO Motorsports 105 Rennline 30 RGA 91 RH Specialist Insurance 34 RSJ Sportscars 9 Specialist Cars of Malton 25 Sportwagen Eckert 105 Steve Bull Specialist Cars 17 Stoddard Parts 30 Strasse 4 103 24 49 123 84 85 101 97 84 105 79 21 62 110 31 91 23 103 27 5, 119 Tech9 124 The Wheel Restorer 101 Twinspark Racing & Engineering 62 Van Zweeden 35 Westwood Cylinder Liners 8 William Hewitt Porsche Specialist 105 Woolies Workshop 105 CLASSIFIEDS CMS Porsche DSD Motorwerks EJ Whites Cars Eric Hall Karmann Konnection Prestige & Performance Cars Roger Bray Restoration 122 911 & PORSCHE WORLD RESTORATIONS PROJECTS SALES PARTS MOTORSPORT SERVICE PORSCHE SALES IT'S WHAT WE DO PARR ONLY OFFER PORSCHE FOR SALE THAT HAVE PASSED OUR DETAILED PRE SALE INSPECTION. ALL OUR USED PORSCHE BENEFIT FROM YEARS OF MAINTENANCE AND PREPARATION KNOWLEDGE, WITH ALL OUR APPROVED PORSCHES COMING WITH A PARR WARRANTY THAT GUARANTEES TROUBLE FREE MOTORING. · COMPREHENSIVE PRE-SALE CHECKS AND PREPARATION IN OUR WORKSHOP · PEACE OF MIND WITH A GENEROUS BESPOKE PARR WARRANTY THAT CAN BE EXTENDED · FINANCIAL SOLUTIONS AVAILABLE · VIEWING BY APPOINTMENT ONLY LOOKING TO BUY OR SELL AN APPROVED USED PORSCHE? TALK TO PARR. SPECIALISTS IN PORSCHE. +44 (0)1293 537 911 sales@parr-uk.co.uk CARGRAPHICTS.COM Tuning Programs For Prestige And Sportscars Wieslauterstraße 20, D-76829 Landau, Germany See more at www.parr-uk.co.uk PARR, 5 Faraday Centre, Faraday Road, Crawley, West Sussex RH10 9PX Your time is now. Custom TECHART refinement for the new 911. Well-balanced aerodynamics incorporating revolutionary materials. Body styling adding distinct traits to the iconic 911 design. Traditional workmanship being part of a state-of-the-art design process. Driving performance on a new level at the push of your SPORT button, delivering impressive soundscapes at the same time. TECHART is maximum individuality for your Porsche at the highest quality level. Backed by our warranty for modified Porsche cars providing peace of mind. Premium Refinement for your Porsche. Closer to you. TECHART is available in the UK through our authorised partners: techart.com/911 Tech 9 Hale Garage, Hale Road, Hale, Liverpool L24 5RB. Tel: +44 (0)151 4255 911, Email: sales@tech9.ms http://www.tech9.ms Parr 5 The Faraday Centre, Faraday Road, Crawley RH10 9PX. Tel: +44 (0)1293 537 911, Email: performance@parr-uk.co.uk http://www.parr-uk.co.uk TECHART Global Brand HQ Roentgenstr. 47, 71229 Leonberg, Germany. Tel: +49 (0)7152 9339 0, Email: info@techart.de https://www.techart.com