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THE NEXT EVOLUTION As the proud owner of a recently restored 1986 944 Turbo, and being a big fan of the models in Porsche’s transaxle family of products, the opportunity to dedicate an issue of 911 & Porsche World to the thirtieth anniversary of the 968 — pitched as “the next evolution” in the manufacturer’s period marketing materials, but actually being the last evolution in a line of four-cylinder, front-engined, water-cooled Porsche sports cars starting with the 924 in the mid-1970s — filled me with excitement. In truth, any opportunity to shout about the merits of this largely unheard-of Stuttgart speed machine is good enough, but it’s great to have been able to pull together a comprehensive look at the different flavours of 968 in a single issue of the magazine, which I hope goes some way toward promoting this special Porsche to those of you who might not otherwise be familiar with its technological advancements (some influencing Porsche production to the present day) and amazing

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handling abilities. Even our very own Tim Harvey owned a 968 Sport, the UK-only ‘sweet spot’ of the range and the variant splashed across the cover of this magazine in glorious Speed Yellow and the classic finish of Guards Red. If a 968 Sport is good enough for the man who holds the record for most number of wins in Carrera Cup GB, not to mention numerous Le Mans outings and a BTCC title, then it’s good enough for the rest of us. Finding an available Sport is the challenge: owners are understandably reluctant to part with their appreciating classics. In all honesty, I’d be guilty of the same. Read through the following pages, and you’ll soon discover why.

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1

30 YEARS OF 968

52

FEATURES

10 36 46 52 64 72 82 92 98 107

6 July 2021

MANUAL LABOUR OF LOVE

The 992 Carrera S with a stick shift.

RING OF FIRE

The forty-ninth 24 Hours of Nürburgring .

UNDER THE RADAR

20

31

72

The 968’s design and development.

CONTACT SPORT

Up close and personal with the 968 Sport.

FULL FRONTAL

One of only four 968 Turbo RS built.

WAITING GAME

CT Racing’s 1975 RSR 3.0 evocation.

SPECIALIST: JAZ PORSCHE

Winning hearts in Herts for thirty years.

BUYING: 968

Things to be aware of when on the hunt.

118

TECH: PDK TRANSMISSION The origins and evolution of PDK.

TECH: VARIOCAM EXPLAINED

Porsche’s variable valve timing technology.

106

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The latest products on planet Porsche.

COMMENT

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HOW TO: 997 STARTER CABLE Wave goodbye to hot starting issues.

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Exciting Porsches coming to auction.

July 2021 7

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Spelunkers: Indomitable.

Incomparable. Unpronounceable.

Let’s hear it for the ‘spelunkers’. The subterranean explorers of the 1970s who did for caving what Mallory did for mountaineering.

And the inspiration behind ‘GMT-explorer’ watches, which provided 24-hour timekeeping for light-starved cavers. Now we’ve resurrected the genre with the new C63 Sealander GMT. Not only does it boast a twin timezone movement, a hi-vis 24-hour hand and a dial that’s as legible as it is beautiful, but, happily, you don’t have to be a spelunker to wear one.

Sealander.

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MANUAL LABOUR OF LOVE

As outlined in the previous issue of 911 & Porsche World, manual gearboxes are becoming increasingly less common. Porsche is persisting with a three-pedal option for the 992 Carrera S, but should you stick with the default option of PDK? Words Matt Robinson Photography Barry Hayden

10 July 2021

I

t’s a strange item. A tall, lever-like object, sticking out of the centre tunnel of the 911’s cabin just aft of climate control dials. There are markings on it: a pattern of lines, the numbers one to seven, and also the letter ‘R’. What is this arcane device? What are you supposed to use it for? And why are there three pedals in the footwell, rather than just the usual two? Of course, we’re being facetious, but as the manual gearbox becomes an increasingly endangered species — in an age where electrification of drivetrains goes seemingly hand-inhand with automated transmissions of some kind, be they dual-clutch, full auto, reduction-gear or even (shudder) CVT units — the H-gate lever and a physical clutch pedal at the driver’s feet will become increasingly unfamiliar sights.

Generations to come won’t know what to do with the things.

992 CARRERA S Sticking a manual transmission into the lower-priced end of the 992 spectrum seems like a perverse move on Porsche’s part. After all, not so long ago, the company abandoned a stick shift for the most focused 911 of all — the 991 GT3 was originally offered with a Porsche Doppelkupplungsgetriebe (PDK) unit only.

Unsurprisingly, this wasn’t well-received by the driving enthusiast fraternity of this world. Four years later, for the brilliant 991 Gen II GT3, the manual gearbox option was reinstated.

All this mention of GT division products might seem tangential, but as we now know, in order to differentiate the multitudinous variations of the modern 911 from one another, there’s a clearly demarcated hierarchy at play within the rear-engined sports car’s line-up. There’s the Carreras, arguably the strongest allrounders, comfort-oriented, but still fast and talented enough to entertain on the

right roads. Then there are Targas and Cabriolets, representing the feelgood style icons of the crew, while the Turbo and Turbo S are for those who want to go as fast as is humanly possible, whatever the weather or road conditions. 911 GT3 models are the track-focused, supersharp driving weapons, and the GT2 RS is for those of you who want to scare yourselves silly.

SHIFTING GROUND

To be honest, we can totally understand a manual option in the GT3. It is entirely sensible. We’d even approve of three pedals in the GT2 RS, although this is a totally hypothetical situation because there is hardly a manual gearbox built that could handle the immense torque produced by the turbocharged monster. But, beyond these two, no other modern 911s really require a manual transmission. The Turbos, like the GT2

July 2021 11

RS, also have way too much torque for such a gearbox, and the Targa is so laid-back and cruiser-in-nature that PDK is the ideal companion. In other words, unless we get a 992 Carrera T to follow on from the 991 variant of the most affordable drivers’ 911, we’re not sure why Porsche is persisting with the tech, especially when the eightspeed PDK fitted in all 992 Carreras is such a magnificent gearbox. Granted, it’s now presented as that strange, stubby gear-shifter that looks like an electric razor, but this sticky-uppy feature of the centre console is connected to a smooth-shifting, rapidresponding transmission that works

just as well in fully automatic mode as it does on the paddle shifts. For the vast majority of everyday driving, PDK takes all of the sting out of congested roads, start-stop traffic and navigating your way

extra mechanical complexity and weight of PDK, you’d think the bods in Stuttgart could make manual transmission a little more desirable to customers by making the three-pedal Carrera S somewhat cheaper than the PDK, but no — price equivalence is the order of the day.

We tried the manual gearbox in a rear-wheel-drive Carrera S Coupe, finished in luscious through towns and cities.

Gentian Blue (£876) with a two-tone The fact a manual gearbox is only Black/Iceland Green interior (£422), offered on the more potent — and, decoration which put us in the right therefore, more driver-focused — Carrera mood from the off. Free of big wings, S and Targa 4S models is telling, wide arches and dark-coloured alloys, although it is, weirdly, a no-cost option on this lower-spec 992 is supremely elegant all the 992s where available. Given the and attractive. On its silver wheels

THE LASTTIME WE TRIED A PORSCHE SEVEN-SPEEDER WAS IN THE 991, WHERE IF WE’RE BEING HONEST, WE FOUND IT OBSTRUCTIVE TO USE

12 July 2021

Above Beautiful in Gentian Blue, the 992 Carrera S is excellent in either PDK or manual guise, but does the stick shift offer the same sense of urgency as auto?

992 CARRERA S (twenty-inches at the front, twenty-one at the rear), the car looked every inch the grand pseudo-GT its engine specification would have you believe it to be. But, dear reader, grand tourers do not use manual gearboxes, especially not seven-speed units. That surfeit of forward ratios on an H-gate transmission marks Porsche out alone in the automotive world and, now we think about it, the last time we tried a seven-speeder in a 911 was in the aforementioned 991 Carrera T, where, if we’re being honest, we found it obstructive to use, with too much of a propensity for getting ‘lost’ in all gears. It didn’t have the slickest shift feel either, being not a patch on the sixspeed manual enjoyed by drivers of the previously mentioned 991 Gen II GT3.

For the 992, however, Porsche has revised the way the seven-speed manual works. Going up the ‘box, it’s still the case the driver must be in the plane of fifth and sixth gears before attempting an upshift into seventh (there’s a lockoff that prevents going from third to seventh, for instance), but coming the Below Name another other way, providing road speed allows (in terms of revs), you can shift from mass production modern sports seventh all the way down into second, car interior as well designed as the 992’s if you so wish. Switch on the nifty revmatching function in Sport mode and, at plush cabin

around 60mph, this five-gear block-shift is every bit as seamless as coming down by a single ratio at a time. Better yet, Porsche has made the shift action itself feel tauter, more pleasing than it was in the 991 Carrera T, while the gearing isn’t comically long, as on the otherwiseexceptional 718 Cayman GT4. The 992 Carrera S will still pull big speeds in third and fourth, but with seven ratios to go at, there are smaller gaps between each gear, which means there’s a good degree of driver interaction offered by

the Carrera S manual, mainly because it doesn’t have a solitary gear stellar enough reach to ensure that, on UK roads, cog-swapping is unnecessary.

PUNISHMENT DUE

There is, however, a bare, on-paper performance penalty to optioning a 992 Carrera S with manual transmission.

Without the Launch Control function of PDK, the 0-62mph tumbles quite some distance, to ‘just’ 4.2 seconds.

That’s eight-tenths down on a Carrera

TECH SPEC Model Price Engine Economy CO2 emissions Top speed 0-62mph Power Torque Weight

Porsche 911 Carrera S Coupe manual (992) 911 (992) range from £84,870, Carrera S Coupe manual from £97,450, car as tested £111,623 3.0-litre twin-turbocharged flat-six petrol, sevenspeed manual with Porsche Torque Vectoring Plus electronically controlled rear limited-slip differential 28mpg 243g/km 191mph 4.2 seconds 444bhp at 6,500rpm 91lb ft at 2,300-5,000rpm 1,480kg (DIN)

July 2021 13

4S PDK and half-a-second slower than its equivalent rear-drive 992 Coupe automatic. It means the 444bhp Carrera S Coupe is no quicker for the benchmark sprint than the base-spec 380bhp Carrera PDK. As a buyer, this might bother you.

Then again, you might dismiss sprint times as useless pub posturing stats.

Similarly, the fact the manual Carrera S can match the PDK model’s 191mph top speed is probably irrelevant (unless you plan to regularly hammer your 992 on circuits with very, very long straights), and the manual isn’t really any better when it comes to fuel economy and CO2 emissions. True, according to Porsche’s published emissions data, the 992 Carrera S manual is a touch cleaner and, supposedly, a tad more frugal, but in reality, this does nothing for VED requirements (both manual and PDK are

14 July 2021

in the same UK tax band, the secondhighest going) and we doubt you’ll sense any difference at the pumps. That said, while the manual option is no lighter on your wallet, it does make the entire Porsche less heavy on its feet. Unladen and measured DIN, with a 35kg saving compared to a PDK, this three-pedal Carrera S Coupe manages to dip beneath 1.5-tonne kerb weight, tipping scales at 1,480kg all-in. Could this be enough to make all the difference to the way the 992 drives? The answer is a resounding ‘no’ — not even those of the most sensitive disposition could ever hope to discern a 2.4 percent weight increase from the manual to the PDK and then back again.

This seven-speed manual, then. We’re talking about a transmission that, on the face of it, looks utterly unnecessary,

harms the acceleration characteristics of the host 911, is no cheaper to order than the twin-clutch ‘box, is fitted to what’s far from the most intense and demanding of 911s, doesn’t really add much in terms of economy gains nor weight benefits, and which promises to be more of a hassle in daily driving duties than the super-slick double-clutch unit.

OLD-SCHOOL COOL

That’s not entirely an enticing roll call of considerations, is it?! Furthermore, we recently argued that in the 718 Boxster GTS 4.0, one of the finest driver’s cars Porsche has ever made, PDK was far superior to the manual option. With all this taken into consideration, you’ll think it highly unlikely we’ll have flipped to the three-pedal Carrera’s cause as a result, but allow us to be wildly contrarian here:

Above The perfect blend of comfortable grand tourer and super-fast sports car

911 Carrera RS (993)

911 Carrera 2 GTS (991)

911 Carrera 2 Targa (993)

911 Turbo (997)

£249,995

£77,995

£71,995

£54,995

Grand Prix White • Dual-Tone Leather Recaro Bucket Seats • 18” Split Rim Wheels • Factory RS Clubsport Spoilers Previously Serviced by Paragon 59,083 kms (36,712 miles) • 1995 (N)

Carmine Red • Black Half-Leather Sports Seats • PDK Gearbox with Paddles 20” Black Centre Lock Wheels • Sports Exhaust • Sport Chrono • 25,112 miles 2014 (64)

Iris Blue • Marble Grey Leather Seats Tiptronic S Gearbox • 17” Targa Split Rim Wheels • Air Conditioning • Sports Exhaust • Previously Sold & Serviced by Paragon • 29,259 miles • 1996 (P)

GT Silver • Black Leather Adaptive Sports Seats • Tiptronic S Gearbox 19” Turbo Wheels • Satellite Navigation Previously Sold & Serviced by Paragon 52,542 miles • 2007 (07)

911 Carrera 4 S Targa (997 GEN II) Boxster Spyder (987)

Boxster Spyder (987)

Cayman S (981)

£44,995

£41,995

£39,995

Atlas Grey • Black Leather Seats • PDK Gearbox with Paddles • 19” Carrera S II Wheels • Sport Chrono • Previously Sold & Serviced by Paragon • 45,287 miles 2010 (60)

Jet Black • Black Leather Sports Seats PDK Gearbox with Paddles • 19” Boxster Spyder Wheels • Full Leather Interior Sport Chrono • Air Conditioning Heated Seats • 14,528 miles • 2011 (11)

Macan S Diesel

911 Carrera 2 S (997)

Volcano Grey • Black Leather Seats PDK Gearbox with Paddles • 21” Turbo Design Wheels • Heated Seats • Cruise Control • Front & Rear Parking Sensors 22,373 miles • 2017 (17)

£39 995

£44,995

Arctic Silver • Dark Blue Leather Adaptive Sports Seats • Tiptronic S Gearbox • Satellite Navigation • 19” Sport Design Wheels • Sport Chrono 23,707 miles • 2004 (54)

995

Jet Black • Black Leather Sports Seats Manual Gearbox • 19” Turbo II Wheels Switchable Sports Exhaust • Heated Seats • Porsche Sound Pack Plus 33,234 miles • 2011 (61)

911 Carrera 2 S (997)

Atlas Grey • Dark Grey Leather Seats Manual Gearbox • Satellite Navigation Switchable Sports Exhaust • Bose Sound System • Previously Sold & Serviced by Paragon • 64,290 miles • 2004 (54)

£31 995

Carrara White • Black Leather Sports Seats • 19” Cayman S Wheels PDK Gearbox • Switchable Sports Exhaust • Previously Sold & Serviced by Paragon • 23,381 miles • 2015 (65)

Cayman S (987 GEN II)

Basalt Black • Black Leather Sports Seats Manual Gearbox • 19” Black Carrera S Wheels • Touchscreen Satellite Navigation • Previously Sold & Serviced

by Paragon • 56,583 miles • 2011 (11)

995

01825 830424 sales@paragongb.com www.paragongb.com 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

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EAST SUSSEX

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if we had the money for a new 992, then this Carrera S Coupe manual would probably be at the top of our list, second only to the new GT3. If what you want is an incredibly gifted sports car on the one hand and a supremely luxurious grand tourer on the other, the Carrera S manual fills this dual-purpose role like the proverbial silk handwear.

There’s more than enough mid-range flexibility and strength to the 9A2 Evo engine to ensure you don’t need to make multiple, exasperating downshifts to keep up with ebbing and flowing traffic conditions on a motorway, nor do you really need to change to a lower ratio to blast away from 50mph SPECs-enforced roadworks zones.

Out on the open road, where a 911 truly thrives, a 992 Carrera S manual makes terrific sense. As good as PDK is in operation, simply clicking on a paddle at the correct moment during corner approach and exit is neither as rewarding nor as taxing as timing a change on the sweet manual ‘box to perfection. Such an act requires the deft

16 July 2021

mechanics of dumping your left leg, enacting a heel-and-toe throttle blip and then nailing a cog swap just so, all while you’re trying to ascertain your turn-in point and entry speed. The reason we weren’t enamoured with clutch-pedalequipped 718 GTS and 718 GT4 cars is because, on the right roads, you hardly ever needed to do this manual gearbox dance due to the super-long gearing of the GTS/GT4 transmission. And yet, in the 992 Carrera S, Porsche has ensured multiple gearshifts give the best possible experience behind the wheel.

SEVENTH HEAVEN

It’s a subtle yet crucial distinction between manual and PDK, and we suspect it mainly revolves around the sensible gearing employed. Porsche has clearly improved the feel of the sevenspeed manual transmission, making it polished to the same high standard of engineering as the rest of the 992. As mentioned earlier, the clunky gearbox in the 991 Carrera T felt out of step with the car, but not only is the actual

process of moving from one ratio to another far more pleasant in the 992 than it was in the 991, there’s also the wonderful necessity of having to make those manual changes on the right sort of challenging roads. This Carrera S is not a car you slot into fourth at the start of a B-road, leaving it there while you get on with enjoying yourself on a spirited drive — if that were the case, offering the three-pedal option would have been a totally redundant idea, but save for our test car’s plush cabin surroundings, the oh-so-supple suspension and the lack of a stratospheric redline, if you’d presented its brilliant dynamic make-up to us a few years ago, we’d have a hard time arguing its specification wasn’t that of a GT3. And, while it seems odd to see an H-pattern lever sticking up in the middle of the 992’s cockpit, don’t dismiss manual transmission as an unfathomable relic of the past. Consider the car on these pages as the thinking person’s 911 and you’ll appreciate just what a wonderful car the 992 Carrera S Coupe manual really is. l

Above It’s difficult to argue against the 992’s rear end being the model’s greatest exterior design feature

ENGINE REBUILDS FROM £2,300 + VAT

T: 01204 302809 E: auto@hartech.org www.hartech.org 18 July 2021

THE BULLETIN News from the world of Porsche

EXTENDED RANGE OF SERVICES FROM PORSCHE EXCLUSIVE

Porsche has announced the launch of a wider range of vehicle personalisation services through its Porsche Exclusive Manufaktur, Porsche Classic and Porsche Tequipment brands. Meeting the demands of well-heeled clients in pursuit of unique styling has been a cornerstone of the company’s global offering for decades and was first galvanised with the launch of the Sonderwunsch (Special Wishes) department in the early 1980s. Many of the wildest — and, it has to be said, weirdest — Porsches were produced by the programme, which was pitched as an invitation-only service for the super-wealthy, though the resulting sports cars often strengthened the argument ‘money can’t buy taste’. Ahem.

Before we start our journey into what’s now being presented by Porsche, let’s take time out for a brief history lesson. Operating from Weissach, the Sonderwunsch department was established in 1978, satisfying the desires of immensely rich Porsche buyers keen to own a one-off sports car. Porsche Exclusive superseded Sonderwunsch in 1986, renamed Porsche Exclusive Manufaktur in 2017 (coinciding with the launch of the 991 Turbo S Exclusive Series) and is now based in Zuffenhausen. Officially sanctioned modification started at Porsche much earlier than the 1970s, though — buyers were able to influence the configuration of their new Stuttgart sports car as far back as the mid-1950s.

20 July 2021

Under the Porsche Exclusive banner, the manufacturer has created low-volume runs of tweaked and tuned production cars. For example, since unveiling its first specially prepared 911 (a 935-style Turbo, in case you were wondering), Porsche Exclusive has produced a colourful catalogue of showstoppers, including the 993 Speedster, 964 Turbo Cabriolet, 930 LE and 964 Turbo S Flachbau. These air-cooled curiosities represent the rarest of the rare, but introduced in 1997, the 993 Turbo S marked Porsche Exclusive’s first step into relatively high volume production.

The model paved the way for future projects, including the 997 Sports Classic, 997 Speedster

and, more recently, the 992 Targa 4S Heritage Design Edition, as well as a limited 911 produced to celebrate Porsche China’s twentieth anniversary. Don’t go thinking the 993 Turbo S was assembled in large numbers, though — just 345 units were built. Of those, only twenty-six examples were configured for right-hand drive.

The range of individualisation options for new Porsches currently extends from personal customer consulting during the configuration process through to realisation of limited small series. Through Tequipment, Porsche also offers numerous accessory products and retrofit options. In the area of legacy models, the company is currently focusing on spare parts supply and restorations. All this, however, is aimed at a broad customer base — the Sonderwunsch concept of exclusivity has been somewhat diluted. Whether you think this is a good or bad thing, the service is returning with a bang, allowing buyers of new Porsches to once again create one-off cars in partnership with the manufacturer, work realised by a dedicated team of professional designers and technicians.

Additionally, Porsche is extending the Individual Equipment list of components currently available for each new car (examples of what will soon be on offer include various exterior wrap options, individual starting numbers, prints on the floor mats, colours, logos, custom text, illuminated door entry guards and logo projectors) and will be allowing

NEWS & VIEWS

buyers to select their preferences in the brand’s online Car Configurator. There will also be a new Performance Parts range for new, used and classic vehicles advertised through the official Porsche dealer network.

“It is our goal to provide customers around the globe with even more accurately tailored and demand-based products within the context of classic, new and future cars, and to also offer a comprehensive range of options for every vehicle,” says Alexander Fabig, Porsche’s Vice President of Individualisation and Classic.

“With these new offerings, we are responding to great global demand for our products, starting with new possibilities for modification and the personalisation of individual components, through the additional range of Performance Parts, up to realisation of uniquely configured Sonderwunsch sports cars.”

With a pair of demonstrators based on the first-generation Cayenne SUV, the Classic division is also providing a preview of possible additional personalisation services for outdoor adventure — good news for fans of off-roading.

Meanwhile, new products with a focus on trackday activities with be launched through Porsche Tequipment in the coming months.

It’s worth noting that across all models in the current Porsche product range, customers can choose from more than seven-hundred Porsche Exclusive Manufaktur options, meaning the buyer of a new Macan, 911, Boxster, Cayman, Cayenne, Panamera or Taycan isn’t exactly left wanting. Similarly, the overall range of Porsche Tequipment parts has continuously grown from its launch of 150 products to now include more than five-hundred items, from exhaust systems to number plate carriers and everything in between. 997 owners, for example, can hop onto the Porsche Tequipment Finder website and order an Alcantara-trimmed steering wheel (from £1,564), manual transmission short shifter (£538), Alcantara-covered centre console (£1,983), PCM voice control (£527), luggage sets (from £886) and even Porsche baby seats.

The list is extensive, as it is for all applicable

Porsche models, including cars considered bona fide exotica, such as the 918 Spyder PHEV and its Weissach-branded offshoot.

An estimated twenty-five percent of all new 911s sold are optioned with extras from the factory Individual Equipment list, with buyers sure to be excited Manthey-Racing’s GT2 RS updates (aerodynamics package, coilover suspension, special brake components and magnesium wheels, as outlined in the January edition of 911 & Porsche World) are to be made more widely available, as are many asyet unannounced performance parts for older Porsches. What we do know is that items currently being newly developed include a performance chassis for the 996-generation 911 and, amazingly, for the awe-inspiring 959.

Due to high demand for the full-colour PCCM and PCCM Plus infotainment systems, Porsche Classic is already working on a version of PCCM Plus for the first-generation 997, the same-age Cayman/Boxster and the 955/957 Cayenne.

Plus, a sports steering wheel is to be made available for the G-series 911 and, as if you weren’t excited enough, the legendary Fuchs five-leaf is to be manufactured for Porsches assembled when this wheel type was out of production. 3D-printed buckets will also be constructed, but in the medium term, Porsche plans to offer seats adapted to each customer’s individual body contours.

Road car, track terroriser or dirt monster — all you need to do is decide what your carefully configured one-off Porsche is going to look like!

July 2021 21

NEWS & VIEWS

PETERSEN AUTOMOTIVE MUSEUM CELEBRATES RUF WITH NEW EXHIBITION The Petersen Automotive Museum in Los Angeles has announced an upcoming twopart exhibit series curated in partnership with renowned Porsche-themed event organiser, Luftgekühlt. The first special exhibition, Pfaffenhausen Speed Shop – The RUF Gallery, will feature eight bespoke supercars and restomod classics from German manufacturer, RUF. The second display, which is opening on 15th August this year, will explore the legacy of the Porsche 956 and 962 sports prototypes.

In 1939, Alois Ruf Sr. founded AUTO RUF, a general service garage located in the Bavarian town of Pfaffenhausen, Germany. When his son, Alois Ruf Jr. assumed directorship of the company in 1974, it released the first RUFenhanced Porsche. Since then, RUF has twice held the title of World’s Fastest Production Car (RUF, which bases its vehicles on new unmarked Porsche chassis, is recognised as a standalone manufacturer by the German government), its cars have been driven by millions in video

games, such as Gran Turismo, and it drifted into the hearts of enthusiasts with the famous film, Faszination on the Nürburgring, outlining the CTR ‘Yellowbird’ smashing a lap of the Green Hell.

“We are proud to gather some of the brand’s most impressive vehicles,” said Petersen Executive Director, Terry L. Karges. “This exhibition highlights the creativity and vision of Alois Ruf Jr. for one unparalleled celebration of every enthusiast’s favourite event, Luftgekühlt.”

The RUFs on display will include a CTR Yellowbird, a CTR3 ClubSport, a Turbo R Cabriolet, a Turbo R Ltd, an Ultimate, an RCT EVO narrowbody, an RCT EVO wide-body and an Rt12 R. Guests who would like to view the new RUF exhibit and visit the museum must purchase tickets in advance (visit the Petersen Automotive Museum website). Health and safety guidelines are being followed: face coverings are required, social distancing guidelines of at least six feet will be enforced and hand sanitizing stations are available on each floor. Enjoy the show!

NEW TECHART GTstreet R PROTOTYPE SPOTTED ON ROAD TEST Porsche tuning brand, TECHART, has been busy developing its new 992 GTstreet R prototype, which is set to be unveiled in the coming weeks as a 2021 model and features a mammoth aerodynamic carbon-fibre rear spoiler and a second rear wing profile, which can be extended variably and promises maximum downforce at the track. In addition, the prototype’s back end features an aggressive apron with a large carbon diffuser accommodating two massive, centrally located tailpipes.

Under the rear wing (and barking aggressively through the model-specific exhaust system), the performance of the car’s TECHART Powerkitenhanced flat-six can only be guessed. Since the company’s 992 Turbo S performance pack nudges power to around 710bhp and 664lb-ft 22 July 2021

torque, output of around 800bhp seems likely for GTstreet R launch. The front of the car has also been aerodynamically optimised, making use

of a new front apron, diffuser and a super-light carbon-fibre bonnet with GT3-esque intakes to reduce lift. More details in the coming weeks.

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ESSENTIALS PRODUCT CALL

A selection of exciting products to help you get the very best out of owning your Stuttgart-crested speed machine…

AUTOGLYM POLAR SERIES CAR CLEANING KIT You’ve bought a pressure washer, but you’re still having to get busy with a bucket and sponge, right? Wrong! Thanks to the new Polar Series range of products from respected car cleaning brand, Autoglym, you can now complete the standard three-stage (pre-wash, wash and paint protection) process with nothing more than patience and a pressure washer.

Kicking off proceedings is Polar Blaster, a high-quality foaming gun.

Creating lashings of thick, clingy foam when fed with Polar Blast snow foam, this excellently designed product also optimises the density required to efficiently deep clean with Polar Wash pressure wash shampoo. Additionally, the Polar Blaster gun produces the perfect consistency to apply Autoglym’s super-hydrophobic Polar Seal paint protection coating. The adjustable spray pattern allows you to easily follow your car’s contours, ensuring total coverage and appropriate dwell time on mud, traffic film and other contaminants. Let’s take a look at each of these products in more detail.

Polar Blast is a snow foam pre-wash. Covering the entire exterior with a thick blanket of foam ensures none of your car’s surfaces are missed during the cleaning process. The foam clings to paintwork longer than regular shampoos, gently loosening and lifting dirt before washing.

Polar Wash is a safe and effective shampoo applied using your pressure washer after pre-washing with Polar Blast. Like the latter, this impressive cleaner will cover your Porsche in a blanket of foam, making light work of dirt, traffic film and road grime removal.

Finally, Polar Seal is a protective coating specially formulated for application with a pressure washer. The product imparts a protective hydrophobic coating, causing water to bead on your car’s bodywork while

RICHBROOK MAGNETIC VALVE CAPS Are you sick and tired of checking your Porsche’s tyre pressures, only to find its valve caps have rolled away to some dark and distant corner of the automotive universe, never to be seen again? If this sounds familiar, then Richbrook International’s clever Never Lose magnetic valve caps could be just the product you’ve been looking for. Incorporating super-strong magnets, these precision-machined aluminium caps come complete with a corrosion-resistant nylon core to avoid any metal-on-metal seizing. When you’re ready to check your Porsche’s tyre pressures, simply place the valve caps on your car’s bodywork (don’t worry, they won’t cause any damage or scratches to paintwork) until you’re ready to refit them. Hey presto — your tyre valve caps are exactly where you left them. These handy accessories are available in a choice of either silver or black finishes and each pack of four valve caps is supplied complete with a keychain-ringed locking tool.

Price: £9.95 richbrook.co.uk or call 01328 862387 24 July 2021

protecting paintwork for effortless follow-up washes. Simply spray onto a clean, wet Porsche, then rinse and dry to leave behind a super-glossy, wax-like finish in seconds.

Price: From £15.40 per fluid, £40 for Polar Blaster autoglym.com or visit your nearest branch of Halfords

PRODUCT CALL CHRISTOPHER WARD C63 SEALANDER WRISTWATCHES Decisions, decisions. Decades ago, before wristwatch culture took hold, the savviest watch connoisseurs on the planet posited a well-dressed individual would need three timepieces: one for dress, one for work and another for play. This is fine for well-heeled collectors, but for everyone else, a question arose: could there be a go anywhere, do everything wristwatch? Having produced watches for divers, aviators and dress models in formal styles, British designer and online retailer, Christopher Ward, wanted to combine all three watch roles into a single Swissmanufactured timepiece. The company’s ‘luxury sport’ watches, which could, arguably, go from beach to office to soiree, however, failed to address one key factor in serving as an ‘everywatch’: cost. Now, with the newly released C63 Sealander collection, Christopher Ward products have become more accessible than ever thanks to increased affordability.

It starts with a shape accounting for the vast majority of timepieces sold during the wristwatch’s first century-plus: every C63 Sealander employs Christopher Ward’s light-catcher round stainless steel case, water-resistant to 150 metres thanks to its screw-in exhibition caseback and screw-down crown. For the C63 Sealander Elite, the crown is the brand’s new retractable design. Visually, too, round is the perfect form — watch hands trace a circle.

Next, to power all three versions of the C63 Sealander (the Automatic, the GMT and the Elite), Christopher Ward selected a movement known for its reliability. The Sellita SW base calibre has been adapted to suit each model and shows hours, minutes, seconds and date. The C63 Sealander GMT adds the display of an additional time zone, while the C63 Sealander Elite has undergone rigorous testing to earn COSC chronometer certification. All C63 Sealanders are fitted with the unique Christopher Ward quick-release strap and bracelet system for easy interchanging of straps, including a bespoke metal bracelet with micro-adjustment.

The least-expensive mechanical model, the C63 Sealander Automatic, measures 39mm in diameter. It comes with a choice of black or white hand-finished, polished lacquer dials, with applied, faceted brushed and polished indexes. The same is true of the 39mm C63 Sealander GMT, with the aforementioned additional time zone indicated by a large orange hand with white luminous infill.

26 July 2021

For the flagship C63 Sealander Elite, the case size increases to 40mm and the material is Grade 2 titanium. Arguably the most-affordable COSCcertified chronometer available, as well as being Christopher Ward’s lightest ever mechanical watch, the C63 Sealander Elite features a matteblack dial with see-through segments.

Christopher Ward has made decision-making easy for buyers: each uniquely numbered C63 Sealander represents the ultimate value-formoney wristwatch in its category — all you have to do is decide which of the three on offer fits your budget, select the dial colour and choose a strap. For full product information, visit the Christopher Ward website, where you can order your C63 Sealander for immediate despatch.

Price: C63 Sealander Automatic £595, C63 Sealander GMT £795, C63 Sealander Elite £1,150 christopherward.com or call 01628 763040

PRODUCT CALL FABSPEED CAT-BACK VALVETRONIC MAXFLO EXHAUST SYSTEM FOR 992 TURBO/TURBO S Offering dyno-proven gains of an impressive 55hp and 53.7lbft torque, Fabspeed’s valved cat-back exhaust system for the 992 Turbo/Turbo S saves 4.4kg weight over the stock Porsche exhaust and makes use of aerospace-grade Helical exhaust valves imported to Fabspeed’s Stateside headquarters direct from the United Kingdom. Fully emissions legal in fifty states, as well as the rest of the world, this fantastic Fabspeed product will have no impact on the validity of the host 911’s warranty and is presented as a simple DIY plug-and-play installation with no cutting or welding required. Compatible with the factory Porsche Sports Exhaust (PSE) system, you can disable the functionality for quiet highway cruising, or fire it up for a rip-roaring twin-turbo sports car sound, all the while releasing otherwise trapped ponies. Laser scanned (using Ametek Handyscan 700) and CAD-designed

for perfect fitment, constructed from CNC mandrel-bent 14-16-gauge T304L stainless steel and fully compatible with either OEM catalytic converters or Fabspeed’s own range of free-flowing sports catalysts, this excellent exhaust system forms part of the engineering firm’s bulging portfolio of products for Porsche sports cars, catering for both air-cooled and water-cooled models.

Price: $5,245.95 fabspeed.com or call +1 215-709-9183

NEW COILPACKS FOR 986 BOXSTER/CAYMAN & 996-GEN 911 Is your 986 Boxster/Cayman or 996-generation 911 beginning to suffer from lumpy idle, a misfire or poor emissions readings? The flat-six powering your pride and joy may well be suffering a failed coil pack, a common complaint caused by the part giving up the ghost through age or, as is often the case, overtightening at the hands of an ‘enthusiastic’ mechanic. This can cause the coil pack’s plastic casing to crack, allowing moisture to creep inside, corroding internals and causing intermittent electrical gremlins. The good news is that new OEM-quality coil packs for the 986/996 can be bought direct from independent Porsche and VW parts retailer, Heritage Parts Centre. Manufactured by OEM supplier, Beru, each part features an updated design, incorporating a thicker mounting flange and metal sleeves to prevent the plastic from being squashed.

Longer bolts are included to secure the replacement coil pack in place.

Thankfully, you’re not required to replace all six coil packs at once, meaning it’s possible to fix the fault for less than £31.

Price: £30.95 each heritagepartscentre.com or call 01273 444000

DANSK NON-SUNROOF SKIN FOR CLASSIC 911/912 Following on from last issue’s product news regarding the new rear seat well repair panels launched by classic Porsche restoration body parts specialist, Dansk, we’re delighted to report the brand has released details of its new replacement non-sunroof roof skins for the 912 and 911s built from model launch up until the discontinuation of G-series production in 1989. Manufactured to OEM standards, each roof panel is available to buy as ‘top only’ or with the rear screen frame included. A smaller repair section is also on offer, allowing owners to replace the roofline along the rear window of their car without having to shell out for an entirely new panel. It’s just one of many new parts Dansk has recently introduced to its range (visit the website of parent company, JP Group Classic, at jpgroupclassic.com to view the full catalogue) and is available to order direct from the Design 911 online store with immediate effect.

Price: £2,085.06 (£1,744.20 without rear screen frame) design911.co.uk or call 0208 500 8811 28 July 2021

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TIM HARVEY

For far too long, the 968 wasn’t considered a ‘proper’ Porsche by those who should know better. Thankfully, a new generation of enthusiasts is embracing this seldom seen sports car with open arms, recognising the model as an affordable and hugely enjoyable route into Porsche ownership...

I

was interested to learn this month’s issue of 911 & Porsche World is celebrating the thirtieth birthday of the 968 — yet another milestone making me feel old! Unfairly considered by many as not a proper Porsche (perhaps due to misguided assumptions about the Volkswagen underpinnings of Porsche’s fourcylinder transaxle range of products), this belief undermines what is, in truth, a fine sports car and a Porsche through and through. It probably doesn’t help when people like me bang on incessantly about how wonderful 911s are (in all guises and over both time and mileages), but I can claim past ownership of both a 944 Turbo and a 968 Sport. Both were fantastic cars, wellloved and enjoyed for several years.

The 944 met an untimely and ugly end one very wet winter morning whilst my wife drove to Oxford and the car unexpectedly “spun out of control” (her words) on a dual carriageway.

Every panel was crushed as the turbocharged transaxle rattled along the barriers and finished up on a bridge parapet. My wife, at least, retained her perfect looks, but the car was written off and I never did get my favourite Pink Floyd CD back from the stereo. Having loved the 944, it was, perhaps, inevitable my next Porsche would be a 968 Sport. Initially, I was a little underwhelmed by the straight-line performance, largely due to the easily modified turbo boost I’d enjoyed in the 944 (which may also have contributed to its ignominious end), and it took a

while to really appreciate what a fine balance of power and chassis the 968 combined. It’s a car that can hold its today, despite a ‘mere’ 237bhp from it’s gutsy three-litre engine.

Sometimes, less is more, and the manual 968 was a sports car to really explore one’s abilities in a truly engaging drive. I covered many tens of thousands of miles in my 968 Sport before passing it on to a young man buying his first Porsche. He was so excited, and contacted me only a few years ago to say he still owns and enjoys the car. I admit to a small pang of jealousy, if I’m being honest!

I’m sad to report my planned and hugely anticipated road trip to Spa and the Nürburgring (scheduled for early May) had to be cancelled due to current COVID restrictions. I’m hoping to be able to get over to mainland Europe for track action later this year, when travel restrictions are less punitive. Meanwhile, I’ve now got my GT3 RS to the exact the specification I wanted it to be. I’ve been very fortunate insofar as I’ve been able to drive all manner of GT3s on different tyres and with different chassis set-ups when deciding what was right for me. I wanted my car to be the ultimate track toy, but still perfectly usable on the road (without the need to be carried on a trailer from home to circuit and back again). Ultimately, I still want to be able to enjoy the car on the street as Porsche intended.

Manthey-Racing performance hardware for Porsches is, in my opinion, the best available and, if proof were required, look at the lap

COMMENT Tim Harvey is best-known for being 1992 British Touring Car Champion and for being crowned Carrera Cup GB victor in 2008 and 2010. He’s contested the 24 Hours of Le Mans four times, competed in British GT and currently serves as a presenter for ITV4’s extensive BTCC coverage.

Find him at @timbo_harvey

time improvement of MR cars over standard specification at the Nürburgring. With this in mind, I’ve upgraded my GT3 RS’s standard suspension with the Manthey-Racing KW coilover kit, which retains front lift and is compliant enough for the road. Crucially, it also leaves the car’s factory warranty unchanged.

One of the other reasons for the upgrade is the fact I’m now running Michelin’s stickiest road legal track tyre, the Pilot Sport Cup 2 R. I’ve carried out back-to-back tests on the same car on the same day against the standard Pilot Sport Cup 2 and the difference is staggering: approximately two seconds faster at Silverstone GP track. It’s almost like fitting a slick tyre to your car! Hence, to get the best from the product, you need the KW suspension upgrade and bespoke geometry. I studied all previous set ups with the team at RPM Technik, who performed all the work on my car, and came up with a setting I believe works best on the track, but is still road-acceptable. You do have to accept reduced tyre life, of course, but this is fine by me — the tyres are likely to only last between six and ten track days, depending on how hard they’re driven. With the other modifications to brakes and exhaust, plus the magnesium wheels, my car is now capable of lapping any track at competitive GT4 race car speeds, which is quite incredible for a perfectly comfortable road car with all mod cons. There’s no two ways about it: I’m simply stunned by this special Porsche every time I head out. l

July 2021 31

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SVEN SCHNABL Thanks to Porsche’s dedication to motorsport and the trackside assistance it offers to teams competing in some of the most challenging racing environments, campaigning 911s is brilliant fun for competitors and a thrilling spectacle for marque enthusiasts...

M

y father raced cars when I was young, so you could argue my motorsport career was an inevitability. I started as a mechanical engineer back in 1986, when I worked on Ford Sierra XR4 and RS500 touring cars. A decade later, I was in charge of my own race car preparation company, Schnabl Engineering, and was responsible for spannering the Petronas Super Touring Mondeos, before managing Alfa Romeo 156s in the German Touring Car Challenge. Running cars in the V8 Star Championship followed, but with a high number of manufacturers exiting the touring car scene, plus V8 Star’s future being less than certain, I reasoned the time had come to participate in Porsche Carrera Cup Germany.

I knew the series well, not least because rounds of the competition took place on the same bill as the events my team was already attending. It struck me how the Porsche series always fielded a strong grid, plus it always seemed to generate good print and television coverage. Needless to say, I was keen for Schnabl Engineering to be involved, which is why my company prepared a 996 GT3 Cup for the 2003 contest, before becoming a two-car team in readiness for the following season.

With a pair of 996s on the track, I was pleased with a third place finish in 2004’s team standings. The drivers did well, too, and from there, Schnabl Engineering continued to take

COMMENT Sven Schnabl is Managing Director of Schnabl Engineering and serves as Falken Motorsports team principal, preparing the tyre manufacturer’s 991 GT3 Rs for the 24 Hours of Nürburgring following his extensive experience campaigning 911s in Carrera Cup Germany. Visit schnabl-engineering.de

part in Carrera Cup alongside other demands, including the FIA GT Championship. Further seasons in Carrera Cup followed, with technical assistance provided to teams competing in Carrera Cup Asia, resulting in Darryl O’Young securing top honours in the drivers’ championship. Twice.

2007 was an even bigger year for Schnabl Engineering’s Porsche activities. We fielded two 997 GT3 Cup cars in Carrera Cup Germany and two more 911s for the Mobil 1 Supercup.

Technical assistance was provided to one of the drivers competing in Carrera Cup France.

By 2009, Schnabl Engineering was responsible for a trio of GT3s in Carrera Cup Germany, three in Mobil 1 Supercup and technical assistance to O’Young in Carrera Cup Asia. These were great years, but arguably the best was yet to come: in 2010, I was approached by Japanese tyre manufacturer, Falken, with a proposal to prepare a 997 for Veranstaltergemeinschaft Langstreckenpokal Nürburgring (VLN) and the year’s standalone 24 Hours of Nürburgring.

Schnabl Engineering’s relationship with Falken continues to the present day (as you’ll see from the 2021 N24 preview on page 36). During time working with the Japanese brand, my team has continued to provide technical assistance to participants in Carrera Cup Germany and Carrera Cup Germany Asia, as well as other GT competitions and endurance races, including the challenging Dubai 24 Hour.

This trip down memory lane not only serves to

highlight Schnabl Engineering’s vast experience in a variety of motorsport disciplines, perhaps useful information before you get stuck into the following pages and follow the Falken team’s progress in N24 the day after this magazine goes on sale, but it goes to show how prolific Porsche racing is, and how motorsport is an essential component of the manufacturer’s commercial activities.

Key to this ongoing success is just how good each successive generation of 911 is as a race car, of course, but there’s also Porsche Motorsport’s support to take into consideration.

Unlike racing with cars from other marques, you don’t need to keep a stockpile of expensive parts tucked away when working with a 911 – trackside assistance from Porsche is brilliant, with every event attended by the company’s representatives, each of them on hand to help with parts and advice when required.

Unsurprisingly, this is especially true of Carrera Cup events, but Porsche is also keen to see its cars do well in other racing environments, including a fan-friendly series of endurance racing competitions held at the Nürburgring either side of the venue’s annual 24-hour race.

As one of the few series with an ‘open tyre’ policy, it’s the perfect stomping ground for Falken, where a variety of different tyre makers are supplying the grid. This exciting difference between cars makes for fantastic racing. I’m already looking forward to seeing what the Falken 911s can do in 2022’s N24! l

July 2021 33

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RING OF FIRE

F

With the 2021 24 Hours of Nürburgring due to take place the moment this issue of 911 & Porsche World lands, we took time out to catch up with Falken Motorsports, one of the event’s most prolific participating teams, to find out what’s in store…

Words Dan Furr Photography Falken Motorsports, Porsche orget Daytona. Forget N24 which gets him most excited. “Even Sebring. Forget Spa. Le Mans lets you make mistakes,” he Forget Le Mans. The 24 smiles. “You don’t have that luxury at Hours of Nürburgring is the Nürburgring. You must drive at the roundly applauded as limit without error for the whole of the motorsport’s greatest race — there is no opportunity to run endurance race by the overwhelming wide, meaning a momentary lapse of majority of those who have been lucky concentration can have you flung into the enough to participate in the event, either Armco and your race over. And don’t get as a driver, pit crew or team sponsor. me started on the weather!”

It’s also the most extraordinary race to He’s referring to the 2020 race, which watch as a spectator, either trackside took place in September. The date (think ‘massive party atmosphere’) was uncharacteristically late for an or from the comfort of your sofa. event traditionally hosted at the start Admittedly, N24 doesn’t enjoy the same of summer, but the ongoing pandemic fanfare as the daylong bash at Sarthe, forced organisers to postpone. “Late but the Green Hell’s offering (officially into the night, around half-ten, the race recognised as the ADAC Total 24h Race was stopped due to torrential rainfall at the Nürburgring Nordschleife for causing huge amounts of standing water commercial reasons) presents a greater and poor visibility, conditions which saw test of reliability and skill for both man many cars slide out of control and teams

IN 2005,THE TEAM WAS RUNNING SECOND OVERALL AFTER SIXTEEN HOURS OF HARD-FOUGHT TRACK ACTION, ONLY FOR SUSPENSION FAILURE TO CAUSE A CRASH and machine. “It is, without doubt, the hardest endurance race and takes place on the world’s toughest track,” says Falken Motorsports Porsche pilot, Klaus Bachler. And he should know, having competed in N24 numerous times, as well as at the 24 Hours of Le Mans (driving 991 RSRs in the GTE-Am class), the 24 Hours of Daytona and many sixhour races (held at Silverstone, Circuit of the Americas, Fuji, Bahrain, Sao Paulo, among others) serving as rounds of the FIA World Endurance Championship.

The thirty-year-old Austrian speed merchant — incidentally, one of the friendliest, most enthusiastic racing drivers you’ll come across — has also been a popular entrant in ADAC GT Masters, ADAC Formel Masters, Porsche Supercup and Formula 3, but it’s talk of 36 July 2021

endure regrettable retirements,” Bachler continues. “The rain was relentless, and many of us wondered whether there would be any further track action to be enjoyed.” Broadcasters (N24 can be watched on various streaming platforms, including the race’s official YouTube channel and social media sites managed by participating teams, such as Falken) did an incredible job of ‘filling’ for the nine and a half hours (yes, really) which passed until weather finally took a nap, allowing the race to pick up where it left off, albeit with a much-reduced field and with the first lap of the morning behind a safety car.

Falken, which qualified in twentyfirst and twenty-seventh place with its pair of 991 GT3 Rs competing against a massively strong grid, finished in

N24

July 2021 37

hugely respectable tenth and eleventh position. Completing a twenty-fourhour endurance race is a massive achievement in itself, hence Porsche’s seven-decade-long enthusiasm for demonstrating the reliability of its cars in such a challenging environment, but to register these strong results in the face of huge adversity — only one other Porsche finished ahead of the Falken team’s entries — was something to be immensely proud of and bodes well for the 2021 race, which will take place across the weekend 5th-6th June (immediately after this magazine hits newsstands) and is the N24 event’s forty-ninth running.

Before we find out what makes N24 such a huge draw for this famous tyre manufacturer, it’s important to take stock of just how dedicated Falken has been to the competition for well over half the company’s lifespan.

Nordschleife, a circuit that remains just as unpredictable and challenging today as it was for the team’s first attack of this hallowed asphalt more than twenty years ago.

Back in 1999, Falken enjoyed a remarkable debut, finishing sixth overall with three Japanese drivers and Ringmeister, Dirk Schoysman, a driver who has completed more than 14,000 laps of the Nordschleife. Falken vowed to return, intent on developing the best tyre for the most challenging track in the world.

A year later, the team delivered on its promise, landing with a two-litre Toyota Supra GT500 motorsport monster. Rapid and spectacular, constantly spitting

HAVING TWO VERY DIFFERENTCARS TO COMPETE WITH MEANT FALKEN’S ENGINEERS COULD ACCELERATE THEIR TYRE DEVELOPMENT PROGRAMME

38 July 2021

Indeed, its motorsport team has come a long way since bringing its Super Taikyu Nissan Skyline R33 GT-R from Japan to compete alongside a local Ford Escort RS Cosworth. What hasn’t changed, however, is its passion for N24 and a deep-rooted respect for the

Above 2020’s event was marred by heavy rainfall, leading the race to be called off late into the night, before resuming almost ten hours later

N24

Above Johnny Tipler’s flames and with over 500bhp on tap, decision to throw the distinctively styled A80 was in third petrol on his ‘mini place overall when it experienced an BBQ’ ended in tears

unfortunate crash. Despite the best efforts of the team, it wasn’t possible to repair the car, but just one year after first entering N24, Falken had proved itself a force to be reckoned with and, despite the Supra being more suited to smooth, flat surfaces, it managed to record the third fastest lap of the race.

JAPANESE DREAM

2001 was the start of the R34 era, when Falken introduced two examples of the iconic Skyline to compete alongside the team’s older GT-R. The modified R34

Nur Special was derived from the racewinning car Falken had used to great effect in the Land of the Rising Sun and benefited from more performance and more grip thanks to significantly wider tyres. Between 2001 and 2005, the car’s technical specification evolved continually, leading to fifth overall in 2002 and 2004, and, on the latter occasion, scoring Falken’s first-ever class win.

For the 2005 race, the team was running second overall after sixteen hours of hard-fought track action, only for suspension failure to cause the car to crash at Metzgesfeld. The Nürburgring podium had to wait a little longer.

Falken took a sabbatical from N24 in

2006, regrouping for 2007 with a new car and a new driver: endurance racing legend, Peter Dumbreck. Demonstrating great loyalty, Dumbreck is still with the team today, serving as a Falken Motorsports brand ambassador. The Nissan Fairlady Z33, known in Europe as a 350Z, developed ‘only’ 400bhp, but was capable of giant-killing performances and finished the full twenty-four hours every time it was campaigned between 2007 and 2010, performances which included an incredible eleventh and twelfth place overall against far more powerful race cars.

2011 was another milestone in Falken’s Green Hell journey. The team

July 2021 39

acquired a new front-running 911 GT3 and partnered with local team, Schnabl Engineering, with the aim of being able to challenge for a podium slot. That year saw Falken’s colours also adorn a brace of 370Zs, and saw long-term Falken drivers, Martin Ragginger (who remains with the team today), and Wolf Henzler (six-time driver with Falken) join the family. There were no corks to pop during those first few years campaigning a Porsche, but in 2014, the team scored its then best result with fourth overall, only to go one better and score third overall (and highest-ranking Porsche) in the swansong year of the 997.

2016 saw Falken’s relationship with Porsche blossom when the tyre manufacturer acquired the latest 991 GT3 in readiness for a fresh attack of the Green Hell. A top ten finish followed, with Dumbreck, Henzler, Ragginger

40 July 2021

and Alex Imperatori ensuring Falken was once again the first Porsche to finish. The team’s growing success with Stuttgart-crested racing machinery was impossible to ignore, which is why, in 2016, another team turned to Falken: competing in the SP3T class for cars with turbocharged two-litre engines, Subaru entered a WRX STI, switching to Falken to enhance the competitiveness of the car, which went on to score a class win in 2018 riding on — you guessed it — Falken tyres.

MUNICH MOTORING

In 2017, yet another new car joined for the Falken squad. At the Geneva Motor Show, alongside its rear-engined Porsche, the team revealed a new BMW M6 GT3. The rationale? Having two very different cars to compete with meant Falken’s engineers could accelerate their

tyre development programme (a key contributor to the brand’s participation in various motorsport disciplines) whilst simultaneously advancing their chances of success at a race known to attract many entries. 2021’s event, for example, has registered no fewer than 125 participating cars, with the FIA SP9 GT3 class Falken will compete in comprising thirty-six entries alone — eight Porsches, a matching number of Mercedes-AMGs, three Ferraris, two Lamborghinis, a Scuderia Cameron Glickenhaus (try saying that after a couple of shandies) and seven cars apiece from BMW and Audi promise to make for utterly mouth-watering racing.

The M6 notched up a top ten finish for Falken, scooping eighth overall. In 2018, it was the Porsche’s turn to finish ahead, crossing the line in ninth with the BMW a little way down the pecking

Below One of the most famous stretches of the Green Hell and a serving of classic N24 fodder you may well consider to be brown hell

order (fifteenth, to be exact). Away from N24, 2018 marked Falken’s first overall victories in the shorter VLN endurance races held on the same Nordschleife track. Progress was clear to see, which is why, for 2019, Falken marked two decades of N24 participation with another new car: the latest iteration of the 991 Gen II GT3. Consistency reigned

conditions. The no.44 car (tenth) was driven by Bachler, Dumbreck, Ragginger and Sven Müller, while the no.33 GT3 R (eleventh) was driven by Christian Engelhart, Dirk Werner, Müller and Bachler. Wait. What? Yep, a single driver can complete stints in multiple cars at N24, providing the regulation break in seat time is observed between sessions

qualified in sixth and twentieth position,” he reveals. “There’s work for us to do in order to bring the lower-placed car nearer to the front of the pack, but I’m confident the drivers of both Porsches will finish this race with a smile!” Racing rivals won’t give up easily, though — of the five cars qualifying ahead of the Falken team, three are similarly configured 911 GT3 Rs (two entries from the Frikadelli team and one from Manthey-Racing, which is now majority-owned by Porsche), while an Audi R8 LMS GT3 and a MercedesAMG GT3 promise to do their best to ruin Falken’s fun.

Bachler acknowledges competing in two different cars for the same race is, mentally and physically, a tough task, behind the wheel. but he feels the guys nearer the back of “Competing in two different cars was a the grid have arguably the hardest job at special personal challenge for me, and N24. “This is an event which welcomes one I’m repeating for 2021,” says Bachler, professionals in the very latest top-flight referencing his highly anticipated star racing weaponry, as well as amateurs turn in both of Falken’s 911s (partnering in a huge variety of different cars, some with Werner, Thomas Preining and Lance of them barely modified from street David Arnold in the no.33 Porsche and specification. One minute, you’re battling with Müller, Ragginger and Alessio a Ferrari 488 GT3 Evo, the next you’re Picariello in its no.44 stablemate). “We’ve coming up fast behind an old Opel,” he

AT THE TIME OF WRITING, THE ENGINES AND GEARBOXES ARE ENJOYING A FULL REBUILD AT PORSCHE’S WEISSACH DEVELOPMENT CENTRE supreme, with Dumbreck lining up for Falken for the thirteenth time, Ragginger making his ninth start in blue-and-teal and Imperatori his sixth. Then, in 2020, during that arduous, water-logged day at the races, Falken’s duo of 911 GT3 Rs (bye, bye, BMW) finished with the excellent results outlined earlier, demonstrating the reliability of the brand’s performance tyres in all driving

42 July 2021

Below N24 is one of the busiest races on Earth, not just because of the high number of cars competing for glory

N24

Above Cheer up, Sven. The race is nearly upon us!

grins, referencing Olaf Beckmann’s fan favourite, the famous Foxtail Manta, a fixture of N24 for many years. “When you’re in a fast-paced, front-running Porsche, you’re looking ahead, driving flat-out, passing everything in sight and thinking about the bumps and jumps coming at you around the next corner.

The guys in the lower classes, however, have the added challenge of having to keep watch in their rear-view mirrors for drivers like me approaching rapidly from the rear. These participants exercise huge discipline, ensuring they allow safe passing for faster, quicker cars, all the time keeping their wits about them and trying not to lose ground in their own race against the clock and, of course, each other. It’s no exaggeration to say the slightest misunderstanding can result in ‘game over’.”

Clearly, there’s huge respect between drivers, no matter the car, no matter the pace, but there’s also necessary respect for the track. Traffic is “crazy busy” throughout N24, and cars are travelling at the limit of what their engines will allow (in some cases, more than 170mph). An accident could easily prove fatal, which is why every driver must employ full concentration at all times.

The risks are far greater on the Nordschleife than at any other circuit, and Bachler knows it. “Tiredness is a big problem, obviously, as is stress, often experienced if things aren’t going a team’s way, but the nature of the Nürburgring means you can’t let yourself indulge in such an emotion. It can lead to error of judgement, which could prove completely catastrophic.”

In 2020, GT3 racing (known technically

by the FIA as Cup Grand Touring Cars) passed significant milestone: fifteen years since these cars took to the track in the first ever FIA GT3 European Championship. The series has been defined by exhilarating competition between some of the industry’s biggest names, from Porsche fighting Ferrari, to Audi challenging Aston Martin, as well as BMW going head-to-head with Mercedes.

CONSTANT DEVELOPMENT

We know motorsport never stops looking for improvements (evidenced by the Falken team’s ongoing research and development programme), so it’s hardly a surprise GT3 cars have evolved at such a phenomenal rate. Sven Schnabl, head of the aforementioned Schnabl Engineering and serving as Falken’s team boss for the past decade, has been incredibly close to

this evolution, which he notes has seen a massive shift from early GT3 race cars — developed to ensure sports car racing remained accessible, with a lid on team spend designed to encourage a level playing field — and their use of standard components, to the GT3s of today and the adoption of equipment more suitable for the rigours of racing.

“My first N24 was back in the late 1980s, when I was in attendance as a team mechanic,” he recalls. “I’ve been captivated by the race ever since. The challenges are unique: three different surfaces across the circuit, meaning different levels of grip for different layouts. There are slow corners, very fast corners and up to two-hundred different cars competing. Weather can be totally different from one end of the track to the other. This is also true of Le Mans, but the Nürburgring is a longer track than Circuit de la Sarthe and is far more unpredictable. There really is no other challenge in motorsport quite like N24.”

44 July 2021

A benefit of running a pair of 911s, as opposed to Falken’s previous setup of different cars from different manufacturers, is the hugely reduced number of spares and the welcome relief this gives the team as far as logistics is concerned. “By my reckoning, we only need a single spare engine, despite running two cars,” he says, accepting a single blown flat-six is highly unlikely, let alone two failures. “With a Porsche and a BMW, we had to ensure powerplants were on hand for both vehicles, which obviously attracts huge expense. With a pair of 911s, we can use matching hardware and the same datalogging system across each car. Plus, we are in possession of directly comparable information to evaluate before, during and after the race.”

Pretty much everything will have been removed and rebuilt or replaced on Falken’s 991 GT3 Rs in advance of the big day. At the time of writing, the engines and gearboxes are enjoying

a full rebuild at Porsche’s Weissach Development Centre, dampers are being overhauled at KW Automotive and shift barrels are being rebuilt at MEGA-Line Racing Electronics. “It’s really only the carbon-fibre bodywork and wiring harness that isn’t being refreshed,” laughs Schnabl. “Eighty percent of the suspension, including wishbones, is being replaced, and supporting equipment, such as headlights and water reservoirs, is simply being checked over to ensure it’s in good condition.”

After COVID-19 put paid to the motorsport ambitions of many teams and drivers during 2020, and with last year’s N24 proving a washout (literally), all eyes are now on Falken Motorsports, its 550bhp four-litre 911 GT3 Rs, its roster of star drivers and one of the longest, most tradition-steeped, challenging and, it had to be said, monumentally dangerous circuits in the world. To say we’re excited is an understatement.

Gentlemen, start your engines! l

Above Falken will campaign two 991 Gen II GT3 Rs at the 2021 N24

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UNDER THE RADAR 30 YEARS OF 968

Beginning life as a final development of the 944, the 968 forged a path of its own following extensive redevelopment work beyond Porsche’s original brief…

Words Dan Furr Photography Porsche, Dan Sherwood

46 July 2021

C

hris Pollitt, data digger and editorial chief at Europe’s largest, busiest and most successful classic car sales and auction website, Car & Classic, gasps in surprise. “The information you requested regarding 968 sales trends was much quicker to collate than I anticipated,” he says, acknowledging busy activity and heightened interest in the three-litre, front-engined, water-cooled Stuttgart sports machine in recent times. “Our data, which stretches back more than twelve years, underlines how 968 prices are firmly on the rise. Along with the 924 and 944, the transition of these cars from being ‘the great unloved’ and the obvious entry point into affordable Porsche ownership, to their current

968 HISTORY become increasingly out of reach for the transaxle range’s traditional owner base, the 924’s appeal is set to rise further.”

The 968 was the final evolution of Porsche’s hugely popular four-cylinder, rear-drive, water-cooled, front-engined model line, which started in the late 1970s with the arrival of the 924.

Within a few short years, its intended replacement, the 944, was enjoying success as blistering as its sills, but the earlier Porsche refused to bow out quietly, continuing production as a means of maintaining the company’s all-important entry-level offering until discontinuation in 1988, at which point the entire transaxle line-up was given a shot in the arm, best demonstrated with the launch of the 944 S2 in time for the 1989 model year. Powered by a near 210bhp, three-litre, sixteen-valve

MODESTLY PRICED SPORTS CARS FROM JAPANESE MANUFACTURERS WERE EATING INTO A SECTOR PREVIOUSLY DOMINATED BY EUROPEAN BRANDS status as highly regarded appreciating classics, has seen looked-after examples finally get the recognition they deserve.

This is reflected in current purchase prices — the average cost across all 968s sold through Car & Classic is now between £18,000 and £22,000. There are few data points to refer to for specific models within the 968 line-up, but in the past five years in particular, we can see clear upward trajectory for the Club Sport, which is now breaking through the £40,000 barrier.”

On the whole, the 944, he tells us, is heading in the same direction. “There isn’t a shortage of examples to choose from, but finding a 944 in excellent overall condition is an increasingly tough task. As practical Porsches strongly supported by the aftermarket, both the 968 and 944 are sports cars you can use every day, which massively increases the appeal of ownership, but as our data clearly demonstrates, the opportunity to bag a nice one at low cost is quickly slipping away. The same is true of the 924 — we are seeing far fewer cars advertised below £3,000 than ever before. Turbos and even low-mileage S-badged 924s are nudging into the mid£20,000 region and, as the 968 and 944

development of the M44 inline-four, not only did the S2 carry the largest production four-pot engine of its time, it wore swish body styling previously reserved only for the 944 Turbo.

SHORT SUPPLY

As opposed to demonstrating the enduring popularity of the 944, this ‘facelift’ (rather than wholesale redevelopment of an aging product) highlighted just how bad Porsche’s finances were at the time. Modestly priced sports cars from Japanese manufacturers were eating into a sector previously dominated by luxury European brands, with the pinch to Porsche’s coffers being felt hard in the USA, then the Stuttgart concern’s biggest sales territory. Many of the problems Porsche faced stemmed from outdated manufacturing processes, antiquated assembly equipment and distinct models being constructed on entirely different production lines with few common parts.

To their credit, factory bosses recognised the need for a more significant overhaul of the 944, as well as a fresh approach to the way Porsche went about building its products (hence the introduction of Toyota’s Just-In-Time methodology July 2021 47

in readiness for the 986 Boxster and 996-generation 911), which is why, almost as soon as S2 production was underway, plans were drawn up for the S3, a last-of-its-kind 944 runout model.

During the S3’s design and development (which was intended to cut cost by utilising many carryover S2 parts and involved moving production from the 924 and 944’s home at the Audi plant in Neckarsulm to Porsche’s own factory in Zuffenhausen), however, Style Porsche boss, Harm Lagaaij, announced his team had either replaced or significantly redeveloped eighty percent of the 944’s key components. Such a small amount of the outgoing S2 was left, it was argued, the S3 nameplate was somewhat underselling his team’s work in attempting to fine-tune and revitalise what had been Porsche’s biggest-selling product. Unsurprisingly, the company’s board of directors saw a fresh marketing opportunity now it was in charge of what could legitimately be pitched to the public as a new model. Consequently, instead of launching the S3 as a last hurrah for the 944, Lagaaij’s new Porsche was given its very own three digits. The 968 was born.

Lagaaij had worked hard to create a Porsche product design language 48 July 2021

incorporating many common elements, thereby giving the manufacturer’s key offerings (chiefly the 964-generation 911, the 928 and, of course, the 968) a more modern, but also more coherent, appearance. Gone were the 944’s covered headlights, replaced by exposed lamps mirroring those of the 911 and 928, though retaining pop-up functionality. Perhaps to the 968’s detriment, 944 heritage was clear to see — the overall shape of the new model hardly changed from that of its predecessor, though smoother, more integrated polyurethane bumpers and ‘hockey stick’ side skirts exhibited softer lines at each end of the car. Other neat touches included revised wing junctions, as well as door handles and mirrors which found their way onto the later 993, itself sporting a front end sharing many common elements with the same-age Porsche product range.

The 968 also wore a Fuba ‘bee sting’ aerial, plus Porsche script embossed on a rear panel positioned between all-red rear light lenses, which replaced the Volkswagen-esque lamps in use from the first 924 all the way through to the end of 944 S2 production, though some territories were offered 968 light units with clear sections for the reverse

lamps. Model nomenclature sat rear-topcentre. On paper, things looked good: Porsche’s new sports machine sprinted from a standing start to 62mph in just 6.5 seconds and boasted power output of almost 240bhp. A new exhaust and updated induction equipment delivered better breathing and a satisfying sound under load, while a revised Bosch Motronic engine management system and the smooth operation of a dualmass flywheel also enhanced the driving experience. The three-litre lump was overhauled and can lay claim to being the first Porsche engine to make use of VarioCam, the manufacturer’s variable valve timing technology, which we’ve examined for your benefit in this very issue of 911 & Porsche World (flick to page 106 to find out what the system does, how it works and how it has evolved over the years). Applied to the 968’s beating heart before becoming an important ingredient in 911 production, in short, VarioCam varied the timing of intake valves by adjusting the tension on the timing chain connecting the intake and exhaust camshafts, having the result of improved performance, fuel economy and, as was hugely important in the wake of mandatory fitment of catalytic converters, emissions.

Above An early design studio drawing of a proposed 968 Cabriolet, with Speedster-inspired low-cut windscreen, 944 Turbo-style rear winglets and eighteen-inch wheels

968 HISTORY

Below Factory technical drawings created on 25th February 1992 and highlighting the 968’s dimensions in both coupe and cabriolet body styles

The last new front-engined Porsche before the Cayenne was introduced in 2003, the 968 featured a six-speed manual gearbox, as well as the option of the then embryonic four-speed Tiptronic transmission in place of the 944’s sluggish three-speed automatic. Despite Lagaaij’s claims of nearly new everything, however, much familiar equipment remained. The interior, for instance, was pure 944 S2, as was the basic chassis, which could be traced all the way back to the introduction of the 944 Turbo, evidenced by 911-inherited Brembo four-pot calipers and extensive use of lightweight suspension components.

Cabriolet and coupe body styles were available from the off, but unlike the 944, the newer transaxle looked less ‘clumsy’ with its roof down, the result of a much sleeker profile and careful consideration of where stowed canvas would reside. Unusually, the benchmark sprint to 62mph was the same 6.5 seconds mentioned earlier, regardless of whether you were driving a tin-top or going al fresco. This pace contributed to the world’s motoring media praising the 968, with particular appreciation for its class-leading handling abilities, which outgunned those of the 944

Turbo, widely considered to be the best balanced, front-engined, rear-drive car on the market up until that point in time (applause earned thanks to a near 50:50 weight distribution achieved by positioning the engine up-front and shoving the transaxle assembly at the rear). Porsche was on to a winner, or so it thought. There was only one problem: despite its clear road-holding qualities, the 968 felt diluted by the trappings of refinement. If the model was going to be widely accepted as worthy of a place alongside the evergreen 911, a more poised, more aggressive, less luxuryladen variant was required, and fast.

Enter the 968 Club Sport.

SAME BUT DIFFERENT

This now legendary track-focused transaxle didn’t feature any changes to its basic mechanical make-up (you can be the judge of whether this was confidence in the abilities of the standard 968’s three-litre inline-four, or simply a lack of cash to throw at further development work), but offered a ‘purer’ driving experience through the dismissal of luxury equipment, including hefty soundproofing material, dropping weight by almost 100kg to deliver a 968 fleeter

of foot. The Club Sport’s colour palette was limited to more standout shades, while seventeen-inch Cup alloys were colour-coded to match the host vehicle’s body panels. Thanks to 20mm lowered suspension, 225-profile tyres tidily filled their enveloping wheel arches.

The theme continued inside the car: manual cranks replaced electric window mechanisms, lightweight fixed Recaro buckets with manual adjusters and bodycoloured backs took the place of power pews, while an airbag-free three-spoke steering wheel added a racier look. The same weight-saving regime saw the 968 coupe’s rear seats binned, as well as the appointment of a small battery and an ‘essentials only’ wiring loom.

This hoon-tastic 968 couldn’t be more focused on its enhanced fast-road and track-friendly abilities, traits it announced in the form of special badges and, for the UK market, giant model-identifying body graphics down each side. The standard dash to 62mph from rest dropped by half a second. Top speed was registered at 157mph. An M220 option of limited-slip differential made sure all the Club Sport’s ponies galloped without falter, whatever the ribbon of asphalt they happened to be hammering along.

July 2021 49

Just like the standard 968, the Club Sport attracted rave reviews when it was tested by the motoring media.

Crowned with a Performance Car of the Year award by Performance Car, the only complaint seemed to be the fact Porsche’s new offering wasn’t available for all to enjoy — the lightweight Porsche was only offered in the UK, Australia, Europe and Japan. In a scenario impossible to consider happening in today’s world of new Porsche pricing, the Club Sport touched down in 1993 at £7,000 less than the stock 968 (targeting bank balances for £29,975 by 1994). As far as your purse was concerned, less certainly didn’t mean more.

Buoyed by the warm welcome received by the gym-fit 968, a 968 Sport model was sold exclusively in the UK from 1994

circles, many have never heard of the 968 Sport. In truth, few know about the 968 at all, emphasising how ‘under the radar’ it hovered, both when new and now. Put it this way, across its entire production run, and taking all model variants into account, 968 assembly totalled less than the number of S-badged 944s built between 1987 and 1988, which accounted for a tenth of all 944 sales!

to 1995. Essentially a Club Sport with selected creature comforts reinstated, the £32,995 Sport was priced £5,500 less than a standard 968 and £3,000 less than the Club Sport. Equipment included central locking, specially trimmed cloth Comfort seats, electric windows and the return of rear bum huggers. The Sport’s lean-and-luxury personality proved popular, as demonstrated by the model outselling the standard 968 by almost seven to one. We talk about the Sport, our pick of the 968 bunch, extensively on page 52 of this issue of 911 & Porsche World, suffice to say, outside Porsche

adjustable rear wing. The car’s three-litre engine featured an eight-valve single overhead-cam top-end encouraging prodigious performance: the 968 Turbo S needed no more than 4.7 seconds to hit 62mph from a standing start, while top speed was 175mph (18mph up on the Club Sport). Monster torque of 370lb-ft ensured grunt wasn’t far off the in-development 996. Adding to the Turbo S’s legacy, a quartet of 968 Turbo RSs (see page 64) were built by Porsche’s Motorsport Research and Development division. Essentially a stripped Turbo S, the RS was conceived for Porsche’s

TORQUE SHOW

Sport-focused 968s weren’t the ultimate incarnation of Porsche’s 1990s transaxle offering. This accolade is reserved for the 968 Turbo S. Limited to just sixteen units, the 305bhp quasi-racer looked similar to the Club Sport, but could be correctly identified by its NACA bonnet scoops, brutish front spoiler and

IN A SCENARIO IMPOSSIBLE TO CONSIDER HAPPENING TODAY, THE CLUB SPORTTOUCHED DOWN AT £7,000 LESS THAN THE STOCK 968

50 July 2021

customer racing teams and offered in two variants. First was a 337bhp car built to meet rules and regulations laid out by the German ADAC GT series. Ballast was added to bring the car up to a minimum weight of 1,350kg. Second was a 1,212kg ‘international’ spec race car making use of a KKK L41 turbocharger assisting with the development of 350bhp.

Each of the four Turbo RSs was painted a different colour (red, yellow, black, white) and are recognised the world over as the rarest 968s ever produced. Perceived demand, however, encouraged Australian-based engineering outfit, Fitzgerald Racing Services, to build four of its own RSthemed 968s using factory-sourced RS parts and Club Sport chassis. Each car was priced at more than AU$225,000 and came customised in accordance with the requirements of each well-heeled buyer.

The 968 proved Porsche’s transaxle line still had a decent amount of life left in it, but all things must pass, and along with discontinuation of the 928 GTS, production stopped in 1995 after 12,776 968s were built (8,402 coupes, 4,374 drop-tops). As outlined by Chris at the start of this article, the model’s low volume assembly means the 968 is, today, far more of an exclusive find than the 944 and, much like buried treasure, its riches will reward those lucky enough to find their name on a 968’s logbook.

Best of all, used 968 purchase prices have remained sensible (even a mintcondition Club Sport will set you back no more than a ropey 911 SC), so get out there and secure a delicious slice of performance Porsche from the marque’s excellent front-engined, water-cooled family of sports cars. You won’t regret it. l

Above Harm Lagaaij’s new design language, intended to give Porsche products a ‘family’ resemblance, reached maturity when it was carried over to the later 993

911 (997) “4S” 3.8 cab (07 - 2007) Basalt Black with black leather £33,000 66,000 miles

911 (997) “2S” 3.8 (06 - 2006) Basalt Black with black leather £33,000 46,000 miles

Macan “S” 3.0 V6 pdk (15 - 2015) Sapphire blue with black leather £37,000 32,000 miles

Macan “S” 3.0 diesel pdk (16 - 2016) Basalt black with black leather £33,000 52,000 miles

Panamera Turbo 4.8 V8 pdk (64 - 2014) Cayenne 3.0 diesel Platinum (18 - 2018) Cayenne 3.0 diesel tip (59 - 2009) Carbon grey with black leather Basalt Black with black leather Carrara white pearl with black leather/ £49,000 alcantara, 39,000 miles £40,000 50,000 miles £17,000 10,000 miles

Boxster Spyder 3.8 (65 - 2015) Agate grey with black leather/alcantara £SOLD 17,000 miles

911 (991) 3.4 pdk (13 - 2013) Basalt Black with black leather £SOLD 33,000 miles

911 (991) “2S” 3.8 pdk (13 - 2013) White with red leather £SOLD 33,000 miles

911 (991) “2S” 3.8 pdk (12 - 2012) GT Silver with red leather £SOLD 30,000 miles

911 (991) “2S” 3.8 pdk (12 - 2012) Red with black leather £SOLD 53,000 miles

911 (997) “2S” 3.8 pdk (10 - 2010) Basalt Black with black leather £SOLD 78,000 miles

911 997 Turbo 3.6 tip (56 - 2006) Basalt Black with black leather £SOLD 54,000 miles

911 (997) “4S” 3.8 tip (06 - 2006) Silver with black leather £SOLD 63,000 miles

911 (997) “2S” 3.8 tip (56 - 2006) Slate grey with black leather £SOLD 73,000 miles

911 (997) “2S” 3.8 tip (06 - 2006) Basalt Black with black leather £SOLD 53,000 miles

Cayman “GTS” 3.4 pdk (64 - 2014) Cayman 2.7 pdk (14 - 2014) White pearl with black leather/alcantara Rhodium Silver with black leather £SOLD 40,000 miles £SOLD 40,000 miles

Macan “S” 3.0 diesel pdk (65 - 2015) Dark blue with black leather £SOLD 41,000 miles

PORSCHES WANTED (2006 TO 2016)

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30 YEARS OF 968

CONTACT SPORT

Few people outside Porsche circles know about the existence of the 968, let alone the 968 Sport, a UK-only model which has remained a bargain buy from new to now…

Words Dan Furr Photography Chris Wallbank

C

ast your mind back to the May issue of 911 & Porsche World and you’ll recall our top tips for getting the best bang for your buck when playing with a budget of between £4k and £40k (if you missed out, hop online and order a copy of the magazine at bit.ly/issues911pw). Among the 911s, Boxsters, Caymans and super-SUVs presented as star buys by industry experts, we sang the praises of products from Porsche’s long defunct transaxle family of cars. Offering performance and practicality in equal measure — and 52 July 2021

available with either four or eightcylinder, traditionally mounted, watercooled powerplants — these models have represented some of the Porsche scene’s biggest bargains for many years.

The tide, however, is turning.

Long gone are the days when a 924 would empty your wallet for just a few hundred quid. Unjustifiably considered the ‘poor relation’ for many years, even the earliest two-litre models are fetching a premium in the current climate, which shows no signs of slowing down. Then there’s the 924’s successor, the 944.

Even with a slushbox, questionable bodywork and a less-desirable-than-

what-came-later ‘square’ dashboard (inherited from the 924), this brilliantly balanced Porsche (the manufacturer’s most successful product before anyone had heard of ‘Boxster this’ or ‘Cayenne that’) is likely to target your bank balance for thousands. Add a Turbo badge and you can talk telephone numbers. Great news for existing owners, not so good for those trying to get a foot on the ladder of Porsche ownership without breaking the bank.

In contrast, all but very early and very late 928s have remained surprisingly resilient to market trends. A 928 S2, for example, isn’t going to cost you much

968 SPORT more (if anything) than it would have a few years back, whereas a good GTS is now in the sixty-grand-plus arena.

Even renewed media interest sparked by the V8-powered land shark’s fortieth anniversary celebrations did little to bump prices, bucking a trend many of us have observed for years — when mainstream and specialist motoring media talk-up a particular make or model in the wake of a significant milestone in the car’s history, prices tend to ramp up. Moreover, long forgotten survivors crawl out of the woodwork, primarily because their owners suddenly see potential financial value in even the most derelict of surviving examples. We’ve all seen it: a complete basket case being advertised for a tonne of cash. “If that’s what a rotter is going for, mine must be worth a mint!” say owners of perfectly respectable Porsches. And so, prices

across the board rise. And rise.

Nowhere is this more prevalent than the sales market for air-cooled models.

Even a knackered 912, previously thought of as the cheapest route into classic Porsche ownership (unless you throw Porsche-Diesel tractors into the mix) is going to strip you for a pretty penny in the present. But, dear reader, there’s no need to fall into a funk at the prospect of having missed das boot. Take the time to look closely enough at Porsche’s wide range of legacy models, and there are still bargains to be had. Few fall into this category as squarely as the 968, but hurry if you want a piece of the action — as this issue of 911 & Porsche World highlights, 2021 marks the model’s thirtieth trip around the sun, with many forthcoming column inches likely to be dedicated to this relatively low-volume production Porsche, which rolled off

assembly lines in Zuffenhausen between 1991 and 1995.

DIRECT MESSAGE

We’ve waxed lyrical about the 968’s design and development across previous pages, and though you’d be forgiven for thinking a forty-grand Club Sport isn’t necessarily in the realm of an ‘everyman’ price point, those working to a more modest budget can take huge comfort in the availability of the UK-only 968 Sport, which is essentially a Club Sport in all but name. Granted, our loyal subscribers will have heard us bang the gong for Porsche’s naturally aspirated hidden gem in the lead up to this celebratory issue of the magazine, but we won’t apologise for doing the same again — our passion for this particular Porsche runs deep and, because of our high number of ‘floating’ readers (those who don’t buy every issue

July 2021 53

of a magazine, instead only diving in when content relevant to their buying or ownership interests is published), we thought it well worth reinforcing the message: the 968 Sport is, without doubt, one of the Porsche scene’s best buys and, if you’re currently on the hunt for a Stuttgart-crested sports car in anticipation of a summer of fun on four wheels, but aren’t looking to pay through the nose, then you should probably be considering this magnificent model above all others currently registering on your radar.

“Come on, then. What’s the difference between a 968 Sport and a 968 Club

Club Sport’s 1,320kg kerb weight, which was helped by a vastly reduced wiring harness and fixed hardback Recaro sports seats (with shells colour-coded to the host Club Sport’s body), which did away with the bulky electric motors of the standard leather ‘tombstones’.

Seventeen-inch wheels — huge for the time — with a wider contact patch replaced the standard 968’s soft sixteens, while body colours were limited to Grand Prix White, Speed Yellow, Guards Red, Riviera Blue, Maritime Blue and the imaginatively named Black.

Shedding a few more grams, the 968’s airbag-kitted steering wheel was ditched

THE SPORTIS LISTED AS A CLUB SPORT ON ITS LOGBOOK DUE TO BEING ASSEMBLED ON THE SAME PRODUCTION LINE AS ITS BETTER-KNOWN BIG BROTHER Sport?” we hear you cry. Well, to be brutally honest, not much, apart from price and the fact the 968 Sport is one of the Porsche world’s best-kept secrets, of course. Long story short, the Club Sport (manufactured from 1993 through to the 968’s discontinuation two years later and today the fixture of many private Porsche collections) was configured as a ‘race car for the road’, stripped of creature comforts and tipping scales at less than one hundred kilos than the standard 968. The loss of sound deadening material, power windows, boot locking mechanism, heated washer jets, engine bay shrouds, rear wiper, back seats, audio equipment and the introduction of a smaller battery contributed to the 54 July 2021

in favour of the legendary Club Sport three-spoke. Ride height was dropped twenty millimetres.

With a ringing endorsement from Porsche test driver and two-time World Rally Championship victor, Walter Röhrl, who announced the 968 Club Sport as the best-handling Porsche he’d ever driven, as well as contemporary road reports suggesting Porsche had outdone itself by presenting a model with even better corner-hugging abilities than the earlier 944 Turbo, the range-topping 968’s status as an instant classic was assured, but in reality, not everyone wants to drive around in a Porsche robbed of all its luxury equipment. Nowhere was this more pronounced than the United

Kingdom, where the terrible state of the nation’s highways (not a lot has changed in thirty years) made the Club Sport’s stiff suspension and noisy cabin difficult to live with. By comparison, the standard 968 felt too refined, too wallowy. It was, frankly, too tame. A halfway house was the obvious solution.

OF THE SAME KIND

In brief, the 968 Sport was offered from 1994 until 1995 and was a Club Sport with much of the regular 968’s equipment reinstated. Electric windows made a return, as did central locking, the thicker wiring loom, rear seats, the tailgate lock and many other features.

Above The 968’s styling has aged remarkably well, with Speed Yellow shaving years off Harm Lagaaij’s design

Leather, however, was kept away from the Sport, as were the Recaro hardbacks, which were replaced by reclining Comfort seats finished in model-specific fabric. And if you think we’re guilty of exaggerating by claiming the 968 Sport to be a Club Sport by another name, then you couldn’t be more wrong — a 968 Sport is listed as a Club Sport on its logbook and accompanying build record (or Porsche Certificate of Authenticity) due to being assembled on the same production line as its better-known big brother. The ‘Sport’ bit is referred to as a “CS Luxury Package”, with model-specific badging applied to the rear of the car.

When new, the 968 Sport was available in UK main dealer showrooms for £29,975. This price was not only significantly cheaper than a Club Sport, but a massive £5,550 less than a standard 968. Bonkers. Needless to say, the Sport outsold the regular model by

56 July 2021

a huge margin (a reported 306 Sports shifted between model launch and the 968’s end of production, while it’s thought only forty standard 968 coupes were sold in Britain during the same period), giving it the rare distinction of being a bargain Porsche then and now, when you need to budget only fifteen grand to get your hands on a Sport to call your own.

To strengthen our argument and, if we’re being honest, in the interests of being able to indulge in the company of outstanding 968 Sports for a day, we brought together two brilliant examples of the model for this issue of 911 & Porsche World. First up is Rob Sharp’s gorgeous not-so-mellow yellow longtermer. He’s owned the car for eighteen years (“parting with it would be like selling one of my children”), during which time the car has undergone a series of OEM+ modifications to enhance Harm

Lagaaij’s original design. “I spotted the car advertised in the classifieds of Porsche Club GB magazine, Porsche Post,” he recalls. “The listing carried no photographs and only four lines of very brief text, but I was attracted by the low mileage, the fact the car had been garaged throughout its life and the colour, which was at the top of my wish list,” he adds, citing a memorable encounter with a Speed Yellow 968 Club Sport (with matching wheels) back in the 1990s. Even in 2003, finding a Sport in good condition, regardless of its colour, proved tricky. “Due to limited production, there aren’t many Sports to choose from,” he continues. “I found myself looking at a few tatty examples before this one grabbed my attention. Within hours of seeing the ad, I was on my way to view the car, which had been with the seller for four years. He was only parting with it to free up cash for an impending 993

Above Wraparound rear lights and embossed centre panel mirrored those of the 928 S4

968 SPORT

Above Colour-coded dash strip makes a massive difference to the feel of the cabin Top right Generous luggage space is a hallmark of Porsche’s transaxle range

Below Hartech has been tasked with taking care of the yellow Sport’s servicing, tuning and mechanical requirements

purchase.” A full service history from a variety of Official Porsche Centres, a clean bill of health and, crucially, identification of the bright yellow Sport as a “race car” by Rob’s then young nephew sealed the deal.

to the envy of 944 owners everywhere.

“This is a supremely reliable car, it looks great, it pushes on at great pace and offers a huge amount of practicality, which is great for European road trips,” something he’s enjoyed with fellow 968 owners, taking in a visit to the Porsche FROM ROAD TO RACE Museum in Stuttgart and various In almost two decades and across fifty- European Grand Prix events. Meaty, thousand extra miles, the car has proved positive gear shifting and the threeextremely reliable, giving its proud owner litre inline-four’s satisfying delivery of no cause for concern beyond the usual power — it’s important to note, between wear and tear associated with ownership the standard 968, Sport and Club Sport, of a modern classic put to regular there are no mechanical differences use. All spanner work and servicing is up-front, though specialists, including now carried out by marque specialist, Ninemeister, have offered supercharging Hartech, famous for its oversized flatconversion kits in the past — are more six engine builds, but a company with than enough for modern traffic, though history rooted firmly in the 944, 968 and it’s important to remember this is a near Porsche motorsport scenes. “I’ve had three-decade-old car, meaning features no problems with rust,” says Rob, much we take for granted in twenty-first

century motoring are missing. There’s no air-conditioning and no sunroof, for example, though many enjoy cars of this age (now referred to as Youngtimers in mainland Europe) for exactly this blend of mechanical simplicity and electrics pre-dating the complexity of elaborate driver aids and hardware monitoring systems. Get in, point and go.

Helping Rob to do exactly that is a ProMax ECU performance enhancing chipset (sourced through 968uk.com and increasing power by a claimed 15bhp) and KW Variant 3 coilovers, supplied by K300 Performance, fitted by Hartech and then dialled-in for optimised fast-road use by Chris Franklin and Pete Leason at Porsche chassis tuning specialist, Center Gravity. Transforming the appearance of the car, the wheels are Speedline-aping Veloce 3.6 eighteens wrapped in Falken

July 2021 57

rubber, with further exterior cosmetic enhancements including a genuine 968 Cup chin spoiler colour-coded by Lloyds Autobody in Manchester.

Climb inside, and the cloth Comfort seats have been replaced with electrically operated Sport pews (featuring larger bolsters) from a scrapped 944 Turbo. Originally trimmed in Linen fabric, they’re now wearing black leather with yellow piping (the covers were supplied by Porsche accessories specialist, 9Apart) and plug straight into the Sport’s stock-spec wiring loom, offering Rob push-button control of tilt

to Oop North from his home in Devon, a giant masonry nail taking a holiday in the middle of the M6 motorway decided to push itself deep into one of the red road rocket’s tyres. In a world where all new cars appear to be rolling on twentyplus-inch rims, finding replacement black circles suitable for an old Porsche at a moment’s notice when stuck in the middle of nowhere proved problematic.

Thankfully, after frantic phone calls, a tyre centre near Derby was able to accommodate with a pair of Nexens, else you might be looking at a single Sport right now.

FINDING REPLACEMENT BLACK CIRCLES SUITABLE FOR AN OLD PORSCHE AT A MOMENT’S NOTICE PROVED PROBLEMATIC and height, and pairing with a custom steering wheel spacer to deliver his perfect driving position. Aluminium clock rings and a yellow-painted dash strip (“drawing inspiration from the Fiat Coupe’s interior”) round out the cabin updates, save for a Pioneer head unit with a Kinetic DAB aerial, though anyone who has experienced the 968’s VarioCam-equipped sixteen-valve inlinefour — and, indeed, the units powering the 944 Turbo and 944 S2 — will know the engine provides an addictive soundtrack to any journey.

It’s one appreciated by Matt Rowley, the owner of the Guards Red 968 Sport pitched up alongside Rob’s custardcoloured pride and joy at our photo shoot, hosted by Manor Park Classics in Runcorn. It’s a wonder Matt has joined us — earlier in the day, having travelled 58 July 2021

A flip open of the car’s bonnet reveals the very same Hartech service stickers punctuating the engine bay of Rob’s 968. As far as Matt’s Sport is concerned, however, the firm’s fingerprints extend beyond maintenance and tuning. “The car was originally sold by Riverdale in Hove, West Sussex, but eventually passed to Baz Hart, founder of Hartech,” he explains. “Today, Hartech races Boxsters and 911s, but back then, the company campaigned a 968. This Sport was prepared as a back-up for the team’s main competition car, in case anything went awry at the track.” Meticulously prepared for action, the radiant red transaxle didn’t ever head into battle.

“Proving the case for the 968 being such a strong and reliable machine, Hartech’s primary racer didn’t fail, despite being hammered hard. In other words, my

car was treated to all the benefits of thorough preparation for track life, only remain a pampered Porsche!”

FIRM BELIEVER

Strapped across the width of the ‘bay is a Weichers strut brace, indicating this 968 offers more than meets the eye.

Indeed, understandably adopting the attitude a Sport is pretty much a halfprice Club Sport without the fancy seats, Matt has worked to introduce Club Sport features while adding his own flavour of performance parts. The wheels are the most obvious update, colour-coded to the body as per Club Sport specification, but he’s also added Recaro hardbacks finished in a fresh lick of Guards Red. “Any Porker is better with a set of Recaro sports seats and, having spent a 2,500mile road trip sat in one, I know them to

Above Colour-coded Cup 2 wheels echo the classic 968 Club Sport aesthetic

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Our main goal is to provide the very best in customer satisfaction, working closely with our clients to identify their needs, build trust and deliver the best results, either as a full restoration project or general maintenance.

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Restoration & resprays

Damage repair including for all insurance companies

Wheel balancing, wheel straightening & wheel refurbishment

Torque tube overhaul 924, 944, 968, 928

July 2021 59

be perfectly comfortable. Trouble is, as with most nice things, new Recaro sports seats can be very expensive.” eBay came to the rescue with a pair of Recaro SPGs in need of restoration (well, what do you expect for a combined purchase price of less than £250?!).

Plenty of elbow grease, a session with Matt’s father’s compressor and spray gun, new seat belt sockets from Rose Passion, official Recaro mounting brackets, new-old stock covers, new harness hole surrounds, an evening cutting new seat foam and plenty of patience later, and you’d be hard pressed to mistake the seats now occupying the cockpit as anything other than Club Sport equipment, an assumption made easier by the absence of rear seats, replaced by a custom carpeted privacy shelf (manufactured by Matt’s own hands) topped with a luggage net.

60 July 2021

Like Rob, Matt has treated his powerful Porsche to a set of KW Variant 3 coilovers (recently updated with new springs) and has freshened the brakes with Pagid performance pads and braided hoses. “The Club Sport chassis and M030 anti-roll bars are already there, which is why the KWs made perfect sense,” he beams. “Similarly, the seats transform the attitude of the car.

Colour-coded Recaros are, after all, a defining feature of the 968 Club Sport and, when hunkered down in them, the driving position in my Sport is absolutely perfect. Everything is in exactly the right place, be it the gear stick, steering wheel, the view through the windscreen or the positioning of the pedals, offering maximum control.

The bespoke rear shelf helps to remove anything tempted to clutter the view over my shoulder or even in the

rear-view mirror. Simply sitting in the car makes me want to drive it… fast.”

Matt’s go-to workshop is Jackson’s Garage in Brighton, the same sports car specialist he uses for his 993, featured on the cover of the August 2019 edition of 911 & Porsche World (funnily enough, alongside a 968 Turbo S reviewed in the same issue). When the car first rolled through the workshop’s doors, electric windows were working intermittently (the regulators were twisted and corroded, and with no new parts available, garage proprietor, Andy, freed the motors and fabricated new runners), the tailgate catches refused to allow the lid to open (again, refurbishment was the order of the day, with new gas struts added for good measure) and, when driving on motorways, Matt found tracking to be worryingly skew-whiff (“especially during braking”). To ensure back tip-

Above Matt’s car was formerly owned

by Hartech and was prepared for racing as a back-up for the firm’s main motorsport machine

Below Body-coloured Recaro hardbacks and a rear seat delete continue the Club Sport theme

top operating condition, polyurethane suspension bushes replaced tired rubber, alignment was reset and, as mentioned earlier, brake system consumables were renewed, along with new caliper seals.

AIR AND WATER

A Quaife ATB limited-slip differential is waiting in the wings, promising to further optimise the car’s handling abilities at speed, something Matt is keen to enjoy at every opportunity. “The drive is fantastic,” he says. “Historically, many people have considered Porsche’s transaxle range to be less worthy of attention than the 911, but as far as the 968 is concerned, it’s useful to remember this is a model manufactured during the air-cooled era, despite being a front-engined, water-cooled car. This means it’s a Porsche built to the same exacting standards as the 964 and 993, but available with much lower financial 62 July 2021

outlay. These are seriously screwed together cars,” he adds, confirming his near three-year 968 Sport ownership experience rivals that of time he spent in charge of a 912, a 996 Gen II GT3 and a 997 Turbo, as well as his trusty 993.

“I love the 968, not least because it is a substantially easier and cheaper Porsche to maintain than a 911,” Matt reveals.

“There’s also the added advantage of a 968 Sport blending in — unlike the Club Sport, there are no model identifying body graphics keen to attract the attention of thieves. If I owned a Club Sport, I’d be worried about leaving it unattended in the street.” Rob nods in agreement. “These cars are new enough not to have sunk to the levels of neglect suffered by many 944s at a time old Porsches didn’t command the money they do today, but you can still get hold of a good 968 for anywhere between ten and twenty grand. Coupe and cabriolet

body styles are available to choose from, though the 968 Sport was only available as a hard-top.”

Looks that have weathered well, near equal front-to-back weight distribution resulting in Röhrl-rated handling, modernish interiors, fantastic feedback through the chassis, a pleasing rasp indicating plenty of poke and, naturally, the tempting low cost of ownership make the 968 Sport a criminally overlooked model in the Porsche back catalogue, but with so few produced, you’ll have trouble finding one, particularly when current owners rightly question exactly what they could replace their Sports with in the same price bracket. Put it this way, Rob and Matt don’t appear to be letting go of their brightly coloured modern classics any time soon (we asked). And with their Porsches providing such extraordinary value for money, who can blame them? l

Above Be honest, you’re scouting online classifieds already, aren’t you?!

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1985 Porsche Carrera Coupe stock #13278 This is an extremely desirable 1985 Porsche Carrera Coupe featured here with matching numbers and 17,178 miles on the odometer is available in its factory color code #536 Pastel Beige with sand tan interior. It comes with a clean Carfax and is equipped with a 5-speed manual transmission, Flat 6 Cylinder 3.2-liter engine, air conditioning, power windows, sunroof, 4-wheel disc brakes, and Fuchs wheels.

Also included with this vehicle is the original owner’s manual, warranty/maintenance booklet (service stamps included), as well as receipts totaling over $10,000 which included a major service done on February 19, 2021, at a cost of $6,791. We have also taken paint meter reading photos for you to review as well. Here is a rare opportunity to purchase such a low mileage gorgeous color combination air-cooled 911 that was previously owned by a doctor that purchased this car in 1989 and took meticulous care of his vehicle. A formidable Carrera Coupe which is mechanically sound. For $108,500

2001 Porsche 911 Turbo Coupe #13627 1992 Porsche America Roadster #13008 1992 Porsche America Roadster #13226 This original paint 2001 Porsche 911 Turbo Coupe featured here with 55,442 miles on the odometer is available in its factory color code $6B4 Seal Grey Metallic with a grey interior. The vehicle comes with a clean Carfax and is equipped with a Tiptronic transmission (5-speed), Tiptronic buttons for the steering wheel, carbon 3-spoke steering wheel, Flat 6 Cylinder 3.6-liter engine, Porsche crest embossed in headrests, 4-way electrically adjustable lumbar support (left seat), Draped leather seats, automatic speed control, carbon Tiptronic selector lever, carbon handbrake lever, carbon door panel parts, carbon side air vents, carbon instrument surround, carbon defroster trim, carbon center console, carbon speaker covers, carbon center air vent bracket, carbon dashboard trim strip, air conditioning, power windows, power windows, power steering, sunroof, 4-wheel disc brakes, and staggered wheels. All stickers in place which includes the color code and options sticker under the hood. Also included with driven and enjoyed. Do not miss your chance to jump into the ownership of this low mileage sports car that is mechanically sound.

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1997 Porsche 993 Targa #13605

The 1997 Porsche 993 Targa featured here with 81,193 miles on the odometer is available in its factory color code #741 black with a black interior. The vehicle comes equipped with a Tiptronic transmission (4-speed), Tiptronic buttons for the steering wheel, air conditioning, automatic speed control, power mirrors, power windows, 8-way electrical seat (left & right), power steering, Pleated leather seats, lumbar support (left seat), 4-wheel disc brakes, and Porsche Twist wheels. A very presentable and well-equipped Porsche Targa that is mechanically sound.

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1987 Porsche Carrera Targa #13147

Here is a 1987 Porsche Carrera Targa featured here with matching numbers is available in Grand Prix White with a burgundy interior. It comes equipped with a G50 5-speed manual transmission, air conditioning, power windows, 4-wheel disc brakes, and Fuchs wheels. A well -priced Porsche that is mechanically sound.

For $39,950

Here is a low mileage 1992 Porsche America Roadster featured here with 24,930 miles on the odometer and available in its factory color code #37W Midnight Blue Metallic with a grey interior. The vehicle comes with a clean Carfax and is equipped with a 5-speed G50 manual transmission, Flat 6 Cylinder 3.6-liter engine, automatic speed control, air conditioning, power steering, 8-way electrical seat (left & right), power windows, power steering, Draped leather front seats, soft top, 4-wheel disc brakes, and 5-spoke wheels. The color code and options sticker still in place under the hood. An extremely desirable and well-equipped Porsche. Don’t miss your chance to acquire this limited-production Porsche America Roadster that is mechanically sound.

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This is an original paint 1992 Porsche America Roadster featured here with 39,213 miles on the odometer. Available in its factory color code #80K Guards Red with a sand beige interior. It comes with a clean Carfax and is equipped with a 5-speed manual transmission, Flat 6 Cylinder 3.6-liter engine, automatic speed control, air conditioning, seat heating (left & right), power windows, power steering, dual airbags, power soft top, boot, rear seat delete, 4-wheel disc brakes, wheel caps with colored Porsche crest, tool kit, air compressor, jack, and 5-spoke wheels. All stickers in place which include the color code and options sticker under the hood. Also included with this vehicle are the warranty/maintenance booklets, original owner’s manual as well as receipts totaling over $14,000. This is an extremely original Porsche that still retains its original paint (please review paint meter reading photos). A very sought after West Coast car that is an excellent addition to any Porsche enthusiast. Don’t miss your chance to acquire this original limited-production Porsche America Roadster that is mechanically sound. For $127,500

1986 Porsche Carrera Coupe Turbo Look M491 #13574

Here is a rare limited production 1986 Porsche Carrera Coupe Turbo Look M491 featured here matching numbers (Certificate of Authenticity included). Available in its factory color code # 961 Meteor Grey Metallic with a sand beige interior. It comes with a clean Carfax and is equipped with a 5-speed manual transmission, automatic speed control, central locking system, sport seats, air conditioning, power windows, sunroof, 4-wheel disc brakes, Fuchs wheels, tool kit, and jack. Also included with this vehicle is the original owner’s manual, warranty/maintenance booklet (service stamps included) as well as receipts totaling over $8,000. An extremely collectible well-equipped Turbo Look Porsche that is mechanically sound.

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1997 Porsche 993 Carrera Cabriolet #13130 1996 Porsche 993 Carrera Coupe #13731 1994 Porsche 964 Carrera 2 Cabriolet #13646 The 1997 Porsche 993 Carrera Cabriolet featured here with 26,577 miles on the odometer is available in its factory color of Guards Red with a sand beige interior. It comes equipped with a 6-speed manual transmission, Flat 6 Cylinder 3.6-liter engine, air conditioning, cruise control, dual airbags, power windows, power steering, power seats, power mirrors, OEM Porsche stereo, soft top (will need to be serviced), 4-wheel disc brakes, and Porsche Twist wheels. Also included are the original owner’s manual, warranty/maintenance booklets as well as some service receipts. This Porsche 993 is also mechanically sound.

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1985 Porsche Carrera Coupe #13079

The 1985 Porsche Carrera Coupe featured here with matching numbers and 78,588 miles on the odometer is available in its factory color code #492 Nutmeg Brown Metallic with a sand beige interior. It comes equipped with a 5-speed manual transmission, power windows, sunroof, 4-wheel disc brakes, Fuchs wheels. jack, and tool kit. An original West Coast car that is mechanically sound.

For $39,950

Here is a 1996 Porsche 993 Carrera Coupe featured with 99,232 miles on the odometer is available in its factory color code #741 black with a sand beige interior. The vehicle comes with a clean Carfax and is equipped with a 6-speed manual transmission, Flat 6 Cylinder 3.6-liter engine, automatic speed control, air conditioning, power windows, power mirrors, power steering, sunroof, 4-wheel disc brakes, jack, and 5-spoke wheels. Also included with this vehicle are receipts totaling over $4,000. A well-equipped sports car that was previously owned by a Porsche Club of America member.

This 993 Carrera is also mechanically sound.

For $67,500

Here is a 1994 Porsche 964 Carrera 2 Cabriolet that is available in its factory color code #L39C Midnight Blue Metallic with a grey interior. The vehicle comes with a clean carfax and is equipped with a 5-speed manual transmission, 3.6-liter engine, automatic speed control, air conditioning, power windows, power steering, rear seat delete, soft top, 4-spoke wheels, and 5-spoke wheels.

Also included with this vehicle are receipts totaling over $15,000.

The last and most desirable year of the 964 Porsche. This vehicle is also mechanically sound.

For $49,950

1986 Porsche Carrera Coupe #13516 1984 Porsche Carrera Cabriolet #13434

Here is a 1986 Porsche Carrera Coupe featured here with matching numbers and available in its factory color code #908 Grand Prix White with a gray-beige interior. It comes with a clean Carfax and is equipped with a 5-speed manual transmission, desirable Porsche script seats, air conditioning, power windows, sunroof, 4-wheel disc brakes, Fuchs wheels, and tool kit. A well-priced Porsche Carrera that is mechanically sound. For $37,500

Here is a 1984 Porsche Carrera Cabriolet featured here with matching numbers and available in its factory color code #027 India Red with a sand beige interior. It comes equipped with a 5-speed manual transmission, air conditioning, power windows, soft top, 4-wheel disc brakes, and Fuchs wheels. Also included with this vehicle are receipts totaling over $49,000. A well-priced Porsche that is mechanically sound. For $39,950

LOOKING FOR CLASSIC OR LUXURY SPORTSCARS? • 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: (310) 975-0272 http://www.BeverlyHillsCarClub.com E: sales@beverlyhillscarclub.com

30 YEARS OF 968

FULL FRONTAL The 968 Club Sport is a fabulous driver’s car, but add a turbocharger and, in 1994, you had a contender for the GT2 class at Le Mans. Porsche produced just four examples of the Turbo RS, making it the rarest model in the 968 line-up…

P

Words Johnny Tipler Photography Petersen Automotive Museum orsche’s Weissach skunkworks has produced amazing competition cars over the years and was particularly adept at recycling redundant componentry to build cars like the twenty-two examples of the 964 C4 Leichtbau, as well as the 924 Carrera GTRs that raced at Le Mans in 1980. A decade later, between late 1992 and early 1994, those same Weissach boffins were creating a similar

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racing evolution from the 968 Turbo S homologation special. There were two versions of the resulting 968 Turbo RS, both powered by the three-litre turbocharged inline-four: one trim was specified for Porsche’s customer teams to contest the German ADAC GT Cup, while the other was built to meet 1993’s Le Mans GT regulations. Extraordinary cars by any standards, just fourteen examples of the 968 Turbo S were assembled, while only four 968 Turbo RSs saw the light of day.

Let’s place the 968 Turbo RS in context. Setting the scene for the 1994 24 Hours of Le Mans, the demise of the World Sportscar Championship a year earlier (due to spiralling development costs, which deterred even the Mercedes and Peugeot works teams from competing) thrust GT racing to the limelight. Typically, Le Mans organising body, Automobile Club de l’Ouest, with its unfathomable Indices of Performance and Thermal Efficiency, were not slow in devising an equivalency formula

968 TURBO RS that allowed production-based GTs to compete directly against LMP prototypes and IMSA WSC cars. The corresponding regulations called for twenty-five units of each competing car to have been built in order to qualify for GT1. The number rose to two-hundred units for GT2. While the Seikel Motorsport 968 Turbo RS (we’ll come to this particular Porsche shortly) was a shoo-in for the GT2 class, Porsche shrewdly revived a pair of 962s and entered them in GT1 under the auspices of German fashion magnate, Jochen Dauer. Much to the dismay of Toyota’s LMP1 team, the Dauer 962s ended up finishing in first and third place. The 968 Turbo RS, on the other hand, crashed out after eighty-four laps when its driver, Sir Lindsay Owen-Jones (a successful gentleman racer, former boss of L’Oréal and currently serving as President of the FIA’s Endurance Commission), tried too hard at Tertre Rouge corner

during the night. He later admitted to overcompensating for the extra drag imposed on the car with its headlights erect, which slowed nocturnal progress.

BACK TO FRONT

On the whole, front-engined Porsches never played much of a front-line role in top-line motorsport. Sure, the 924 Carrera GT, GTP and GTR tackled Le Mans, a single 928 raced at Sarthe in 1983 and, of course, we shouldn’t forget the significance of the 944 Turbo Cup, which laid the foundations for Carrera Cup and ran from 1986 to 1989. Even so, along with discontinuation of the 928, production of the 968 was slated to end in 1995. This was a last roll of the dice.

Weissach based the full-fat 968 Turbo RS on the 968 Turbo S for customer race teams. As noted at the start of this article, there were two different specifications available: a build in

accordance with national ADAC GT regulations, ballasted by 150kg to match the 1,350kg minimum weight limit and developing 337bhp using the K27 turbo from the Turbo S, while the lighter 350bhp Turbo RS employed a KKK L41 turbocharger, developing 369lbft torque at 3000rpm, weighing in at 1,212kg and was aimed at a wider variety of racing applications, including Le Mans. As well as the weight differences between these specifications, the ADAC GT trim’s fifth and sixth gears were shorter, while the endurance cars featured a larger fuel tank with fast-acting refuelling valves and air-jacks. Chassis numbers of the four 968 Turbo RSs built were WPOZZZ96ZNS820065 (Guards Red), WPOZZZ96ZPS896061 (Speed Yellow), WPOZZZ96ZPS896062 (Black) and WPOZZZ96ZPS896063 (White).

Why only four? I asked the maestro

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himself, Jürgen Barth. “Yes,” he attests, “at the same time as assembly of the 964 RSR 3.8, these cars were built in my Customer Sports Department in Weissach for ADAC GT and other GT championships, including BPR, but only four examples of the 968 Turbo RS were produced because, simply put, the 911 was in far higher demand. Personally, I liked the 968 very much, but in the end, the success of the Turbo RS was decided by our customers — not enough people wanted it.”

Joest Racing outfit while the team was waiting for its own 968 Turbo RS (the fourth build) to be finished. Retaining its red bodywork, but sporting a yellow front panel, Turbo RS number one was entered into the first ADAC GT race of 1993, driven by Manuel Reuter at Avus and finishing in fourth place behind a pair of BMW E36 M3 GTRs and Seikel Motorsport’s Honda NSX, but ahead of all participating 911s, including the 964 RSR 3.8s in attendance. After a retirement at Zolder, the turbocharged transaxle remained in the custody of the FIRST OF FOUR Porsche factory for the rest of the year, The original 968 Turbo RS — the car but was farmed out to Seikel Motorsport pictured on these pages, carrying for the aforementioned appearance at chassis number 820065 and the example the 1994 24 Hours of Le Mans. For this to compete at Le Mans in 1994 — was race, the car was repainted yellow. completed at the end of 1992 and served Seikel Motorsport was founded in as a Weissach development mule.

1968 by and was active in touring car Porsche loaned it to Reinhold Jöst’s and GT racing until 2007. Highlights

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include winning the 1980 manufacturers’ title in the European Touring Car Championship, as well as running an NSX in the Deutsche Rennsport Meisterschaft (DRM) series. From 1994, Seikel espoused Porsches, and that’s where the 968 Turbo RS comes in. The team’s driver line-up for the year’s outing at Sarthe was banker and semi-pro driver, Dr Thomas Bscher, 1990 Le Mans winner, Dane John Nielson and, as mentioned earlier, Sir Lindsay Owen-Jones.

Nielson was at the top of his game, as demonstrated when, the following year, both he and Bscher won the BPR Global GT Series in a Dave Price Racing McLaren F1 GTR-BMW. As we now know, however, our 968 Turbo RS feature car didn’t make a great impression at Sarthe. Thereafter, still in its Seikel-ran yellow colour scheme, it was sold to Porsche racing stalwart, Lloyd Hawkins,

Above One of the rarest Porsches ever manufactured and one of the brand’s best-looking race cars

968 TURBO RS an American who, along with co-drivers David Murry and Shawn Hendriks, placed his new toy in eighteenth place at the close of 1995’s 12 Hours of Sebring. The well-travelled 968 participated in other IMSA races and could have won its last race at Road Atlanta in 1996 but for a busted turbocharger. The car has since been restored in Guards Red — as we see it here — and was subsequently sold at Gooding & Company’s 2012 Amelia Island auction for $346,500. Considering the same auction house shifted a 968 Turbo S for $729,000 just as this issue of 911 & Porsche World went to press, it’s safe to say the asking price of any of the four 968 Turbo RSs is likely to be considerably more in the here and now.

In the present, 968 Turbo RS number one resides in Louisiana and is a popular sight at Porsche events and club meetings across the USA. Car number two, finished in Speed Yellow, was sold to Bruce Joelson, a South African motorsport aficionado and friend of Gerd Schmid, Jürgen Barth’s colleague in the Weissach Customer Racing Department.

Joelson was able to specify the colour and commission water-cooling for the frontal intercooler, as well as the wiper blade fairing, central bonnet duct and a bigger rear wing. The body modifications were carried out by Porsche tuning specialist, TechArt, in collaboration with Barth’s team, and thereafter applied to the street-legal 968 Turbo S. Joelson, along with Chevron and Porsche racer, Peter Gough, campaigned his Turbo RS in his home country.

goods. It was eventually returned to him in perfect order. Phew! Ownership then passed to former factory test driver, Robert Reister, who used the forcefed transaxle to compete in the South African Porsche Challenge series. He retained ownership until 2001, when the car was housed in the Apex collection of Porsche GTs on the Weltevreden Estate near Stellenbosch. Later, the car would be road registered and imported into Great Britain, both actions enabling me to get behind the wheel, of which, more later.

968 Turbo RS number three remains black, but now wears striking pink and purple blobs, affording it the nickname, Bubbles. This car employs all the endurance racing modifications outlined earlier, including a 120-litre fuel tank, air jacks and a series of lightweight components. Raced by owner, Erik Hendriksen, and Justin Bell (son of Porsche and Le Mans legend, Derek Bell) in five rounds of the 1994 BPR GT Championship, it most notably finished the 4 Hours of Dijon in sixth place overall and the 4 Hours of Jarama in eighth. It’s

MIGHTY THREE-PIECE, CENTRE-LOCK SPEEDLINE STAGGERED EIGHTEEN-INCH WHEELS, SHOD WITH PIRELLI P-ZEROS ALMOST SCRAPING THE BODYWORK

Below 962 gear knob punctuates a cockpit clad in carbon-fibre

After its first season of action, the car was sent via Lufthansa airfreight to Weissach for servicing. Not unreasonably, Joelson expected his rare Porsche to land in Germany a day after despatch. Alarmed it didn’t arrive when anticipated, and growing more anxious with each passing day, he tracked the car to Saudi Arabia, where it had taken up residence after being taken off the aircraft at Nairobi in favour of perishable

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thought to be the last of the four 968 Turbo RSs to be completed, making it the last front-engined, four-cylinder race car built by Porsche, despite being third in the series of 968 Turbo RS builds.

LAST OF ITS KIND

As mentioned earlier, car number four was originally bought by Joest Racing to compete in the 1993 German ADAC GT series. At the car’s highly anticipated Nürburgring debut, Manuel Reuter qualified on pole, but in the Esses, soon after the start, he was bumped out of contention by an RS 3.8. The 968 was returned to Weissach for repair and was then acquired by Michael Roock’s Leverkusen-based Roock Racing Team.

The original Grand Prix White paint scheme was enhanced with Roock’s trademark blue front-end and Mobil 1 graphics, and the car was driven by

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911 racing veteran, Dieter Köll, in the 1994 ADAC GT series, finishing fifth at Zandvoort. Subsequently, the car was exhibited in the showroom of a Volkswagen dealership in Germany and, in 1999, new owner, Bruce Corwin, shipped the front-engined, water-cooled wonder to the USA, using it to compete in a few autocross events and taking part in regular trackdays, before passing custody to Jason Burkett (CEO of Texas-based BMW and Porsche spares specialist, Paragon Products) in 2003.

Unlike its trio of siblings, 968 Turbo RS number four’s bodyshell contained a sophisticated roll cage attached to all four suspension points, plus it featured a Halon fire extinguisher system, air jacks, an adjustable rear wing, front splitter and a 43-litre fuel cell.

The Customer Racing Department within Weissach made several spare

968 Turbo RS chassis in anticipation of further commissions. Indeed, some have been used as the basis for non-factory Turbo RS builds by teams including Hendrick, Paragon, Freisinger, Fitzgerald, Autohaus and Milledge. Contemplating the stance and guise, it’s clear to see we’re looking at a full-on race car. It’s positively bristling with amendments and additions: the fairing over the windscreen wipers to assist aero, the aggressive front splitter, the absent headlamps, the duct on the bonnet for dissipating heat from the intercooler, the pair of inlet ducts, tow-eye, rear wing-spoiler, special catches for rear hatch and bonnet. Then there’s the mighty three-piece, centrelock Speedline staggered eighteen-inch wheels, shod with Pirelli P-Zeros almost scraping the bodywork — the Turbo RS sits twenty millimetres lower than the 968 Club Sport, already dropped twenty

Above Perceived demand encouraged Australian tuner, Fitzgerald Racing, to build its own Turbo RS-spec cars

968 TURBO RS millimetres over standard. Try to shake the body and you’ll discover it’s rock solid.

The driving lights have been converted to headlights, complete with plastic lens protectors. The sills and side skirts are unique to the Turbo S and Turbo RS, too.

Under the bonnet, the turbocharger is set at a different angle to that of the 924 progenitor, and there’s a huge intercooler in the front of the engine bay. The engine itself is straddled by a carbon strut-brace, flat of profile to clear the bonnet lid. A comprehensive assemblage of scaffold poles within the cabin constitutes the Matter rollcage, probably constructed within the shell and then the roof-welded in place over the top. The plumbed-in fire extinguisher system emanates from cylinders in the rear footwells, and the pipes run reassuringly around the interior of the cabin. Investigate more minutely, and the fasteners that run around the body panels also have waterproof washers — you don’t get them on a conventional road car. Meanwhile, the modules of the Bosch Motronic engine management

system sit at the front of the passenger footwell. A crude plastic tube emerges beside the driver’s side A-pillar delivering cool air, rather like one of those speaker tubes on the bridge of a ship. Conversely, the gearshift is topped neatly by the knob from a 962.

Interestingly, the engine’s intake system and top end are derived from the 944 Turbo, but mounted on a 968 crankcase. There is no restrictor on the engine, though two of the four finished Turbo RSs were obliged to be equipped

is mounted at the back of the boot and is operated by a press-button on the centre console on an ad hoc basis, as if you were washing the windscreen. It’s not a thermostatically controlled setup, so a bit primitive by today’s standards. A range of different rear spoilers enabled competitors to decide how radical they needed downforce to be.

The 968 Turbo RS exhaust consists of two pipes: one from the manifold and the other running straight to the turbocharger and then from the end of the torquetube back, as if a black anaconda has attached itself to the underside of the car.

There is no silencer, no catalyst, just a single three-inch pipe and a large void where the silencer would live on a 968 road car.

I was fortunate enough to encounter 968 Turbo RS number two, during which, I drove it on demanding upland backroads. I accept we’re hardly talking the Mulsanne Straight, but arduous enough to provide a real workout.

Accessing the 968 Turbo RS cockpit requires the dexterity of a contortionist, as illustrated when I squeezed between

I WAS IN CHARGE OF AN EXTREME, ROAD-GOING RACING PORSCHE RELISHING FORWARD PROGRESS AND ABHORRING ANY KIND OF INTERRUPTION

Below Boosted 968 inline-four was available with power closing in on 350bhp

with one when contesting the ADAC GT Cup, dropping power from 350bhp to 337bhp in this format. The yellow car (that’s number, two, in case you need reminding) was further modified with a single-nozzle Sobek water spray system to help keep intercooler and oil cooler temperatures in check, the latter mounted within the front air intakes. The water tank that feeds the Sobek system

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the diagonal door bar and snuggled down into the Recaro bucket seat.

There’s no carpet or headlining; the armrests/door-pulls are bisected by roll cage diagonals, and there’s a steel plate in the driver’s footwell. It’s plain, rather than diamond or chequer pattern, but pretty uncompromising. I was in an unquestionably race-orientated cabin, bare yellow with a matching leather MOMO steering wheel, but surprisingly comfortable and not especially austere.

There was a passenger seat, which wouldn’t have been fitted when the car was raced. Both Recaros featured Kevlar backs and were enmeshed with four-point OMP harnesses, while the handbrake was where it should be, to the left of the driver’s seat. Ahead of the passenger, the glove locker was a façade concealing a section of rollover tubing.

The odometer read 15,442km, tickover was just over 1,000rpm and, on the move, the car whizzed around to 4,500rpm as a matter of course, the boost gauge registering 1.5bar. An overboost control made itself known on the steering column stalk. The car was loud and it was raw, and I felt even the tiniest undulations in the road surface through my backside. This sensation became less all-encompassing as other factors came into play: the directness of the power-assisted steering, the slickness of the six-speed shift, the powerful muscle-building clutch, the wheelspin in first gear, the eagerness of the engine to rev right round to 6,000rpm.

Sure, I was bouncing up and down due to 70 July 2021

the rock-hardness of the suspension and the bumpiness of moorland roads, with consequent inadvertent modulation of the throttle. Each surge of acceleration evoked a blare from the exhaust, accompanied by the rasping, popping and banging on overrun. I was in charge of an extreme, road-going racing Porsche relishing forward progress and abhorring any kind of interruption. Stones rattled on the underside of the un-sound-deadened wheel arches. Slick, six-speed gearshift, and during braking, it was totally assured, though with each downshift, the aggressive four-piece racing clutch grabbed on the transmission.

ANGLE OF ATTACK

Power delivery was wonderfully linear at low revs, sweet as a pussycat, but at 4,000rpm, the turbocharger kicked in and the car really took off with staggering acceleration out of bends and on the long, undulating straights. It’s got its own aural repertoire, this 968: I will never forget the deep, sonorous baritone boom echoing off dry-stone walls, or the machine-gun backfire. I’ve never heard anything quite like the snarl on overrun — more a deep, mournful bellow.

There was no need for wrestling with the wheel because of the power-assisted steering, though there was a certain amount of torque-steer under full power, drawing slightly to the right. Even so, this rare beast was actually very compliant, civilised even, with sharp turn-in into the corners where it tracked absolutely true.

The brakes were extremely efficient,

they didn’t grab and there was no drama as they hauled the car up. The ride, of course, was hard, but not horrendous, though it did bang on the bumps and I was bounced around like hell. But this was very much a fun ride, and the 968 Turbo RS an extremely nice car to drive.

A lovely one to race as well, I imagine.

In the final analysis, the Turbo RS is essentially a 968 Club Sport treated to steroids and surgery to transform it into a track monster. All the trappings of a race car are present, and the Turbo RS boasts its aggression accordingly, though once in motion, it’s a hoot to drive. All modifications have been tastefully applied. It’s poised, purposeful, functional and aesthetically pleasing.

Even the rear wing isn’t too big or dynamically insane — this is a very attractive car. It’s comparable with a 964 RSR in respect of its rawness, and remains the rarest RS Porsche ever assembled, but what does the future hold for such a 968 now? It’s too amazing to be a mere trackday warrior and, in any case, you’d need to fit a silencer to avoid exceeding the decibel meter. This is no concours queen, either. The 968 Turbo RS could be eligible for one of the Porsche Club GB Championships, Britcar, the German VLN and the USA C-production class in SCCA events.

Masters Endurance Legends? Too many LMP1 cars for it to be competitive, but Peter Auto runs great historic series, and the 968 Turbo RS would be a great fit in Endurance Racing Legends. Own one of the fantastic four? Let’s front up! l

Above Each of the four Turbo RSs was painted a different colour (red, yellow, black, white), with this car being the first

WAITING GAME

Race car preparation specialist, John Clonis, has finally found time to finish his passion project: a 1975 Carrera RSR 3.0 recreation…

Words Emma Woodcock Photography Dan Sherwood

72 July 2021

T

his story is a long time coming. Decades of Porsches, planning and luck unite in John Clonis’ personal 1975 911 Carrera RSR 3.0 evocation. Built by John and his team at thriving motorsport support and Porsche restoration specialist, CT Racing, the air-cooled classic blends a genuine RSR 3.0 driveline with remanufactured RSR running gear, a 1974 Carrera 2.7 road car shell and all the new-old stock parts John has accumulated over a threedecade competition career. He can’t wait to slip behind the wheel — the RSR 3.0 (limited to little more than fifty units and known to fetch multiple millions at auction) is one of his dream drives.

Praise can’t come much higher from a man who’s been around 911s his entire working life. After establishing his

YOU AND YOURS Porsche credentials by buying, restoring, racing and, er, crashing a genuine 1973 Carrera RS 2.7 during the late 1980s, he upgraded the car to Carrera RSR 3.0 specification and swiftly forged a reputation for his race car preparation talents. Seeing his work, competitors wanted him to look after their Porsches.

Consequently, business snowballed throughout the noughties. “It got serious!” he laughs. “We were so busy I didn’t have time to compete anymore.”

Regular readers will recall the bright yellow PK Sport 996 GT3 RS featured in the February 2021 issue of 911 & Porsche World, a car which this year celebrates exactly two decades since racing at Le Mans. John is its proud owner. Clearly, he can’t stay resist the driving seat for long. In fact, by 2008, after many years spent helping others to race, he was itching to hit the track again.

When the period’s economic recession hit and motorsport business took a downturn, he grabbed the opportunity to embark on another ambitious Porsche project. “After the banking crisis took hold, we weren’t racing much, but by that time, we’d completed many Porsche restorations,” he recalls. “I figured we could use what we’d learned to construct a car, race it for a while, then sell it on.”

He knew what to build, too — being a long-time fan of endurance motoring events, he set his heart on contesting classic endurance races with a fully homologated Carrera RSR 3.0 replica.

RULES OF ENGAGEMENT

One of his previous motorsport machines could have been an option — throughout the 1990s, John raced a classic 911 loaded with a huge selection of factory original RSR 3.0 components.

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He developed the car extensively to keep pace with more modern opposition.

Today, those very same modifications would count against him. “That old racer had been chopped around, tuned and converted to right-hand drive,” he explains. “We had to move forward with the times back then, try to keep up with whatever else was on track. You couldn’t get away with it in today’s historic racing competitions.

Original specification is key, which is why the genuine RSR engine and transmission live on this recently completed recreation.”

The CT Racing workshops in Essex overflow with period and pattern parts

for a range of competition Porsches, but they count for nought without a viable car to fit them to. John trawled the internet for an appropriate starting point, which took the form of a stalled 2.7-litre coupe restoration project in nearby Kent.

“The car had been used for racing since

fresh coat of Mexico Blue paint can flatter to deceive — several of the car’s body panels required remedial work and the rest had to be replaced entirely.

Customer restorations are a regular part of John’s business today, but at that time, rejuvenating the 1974 shell was the biggest challenge he’d faced. “It’s the first car we ever built from the ground up. The bodywork was a nightmare,” he groans. Specialist automotive metalwork cleaning and anti-corrosion firm, Surface Processing, acid-dipped the surviving panels and monocoque to remove paint and contaminants, before coating the treated parts in a protective molecular resin solution, allowing John

HOMOLOGATING HIS 911 AS A 1975 RSR ALLOWS HIM TO RUN SIXTEEN-INCH WHEELS WITH A HUGE FOURTEEN AND A HALF INCHES OF WIDTH ATTHE BACK

74 July 2021

the mid-1970s,” he tells us. “By the time I bought it, very little 911 was left. It was little more than a painted shell with extensive British racing history. There’s every chance I might have competed against it in the late 1980s!” Of course, a

Above John’s 911 lockdown project is better than your 911 lockdown project

YOU AND YOURS and his team to see precisely what he’d bought. Thereafter, once every section of the donor ‘blank canvas’ was renovated, it was treated to the Surface Processing procedure all over again, and was powdercoated for long-term protection.

HERTS BEAT

Dipping highlighted the need for a new floor pan, inner front wings and sills, all of which were sourced as new genuine Porsche parts. New-old stock wheel arch extensions, bumpers and a rear spoiler form the wide-reaching extremities of the RSR 3.0 body kit, CT Racing finessing the fibreglass parts to a seamless finish. In a nod to its previous life, the car wears a full respray in Mexico Blue, too. Finishline UK, a classic car bodywork specialist near Stevenage, took care of paintwork and prep, but the arresting white striped livery was applied by one of John’s former employees. “To be honest, all blue looked a little boring, which is why I decided the car should be finished with white stripes in the vein of classic RSR racing liveries,” says John. “I love the look. You can see the designs of many different RSRs coming into play, resulting Below Wrightune built in a racing 911 with its own identity.” flat-six makes use of Early 1974 Carrera RSR 3.0s competed RSR 3.0-specification internal components with fifteen-inch wheels. Historic race

regulations dictate recreations have to do the same — in the interests of clarity, it’s worth us pointing out many of today’s historic sports car competitions are open to original classic race cars, but to boost the number of entries on grids, not to mention recognition of the now sky-high value many of yesteryear’s motorsport machines attract, most series allow the participation of cars which have been built to meet period specification.

This makes perfect sense, but the 1974 RSR 3.0’s small wheel size would have hampered John’s ambitions for his car.

“You can’t configure the suspension

in the same way with smaller alloys, because the damper can protrude too near the wheel when you lower the ride height. There are brake clearance issues, too.” Homologating his 911 as a 1975 RSR, however, allows him to run sixteen-inch wheels with a huge fourteen and a half inches of width at the back.

Wrapped in Goodyear radial racing slicks, freshly manufactured BBS sixteens now sit in the corners. The stripped-out cabin shows the same attention to detail — FIA regulations let his Porsche weigh as little as 920kg, but John insists it won’t carry a kilo more.

July 2021 75

A modern Recaro bucket with a sixpoint Sabelt safety harness will hold him tight and, as you’d expect, the passenger pew and rear bench are both gone, as are the carpet and soundproofing. Custommade CT Racing polycarbonate side and rear windows remove mass higher up, and the deletion of the window winding mechanisms makes another marginal gain. Simplified door cards and an absent glovebox lid also contribute to the bulk-saving effort, but one of the most radical weight-saving tricks goes almost unseen: all the original Porsche electrical systems are replaced by a maze of modern, motorsport-specification wires and fuses, permitted by series organisers on the grounds of safety and reliability.

A unique CT Racing harness keeps the entire assembly as robust, light and space efficient as possible, and the

76 July 2021

discreet heated windscreen element provides stronger demisting abilities than the original fresh air vents. Dials refurbished by Palo Alto Speedometer complete the work, John retaining the clocks he received with the donor 2.7 when his name appeared on its logbook.

Every major touchpoint is carefully considered. The damaged 1974 dashboard remains, but is now flocked to minimise glare and hide repairs, while the shift knob and rubber gaiter are replaced with new Porsche items to breathe life into the original gear lever. The throttle pedal is another fresh part, John making the swap from the factory plasticon-plastic part when he discovered some RSR 3.0 racers ran with a metal accelerator in period. A patinated MOMO Prototipo crowns the cabin with its own historic motorsport connection: bought

for his Carrera RS 2.7 in the late 1980s (but never used), the Italian automotive accessories brand’s ever-popular threespoke steering wheel design nods to the earliest days of John’s enduring obsession with Porsche.

THE REAL DEAL

The suspension boasts even stronger historic motorsport credentials, not least because all four rebuilt Bilstein dampers are genuine RSR 3.0 items, as are the anti-roll bars, creating a tangible link to Porsche’s original RSR race cars.

John has also installed shortened rear suspension arms, which were sourced from the spare parts package he formed for his earlier RSR replica. Designed specifically for Porsche competition cars, there’s every chance they too could be period parts. New springs and a faster

Above The view John hopes to be enjoying as lockdown restrictions ease and the car can finally hit a race circuit

Stainless steel exhausts & heat exchangers for your Porsche® 964 model Exhaust, Sport, rear, Stainless Steel, polished. With TÜV/EEC approval Dansk no. 92.560S (JP no. 1620606200)

Heat exchanger, stainless steel, left Dansk no. 91.023S (JP no. 1623104470)

Fits: Porsche 964 C2/C4 (3.6) 88-94

Tail pipe kit, 964 look, straight cut Stainless Steel, left/right Dansk no. 92.245S (JP no. 1620701910)

Exhaust with 2 outlets and block-off possibility in one side, Sport, stainless steel, polished.

With TÜV/EEC approval Block off for exhaust 92.560SD, stainless steel Dansk no. 92.560SCOVER (JP no. 1620650300)

Exhaust box, Sport, rear, Stainless Steel, polished. With TÜV/EEC approval Dansk no. 92.280S (JP no. 1620600900)

Heat exchanger, stainless steel, right Dansk no. 91.024S (JP no. 1623104480)

Porsche 964 urbo (3.3-3.6) 90-93

Tail pipe kit, 993 look, angle cut, Stainless Steel, left/right Dansk no. 92.247S (JP no. 1620702010)

Tail pipe, Ø 100 mm, Stainless Steel, polished Dansk no. 92.241S (JP no. 1620701100)

Fits: Porsche 964 C2/C4 (3.6) 88-94

Tail pipe, Ø 102 mm, Stainless Steel, polished Dansk no. 92.240S (JP no. 1620701000)

steering rack have also been added to the mix.

John could have constructed the braking system from genuine Carrera RSR 3.0 parts, of course, but thinking sensibly, safety concerns are more important than period perfection. “I ended up with so many 911 parts in the 1980s and 1990s, many of them old back then, let alone now. I didn’t want to make use of chassis equipment which might be prone to failure, which is why everything was either replaced, refurbished or, in the case of the brakes, remanufactured.” New four-piston alloy calipers designed and made to 917 specification now bring his 911 to a swift halt, each anchor gripping a genuine Porsche 300mm disc. Twin modern master cylinders help the brakes bite, and John has even managed to plumb them into an original RSR 3.0 pedal box.

Pragmatism and preservation also come together in the engine bay.

78 July 2021

“Whatever is left of the flat-six is genuine Type 911/75 RSR 3.0, but it’s important to consider this driveline has seen forty years of racing,” John laughs. “It was only designed to last fifty hours when new!”

With this in mind, the air-cooled flat-six retains its period crankcases, crank, cylinder heads and RSR-specific Bosch slide injection fuel system, but every other component has been necessarily replaced.

THE WRIGHT STUFF

Porsche engine specialist, Wrightune, helped source and specify the parts, which include aggressive RSR 3.0 camshafts, solid rockers and a twin-plug ignition system. Aside from the Mahle pistons and conrods, every part was sourced direct from Porsche. The fivespeed Type 915 transmission has also been rebuilt (using period ratios), while the eighty percent locking limited-slip differential utilises entirely new internal

parts. This Carrera RSR 3.0 replica is ready to race.

John estimates he’s invested twentyfour months of work in his project over six years, followed by another twelve months to get the car registered as compliant with Appendix K, the strict rulebook covering the technical regulations for historic race cars at FIA events (or FIA sanctioned events), but when his customers come calling, he explains, everything else has to stop. “We ended up running GT3 Cup cars in Britcar and the GT Cup championship from 2009 to 2015, then we were just as busy with customer builds and trackside support through to 2018. We moved from London into our new workshops in Tollesbury in 2019, then the pandemic hit.

I couldn’t rush this project, but I knew it would eventually come into place.” With a bit of luck, 2021 will be the year he’ll finally get to drive his faithful RSR 3.0 replica. After all, good things come to those who wait, right?! l

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TECH: SPECIALIST

JAZ PORSCHE

D

Thirty years young and based in the cathedral city of St Albans, Jaz matches the biggest ambitions with the smallest details…

Words Emma Woodcock Photography Dan Sherwood etail delights at Jaz. The multi-era Porsche specialist concentrates on perfecting the tiny points others might miss, from replicating period production techniques to fixing (at no extra cost) the nagging imperfections on every car entering the company’s service bays. Quality control is the mission of Managing Director, Steve Winter, who personally inspects ninety percent of the cars visiting Jaz’s 6,500ft2 facility in St Albans. “If a bulb fails, the screenwash jets need adjusting or a door pocket is hanging off, we’ll just go ahead and fix the problem,” he explains. “It’s the little things that make Porsche ownership better.”

82 July 2021

He’d know, having spent more than four decades working around Porsches of every description. In that time, he’s built an enviable reputation for working with 356s and historic race cars, but Jaz welcomes everything from pre-A coupés to the latest Cayennes, Boxsters and the newest generation of 911. And all this from a man who grew up with very different passions. “As a kid, I was primarily interested in sailing and ships. By chance, I ended up working at a Porsche garage not long after my sixteenth birthday. I’ve been in love with the manufacturer’s products ever since.”

Currently celebrating Jaz’s thirtieth anniversary, he became co-founder of the company in 1991 and took sole ownership of the business five years later.

Jaz is a respected fixture of the Porsche scene — the company has kept its longest standing customers for decades. “Many of the Porsche owners who have walked through our workshop doors have become good friends,” he smiles. “Some have brought the same car to us for decades, others regularly change models. There are also Porsches which keep returning, even after they pass into new ownership.” We wonder if Steve knows who his longest-standing customer is. “A lovely woman named Josephine,” he replies, instantly. “She’s been bringing her treasured 911 SC to Jaz for more than twenty-five years.”

Communication and transparency are key to the Jaz approach. Steve’s wife, Claire, works hard with company

Facing page Steve and Claire are proud to be celebrating Jaz's three decades serving the Porsche enthusiast community

secretary, Joanne, to ensure Porsche owners are kept fully informed at every step of a service, rebuild or restoration.

“We’ll send photos when we find something amiss and we try to respond immediately to customer feedback,” says Steve. “We want people to know what’s happening at every stage of every process.” To this end, Jaz encourages owners to talk with the mechanics who work on their cars, especially if they want to explore the finer technical points of Porsche design. The workshop is open to visitors, too.

“Our roots are firmly grounded in aircooled cars, experience which gives the entire Jaz team an understanding of the brand’s engineering,” he continues. “This

deep-rooted knowledge also enables us to work effectively on modern Porsches.

After all, the DNA for every one of the company’s products can be traced back to the 356. When you explore this history, especially from an engineering, design and technical perspective, you can understand the culture of Porsche as a company and how its engineers have approached projects across more than seven decades of sports car development.” Several members of the Jaz team have been working with the company for fifteen years or more, and five of the eight-strong crew drive Porsches. Steve and Claire share a particularly impressive collection, including a 356 pre-A Coupé, a fantastic

914-6 and a right-hand-drive 911 assembled in 1965.

IN THE BLOOD

A passion for motorsport also runs through Jaz. Engine builder, Rob, loves to get behind the wheel, workshop technician, Gary, boasts extensive experience in race car preparation, and Steve has been a constant pitlane presence since 1984. “I’ve been a mechanic or team manager at every level, from campaigning 924s in one-make series to the Carrera Cup and daylong races at Silverstone,” he says. “I started racing in 1994 and I’m pleased to say Jaz currently races its own two-litre 911s.” He bought his first

July 2021 83

TECH: SPECIALIST

short-wheelbase 911 with friends in an attempt to secure entry to the Le Mans Classic. Sadly, their application proved unsuccessful, but the car has since raced in Tour Britannia (the UK’s leading race and rally event for historic and classic cars) and the 6 Hours of Spa. Jaz channels its vast knowledge of configuring competition Porsches into supporting customer racing programmes, tackling every category, from rallying to circuit racing. The team is currently building a pair of 997 Gen II Turbos for the Targa Tasmania closedroad rally (a competition outlined in last month’s issue of 911 & Porsche

World), having previously helped clients successfully participate in the 1000 Miglia (including a Jaz customer piloting a 356 pre-A Coupé), as well race a factory original 914-6 GT at the Le Mans Classic. Needless to say, engine

To prove the point, Steve references the enhanced output of Jaz two-litre flatsixes, rated at 200bhp after climbing from an already respectable 165bhp.

Engine and transmission rebuilds are an evergreen part of the business, encompassing standard road car refreshes and customisation programmes alike.

Keeping Rob busy, Steve tells us Jaz overhauls twentyfive engines and preparation for motorsport applications even more transmissions each year. is another speciality. “We’ve built multiple He constructs each gearbox himself engines for two-litre 911s since we and, he’s keen to stress, everything but started racing them. We’re constantly machine work is completed in-house. pushing development boundaries to Current contracts include a commission increase performance and reliability.” to refurbish twelve 356 A split-case

JAZ IS WELL KNOWN FOR ITS CAPABILITIES WITH AIR-COOLED POWERPLANTS, BUT NINE OUTOF EVERY TEN CARS ENTERING THE WORKSHOP AREWATER-COOLED

84 July 2021

Below All manner of Porsche road and race engines are looked after at Jaz

TECH: SPECIALIST

transaxles, as well as a partnership with Swiss 356 and 912 precision engine parts specialist, JPS Aircooled, to create a 150bhp flat-four. “JPS has developed the engine design, we’re taking care of the assembly, dyno testing and fitting,” Steve explains. Jaz is also rebuilding a 964 Carrera RS driveline for Henry at 911virgin, the firm starring in an ongoing YouTube series.

ARRESTED DEVELOPMENT

Any opportunity to exercise attention to detail really excites Steve, which is why he can’t wait to tell us about the highly tuned 3.4-litre air-cooled engines Jaz is

86 July 2021

currently developing. They’re destined for a pair of 911 SC chassis and the team is currently in the process of maximising performance. “We’re designing our own cam profiles and developing unique pistons for these special cars,” he grins.

“I’ve been consulting with a premium exhaust expert to ensure we get the pipe sizes and angles exactly right.” Individual throttle bodies and electronic engine management systems will add to a remarkable project, but it’s important to recognise how the Jaz team approaches general servicing with the same zeal. “Our guys pride themselves on diagnostics and fault finding, especially

with slightly older cars, and joining Rob, our additional engine whizz, Chris, carries out all our M96 and M97 996 and 997-generation 911 flat-six rebuilds.”

And there are many — Jaz is well known for its capabilities with air-cooled powerplants, but nine out of every ten cars entering the workshop are newer water-cooled models. Not only does this include the aforementioned Boxsters, Caymans and all recent 911s, but also Cayennes, Panameras, Macans, dieselpowered Porsches, products from the brand’s transaxle family of vehicles (Jaz recently rebuilt the suspension of a oneowner 924 S which had covered only 40k

Above From the thoroughly modern to the totally vintage, Jaz caters for all ages of Porsche sports car

miles from new) and any other Stuttgartcrested speed machine you care to think of. Even so, the company boss has a firm favourite. “The 356 is undoubtedly my personal passion, but we never turn our noses up at any Porsche,” Steve continues.

“Claire drives a 987 Boxster S as her daily hack and I make use of a firstgeneration Boxster 2.7. It would be daft to dismiss these Porsches, not only because they’re excellent sports cars, but also because their popularity helped saved the brand.”

Below A warm Business is set to expand further this welcome awaits every year, when Jaz opens its eagerly awaited visitor to Jaz's St Albans headquarters parts department. The new initiative

aims to capitalise on the stockpile of Porsche items Steve and his team have accumulated over three decades, giving customers access to rare classic components difficult to source

racing parts pile. It’s one of those items you just can’t find easily or without great expense,” says Steve. “Jaz enjoys three deliveries a day from suppliers, plus another from Porsche. Our aim is to provide everything a customer could need.”

Thanks to continued (and growing) interest in the 964, 993 and now 996-generation 911s, light elsewhere. A dedicated ninth employee restorations and recommissioning — himself an ex-Porsche mechanic — will projects are another developing side to operate the division. “People already ask the Jaz Porsche portfolio. These modern whether we’ve got no-longer-serviced classics rarely need engine or bodywork and rare componentry in stock. Just rectification — Jaz focuses its attention last week, we supplied a driveshaft joint on improving brakes and suspension for a short-wheelbase 911 from our exinstead. “Renovating those systems

A RECENT1972-BUILT CARRERA RS 2.7 LIGHTWEIGHTRESTORATION EMPLOYS ANOTHER LITTLE-KNOWN FEATURE, ONE STEVE IS QUICK TO HIGHLIGHT

TECH: SPECIALIST

alone makes a huge difference to how a 911 drives. These are the dream cars of their owners and we get fantastic customer feedback following completion of the work.”

The Jaz team starts by removing the running gear and examining each component for corrosion and wear.

Redeemable parts are vapour blasted and re-plated, while everything else is swapped for new (unsurprisingly, shock absorbers, wheel bearings and brake calipers are common candidates for replacement). The scheme replicates the meticulous attitude the Jaz workshop employs for its largest renovation

88 July 2021

projects — taking regular advice from Classics at the Castle founder and foremost early Porsche expert, Fred Hampton, Steve strives to ensure his restorations are factory correct in every detail, an attitude extending far beyond what most enthusiasts will ever see.

He even writes the final four VIN digits in yellow chalk under the dash pad and signs the dashboard of every repainted pre-1973 911, replicating period Porsche practice. Additionally, every bolt is catalogued for its maker’s mark, ensuring any replacements are exactly the same as the originals.

A recent 1972-built Carrera RS 2.7

Lightweight restoration employs another little-known feature, one Steve is quick to highlight. “Porsche placed a small orange sticker on the front of the later Carrera RS 2.7 to identify each chassis coming down the production line. It’s hidden beneath the bonnet badge and no-one would ever know it was there unless they were told to look for it,” he says. “The car we’ve just completed wears the most accurate replica sticker I could find. It’s the details that make a restoration perfect.” That’s the Jaz philosophy — Steve and his team always sweat the small stuff. Here’s to the next thirty years of trading! l

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TECH: BUYING GUIDE 30 YEARS OF 968

968 (1991-1995)

A

Top-of-the-range 968s can be bought for less than bottom-of-the-barrel air-cooled 911s.

Here’s what you need to know when on the hunt for the last shout of Porsche's transaxle range...

Words Dan Furr Photography Dan Sherwood sk one of your mates to bring to mind a model from Porsche’s transaxle family of cars, and they'll most likely think of a 944 or a 928. They might even visualise a 924, but they're unlikely to picture the 968. In part, this is due to the fact that so few 968s were assembled, but it’s also because there’s every

92 July 2021

chance those unfamiliar with Porsche’s legacy products (beyond the 911) will incorrectly identify a 968 as a 944. Which in a way, it is.

As outlined earlier in this issue of 911 & Porsche World, the 968 was intended to be launched as the 944 S3, the ultimate iteration of the best-selling Porsche product prior to the arrival of the Boxster, but thanks to the high number of replaced or re-engineered

parts applied to the new car by Porsche's chief designer, Harm Lagaaij, the final evolution of the four-cylinder, rear-wheel-drive, frontengined, water-cooled Porsche product line was deserving of its own name.

The 968's DNA was clearly traceable all the way back to the narrow-bodied 924, yet the ‘new for '92’ sports stunner had much in common with the 928 S4, including always

visible headlamps and wraparound rear taillights. This was no coincidence — Lagaaij developed a common design language for Porsche's model range, bringing the 911, 928 and 968 together as a family of products with front ends mirroring the look of the technological tour de force that was the 959. This approach was in contrast to promoting different models with few shared features, which had become tradition at Porsche, much to the detriment of the company as the 1990s drew near, when manufacturing costs were spiralling and sales were slumping.

Like the 944 before it, the 968 was available in hard-top and cabriolet formats. It was offered with a far greater selection of interior and exterior colour schemes than its predecessor, as well as an updated version of the 944 S2's three-litre inline-four, now delivering almost 240bhp free of forced induction and making use of Porsche's

all-new Variocam variable valve timing technology (as detailed on page 106 of this issue of 911 & Porsche World).

If there’s a positive to be drawn out of the 968’s apparent anonymity outside the Porsche enthusiast scene, it’s how the model’s value on the used car market has remained pleasingly low. Even a top-flight, immaculately presented 968 Club Sport is going cost less than a rusty old 911 SC in need of an engine rebuild and a retrim. The flip side of the same coin, of course, is that there aren’t as many 968s to choose from as one might like (fewer than 13,000 examples of all variants were manufactured for worldwide distribution), but with base models often hovering around the ten grand price point, and with the UK-only Sport available for half as much again, it’s fair to say any 968 will deliver a huge amount of Porsche for your money.

Go hit the classifieds! l

BODY & IDENTITY

The 968 you’re looking at should display a matching Vehicle Identification Number (VIN) on its V5 document and on the identification plate attached to the offside slam panel. Additionally, the car’s VIN will be stamped into the offside inner wing. Elsewhere on the V5, you’ll see the engine number. Check this against the number etched into the rear nearside of the block. If they don’t match, ask the owner why the car has been fitted with a replacement powerplant. There might be a perfectly reasonable explanation for this (failure), but make sure it ties in with what the supporting paperwork suggests. Receipts from Official Porsche Centres or recognised independent specialists should fill you with confidence and, in our experience, it's more than likely the garage responsible for carrying out the work will be happy to chat to you about the fault and, importantly, the fix.

Spend a couple of quid at mycarcheck.com, where you can download a history report outlining any insurance claims, change of registration number, recorded mileage and whether there’s any outstanding finance on the car.

You should also enter the vehicle’s details into the DVLA’s free-to-use MOT history database, which can be found at bit.ly/dvlamot. The service will return all test passes, failures and advisories registered as far back as electronic records are stored (which is helpful in identifying any ongoing mechanical or safety issues) and, if you have the V5 document number at your disposal, you can even see which test centre carried out the inspection.

You don’t need to park a 968 next to a 924 or a 944 to see obvious similarities between the styling of each model, with the 968 representing the most curvaceous iteration of Harm Lagaaij’s vision for Porsche’s four-cylinder transaxle offering. Despite being galvanised at the factory, however, the 968’s body attracts rust in hard-to-see spots, including around the rear suspension equipment and floor pans. It might be difficult to check these areas in advance of your test drive, but try to get underneath the car and have a good poke around. Better still, take someone with you who knows what they’re looking at. Fortunately, sill corrosion isn't as profound as it is with the 944, although the 968's chunky side skirts can hide a multitude of sins. Again, get on the floor and have a good look at the car's metalwork.

Damage may have been inflicted upon 968s in track trim, so check panel gaps to make sure they’re straight.

Look for signs of mismatched colour and don’t be afraid to ask questions. You might be eyeballing a Porsche which has simply been tapped with a trolley in a supermarket car park, but then again, the car might have been stacked into a tyre wall at a race circuit. Either way, Porsche body repairs shouldn’t be done on the cheap, so ask to see receipts relating to the work, if applicable. A paint thickness gauge will help you to determine if you’re looking at rear quarters full of filler. Oh, and if you’re intending to buy a 968 Cabriolet, thoroughly examine the condition of the car's hood. Products from Renovo will help recolour canvas, but tears may be expensive to fix. Small nicks probably won’t get any worse, but check they’re not letting in water. Fully retract the hood to ensure its motors work.

July 2021 93

TECH: BUYING GUIDE TRANSMISSION, BRAKES AND SUSPENSION

968s benefit from a six-speed gearbox in place of the 944’s five-speed unit. A dual-mode four-speed Tiptronic gearbox (a new introduction to the Porsche product line) was offered on late 968s. Tiptronic and VarioCam made the 968 something of a technical marvel (and an expensive car to produce), adding to its enviable reputation as a perfectly balanced sports car, but be prepared for costly repairs if the tech-fuelled transmission goes wrong. For this reason, our advice is to seek a 968 equipped with a manual gearbox.

ENGINE & PARTS AVAILABILITY

The 968’s engine is a naturally aspirated three-litre unit once touted as the world’s largest capacity four-cylinder production powerplant. Featuring a 104mm bore and an 88mm stroke, the smooth-running straight-four featured Porsche’s new-forthe-time VarioCam variable valve timing. Much like Honda’s more famous VTEC system, VarioCam continuously varies the timing of intake valves by adjusting the tension on the chain connecting the exhaust and inlet camshafts. This process ensures the engine is performing at its best for the driving conditions experienced at any given time, whilst keeping emissions at a safe and sensible level.

Sounds good, huh? Well, yes, but check for any rattling noise emanating from the VarioCam system. Ask the seller when the parts were last examined for signs of wear. Also, look for documentation highlighting a change of fluids, filters, belts and the engine’s water pump. If there is no sign of this work taking place, consider it as a bargaining point. You won't want to be driving the car far until the jobs are carried out, so factor the cost into the price you're prepared to pay. If in doubt, call your nearest independent Porsche specialist and ask for a quote. It's in their interest to put your mind at ease.

Finding a 968 with low mileage is a good result, but regular servicing and frequent oil changes are required on every classic Porsche, regardless of how much ground they’ve covered.

Have a butcher’s at the dipstick for the colour and condition of oil. Do the same with the contents of the coolant expansion tank. All should be in good order. Thankfully, the 968's 944 heritage means all mechanical parts and related consumables are in plentiful supply, with Porsche Classic releasing an ever increasing number of newly manufactured spares for legacy models. Independent specialist retailers, including Design 911, FVD Brombacher, Frazerpart, Rose Passion and 9Apart stock new genuine and aftermarket components. Secondhand spares are also in good supply, with Porsche Spares UK (formerly Woolie's Workshop) recognised for possessing a wide variety of difficult-to-source trim, chassis and body components. In other words, don't be worried about the availability of parts, whether new, used, OEM or aftermarket.

Are there any screeching noises when turning the steering wheel on full lock? If so, check the level of the power steering reservoir and ask the seller when the fluid was last changed.

While you’re under the bonnet, eyeball all hoses and vacuum pipes for signs of wear. These are easily replaced, but it’s an expense you can do without.

94 July 2021

When out on your test drive, establish how easy is it to change gears. A highmiler may feel ‘notchy’, which may mean the clutch needs replacing. Sadly, you'll need to prepare for the possibility of buying a new dual-mass flywheel at the same time. Linkages are known to wear, but this is a cheap fix.

Brembo four-piston brakes — originally a plus point of the 944 Turbo — feature as standard equipment on the 968, as do lightweight aluminium semi-trailing arms, but an M030 sport chassis upgrade provides even greater stopping power thanks to even bigger calipers and cross-drilled 304mm discs.

Whichever brake package the car you’re looking at makes use of, British braking equipment manufacturer, EBC Brakes, has a range of reasonably-priced discs and pads available in different designs and compounds to suit your driving style and the environment you’ll be travelling in.

Ask anyone who has experience of driving a 968 and they’ll tell you the model handles like it’s on rails. Making use of the same suspension setup found on the 944 Turbo (McPherson struts with standard Sachs dampers or M030 costoption Konis), the 968 wows with its lack of body roll, even when being thrown into tight corners at speed. The experience is enhanced further with Sport and Club Sport models thanks to their chunky anti-roll bars and a lower centre of gravity produced by a dropped ride height, but listen out for knocks over bumps, indicating worn bushes, which are common on a car of this age. Check for irregular sounds at full lock, which may indicate a problem with the steering rack. If the car pulls to one side or feels tail-happy over bumps, then this may be a sign of tired shocks (check for leaks) or out-of-kilter alignment.

July 2021 95

TECH: BUYING GUIDE

INTERIOR & TUNING

When stepping inside a 968, it’s difficult to believe Porsche’s claim you’re sitting in a car comprising eighty percent new or re-engineered parts when compared to the 944 S2. Everything is utterly familiar, from the clocks to door cards to the gear knob. This certainly isn’t the step forward many would expect from a manufacturer’s new model, which goes some way toward highlighting early plans for the 968 to be badged as the 944 S3.

Even so, the classic ‘oval dash’ is a great design, has weathered well and is far more modern than what was being fitted to the same-age 911.

Sporty variants of the 968 focus on weight saving, so forget about electrically adjustable seats or precious soundproofing materials. In fact, forget about creature comforts full-stop, although UK-only Sport models served as a halfway house between a standard 968 and the more extreme Club Sport. Thankfully, Porsche saw fit to continue its trend of equipping transaxles with ridiculously comfortable seats (even the Sport featured Comfort pews), but fabric centres can fray if exposed to direct sunlight for prolonged periods, dashboards can crack due to the same (a 'greenhouse' effect, where the sun cooks the dash with intense magnification of heat through the windscreen) and large Sport seat bolsters can wear thanks to occupants unavoidably dragging their jeans across them when entering and exiting 96 July 2021

the car. Thankfully, help is at hand: Dave the Trimmer, Southbound, Classic FX and Awesome are just four different UK-based automotive upholstery specialists well-versed in Porsche interior repairs (the latter offering CNC-machined anodised aluminium vent recess inserts to protect 944 and 968 covered dashboards and reinforce the panels), while expert vehicle detailing company, Cambridge Concours, is on hand for reconolising and comprehensive restoration of discoloured cabin (and body) trim.

Before you’re tempted to tinker, make sure the car is properly serviced and is running without fault in a standard state of tune. Once you’re satisfied this is the case, a plug and play K&N panel air filter, an enlarged stainless steel exhaust system and renewed hoses will make a world of difference to the airflow qualities of your new Porsche. Unlike modern ECUs, the 968’s electronic brain can’t be live mapped, meaning chipsets need to be installed on the original circuit board. These old-school parts can be ordered direct from K300 Performance and should improve the torque curve of your car, whilst simultaneously raising its rev limit. For the most comprehensive ECU upgrade, invest in a standalone engine management system.

A re-profiled camshaft will offer instantly noticeable performance benefits over the fairly tame standard Porsche part. Balancer shaft

deletion and lightweight pulleys will also provide optimised power. As per the Club Sport, however, the easiest and most cost-effective way to make a 968 quicker and faster is to reduce its overall weight. Consider ditching the rear seats, heavy audio equipment and any other parts you consider supplementary to requirements.

Porsche did, and look at the result!

968 suspension and brake upgrades aren’t in short supply, with retro-fit M030 cost options and aftermarket alternatives readily available from GAZ, Bilstein, Weitec and KW. l

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TECH: TOPICS

SEISMIC SHIFT

I

PDK is the default choice of transmission for today’s new combustion-engined Porsche sports cars, but will it be the last new gearbox the manufacturer develops?

Words Shane O’Donoghue Photography Porsche n the past couple of issues of 911 & Porsche World, we’ve charted the design and development of the first two Porsche automatic gearboxes, namely Sportomatic and Tiptronic. The latter’s successor, PDK, is the next logical instalment in the series. And yet, somewhat surprisingly, development of a dual-clutch gearbox at Porsche predates the roll-out of Tiptronic. Indeed, PDK (an acronym for Porsche Doppelkupplungsgetriebe, which translates from German simply as Porsche double-clutch gearbox) surfaced in the 1980s, but deep within the engineering archives at Porsche, there’s evidence of design and development work concerning double-clutch designs going as far back as the 1960s — an experimental prototype was designed to fit the 908 race car (in action from 1968), and another was destined for the Type 995 research vehicle commissioned by 98 July 2021

Germany’s Federal Ministry of Research and Technology in 1979.

The 995 was developed as a concept for the construction of a future fourseater sports car. Its objectives focused on fuel economy, safety and noise.

Engineers at Porsche’s research and development facility in Weissach used the then new(ish) 928 as the technological basis for the research prototype. Special features included a five-speed double-clutch transmission.

Considering the 995 was focused primarily on fuel economy and the 908 race car was, obviously, all about speed, what was it about a dual-clutch gearbox design that appealed to Porsche’s engineers? The answer is quite simple: uninterrupted delivery of an engine’s output during gearchanges, without the slippage of a torque converter and other disadvantages associated with ‘traditional’ automatic transmissions.

Now, because the PDK design (and all

dual-clutch gearboxes, for that matter) has more in common with a manual gearbox than it does an automatic (such as Tiptronic), it’s important to understand how a manual transmission works. Let’s walk through the basic operation of a ‘constant-mesh’ design.

ON THE FLY

In this system, the input shaft is connected or disconnected from the engine via the clutch pack bolted to the flywheel. A fixed gear on this input shaft is always meshed with another gear fixed to what is known as the ‘layshaft’. When the clutch pedal isn’t pressed, the engine turns the layshaft. The latter features fixed gears, the number of which correspond to the number of ratios in the gearbox. These are in constant mesh with their opposite number (gear pairs) on the output shaft. The gears on the output shaft, however, are freewheeling unless a gear is selected by the driver.

Above The Type 995 research and development vehicle — a cross between a 928 and the Adam West era Batmobile

There are countless different mechanisms to translate the driver’s movement of the gear lever into a gear change, but in effect, they all use forks to slide a synchromesh unit along splines in the output shaft, engaging the requested gear and locking its rotation to that of the output shaft. The gearing is determined by the relationship between the two meshed gears in each pair. For simplicity, we can ignore the fact the input and output shafts can be directly connected for a 1:1 gear ratio, but take it from us, the synchromesh unit itself is a fascinating device, responsible for matching the speeds of the output shaft with the selected gear.

While we enthusiasts love to change gear for ourselves, in pure engineering terms, there’s a major drawback to the design of a manual gearbox: as alluded to earlier, the engine’s power must be interrupted for a gearchange to take place. Sure, this is bad news for emissions and fuel economy, but inhibited performance Below 2009 PDK transmission from the was the primary reason Porsche was obsessed with developing a system Panamera G1

to combat the complaint, especially for its range of turbocharged engines, which experience loss of boost pressure during interruption to engine output and, frustratingly, take time to recover. A dualclutch design, such as PDK, overcomes this complaint, but how?

is engaged. Think of each of these input shafts as being analogous to the layshaft in the manual gearbox described earlier.

The gears on the input shafts are paired with freewheeling gears on a single output shaft. This is sometimes referred to as a ‘main shaft’ due to it driving an actual output shaft via fixed gearing, but HOLLOW GESTURE for the purposes of our description, it’s There’s still a clutch pack, though it worth simplifying: the input shafts hold contains two discrete clutches, one gears for alternating ratios. For example, smaller than the other. These engage one will be responsible for first, third, or disengage drive from the engine to fifth and seventh gear, while the other will two separate gearbox input shafts, one be for second, fourth sixth and, if fitted, eighth. We don’t need to worry about reverse gear for the purposes of this explanation.

Let’s say the outer input shaft (the shorter of the two) includes fitting inside the hollow of the other, but first, third, fifth and seventh gear, as turning independently. In order to extend described above. To select first gear beyond the outer shaft, the inner shaft is before moving off from rest, both longer at the end, where its fixed gears clutches disengage from the engine are located. If the inner clutch pack is and the selector mechanism moves engaged with the engine, this inner shaft the first gear synchromesh unit on the (and all its gears) will rotate. Likewise, output shaft to lock the first gear into the shorter outer shaft features fixed rotation. Remember, all gear pairs are gears that turn whenever the outer clutch already meshed, so now the output

IT DOESN’T TAKE A GENIUS TO REALISE ACCURATE CONTROL OF CLUTCHES AND GEAR SELECTORS IS KEY TO THE SUCCESS OF THE DUAL-CLUTCH GEARBOX

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shaft is locked into rotation with the outer input shaft. As soon as the outer clutch engages with the engine, it turns the outer input shaft, which then turns the output shaft to the wheels via the first gear pair. Keep in mind the inner clutch remains disengaged at this point, meaning the inner input shaft is not being actively rotated. It’s also worth noting the unused gears on the output shaft are freewheeling.

Obviously, the next gear to be selected is second, so whichever control system is operating the gearbox knows what needs to be pre-selected. The clutches are unchanged at this stage and drive is going to the wheels in first gear, but the selector mechanism moves the second gear synchromesh unit on the output shaft to lock the second gear into rotation (with the shaft). As we’ve already explained, the paired gear for second is on the opposite input shaft to the currently selected first gear. Due to the fact all gear pairs are already meshed, the inner input shaft is locked into rotation with the output shaft, bringing it up to speed.

Second gear is now pre-selected, but not active. This state is likely to have occurred automatically when first gear was selected, the benefit being that when second gear is called for — by either the gearbox’s own control 100 July 2021

system or the driver — all that has to happen is the disengaging of the outer clutch and engaging of the inner clutch.

These operations can be carried out almost simultaneously, meaning a constant, uninterrupted flow of power to the wheels. And that’s a dual-clutch gearbox in a nutshell. There are many variations on the theme, mostly to allow for a different number of gears, different levels of torque output and packaging, not to mention use for front-wheel drive, rear-wheel drive and four-wheel drive

applications, but the core principle of a manual gearbox halved and then spliced together is shared. And it doesn’t take a genius to realise accurate control of clutches and gear selectors is key to the success of the dual-clutch gearbox.

Above 924 Turbo with PDK transmission — look through the windscreen and you'll see the vehicle's data logging equipment

WAITING GAME

Despite the idea surfacing as far back as the 1940s, from Porsche’s perspective, the packaging and sophistication of the electronics needed for effective dualclutch operation was finally considered

Below The 924 Turbo's Type 2612 PDK gearbox

Above Taken in 1981, this is another photograph of the 924 Turbo's PDK test transmission

achievable by the 1980s, despite still being something of a challenge. Our favourite manufacturer embarked on a fresh development program for the technology, squarely aiming its efforts on the enhancement of Porsche production cars in response to increasing numbers of buyers around the world opting for automatic gearboxes. The dual-clutch design could, it was argued, reduce fuel consumption and save weight when compared to a conventional automatic cog swapper (with torque converter), while also giving the driver a ‘direct drive’ feeling with no interruption between gear changes. Needless to say, Porsche’s motorsport department was keen to take advantage of the availability of flat-out up-shifting. Development work began in earnest.

Early on, a bulky prototype PDK was fitted to a 924 Turbo serving as test mule, before the 944 was called into service for development. Enhancements

were made to this early system all the way to 1987. Porsche even allowed a select few of the period’s motoring journalists to try its exciting new transmission. Feedback was generally positive, but Porsche found the dry clutch setup temperamental and difficult to control consistently. A wet clutch was considered necessary, but expensive.

Nevertheless, with the search on for

swimmingly in the weeks leading up to the event, though — the dry clutch packs regularly disintegrated, downshifting was causing problems and the hydraulic control system was unreliable.

Nonetheless, Porsche persevered, partially because Audi, at the behest of Ferdinand Piëch, had expressed a strong interest in buying the technology for its own use. There was much at stake.

As if the challenge of completing (let alone winning) the world’s greatest race wasn’t enough, the works team’s drivers had the additional challenge of adapting to the new gearbox: a clutch pedal was used to move off from rest (to ensure a sophisticated electro-hydraulic system wasn’t required) and, by nature of the PDK layout, it was no longer possible to skip a single gear, though a gear could be pre-selected using a lever in the cockpit, if required. Thanks to gearchange buttons on the steering wheel, however,

THE EARLY VERSION OF PDK WAS MADE AVAILABLE FOR RACING AND WAS FITTED TO THE VERY 956 THATWON THE 1983 24 HOURS OF LE MANS

Below 962 C KH with PDK gearbox, Diepholz race in Porsche Supercup, 1987, Hans-Joachim Stuck at the controls

an automatic transmission for the in-progress 964, it looked as though Porsche might make the required investment. Ultimately, it didn’t come to pass and the project was canned.

In 1983, while testing was taking place, the early version of PDK was made available for racing and was fitted to the very 956 that won the 24 Hours of Le Mans that year. Things didn’t go

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it was possible to always keep two hands on the wheel. Additionally, fatigue was significantly reduced by the lack of need to press the clutch pedal for every required gearchange.

cooling and lubrication, enhancing longevity and providing consistent clutch engagement. Of course, the rapid acceleration of computing power in the lead up to PDK’s release into the wild was just as important, allowing fine VIVA LA FRANCE control over the whole transmission, Following a couple of promising outings permitting fully automated operation in 1985, it was clear Porsche’s engineers when required, or semi-automatic where had considerably improved PDK. The the driver is in control of when gears are system’s racing calendar was radically changed. Launch control was easy to ramped up for the following season. By incorporate into the system (and mightily this time, it had been proven that, despite impressive with it!), while there were a weight penalty (against a manual three distinct driving modes for drivers gearbox), a PDK-equipped car lapped to choose from. The PDK control system quicker. The system wasn’t deemed also expanded on the adaptive ability reliable enough for long endurance races — indeed, a 962 fitted with PDK was entered into Le Mans, but didn’t finish — yet its uninterrupted speed ensured suitability for sprint competitions. In a 962 kitted-out with PDK at the 1986 360km of Monza, Hans-Joachim Stuck was able to give the system its first victory and, pleasingly, PDK enjoyed moderate success for the rest of the season, until Porsche pulled the plug on further development for motorsport.

It took a further two decades before PDK was finally readied for market, replacing the Tiptronic S gearbox when the second-generation 997 was revealed in time for the 2009 model year, though the system has been the subject of further development for nearly a decade.

ZF was responsible for much of the work involved in bringing PDK to production and, unsurprisingly, wet clutches were used from the off — oil helped both 102 July 2021

of Tiptronic S, adjusting to road or track surfaces and the way the host Porsche was being driven.

The brand’s engineers have continually refined the PDK concept since launch, evidenced by the dropping of unpopular steering wheel buttons for proper gearshift paddles and, for some models, adding an extra ratio to help improve fuel economy. Given the widespread shift to automotive electrification, a move Porsche itself is championing with the all-electric Taycan, will PDK be the last gearbox to be developed by Porsche worthy of more than a footnote in history? If so, what a way to go. l

Above 2021 911 GT3 PDK looking very much like a manual

Below Stubby PDK shifter in the sublime 992 Carrera 4S

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TECH: TOPICS 30 YEARS OF 968

TIMING IS EVERYTHING VarioCam was Porsche’s first variable valve timing technology and debuted in the 968. The system has come a long way since the early 1990s, but is now more important than ever…

V

Words Shane O’Donoghue Photography Andy Tipping, Dan Sherwood, Porsche ariable valve timing (and control) was the musthave car technology of the late 1980s and early 1990s. Japanese manufacturers appeared to be leading the way, which must have displeased brass at Porsche no end, especially when hightech sports cars from the Land of the Rising Sun were beginning to muscle in on Porsche’s production sports car stomping ground. The German marque was quick to act, launching its catchily titled take on the idea, VarioCam, in time for the start of 968 production in 1991.

The system is still in use today, albeit a in much evolved form.

106 July 2021

Before we delve into VarioCam design and its development through the years, it’s worth refreshing our knowledge of fixed engine valve timing, and therefore the need to alter it for different conditions. We’ll stick to four-stroke engines using camshafts and valves because those are the only ones relevant to Porsche engines, and it doesn’t really matter how many valves or camshafts there are, nor how the camshaft connects with the valves — the principles are the same.

The profile of the lobes on each camshaft are shaped to open and close the valves at a precise time, to a precise valve lift for a precise duration. There are three distinct variables to consider

for each valve: when it opens, when it closes and how far it opens. There’s also a fourth, referred to as valve overlap, but we’ll cover this later in this article. Let’s first consider the requirements for the valve positions in a quite simple fourstroke engine cycle in a single cylinder.

Starting with the piston at top dead centre (TDC) at the beginning of the induction stroke, the inlet valves open to allow air and fuel (unless we’re dealing with a direct-injection engine, of course, but that’s a story for another day) into the cylinder. The downward motion of the piston causes pressure reduction sucking the air-fuel mixture in. When the piston reaches bottom dead centre (BDC), the compression stroke starts. All

Above The 968's arrival brought forward Porsche's own flavour of variable valve timing technology, which informs the manufacturer's car production today

valves are closed, and the air-fuel mixture is compressed as the piston moves back up towards TDC again.

Next up is the power stroke, where the air-fuel mixture is ignited by the spark plug (diesel is a little different, but we’re focusing on the petrol cycle here). Ignition usually occurs before the piston reaches TDC, but this isn’t important for the purposes of this article.

The energy released by the burning of the fuel pushes the piston back down the cylinder, turning the crankshaft.

Incidentally, the valves are still closed at this stage. Then, on reaching BDC, the exhaust stroke begins, the exhaust valves open and the piston pushes the spent gases out of the cylinder before the whole cycle starts again.

Now is a good time to explain valve overlap. There is often a period of time where both the exhaust valves and inlet valves are open at the same time, toward the end of the exhaust stroke and the beginning of the induction stroke. This is valve overlap. During this period, the rapid flow of gases through the exhaust ports, in conjunction with the design of the whole inlet and exhaust system, creates pressure waves that can cause suction

through the intake valves, effectively allowing more air in for a given cycle, providing the exhaust valves are closed before fresh intake air exits them, of course. This is called the scavenging effect. Valve overlap is particularly useful at high engine speeds, where gas flow rates are higher, and the scavenging effect is even stronger.

OVERLAP OF HONOUR

Unfortunately, valve overlap is less useful at idle and low engine speeds.

It’s not difficult to envisage some of the incoming air-fuel mixture exiting the

to flow back into the cylinder before the exhaust valves close and, if the proportion of these gases is too high, it can cause incomplete combustion of the fresh air-fuel mixture, which manifests itself as rough idling. This scenario is unacceptable in a regular road car, let alone a Porsche.

Before variable valve timing came along, engineers of road car engines had to compromise on valve overlap — it was fixed by the design of the inlet and exhaust camshaft lobes — ensuring smooth idle was maintained.

Sometimes, this meant increasing idle speed (much to the detriment of fuel economy) in a bid to maintain a useful valve overlap. It’s important to note, however, valve overlap isn’t the only aspect of valve timing considered a trade-off. The timing of exhaust valve opening, for example, is a compromise. To extract the maximum energy from the expanding gas in the cylinder, it makes sense not to open the exhaust valves until the piston is at BDC, but this means the piston has to push against higher cylinder pressure on the exhaust stroke, effectively wasting some of the energy gained. If the exhaust valves are opened before the piston

PORSCHE’S INITIALATTEMPT TO MINIMISE COMPROMISES WAS RELATIVELY STRAIGHTFORWARD, BUT REMARKABLY EFFECTIVE

Below M44 three-litre inline-four is a very robust engine and will respond well to massive mileage if cared for correctly

exhaust, is it? Along with this, if overlap is too long, it can make for rough idling.

This can be explained by the duration of valve overlap. With fixed valve timing, the overlap is a set number of degrees of crankshaft rotation, but the slower the engine speed, the longer it takes for the crankshaft to turn that number of degrees, which is why, at low engine speeds, the valve overlap is longer in duration. This can allow exhaust gases

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reaches BDC, the cylinder pressure quickly reduces. To complicate matters, the ideal timing varies with engine speed and load.

Meanwhile, the desired timing of exhaust valve closing is precisely linked with that of inlet valve opening to create the valve overlap discussed above.

Inlet valve closing, however, comes with its own set of compromises. It’s all about trapping as much air as possible within the cylinder before closing the inlet valves, chiefly because this is what defines the volumetric efficiency of an engine, and therefore the performance and economy. And, as you have probably guessed by now, the ideal timing of inlet valve closing changes differs with engine speed and load range. Of course, there’s a lot more to all this than we have room for across these pages, but the core message here is that, before variable valve timing, there were always compromises to be made. The first-generation VarioCam system, Porsche’s initial attempt to minimise the aforementioned compromises, was relatively straightforward, but remarkably effective.

Among other technologies,

development of the 944’s replacement, the 968, focused on improving the performance of the outgoing model’s naturally aspirated three-litre, frontmounted four-cylinder engine, which featured double overhead camshafts and four valves per cylinder (two inlet and two exhaust). The 968’s updated version of the trusty inline-four retained the same layout and swept capacity as it enjoyed in the 944, but now featured variable timing for the inlet valves.

The exhaust camshaft was driven by a

a Bosch Motronic unit, was tasked with giving the signal to the solenoid.

By default, there was no valve overlap, because the exhaust valves closed at one crankshaft degree of rotation before the piston reached top-dead-centre and the inlet valves didn’t open until 7.5 degrees after the piston hit TDC. This allowed for stable idle, even if the VarioCam system failed. This setting was retained up to 1,500rpm.

It was also used for engine speeds above 5,500rpm, which may sound curious given our earlier explanation of valve overlap, but the valve opening duration was fixed by the shape of the camshaft lobes, meaning Porsche’s engineers found more of a benefit to closing the inlet valves later at high engine speeds than they did with valve overlap. Meanwhile, to increase torque output in the mid-range, the VarioCam system advanced inlet timing by fifteen crankshaft degrees to 7.5 degrees before TDC. This gave a 6.5-degree overlap between 1,500rpm and 5,500rpm.

Although this wasn’t the only improvement to the three-litre four-pot, it was certainly a major step forward — power and torque jumped from the 944

THE NEW WATER-COOLED FLAT-SIX MADE USE OF TWO CYLINDER HEADS AND FOUR CAMSHAFTS, MEANING ITREQUIRED TWO SETS OF VARIOCAM CONTROLS

108 July 2021

toothed rubber belt from the crankshaft with fixed timing. A short timing chain then drove the inlet camshaft from a sprocket on the exhaust camshaft. So far, so conventional.

GRAND ROTATION

The clever bit came in the small space between the camshafts, where a solenoid-operated valve moved a tensioner which, in effect, altered the timing of the intake camshaft relative to the exhaust. The engine control system,

Above 986 Boxster was the next Porsche sports car to receive a VarioCam system

Above VarioCam technology: the valve timing of the intake camshaft can be changed in a fully variable manner using the vane cell adjuster

S2’s 208bhp at 5,800rpm and 206lb-ft at 4,000rpm to 236bhp at 6,200rpm and 225lb-ft at 4,100rpm respectively.

Despite a little weight gain in the 968, the benchmark 0-62mph time dropped 0.3 seconds to 6.5 seconds and the top speed rose from 150mph to 156mph. Small gains, ostensibly, but contemporary road tests confirmed that the 968 felt notably friskier.

NEXT GENERATION

obviously, and the limited-production Porsche making use of them is now the stuff of legend.

The second iteration of the 996 GT3 came with further improvement in 2003, leading to even more eye-opening performance. The VarioCam system retained the same sprocket-based cam phaser idea, but the range of variation was increased to forty-five degrees and, rather than having three set steps as was

the case with the first GT3, timing was continually altered by the engine control unit, allowing for much finer adjustment of inlet valve timing to suit the full range of engine speeds and loads. Though the focus was on increased performance, this also enhanced drivability, low-down torque and, remarkably, emissions and fuel economy. Porsche updated the 986 Boxster the same year, fitting it with the very same VarioCam hardware.

Though 968 sales never really took off in the way many hoped, VarioCam had proved itself a success. The next Porsche to get the system was the 986 Boxster. The roadster’s new watercooled flat-six made use of two cylinder heads and four camshafts, meaning it required two sets of VarioCam controls, but otherwise, the operating principle remained unchanged. The Boxster’s engine was the precursor to what would power the 996, of course, and VarioCam was carried over to the first water-cooled 911 virtually unchanged. It got a major overhaul in 1999, however, with the launch of the first 911 GT3. The idea of a movable tensioner between each pair of camshafts was ditched and, instead, the sprockets turning the intake camshafts were replaced with cam phasers.

Using oil pressure, these can alter the rotation of the camshaft relative to the sprocket turned by the timing chain, resulting in altered timing of intake valve operation. In crankshaft angle, the range of adjustment of this first iteration was twenty-five degrees and was operated Right VarioCam Plus to three distinct settings, one covering (with different strokes engine speeds up to 2,000rpm, the next of the intake valves) contains two engine up to 6,400rpm and then the third to take concepts: camshaft adjustment and valve the engine to its 7,400rpm rev limit. The lift changeover timings were all about performance, July 2021 109

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Earlier, in 2002, a significant development of VarioCam was introduced for select models. Named VarioCam Plus, it altered valve timing in the same way as before (with the cam phaser), but added to that was an ingenious way to vary the valve lift, as defined in a 1998 European patent (Valve operating device of an internal combustion engine) filed by Dieter Kraxner, Joachim Grünberger and Dietmar Schwarzenthal. A key component was a new switchable bucket tappet. At its centre was a smaller tappet sliding smoothly along the axis of them both, in contact with the top of the valve stem. The larger tappet was in a fixed axial position so that it could be connected with an oil pressure ‘signal’ that then moved a small spring-loaded pin within, ensuring the inner and outer tappets were locked together at the same height. Just as important as this neatly packaged idea was a redesigned set of cam lobes. Instead of a single profile per valve, there were three thinner lobes per inlet valve. The outer two bore a high-lift profile (10mm in the 996 Turbo), while the central cam lobe featured a profile resulting in valve lift of just 3mm. What this mean was that when the tappets were not locked together, the outer lobes met no resistance to push the outer tappet down (it was spring loaded against these lobes internally), allowing the central, low-lift cam lobe to control the operation of the inlet valve.

When high lift was required, the tappets were locked together by the pin and 110 July 2021

the outer pair of lobes defined the movement of the valves.

flexibility to optimise the whole engine.

The latest change to VarioCam Plus was introduced for the 992-generation A MATTER OF TIMING 911’s turbocharged flat-six. Here, the Brilliant, right?! “But why?” we hear you shape of the airflow entering the cylinder ask. Well, it’s all about stable engine at low speeds and loads is altered by running and complete combustion using two different lift profiles for the at low engine speeds and loads. The central lobes (described earlier) on each option to vary both valve timing and pair of inlet valves. One of them lifts the lift simultaneously allowed Porsche to inlet valve by just 2mm, while the other optimise the 996 Turbo’s engine across inlet valve in the same cylinder is lifted its operating range, from efficient idling by 4.5mm. This offset causes a swirling and slow-speed driving to outrageous motion of incoming air and helps reduce performance at the other end of the instability at low engine speeds, to the scale. The control and operation of these benefit of fuel economy and emissions. systems has, of course, been refined in Variable valve operation may have been the intervening years, but their principles verging on trendy in the 1990s, when are unchanged. Variable timing was soon Porsche first introduced VarioCam, but added to exhaust camshafts, too (again, it’s nigh-on crucial today for a Porsche using cam phasers), giving even more engine expected to do it all. l

Above The 992's twinturbocharged flat-six features a fresh round of VarioCam updates

Below VarioCam is controlled via the drive chain and provides a phase displacement for the opening times of the inlet valves

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July 2021 111

TECH: HOW TO

HARNESSING POWER Do you own a first-gen 997? Are you experiencing hot start issues? Chances are, the wiring harness linking the alternator and starter motor has failed. It's a common complaint caused by exposure to repeated heat cycles in the engine bay. PIE Performance shows us the fix...

Words and photography Dan Furr

1

2

997 owners may suffer a slow crank when their car's flat-six is hot. Worst case, the engine won't turn over until the temperature has dropped. The problem was addressed in time for the second-gen 997, but owners of earlier models may run into the issue, often misdiagnosed as a faulty battery. We visited PIE Performance Porsche (pieperformance.co.uk) for the fix.

The problem stems from the alternator/starter cable being routed in such a way it is exposed to repeated heat cycles in the engine bay, causing deterioration. A new genuine cable (pictured left) costs less than £90 and the fix should take you no more than three hours, though allow extra time if working with a Tiptronic-equipped 997 (due to more compact packaging).

112 July 2021

3

4

5

To begin with, raise the car on a ramp or axle stands.

Remove the scuttle covers and disconnect the battery. Then, remove the airbox. Begin by loosening the jubilee clip fastened to the throttle body.

The main body of the airbox is held firm by locating pins. You will require no tools to pull the part free, but exercise care and be sure the following steps are observed beforehand.

There are two wiring harness plugs attached to the airbox. Both need to be disconnected and pulled to one side. The first is clearly visible on the back of the housing. Carefully pull it free.

6

7

8

The second plug is less obvious, hidden behind the airbox body, but easily accessible. Pince the locking pin and disconnect the plug. Pull it to one side.

With the two wiring harness plugs disconnected and the jubilee clip fastening the airbox trunking to the throttle body loosened, it will now be possible to pull the airbox free.

Wiggle while you work and lift the airbox free of its locating pins. Make sure the loose jubilee clip doesn't fall into the engine bay and be careful not to cause damage to the oil filler neck.

9

With the airbox removed, you can now remove the throttle body. Four bolts hold the part in place. Using a ratchet and socket, free all of them.

12

Next up, you need to remove the plenum behind the throttle body. Unclip the breather hose and then loosen the jubilee clips attaching the part to the main intake pipework. When loose, pull free.

10

There is a mounting support bracket attached to the throttle body. It needs to be removed, but undo the bottom bolt with care — it is pressed against a bolt with an integrated rubber collar prone to splitting.

13

If you've excessively loosened the jubilee clips attaching the plenum to the main inlet pipework, put them to one side or re-tighten them to ensure they don't drop down the back of the engine bay.

11

Undo the wiring harness plug attached to the throttle body and pull the part clear. Now is the perfect time to clean it free of any contaminants, such as build-up of sticky oil between the housing and butterfly valve.

14

The harness we're replacing is attached to the rear of the alternator. We need to pull the unit forward to get access, which means removing the auxiliary belt. Using a socket, loosen the idler pulley.

July 2021 113

TECH: HOW TO 15

With the idler pulley allowing you to pull the belt free, unscrew the alternator's fastening bolts and pull the unit forward, to allow access to the rear. You may need a pry bar if the part puts up a fight.

18

This is the connector linking the wiring harness to the starter (refer to step 2 of this guide for clarification). The heat of the engine bay can cause the rubber boot to melt, leading to problems.

21

The alternator/starter wiring harness is held firmly in place by a pair of clips attached to engine bay hardware. These are notoriously difficult to see, but need to be unfastened to allow removal of the cable.

24

This end of the alternator/starter harness attaches to the gearbox. It is hidden from view, and the plastic cover hides a fastening nut, which must be removed to allow the old loom to be pulled free.

114 July 2021

16

This is the wiring harness connector attached to the rear of the alternator. It can be a pig to get at unless you have sufficient lighting and nimble wrists, but removal is a simple case of unscrewing a nut.

19

Here is the same connector, as viewed from within the engine bay, and with the harness attached to the starter. Access is limited, so unscrew using a 13mm socket on the end of a universal joint.

22

You will almost certainly need to use a flashlight to catch a glimpse of the clips. If you find yourself getting nowhere fast, it may be useful to unbolt the aircon compressor, allowing more room to work.

25

With undertrays removed, this image shows you where the harness attaches to the gearbox. If working with a Tiptronic, the transmission will need to be slightly lowered to allow enough room to work.

17

And here is where the connector attaches to the back of the alternator. With the part pulled forward, access should be easy enough, but you will need to get a ratchet and 13mm socket in there.

20

There is only one fastener to unscrew, but much like the jubilee clips mentioned earlier, be sure not to drop the nut down the back of the engine bay. You're now halfway through the job.

23

With the clips successfully prized free, you now need to work underneath the car. Using a 10mm socket, undo the plastic nuts holding the protective undertrays in place and pull them free.

26

Start by removing the 15mm bolt at each end of the rear chassis brace. As you can see, PIE Performance technician, Billy McLean, finds this part of the job immensely satisfying. Probably.

July 2021 115

TECH: HOW TO 27

Put the chassis brace safely to one side. As mentioned earlier, the 997's smaller manual gearbox provides enough room to work without having to remove the brace or lower the transmission.

30

With the plastic cover free, you can now undo the 13mm nut holding the wiring harness in place.

The position of this nut makes it susceptible to corrosion. Renew the part, rather than reinstalling.

33

Shine a light where the alternator/starter harness lives and you will see the plastic cowling. Its rigidity can make moving through the engine bay tricky.

Removal allows easy extraction of the wiring.

36

The connectors previously attached to the back of the alternator and the starter. Yours may show serious corrosion or melted rubber. Signs of failure, however, aren't always so obvious.

116 July 2021

28

This picture illustrates the mounting bracket attached to our Tiptronic S-equipped 997's gearbox.

Undo the six 16mm bolts holding it in place and the transmission will drop a few millimetres.

31

At this point, the alternator/starter harness joins a second loom linking all the way along the car to the battery. In some cases, this loom will also need to be replaced, but can be treated as a separate job.

34

The removed plastic cowling. As previously noted, the smaller dimensions of the 997's manual transmission allows for easier harness removal and installation, meaning this step may not be required.

37

The new wiring harness ready for installation. You may find it useful to have a friend help route the cable around the oil cooler and down the side of the gearbox while you feed it through from the top.

29

The gearbox will have lowered sufficiently for the next phase of work to begin. Return to the cover hiding the connector attaching the wiring loom to the side of the gearbox. Undo the two 10mm bolts.

32

The harness we are removing (and the one were are installing) features plastic cowling to force routing, protect the cable from corrosion and to hold it firm.

This locating lug is pushed into the gearbox housing.

35

The removed alternator/starter harness. At first glance, there doesn't seem to be much wrong — the rubber boot is in tact and no sign of cable damage — but heat can deteriorate wiring hidden from view.

38

As the late, great John Haynes so often said, refitting is the reversal of removal. When done, reconnect the battery and enjoy driving your 997 without fear of being stranded with hot start issues.

TECH: THE FLEET We don’t just write about and work on Porsches — we drive and live with them, too!

DAN FURR 1986 944 TURBO

SEEING THE LIGHT

The gloom of lockdown has lifted. In Johnny Tipler’s case, it was when his 986 Boxster S had a new light switch installed at William Hewitt Porsche!

Preparing for a return to the road and to fix the source of a troublesome cooling complaint. A duff thermostat is the likely culprit.

Either that or an air lock. Or sludge in the rad. A process of elimination, then!

DAN FURR 2006 997 CARRERA 4S A new battery and renewal of the alternator/ignition/starter wiring should have eliminated the hot start issues this generation of 911 is known for. Drive time is required to know for sure.

JOHNNY TIPLER 2003 986 BOXSTER S Who would have thought nipping out for fish and chips would have been so eventful?! Now, time to track down a 718 Cayman for a photo shoot before Mrs T and I enjoy a long-awaited trip to the Orkney islands.

GARY CONWAY 2008 957 CAYENNE TURBO Why do all modern Porsches seem to suffer water and moisture ingress into supposedly sealed light clusters, be they front or back? Worse, most Cayenne owners don’t even know the problem exists!

CHRIS WALLBANK 2016 981 CAYMAN GTS Loving my 981 GTS, but also keen to explore the idea of a Porsche droptop for a summer of fun with Lady Wallbank. I’ve been to view a few 986 Boxsters local to where I live, but the hunt is still on.

118 July 2021

T

he fish and chip run had become a regular once-a-week slot. Not that we don’t have a couple of decent purveyors within walking distance of our home in Cromer, it’s just that the chippy a few miles inland does everything a bit better. And, of course, going there gets us out of the house.

One evening, heading off on the weekly cod run, I realised there was a light lack.

The abrupt transition from street lights to no lights made the on-board nonillumination situation suddenly serious.

I pulled the switch out a notch to make the spotlights come on. The forward luminosity was pitiful, and main beam was completely absent. I pulled over.

My daughter, Zoe, got out and walked to the back of the car. Nope, nothing there either. The rear fog lights were deployed to make us ‘technically legal’.

We were halfway to Chiptown already, and decided to continue our journey. I found the headlamp flasher arm worked, but needed to be held on continuously in order to provide constant main beam, which made right-handed gear changing

somewhat, er, interesting. The next day, Above What do you think, Lance? It’s an I contacted Patrick O’Brien at Norfolkamazing machine based marque specialist, William Hewitt Porsche. “Yep, it’s more than likely there’s a fault with the switch,” he declared. “I’ll order you a replacement part today and we’ll see if it does the trick.”

On the appointed morning of switching the switch, I went out to start the car.

Nothing. We all know 986 Boxsters/ Caymans and 996-generation 911s are fickle beings when it comes to locks and alarms draining the juice from the host Porsche’s battery and, even though expeditions had been few and far between during lockdown, I’d made a point of starting the car every now and again, letting it run until the temperature gauge indicated the engine was toasty and the battery was likely to be recharged. Now, though, the battery cries enough. In fact, it didn’t cry anything: it was totally comatose.

The operative sent to me by the AA’s Homestart breakdown recovery service was only half an hour behind my call.

Clearly, he didn’t have many customers that day. He did the jump start thing and the car fired up, but his multimeter

Above True blue, JT’s Boxster has joined the illuminati

revealed the battery was only recouping half the required charge. I’ve owned this car for nearly four years, and it hasn’t had a new battery during my tenure, and they do have a finite lifespan — six years, maybe? Mr Patrolman had an identical brand-new battery in his van.

Needless to say, he duly installed it.

A lovely sunny run along the North Norfolk Coast brought me to WellsNext-The-Sea, and thence a few miles inland to the William Hewitt Porsche workshop. Patrick made light work of making the lights work: in a matter of minutes, he’d swapped the switches, and we were back in business. Not quite job done, though — the sidelight bulbs had also blown (a not uncommon

fault of the 986 and 996, so Patrick informed me). With the duff parts replaced, we did indeed now have the Full Monty of flashability.

Patrick explained to me how the barrel of that innocuous circular dial to the right of the ignition switch, the one that clicks on the lights, contains tiny connectors the size of air-gun pellets.

Over time and repeated use, they simply wear away and the lights stop working. Now, though, we are totally chipper at the chippy.

In the car park outside, if someone now asks me, “hey, you got a light, Mac?” I can say with confidence, “yeah, I’ll give you a flash if you like!” Beam me up, Scotty... l

Right Patrick at William Hewitt Porsche shedding light on the situation

July 2021 119

TECH: THE FLEET

LIGHTS ALIVE

This month, a catalogue of errors are fixed on the turbocharged GCAP Performance battle bus, with a cost-effective solution to an age-old problem ranking at the top of Gary Conway’s fix list...

N

ot many owners realise their 957 Cayenne features rear lights with a small LED sidelight on the edge of the lamp assembly. In part, their understandable ignorance on the matter is due to the fact 957 rear lamps are prone to failing due to water ingress.

If the LED element gives up the ghost, the bulb error warning message on the dash doesn’t present itself because, technically, the lights are still working and remain legal. In other words, few people carry out corrective work because few people know the problem exists in the first place.

Having worried all 911 & Porsche World readers in charge of a 957 enough for you to have rushed outside and for your neighbours to think you’ve gone completely hatstand as they watch you switching your Porsche’s lights on and off for no apparent reason, I should 120 July 2021

probably relay my own LED rear lighting experience. A sucker for details and frustrated at the failed LEDs on my 957 Turbo, I made enquiries in the hope of getting hold of a replacement LED board, but my search proved fruitless.

“Not available,” came the reply from a series of suppliers. “The only option is to replace the entire light assembly,” they told me. Not cool.

I wasn’t prepared to accept being told massive expense was the only solution, which is why I removed the faulty light cluster and handed it to my uncle and business partner, Gerry Conway, an electronics and automotive security whizz with many decades experience working with Porsches. He promptly discovered many of the tracks on the suspect LED board were badly corroded as a consequence of water damage, but assured me the part was salvageable. Result.

After separating it from the main light assembly, the board was deep-cleaned

and all affected tracks were re-soldered. Above Sometimes, it in the middle The dead LEDs were replaced with new snows of May, dontchano PLCC4 units and everything was back to normal operating condition. In fact, after reinstalling the reassembled light cluster, I’m pleased to report the LEDs Gerry fitted are brighter than the originals!

Another feature of my Cayenne Turbo not to my liking — and one which has annoyed me ever since my name appeared on the super-SUV’s logbook — is the stock Porsche exhaust tailpipe design. To me, the unusually styled tips looked like something an F17 fighter jet might make better use of. Far too obnoxious for my tastes!

Looking for an alternative tailpipe with a more subtle look, I turned to independent Porsche parts retailer, Design 911, which was advertising a fantastic set of polished tailpipe tips as a simple ‘straight swap’ solution.

The factory tips are attached to the host Cayenne Turbo with a V-band clamp, meaning ‘out with the old and

Top Deep cleaning and re-soldering the LED light board

Below New torque mount, complete with ‘fit and forget’ polyurethane bushes

in with the new’ is a five-minute job.

Before installing the new tips, however, I took time to clean the main exhaust pipework, which was showing slight corrosion — not something I wanted to slide shiny new tailpipe hardware onto.

The end result? A clean, more modest appearance and one suiting my big ol’ bruiser far better than the 1980s Navy bazookas previously in place.

The main upper torque mount found on the 957 is another part prone to wear (the part’s bushes live a hard life on such a heavy, high-powered fourby). A replacement mount will fetch anywhere between £70 and £120, which is fine, but I didn’t want to be shelling out for the same part again later down the line, which is why I opted for a permanent ‘fit and forget’ solution by introducing a

polyurethane insert into the new mount.

Available direct by mail order from GCAP Performance, my premium marque tuning firm in the heart of Notting Hill, these brightly coloured bushes are simply slotted into place in advance of the new torque mount being installed.

Immediately after making the change, I wondered why I’d left it so long — the ensuing test drive slapped a big grin across my face. The unwanted movement and vibration caused by the failed torque mount was a thing of the past, and though polyurethane bushes have a reputation for increasing rigidity in the host vehicle’s chassis, I can’t say I’ve noticed any additional ‘stiffness’ in the ride. Splits in the old rubber caused vibration to resonate, but now, the drive is cool, calm and collected. l

July 2021 121

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July 2021 123

TECH: Q&A

MARKET WATCH

With motorsport movie memorabilia and limited-production Porsches attracting fevered bidding at auction since our last issue, we take a look at the big winners finding new homes, not least a duo of track-focused 968s, a soft-window 911 Targa and a unique piece of Steve McQueen magic with a direct link to Porsche’s first overall win at Le Mans...

T

his year marks not only seven decades since Porsche’s first entry into the 24 Hours of Le Mans (where the manufacturer scored its first win by becoming top of the class with the 356 SL Coupe in 1951), but also exactly five decades since the release of Steve McQueen’s motorsport movie magnum opus, Le Mans, widely considered the most authentic racing film ever made, an accolade bolstered by the inclusion of action sequences shot during the 1970 24 Hours of Le Mans, which was, as it turned out, the occasion of Porsche’s first overall win at Sarthe. Needless to say, McQueen memorabilia is registering something of a high watermark at auction right now, with the star’s cars fetching a pretty penny, as well any accessories associated with the King of Cool and the films he made.

Runcorn we reported on in our April issue. The company’s first sale was a rip-roaring success and saw a winning bid of £94,500 for the blue 1967 soft-window 911 Targa pictured to the right of this text. Originally owned by a Mr Arthur Lambert in Los Angeles, California, the factory build order (dated 24th October 1966) specified Golf Blue paint with B-black interior, Pirelli Cinturato tyres, outside mirror, seat belts, bumper guards and rubber pads, Frankfurt AM/FM radio, headrests and fittings, tinted windshield and a ski rack. Thankfully, Lambert recognised the importance of provenance and retained all invoices, books and any other documentation relating to the car until it left his possession and was imported to the UK in 1996. Correspondence on file contains a charming letter from Lambert to the semiopen-top 911’s first UK owner, chronicling the car’s near thirty years spent Stateside.

HOTOFF THE BLOCK, ONE OF SIXTEEN ORIGINAL FACTORY 968 TURBO S BUILDS REACHED A MASSIVE $792,000 AT THE GEARED ONLINE SALE Proving the point is the safety helmet worn

by Swiss actor, Fred Haltiner, who played the role of Porsche driver, Johann Ritter.

Signed by various Le Mans cast members and some of the professional drivers (Jacky Ickx, David Piper, Hans Herrmann and Herbert Linge, who shared driving duties with the late Jonathan Williams in McQueen’s own 908/02 race car, heavily modified and carrying cameras capturing the action) who supported McQueen’s Solar Productions film company during the making of the fast flick. The silver helmet, accompanied by Haltiner’s driving gloves, fetched a whopping $18,000 when it went under the hammer at the Automobilia Ladenburg not long before we went to print with this issue of 911 & Porsche World.

Away from the glitz and glamour of Hollywood (and located less than four hours from Cricklewood) is Manor Park Classics, the newly established auction house in 124 July 2021

Not one to rest on its laurels, Manor Park Classics has already announced its next auction, which is due to take place on Tuesday 6th July. Lot highlights include a Carrera RS 2.7 evocation based on a righthand-drive 1970 911 E subjected to a bare metal rebuild and a Carrera 3.2 lump in 2016.

This issue of the world’s best-selling monthly Porsche magazine focuses on the 968, which is why it would be remiss of us not to look at what’s happening to the tidy transaxle in auctionland right now. We couldn’t have timed our search better — hot off the block, one of sixteen original factory 968 Turbo S builds reached a massive $792,000 at the Gooding & Company Geared Online sale.

Early estimates pitched the car nearer the $1m mark, making the ex-press 968 Club Sport sold through Europe’s largest automotive sales website, Car & Classic, something of a bargain at a ‘mere’ £31,750. More next month. l

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103814

PORSCHE 911

2006, 50000 miles, £29,995. 3.8 C4S, 6-speed. Finished in Carmon red metallic with sand beige full leather interior and with options costing close to £15,000. Please call 07885742090, East Midlands. (T) 103815

PORSCHES WANTED

PORSCHE 944

ANY MODEL • ANY AGE ANY CONDITION

USED PORSCHE PARTS ALSO WANTED CAN COLLECT Please contact Edward

Northwood, Middlesex M: 07774 484 497 E: ejwclassiccars@btinternet.com PORSCHE 911

mgandporsche.com PORSCHE 928

1988, 91,000 miles, £34,195. Turbo S, genuine Silver Rose car, very rare, only one in this colour combination, Guards Red with Porsche script beige linen sports seats. Porsche specialist maintained, full engine rebuild 2000 miles ago! Personalised 944 Reg. Drives like a dream, five speed, power steering, A/C, electric windows and seats. Always garaged. Please call 07791 697435, South East.

103332

PORSCHE 944

968

PORSCHE 968

1994, £22,995. Sport LUX. Finished in Speed Yellow with Black Interior, Colour Coded 5 Spoke 17” Alloys, Extensive Service History, 22 Service Stamps – All main Dealer or Porsche Specialists, includes 6 Speed Gearbox, Front Splitter, Koni Sport Adjustable Dampers, PAS, Electric Windows and Mirrors, Removeable Sunroof, Central Locking Etc. Please call 01636812700, East Midlands.

106841

993

PORSCHE 993 1982, POA. Built by respected marque specialist RPM Technik as a race or distance rally car. RS-looking replica featuring a ducktail, fibreglass doors and bumpers and lightweight roof panel. Good history file including old MSA logbooks, a UK V5c. Please call 01246 451772, East Midlands.

103816

PORSCHE 911

1987, 99000 miles, £24,995. 928 S4 auto. There are no known faults whatsoever, ZERO rust throughout and the Air-conditioning blows ice cold too. Please call 01623 411476, East Midlands.

107923

944

PORSCHE 944

2015, 6600 miles, £80,900. 991.1 Carrera GTS 3.8 manual. Quite possibly the most desirable spec for 991.1 Carrera GTS. Please call 01623 411476, East of England.

1986, 120538 miles, £3,000. Porsche 944 Lux .Belts and water pump replaced, 4 new tyres, new battery, brakes refurbished, immobiliser fitted, dry garaged for the last 15 years. Please call 07411 509039, Wales.

1997, 36000 miles, £289,995. UK 107859 supplied Artic silver metallic with full grey leather. 450 BHP from factory, PORSCHE 944S2 CABRIOLET 1992, £12,000. In Cobalt Blue and grey hard back sports seats, sunroof electric interior, ill health forces sale after delete, carbon interior package, air spending one year renovating. Stripped conditioning, chrome silver finish to and resprayed after new sills, wing tips alloys, speed yellow callipers, Turbo S etc, engine has been thoroughly serviced factory aero kit, full Porsche dealer and to the tune of £4000. Turbo twist alloys more recently specialist history, recent with as new N-rated tyres. Please clutch and tyres, previously serviced sold by ourselves. Please call call 07774 287713 or email paulskid. and 01189714333, South East. coombs@gmail.com, Wiltshire.

951

PORSCHE 951

106018

PORSCHE 993

103319

928

1982, 22000 miles, £3,800. 1982 Porsche 944, 22k on the clock.

Unfortunately no paperwork as was lost PORSCHE 928 during the last 9 years of storage. Please do not expect a perfect, restored carat this price - this was rescued after being stood since 2011, bringing it back to running and driving. The car is a running project, which runs and drives with interior and cosmetic work remaining as well requiring a service. Black leather interior (needs a few bits cleaned up). Cookie Cutter Alloys.

Good Engine and Gearbox, fully running.

Mechanically Restored. V5 in hand. Tax / MOT exempt in two years. Only light work required to finish With a bit of work, 1990, £32,000. 2 owners from new. Last the car will be worth more. Please email owner for 25 years. Exceptional Condition. taddv@live.co.uk , South East.

Please call 01732 886002, South East. 104964 103228

1986, 82000 miles, £29,995. 951 Turbo.

The price, history of the car, the extensive work that has been undertaken during my ownership and nearly 50 photographs can all be found at the website www.

Porsche944Turbo.info The previous owner of the car owned it for 31 years and it comes with extensive service documentation and history. Please call 07974688813, South East.

105222

1995, £199,995. This truly unique Porsche 911 is the result of a Porsche enthusiast’s desire to create the ultimate air cooled 911 variant providing extreme performance and capability in all conditions, further enhanced on its arrival in the UK by Harry Metcalfe, British Motoring journalist and creator of Evo Magazine. Please call 01944 758000, Yorkshire and the Humber.

106854

July 2021 127

CLASSIFIEDS BOXSTER

PORSCHE BOXSTER

PORSCHE CAYMAN

PORSCHE BOXSTER

1999, 117000 miles, £3,500. Resprayed black. new hood, new leather seats, new lights. MOT 1 year, nice car. Please call 07973 763448, East of England.

104165

PORSCHE BOXSTER

2008, 100300 miles, £11,950.

987-series, 2,700 5-speed manual 2 door Coupe, Jul 2008. Please call 01420 520635, South East.

PORSCHE BOXSTER 981

PORSCHE SPEEDSTER RECREATION

PORSCHE 996 / BOXSTER

104522

SPEEDSTER

74000 miles, £7,499. Service history, new mot and service, amber lights model, modern classic, excellent condition. Manual gearbox. Please call 2012, 30,000 miles, £22,500. in Basalt 07595 218406, South West.

Black metallic, low miles with FSH, 103946 MOT due March 2021. Car in pristine condition, 20” Carrera classic alloys PORSCHE BOXSTER with great tyres, Bluetooth phone/iPod 1957, 30477 miles, POA. Please call set up, PCM, air con, CD, black leather 01509 881106, East Midlands. interior, electric windows. Reduced 103813 price as space needed. Please call 07837 107436 or email sueandjohne@ PARTS & ACCESSORIES icloud.com, Cheshire.

CAYMAN

2004, 52000 miles, £9,995. Strong performance from the 228bhp 2.7 flat six engine, a lovely light feel to the handling and steering, plus the updated interior and glass screen hood of the face lift cars in a great colour. Please call 01487 842085, East of England.

103308

PORSCHE BOXSTER

103443

128 July 2021

2004, £20. Porsche PCM2 Control Buttons (996/Boxster). OE. In very good cosmetic and mechanical condition, Push-fit. 99664295100 and 99664295200. Price plus delivery. , Rest of the world.

107696

PORSCHE TOOLS

PORSCHE 993 TURBO 'S' WHEELS

PORSCHE CAYMAN S TIPTRONIC 3.4

2006, 67,574 miles, £13,995. Atlas Grey metallic, grey leather interior, superb colour combo with front Zunsport grille set. Used daily, unmodified car, excellent condition, unmarked 19” Carrera classic wheels, Bose sound system. Maintained regardless of cost, recent expenditure approx £5000 inc 4 new Pirelli P Zeros + new pad and discs, 2 keys, recently serviced by Auto Umbau Porsche, mature owner.

Please call 07979 512974 or email geoffbrown7@hotmail.com, Herts.

PORSCHE CAYMAN

64400 miles, £11,950. Everything on the car works exactly as it should and it has the added benefit of the factory fitted hard top which was an expensive option at the time. The car comes in a really stunning colour combination and it performs beautifully on the road.

Please call 01420 520635, South East.

POA. Pre 1973. Tool roll, light bezels, jack, unused air pump, timing adjusters and covers, interior lights, bonnet catches, badge, fibre rear arches, manuals, etc. Please call 07737 174200, West Midlands.

107331

2001, 140100 miles, £9,950. One owner, finished in rainforest green metallic with black leather interior, climate control, driver, passenger and side airbags, electric black retractable soft top, electric seats, headlamp washers, rain sensitive windscreen wipers, dimming mirrors, and more.

Please call 01420 520635, South East.

102889

PORSCHE 911S PARTS

2015, £32,995. Stunning Cayman 981 PDK Finished In White With Black Leather and Alcantara Interior. Fantastic Spec Inc: Upgraded Custom Exhaust System, Heated Seats, Upgrade 20" Porsche Turbo Alloys In Black, Auto Xenon Headlights, DAB, PCM Prep, Navigation Prep, Front Sensors, Rear Sensors, Carbon Style Stripes, and more. Full Porsche Service History.

Low Miles!. Please call 01484543728, Yorkshire and the Humber. (T)

£4,750. Full set of four, delivery miles only. Came off a genuine new Porsche 993 Turbo 'S' back in 1998. One of only 21 UK cars. Hollow spoke technology, as new, 2-8J x 18" - ET52 + 2-10J x 18" - ET 40. These wheels new have been 1972/3, POA. Assortment garage clear unavailable for many years. The wheels also have old Bridgestone N2 Tyres with out. Please call 07477 414999, South full tread. Please call 07831 822555, East.

101040 Staffordshire.

PORSCHE GARAGE CLEAROUT

NUMBER PLATE

£500. WRO 1M. Sensible offers invited contact: info@zorinenergy.com, East of England.

PORSCHE 911 997 GEN 2 LED TAIL LIGHT LENSES POA. Porsche air compressor unused boxed, early type,Jaguar E wire wheels, 2' Tr2/3/4 4 steel wheels, Lamborghini bolt on wheels magnesium 4, Lamborghini jack and bag early type, espada bumper and grill items, special factory tools.other items. Please call 07477 414999, West Midlands.

102447

PORSCHE 911 RADIUS ARMS

£250. Genuine Porsche, used and from my own car, working perfectly but the lenses are separated slightly and let in water, even with this problem everything works fine. I put 2 new ones on my 911 just for looks really at almost £1000! Possibly they could be repaired but never tried, would suit as backup or for track day car etc, can send photos if required. Please call 07894 465066, Co.Tyrone.

PORSCHE T-SHIRTS

£5. Gents small, various colours in very condition. £5 each. Please call 1980, £25. Pair of vulcanised radius good 726360, Scotland. arms, never used and still in box. Fits 01475 107750 911 from 1974 to 1986. Please call PORSCHE SLIM BACKPACK 01983853500, Channel Islands.

102769 £35. In black polyester. Excellent PORSCHE BACKPACK condition. Price includes post and £39. Backpack by Porsche with logo packing. Please call 01475 726360, Polyester 100% in black 17"x11"x6" Scotland.

Still in bag. Unsuitable gift and unused. 107021 Please call 01475 726360, Scotland.

PORSCHE T-SHIRT

300 RS 98 RSR 35 SYX 987 MD 987 EOE 997 CSS 997 RGW POR 997T TON 997X 944 HPK E944 POR WAG 944S

991 PD 964 GC POR 911N RUF 911T X911 RUF PMB 993 993 RUF P993 POR A993 XXX B911 RSR RSR 911T RSR 911X

930 FF 911 FJX 911 MPY 911 MSD 911 MXD 911 PYT 911 RWS 911 SCR 911 WVS TIL 911 VNZ 911 WBZ 911

CAR232A XXX 911C REG 911E OWY 911K DJA 911R VOP 911S CAB 911X A911 DPG D911 POR J911 GTN P911 SCH S911 LER

918 MHH S918 POR BX02 TER N321 GTS GT03 AWH GT03 SPJ OO05 CAY RS18 POR RS61 POR RS68 POR RS68 RSR GT68 RSR

PORSCHE NECK STRAP

£10. Black, red and white with Porsche logo. In very good condition. Price includes post and packaging. Please call 01475 726360, Scotland.

107020

100047

REGISTRATIONS

OTHER

£10. In grey, gents small 36"-48" LARGE BUILDING PLOT chest. Martini Racing logo. Postage free. Please call 01475 726360, POA. Situated high on a hill in Barbados Scotland. with spectacular views of both the 100278 Caribbean Sea and the Atlantic Ocean.

It has full planning permission and is set NEW PORSCHE 911 997 AIR on one of the world's most prestigious FILTER HOUSING courses. Exchange fro classic £350. Porsche 911 997 Mk2 air golf or classic Porsche(s). Porsche filter, OE-99711002231, 3.8L, brand car(s) member for 40 years. Please email new, complete, collection Chester. club Please call 01244 370886or email info@zorinenergy.com. davidbrown.chc@btinternet.com, WANTED Cheshire.

PORSCHES WANTED! Buying and selling Porsches for over 40 years For a good, old-fashioned, polite service contact Paul

T: 07836 617 916/01225 742 142 E: paul@theporschebuyer.co.uk

www.theporschebuyer.co.uk www.classicporsches.co.uk

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Extremes, unified.

online:

techart.com/gtstreetr

20 years an icon.

The new TECHART GTstreet R for the 992 series Porsche 911 Turbo and 911 Turbo S. Limited to 87 vehicles, the new TECHART GTstreet R is the unique custom-built super sportscar based on the 992 series Porsche 911 Turbo and 911 Turbo S. Since the presentation of the first GTstreet range in 2001, TECHART’s signature customisation concept has gained worldwide recognition for its unrivalled symbiosis of two worlds: true everyday use suitability and uncompromised track performance.

TECH 9

Hale Garage, Hale Road, Hale, Liverpool L24 5RB T: +44 151 4255 911, sales@tech9.ms www.tech9.ms

PARR

5 The Faraday Centre, Faraday Road, Crawley RH10 9PX T: +44 1293 537 911, performance@parr-uk.co.uk www.parr-uk.co.uk

TECHART Germany

Roentgenstrasse 47, 71229 Leonberg T: +49 7152 9339 0, info@techart.de www.techart.com