PORSCHE 24 HOURS OF SPA l RUF BTR l 997 DETAILING l PORSCHE IN DTM
TH E W ORL D’S BEST-S ELL I NG M ONTH LY P ORS CH E M AGA Z IN E
D E P P O T N E P O N U F R E M M U S
N E W TAR
GA 4S HERITAGE DESIGN
DROP-TOPS AND TARGAS
45 POFALEGSSES RIDES OF RO
PLUS 924 CARRERA GT TURBOCHARGER TECH TARGA FLORIO HISTORY AERODYNAMICS EXPLAINED
BOXSTERS
2005 987 2.7 BARGAIN BUY MEETS NEW 718 2.0 TURBO
AIR-COOLED SURVIVOR
QUICK VIC ELFORD’S WINNING 1966 911 FROM RALLY AND RACE VICTORIES TO THE ROAD
OCTOBER 2021 ISSUE 327
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IT’S OPEN SEASON Summer is finally upon us, and with it comes the opportunity to indulge in open-top motoring. As far back as the 356, Porsche has offered its loyal fanbase the option of al fresco fun on four wheels, and as the cover of this issue of 911 & Porsche World attests, our favourite manufacturer’s roll-out of roofless sports machines shows no sign of slowing down. The week I spent behind the wheel of the new 911 Targa 4S Heritage Design Edition (Cherry Metallic, of course) presented the perfect opportunity to dedicate an issue of the world’s biggest-selling monthly Porsche magazine to Stuttgart’s devastatingly good drop-tops. Or, as is the case with the company’s long line of Targas, semi-drop-tops. What exactly is a Targa, though? When did the earliest example materialise and why did Porsche develop this now iconic design in the first place? All these questions (and more) are answered across the following pages.
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Naturally, we’ve taken time out to look at a variety of open-top Porsches, including the pairing of two base model Boxsters separated by sixteen years: the 987 2.7 and the new 718 2.0. Both are brilliant cars in their own right and offer access to topless glamour without breaking the bank. Away from drop-tops, I’m delighted to present a historically significant air-cooled classic in this issue: the very 1966 911 Vic Elford used to compete in the inaugural rallycross event, leading to man and machine winning the 1967 European Rally Championship and the same year’s two-litre class in the British Saloon Car Championship. Grab a brew, kick back and enjoy the mag.
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October 2021 3
4 October 2021
DROP-TOPS
38
FEATURES
10 38 48 60 76 86 96 104 112 120
IN THE RED Vic Elford drove this 1966 911 to glory.
CHERRY-TINTED GLASSES The 911 Targa 4S Heritage Design Edition.
60
23
ACE OF BASE Pairing the 987 Boxster with the new 718.
SUN AND HEIR The Targa story: from Sicily to Stuttgart.
TOPLESS GLAMOUR MODELS Porsche’s drop-top masterpieces.
48
FRONT OF HOUSE Rediscovering the 924 Carrera GT.
TECH: SPOILER ALERT The study of automotive aerodynamics.
86
TECH: TAKE CHARGE The design and evolution of turbochargers.
TECH: CLEAN MACHINE Stay in control of your Porsche’s good looks.
FAST FLEET Tipler’s continued assault on the Orkneys.
6 October 2021
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OCTOBER 2021 ISSUE No.327
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REGULARS
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THE BULLETIN The new 911 GT2 RS Clubsport 25.
ESSENTIALS The latest products on planet Porsche.
COMMENT Race ace, Tim Harvey, lands a killer blow.
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MARKET WATCH Standout Porsches hitting auction rooms.
NEXT ISSUE Electric Dreams: a taste of things to come. October 2021 7
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1
IN THE RED Opening Porsche’s motorsport account in the UK and beyond, this surviving 1966 two-litre 911 landed in living rooms with a bang, crash and wallop, before its serious attack of asphalt propelled Vic Elford to international stardom… Words Dan Furr Photography Dan Sherwood
A
sk a petrolhead to bring to mind the cars of rallycross and they’ll almost certainly conjure up images of the Austin Metro 6R4, Ford RS200, Audi Quattro S1, Citroen Xsara and maybe even a classic Mini mud machine. Air-cooled 911? Not so much, which is why it may come as a surprise to learn a two-litre 911 was campaigned by Vic Elford in the inaugural rallycross event at Lydden Hill on 4th February 1967.
and though we’re familiar with the sight of 911s in various road, race and rally trim today, things were quite different in the mid-1960s. Elford began his professional career as a co-driver, teaming up with BMC works pilot, David Seigle-Morris (best remembered for running the punishing Gulf London rally in the late 1960s) in a modified Triumph TR3A. Elford, however, harboured desire to become a first-rate driver in his own right, ambition leading to the purchase and preparation of a Mini
come season end, the Mini was sold, but determined to bounce back, the London lad jumped into the hot seat of a factory-backed Auto Union DKW Junior and began to enjoy success as the 1962 season wore on. Twelve months later, he was back in a Triumph, throwing a TR4 around in such convincing fashion Ford offered him a drive in a works Cortina. This invitation promised the backing of team who could guarantee mechanical reliability, something which had been lacking in all the cars Elford had
Broadcast on British national television, the event was motorsport like no other,
for the 1961 rally season. Advancement through the ranks eluded him and,
driven thus far, despite his impressive performances and ever-quicker pace.
10 October 2021
911 2.0
Ford and Elford enjoyed a successful three-year stint together, but at the close of the 1966 season, he needed a fresh challenge and a new car to compete in. He’d accepted an invitation to drive the relatively new 911 with fellow Brit, David Stone, serving as co-driver for November’s Tour de Corse, and after finishing third overall (pipped to the post by Rolland Jean and Augias Gabriel’s Alfa Romeo Giulia GTA, and event winners, Piot and Jacob-Jean Francois, in the Renault 8 Gordini), the pair achieved the
say, when the invitation to participate in the following month’s made-for-television rallycross event came Elford’s way, it was the air-cooled, two-litre, German sports coupe he immediately thought of as perfect for the job. There was only problem: despite Elford’s recent podium finishes and obvious talent behind the wheel of the 911, factory motorsport director, Fritz Huschke von Hanstein, had no real interest in rallying Porsche’s flagship product, preferring to concentrate the works team’s efforts
to make use of in February. “Speak to AFN. See if they can help,” came the instruction.
same again in a 911 at the 1967 Monte Carlo Rally, held in January. Needless to
on circuit action. Besides, there were no 911s available in Stuttgart for Elford
Britain in 1965. By the time of Elford’s enquiry, AFN boss, John Aldington, was
BIGGER THINGS The first UK-sold Porsche was supplied to its proud purchaser in 1954 by Archibald Frazer Nash (AFN) from premises at Falcon Works, located on London Road in Isleworth, Middlesex. Two years later, AFN became the sole UK concessionaire for Porsche Cars until the formation of Porsche Cars Great
October 2021 11
Porsche Cars Great Britain’s Managing Director, but even he was without any
nation. By event end, not a single panel was straight, the 911’s windscreen was
GVB was shipped back to Stuttgart for repair. Huschke von Hanstein, alerted to
available 911s, a consequence of the model not being particularly well-known outside of Germany and UK stock levels kept correspondingly low. The only car Aldington could offer was AFN’s own demonstrator, one of the earliest righthand drive 911s. In standard street specification, the red two-litre Porsche wasn’t the ideal solution, but it was the only one at Elford’s disposal. At least, Aldington argued, Elford could hit Lydden in a 911, even if was pitched against motorsport metal specially prepared for the event. Besides, there would be valuable television coverage for Porsche, Elford
cracked and its lights were missing in action, yet despite the rear-engined tin-top’s road car specification, it reigned supreme on the mixed-surface circuit — Elford had done the unthinkable and won, albeit by the narrowest of margins. Fellow rallycross competitor and classic Mini driver, Roy Edwards, offered use of his trailer to enable Elford to carry the battered 911 back to Aldington. To Edwards’ amazement, Elford declined the offer, instead kicking the windscreen free, donning goggles and driving home, where an infuriated Mrs Elford recounted
Elford’s winning ways, asked him what he wanted to do next. His ambition had, in fact, been circuit racing, but working with a modest budget, rallying was all he’d been able to afford. Rallycross, however, had proved Elford to be quicker on asphalt than mud, which is why Porsche agreed to hand the car back for participation in the British Saloon Car Championship, a competition the 911 was eligible for due to its 2+2 cabin layout. GVB would be far from the samespec road dweller it once was, though — by the close of March 1967, the car was kitted out with a 906-derived two-litre flat-six in
HIS FORMULA ONE DUTIES AND WIDER RESPONSIBILITIES TO PORSCHE WERE TAKING UP SO MUCH TIME, HE EXITED THE BRITISH SALOON CAR CHAMPIONSHIP
and AFN to come from the arrangement. ‘Grudge match’ is the best way to describe what followed. Elford’s former Ford teammates — including Roger Clark and Brian Melia in Cortinas — were determined to beat him, immediately turning rallycross into a heavy contact sport. Aldington must have spat coffee all over his tellybox when he saw GVB 911D being smashed to pieces live on ITV. Whether he ejected caffeine from his nostrils or not, he was so incensed by what he was witnessing, he immediately telephoned Elford’s wife, demanding to
tales of an angry Aldington quizzing her down the ‘phone. Understandably, her betrothed felt more than a little sheepish when he returned the battle-scarred 911 to AFN the following morning. He needn’t have worried. Aldington’s fury had already turned to joy by the time man and machine arrived at AFN’s headquarters — the company’s phones had been tied up with a high number of enquiries from prospective Porsche purchasers impressed by what they’d seen on TV.
more or less Le Mans specification, including titanium connecting rods, lightweight cam drive, Weber carburettors (in place of the standard Solex units) and many prototype parts besides. Entered into the competition’s two-litre class under the AFN banner, Elford scored a third-place finish at both Brands Hatch outings, a second-place finish at Silverstone and other impressive placings contributing to the two-litre class win. It’s worth noting his on-track rivals included Graham Hill, Jackie Oliver, Tony Lanfranchi, John Fitzpatrick and championship winner, Frank Gardner.
know why AFN’s valuable Porsche was being totalled in full view of the entire
The win on Sunday, sell on Monday motto was ringing undeniably true.
By now, Aldington was full of enthusiasm for ‘Quick Vic’ and how
12 October 2021
Above It’s amazing to think this unassuming air-cooled classic is one of the most historically significant surviving 911s
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he could make the 911 sing. Stuttgart,
to race engineer, Christopher Maltin.
easter 1968, his F1 duties and wider
too, was impressed, giving Elford a left-hand drive 911 to contest the 1967
This was, though, every bit GVB, and the car was promptly entered into the
responsibilities to Porsche’s global motorsport programme were taking up
European Rally Championship, which he won. He was also given a drive in the 906 alongside Dutchman, Ben Pon, for the 1967 24 Hours of Le Mans. It was a dream come true and one Elford paid back to Porsche in the form of a class win, finishing seventh overall after completing 327 laps. This was clearly one of the most versatile drivers in the business, and though further outings at Sarthe followed (notably a string of drives in partnership with Richard Attwood, Gerard Larrousse, Kurt Ahrens Jr and Gerhard Mitter,
two-litre class of the 1968 British Saloon Car Championship to pick up where it left off. Preparation for the 500km of Snetterton (the final round of the European Touring Car Challenge) also occurred, work seeing a long-range fuel tank, lightweight polycarbonate windows, wider wheels and fatter tyres fitted to the car, but a regrettable DNF due to a loose camshaft and a ruptured oil pipe meant Elford’s racing glory would need to
so much of his time, he exited the British Saloon Car Championship, but not before winning the two-litre class in rounds of the competition at Brands Hatch and Silverstone. Subsequently, GVB’s original registration number returned to the car and it was offered for sale through AFN. Enter Nick Faure. A Porsche devotee who achieved fame through racing and selling 356s in the 1960s, he would go on to compete at Le Mans eleven times between 1975 and 1985, racing the 911 Carrera RSR alongside John Cooper, as well as strutting his stuff
ONCE AGAIN, GVB HAD ACTED AS STEPPING STONE FOR A PROMISING YOUNG DRIVER TO ADVANCE THEIR RACING CAREER
with cars including the 908 and 917 between 1968 and 1971, before a switch to Alfa Romeo’s competition department, Autodelta, and scoring another first-in-class with a Ferrari 365 GTB/4 for Charles Pozzi’s team in 1973), not to mention a career in F1 (driving Coopers, a McLaren and a BRM P160), all eyes were on what Elford could do with the 911 in 1968.
Porsche and AFN were keen for spectators to think the Stuttgart concern was fielding a new car, which is why GVB was stickered with a fictitious registration number: BEM 911F. The B
be earned elsewhere. It didn’t take long for him to find it, winning the 1968 24 Hours of Daytona in a 907 shared with Jo Siffert, Hans Herrmann, Rolf Stommelen and Jochen Neerpash (Porsche’s first overall win in a daylong endurance race), bagging top honours at the year’s Monte Carlo Rally in a 911 T with his old chum, David Stone, and winning the Targa Florio with Umberto Maglioli in a 907, despite losing eighteen minutes due to a burst tyre on the first lap. Obviously, GVB played a huge part in helping Elford progress his motorsport career, but all things must pass, and
for Kremer Racing in the 935 K2 with John Fitzpatrick as co-driver. Before all this, however, seeing how competitive GVB was, and identifying the 911’s huge potential to enable him to eclipse his achievements with the 356 in motorsport, Faure cobought a stake in the car (retaining its 906-sourced beating heart) and, sponsored by Demetriou Group, entered the two-litre air-cooled track attacker into various races at the back end of 1968, before competing in the bulk of the 1969 British Saloon Car Championship. Faure finished fourth in three British Saloon Car Championship races: Silverstone, Snetterton and at the
referenced chief sponsor, Bill Bradley, the E stood for Elford, while M paid tribute
so it was with his time in charge of the red road and rally rocket. Indeed, by
televised round at Crystal Palace. A sixteenth-place overall finish in
SMOKE AND MIRRORS
14 October 2021
Above We’re thrilled Rob uses the car as intended, rather than it end up tucked away, out of sight in a private collection
911 2.0 fashionable!) unaware of the air-cooled Porsche’s illustrious — and at the time, still recent — history, which Favre did little to highlight. It took Connell until 1980 During Faure’s time with GVB, its
to resurrect the car, grabbing weekends and evenings as and when motivation to work on the project engaged him, but, in truth, this extended period of dry storage and retirement from racing is likely what saved the poorly Porsche from being cut, shut and crashed as a race car at a time early two-litre 911s weren’t worth a huge sum of money. Even so, he
Above Elford in 1967, competing with GVB in the two-litre class of the British Saloon Car Championship at Silverstone Circuit
Below A mix of 906 and standard two-litre parts went into the Tuthill-built flat-six currently powering the classic 911
championship standings meant he was fourth-in-class at season end.
more powerful Porsches at the start of the 1970s, and with increasingly
commissioned a rebuild of the 906 lump to original specification, resulting in a
Impressively, his lap times were even quicker than Elford’s. It was a similar
more competitive cars taking the fight to the 911 in the British Saloon Car
competitive 911 more or less in the same condition as when Faure last sat behind
story for the next few years — Aldington
Championship, GVB was once again
the wheel. Unfortunately, while dormant,
was so dazzled, he offered Faure a seat as an AFN driver in a 911 Carrera
put up for sale through AFN. The buyer was Christian Favre, ninth generation
the oil cooler lines had calcified spent lubricant. On the first, highly anticipated
RS 2.7 Lightweight for the 1973 British Production Sports Car Championship,
of the famous Favre family of Swiss watchmakers, who took ownership in
turn of the key, the open thermostat allowed dirt to be spat into the engine,
before the team switched him to the duck-tailed model’s three-litre successor
January 1970, but little is known of the car’s activities during the course
immediately hammering the bottom end and causing sudden failure. It was a
in 1974. He also drove an RSR for Ecurie Francorchamps at the 1974 1,000km of Brands Hatch, leading to the first of his Le Man outings with the RSR a year later (a performance ending with sixth place overall and second-in-class). Once again, GVB had acted as stepping stone for a promising young driver to advance their racing career. Faure didn’t only use GVB to get him around a track quickly, though. To support his time in motorsport, he was working as a freelance illustrator on Fleet Street. Regularly, he’d hop into GVB — which remained road legal, despite its motorsport activities and blaring megaphone exhausts — and
of the following two years, save for a catastrophic engine bay fire. The cost of rebuilding the 906-specification two-litre flat-six proved prohibitively expensive for Favre, who chose to box all of the unit’s component parts and store them with what had become little more than a rolling shell in a friend’s garage, but by 1972, he was being asked to re-home his part-dismantled Porsche, which is why it passed into the hands of sports car enthusiast, Roger Connell.
heart-breaking moment for Connell, but he had the good sense to keep hold of the busted boxer when a standard twolitre flat-six was sourced and the car was rebuilt as close to AFN-fresh road car standard as he could achieve. In 1982, somewhat disillusioned with the way his time with GVB had panned out, Connell accepted an offer for the car from Peter Russell, who many will know as a key player in establishing today’s classic rally movement. His son, Rob, the car’s current custodian, picks up the story. “I was born in 1973,” he reveals. “As a child, I remember my father saying he’d always wanted an
HISTORY LESSON Connell bought GVB as a restoration project (before Porsche restoration was
October 2021 15
early 911, and shortly before my ninth
class. Further class wins followed, and
period) and titanium rods. Meticulously
birthday, he bought GVB. He loved the
it came as little surprise when Rob
serviced ever since, it provides GVB
lack of whale tail and impact bumpers of the original 911 design and, as someone
and his brother were also bitten by the bug. “We’d enjoyed family holidays to
with a solid, dyno-verified 178bhp. Time had, of course, taken its toll on this well-
active in the rallying scene, reasoned GVB would be an excellent choice for
Ireland in the 911, but by the late 1980s and into the early 1990s, it was almost
weathered 911 in other ways. A small patch of fresh metal in front of the fuel
tarmac rally stages.” Rob remembers the day the car joined the Russell household.
exclusively being used for participation in historic rallies. My brother and I would
cell (the same enlarged-capacity tank fitted back in the day), for example, was
“My brother and I were hanging off the roll cage,” he laughs. “Dad dropped the windows and booted it through the Dartford Tunnel. The noise was exhilarating!”
attend these events and, somewhat predictably, I became Dad’s co-driver. During this time, the replacement engine let go when a cam follower decided to give up the ghost. A protracted period of flat-six restoration took place thereafter, with classic Porsche rally specialist, Frances Tuthill, given the broken flat-six and the boxes of 906 parts handed to us by Roger Connell.” The engine which was returned to the Russell clan made use of the standard crankcase, but was equipped with the 906 cams, Weber 45 carbs (recommended by Tuthill for increased drivability when compared to the more aggressive 48s fitted in
welded into place, and in response to the original red paintwork starting to peel, the car was treated to a full respray. By now, Rob was rallying as the number one driver, first in a classic Mini, then a Nissan Micra and, later, in various Peugeots with Peter navigating. The 911 remained largely unused during this time, father keen to help son spread his motorsport wings (“until my girlfriend became co-driver!”). Sadly, the 911 would remain dormant for some time to come — in 2000, Peter passed away. “I learned a lot from my father,” Rob tells us. “As is the case with many involved in the rally scene, I take
TRIUMPH OVER ADVERSITY Russell the Elder — a seasoned rally man who’d competed in the LondonSahara-Munich World Cup Rally in a Triumph Dolomite Sprint, often cited as the world’s first mass-produced multivalve car — would use GVB to compete in the 1983 Coronation Rally (hosted in Wales and regarded as the first proper historic rally), winning the two-litre
16 October 2021
Below Rob recalls swinging from the roll cage the day his father bought GVB
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care of most mechanical work and maintenance myself, just like Dad did.
its wheels off, it’s almost impossible to prove. Because of this, I was unable to
2017, when historic rallycross cars were brought out of retirement for a special
As a family, this approach is the only way we could afford to do compete.”
get FIA papers allowing me to race at Goodwood, which is why I fitted standard
Festival of Speed display organised by Retro Rallycross, while the second was
Family would also contribute to the car’s next phase of limited activity — Rob’s first daughter was born in 2002, and for the following three years, save for the occasional sprint, GVB was kept in a state of suspended animation. With the emergence and popularity of classic motoring events, including the Goodwood Revival, however, a desire to show GVB to an audience who would appreciate its historical significance as one of the first 911s to achieve serious competition success led to recommissioning in 2010. The dampers were sent to Koni for a full rebuild and the remaining suspension was overhauled. The alternator was
911 anchors until further evidence showing the clear appointment of Big Cat brakes in period materialises.”
Rob went on to enter GVB into the Historic Sports Car Club’s ‘60s Roadsports races at Brands Hatch and Oulton Park for two years running, with third-in-class at the Brands Hatch Superprix and success competing in the Aldington Trophy (named after AFN’s founder and open to pre-1967 two-litre 911s) rewarding his efforts, but with no clear route to generating an invite to Goodwood for either Revival or Festival of Speed exhibition purposes, sporadic
the opportunity to drive the length of Goodwood’s famous hillclimb as part of Porsche’s seventieth anniversary celebrations at Festival of Speed in 2018. Mission accomplished, with various track days (pleasingly, some at Goodwood) enjoyed since. “I’d love to compete in this car again,” he confirms. “HSCC events are great. The drivers are very respectful of each other, as well as the value of participating cars. GVB has only covered 48k miles from new, so there’s plenty of life left in this little Porsche yet. I don’t have absolute plans, but Dad bought this 911 to be used for high days, holidays and rallying, and I’m determined to carry on in the same spirit. Of course, I’m
use on street and circuit followed. “I drove the 911 to my brother’s wedding in the south of France, a week in the Pyrenees and to various Porsche Club Motorsport track days, but my focus with this car was firmly on securing an invite to Goodwood. I simply wasn’t sure how to go about getting one,” he shrugs. Two key anniversaries provided the solution. The first was a celebration of the fiftieth anniversary of rallycross in
aware of the car’s financial value in the current climate, and I’d certainly hate to prang it, but I’ll continue to use this aircooled classic long into the future.” This is music to our ears, though we’ll wager it’s safe to work on the assumption he’s likely to be a tad more considerate than Quick Vic was when this radiant red 911 burst onto television screens fifty-four years ago. Just steer clear of Cortinas, Rob! l
SWINGING SIXTIES
refurbished and the carburettors were also given a new lease of life. Andy Prill, head of Prill Porsche Classics, provided Rob with invaluable advice along the way, but even this celebrated marque expert was unable to explain the presence of Jaguar calipers. “Nobody seems to know where they came from,” Rob laughs. “I suspect they were fitted before Roger bought the car, but with no old photographs showing this 911 with
www.prillporscheclassics.com 18 October 2021
01787 476338
Above With star turns at Goodwood under its belt, we’re looking forward to seeing what the future holds for this fantastic 911
Specialising in 986/987/996/997 also
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T: 01942 817 911 E: unique.porsche@gmail.com 5500sqft workshop based in the North west
THE BULLETIN News from the world of Porsche
NEW GT2 RS CLUBSPORT TO MARK 25 YEARS OF MANTHEY-RACING With a production run of no more than thirty cars, Porsche Motorsport is celebrating twenty-five years of Manthey-Racing with an extraordinary new GT2 RS Clubsport designed exclusively for track days and circuit racing. Like the recently launched 935, this new motorsport machine is powered by a 3.8-litre twin-turbo flatsix producing a shade over 690bhp. Power is transferred to the rear wheels via a seven-speed PDK transmission, with the car’s distinct design adopting many components and elements from past and present Porsche race cars. “Porsche Motorsport and Manthey-Racing have won many races and championships since the team was founded a quarter-century ago,” explains Matthias Scholz, Porsche’s Director for GT Racing Cars. “Since 2013, the two companies have been closely affiliated, and with the unique special edition 911 GT2 RS Clubsport 25, this successful partnership has moved to the next level.” It’s worth noting Porsche is now a fifty-one percent shareholder in MantheyRacing, which is why we expect to see more MR-branded equipment making its way from the track into the Porsche product line. “The 911 GT2 RS Clubsport 25 benefits from the motor racing experience Manthey-Racing and Porsche Motorsport have gained around the world. It is the perfect circuit racing car for ambitious private drivers, and it’s an impressive example of engineering skill,” Scholz continues, before telling us inspiration for the GT2 RS
Clubsport 25 came from Manthey-Racing’s famous 911 GT3 R, which Nürburgring fans fondly dubbed Grello because of its distinctive green and yellow livery. The nod can be seen in similarly coloured accents around the exterior of the GT2-based beast, which makes use of 935-style composite-constructed body panels. As far as its chassis is concerned, the 911 GT2 RS Clubsport 25 features components of the modern 935, including the generously dimensioned eighteen-inch centre-lock rims. Complete with custom offsets, these work to deliver a significantly wider track when compared to the standard 911 GT2 RS Clubsport. The electronic control systems and steering gear also mirror that of the modern 935,
while the rear of the 911 GT2 RS Clubsport 25 features a huge wing with new side plates and swan-neck support brackets (similar to those of the new 911 GT3), ensuring uninterrupted airflow. A wide rear spoiler forms a unit with the body and, like on the modern 935, serves as a wrap-around separation edge. It’s an element which distinguished the Manthey-Racing squad’s first MR-badged Porsche, based on the 996-generation 911. New ventilation openings in the rear lid below the back window expedite air circulation in the engine bay, while Manthey-Racing optimised the design of the functional diffuser, which provides the framework for the newly designed centreexit exhaust system. A 992 GT3 Cup rain light adds to the race-ready package. One of the key features of the 911 GT2 RS Clubsport 25 is its racing headlights, featuring a four-strip design. While these units originate from the Le Mans-winning RSR, they underwent further development specifically for the limitedrun model. As a space-saving measure, the indicators are integrated. Meanwhile, the interior, including the welded-in safety cage, has been adopted from the 911 GT2 RS Clubsport and complies with FIA standards. The cost? Porsche offers the 911 GT2 RS Clubsport 25 for €525,000 (plus country-specific taxes). Orders can only be made via email to 911GT2RSClubsport25@porsche.de, so don’t go badgering your local Porsche Centre’s sales manager. Deliveries are expected early 2022.
22 October 2021
NEWS & VIEWS
KCMG’S TWO 911 GT3 R FINISH IN TOP TWELVE AT 24 HOURS OF SPA Porsche customer team, KCMG, has concluded the 2021 24 Hours of Spa in positions five and twelve. The 911 GT3 R driven by Maxime Martin and Laurens Vanthoor, as well as last year’s winner, Nick Tandy, crossed the finish line after 554 laps in front of the sister car shared by Josh Burdo, Alexandre Imperatori and Edoardo Liberati. The endurance classic in the Ardennes is one of the largest GT3 races in the world and, this year, fifty-eight participating cars from nine different manufacturers tackled the 7.004-kilometre rollercoaster circuit across four separate classes. In the Pro-Am class, the team founder of EBM Giga Racing, Will Bamber, his New Zealand compatriot, Reid Harker, Carlos Rivas from Luxembourg and Wolfgang Triller finished in twentieth place. The German had jumped in as a substitute driver shortly before the start. The quick quartet came out on top in their class against Herberth Motorsport’s No. 911 Porsche (crewed by Antares Au, Daniel Allemann and the Renauer brothers). The Am category was won by Pieder Decourtins and Marc Basseng, Dennis Busch and Manuel Lauck in the determined 911 GT3 R fielded by Haegeli T2 Racing. In the Silver Cup, Allied Racing’s race car from Weissach achieved a ninth-place finish with drivers, Julien Apotheloz, Bastian Buus, Lars Kern and Arno Santamato, at the wheel. Ten Porsche customer teams tackled the 24-hour marathon at the Circuit de SpaFrancorchamps, with a total of a dozen 911 GT3 R. The initial phase of the race was marked by a serious accident in the Raidillon corner. This signalled an early end for Rutronik Racing’s 911 (shared by works drivers, Kévin Estre, Richard Lietz and Sven Müller) and resulted in a caution phase lasting a good fifty minutes. When green
track — multiple pit lane drive-through penalties for disregarding track markings, not to mention another full course yellow at an unfortunate time, saw the Rutronik Porsche, which had been running in a promising position, drop out of the leading lap at around midnight. Subsequently, the 911 campaigned by GPX Racing (with drivers, Earl Bamber, Matt Campbell and Mathieu Jaminet) had to retire with steering problems. To make matters worse, Dinamic Motorsport withdrew both its 911 GT3 R after penalties and repairs threw the team out of contention for promising positions. Then, the best-placed Porsche was that of Schnabl Engineering (managed by Falken Motorsport boss, Sven Schnabl), but this car’s race also came to an abrupt end, retiring just before dawn
— at around 4am, contact with another car led to an accident, which threw Michael Christensen, Dennis Olsen and works driver, Frédéric Makowiecki, out of the competition. Only the two KCMG-fielded Porsches managed to make it through the Belgian endurance classic relatively unscathed. As a result, they were among the frontrunners. In the final hour, a last heavy downpour allowed the No.47 car (pictured top) to make up two places and move into fifth, but even this crew suffered setbacks: Tandy and Martin had to contest the last third of the race alone — their teammate, Vanthoor, had to watch the action from the sidelines after an unfortunate collision in the paddock. For full race results, hop online and visit total24hours.com/results.
flags came out and the race resumed, a heavy rain shower immediately caused chaos on the October 2021 23
NEWS & VIEWS
RUF BTR TAKES CENTRE STAGE AT HISTORICS ASCOT AUCTION Just before we went to print with this issue of 911
kits to owners of factory Porsches, and though the
used to transform the car into what you see here.
& Porsche World, Historics Auctioneers contacted us with details of a star-studded line--up of classic
company was founded as a general service garage by Alois’ father in 1939, vehicle production began
Finished in Grand Prix White, the car makes use of a RUF five-speed gearbox, staggered Speedline
Porsches due to go under the hammer at the firm’s Ascot Racecourse auction on Saturday 25th
in earnest in 1983 with the first car to bear a RUF chassis number: a 3.4-litre 911 Turbo-based model
seventeen-inch forged five-spokes, a RUF quadtailpipe exhaust, a RUF manual boost controller, a
September. There’s a 1986 Carrera 3.2 Supersport (lower estimate £85k), two 1989 928 S4 (one
pushing out 369bhp through a RUF developed five-speed manual gearbox. It wasn’t just about
full RUF body kit (front bumper with integrated oil cooler, a vented rear bumper, deeper side skirts and
offered without reserve, the other with a lower estimate of £25k), a 1996 993 Cabriolet (£45k) and a 2001 986 Boxster S loaded with Tiptronic transmission (another lot without reserve), but the Porsche bound to generate most interest at the sale is the classic 911 Turbo (930) upgraded to RUF BTR specification using original RUF parts. Those that know Porsche, know RUF. Headed by Alois Ruf Jr, the company takes the blueprints for already formidable driving machines and turns them into psychotic hooligans, usually using blank ‘bodies in white’ Porsche chassis to create its own cars (RUF is recognised as a standalone manufacturer in Germany). Historically, the Pfaffenhausen concern has offered conversion
raw power, though. Twin-spark ignition, bespoke harnesses, seats and steering wheel formed part of the package, cloaked in bespoke RUF BTR (standing for ) bodywork. The early left-hand drive RUF BTR pictured here is powered by the RUF 3.4-litre flat-six (but with single-plug ignition) and is believed to be one of between seventy and eighty BTRs bearing an original Porsche chassis number. First registered in 1979 as a standard 930, the car was significantly upgraded to BTR specification by the then authorised RUF importer to Japan, Ishida Engineering, in 1985. To confirm as much, Alois Ruf Jr’s team has supplied a letter confirming the originality of all RUF parts and modifications
bespoke engine lid), 935-style door mirrors, a RUF embossed steering wheel and matching gear lever, a RUF-badged instrument cluster, RUF lightweight floor carpets, RUF-specified twin-tone Recaro bucket seats, custom harnesses and an Ishida Engineering build plaque attached to the glovebox. A Certificate of Authenticity from Porsche outlines stock specification, with documentation from RUF highlighting all modifications. Registered for road use in the UK, recently serviced and with a full twelve-month MOT, this purposeful RUF is excellent as is, or as a starting point to further develop into a 911 capable of embarrassing much newer sports cars. The lower estimate is £85k. Visit historics.co.uk for further information.
FIRST EVER START FOR A PORSCHE IN DTM HISTORY Touring car racing has long been as popular among Porsche owners as Carrera Cup, not least thanks to the single-make competition serving as a support race to the BTCC for many years. In Germany, DTM was the equivalent championship ruling the race track, but following a variety of challenges to the series (resulting in its discontinuation in 1996 before resurrection in 2000), a revised recipe has seen a constantly evolving DTM move further away from its touring car roots. In fact, DTM is now so far removed from the kind of cars which made it famous, 2021’s season follows GT3-based regulations (otherwise known as GT Plus). All this change has encouraged the first Porsche entry to DTM in the competition’s history — gearing up for the rest of the 2021 season is the SSR Performance 911 24 October 2021
GT3, which makes its debut at the Nürburgring with three-time Porsche Supercup champion and 2020 ADAC GT Masters title winner, Ammermüller
Michael, at the controls just as this issue of 911 & Porsche World goes to print. We’ll keep you posted with reports on season progress.
STORE YOUR CAR IN SPA
PRODUCT CALL
ESSENTIALS A selection of exciting new products to help you get the very best out of Porsche ownership…
PERMA-TUNE BESPOKE IGNITION SYSTEM FOR 911 SC Advanced ignition system developer, Perma-Tune, manufactures electronic ignition kits concealing the latest technology inside classiclook product packaging, ensuring seamless integration into the engine bays of classic European sports cars. Offering all-new systems and core exchange products, the company is currently celebrating its fiftieth anniversary and has marked the occasion with a new Perma-Tune offering for owners of the 911 SC. Supplied complete with distributor cap and rotor, the Gen 6 Perma-Tune for the 911 SC comes in two flavours: the 911SC906 Premium ignition module and the 911SC706 Basic ignition module. The Basic model is just that: it performs only the same functions as the analogue Bosch systems from back in the day. For the average street car, this may be all that’s required and, of course, is more affordable than the Premium model. It remains, however, a high-performance part, promoting increased reliability perfect for motorsport participants attending race venues which don’t allow programmable digital ignition systems. The Basic model has a more period-correct housing than the outgoing Gen 5 Perma-Tune packaging. The Premium ignition module features a smooth, matte finish mirroring patina of the original aluminium die cast part. This model variant provides full control over the rev limit, mechanical advance timing, power output, multi-spark function and has many other features programmable using a computer, tablet or the free TUNE+ smartphone app. Read and store ignition curves, modify them and share them with your friends! The USB Smart Wire is used to configure and program the ignition module on a workbench and will power up the module automatically. The Bluetooth Smart Wire is installed permanently on the ignition module and is used to fine tune the engine for various road and track conditions. The 911SC906 comes pre-programmed for the 911 SC, meaning any alterations changes to suit modified cars are entirely optional. The programmable mechanical advance feature is also handy for restoring a distributor advance curve distorted by worn mechanical parts. Plus, it doesn’t require you to have to disassemble and repair the distributor.
The Gen 6 Premium Perma-Tune makes troubleshooting and datalogging easier by providing onboard diagnostics automatically displayed by two LED function lights. These lights assist in diagnosing the operating behaviour of both the vehicle and the ignition module itself. The green LED is a status indicator which can flash diagnostic fault codes. The red LED is a strobe light flashing each time the coils fire, much the same as a timing light. This LED is especially useful for detecting intermittent engine misfire caused by wiring or distributor problems. Additionally, there are three self-resetting overload protectors assisting in troubleshooting while protecting your Perma-Tune from damage. They’re hidden underneath the ignition module to ensure they don’t spoil the OEM look of the part. This direct bolt-up, plug-in replacement part is the latest development of the company’s successful bespoke ignition module, requiring no modifications to the host 911 SC and making use of the original copper core spark plug wires. Visit the Perma-Tune website for further information, including all details relating to programming options.
Price: £1,450 / $1,975 design911.co.uk or stoddard.com
BERGVILL F/X T-SPOILER ADVANCED SPOILER CONTROL UNIT FOR 964/993 Can’t get it up? The T-Spoiler advanced spoiler control unit is a direct replacement for the original spoiler control unit used on all 964 and 993s. By default, it operates in the same way as the standard module, but with the option of configurable spoiler rise and trigger speeds, as well a convenient on-click feature for easy manual operation. A fault code LED is also included, in order to tell you what the problem is if an error is detected. Manufactured by Norwegian Porsche electronics outfit, Bergvill F/X, and featuring a miniature solid-state MOSFET motor driver, T-Spoiler weighs less than 25% of the original Porsche part. Plug-and-play installation is guaranteed, with full fitting instructions supplied with every purchase direct from the Bergvill F/X online store.
Price: £371 bergvillfx.com or call +47 982 15 245 26 October 2021
PRODUCT CALL BILSTEIN SEVEN-POST VERTICAL DYNAMICS TEST BENCH SERVICE Bilstein continues to systematically expand its service for car manufacturers, racing teams and tuning companies. In Meuspath, right next to the Nürburgring, the damper and suspension specialist is opening a new testing facility with a brand-new vertical dynamics test stand. Obviously, development of Bilstein’s own products will benefit from this equipment, but customers can also draw on state-of-the-art technology and advice from Bilstein for independent suspension analysis and tuning. Essentially, the new seven-post rig (one of the most advanced in the whole of Europe and the only one at the Nürburgring) will simulate any of the world’s race tracks, effectively enabling them all to be driven in one place, guaranteeing unbeatable cost and time savings. The rig can be used to investigate the body behaviour of a wide range of vehicles by way of four hydraulic rams simulating road excitations in the vertical direction. Acceleration sensors and spring travel transducers on each wheel and on the chassis then measure the vehicle and wheel movements generated by movement of the rams. In this way, an optimum spring-damper design can be determined. The three additional hydraulic stamps make it possible to take an even closer look at complex vehicle chassis dynamics and can even simulate the influences of aerodynamics on suspension by emulating not only the effect of downforce, but also pitch and roll movements of the body. For all enquiries, contact Bilstein directly.
Price: POA bilstein.com or call 0116 289 8345
WEBCON 0-5BAR ADJUSTABLE FUEL PRESSURE REGULATOR A collaboration between performance fuel delivery specialist, Redline Performance, and fuel system accessories manufacturer, Webcon, this top-quality adjustable fuel regulator includes 8mm unions, fuel hoses, clips and a ‘push and lock’ knob to ensure the desired pressure is accurately maintained. Compatible with Webcon’s WFR150 fuel pressure gauge and FGA100 in-line adaptor for maximum accuracy, this easy-to-install add-on will deliver just the right amount of your chosen fuel to the host Porsche’s powerplant. Additionally, Webcon has announced the launch of a range of anodised aluminium-finish EFI fuel pressure regulators to complement the blue and red variants already available. Technically, the alu-look product is the same as its brighter-coloured stablemates, but offers a more OEM finish — perfect for those wishing to introduce increased performance and reliability to their Porsche, but without drawing attention to the fact. Various pressure rates are offered, from 2.5bar through to 4.5bar, as well as the adjustable 0-5bar version.
Price: From £53.94 webcon.co.uk or call 01932 787100
28 October 2021
FORST BRAKING COMPONENTS Fast becoming a brand celebrated by Volkswagen and classic Porsche owners, Forst has announced an expansion to its range of hydraulic and friction braking components by adding brake hoses, pads and shoes to the wheel cylinders, calipers and fitting kits already catalogued through VW and Porsche spares retailer, Heritage Parts Centre, to almost 2,000 product lines. With parts as diverse as carpets, carburettors, wiring looms and window glass already manufactured by Forst and distributed globally, the company is building a name for itself as a one-stop shop for owners of air-cooled cars (chiefly the 912, 911 and 914) looking for affordable replacement parts which they can rely on. It’s this focus on customer confidence and value for money which has seen Forst branch out into the manufacturing of products for Porsche’s early water-cooled 911s, including the 996 and 997, as well as their same-age Boxster counterparts and all models in the Stuttgart concern’s transaxle family of cars (924, 928, 944, 968). Hop online and visit the Heritage Parts Centre website and view the Forst collection today.
Price: Brake hoses from £8.95 heritagepartscentre.com or call 01273 444000
Adjustable Cup Holder Rennline's Adjustable Cup Holder keeps your interior safe from spills while ensuring you stay hydrated. With spring loaded ball detents in the ratcheting arm, your drink of choice stays securely in the position you want. When you are done, the mount swings under the seat out of sight. Built entirely from aluminum, these cup holders are model-specific to ensure a perfect fit. rennline.com
PRODUCT CALL PORSCHE 928 BOOK BY DAVID HEMMINGS Launched in 1977, the front-engined 928 was
illustrated with full-colour
an engineering masterpiece, scoring Porsche the coveted European Car of the Year award in
photography, including shots from the 911 & Porsche World
1978. In fact, the Stuttgart brand’s legendary
archive and pictures sourced
‘land shark’ was so advanced, it continued in production for almost two decades with
direct from Porsche, this highly anticipated guide to one of the
relatively minor alterations throughout its time on Porsche’s assembly lines. Many
most distinctive sports cars ever manufactured is available to
years in the making, this 96-page paperback authored by model expert, David Hemmings,
order direct from the website of publisher, Amberley, or can be
brings together all the technical details for each iteration of the V8-propelled grand
bought for Kindle, Kobo or iBook through each device’s store app.
tourer, as well as vital information relating to servicing and parts benefiting those thinking about buying a 928 to call their own. Lavishly
Price: £15.99 amblerley-books.com or call 01453 847823
FABSPEED MAXFLO PERFORMANCE PACKAGE FOR 718 BOXSTER/CAYMAN Fabspeed’s Maxflo Performance Package gets the best out of your 718 Boxster/Cayman. The 2.5-inch exhaust replaces the standard rear pipework with a freer-flowing lightweight cat-back system. It’s all mandrel bent for the smoothest curves and uses 2.7mm-thick wall tubing for the perfect balance between strength and weight saving. Speaking of which, it reduces bulk by a massive 8.16 kilos over the factory system. Fabspeed uses T304L stainless steel for all the exhaust tubing, giving the system ultimate corrosion resistance and durability. The sport cat is built with a German-made 200-cell HJS HD catalyst, which is a top-of-the-line aftermarket solution and further improves exhaust flow, helping the turbo spool faster. The included BMC dry air filter increases the filtration surface area when compared to the standard Porsche part and helps the host 718’s engine to breathe easier. A custom ECU tune ensures the newly introduced items are paired with optimised software. Suitable for all base models, S and GTS-badged 718s, each kit comes with the option of carbon-fibre tailpipe tips or stainless steel tips in a brushed or polished finish. An included Torca clamp allows for reinstallation of the factory catalyst at any time, and an integrated O2 sensor bung is installed in the factory location. Fabspeed was the first company to design and develop an aftermarket 718 exhaust, and its products for these cars are going from strength to strength. Visit the website to place your order.
Price: $5,795.95 (carbon tips attract extra $200) fabspeed.com or call +1 215 709 9183
MEGUIAR’S ULTIMATE SNOW FOAM Meguiar’s has introduced a larger size bottle for Ultimate Snow Foam, the premium formula engineered for use with a pressure washer foam cannon and designed to deliver a swirl-free wash without compromising wax protection. Now available in 1.89litre bottles from online stores and Halfords, the product can be used either as a prewash or as an agent added to a wash mitt and applied to your mucky Porsche. With either method, Ultimate Snow Foam will produce amazing foaming action helping to loosen dirt and debris whilst lubricating and buffering paint. And, for a limited time only, Amazon is offering a complete Ultimate Snow Foam kit, including cannon lance and attachments for Bosch, Karcher and Nilfisk pressure washers, for less than £55.
Price: £28 for 1.89-litre bottle, £52.39 for cannon kit meguiars.co.uk or search Amazon 30 October 2021
32 October 2021
COMMENT
TIM HARVEY The correct seating position and the distance between you, the steering wheel and the pedals is vital when it comes to car control and, consequently, the safety of you and others around you when on the road or at the track. Sadly, the world is full of idiots who think they know better...
P
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
et hates in motoring. We all have them and, dear reader, I’m
see both forwards and peripherally. The seat back should be adjusted in conjunction with the
the group were dressed in basketball clothes. I will never forget his first words when stepping
about to tell you mine. It would be easy to cite middle lane
steering wheel position to give you full control of the wheel with your arms and shoulders. This
foot on Oulton’s hallowed asphalt: he announced the place was “dull and needed some music”.
drivers, caravans, cyclists and lorries playing ‘race’ for miles
means having a slight kink in your elbow with your hand on top of the wheel, but no closer.
A while later, having tried the patience of circuit instructors in their BMWs but, theoretically at
on end as they try to overtake each other on
You shouldn’t be stretching and the combination
least, taken note of their advice for the correct
two-lane roads, but whilst I could give support to all of the above, my biggest gripe is — wait for
of wheel and seat back should still afford a comfortable position with good field of vision,
lines around the track, it was time for him to drive me a lap in one of the Ferraris.
it — drivers who sit too close to the wheel. I see this all the time. When I do, I’m desperate to talk
not placing you either too upright or too reclined. I once had the greatest difficulty in explaining
On getting in the driver’s seat, the first thing he did was recline it so far, he was virtually
to the driver and give them a lesson in proper seating position. Instead, a few well-intended
this to a World Champion featherweight boxer. In his heyday, this particular fighter had an
lying down. I remember he could barely reach the bottom of the steering wheel on full
hand gestures as I pass by is about as much as I can achieve. This signalling usually results in, at best, a dumbfounded look from the driver, but more often than not, a torrent of abuse as they misinterpret what I’m doing and trying to say. What, then, is the correct seating position and how do you achieve it? First, you need to set the seat base for distance from the pedals and height, ignoring (for now) the seat back and its angle or the steering wheel position (if adjustable). Set the seat base so you can comfortably press the pedals all the way down — not so close that you can press them with your leg half-bent, but not so far away you’re stretching when the pedals are fully depressed. The ideal position is just short of stretching, with a slight bend in the leg. Adjust height to make sure you have a good field of vision, but not so your head is too close to the roof. Importantly, don’t put the seat so low you can’t
unpleasant series of high-profile road accidents, usually in top-line Ferraris, and his sponsors were understandably getting nervous for both his welfare and their significant investment in him and his future. One of these sponsors was The Sun newspaper (I use that word advisedly), which was also sponsor of the works Peugeot BTCC team I was driving for in 1998. It was decided it would be a great idea to for me to give the guy professional coaching to help him be a better driver, a pairing which would earn all parties a fair chunk of publicity into the bargain. Thus, at great expense, Oulton Park was booked, the Peugeot BTCC team was pitched on site, a couple of Ferrari 355s were hired for the day and the Oulton circuit instructors were onhand with their BMW road cars. Having meant to be on-site for 9:00am, the boxer eventually rocked up at 11:30 in a fleet of blacked-out Range Rovers with an entourage in tow. Most of
stretch, despite him being only five-foot-four! He told me this was “cool” and his mates approved, but I sensed why he was losing control of (and regularly smashing up) his Ferraris. My displeasure was obvious, but I then compounded his ire — he clearly felt there was nothing he could be taught and there was nothing to be gained from the day. When I suggested he had no strength in his arms whilst driving in his preferred position, he took great offence, telling me he knocked people out for a living and hinting I might be next. Irked, I proceeded to ask him if he knocked people out by punching them beyond his reach or with his arm slightly bent? It was a ‘light bulb’ moment. The analogy worked and I was able to get him to sit up correctly, but he made it clear he felt this was “very uncool”. The less said about his driving the better. He’d clearly not listened to a word the instructors had told him and proceeded to drive in the centre of the track at 40mph the whole way whilst telling me how easy it was. When it was my turn to drive, I was less interested in giving him advice than I was scaring the crap out of him. I proceeded to fling the Fezzer around with as much oversteer as possible whilst he hung onto the grab handles for fear of grim death. On the first slide, he told me I was “out of control”, so I did it again, and again and again to prove this wasn’t the case and to highlight how not all drivers were as inept as him. Fearing for his sanity, he screamed at me to slow down. He was, as he loudly announced, “intending to make ten million pounds this year”. “Oh,” I said calmly, the Ferrari still screaming at full chat. “Nearly as much as me, then?” l October 2021 33
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34 October 2021
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www.hpporsche.co.uk 181 FOREST ROAD, HAINAULT, ESSEX IG6 3HZ
COMMENT
PAUL WOOLLARD Many of us love the idea of owning a 911, but there’s a huge amount of enjoyment to be had from Porsche’s entry level models, whether air-cooled (such as the four-cylinder 912 or 914), modern-classic (including the 924 and 986 Boxster) or new (chiefly, the 718 Boxster 2.0)...
C
Paul Woollard has been restoring VWs and Porsches since 1991. A self-confessed 924 Turbo fanatic, he’s owned a wide range of Stuttgart-crested cars. His business, Porsche Spares UK, specialises in the servicing, repair, restoration, sales and supply of parts for 924s, 944s and 986s. Visit wooliesworkshop.com
oming from a background spent training as a technical
see my name appear on its logbook. In addition to the ‘68 Porsche, I’ve owned other old-school
of repair. In view of the damage, the car cost me just £500. I quickly set about restoring the
engineer, I can completely appreciate the superior build
911s and even a gorgeous 1959 356 coupe. Various 912s (probably my favourite Porsche
turbocharged transaxle, a feat managed in just twelve weeks. The work was documented on the
quality premium German marques are renowned
production car) and 914s have also come and gone over the years.
excellent 924 Owners Club online forum, posts which resulted in an invitation to take the car to
Everyone knows and admires the 911, but
a club event approaching fast. The drive to the
for. At the top of the pile is Porsche. It didn’t take long for me to migrate to the Stuttgart brand’s air-cooled cars after a series of vintage
few people know about the 912 and 914 outside of Porsche circles. Attitudes have changed
gathering was the first time I’d been out on the public road in my new Porsche, but I was quickly
Volkswagens found their way into my garage. Perhaps unsurprisingly, I aimed for ownership of
in recent years, but these cars were once regarded as either a considered left-field choice
bowled over by just how capable the 924 Turbo is. My car handled beyond expectation and
a classic 911, a model I bought as a present to myself on the occasion of my thirtieth birthday.
or, regrettably, a ‘poor man’s Porsche’. The same was true of the 924, a car which took the
offered plenty more power than the Mk1 Golf GTI I’d left at home. The icing on the cake came
I acquired the car from its second owner at a time my job was importing camper vans and old Porsches to the UK from the USA. Wearing its original paint, complete with factory handbooks and accompanied by an amazing history file, the 1968 two-litre gem cost me just $5,000. Ah, those were the days! I’ll never forget blasting through the Hollywood Hills during the test drive. It was an exhilarating experience. I fell totally in love with the car, but it’s not the only air-cooled classic to
place of the 914 (and the limited-run 912 E, as featured in last month’s issue of 911 & Porsche World) as Porsche’s entry-level model in 1976. I’ll be honest, my first experience of the 924 wasn’t great. I bought a dog of a standard twolitre car, but, in contrast, much like my sprint through the mountains of Los Angeles, my first ride in a 924 Turbo left an infinitely more positive impression. I’d bought an example subjected to life as a racing machine before it received a nasty bump and was retired in need
later that day, when, to my amazement, my tidy Turbo was presented with an special award by the club’s administrators. I’d bought another Turbo as a donor for parts, using what I needed to bring my car back to its best before advertising the surplus items on eBay. To my surprise, all of the components I listed sold quickly. Encouraged by what had happened, I stripped another 924 Turbo. And another. Before long, I’d forged a reputation as the ‘go to’ guy for new and used 924 spares. In 2008, demand for these parts saw me establish my business, Woolie’s Workshop, recently rebranded as Porsche Spares UK. Based near Coventry, my team and I are primarily concerned with dismantling 924s and 944s, serving the wider enthusiast community with difficult-to-source components, as well as new, genuine Porsche parts. We’ve also become recognised for our work breaking early Boxsters, not least because many of our 924 and 944-owning customers also drive a 986. The price of these fantastic cars is now lower than ever, making them an affordable route into Porsche ownership, just like the 924 used to be. Of course, I understand how attractive Porsches from the manufacturer’s transaxle family of products are from a DIY perspective — the two-litre 924 features simple mechanicals and can easily be tinkered with on a driveway. With this in mind, I’m currently organising a series of hands-on training classes to equip 924 and 944 owners with the knowledge to carry out routine maintenance, as well as to explore how a classic Porsche works. Visit my company website to register your interest. I look forward to hearing from you. l October 2021 35
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36 October 2021
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DROP-TOPS
CHERRY-TINTED GLASSES Have we fallen for the new 911 Targa 4S Heritage Design Edition because it deliberately harks back to a halcyon age, or is this a genuinely brilliant Porsche semi-open-top? We get behind the wheel to find out…
Words Matt Robinson Photography Dan Sherwood
W
e all love fondly looking back on days gone by, reminiscing about things we can no longer have. It’s why all those talking heads shows
Hits of 1994 or Why I Love Only Fools and Horses, where faces from yesteryear and radio deejays (often too young to have been around when what they’re talking about was current) wax lyrical about the pop culture of yore. Nostalgia also explains the strangely enduring
tearfully sentimental feelings driven by the inexorable passage of time. Hold up a minute! Are we right to wallow in self-indulgent retrospection? Shouldn’t we be looking to the future and focusing on what we can change and influence, rather than fixating on what’s been and
endure on the tellybox. You know the sort — programmes named The Top 30
appeal of ‘74-’75, a song by one-hit wonder, The Connells, encapsulating
gone? If so, with all this in mind, isn’t the semi-open-top 911 on the pages before
38 October 2021
992 TARGA 4S HDE
you something of a bizarre addition to the 992 line-up? Underneath the eye-catching livery is a regular 992 Targa 4S. In other words, it’s powered by a twin-turbocharged, threelitre flat-six pumping out 444bhp and 391lb-ft, driving all four wheels through
transmission. No, sadly, this isn’t one of those hyper-rare 992s fitted with a sevenspeed manual gearbox, although a stick shift is available on the Targa 4S if you want it. Mechanically, nothing of note that has changed for our stickered-up special, which means the 911 Targa
unabashedly riffing off the past. In fact, Oliver Blume, Chairman of the Executive Board of Porsche AG, admitted as much when the model was first announced. “With Heritage Design models, we are evoking memories of the 1950s, 1960s, 1970s and 1980s in customers and fans
Porsche Traction Management (PTM) and an eight-speed PDK dual-clutch
4S Heritage Design Edition (to give the car its full and proper honorific) is
alike,” he said. “No brand can translate these elements into the modern day as October 2021 39
well as Porsche and, in this way, we are fulfilling the wishes of our customers. With these exclusive special editions, we are also establishing a new product line representing the lifestyle dimension in our product strategy.” That’s right, the Targa HDE precipitates a whole range of these throwback
work out why this number of units was arrived at. Our right-hand-drive test car was number 121 in the run, confirmed by a gold emblem on the passenger-side dashboard. Nice.
Each 911 Targa 4S HDE is available in
back from the headlights are influenced directly from Porsche’s motorsport history, which is particularly apt on a body style known as Targa, named as it was after the Sicilian Targa Florio road race, in which the German marque was such a successful combatant. You can read all about it later in this issue of 911
models from Porsche, each a limitedbuild special aimed squarely at the avid collector. What, then, is the exact make-up of this particular Targa 4S? Well, just 992 examples will be built in total and, because reading this review suggests you’re already something of a 911 aficionado, we’ll assume you can
one of five exterior colours, with the Cherry Metallic of our evaluation vehicle exclusive to the limited edition. Like the dash plaque, the exterior badgework and logos are rendered in gold. It’s a subtle touch, unlike the bright white graphics adorning the front wings and the doors. The spear-shaped elements trailing
& Porsche World. And if you think the door decals are bold as they are, then know you can choose to have big black numerals displayed in the white circle on the car’s flanks, if you so wish. The eagle-eyed among you might have noticed a little round emblem perching on the Targa’s plastic engine
40 October 2021
FRUIT SALAD
Above and below Watching a modern Targa retract its roof, motors whirring, electrics wowing, is an amazing piece of automotive theatre
992 TARGA 4S HDE
cover grille at the back of the car. It reads Porsche Heritage, but is a direct nod to a badge the company used to hand out many moons ago if a 356 reached 100,000km (62,137 miles) of service. Porsche says all four Heritage Design
the centres of the alloys and the car’s ignition key, while it is also embossed into the head restraints of the seats and the natty leather pouch which protects
inches at the front and twenty-one on the rear axle), while the classic-look brake calipers are finished in black. Inside, however, the ambience takes on an extraordinary level of attention to detail and desirability.
NOT EVERYONE IS GOING TO LIKE THE SHOWINESS OF THE EXTERIOR COLOUR SCHEME AND THE RETRO MOTORSPORT DETAILING
models will have this feature. Even more historical goodness is represented by the 1963 version of the Porsche crest sitting proudly on the Targa’s bonnet. The same old-school logo is repeated on the steering wheel,
said key. The final visual flourishes on the exterior are a set of Carrera Exclusive Design wheels (measuring twenty
Aside from the aforementioned passenger-side plaque denoting the Targa’s limited-build status, there’s a two-tone cabin split with Olea leather. You can have Bordeaux Red over Atacama Beige
October 2021 41
(as per our review car) or, alternatively, black in place of the red hide. Either way,
motorsport detailing, but we think it suits the Targa’s already anachronistic
red-over-beige interior is just glorious. There’s no other word for it.
the liberal use of corduroy on the seats and door cards is a direct link back to fabrics used inside the 356. The same is true of the Targa 4S HDE’s green-lit rev counter, its digits and the green detailing on the face of the dash-top Sport Chrono stopwatch. The lining of the small fabric hood is rendered in perforated microfibre.
shape brilliantly. Let’s not forget, the whole hoop-and-glass rear structure of the 992 Targa (a carryover from its 991-generation predecessor, which revived such architecture in 2014 after three generations of Targa that were little more than 911s with full-length glass sunroofs) is harking back to the original 1965 911 Targa designed with rumoured US highway safety legislation in mind. In other words, even though the 911 Targa continues into the 2020s, it’s a somewhat sentimental soft-top in the first place. Slathering it in retro graphics somehow seems appropriate, and the
Of course, the obvious rebuttal here is that a ‘regular’ Targa 4 or 4S would be more than classy enough for most people. Indeed, when you realise a standard Targa 4S is £112,830 and the HDE kicks off at £136,643, then you start to wonder whether a smattering of gold badges, some corduroy and a few stickers are enough to justify a £23,813 uplift on the asking price, limited-volume production or no. It’ll become an even harder car to defend when we tell you we’re still of the opinion the Targa is clearly, in the kindest possible way, the runt of the 911’s dynamic litter. This is,
COLOUR AND SHAPE Don’t get us wrong, the HDE is wonderful to look at and sit in. Not everyone is going to like the showiness of the exterior colour scheme and the retro
TECH SPEC Model
911 Targa 4S Heritage Design Edition
Price
992 Targa range from £100,250, Targa 4S from £112,830, Heritage Design Edition from £136,643, car as tested £142,776
Engine
3.0-litre twin-turbocharged flat-six petrol
Transmission
Eight-speed PDK dual-clutch auto with Porsche
Traction Management (PTM), all-wheel drive, Porsche
Torque Vectoring Plus (PTV Plus), electronically
controlled limited-slip rear differential
Economy
26.2mpg
CO2 emissions Top speed
245g/km
0-62mph
189mph 3.6 seconds
Power
444bhp at 6,500rpm
Torque
391lb-ft at 2,300-5,000rpm
Weight
1,675kg (DIN)
42 October 2021
Above Cherry Metallic is undoubtedly the colour to have, but would you option the white stickers?
Below The way a Targa roof works may have changed, but classic model script, silver roll hoop and ‘gills’ hark back to a classic era of innovative design
perhaps, not a terminal issue. After all,
and with all the structural bracing and
sensation of lightness at the nose in the
every eighth-generation 911 is a truly stunning car to drive, but if you want
beefed-up motors the Targa requires to go through its roof gymnastics, the end
Targa 4S, which just (and it’s ever so slightly, mind) blunts your confidence in
open-air motoring from your rear-engined Porsche, then the current Cabriolet is clearly the bettersorted car. We’ve said it before when driving this type of 992, but the very thing that is the Targa’s USP — that splendid roof, which puts on proper street theatre when it opens and closes fully electrically in just nineteen seconds — is also its undoing. The weight of the glassand-metal bit moving high up top and to the back of the body is mass mounted in entirely the wrong place for the benefit
result is a Porsche with a kerb weight of 1,675kg. For a 911, that’s properly hefty.
Put it this way, the last 992 we drove was a 1,480kg Carrera S manual tin-top. The difference in bulk is 195kg, in excess of thirteen percent more weight, which is massive for a sports car at this level. You feel it in the way the car handles.
how crisply the front end of the Porsche is going to turn in. This is particularly evident over crests, where the steering goes disconcertingly vague and the 911 gives the impression it’s ready to push wide, even in high-grip, hot and dry weather conditions. Naturally, what we’re comparing the Targa to here is other 992s — in the wider scheme of the automotive world, the way the Targa 4S handles and goes about its business remains way in advance of
of the car’s overall centre of gravity,
There’s more of a pervading, ever-present
most of its even remotely comparable
Above Door handles retract, sitting flush with the body when on the move, thereby improving Cd
IT MAY NOT BE THE MOST INVIGORATING PORSCHE IN CORNERS, BUT THERE’S AN IMMENSE AMOUNT OF FEELGOOD FACTOR WHEN DRIVING THIS CAR
44 October 2021
Below The rotary dial on the steering wheel provides quick access to different driving modes, which can be configured using the main dash display
992 TARGA 4S HDE
Above The classic Porsche crest is used in place of modern logo, emphasising the HDE paying tribute to Porsche’s past
rivals, but we have to mention it, because
decent and, furthermore, there’s an
for a week in our custody. Moreover, it
the Cabriolet is the Targa’s kinematic superior and the Coupe is yet sharper
immense amount of feelgood factor when driving this car, which is enhanced
returned a best of 35mpg while it was at it. Come on, 35mpg?! From a near
and more rewarding again. If you’re buying a new 911 with an intense, laser-
by the special livery, interior and status of the HDE. Yep, nebulous of us to
1.7-tonne, 444bhp car capable of 0-62mph in 3.6 seconds and a top speed
like focus on the driving experience, if it’s
suggest it, but we’re majoring on how the
of nearly 190mph? That’s insanely good,
the be-all and end-all above everything else, and if you get to sample all three body styles offered for the 992, it’s the Targa you’ll be least convinced by.
Targa makes you feel most of the time you’re behind the wheel, whether you’re thrashing the bejesus out of the car or casually cruising in the summer sun. And it does make you feel delighted. On its Porsche Active Suspension Management (PASM) adaptive dampers and despite the whoppingly big wheels at all corners, the way the Targa 4S HDE munches up long-distance mileage is quite exceptional for a car of this type. It’s the most GT-like 911 of all, a fact it cemented by cruising effortlessly along A and B roads all over the country
no doubt about it. Most of this work was conducted hood down in glorious weather, and while the rear screen functions almost like a massive airbrake in such circumstances, the buffeting in the cabin is far less than most people would have you believe. The little pop-up header rail above the windscreen in the elevated position and both windows down, driving when you’re exposed to the elements, is not only a wonderful experience, but also a comfortable one, too. And yet, you’ve still got marvellous steering feel,
PICK OF THE BUNCH
Below Twin-tone interior is bound to repel some of you, but the use of corduroy throughout adds plenty of comfort
Having said all this, and demonstrating that wonderfully perverse trait we journalists are known to exhibit from time to time, if you’re talking about any new 911 this side of a GT3, then we think the 992 Targa 4S HDE is the one to have. It may not be the most invigorating Porsche in corners, but it’s still pretty
October 2021 45
masses of grip and huge traction from the underpinnings. You’ve still got that lusty three-litre flat-six singing away at your whim, complemented by the sort of body control that would shame most tin-topped competitors, never mind openroofed alternatives. As we said earlier, it’s only in reference to other 992s that the Targa feels slightly fuzzy around the edges. If this is the only 911 you’ve ever experienced, you’ll think it’s magical.
BUMPER HARVEST Such excellence isn’t cheap, of course, because not only does the Targa 4S HDE command a big premium in the first place, but you can, as with any other 911, throw a load of costly optional extras at
46 October 2021
the car to bump its price even further. Our test car, number 121 of 992, was a case in point: electric folding exterior mirrors (£240), a Sports exhaust system (£1,634), auto-dimming interior and exterior mirrors with an integrated rain sensor (£387), ParkAssist including Surround View (£732), eighteen-way Adaptive Sports Seats with memory package (£1,746), a heated steering wheel (£189), a cabin ioniser (£203) and a Bose Surround Sound System (£1,002) pushed the overall expenditure to a not insignificant £142,776. When a much faster and more involving 911 Turbo Cabriolet starts from £148,960, the asking price seems an awful lot, especially considering the 992
Targa is unlikely to ever have the halo of a Turbo — we’re told the fastest variant it will get is a yet-to-be-confirmed but rumoured-to-be-pending GTS. Anyway, we’re extemporising. The long and short of all this is that the 911 Targa 4S Heritage Design Edition is needlessly expensive, no quicker nor better to drive than a ‘basic’ Targa 4S, is going to be hard to get hold of if you’ve not already ordered one and won’t give you a knockout driving experience in the wider canon of 992s. And do you know what? We don’t care. We want this thing more than almost any other 911 we’ve driven in recent years. Rose-tinted glasses be damned — the past really was bloody terrific, wasn’t it?! l
Below LED Matrix headlights are a revelation, turning night into day
911 GT3RS (997)
911 GT3RS (996)
911 Turbo (993)
911 2.2 E
Orange • Black Nomex Bucket Seats Porsche Ceramic Composite Brakes 19” Black GT3 Wheels • Sport Chrono Rear Roll Cage • Porsche Certificate of Authenticity • 21,947 miles • 2007 (56)
Carrara White • Black Nomex Bucket Seats • Full Roll Cage • Schroth Harnesses • One of 113 UK-Supplied Cars • Previously Sold & Serviced by Paragon • 33,110 miles • 2004 (04)
Arctic Silver • Black Leather Sports Seats • 18” Turbo Wheels • Cargraphic Sports Exhaust • Electric Sunroof • Air Conditioning • Factory Vented Wheel Arches • 49,402 miles • 1997 (P)
Silver Metallic • Black Leatherette Seats 14” Fuchs Wheels • Left-Hand Drive Tool Kit & Jack • Matching Numbers Previously Sold & Serviced by Paragon Professionally Restored • 1971 (J)
£149,995
£149,995
£149,995
£134,995
911 Carrera 4 S Targa (991)
911 Carrera 2 S (991 GEN II)
911 Turbo S (997)
911 Carrera 2 S (991)
GT Silver • Bordeaux Red Leather Sports Seats • PDK Gearbox with Paddles 20” RS Spyder Design Wheels • Sport Chrono • Switchable Sports Exhaust 26,057 miles • 2017 (17)
Basalt Black • Crayon Leather Sports Seats • PDK Gearbox with Paddles 20” Black Carrera S Wheels • Glass Electric Sunroof • Rear Axle Steering 9,218 miles • 2018 (18)
Carrara White • Black Leather Adaptive Sports Seats • PDK Gearbox with Paddles • 19” Centre Lock Wheels Porsche Ceramic Composite Brakes Sport Chrono • 37,682 miles • 2011 (11)
Carrara White • Black Leather Sports Seats • PDK Gearbox with Paddles 20” Black Carrera S Wheels • Factory Aerokit • Sport Chrono • Glass Electric Sunroof • 1,404 miles • 2015 (65)
£94,995
£84,995
£79,995
£79,995
911 Carrera 4 (993)
911 Carrera 4 (997 GEN II)
911 40th Anniversary (996)
911 Carrera 2 S (997)
Arctic Silver • Classic Grey Leather Sports Seats • Air Conditioning • 17” Cup Wheels • Blue Power Hood with Tonneau • Previously Sold & Serviced by Paragon • 1997 (P)
Aqua Blue • Dark Blue Leather Seats PDK Gearbox • 19” Sport Design Wheels Touchscreen Satellite Navigation • Heated Seats & Steering Wheel • Rear Parking Sensors • 51,574 miles • 2010 (10)
GT Silver • Natural Grey Leather Seats Manual Gearbox • 18” Carrera Wheels Satellite Navigation • Factory X51 Power Kit • No. 1259 of 1,963 Cars Built 45,913 miles • 2004 (04)
Atlas Grey • Black Leather Adaptive Sports Seats • Tiptronic Gearbox 19” Carrera Classic Wheels • Sports Exhaust • Previously Sold & Serviced by Paragon • 72,276 miles • 2005 (05)
£59,995
£44,995
£41,995
£31,995
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/unlimited mileage comprehensive parts and labour warranty. See more of our current stock at paragongb.com PARAG ON GB LTD
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DROP-TOPS
ACE OF BASE
When looking for automotive nirvana, it’s all too easy to dismiss entry level models in favour of more generously trimmed cars, but while it would be a stretch to say less always means more, there is an argument for a four-wheeler free of frills offering a purer driving experience. Is this true of base Boxsters? We paired a 718 2.0 with a 987 2.7 to find out… Words Dan Furr Photography Chris Wallbank
48 October 2021
BASE BOXSTERS
October 2021 49
“N
ice Ferrari, mate.” Oh, how we smirked. It was early February this year. I’d borrowed a brand-spanking-new 718 Boxster GTS 4.0 from the good folk at Porsche Cars Great Britain for the photo shoot gracing the cover of the April edition of 911 & Porsche World (order yourself a back issue at bit.ly/issues911pw). Loaded with extras, including the sublime Alcantara Package — I’m not convinced a modern GTS feels much like a modern GTS without lashings of the suede-like synthetic
together by colour-coded doublestitching, natch — and deep, glossy Carmine Red paintwork, the near 400bhp drop-top looked a pretty picture, bursting through a winter backdrop of grey skies punctuated by tall, leaf-free trees doing their best to tickle the clouds above. Even in the cold of winter, top-down motoring in a Porsche is great fun, and the GTS cut a fine figure in what would have otherwise been a decidedly dull I positioned the car in readiness for its close-up. Lights, camera, action! Just as the session was getting underway in deepest, darkest Cambridgeshire, a passer-by — dressed in what appeared to be a vintage shell suit — expressed
thought was a Prancing Horse. “Mega!” he beamed, shuffling off, fanny pack completing the classic leisurewear look. Maranello?! There’s a Stuttgart crest on the frunk! Pah! And then it hit me. Looking at the GTS through the eyes of someone who isn’t familiar with the current Porsche product line-up (and whose only point of reference is likely to be the 911), when viewed from the front, the 718 doesn’t look much like a Porsche. Moreover, licked in red, it looks a lot like a Ferrari. Of course, from any angle, those in the know will recognise the 718 in either Boxster or Cayman guise for what it is. For everyone else, the Porsche script
material covering every surface, held
his admiration for what he mistakenly
spanning a large portion of the rear is
50 October 2021
Above and below 718 Boxster 2.0 pricing kicks off at £47,090, with Gentian Blue paint attracting an extra two grand
something of a giveaway, but my new friend and his nylon-based, socially awkward fashion statement, Hi-Tec HiTops and bubble-perm hairdo (okay, I’ve made that last bit up), was looking at the car’s nose, where continued evolution of Carrera GT-style poly-ellipsoidal headlights — following dismissal of the 986-generation Boxster’s ‘fried eggs’ — has resulted in a look not particularly Porsche-like to anyone who doesn’t know their Stuttgart-crested speed machines. Know 1980s leisurewear my new pal did, know modern Porsches he clearly did not. Would he have made the same mistake if eyeballing a 986? Probably not. After all, where Porsche
on separate factory lines with few shared components, the new-for-1996 Boxster was put together alongside the 996-generation 911, both models sharing the majority of parts from nose to rear quarters. In other words, if all you’ve got to refer to is memories of the 911, then an early Boxster looks very Porsche-like, simply because, from the front at least, the 986 is more or less identical to the same-age Neunelfer, sharing the same headlight design. Following the success of these water-cooled, six-cylinder brand-savers, however, unveiling of the 987 roadster at the Paris Motor Show in 2004 heralded the start of the Boxster’s mission to forge its own identity in the
911, standing as a model in its own right. By the time of the 718’s introduction five years ago, mission well and truly accomplished, but with a front end significantly removed from that of the manufacturer’s flagship, it is, perhaps, understandable how casual car fans might mistake the latest line of Boxsters as a non-Porsche offering.
products had previously been assembled
Porsche product portfolio, away from the
variants available in their respective
52 October 2021
Above When boost comes on song and torque is thumping in the midrange, the 718 surprises with its rapid pace
WHEEL OF FORTUNE I’ve driven plenty of Boxsters over the years, old and new, but I’ll be honest: most of them have been ‘fancy’. Special edition this, limited-volume production that. At the very least, they’ve been the biggest displacement or highest output
Below Interior isn’t as modern as you might think, and there’s too much leather-look plastic, but the 718 cabin is comfortable
BASE BOXSTERS
Above Not the exactly the quintessential Porsche look, but there’s no denying the Boxster has forged an identity of its own away from the 911
Boxster ranges. Seldom have I found myself behind the wheel of a base
5.1 seconds, but considering my 718 Boxster T test car made use of Racing
pages, told me he’d bought a Midnight Blue 987 Boxster base model. Though
model. Even the last two-litre 718 I was in charge of was the Boxster T, an
Yellow paintwork, model-identifying side stripes and a tuned chassis designed to
similar in its configuration to the earlier 986, the second-generation Boxster
entry-level drop-top treated to a host of desirable extras, including Porsche
promote confidence in bends, I wondered whether the standard, two-litre, no-frills
began the open-top Porsche’s move away from the 911, introducing the
Torque Vectoring (PTV) with limitedslip differential, a dropped ride height, active engine mounts, Sport Chrono, bigger wheels, a GT sports steering wheel, body-coloured fabric door pulls and Sport-Tex fabric seat centres shared with the 991 Carrera T. The mid-mounted, force-fed flat-four was no different to the basic Boxster’s powerplant, chucking out 296bhp with a top speed of 170mph and the sprint to 62mph despatched in
aforementioned headlights, enlarged rear quartermounted intake vents (now silver), bigger arches (to accommodate nineteen-inch wheels, where optioned) and a revised interior, though the cabin is almost identical to what you’ll find in the 997, save for losing a couple of dials and rear pews. In keeping with tradition, Porsche claimed the 987 Boxster to make use of only a small number of its predecessor’s
THE LAST TWO-LITRE 718 I WAS IN CHARGE OF WAS THE BOXSTER T, AN ENTRY-LEVEL DROP-TOP TREATED TO A HOST OF DESIRABLE EXTRAS
Below Even without the driver aids of more generously trimmed models, the two-litre 718 is hugely capable in corners
718 Boxster could cut it as a truly driverfocused drop-top. While I was thinking about all this, 911 & Porsche World photographer, Chris Wallbank, who many of you will know as the owner of the 981 Cayman GTS featured in the magazine’s ‘fast fleet’
October 2021 53
parts (twenty percent, according to the period’s promotional literature), and
fairness, the 718 is more evolution than revolution, carrying over much of the
Porsche pecking order), the sixteen-yearold drop-top covers the same furniture
though automotive scribes have long sung the praises of the 3.2-litre S-badged
981’s interior architecture, itself shared with the 991-generation 911, which is
with double-stitched soft hide, promoting an air of opulence, even though you can’t
987 — because, frankly, it’s brilliant — the early 2.7-litre variant, producing 237bhp,
currently celebrating its tenth birthday. The 992’s cabin is positively space-age
buy a more basic 987. Put it this way, even with old-school PCM taken into
a top speed of 159mph and delivering a sprint to 62mph in 6.2 seconds when equipped with a manual gearbox, is rarely written about. Needless to say, I figured a trip to West Yorkshire to have a blast in Wallbank’s new ride was in order. Furthermore, I knew just the Porsche to carry me there. No, not the all-singing, all-dancing 444bhp Cherry Metallic 911 Targa 4S Heritage Design Edition proudly parked on my driveway. Not even my Sport Chrono-equipped 997 Carrera 4S or 944 Turbo. I would visit my photographer friend in a standard two-litre 718 Boxster. Having stepped out of the 992 and straight into a 718, I was struck by how dated the Boxster’s interior felt, despite this being a showroom fresh Porsche. In
in comparison, providing soft keys on a giant digital display and a thoroughly revamped Porsche Communication Management (PCM) system over what came before. This article isn’t being authored as a comparison between the 992 and 718, of course, but how new (or not) the 718’s cabin feels is a point worth noting, especially when the leather-lined cockpit of Wallbank’s standard 987 is brought into the mix. Where the 2021 car rewards its purchaser with Race-Tex fabric seat centres (not to be confused with Sport-Tex in the Boxster T), minimal leather and lots of plastic (chiefly the finish of the dashboard, which does its best to highlight you’re driving a car situated at the bottom of the current
account, the jump between the 2005 987 and 2021 718’s interior doesn’t feel as pronounced as the shift between that of the 718 and 992, which, although it sounds like a criticism, is a credit to Porsche’s design department and bodes well for the next generation of Boxster/ Cayman comfort.
54 October 2021
Above 2.7-litre 987 might lack the punch of turbo power, but the flat-six provides a satisfying soundtrack
WOULD YOU BELIEVE Having said all this, the 718’s two-way electric Sport seats are very comfortable and, as I mentioned during a recent article comparing the 991 with the 997, Porsche steering wheel design has come on leaps and bounds over the years. To this end, the 718’s steering wheel is the perfect size and boasts a satisfyingly
Below 987 is huge value for money on today’s used car market, with low-spec models changing hands for £7k
soft and thick rim, whereas the 987 (and its corresponding 911) makes do with a rim horribly hard and puny by comparison. At the end of the day, the pedals, seat and steering wheel are the only part of a Porsche you’re in contact with when on the move, which is why it’s of paramount importance to set the correct seat position (and steering wheel position, if possible) before setting off. In addition, I’d be tempted to ditch the stock-spec wheel with something more substantial or, as many owners have done, send the original part to an upholsterer to have the
rim’s diameter increased and retrimmed. Once you accept the sea of leatherlook plastic, the 718 driving experience is huge fun. Yes, there are those who complain about the sound of the turbocharged four-cylinder engine
is perfectly pleasing and torque is huge, feeling much more than the 280lb-ft this punchy four-banger doles out. My test car was loaded with a sublime sevenspeed PDK transmission making superlight work of climbing through the rev range, and even without the Boxster T’s limited-slipper, I had no qualms about throwing the car’s relatively lightweight body into Yorkshire’s B-road bends in spirited fashion. In part, my courage was inspired by the Pirelli P-Zero rubber’s stiff sidewalls, the perfectly weighted steering (electromechanically assisted) and the
Above Why would you buy a 911 Cabriolet when you can have a Boxster in exchange for much less of your hard-earned cash?
SPEND TIME GETTING TO GRIPS WITH AN ENTRY-LEVEL BOXSTER AND YOU’LL HAVE A COLOSSAL AMOUNT OF FUN EXPLOITING WHAT’S ON OFFER
56 October 2021
compared to the earlier Boxster’s naturally aspirated flat-six, and I’ll admit that on tickover, the base 718 does sound a little ‘tinny’, but roof down, on full chat past 2,000rpm, the soundtrack
Below Lashings of leather everywhere, including the dash and door cards
BASE BOXSTERS
Above The look of a car as fresh today as it was in 2005
excellent four-piston monobloc brakes at
way as Carmine Red), when it comes to
of power from the flat-six free of forced
each corner, loaded with 330mm discs at the front and 299mm rotors at the
entry level Porsches, don’t be fooled into considering less cost means less fun.
induction, however, as well as the noise under load when the roof is retracted,
rear. Gripes about a dated user interface and the lack of leather immediately
The same is true of the 987, which is arguably the Porsche scene’s best
is thrilling, and the performance on offer is more than enough to satisfy
disappeared — even after spending a
buy right now. Indeed, early 2.7-litre
the demands of most drivers. The stick
week bombing around in a new topof-the-line 911, I was amazed at how accomplished this base Boxster was at, well, pretty much everything.
examples, such as Wallbank’s steed, can be picked up for as little as seven grand, providing a huge amount of bang for your buck, especially when considered against the two-litre 718’s starting price of £47,090, but even with the 987’s new discs, pads and Toyo black circles, it was clear to see how far Boxster chassis dynamics and the effectiveness of Porsche anchors has progressed — the base model 987 requires you to plan your halt well in advance of slamming on the stoppers and doesn’t feel quite as competent in corners. The linear delivery
shift in Wallbank’s Boxster balances the lower power on offer with more driver interaction and produces super-smooth cog swapping — I wondered whether a previous owner had treated to the car to an overhauled gear linkage — and the engine purrs, helped by a recent service and change of belts, tensioners and other gubbins by Andy Wexham at RSR Developments in Richmond. Irrespective of power figures (or, as is the case with seemingly every modern motor, meaningless Nürburgring lap times), how and where you drive your
ALL FOR YOU
Below Brakes and suspension show their age, but nothing an upgrade or two wouldn’t sort
It felt light, sharp, fast and quick (peak power arrives at 6,500rpm, while maximum torque is achieved between 2,150rpm and 4,500rpm). This car slowed just as effectively as it accelerated, too. Regardless of whether you think it looks like a Ferrari (perhaps Gentian Blue doesn’t trick in the same
October 2021 57
car determines the amount of fun you experience behind the wheel — it’s better to have a lower output, lightweight Porsche you can chuck into bends, powering out in confidence, than it is to have a bloated 911 saddled down with a tonne of luxury options and the kind of bonkers top speed you’re unlikely to exploit unless you’re a regular circuit dweller or own a private airstrip. Hold up — am I really saying you can have just as much fun in a base model Boxster as you can in a top-of-the-range 911? Yes, I am. Forget on-paper stats, forget four cylinders weighed up against six, forget naturally aspirated engines fighting
58 October 2021
forced induction, forget big displacement versus small capacity powerplants. Heck, forget plastic versus leather. Spend time getting to grips with an entry level Boxster and I guarantee you’ll have a colossal amount of fun exploiting what’s on offer. To discuss our respect for base Boxsters, after much bombing around West Yorkshire, Wallbank and I pulled into Bowcliffe Hall, a Grade II listed building built between 1805 and 1825 and home to the exclusive Bowcliffe Hall Driver’s Club. As one of Yorkshire’s finest private members’ clubs, patrons drive a wide variety of exotic and exclusive
four-wheelers — during our visit, a high number of vintage Bentleys rolled in and out of view. Naturally, visitors to a club dedicated to all things automotive were intrigued by the beautiful blue Boxsters parked outside, and it didn’t take long for one of the venue’s guests to wander over for a chat. Looking at the fussfree 2.7-litre 987, he asked what it was worth, before providing an answer to his own question, albeit in the form of anther enquiry. “Twenty grand?” Perhaps appearances can be deceptive no matter the age of Porsche’s brilliant Boxster? At least he didn’t think he was looking at a Dancing Donkey. l
Above and below Cut from the same cloth, but each Boxster offering a different driving experience
DROP-TOPS
SUN AND HEIR Starting with an experimental semi-open-top 911 in 1965, Porsche developed one of motoring’s most celebrated body styles and named it after a thrilling Sicilian road race…
Words Dan Furr and Richard Gooding Photography Various
O
ne of Porsche’s most revered nameplates, Targa, has its origins in a fearsome endurance race initiated by Vincenzo Florio (18831959), an Italian entrepreneur and heir to one of Italy’s richest family fortunes in the late nineteenth century. Established in 1906, the challenging event spanned
the Madonie mountain range east of Palermo in Sicily. The sinuous snake of asphalt almost immediately gained notoriety due to its dangerous high-speed straights and almost nine hundred punishing corners, but it was the circuit’s breathtaking scenery and superb spectator viewing which ensured the Targa Florio became motorsport nectar to racers the world over. Indeed,
to racing’s glitterati. Ferociously closeto-spectator danger also proved difficult to ignore, and though Porsche’s official involvement as a works team began in 1956, the Austro-Daimler Sascha designed by Ferdinand Porsche won the 1,110cc class in 1922. Similarly, the overall victory for Mercedes in 1924 wouldn’t have been possible without the input of our man, Ferdinand, who served
ninety-two miles of unrelenting public highway scything its way through
fast cars and the picturesque views of Cerda and Collesano proved irresistible
as Daimler Motor Group’s chief designer and based the brutal two-litre Benz on
60 October 2021
TARGA ORIGINS
the firm’s 1923 Indianapolis car. A privately entered 356 Cabriolet provided a taste of things to come when it rolled off the start line in 1953, but our favourite manufacturer didn’t announce its arrival as a works team at the Targa Florio until three years later, when Porsche’s Director of Motorsport, Fritz Huschke von Hanstein, shared driving duties with Italian F1 ace, Umberto Maglioli, in a 1.5-litre 550 RS Spyder. Maglioli ended up driving solo for most of the race (extending to more than 350
Florio win. It was, in fact, the Stuttgart brand’s first overall victory in endurance racing and marked the beginning of the firm’s story of success in Sicily — a string of wins which have since engrained themselves into Porsche legend, not least because Maglioli’s impressive victory signalled the first time a driver in the less-than two-litre class managed to beat cars powered by engines boasting larger displacement. Jean Behra and Giorgio Scarlatti’s second place finish from behind the
Wolfgang Siedel in the same model a year later. Jo Bonnier and Hans Hermann took a 718 RS 60 to the top spot in 1956, achieving a six-minute lead over Wolfgang von Tripp’s Ferrari Dino 246 S, but it wasn’t just wheelmen from mainland Europe who played a part in Porsche’s magical Targa Florio story. In 1961, for example, F1 stalwart and 1955 Targa Florio winner, Stirling Moss, was signed-up alongside a young Graham Hill in a move many considered to be a sure-fire recipe for success. Moss built
miles through repeat laps), an effort which resulted in Porsche’s first Targa
wheel of the 718 RSK in 1958 was followed by a win for Edgar Barth and
an early lead of almost two minutes, but Hill’s unfamiliarity with the course October 2021 61
saw the pair drop back down the field. Undeterred, Moss stormed through the pack when he resumed driving duties, taking the lead as he did so, but, regrettably, a blown differential near the finish line put paid to a third Porsche Targa Florio win on the bounce.
Nino Vaccarella and Bonnier’s third place finish in 1962 amounted to a class win for the 718 GTR, but overall winning ways returned for 1963 — despite fierce competition from a triumvirate of Dinos, the 718 GTR of Bonnier and Carlo Abate reigned supreme, winning by 11.9 seconds. As if this wasn’t impressive
B 2000 GS Carrera GT Dreikantshaber (Wedge Blade). For 1964, the boys from Zuffenhausen achieved their fifth Florio flourish with the beautiful 904 Carrera GTS. Porsche had spent much of the previous year dabbling in F1, but the 904’s success at the hands and feet of Brit, Colin Davis, and his Italian co-driver, Antonio Pucci, beat rivals into submission by rising above the efforts of eight other 904s, including the sixth-place eight-cylinder prototype driven by Barth, Maglioli and Bonnier. In 1966, success in Sicily was once again earned by the speed demons from Stuttgart. The new,
enough, Porsche was able to celebrate Herbert Linge’s class victory and overall third place in a Fuhrmann-engined 356
bubble-cockpitted 906 Carrera 6 was sired from the 904 and designed under the watch of new
BACK TO FRONT
62 October 2021
Porsche research and development chief, Ferdinand Piëch. Unlike the ladderframed, plastic-bodied 904, the 906’s unstressed fibreglass shell hid a tubular spaceframe, more often than not allied to a 220bhp six-cylinder 901/20 engine, but it was the privateer 906 of Swiss Ecurie
Above and below Ferdinand Porsche (right) and driver, Alfred Neubauer, with the winning twolitre supercharged Mercedes in 1924
Filipinette (piloted by Willy Mairesse and Hubert Muller) which screamed across the finish line in first place, taking the win over Porsche’s factory cars. The 910 sports prototype followed the 906, and Paul Hawkins and Rolf Stommelen took Porsche’s seventh Targa Florio win by hammering their 910/8 to the top of a Porsche 1-2-3 podium before the model was replaced by the 907, driven by Vic Elford and Maglioli for 1968’s event. In keeping with what had become recent tradition, the Porsche won. Moreover, Elford’s efforts are seen as particularly significant — he came from behind to win the race after losing eighteen minutes on the first lap due to unexpected tyre
Stuttgart standard in Sicily was well and truly set. Even so, ‘Quick Vic’ could only manage a second-place finish driving the 908/02 in 1969, but the same model campaigned by Gerhard Mitter and Udo Schutz claimed top honours with a time of 6:07:45s, setting a new course record. Furthermore, there were four Porsche cars in the top ten, including a 908/02 in first, second, third and fourth place.
failure. Clearly, by this point in time, the
into. For 1970, the flyweight 500kg
64 October 2021
BEHIND THE EIGHT BALL With its 350bhp, air-cooled, eight-cylinder, three-litre lump, the 908 was the first Porsche sports car to be designed with the maximum engine size permitted for the competition it was being entered
908/03 driven by Jo Siffert and Brian Redman claimed the top spot. Pedro Rodriguez and Leo Kinnunnen’s 908/03 was close behind, with the latter’s blistering 33:36s lap time never beaten in the history of the Targa Florio. Gijs van Lennep and Hans Laine had a good go, but the best they could do was settle for a fourth-place finish, while the 908/03 of Le Mans hero, Richard Attwood, and rally sensation, Bjorn Waldegaard, finished fifth. Interestingly, Elford tested a stillin-development 917 short-tail during practice laps, but deemed the car too much of a handful for the Florio’s twisty circuit — he had to be lifted out of the car as a consequence of exhaustion. Siffert and Redman’s 908/03 was
Above The AustroDaimler ‘Sascha’ constructed by Ferdinand Porsche (fifth from right) won the 1.1-litre class at the 1922 Targa Florio
Below The 718 GTR, 910, 356 B 2000 GS Carrera GT and star drivers, including Graham Hill, set new benchmarks in Sicily
TARGA ORIGINS
the 911 Carrera RS production car, but wider wings, heftier track width, 917 suspension and brakes from the same Le Mans racer bolstered the Neunelfer when the competition was staged as the final round of the World Sportscar Championship. Watching YouTube footage Below 906 Carrera 6 carving through the course’s utterly stunning scenery
loss following an accident in the 1971 Targa Florio. The pair’s bad luck was compounded by Rodriguez suffering a crash in Porsche’s second car. Gerard Larrousse and Elford completed the race, although their thirty-ninth-place finish fell far short of Porsche’s expectations. Feeling hard done by, the firm withheld from fielding cars for 1972’s race, though a staggering twenty-seven Porsches were entered by privateers. Among the pack were nineteen 911s and a duo
prototype slithering around Circuito Piccolo delle Madonie’s corners is bewitching. Van Lennep and Muller powered the ducktailed 911 to the lead by the close of the third lap, with the wide-arched silver hard-top crossing the line ahead of Jean-Claude Andruet and Sandro Munari’s Marlboro-painted Lancia Stratos. Thanks to its instantly recognisable spoiler, the 315bhp Nobert Singerengineered RSR was visually similar to
in readiness for its triumphant win. Interestingly, one key difference between parts applied to bodywork for road and those for racing was the RSR’s ‘Mary Stuart’ rubber wing extensions, items which extended the ducktail over the rear wheel arches. Rounded and upright, the nickname referenced the sixteenthcentury Scottish queen’s collars. Although a historic Targa Florio is held today, the 1977 event was the last official staging of the competition. In retrospect, it’s easy to see why the Italian government called time on the race: taking place on public roads with practically no safety features (unless you count straw bales at some of the turns as adequate protection for unruly
October 2021 65
spectators positioning themselves directly in the line of the world’s fastest
of this article, the Targa Florio is a race which inspired the name of a perennially
W198 300 SL and the V8-equipped BMW 507), the land of Uncle Sam quickly
sports cars travelling at full chat), the event attracted evermore powerful race
popular automotive body style.
became Porsche’s biggest sales market. Despite Ferdinand ‘Butzi’ Porsche’s
cars posing constantly increasing risk to life. That said, however tragic, it’s
AMERICAN DREAM
preference to stick with a coupe body for his then new 911 design, it was clear
amazing to think only nine people — a figure including ill-fated spectators — died at the Targa Florio during its 71-year history. This pales when compared to the Mille Miglia, where fifty-six people lost their lives over a thirty-year period. Pleasingly, Porsche is the Targa Florio’s most successful manufacturer thanks to eleven overall victories in Sicily. Additionally, the Stuttgart crew achieved nine second-place finishes, twelve in third place and racked up eight fastest laps. Moreover, as mentioned at the start
America had been vitally important to Porsche’s bottom line, helping to
Sales of the 356 Cabriolet in North
the Stuttgart brand needed something suitable to replace the open-topped 356, but there was an unexpected challenge to deal with: the period’s motoring scribes were circulating rumours regarding the US National Highway Traffic Safety Administration’s apparent desire to outlaw sales of traditional drop-tops due to the high probability of occupant death if a convertible flipped. Consequently, needing a model suitable for both European and North American dealer showrooms, Porsche deemed a
Above Gerard Larrousse and Rudi Lins shared driving duties for the 1970 Targa Florio, piloting the no.26 908/02 ‘Flunder’ ahead of the 908/02 Spyder driven by Gijs van Lennep and Hans Laine
A SALES BOOM WAS UNDERWAY, BUT BRITISH BUYERS HAD TO WAIT UNTIL FEBRUARY 1973 FOR THE RIGHT-HAND DRIVE 911 TARGA TO ARRIVE ON UK SOIL
66 October 2021
increase the brand’s visibility in a hugely lucrative overseas territory. Indeed, thanks largely to the efforts of Max Hoffman (the famous post-war importer of European sports cars to the USA and the man instrumental in the development of the 356 Speedster, Mercedes-Benz
Below The 911’s entry into the Italian road race was an inevitability, and Herbert Muller and Gijs van Lennep took the win in 1973 with the no.8 Martini RSR
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regular cabriolet out of the question, a decision which gave rise to a different route to realising a fresh-air 911. The Targa concept was born. The star of Porsche’s exhibition stand at the 1965 Frankfurt Motor Show, the Targa was a 911 equipped with a lift-out roof panel, a fixed rollover safety bar and, in time for production, a collapsible plastic rear window. While it wasn’t a full open-top, this was the most exposed the 911 would be until the introduction of a full cabriolet variant of the model some seventeen years later. As confirmed by Jochen Bader, Workshop Manager at Porsche Classic, the first Targa was built mid-1965 and was kept by Porsche as an experimental test mule until the
68 October 2021
summer of 1967. The installed engine, Type 901/01 with serial number 900059, though not original to the car, is one of the first hundred flat-six test units produced (engines in this range were development units not made available to the public) and, though early Targas feature a foldable plastic rear window (as opposed to the fixed glass dome available from 1968 and becoming standard Targa equipment thereafter), Targa number one’s soft rear screen is entirely removable and is attached to a unique base with a wooden bow. We say ‘is’ because chassis 500001 survives to the present day — the car is currently undergoing
comprehensive restoration at Cranfieldbased classic Porsche sales and restoration specialist, Export 56. Perhaps unsurprisingly, many early coupe components and unique features which didn’t make it to 911 Targa series production can be found on 500001.
Above The 906 Carrera 6 performs in front of enthusiastic crowds in 1970
TARGA ORIGINS
Above Porsche won its first overall victory in a major international race at the Targa Florio on 10th June 1956, when Umberto Maglioli and the 550 A Spyder won out against strong competition
Below The very first Targa built by Porsche features a detachable rear windscreen
Non-adjustable strut domes, exposed
components correct at the point of
numbers were then increased from seven
wooden dash inserts, a simple knee pad, the different front partition wall,
manufacture — but superseded by the time of 911 Targa production — also
cars each day (compared to fifty-five 911 coupes) to ten. A sales boom was
the position of the windscreen washer bottle (mounted on the inner right-hand
make this Targa stand out from those that followed. That said, the keen eyed
underway, although issues concerning supply and demand meant British buyers
wing) and hub cap centre emblems
among you might recognise incorrect
had to wait until February 1973 for the
fixed where the Targa script would later find itself positioned on the rollover hoop all serve to mark this car out from series production Targas. Incidentally, in Italian, Targa translates as shield, which Porsche marketing man, Harald Wagner, deemed perfect to emphasise the protective nature of the roll bar, whilst paying tribute to Porsche’s victories at the Targa Florio. 500001’s solid roof panel and the fully unzippable soft rear window are the more obvious features separating the prototype from production Targas, though chassis
features for a Porsche of this age, a result of modification many years after production, when old 911s weren’t considered historically significant. For example, the houndstooth-trimmed seats would have originally been finished in black leatherette, while the wheels and dash trim are from a later 911.
right-hand drive 911 Targa to arrive on UK soil. Porsche pitched its new design as “the world’s first safety cabriolet” — the aforementioned roll bar afforded the host vehicle structural rigidity and extra protection in recognition of what the manufacturer thought US legislators were poised to bring into law, yet the Zuffenhausen design team managed to make the Targa’s defining feature — a practical solution to a concern about driver and passenger security — a thing of beauty by affording it a brushed metal finish. A design element that would go on
A NEW DAWN 911 Targa production started in 1966 in readiness for the 1967 model year. A total of 718 Targas were produced in the first twelve months of assembly. Build
October 2021 69
to become an important part of the 911’s
rigidity enhancements, the 911 Targa
integrity of the car as a whole increased.
heritage, this stainless ‘hoop’ ensured
tipped scales at just fifty kilograms
New seals made the Targa better
the first open-to-the-elements 911 was instantly identifiable, even to the most casual of car fans. The Targa’s rollover bar was updated with a trio of ‘gills’ in 1969, drawing further attention to the model’s most distinctive feature, but despite Porsche’s efforts in styling, there were detractors who thought the 911’s beauty was actually inhibited by the roll bar, as though it spoiled the smooth lines of the model’s flowing bodywork. In truth, a completely new body style was out of the question — interchangeable parts with the coupe reduced machining and tooling costs, leading doors, wings and other exterior panels to be shared between the two body styles. Despite the extra weight delivered by chassis
more than its closed-top sibling. The Targa’s removable rear window helped to lighten the load (at the same time as improving aerodynamics), but it didn’t do much for the model’s looks. In fact, when viewed side-on with the rear window removed, the car can be described as having an appearance similar to that of an Erdbeerkörbchen (strawberry basket). Consequently, a fixed, heated and beautifully curved glass rear screen became permanent in 1969 after being offered an option a year earlier. More practical and more elegant than its plastic (and often brittle) predecessor, the domed glass immediately banished the early 911 Targa’s slightly awkward looks. Plus, because the new rear screen was bonded to the roll bar, structural
protected from the elements, and when driven at high speed on the autobahn, the new rear glass retained its shape, unlike the earlier plastic screen, which suffered from unsightly ballooning. As time went by, Targas mirrored the trim level of hard-top 911s. That said, at launch, the 160bhp 911 S Targa’s twolitre flat-six delivered 50bhp less than the coupe equivalent, although both cars enjoyed the same sense of style. The 130bhp 911 L Targa sat further down the pecking order. Later, 1974 saw a radical revamp of the 911 concept, resulting in arrival of the ‘impact bumper’ G-series. The Carrera 2.7 enjoyed mechanical fuel injection and 210bhp, while the 200bhp Carrera 3.0 of 1976, a car currently enjoying its forty-fifth anniversary, gained
70 October 2021
Above Targa no.1 is currently undergoing extensive restoration at air-cooled Porsche specialist, Export 56
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a continuous injection system. In 1978, the 911 SC Targa was revealed, but
until 1994 before being rebooted with the 991-generation 911), but certainly
In 1995, Targa took on a new twist. By this time, the 993 was in production,
even when rumours started circulating regarding the potential discontinuation of Porsche’s flagship model at the start of the new decade, the newly developed Carrera 3.2 (for the 1984 model year) ushered in a Targa variant packing a punchy 231bhp.
enough to have a significant impact on sales figures. It’s worth noting that from 1975, a satin black roll bar could be specified in place of the brushed metal part supplied as standard equipment, but by the time the 964 Targa pitched up in 1990, the darker finish was the only available option. Also, the most aggressive classic Targa is accepted as being the open-top version of the 1987 911 Turbo (930). In production for only a single year and often thought not to exist, only 193 examples are thought to have left Zuffenhausen’s workshop doors. It’s a real ‘Marmite’ model, combining Targa style with the chunky looks of a whale-tailed Turbo.
the last generation of 911 to truly be able to trace its roots back to the 901/911 prototype. This last hurrah for air-cooled Porsches brought with it a radical new way of looking at the Targa concept — the 993 Targa made its debut in Frankfurt, thirty years after the original semi-open 911 was presented
OPEN-TOP TIMELINE The first fully open-topped 911, the SC Cabriolet, debuted in 1982 as a 1983 model. Up until that point in time, Targabadged 911s had enjoyed success as a highlight of the 911 line-up. The full drop-top’s arrival, however, caused the Targa’s shining light to dim. Not enough for Porsche to stop producing the model (the basic concept lived on
72 October 2021
Above Luigi Taramazzo and Guilio Bona drove the 906 KH at the 1967 Targa Florio, chased by Umberto Maglioli and Udo Schütz in a 910
Below Gold hub cap emblems were fitted to the prototype Targa’s roll hoop
TARGA ORIGINS
Top 904 Bergspyder was barely identifiable as a Porsche, but competed in the 1965 Targa Florio, taking second place with Colin Davis and Gerhard Mitter doing the business
Below The winning 1973 RSR catching a privately entered, Targa-topped 914/6
to the world. The “new Targa for a new generation” featured an electrically
four-wheel drive 997 Targa of 2007. Thankfully, Porsche acknowledged the
make its first open-air 911 distinctive and classy through a well-executed
operated retracting glass roof panel which slid inside the host vehicle’s
historical significance of the original Targa when a brushed metal roll bar
design. Almost six decades on, we’re pleased to see demand is once again
rear window at the push of a button. User convenience was the order of the
was fitted to the 991 Targa 4 and 4S. Operation of the roof remained electric,
high for this sexy, middle-aged model, especially considering used Targas in
day, but at what cost? There was no longer the need for a standalone roll bar, meaning in profile view, the new Targa was virtually indistinguishable from its coupe stablemate, the only notable difference being the way the rear side window sloped to where it met its neighbouring bodywork. There was no removable roof panel, no iconic metal ‘hoop’. Admittedly, the new panoramic view afforded to occupants when the glass panel was in place was a great idea, but to all intents and purposes, the 993 Targa was a hatchback coupe with a fancy sunroof. The revised Targa concept continued with the 996 Targa of 2002 and the
but the domed rear window concept returned, with all eyes on the 424bhp GTS in 2015, heralded as the most powerful 911 Targa ever built up until that time, though as demonstrated in this issue of 911 & Porsche World, that output has since been eclipsed by offerings in the 992-generation 911 Targa range. Big bhp and electrical trickery are, of course, all well and good, but if we’re being honest, they’re not wholly true to the original Targa concept. Modern versions may be fast, practical and convenient, but in terms of style and desirability, there’s definitely an argument they can’t hold a candle to the classics. Porsche was clever enough to
excellent condition can be bought for a significantly lower purchase price than the equivalent coupe. Oh, and that predicted ban on soft-tops in the USA? It never happened, but that didn’t stop Porsche progressing with what would go on to become a hugely influential and much copied semi-open-top roof design, despite Targa being one of the manufacturer’s registered trademarks. And with launch of the new 911 Targa 4S Heritage Design Edition, plus Export 56 taking care of the very first 911 Targa’s restoration and preservation, it’s safe to say this important Porsche body style’s future looks just as safe and secure as its illustrious past. l
October 2021 73
PORTIACRAFT
INDEPENDENT PORSCHE SPECIALISTS ESTABLISHED 1982
Sales, servicing & everything Porsche We usually hold 20-25 cars in stock prepared to a high level & competitively priced. All cars we sell are fully serviced prior to sale with a new MOT & warranty included in the price.
PHONE: 020 8959 1604 EMAIL: sales@portiacraft.com
www.portiacraft.com 3A Brandon Way, West Bromwich B70 8JB
Call: 0121 553 2140
Workshop
Parts and Service Reception
Engine Work
Paint Shop
www.ramusporscha.com
Wheel Alignment
MOT Bay
Dyno Room
Full Body Repair Shop
Fixed Price Menu Servicing for all Models
PERFORMANCE STYLING SERVICE PARTS 74 October 2021
VELOCE WHEELS THE VELOCE DIRECTIVE The Veloce Directive is a very simple concept; to deliver the most beautiful, yet aggressive designed wheels, using the highest standards of construction at an affordable cost
The Veloce 3.6 wheel and Cup wheel has been designed to fit all models of Porsche fitted with ABS as a DIRECT fitment 944 S2, 968, 928, 964-965, 993, Boxster, Cayman, 996 and 997. It can also be fitted to SC, 3.2 and Turbo 1 with the use of Veloce High Performance Billet wheel spacers, please call for detailed information and specs on spacers required. The Veloce 3.6 wheels also take the OE Porsche sized Centre Caps. Sizes: 8×18 et52 front and 9.5×18 et47 rear.
BUY WITH CONFIDENCE DIRECT FROM OUR FACTORY SHOP INTERNATIONAL DEALERS WANTED TEL : 01253 888833 | 07740 088884 Astute House, Unit N3 Beacon Road, Poulton Business Park, Poulton Le Fylde, Lancashire FY6 8JE
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Words Dan Furr, Richard Gooding, Emma Woodcock, Matt Robinson, Johnny Tipler Photography Porsche, Dan Sherwood, Petersen Automotive Museum
DROP-TOPS
TOPLESS GLAMOUR MODEL One of the most admired production Porsches, this track-focused, four-cylinder air-cooled drop-top is also one of the most copied...
L
ike a shimmering trophy in
production 356, a 40bhp pocket rocket powered
comforts, a rain cover and a shorter (and
Zuffenhausen’s stuffed cabinet of silverware, the Speedster
by a 1,086cc flat-four bolted into coupe or convertible body styles. A thousand units
removable) windscreen. Focus on driving dynamics and a slinkier look ensured the model
designation is a glistening jewel in the Porsche crown. Marking
sold in the first two years alone, and though this, the first Porsche production car, was
was an instant hit in sun-drenched California, where the 70bhp 1500 Speedster was bought
arguably the purest incarnations of the manufacturer’s most famous sports
celebrated for its sleek looks and impressive performance, many drivers wanted a stripped-
by many enthusiastic amateur racing drivers, including Hollywood film star, James Dean.
machines, the slim windscreen, lightweight
out, inexpensive version which could be used
The model reached its peak in 1957 with
legends first slipped into the Stuttgart brand’s output sixty-seven years ago.
for everyday commuting as well as punishing circuit work each weekend. Enterprising New
the launch of the 356 A 1500 GS (Grand Sport) Carrera GT Speedster. Featuring the now
356 no.1 was the poster boy of Porsche’s seventieth anniversary celebrations in 2018.
York-based European sports car importer, Max Hoffman, recognised the potential for big sales
legendary Ernst Fuhrmann-designed 1.5-litre, vertical-shaft, four-cam engine beneath its
The revolutionary two-seated roadster embodied Ferry Porsche’s 1940s vision for
by converting the 356 into a track-ready road car. Following Hoffman’s subsequent talks with
rear deck, the potent Porsche transformed the Speedster into a 110bhp flier, earning the
a true performance car and set the Porsche path all the way to the present day. The sleek speed machine’s mid-mounted engine was replaced by a rear-located lump for the eventual
Porsche, the 356 Speedster was born in 1954. Based on the 356 Cabriolet, the Speedster’s significantly lower price tag was achieved through a combination of eliminated creature
model the honour of being the first of the manufacturer’s production cars to break the 200km/h (124mph) barrier. Less than two years later, the 356 Speedster’s days were done, but
76 October 2021
356 SPEEDSTER production volume of more than three thousand
nameplate. The idea for a super-
cars proved Hoffman’s idea was inspired, building on his previous form for recognising lucrative gaps in a crowded marketplace — the
slinky 911 was revealed at the 1987 Frankfurt Motor Show, where the 911 Speedster Clubsport was an
Austrian entrepreneur was also responsible for sowing seeds leading to the creation of the
immediate hit. The Pearl White wonder featured a small wind
W198 Mercedes-Benz 300 SL ‘Gullwing’ and
deflector and a glass-reinforced
the forefather of all Porsche Speedsters, the 356 America Roadster, an aluminium-bodied,
plastic rain cover accommodating a single driver. Sound familiar?!
lightweight US-only model introducing slot-in windows, bulk-free buckets and a folding rain
Designed as an idea for trackday applications, the other-worldly
cover. Sadly, the expensive Porsche proved to be a commercial disaster, with only sixteen units
Neunelfer’s window frames, windscreen and wiper arms could
built and coachbuilder, Heuer-Glaser, driven to bankruptcy due to losing money through
be removed for even greater windcheating potential, although the
sky high production costs on each America Roadster sold. The blueprint for the Speedster,
resulting road car design was toned down prior to production.
however, was set, and with Hoffman’s efforts
Essentially a low-roof version
in the USA contributing to a third of all Porsche sales, his ideas were taken seriously in Stuttgart.
cut-down (and permanent) windscreen
valance. The 2,103 buyers willing to stump up
Since the 356 Speedster’s introduction all those years ago, many enthusiasts and
and double body-coloured polyurethane ‘humps’ — covering a manually operated and
the DM110,000 Porsche was asking for each 3.2 Speedster were required to sign a ‘weather
automotive engineers have been won over by the model, leading to its status as one of
unlined canvas roof — delivered an arresting appearance. Coded as option M503, the unusual
damage waiver’ prior to taking delivery of their new Stuttgart-crested cars in the first half
the most copied Porsches of all time. Even so, readers born in the 1970s and 1980s will argue the Carrera 3.2-based Speedster is the definitive Porsche to wear the emotive
Porsche made use of the wide ‘Turbo Look’ body, although a narrow-bodied version of the car was available an option in export markets. The full-fat wider cars looked meaner, though,
of 1989, with only 171 Porsche customers choosing a narrow bodied Speedster and just 139 of the total number of cars sold being configured for right-hand drive.
October 2021 77
987 RS 60 SPYDER
DROP-TOPS
SPYDER SENSES
Porsche is celebrating the twenty-fifth birthday of the Boxster with the 718 25 Years, but stylistically bridging the gap between this new special edition and the original Boxster concept is the 987 RS 60...
L
ow volume models stud the 987
Metallic GT Silver gives the Boxster a head-
Boxster production run, starting with the bright orange 2007
turning makeover reinforced by a model-specific two-part front spoiler, all-red tail lights and
to leave their Official Porsche Centre in an RS 60, but the extra expense looks like good
Limited Edition. Equally striking is the robustly named 2008 Boxster
nineteen-inch SportDesign alloys. The wheels are mounted on five-millimetre spacers to give
value when compared to the standard Boxster S options list. Take a glance at modern costs
S Porsche Design Edition 2, which benefits from 303bhp, a sports exhaust
a purposeful stance, while the roll hoops are refinished in silver for added visual cohesion.
and the two-tone race replica makes even more sense, with sellers asking around £21,500 for
and endless white detailing. The classic colour
Mechanical changes are equally important — the
a well-preserved RS 60 — nearly £4,000 more
covers the bodywork, side intakes, nineteeninch alloys, centre console and even the dials.
RS 60 gains standard-fit PASM and a sonorous sports exhaust raising the 3.4-litre flat-six’s peak
than an equivalent standard Boxster S. Modern classic status seems assured.
Rounding out first-phase 987 production, a well-equipped Sport Edition combines a body
power from 295bhp to a Boxster S Porsche Design Edition 2-matching 303bhp.
Indeed, the overall specification of the 987 RS 60 really appeals. So much so, in fact, Porsche
kit, PASM and nineteens in a single standard-fit package. None, however, can match the added
Drop into the cabin and the changes are even more extreme. Buyers could option their
has returned to the same colour combination for the new 718 Boxster 25 Years, a low-volume
value and aesthetic appeal of the RS 60 Spyder, which nods to Porsche motorsport history with its sumptuous silver-on-red colour combo. It’s the same pairing worn in 1960 by the 718 RS 60 driven by Olivier Gendebien and Hans Herrmann for Porsche’s first overall victory at the 12 Hours of Sebring. Fittingly, our favourite manufacturer built a matching 1,960 987 Boxster RS 60 Spyders for international distribution, paying tribute to the momentous win, which was the first of eighteen for Porsche at Sebring. The colours fit the 987 shape perfectly and, interestingly, match the 1993 concept kickstarting the Boxster story.
RS 60 with less adventurous grey leather and a black roof, though the smart money was always on the standard-fit Carrera Red. The vivid hide covers the seats, door panels, dash and centre console, plus the standardfit Sport steering wheel. GT Silver detailing provides contrasting relief on the seatbacks, centre console and instrument casings, though Porsche deleted the usual binnacle hood for a throwback feel. Silver seat belts, RS 60 sill plates, a numbered plaque and a red-and-chrome leather-striped gear shifter create the finishing touches.
production drop-top based on the 718 GTS 4.0 and “strictly limited” to a not-very-limited run of 1,250 units worldwide. Thinking about buying a Boxster? Go on the hunt for an RS 60 Spyder.
78 October 2021
Back in 2007, buyers needed an extra £5,500
BEVERLY HILLS CAR CLUB SPECIALIZED DEALER OF EUROPEAN AND AMERICAN CLASSIC CARS
1998 Porsche 993 Carrera S Coupe stock #13650 Here is an original 1998 Porsche 993 Carrera S Coupe that is available in its (special order) factory color code #L3AX Zenith Blue 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, sport suspension, engine sound package, LSD Limited Slip Differential with 40% lock, ABD Automatic Braking Differential (Traction control), Board computer, Cassette-radio Becker Porsche CR-210, 6-disc CD changer Becker Porsche CDC-3, air conditioning, sport seats with height electrically adjustable, leather front seats, power mirrors/windows/ steering, sunroof, Dark Rootwood shifter and parking brake lever, stainless steel tailpipes (oval), 4-wheel disc brakes, 18” Technology wheels (lightweight hollow spoke), jack, tool kit, and air compressor. Also included are paint meter reading photos, receipts totaling over $15,000. An excellent vehicle. Do not miss your chance to jump into the ownership of this well-equipped air-cooled sports car that is mechanically sound. For $167,500
1956 Porsche 356A Coupe #13995
1990 Porsche 964 Carrera 2 Coupe #13663 1988 Porsche 930 Turbo Coupe #13833
Here is a beautiful 1956 Porsche 356A Coupe featured with matching numbers (Certificate of Authenticity copy included). Available in its highly desirable factory color combination of black with a red interior. Equipped with a 4-speed manual transmission, 1600 engine, dual carburetors, matching numbers hood/decklid, beehive tail lights, spare tire, tool kit, and jack. Also included with this vehicle are service records and receipts dating from 2006 to 2016 totaling over $70,000. An excellent original 356A Coupe that is ready to be driven and enjoyed. This extremely sought-after air-cooled Porsche is also mechanically sound.
For $185,000
1964 Porsche 356C Factory Sunroof Coupe #13555
Here is a 1990 Porsche 964 Carrera 2 Coupe featured with 83,657 miles on the odometer is available in its factory color code #80K Guards Red with a sand beige interior. The vehicle comes with a clean Carfax and is equipped with a 5-speed manual transmission, automatic speed control, power windows, sunroof, 4-wheel disc brakes, Porsche D90 wheels, jack, and tool kit. Also included with this vehicle is the original owner’s manual as well as receipts totaling over $6,000. A well-taken care of Porsche 964 that had the same owner since 1999 and is mechanically sound.
Here is a beautiful 1988 Porsche 930 Turbo Coupe featured with matching numbers and with 70,000 miles on the odometer. Available in its (special order) color code #980 Silver Metallic with a linen interior. The vehicle comes with a clean Carfax and is equipped with a 4-speed manual transmission, Flat 6 Cylinder 3.3-liter engine, air conditioning, power windows, sunroof, 4-wheel disc brakes, and jack. An extremely sought-after low mileage 930 Turbo that is mechanically sound.
For $79,950
For $119,950
1998 Porsche 993 Targa #14059
Here is a rare 1964 Porsche 356C Factory Sunroof Coupe featured with matching numbers (Kardex copy included). Available in its factory color code #6407 Signal Red with a black interior. The vehicle comes equipped with a 4-speed manual transmission, 1600c engine, dual carburetors, sunroof, matching numbers hood/ decklid, chrome wheels, and 4-wheel disc brakes. An excellent 356C Coupe that is ready to be driven and enjoyed. This extremely sought-after Porsche had the same owner since 2000 and is mechanically sound.
For $119,950
This amazing and well-equipped 1998 Porsche 993 Targa featured with 62,883 miles on the odometer and is available in its factory color code #92U Arctic Silver Metallic with a grey interior. The vehicle comes with a clean Carfax and is equipped with a Tiptronic transmission (4-speed), Tiptronic buttons for steering wheel, Flat 6 Cylinder 3.6-liter engine, automatic speed control, 8-way electrical seat (left & right), pleated leather seats, board computer, power windows, power steering, air conditioning, stainless steel door entry guards with model logo, and 4-wheel disc brakes. Both the color code and options sticker are still in place under the hood. An extremely desirable and well-taken care of air-cooled 993 that is mechanically sound.
For $76,500
1964 Porsche 356C Cabriolet #11507 The 1964 Porsche 356C Cabriolet featured here with matching numbers (Kardex Included) is available in a gorgeous color combination of Champagne Yellow with a green interior. It comes equipped with a 4-speed manual transmission, dual Weber carburetors, soft top, boot, and solid wheels. An extremely sought-after 356C Cabriolet which had the same owner for many years and is mechanically sound.
For $125,000
1987 Porsche Carrera Targa #13747 Here is a stunning 1987 Porsche Carrera Targa featured with matching numbers and 60,290 miles on the odometer is available in its factory color code #700 black with a sand beige. The vehicle comes equipped with a 5-speed G50 manual transmission, Flat 6 Cylinder 3.2-liter engine, air conditioning, automatic speed control, sport seats, central locking system, front/rear spoiler, power windows, 4-wheel disc brakes, 16” Fuchs forged alloy wheels, jack, and tool kit. Also included with this vehicle are paint meter reading photos and receipts totaling over $17,000. A well-equipped and maintained Carrera Targa that is mechanically sound.
1977 Porsche Carrera Cabriolet Conversion #12736 This 1977 Porsche Carrera 3.0 Cabriolet Conversion is available in black with a tan interior. it comes equipped with a 5-speed manual transmission, 3.0-liter engine, power windows, soft top, 4-wheels disc brakes, and Fuchs wheels. The Porsche has just come out of long term ownership and is mechanically sound.
For $86,500
For $34,750
1977 Porsche 911S Targa #13401
1982 Porsche 911SC Targa #13878
1983 Porsche 911SC Cabriolet #13110
1986 Porsche Carrera Coupe #14002
Here is a 1977 Porsche 911S Targa that is available in Guards Red with a black interior. It comes equipped with a 5-speed manual transmission, 4-wheel disc brakes, and Fuchs wheels. A wellpriced Porsche that is mechanically sound.
Here is a 1982 Porsche 911SC Targa Euro Spec featured with 80,006 miles on the odometer and matching numbers (Certificate of Authenticity copy included). Available in its factory color of Pacific Blue Metallic with a linen interior. The vehicle comes with a clean Carfax and is equipped with a 5-speed manual transmission, rear window wiper, power windows, 4-wheel disc brakes, jack, and Fuchs wheels. Also included with this vehicle is a receipt for a major service done less than 100 miles ago at a cost of $6,942. A beautiful color combination 911SC that has just come out of the dry desert state of Arizona and is mechanically sound.
Here is a 1983 Porsche 911SC Cabriolet featured here with matching numbers is available in its factory color code #908 Grand Prix White with a black interior. It comes with a clean Carfax and is equipped with a 5-speed manual transmission, air conditioning. power windows, soft top, boot, 4-wheel disc brakes, Fuchs wheels, and tool kit. A well-priced 911SC that is mechanically sound.
For $48,500
For $38,500
Here is a beautiful 1986 Porsche Carrera Coupe featured with matching numbers (Certificate of Authenticity copy included) and with 34,356 miles on the odometer is available in its (special order) factory color code #33P Iris Blue Metallic with a blue interior. The vehicle comes equipped with a 5-speed manual transmission, Flat 6 Cylinder 3.2-liter engine, air conditioning, power windows, spoiler (front & rear), sunroof, 4-wheel disc brakes, Fuchs wheels, tool kit, and jack. Both of the color code and options stickers are still in place under the hood. Also included with this vehicle are receipts totaling over $22,000. An excellent original California car that is mechanically sound.
For $36,500
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
For $89,950
991 SPEEDSTER
DROP-TOPS
A CUT ABOVE
With less than two-thousand units produced, the 991 Speedster is a rare drop-top, but arguably the best...
T
he 991 Speedster is a £212,000 masterpiece, a 991 GT3 with the roof lopped off, limited
imperious sense of absolute control to its driver. The six-speed manual is a belter, too, with an
regulations) brings into light the fact the drivetrain of the Speedster isn’t quite as loud
to 1,948 units (a figure celebrating Porsche’s seventieth
accuracy of throw and mechanical heft to its action that makes you delighted to learn there
and raucous as it is in the GT3, but we challenge anyone putting the drop-top through the wringer
anniversary in 2018) and blessed with an output of 510hp. The moment
are no PDK Speedsters in the 1,948-unit mix. The Porsche Ceramic Composite Brakes
to refrain from having a smile on their face as the needle smacks into the redline. Not even
order books opened, all examples destined for
(PCCB) feature a Speedster-specific softer pad
the V10 in the Audi R8 Spyder sounds as spine-
the UK were sold to eager collectors, each keen to bag this most special of 911s, probably the
compound. They’re mighty. There really is no other word for them. They have no difficulty
tinglingly terrific as this. Performance, therefore, is astonishing.
best open-topped car you’ll ever drive. In fact, we’ll go a step further: apologies to buyers of
whatsoever in dealing with the car’s mass at any speed, while the modulation of the centre
There are moments in second, third and even fourth gear where you can feel the Speedster’s
the almost-as-mesmerising 718 Spyder, but the 991 Speedster deserves to be recognised as
pedal is so perfect that heel-and-toe is nigh-on impossible to mess up – there’s an ‘auto blip’
massive rear Michelin Pilot Sport Cup 2 tyres squirming as they struggle to contain the fury
arguably the greatest sports car ever built. It begins with the steering. It might not match the euphoric highs of Porsche’s older, hydraulic systems, but it’s still head and shoulders above nearly every other set-up on sale today. There’s not a single iota of slop to its responses nor weighting, with the nose of the Speedster responding instantaneously to the minutest of inputs. It’s tiny flick-of-the-wrist stuff to pilot a hard-charging 991 Speedster along a twisting route, making you feel relaxed while in command of this rear-engined monster, which
function for downshifts if you so wish, but you should really never, ever need it. Of course, to get heel-and-toe right, throttle response must match brake bite like hand fits glove, and when you’ve got an atmospheric-breathing engine free of forced induction, then throttle response is heavenly. We all know this beautiful powerplant from the GT3 and GT3 RS 991.2s, and we know how keen the unit is to rev, not to mention the glorious noise it makes when the tacho sweeps around to that vertiginous redline. The fitment of two gasoline particulate filters (ensuring the
of the naturally aspirated lump, but even these moments of broken traction are telegraphed to the driver so concisely that you never feel like the Speedster’s behaviour is intimidating. The car also benefits from rear-axle steering and dynamic engine mounts, to further aid agility. If you’re reading this and you’re one of few lucky owners, make sure you take advantage of the opportunity of a lifetime: don’t place your Speedster into quiet, pampered storage. Instead, get out there, and enjoy — on a regular basis — one of the best sports cars ever manufactured.
80 October 2021
986 BOXSTER
DROP-TOPS
THE GAME CHANGER
Heralding the start of a new era of Porsche production and rescuing the company from the brink of bankruptcy, the 986-generation Boxster is nothing short of a landmark sports car...
P
roduction of the 986 started
upholstery, air-conditioning and a three-spoke
it — amber to clear, except on cars destined for
at the former 928 plant in Zuffenhausen back in 1996,
steering wheel were fitted to the S as standard, and the instrument panel, centre console
the United States domestic market, where they remained bright orange.
but such was demand, the assembly line struggled to keep
and door panels were also upgraded. Further highlights included splashes of aluminium
The bumpers were given a more defined, somewhat chiselled appearance thanks to
pace. Consequently, in October 1997, Porsche signed a deal with Valmet
for the lid and door openers, as well as the instrument bezels. Cabin noise was reduced,
projecting lips either side the front grilles, which makes a significant difference to the facelifted
Automotive in Finland to assemble Boxsters
claimed Porsche, by a new lining for the roof.
car’s image. Everything else seems kind of
at the latter’s factory at Uusikaupunki, located in the south of the country. Then, in autumn
It was another three years before the Boxster range saw more significant changes. In the early
incidental, glass rear window apart. As per the 996, the 986 gained revised instrumentation,
1999 (in time for the 2000 model year), the 986 received its first major modifications. The
autumn of 2002, VarioCam (variable valve timing first found on the 968’s three-litre inline-four)
a lockable glovebox, cup-holder, and a new electro-mechanical hood and boot release
original 2.5-litre, 201bhp water-cooled flat-six was replaced by a 2.7-litre unit offering 220bhp
boosted the 2.7’s power to 228bhp, although torque remained the same at 192lb-ft. 986 S
mechanism featuring an electronic emergency release in the fuse box panel. An updated
and 192lb-ft torque. More dramatic still was the Boxster S, which, with 252bhp and 225lb-ft torque, was marginally quicker and a fair bit more sprightly. Visually, it was still difficult to tell these upgraded cars from their predecessors. Indeed, the 2.7 was virtually identical to the 2.5, save for the provision of Porsche Side Impact Protection (POSIP) airbags in the doors. The S, meanwhile, gained a small central oil-cooler inlet at the front, seventeen-inch wheels, bigger brakes (with red-painted calipers), twin exhaust tailpipes (in place of the single pipe on non-S cars) and a titanium-coloured badge on the rear lid. The changes were by no means obvious. It was a similar story in the cockpit: leather
output grew to a healthy 260bhp and 228lb-ft. Now, with the basic Boxster design approaching its sixth anniversary, Porsche decided it was time to introduce cosmetic upgrades. Most obvious were the restyled front and rear ends — the latter with a new rear spoiler. The S retained its trademark twin tailpipes, along with reworked exhaust pipe and air intake. The bodyside air intakes were also revised, while clear front indicator lenses replaced the previous orange items. The rear light clusters were also updated, with translucent grey indicators replacing now-classic ambers. Meanwhile, side repeaters were changed from — you guessed
steering wheel was introduced, along with new wheel designs. The heated glass rear window was a major upgrade, in place of the previous plastic screen, which had become notorious for needing to be smoothed out by hand midway through the lowering process. Final shout on the 986 timeline was the special-edition 266bhp 550 Spyder 50th Anniversary announced in September 2003 to celebrate the 550 Spyder’s launch in 1953.
October 2021 81
968 CABRIOLET
DROP-TOPS
UNKNOWN TREASURE Now in its thirtieth year, the seldom seen 944 Turbo Cabriolet can be considered a precursor to the 718 Boxster S...
W
here the 924 faced
Stateside and only 100 were built in right-hand
to-62mph sprint of less than six seconds, the
criticism from purists upset at the fact that the
drive configuration, making the model a rare sight on British roads (just sixty-two examples
944 Turbo Cabriolet promised performance in keeping with that of its fixed head sibling. The
popular Stuttgart-badged 2+2 was loaded with
are listed at howmanyleft.co.uk, and half of those are declared SORN). Its scarcity has seen
cab’s chassis was stiffened in order to reduce the kind of body roll and flex so often associated
equipment highlighting the model’s origins as a joint venture between
it become one of the most desirable Stuttgart drop-tops, status a far cry from the ‘not a proper
with open-topped sports cars, too. Rigidity was achieved by welding together two floor pans.
Porsche and Volkswagen, the 944 that followed
Porsche’ accusation often levelled at transaxles
The work was carried out by American Sunroof
put paid to any whinging. Here was a Porsche launched with a robust 2.5-litre engine –
by those who have yet to experience the quality of engineering, performance and comfort these
Corporation (ASC) at its base near Stuttgart. Put simply, 944 coupés were wheeled in to
essentially a developed 928 V8 cylinder bank – from the manufacturer’s own stable. The car
terrific cars possess. Of course, air-cooled Porsches and their flat-
the Weinsberg-based facility before being cut down to size — literally! A windscreen with a
boasted wide rear quarters (hello to all the 924 Carrera GT fans among you), optimised handling,
six engines have been the driving force behind the surge in popularity (and price) of classic
pronounced rake and a 60mm reduction in height was then added along with a bespoke
and in true Porsche fashion, was the subject of a continuous development programme that saw various tweaked and tuned coupé and open-top 944s go on sale with either naturally aspirated or forced induction powerplants during the course of a near ten-year production run. In 1991, Porsche unveiled the 944 Turbo Cabriolet. By then, the boosted hard-top variant of the front-engined, rear-wheel drive sports car was chucking out 250bhp and had been treated to suspension, brake and transmission upgrades formerly the reserve of those taking advantage of main dealer cost options. The turbocharged al fresco 944 inherited the very same kit from the off. Incidentally, of the 625 944 Turbo Cabriolets made, none were imported
German metal in recent years, but you only have to take a look at the current product line-up from our favourite car maker to realise the 944 Turbo Cabriolet represents a formula that works just as well for Porsche today as it did more than quarter-century ago. Yep, we’re referring to the manufacturer’s 718 Boxster S offering – a turbocharged convertible powered by a 2.5-litre four-cylinder engine. A step back to the future, or one designed to keep a respectable distance from the sixes? You be the judge, but there’s no denying the newer car’s following of a tried and tested path offering practicality, power, great handling and fuel efficiency as laid down by the similarly styled 944. With a quoted maximum speed of 162mph and a zero-
metal boot lid and an electrically operated, manual locking, twin-lined fabric hood. Much like the naturally aspirated 944 convertible that came before it, the 944 Turbo Cabriolet is rightly regarded as one of Porsche’s best-looking open-topped creations. It was only in production for a matter of months, but it remains one of the highlights of Porsche’s transaxle back catalogue. The ‘charged ragtop represents the pinnacle of the 944’s dealer showroom specification and the final chapter in the evolution of the model before it made way for the fresh-faced 968.
82 October 2021
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FRONT OF HOUSE
Launched in the white heat of the Turbo era, the 924 Carrera GT turned in a remarkable performance at Le Mans, when three examples with close resemblance to cars you could buy in your nearest main dealer showroom finished sixth, twelfth and thirteenth overall… Words Johnny Tipler Photography Petersen Automotive Museum
L
et’s be up front here: the 924 Carrera GT is the only front-engined Porsche to bear the hallowed Carrera nomenclature, descended from the marque’s successes in the eponymous Mexican road-race, La Carrera Panamericana. And that cuts it out as something rather special. You can see the car’s moniker
desirable front-engined, water-cooled, rear-wheel drive Porsches, not least thanks to a limited production run and racing pedigree. Unveiled as a styling exercise at the Frankfurt Motor Show in September 1979, the 924 Carrera GT is an evolution of the 924 Turbo and designated factory type number 937. The body kit is unpretentious due in no small part
numbers for homologation into Group 4, leading into the Group B supercars which would take over in 1982. Step forward, Jürgen Barth: according to the man who was Porsche’s chief race car tester at the time, there was initially no factory interest in racing products from the manufacturer’s transaxle family, but he and co-engineer, Roland Kussmaul, were granted permission to do their own thing
proudly scrawled large along the offside front wing. This is also one of the most
to the fact the car was intended for competition work, produced in sufficient
with 924 Turbo prototypes. The inspiration for the 924 Carrera
86 October 2021
924 CARRERA GT
GT sprang from the factory’s 1980 Le Mans entries, when three cars developed by Barth and Kussmaul (under the direction of Norbert Singer) completed the marathon event in the GTP class. Financed by Porsche concessionaires in Germany, USA and Great Britain, Barth and Manfred Schurti drove the German car to finish sixth overall and third in the GTP class, averaging 111.60mph
thirteenth place (despite a dropped exhaust valve), while Derek Bell, Tony Dron and Andy Rouse handled the British car to twelfth. The Brits required little more than a change of spark plugs, but experienced the major drama of their 924 losing its one-piece nose cone at night in the turbulence of a passing 935 on the Mulsanne Straight. The following year, Schurti and Rouse
retired with transmission failure after completing thirty laps. In the rally arena, Walter Röhrl won the 1981 German Rally Championship in the 924 Carrera GTS (recently restored and featured in the August issue of 911 & Porsche World), with the Hessen Rallye, Rallye Vorderpfalz and the Serengeti Safari Rallye to his credit. This is all well and good, but what is the 924 Carrera GT — and its derivatives
over 2,678 miles. Al Holbert and Peter Gregg drove the American car to
finished eleventh in their 924 GTR, though the Eminence Racing Team’s GTR
— and how does it differ from the fastappreciating 924 Turbo? October 2021 87
Visually, the 924 Carrera GT stands
the dedicated air scoop. It developed
produces 177bhp and makes 127mph
IT’S SHOWTIME
210bhp at 6,000rpm, which may not be a wildly increased output, but the car derived its punch and raw character from a strong power-to-weight ratio. This was achieved by omitting superfluous sound-deadening material and swapping narrow steel front wings for broadshouldered polyurethane and glass-fibre composite panels, and by trading the steel doors and bonnet for aluminium skins. The front spoiler, outer sills and rear wheel arch extensions were also constructed from flexible polyurethane, reinforced with glass-fibre. Although the characteristic 924 Turbo vents in the front of the bonnet were retained, the Carrera GT featured a single long
tops, with 0-60mph coming up in little more than nine seconds. The evolution of the 924 Carrera GT logically encompasses its two derivatives: the GTR and GTS. In March 1981, these two offshoots were available when the construction of the roadgoing Carrera GT run was complete for homologation purposes. Although the GTR and GTS are primarily competition cars, with headlights lurking behind polycarbonate fairings (as opposed to the parent car’s pop-up lamps), a number were adapted for road use and finished with full cabin furnishings, including wind-up windows in place of lightweight Plexiglass. Even so, glazing is thinner
The Frankfurt show car was developed into the limited production 924 Carrera GT released in June 1980, coinciding neatly with Barth and Schurti’s sixth place at Le Mans in an era when the slant-nose 935 and mid-engined 936 were dominant. Two versions of the 924 Carrera GT were available: the first was the road-legal production run of 406 units (of which six were prototypes) enabling the homologation process, while the second was the GTR, based more closely on the works Le Mans machines, which would metamorphose into the full-on GTR and GTS Rally competition cars the following year. The street car was equipped with the 924 Turbo engine, augmented by
horizontal slot at the base of the front spoiler. There was also a larger rear spoiler on the outer rim of the tailgate. An aluminium transaxle tube and lightweight suspension components provided a firm-riding recipe including Bilstein dampers and stiffer springs. In the cabin (still recognisably that of the 924 thanks to two-plus-two ergonomics), lightweight 911 SC sports seats were upholstered in black cloth with a red pinstripe. One customer even specified a full-leather interior. Thus, the Carrera GT tips the scales at just over 1,000kg, undercutting the normal 924 Turbo by 181kg. This, combined with the punch from intercooled forced induction, enables a top speed of 150mph and
than standard 924 panes and, in addition, these cars feature 911 seats instead of the racer’s 935-style racing buckets. The Carrera GTS delivers better lowspeed torque than the GT by deploying a maximum 1.0bar boost to produce 245bhp via a forty percent limited-slip differential, easing ahead of the Carrera GT with a 0-62mph time of 6.2 seconds and a top speed of 155mph. Being a race and rally machine, its suspension is uprated with lighter front wishbones and coil-sprung rear suspension, enhanced by cast aluminium trailing arms. In rally trim, the GTS features yet tougher suspension with higher ground clearance, plus a sump-guard, underbody shield and a built-in roll cage. Brakes
an air-to-air intercooler lying flat atop the engine’s cam cover and served by
a 0-62mph (100kph) of 6.9 seconds. By comparison, the normal 924 Turbo
are ventilated cross-bored discs all round, allied to 911 Turbo (930) hubs.
out because of its plastic front wings, wheel spats and that distinctive bonnet air scoop. Under the skin, what makes it special is an intercooler the standard 924 Turbo didn’t have, all the while riding on a stiffened and lightened chassis to provide handling at the raw edge. We know Porsche is a past master of creating these race-derived special editions, and the 924 Carrera GT is worthy of the same degree of respect as the revered 911 Carrera RS 2.7, seeing as the resulting sports car is something of a technical tour de force evolving from the series production model.
88 October 2021
Above Though it went through various bodywork alterations, Harm Lagaai’s original 924 design lasted for more than two decades, ceasing production with 968 expiration in 1995
Facing page Twolitre inline-four has its detractors, but Porsche modified the engine successfully for Le Mans use
924 CARRERA GT
October 2021 89
It’s 130lbs lighter than the Carrera GT by virtue of glass-fibre wings, a matching airdam and rear bumper, as well as doors and bonnet. Wings and rear arches are also more prominent than those of the Carrera GT. The rear greenhouse panel is polycarbonate, although roadgoing versions feature the normal glass tailgate, complete with wiper. A 280bhp version (described as the GTS Rally or Club Sport and pictured on these pages) became available
on the left-hand side of the engine block instead of below and to the right front. The GTR could hit 181mph and would top 62mph in 4.7 seconds. Brakes were sourced from the 935 race car, though they could trace their origins back to the 917 sports prototype. When new, you could specify any colour you liked for the GTR, providing it was white.
Relative to the basic 924 Turbo’s £13,998
with a one-piece nose section with integral lights, rubber overriders and no front bumper. The contours of the front wheel arches are slightly wider in the GTS and GTR than the Carrera GT, and the rears are a tad taller, as well as wider. The glass-fibre tailgate spoilers of these cars is slightly different to the GT’s, too, sporting a built-in Gurney-flap lip and a moulded GTS logo beneath. The Porsche badge is a decal glued onto the bonnet, although some owners opt
from January 1981. Stripped for action, this hardcore 924 came supplied with no protection below the floor pan, but with an aluminium roll-cage and fire extinguisher inside. Famous owners include Derek Bell, Lord Mexborough, The Earl of March and George Harrison. Lighter still, the GTR model (R for Rennsport, of course) was intended for use in the FIA Group 4 category, where it was eligible for the 1982 World Endurance Championship. It’s no surprise to discover it was directly descended from the 1980 Le Mans car, weighing in at 945kg, but the output is nonetheless quite staggering: the muchmodified two-litre 924 Turbo power unit delivers a serious 375bhp, thanks to
— and even the 924 Carrera GT’s £19,211 — the GTR’s £34,630 price tag was, for the time, nothing short of stratospheric. By comparison, the (red only) GTS would set you back a not unreasonable £23,950, relatively speaking. Contrast this with the showroom sticker of £18,180 for a same-age 911 SC Sport Equipment and the exalted status of the 924 Carrera GT in the marque’s hierarchy becomes a little clearer. Of the 406 units of the 924 Carrera GT, just seventyfive were in right-hand drive, with UK deliveries starting in January 1981. There were just forty units of the GTS and less than twenty of the GTR, all of which were left-hand drive. The GTS and GTR panels were of
to site the number plate there instead. In all cases, the windscreen is bonded to the shell, rather than rubbered in place, improving airflow over the cabin top. If you’re looking at a car with a big ‘step’ between the frame and the glass, its screen isn’t bonded, meaning you may not be looking at the real deal. Also, there are fundamental changes in the rear chassis to do with the use of coil springs requiring variable ride-height platforms and the boot floor is raised to make provision for a 120-litre (26.4-gallon) fuel tank providing suitable range for endurance racing. Needless to say, there are no rear seats. The 924 Carrera GT wears a slightly extended rear bumper, projecting further
Kugelfischer mechanical fuel injection and a larger KKK turbocharger, housed
glass-fibre rather than polyurethane. These more extreme cars were fitted
than that of the 924 Turbo, and a largerlipped wrap-around tailgate spoiler with
90 October 2021
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Above 924 Turbo origins are clear to see thanks to continued use of the model’s vented snout
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a rougher surface finish. It comes in just three body colours: Diamond Silver Metallic (twenty-two UK cars), black (twenty) or Guards Red (thirty). Here’s how the chassis numbering works. The factory’s model designation is 937, which is why the VIN number stamped into the left of the false bulkhead should read WPOZZZ93ZBN7... and so on. The 93 serves to indicate 937, the letter B is a factory code for 1981 and the N identifies a car built at the Audi plant at Neckarsulm, north of Stuttgart. The numerology should be followed by two zeros and a three-digit number corresponding to its positioning in the 406-unit production run. By comparison, a 924 Turbo is type number 931 and will have a VIN containing 93ZBN1. The GTS VIN should read WPOZZZ93ZBS7..., the S referring to its Stuttgart construction. As a separate production run, the GTR chassis identification ran from 93ZBS720001 to 0022, with numbers thirteen and eighteen to twenty-one omitted. In all cases, the swirling Carrera
GT identification to the right of the rear panel. The cursive Turbo label appears on the inner door sills. When checking out a prospective purchase, examine it closely for ill-fitting panels and odd gaps suggesting poor accident repairs. Check for over-spray on hard-to-mask areas such as the suspension. The plastic panels will almost certainly have ripples, which isn’t
a concern, but look underneath to see if the underbody protection has been compromised. Creature comforts and amenities in UK-spec cars include the aforementioned 911 SC sports seats, deep-pile carpet, electric windows, Panasonic radio/cassette player (model number CQ863) with electric aerial, tinted glass, electrically operated heated door mirror, rear wiper, headlamp washers and four-spoke sports steering wheel. Again, the GTS is in a different league: it
harnesses. Door trims are unique, with grab handles instead of door-pulls and flimsy catches. Bonnet cables have been known to fail. Only the principal moulding remains of the original 924 dashboard, its binnacle containing the 300kph speedo and rev-counter with integral boost gauge, while other dials are mounted in a centre console ahead of the gear lever. Apart from a thin veneer of black carpet, all other trim is absent. The good news is some of the trim is available again. As mentioned earlier, the seats are the same as the 911 SC’s Sport seats, for which Lakewell manufactures a restoration kit. The company is happy to work with 924 Carrera GT owners to create seat centres and bolsters with the signature red-pinstriped fabric as per original Carrera GT specification. Specialist supplier, Werk 924, also offers a wide range of 924 cloths and leathers. The 924 Carrera GT’s application of the 924 Turbo engine makes use of the same Porsche-designed aluminium cylinder head and cast-iron block, but
script is emblazoned on the top of the right-hand front wing, with the Carrera
boasts the three-spoke 911 SC steering wheel, racing bucket seats and four-point
modified combustion chambers, forged pistons, 3mm larger exhaust valves
THE MOST NOTICEABLE DIFFERENCE BETWEEN THE TURBO AND THE CARRERA GT IS THE DOG-LEG TRANSMISSION, WITH FIRST GEAR LOCATED LEFT OF THE GATE
92 October 2021
Above In order to comply with the FIA’s homologation regulations, the 924 Carrera GTS was offered as a road car
924 CARRERA GT
Below Integrated Matter roll cage was firm fixture (literally) of Porsche race cars and homologated models during the 1980s, including the 944 Turbo Cup
and repositioned spark plugs relative to the standard car. The electronic ignition system is also more refined.
a classic Garrett T34 turbocharger with state-of-the-art BorgWarner EFR internals to produce a thoroughly modern
gearbox is of the transaxle type, in unit with the rear axle for optimum weight distribution. Compared with the 924
The KKK (type K26-2660 GA 6.10) turbocharger has a slightly larger body,
snail-shaped bhp booster with an OEM look and improved performance, as
Turbo’s cog swapper, it includes a stronger final drive, case-hardened crown
and its maximum boost pressure is 0.75bar, hence output is up to 210bhp at
well as enhanced reliability. A variety of specialists, including Turbo Dynamics,
wheel and pinion and the same for third, four and fifth gears. The actual ratios
6,000rpm. The engine runs two auxiliary cooling fans instead of just one, although
TurboZentrum, Turbo Technics, Tim’s Turbos and Owen Developments, are
are the same as the 924 Turbo, although first gear synchro and clutch is sourced
the water radiator is identical. The oil cooler is relocated ahead of the radiator,
ready and waiting to help you with exactly this work.
from the contemporary 911, promoting easier shifts when cold. The limited-slip
and the larger-bore exhaust is more of a straight-through system. The weakest
SWIM WITH SHARKS
differential is optional, while on the GTS, the finned transaxle benefits from its
link here is the turbocharger, which has
Just when you think you’ve got the hang
own minimal oil-cooler.
a startlingly short (maximum 40,000mile) life expectancy. With this in mind,
of the 924 Carrera GT, you discover the GTS is quite different in many ways. For
The Carrera GT sits 10mm lower than the 924 Turbo and uses Bilstein
the engine should always be allowed to run for a couple of minutes before
instance, instead of the intercooler, pride of place under the bonnet goes to the
gas dampers. The steering joints are beefed up, as are the anti-roll bars and
switch-off, behaviour allowing the oil to circulate and the compressor to cool
cast-alloy inlet manifold, fronted by a 928-derived modified injection system,
rear trailing arms. Brakes are ventilated discs (measuring a whopping 392mm at
off. Otherwise, oil cooks in the turbo and there’s none available for the bearings
which supplies the injectors via an eightinto-four adaptor stack. The massive
the front and 290mm at the rear) cooled by ducts within the front valance and
on start-up. The engine should also be
intercooler is tucked up in the front of
accompanied by dual brake circuits allied
allowed to warm up for a short while before pulling away, thereby allowing the lubricant to coat the bearings effectively. This is standard practice on all classic turbocharged cars, but if you do find yourself in a pickle with a blown turbocharger, it is likely more costefficient to have the original unit rebuilt with modern components than it is to source a like-for-like replacement part. In fact, 911 & Porsche World editor, Dan Furr, demonstrated exactly this in the January issue of the magazine (order a copy at bit.ly/issues911pw), equipping
the car, and there’s an unconnected safety cut-out switch on the inner wing, in front of the VIN plate. The battery is positioned in the boot for optimum weight distribution and there’s a handmade light-alloy expansion tank for the cooling system. The most noticeable difference between the 924 Turbo and the Carrera GT, however, is the dog-leg transmission, with first gear located to the left of the gate, meaning the main four ratios are selected in an H-pattern — convenient for competition use. Reverse is ahead of first. The G31/03 five-speed
to a stepped tandem master cylinder. The brake circuit is split front-rear, while that of the 924 Turbo is a diagonally split twin-circuit system. Wider wheels give the 924 Carrera GT an even broader track than the 924 Turbo, which accounts for the bulbous wings and wheel arches in the first place. Track, both front and rear, measures 1,477mm, helped by 21mm spacers at the back. The wheels themselves are forged Fuchs five-spokes: 7Jx15 shod with 215/60 VR15 tyres, while staggered 7 and 8Jx16in wheels with 225/50
October 2021 93
VR16 back tyres were optional, though standard for the Club Sport. On the road, the 924 Carrera GT is a vivid driving experience — I’ve had a go in a few over the years. When the turbocharger kicks in, this Porsche is creamy smooth and, after 3,000rpm, it pulls like a train. Up to a point, there’s so much torque available, you can get away with working like you’re in charge of a four-speed transmission and forget about first gear altogether, although second is frequently difficult to find. Handling is neutral, with a hint of understeer, and the car drifts rather than the back end coming out at speed. The brakes are, in my opinion, inadequate — they do the job, but they don’t match the car’s performance. The steering is high-geared, as well, which makes overcorrecting a temptation. Even so, this is a fast, well-balanced driver’s car. It’s reliable, economical (returning 30mpg) and easy on tyres. Alongside the 160mph speedometer, the rev-counter is oriented to provide an unrestricted view of the dial from 3,000rpm to 6,000rpm beneath the rim of the non-adjustable steering wheel. The turbo emits a characteristic whistle just below 2,000rpm and the boost gauge in the base of the revcounter starts to register at 2,500rpm with 0.5bar, rising to 1.2bar around 3,000rpm when torque peaks.
complemented by a change in the exhaust note as it comes on full song. I asked Barth what he liked about the 924 Carrera GT. “It’s a nice, neutral handling car, and you can drive it smoothly without any big problems,” he replied. “Granted, you have to work with the lag of the turbocharger, which is a little bit of a handicap when coming out of hairpins, but it’s not a big problem. When compared to the standard 924 Carrera GT, however, the biggest difference with the GTS, and this is also true of the GTR race car, is that it’s a better car. In rallying, you need a little bit of elasticity and a softer ride. The GTR produces more power, of course, and it makes use of a stronger gearbox and features better uprights, but for rallying, you work with a different set of values.” In a day-to-day situation, the 924 Carrera GT is a fast A-road car, providing there isn’t too much traffic. This turbocharged transaxle is highly entertaining on smooth-surfaced B-roads and back doubles, when an incautious right foot makes you conscious of the model’s depth of power. Handling is spot-on, as you’d expect from such a well-honed package, incorporating positive scrub-radius front-suspension geometry doling out all the grip you need to tackle fast corners. The only thing this Porsche doesn’t do well is town-centre parking — there is no power steering.
And there it stays. Lag is minimal and there’s a surge of power at 3,500rpm,
Then again, the 924 Carrera GT is a racer for the road, yet at the same time, it’s
94 October 2021
kitted out like its more civilised frontengined siblings. It’s certainly a Porsche with attitude, which, when coupled with limited-volume production, makes it a popular model to replicate with a willing donor 924 Turbo serving as the starting point and well-crafted 924 Carrera GT (as well as GTR and GTS) replica body panels available from Club Autosport, Rose Passion, Rennspeed, Wendesign, Turbo Works, Porscheshop and GT Racing, among others. A Porsche project car? Purists, close your eyes — I’m in! l
Above Though fairly toned down for 944 production, muscular arches became integrated into the bodywork of future four-cylinder models from Porsche’s transaxle product line
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October 2021 95
TECH: TOPICS
SPOILER ALERT Spoilers of various shapes and sizes may have defined the 911 silhouette through the years, but aerodynamics governs every inch of Porsche product design today...
T
Words Shane O’Donoghue Photography Porsche, Dan Sherwood, Matt Woods, Dan Furr o most people, the word aerodynamics means downforce, but it’s actually a huge field of scientific study, pioneered by the aeronautical industry. There’s a lot more to aerodynamics than mere downforce, too — drag through air, wind noise and overall stability are key considerations. These things are as important to the
arguably more important again when considering an open-topped model, such as those showcased in this issue of 911 & Porsche World. Across the following pages, we track the development of Porsche’s expertise in aerodynamics through the years, culminating in the latest active aero technology. Aerodynamic drag is one of the easiest measurements to comprehend. As a car travels through air, the air exerts
London bus, for example, will experience more drag at a given speed than, say, a 911. While drag is largely determined by the frontal area of a car, it is also proportional to the speed squared, meaning at higher speeds, the engine has to work much harder to overcome this force. Hence, anything that can be done to reduce drag helps with performance and fuel economy or, in the case of an electric vehicle, such as the
design of a Porsche SUV as they are to one of the brand’s sports cars, and
a drag force in the opposite direction. It’s not difficult to understand how a
Taycan, overall range. These days, drag coefficient is a standardised measure of
96 October 2021
a car’s aerodynamic qualities and you’ll often find it quoted on product literature and promotional materials.
precise manufacturing tolerances and techniques. Shut lines between panels have never been tighter and components such as door mirrors, glass bonding and
distribution and grip levels by reducing contact pressure on the tyres, leading to instability. Conversely, downforce adds weight at speed, pushing the car down,
ROARING TWENTIES
windscreen wipers have been optimised to further minimise drag. We need to introduce the concept of
aerodynamic lift at this point. This is the opposite of downforce — which, in itself, is more correctly referred to as negative lift — in that it exerts an upwards force on the car body. Unless you want a flying car, this is not a good thing. Even
aiding stability and increasing possible cornering speeds. In simple terms, there are two pathways for air to flow as a car travels through it: some of the air goes over the car, some of it goes under. Obviously, air also travels around the car, but this is of less interest to our explanation. If the air going over the top of the car travels at the same speed as the air going underneath, there is zero lift. Simplistically speaking, however, the air going over the top has further to travel in the same amount of time than the air
small amounts of lift are undesirable because it alters a car’s weight
moving in almost a straight line under the car. This causes the air going over
Automotive engineers quickly cottoned onto the idea of reducing drag by smoothing out bodywork, with evidence of this practice being implemented as far back as the 1920s. Rudimentary as it was then, smoother bodywork was found to allow for higher top speed. Ferdinand Porsche himself revealed one of the first designs for a streamlined car — the 1933 NSU Type 32, which pre-dated the Volkswagen Beetle — in the interests of fuel economy. Since then, of course,
THE BASE OF THE WINDSCREEN SLOWS THE AIR DOWN, NO MATTER HOW RAKED IT IS, CAUSING AN INCREASE IN DOWNWARD PRESSURE
Above Carrera RS 2.7 ducktail causes the air to slow down significantly, resulting in a high-pressure area contributing to less overall lift
massive advances have been made in terms of reducing drag, in line with more
October 2021 97
TECH: TOPICS
the top of a car to ‘speed up’. According to Bernoulli’s principle (one of the most important aspects of fluid dynamics), for a given volume of air, the higher the speed the air is travelling, the lower the pressure. Likewise, the lower the speed of the air, the higher the pressure. This applies to a car in motion moving through relatively still air. That’s close enough to reality to explain the basics of what’s happening. The slower air underneath a car is therefore at higher pressure, while the faster air over the top is at lower pressure. This has the effect of pushing the car up. All things being equal, a
In reality, for most cars, there are areas of low pressure and high pressure as air flows over the body. For example, the base of the windscreen slows the air down, no matter how raked it is, causing an increase in downward pressure. Nonetheless, without careful thought and design, most cars exhibit net lift, especially at higher speeds. So it was with the early 911 — lift at the front end was exacerbated by the lack of weight over the nose. For 1972, Porsche came up with a solution in the form of a relatively subtle-looking airdam developed in a wind tunnel. As the name suggests, the lower front bodywork
touch the tyres, but it does cause an air restriction, which speeds up the air under the car and results in a ‘sheltered’ section directly behind the airdam. Both of these are of low pressure, meaning a reduction in lift at the nose of the car.
slippery car body will increase the speed of the air over the car and, while it reduces drag, it can also increase lift.
forms a dam for the airflow. Naturally, it can’t ever extend all the way to the ground and all the way around the side to
of Porsche engineering wizard, Norbert Singer, to improve the 911’s performance as a race car. Reducing rear-end lift was
98 October 2021
Above Porschepenned NSU Type 32 in front of Kronenstrasse 24 in Stuttgart
DRAG ACT For the 1972 911 S, the first car to feature this airdam as standard, lift reduction was quoted as forty-four percent, while it was not found to increase drag. The wind tunnel work on a road-going 911 that led to such a discovery (and subsequent patents) was carried on under the management Below Carrera RS 2.7 fixed ducktail and 997 electrically extending rear spoiler
TECH: TOPICS
the priority — despite the location of the engine in the back of the car, the 911
engineers and styled it to suit the car, minimising loss of rear visibility.
further the 911’s prowess in motorsport, notably bringing the 1974 911 Carrera
experienced significant lift at the rear, largely due to the speed of the air flowing over it. The equivalent of an airdam was fabricated and fixed to the engine cover for further wind tunnel investigation. This add-on took the form of an upright panel on the engine cover and, before long, Porsche’s technicians quickly realised its potential — as the air flowing over the roof and down the back of the car encounters this spoiler, the air slows down significantly, resulting in a highpressure area contributing to less overall lift. The result of all this work was none other than the legendary ‘ducktail’ spoiler fitted to the iconic 911 Carrera RS 2.7. Anatole Lapine, Porsche’s then chief designer, took the work of these
Interestingly, the high-pressure region ahead of this spoiler coincided with the relocation of the air inlet grille, which resulted in more cooling air flowing into the engine bay. On top of all this, the ducktail spoiler dropped drag coefficient from 0.41 to 0.4. This may sound counterintuitive when you picture air slamming into the spoiler and, effectively, slowing the car down, but actually, one element of drag is rear vacuum, where air detaches from the car body, usually at the trailing edge of the roof or bodywork. Within these sections, the car is essentially sucked backwards. A spoiler can negate this effect, or at least alter the strength and position of it. Norbert Singer used this research to
RSR Turbo 2.1 to fruition with its outrageously large rear wing. Note we’re using the word wing here, not spoiler. The racer didn’t just feature a ducktail-like bustle on the rear, but a full-on wing with endplates. The profile of a wing used on a car takes advantage of the Bernoulli principle described earlier on, where higher air velocity means lower pressure, and vice versa. The lower surface of a wing is longer than the top, meaning the air has further to travel. Therefore, it speeds up, reducing the pressure. The opposite happens on the top surface of the wing, resulting in a net force down on the wing (negative lift or downforce). And those endplates? They stop ‘leakage’ of the high-pressure air to the low-pressure
100 October 2021
Above 1974 911 Carrera RSR Turbo, complete with giant rear wing and adjustable end plates
Below Wind tunnel tests are an important prerequisite of optimal aerodynamics, as demonstrated at the Weissach development centre
Right A model wind tunnel displays the aerodynamic qualities of the Porsche 917
Below The 964 was the first Porsche to introduce an electrically extending spoiler, which appears flush with bodywork below 50mph
side around the periphery of the wing,
proud, but otherwise, it maintained the
well as the back, and an impressively low
maximising its effectiveness.
classic 911 silhouette. Above 50mph, an
0.32 drag coefficient.
In terms of producing downforce with low drag, wings have been found
electric motor moved the spoiler up into place, contributing to a claimed zero lift
LETTERS OF THE LAW
to be far more efficient than spoilers, though they’re not always practical or
scenario at high speed. Porsche claimed this didn’t increase drag, either.
The next major milestone in Porsche road car aerodynamics came with
desirable. Witness the popularity of the Touring version of the new 992 GT3,
This wasn’t the only aerodynamic innovation of the 964, which also
the launch of the 991-generation 911 Turbo in 2014, which marked
for example, versus the regular model, which produces much more downforce thanks to its massive wing. Cleverly, Porsche managed to incorporate the best of both worlds when it launched the 964 in 1989, featuring (for the first time) an electrically extending rear spoiler. Up to 50mph, the spoiler, complete with integrated air grille, was more or less flush with the rear engine cover. The trailing edge’s lip was a little
featured smooth underbody panels, a bonded-in windscreen and rain gutters designed for minimal interruption of the airflow, all further reducing drag. A chunky new front bumper design encouraged the airdam effect described earlier and, where the 1972 car’s side sills allowed the fast-moving air to escape, the 964 featured lower sills in a bid to trap air and enhance the effect. The result was low lift at the front as
the arrival of (yet) another acronym: PAA, translating as Porsche Active Aerodynamics. This car featured active elements front and rear. Below the front bumper, for example, sits a flexible black component quite innocuous in its default position, but using pneumatic control and compressed air, the shape of the protrusion (in effect, a more sophisticated take on the airdam of old) can be altered to two other settings. The
October 2021 101
TECH: TOPICS Right 911 Turbo S Porsche Active Aerodynamics (PAA) working their magic
Below 992 PAA rear wing retracted and in 'performance position', and the car's front cooling air flaps open and closed
102 October 2021
Speed mode is activated at 75mph (or if the driver uses Sport Plus), where the outer edges of the element descend, diverting air around the car and speeding up the air travelling underneath. In the Performance setting, the middle of the element extends, too, increasing the effect. At the same time, the active rear wing automatically adjusts height and even angle of attack. This is a wing as described earlier. Altering its angle changes the flow of air over and under it — a steeper angle means more downforce. Look closely at the rear of a 991 Turbo with its wing
raised and you’ll see it also features a traditional spoiler underneath, rather like a more subtle ducktail. According to Porsche, when the front and rear active elements are at their most prominent, there is a front-to-rear downforce balance of 1:2 and about 130kg of total downforce at 186mph. Impressive. The 992 Turbo S’s PAA system builds on this, with more focus on economy on one side thanks to variable cooling flaps in the nose which can reduce drag when closed. There’s even an ‘Eco’ setting for the active rear wing. The latter also gets an additional Performance setting
for speeds past 160mph and a clever Wet mode to further enhance stability. Amazingly, Porsche even has built-in control strategies for the PAA system depending on whether the sunroof is opened, or, in the case of the 911 Turbo S Cabriolet, the convertible roof is lowered. Porsche Active Aerodynamics may have debuted on the 2014 911 Turbo, and the Turbo S is, of course, today’s flag-bearer for the technology, but active aerodynamics now feature across the whole Porsche line-up, balancing all the requirements of a performance car for any given situation. l
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TECH: TOPICS
TAKE CHARGE Many owners get confused when it comes to exploring the dark art of turbocharging. In this article, we take a look at what a turbo is and how it makes your Porsche faster…
WHAT IS A TURBOCHARGER? A 1915 patent submitted by Swiss engineer, Alfred Buchi, is often cited as the birth of the turbocharger. The design was for an exhaust-driven engine featuring a turbine and compressor mounted on the same shaft. The intention was to counter the loss of power experienced by aircraft engines at high altitude, but the prototype proved unreliable. Ten years later, however, Buchi successfully installed turbochargers on ten-cylinder diesel engines adopted by the German Ministry of Transport for passenger ships. Power was increased from 1,750hp to 2,500hp, leading to successful licensing of the design to a high number of manufacturers serving the marine, aircraft and railway industries. Turbochargers would be put to use in aircraft operated by the United States Air Force in World War II, though it wouldn’t be until the mid-1950s that the technology was seriously researched for automotive use. The first turbocharged production car was the 1962 Oldsmobile Jetfire. A Garrett
104 October 2021
turbocharger with an internal wastegate was used. We’ll cover wastegates and their operation in a forthcoming issue of 911 & Porsche World, suffice to say the force-fed Jetfire’s power output was massively increased over the naturally aspirated version of the same model, but reliability proved problematic, and production ceased a year later. Experimentation with turbochargers in automotive applications
(chiefly at the race circuit) continued, however, becoming widespread in the 1970s due to ever stricter emissions legislation and the 1973 global oil crisis, encouraging manufacturers, including Porsche, to look at how to extract big bhp from engines without having to significantly increase displacement. With homologation regulations for motorsport also playing their part, the dawn of the Turbo era
TURBINE WHEEL The turbine wheel is the first component that exhaust gases come into contact with, thereby
quicker than a larger one because it requires less exhaust gases to do so. However, the
responsiveness (higher lag). As we’ll discover across the following pages,
kick-starting the turbocharging process. Found on the exhaust side of the turbocharger, it’s
trade-off against a quick-spooling turbine wheel is a restriction in top end power. Put it
forced induction specialists have a few tricks up their sleeve when it comes to making a
spun directly by the gases exiting the engine,
this way, a small turbine wheel may respond
standard turbocharger more responsive in the
therefore it behaves much like the pulley on a supercharger, providing the rotation for the
well when the engine isn’t pumping out a lot of exhaust gases (hence low lag), but this
search for ultimate power and reduced lag.
compressor end of the turbocharger. As you can see, the turbine wheel is always spinning
also means the turbo can’t get rid of exhaust gases quickly when the engine starts to
when the engine is running. That said, the turbocharger won’t create boost until the
produce them in high volume. This causes a restriction in gas flow throughout the engine,
compressor wheel provides enough air to overcome the vacuum created by the engine to
a condition that restricts power. Conversely, a larger turbine wheel may be capable of
produce positive air pressure. The size of the turbine wheel has a direct
getting rid of large volumes of exhaust gas (and therefore have potential for huge power),
influence over how responsive a turbocharger
but it will require a lot more effort to get it
will be — a smaller turbine wheel will spool up
spinning in the first place, resulting in reduced
TURBINE WHEEL DESIGN When comparing turbine wheels side-by-side, it’s easy to see differences between blade designs. The
production, but with modern-day five-axis CNC machines to call upon, a more efficient blade design
turbine wheels we have here are from an older-style Garrett T34 unit and a much later Garrett GT30. As you can see, there are notable differences in blade design and the number of blades used. These differences come as a result of advances in manufacturing processes over the last three decades, plus the reduced cost of production. When the T34’s turbine wheel was designed and developed, it was considered to be the pinnacle of what could be achieved for its cost of design/
can be produced when working with a modest budget. The result is a superior turbine wheel. Modern turbine wheel designs are far more efficient than older designs. The principles of altering the size of the wheels, housings and other parts still apply, but if you had two similar turbochargers from different eras, such as the T34 and the GT30, the newer design would offer a reduction in back pressure and quicker spool-up, resulting in greater peak power potential.
CUT-BACK BLADES had arrived, and although Chevrolet had already turbocharged an air-cooled flat-six with launch of the Monza Spyder a decade earlier, the 1975 911 Turbo (930) is the production car most associated with successful implementation of the technology. Before we get too heavily into the workings of a turbocharger, let’s acquaint ourselves with what the part actually is. The basic principle is quite simple: think of a turbo as though it’s a big air pump. As exhaust gases exit the engine, they spin the turbine wheel of the turbo, which is connected to a compressor wheel at its opposite end. As the turbine wheel spins, so does the compressor wheel, and as the compressor wheel spins, it forces air into the engine at higher pressure than it would normally register, thereby creating what we refer to as ‘boost’. Simple, right? Maybe, but the closer you look, the more complicated things get. Many factors – some small, some big – will affect a turbo’s performance, behaviour and limitations. Read through the following pages, where we look
The idea of cut-back blades originates from rallying, where teams found that the turbine shaft of the turbos attached to their cars were spinning so fast that huge centrifugal forces caused the edges of the turbine blades to clip the exhaust housing surrounding them. The cure was a simple one: shave or ‘cut-back’ the edges of the blades so that they no longer catch the housing. In theory, lag is increased, but in reality, rally cars with anti-lag systems don’t notice any change. In today’s fast-road cars, the benefits of cut-back blades can be found in their role as a stepping stone between turbine sizes — by cutting back the blades, a significant reduction in back pressure and exhaust gas temperature is achieved, which is good news for peak power. The trade-off is increased lag, but the greater spool-up time from a turbine with cut-
at these characteristics in detail.
back blades (compared to one without)
is far less noticeable than experienced if stepping up to a larger turbine wheel.
October 2021 105
TECH: TOPICS EXHAUST HOUSINGS We’ve seen how much the turbine wheel can affect a turbocharger’s performance, but the
opposite is true of bigger A/Rs. One way of understanding A/R is to imagine
the engine producing the same number of revs as it did in first gear.
housing within which it operates can have just as much of an impact. It’s the area/radius
pulling away from standstill in a car. If you’re in first gear, you’ll pull away quickly, but top speed
The choice of available exhaust housings can vary massively on older applications due
(A/R) ratio that’s the most important factor to
won’t be very high when the engine hits the
to them being interchangeable across an entire
consider. The best way to think of A/R is as a turbo’s version of gearing. The smaller the A/R,
rev limiter. Now imagine pulling away in fourth gear. You’ll struggle to get away due to slow
series of turbochargers. As a case in point, the Garrett T34 can be fitted with .48, .55 and .63
the easier the turbine wheel will spin up, but the less power it is capable of producing. The
acceleration, but if you keep your foot on the gas, you’ll reach a much higher top speed with
housings, but many other designs, including some Kühnle, Kopp & Kausch (KKK) OEM
JOURNAL AND THRUST BEARINGS Older turbochargers use a journal bearing setup. The journal bearings themselves are phosphor bronze parts that support the turbine shaft within the bearing housing. This is a ‘fully floating’ setup, meaning there’s a thin layer of oil between the shaft and the bearing, and another between the bearing and the bearing housing. The incredibly small oil channels in journal bearings are often the primary victim of turbocharger oil contamination — it doesn’t take much to block the oil channels, and as you can imagine, the shaft and bearings won’t last long when rotating at over 100,000rpm without a supply of adequate lubrication! A traditional journal bearing setup requires the use of a thrust bearing to take up any end float. When a turbo is spinning at full chat, its compressor wheel is cutting through so much air that it tries to pull the whole shaft out of the front of the turbo! The thrust bearing’s job is to prevent this from happening. The combined assembly of these parts is surprisingly simple: a thrust collar slides over the shaft, but due to a step in the diameter of the shaft, the collar cannot slide beyond a specific point. Here, a 270° bearing (so-called because it has a 90° cutout) can slide over the collar, taking up any end float and preventing
106 October 2021
the shaft assembly from moving backwards or forwards. This behaviour is what you may have heard referred to as ‘play’ in the shaft of a turbocharger. Most standard production turbochargers come with a 270° thrust bearing. It’s cheap, easy to manufacture and is perfectly adequate for most fast-road applications. When we start to increase boost pressure and ask for more power, however, the limitations of the design demands the appointment of a 360° thrust bearing. As its name suggests, this type
of bearing supports the shaft through a full 360°. Because this bearing lacks the cutout of the 270° thrust bearing, a special two-piece thrust collar is required (one piece fitting either side of the 360° bearing). This adds cost and complexity to production, but will offer increased potential for extra boost. As an example, a turbocharger safely producing around 10psi of boost with a standard 270° thrust bearing in place should kick out as much as 30psi with a 360° bearing fitted. The performance benefits are clear.
ANTI-LAG applications, include the turbocharger as part of the host engine’s exhaust
Lag is a turbocharger’s biggest enemy. You won’t be able to eliminate it completely, but
may exceed that temperature by a significant margin. In this instance, Mar-M 247 superalloy
manifold. In these cases, the original turbo can be machined for improved
you can keep it to an absolute minimum by investing in an anti-lag system. It works
is used. We’ll admit, you may be able to get away with running mild anti-lag for short
performance, but a serious hike in
by arranging for fuel and air to be in the
periods on a standard turbine wheel, but for
horsepower will require a separate (often tubular) exhaust manifold that
exhaust duct after the engine, but before the turbocharger. The fuel and air ignite in the
aggressive driving and sustained use, you’ll need to upgrade the part if you want to prevent
allows a standalone turbocharger to be fitted alongside it.
hot ducting. The ensuing combustion keeps the turbocharger spinning when the engine
premature turbo failure. Anti-lag was initially used to assist the first
isn’t delivering enough exhaust gas to do so by itself.
wave of turbocharged F1 race cars during the early 1980s. FIA regulations concerning the
Most turbochargers use a turbine wheel made from Inconel, a family of austenitic
competition’s fuel restrictions soon rendered the system unsuitable, but it found a new
nickel-chromium based superalloys. Inconel can cope with more than 950°C, but a
home in the world of rallying, where restrictors fitted to the intakes of participating cars
turbocharger with an anti-lag system in place
massively increased turbocharger lag.
TWIN-SCROLL EXHAUST HOUSING
BALL-BEARING TURBOCHARGERS Modern turbochargers, including Garrett’s GT series and the BorgWarner EFR range, use ballbearings instead of traditional journal bearings. The use of this newer technology aids spool-up by offering less frictional losses. The ballbearings are encased in a cartridge and do exactly the same job as journal bearings (supporting the turbine shaft), but because there’s no end float to account for, the cartridge doesn’t need a thrust bearing. It is possible to convert an older style turbocharger to utilise a modern ball-bearing core by machining the original bearing housing to accept a ball-bearing cartridge, but this approach isn’t as popular as it once was due to the relatively low price ball-bearing turbochargers can be bought for today. Furthermore, modern ball-bearing turbochargers benefit from later turbine and compressor wheel designs delivering much greater performance advantages when
Most mass-produced turbochargers use a single-scroll exhaust housing. This style sees
risk of ‘reversion’ (exhaust gases disturbed to the point that they turn around and head back up to
exhaust gases from all cylinders entering the turbocharger at a single point. For the most part, this is fine, but when you start to consider an engine’s exhaust gas pulses (especially in regard to engines featuring unequal length headers), this design has its downsides. For a start, the pulse from one cylinder may interfere with the pulses from others when they try to eject gas through the same path inside the turbocharger. Not good. By dividing the entry point into the turbocharger, a twin-scroll exhaust housing keeps gas pulses separate, thereby avoiding them from interfering with each other. This results in an improved ‘scavenging’ effect and significantly reduces the
the combustion chambers). A twin-scroll housing needs to work in conjunction with a twin-scroll exhaust manifold to ensure gases from one set of cylinders (typically cylinders one and four) are kept separate from the second set (typically cylinders two and three) from the moment they reach the turbo. Reduced lag, improved spool-up and low exhaust gas temperatures are achieved, allowing for more aggressive ignition timing and increased valve overlap. All in all, the effect is an increase in the potential for your treasured Porsche to produce more power than if it was making us of a single-scroll housing.
compared to older designs.
October 2021 107
TECH: TOPICS COMPRESSOR HOUSING At the front of your Porsche’s turbocharger sits its compressor housing. This is the snail-shaped casing that houses the compressor wheel. Different size compressor housings are available for most standalone turbochargers, but where the same area/radius (A/R) exists across an entire range of turbos, forced induction specialists can machine the housing in order to adjust A/R, or to enable it to accept a much larger compressor wheel. In some cases, it’s possible to produce a bespoke compressor housing with a specific A/R.
COMPRESSOR WHEEL
EFFECTIVE HEAT MANAGEMENT
Now we’re at the business end of your turbocharger.
to as ‘trim’, and altering the measurements has a
As we just mentioned, inside the unit’s compressor housing is its compressor wheel. This is the part of
big impact on a turbo’s behaviour. Although not as pronounced as is the case with the turbine wheel,
the turbocharger that forces air into the engine in a bid to deliver more power. Most aftermarket turbos
a compressor wheel with a smaller trim will spool faster, whereas a larger trim wheel will have a higher
offer performance benefits on exhaust systems, so too does
can be ordered with a choice of compressor wheel, although some brave individuals have been known to manufacture their own from billet aluminium. Looking at a compressor wheel from directly above, you will notice that it’s conical in shape. In other words, the diameter at the front (top as you look down) is smaller than the diameter of its base. The difference between these two diameters is referred
potential for increased power. Most standard production turbochargers come equipped with cast aluminium compressor wheels. These parts are usually restricted by the blade design and trim dictated at the point of manufacture. What if we want to tweak and tune, though? It’s a good job you asked! This is where billet compressor wheels arrive at the party…
appropriate heat management on a turbocharger. The easiest and most efficient way to achieve reduced heat is to fit a turbo blanket, such as the carbonfabric and calcium magnesium silicate wool products currently available on the aftermarket. A turbo blanket will keep soaring operating temperatures at bay, encouraging heat to remain in the exhaust housing. The advantages of this are twofold. Firstly, exhaust gas temperatures are kept high, which means they move faster and with more energy — ideal for spooling-up the turbo. Secondly, and probably of greater importance to owners of fast-road cars, engine bay temperatures are kept in check. There are numerous benefits here, including lower intake temperatures, plus the reduced risk of bonnet paint blisters and badly burned bodywork.
BOOST THRESHOLD VERSUS LAG Boost threshold and turbo lag are two very different things, even though they’re often confused with one another. A turbocharger’s boost threshold is the rpm range where the engine is producing enough exhaust gas for the turbocharger to generate positive boost pressure. This can be affected by a number of factors, but it’s widely accepted that the larger the turbocharger, the higher the boost threshold. The turbo might not start producing any meaningful amounts of boost pressure until higher up the rev range, but that doesn’t mean the turbo is ‘laggy’, it just means it has a higher
it takes for a turbocharger to produce boost after you hit the throttle. On many modern OEM applications, it’s almost instantaneous. On many old or aftermarket setups, however, there may be a delay between you putting the pedal to the metal and the turbo producing positive boost pressure. Wham! Suddenly, it hits you like a sledgehammer. Widowmaker, anyone?! We can make use of tricks such as ball-bearing cores, twin-scroll manifolds and rally-inspired anti-lag systems to help reduce or eliminate turbocharger lag, but other than changing the physical size of the turbocharger itself, there is very little we can
boost threshold. Turbocharger lag is the time
do to retrospectively alter boost threshold.
108 October 2021
In the same way heat wrap can
CENTRE BEARING HOUSING In the middle of your car’s turbocharger lives its centre bearing housing. As its name suggests, its job is to play host to the turbocharger's bearings and the oil supply that allows the whole assembly to spin freely. All the inner workings of the turbo are found within the centre bearing housing (including the journal bearings and thrust bearings of conventional turbochargers, or the ball-bearing cartridge of a more modern turbocharger). There are two main styles of centre bearing housing, one which is oil-cooled and one which is water-cooled. Oil-cooled turbos rely on the engine’s ability to keep its oil temperature under control. In some cases, this can result in an unwanted increase in oil temperature. In such circumstances, a water-cooled turbo is a safer option — the engine’s cooling system is plumbed directly into the turbo in order to keep temperatures low. It’s not uncommon to see race or rally cars using water-cooled turbos that aren’t plumbed into the host vehicle’s water system. Instead, exhaust gas temperatures are monitored and used to gauge how much heat the turbo is generating during short, sharp bursts of use in aggressive motorsport environments.
BILLET COMPRESSOR WHEEL Unlike most standard turbochargers, many high-output aftermarket bhp boosters make use of a compressor wheel machined from a single piece of billet aluminium. Contrary to popular belief, the material itself offers no real performance advantage over cast aluminium. Put it this way, if you had two compressor wheels identical in their design, but one was cast and one was made from billet, there would be no noticeable difference in performance between the two. That said, using billet aluminium offers huge advantages when it comes to altering the design of a compressor wheel, which in turn, has a big impact on your Porsche's turbocharger’s performance. Billet allows specialists to easily (and affordably) customise trim and blade design to suit the intended application. It’s also possible to reduce the hub area (the bit where the bolt sits to hold the compressor wheel onto the turbo) due to the machining process allowing for more complicated shapes than a casting process. By reducing the size of the hub, we are effectively increasing the size of the blades, but without increasing the overall diameter of the compressor wheel. This has
wheel, but we haven’t had to endure the headache of changing the compressor housing to accommodate the update. At the same time, we’ve reduced the overall weight of the compressor wheel — less weight equals less inertia, which, in turn, equals faster spool times. This is exactly the kind of result we want to see, but it’s not the only trick a billet compressor wheel has up its sleeve. A billet compressor wheel can make use of ‘extended tips’. Looking down from the base
of such a wheel, you can see that its extended blade tips protrude beyond the base diameter of the wheel itself. In fact, they extend into the void inside the compressor housing. The advantage of this modification is that you get all the benefits of having larger blades, but without increasing the compressor wheel’s overall diameter. In real world terms, this means your Porsche’s turbocharger is capable of producing significantly more power without suffering increased lag.
the same effect as fitting a larger compressor
October 2021 109
TECH: TOPICS VARIABLE TURBINE GEOMETRY When talking about modern Porsche sports cars, you may have heard Variable Turbine
compressed by the turbochargers with VTG flows to two intercoolers largely the same in
intercooling providing higher power and torque. With the throttle butterflies closing quickly in
Geometry (VTG) mentioned. Essentially, this type of turbo is designed to encourage punchy
their configuration as the heat exchangers on earlier models, but with an enhanced supply
overrun, and with the compressor in the pressure system remaining active, charge pressure
boost across the rev range, where traditionally,
of air: at their tightest points, the ducts behind
upfront of the throttle butterflies continues
it is difficult to achieve at low engine speeds. The first-generation 997 Turbo was the first
the turbo air intakes in the rear quarters have a cross-section approximately ten percent larger
to increase. To discharge such excessive charge pressure, the 997 Turbo also comes
Porsche to feature VTG, which serves to alter the cross-sections by way of rotor blades directly
than those of the earlier 996 Turbo. This reduces flow resistance, with even more efficient
with a wastegate fitted conveniently inside the compressor housing in order to save space.
in the flow of exhaust gases, providing exactly the right turbocharger size and effect in each situation: at low engine speeds, the blades are closed to form small air gaps. Exhaust gases flowing through these small openings are accelerated and hit the turbine wheel with a high level of energy in a radial direction, as is the case on a small turbocharger. This angle of the rotor blades is maintained until the desired charge pressure has been able to build up, which on the 997 Turbo, is an average of about 1 bar at sea level, under full load, and at an ambient temperature of 20°C. These parameters are crucial for the pressure under which combustion air is delivered to the cylinders since a change in parameters also means a change in the quality of combustion. With the flow of exhaust gas increasing as a function of engine speed, the rotor blades open up and control turbocharger pressure accordingly. Electronic control integrated in the Motronic ECU, as well as the electrically driven adjuster mechanism, is configured to reduce the time required for the rotor blades opening and closing to near 100 milliseconds. A further point is that the variable turbine geometry of the turbocharger is appropriately laid out to handle even the maximum volume of exhaust gases, making a bypass valve superfluous. In the 997 Turbo’s twin-turbo setup, air
WASTEGATES As we’ve just mentioned, coupled to a turbocharger (and often an integral part of it) is a wastegate. We’ll look at the different types of wastegates available, as well as how they work, in the next issue of 911 & Porsche World, but essentially, a wastegate is a bypass valve opening when a specified boost pressure is reached, thus allowing exhaust gases to bypass the turbine wheel and head straight for the exhaust system. Without this control, the turbocharger would spin faster and faster until it destroyed itself. A good wastegate is good sense, which is why we’ll go into more detail next month. Stay tuned!
110 October 2021
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October 2021 111
TECH: HOW TO
CLEAN MACHINE
Getting your Porsche to look good is one thing, but keeping it in pristine cosmetic condition is quite another, especially if you keep the car outdoors and aren't afraid to pile on the miles. We visit automotive detailing firm, Cambridge Concours, to find out how to keep dirt at bay in quick and easy fashion... Words Dan Furr Photography Dan Sherwood
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Regular readers will already know Simon Walters, owner of Essex-based vehicle detailing specialist, Cambridge Concours (cambridgeconcours.com). With more than fifteen years experience making Porsches look their best, not to mention his company's status as a member of Gtechniq's accredited dealer network, he's perfectly placed to demonstrate best practice.
Simon will be showing us how to use five different Gtechniq products: W9 Water Spot Remover (250ml £9.98), I1 Smart Fabric V2 (250ml £14.99), W8 Bug Remover (250ml £5.99), C2 Liquid Crystal (250ml £11.99) and HALO Flexible Film Coating (30ml £49.99), all of which are available direct from the Gtechniq online store (gtechniq.co.uk) or by shopping on Amazon.
112 October 2021
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This stunning Basalt Black 997 Carrera 4S (owned by marque enthusiast, Rob Platts) was in the Cambridge Concours workshop at the time of our visit — the perfect Porsche for the task at hand!
W9 Water Spot remover does exactly what it says on the, er, bottle. Many owners will rub heavily when trying to remove water spots, but this action can cause surface defects. Not so with W9.
The concentrated formula dissolves and removes salts, as well as trapping metal ions, which are commonly found in tap water. W9 also removes silica scale, traditionally very tough to eliminate.
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Shake the bottle well and spray after washing and drying your car. Do not apply in direct sunlight. You can spray W9 onto the panel or onto a microfibre cloth. Either way, buff immediately after application.
Hard water spots and silica scale will disappear from the exterior surface with ease. The formula also works well on glass, where water marks can be exceptionally hard to remove.
Next up, it's time to protect the car's carpets and mats. An anti-bacterial formula providing a water resistant coating to your Porsche's fabrics, I1 Smart Fabric V2 leaves the carpet's texture unaffected.
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Super-hydrophobic, I1 V2 leaves no remnants of spillage. Moisture simply falls off the coated surface. Apply by spraying evenly from a distance of 15cm, ensuring thorough saturation of the surface.
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Simply spray W8 onto bug splatter and allow to dwell for three to five minutes. A rinse might be all that's required to wash away the offending splatter, but you may need to agitate with a microfibre.
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Each fibre is coated individually, leaving the texture unaffected, allowing the material to breathe. This means stale air will still be able to escape, even while the treated carpet repels oil, water and other liquid.
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Unlike traditional bug removers, W8 will not affect the performance of ceramic coatings and is safe to use on other surfaces, including vinyl wrap or paint protection film (PPF), as demonstrated here.
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Moving swiftly on, Simon breaks out the W8 Bug Remover, a 100% biodegradable coating-safe formula. It makes light work of removing bug splatter without relying on aggressive caustic ingredients.
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Obviously, Porsches covering a lot of ground and those driven in a 'spirited' manner are more likely to attract bug splatter, but it's good to know a low-cost, easy-to-apply solution to this age-old problem exists.
October 2021 113
TECH: HOW TO 15
C2 Liquid Crystal is another quick-to-apply formula from Gtechniq and is one of Simon's favourite detailing products. It's essentially a way to protect your car from UV and dirt, while treating it to extra shine.
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C2 Liquid Crystal can also be used as a drying aid by spraying onto a wet surface, a panel at a time, and drying with a microfibre towel. The glossy finish you'll notice afterwards will make paintwork pop.
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HALO is a chemically bonding, ultra-dense flexible film becoming the permanent surface of your car's PPF or vinyl, protecting it from detritus a car faces on a daily basis. It also works on so-called 'self-healing' films.
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If applying to previously installed film, wash and decontaminate the vehicle. With the surface fully cooled and dry, spray a thirty-percent dilution of isopropyl alcohol to remove remaining contaminants.
114 October 2021
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Like the other products featured here, do not apply in direct sunlight. Spray the product onto a clean microfibre cloth, wipe onto the car a panel at a time and buff with a second, clean microfibre cloth.
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C2 provides a protective barrier between your car's bodywork and dirt, as well as water, aiding dispersion and encouraging beading. Apply a 'top-up' spray after every other wash.
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The density of the coating and its low surface energy improve dirt and water repellency, as well as preventing staining from dirt ingression. Yellowing caused by UV rays is also massively reduced.
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Wearing a mask and gloves, apply HALO evenly onto the supplied application pad and set the bottle aside. Apply the pad to your Porsche in overlapping strokes to an area roughly two feet square.
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You can spray direct onto each painted surface and add layers for increased gloss and protection, but be warned: the product is highly concentrated and a little goes a very long way.
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Not much is written about products specifically formulated to protect film coatings, such as PPF or vinyl wraps. We'll attempt to right this wrong by explaining what HALO Flexible Film coating is.
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Rigorous real-world and laboratory testing has proven HALO to be compatible with all types of gloss, matte and satin vinyl, as well as PPF, as fitted by Simon to this stunning 997 during an earlier visit.
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After coating a panel, remove leftover residue with a microfibre cloth. Always remove from further than you've applied, working from the outside in. Shine a light onto bodywork to detect any remaining residue.
ULTRA GLOSS, ULTRA PROTECTION INTRODUCING CRYSTAL SERUM ULTRA
HARD LAYER
PROTECTS AGAINST ABRASION & CHEMICALS
PROFESSIONAL FINISH
THE FIRST 10H PAINT PROTECTION
THE BEST AVAILABLE
PRODUCT PERFORMANCE & FINISH
LEADING THE WAY IN AUTOMOTIVE DETAILING TECHNOLOGY Crystal Serum Ultra is the best paint protection available, it keeps your car looking glossy and new, prolonging the life of your paintworks perfect finish.
only available from gtechniq Accredited Detailers
The molecular structure of the hard top layer is exceptionally chemical resistant. Crystal Serum Ultra can withstand even the strongest wash chemicals and bird droppings.
service.gtechniq.com
TECH: HOW TO 27
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Allow the coating to cure for at least one hour and repeat the application process so that all film and vinyl is coated with two layers of HALO. An unopened bottle has a twelve-month shelf life, but we appreciate many of you would prefer to let experts carry out the work professionally. Needless to say, with experience working on Porsches of all ages, Simon is ready and waiting to take your call.
Obviously, as a Gtechniq accredited detailer, he'll be using the products featured here, but all five of them are available to nontrade customers through the Gtechniq online store. If you need further car care advice, call Simon on 01279 814702 without delay.
We've published detailing guides in this magazine before, but they've tended to focus
however, most Porsche owners simply want to keep on top of post-wash maintenance,
tried and tested Gtechniq products — each of them simple to use and only HALO introducing
on the more in-depth and more costly jobs
bolstering their car cleaning ritual with quick
a slightly more involved process of application
associated with car care, such as ceramic coatings, which we covered in the March
and easy routines removing dirt, bug splatter and unsightly watermarks with inexpensive
— our hope is to have kept your Porsche cleaner for longer while saving you valuable
issue of 911 & Porsche World (order your copy by visiting bit.ly/issues911pw) following
products guaranteed to be sympathetic to their Porsche's bodywork, whether clearcoat or, as is
time with every wash. And who knows? These simple steps to help you get the best results
a trip to Simon's workshop with editor Dan's recently restored 944 Turbo. It's true to say,
the case with the 997 Carrera 4S pictured here, paint protection film. By showcasing these five
may encourage you to delve deeper into the wonderful world of detailing. l
THANKS Cambridge Concours Golds Nurseries Business Park, Jenkins Drive, Elsenham, CM22 6JX 01279 814702 / 07920 522005 www.cambridgeconcours.com
116 October 2021
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October 2021 119
TECH: THE FLEET We don’t just write about and work on Porsches — we drive and live with them, too!
ISLE BE BACK
Following on from last month’s update, Tipler and his 986 Boxster S continue their journey in and around the Orkneys...
DAN FURR
1986 944 TURBO Too busy driving other people’s Porsches to find time to spend behind the wheel of my own. Also trying to keep stone chips away from the 944 before its star turn at the rescheduled NEC resto show.
DAN FURR
2006 997 CARRERA 4S Looking at the Basalt Black 997 Carrera 4S featured in this issue of 911 & Porsche World with envious eyes. A wheel refurb and a fresh lick of paint for the front bumper might be in order for mine.
JOHNNY TIPLER 2003 986 BOXSTER S
Writing about historic Porsche motorsport machines and test-driving air-cooled restomods has been great fun and an excuse to put more miles on my 986 Boxster S following the recent Orkney trip.
GARY CONWAY
2008 957 CAYENNE TURBO Putting the battle bus to good use on a 600-mile round trip to Carbis Bay, near St Ives in Cornwall. A hoot navigating along the region’s tight, twisty roads with power, space and luxury on tap.
CHRIS WALLBANK 2016 981 CAYMAN GTS
Enjoyed shooting my recently bought 2005 987 Boxster 2.7 in the company of a brand new 718 Boxster 2.0 for this drop-top themed issue of the magazine. Now to add miles while the sun is shining! 120 October 2021
T
he ferry journey from Aberdeen to Orkney was fairly civilised. These days, any lengthy sea crossing implies ‘foreign’ travel, and hence is a bonus on any road trip. We rolled off MV Hjaltland at Orkney’s capital, Kirkwall, at 10:00pm, still almost in daylight, with a twenty-minute, sixteen-mile drive to our pal’s holiday cottage near Stromness. Our daughter, Zoë, was already ensconced, having travelled up on the overnight sleeper from London, together with Ferdi’s cousin, Caspar. These two dogs couldn’t believe their luck, and were engaged in constant ragging thereafter. For us hoomanz, the next few days were spent sightseeing, with our friend piloting us around the main island in her car. The scenery consists of long, low slopes and a couple of massive hills (at 1,500ft, they qualify as mountains) on Hoy as the distant backdrop, while a general dearth of trees is counterpointed by some surprisingly dense pockets of woodland in valleys sheltered from the omnipresent Atlantic breezes. On any given day in Orkney, you can experience almost every type of weather: sun, rain, gales, no matter the season. In order of visitation, cultural highlights ticked off our to-do list were Skara Brae (a
like, on the cliff tops), The Ring of Brodgar (twenty-seven standing stones thought to be originally composed of sixty stones installed around 2,500BC, probably predating Stonehenge and Carnac in Brittany and, at over a hundred metres across, the third-largest stone circle in the British Isles) and the similar vintage Stones of Stenness, just along the road. On the uninhabited Lamb Holm island is the famous Italian Chapel, created out of a Nissen Hut by prisoners of war captured in North Africa in the Second World War, whose task was to construct the so-called Churchill Barriers, formidable causeways built from huge concrete blocks placed between islands to keep U-boats out of the vast Scapa Flow naval anchorage. Far from home, the Italians recreated the pastiche chapel referencing such a building in their own country, and their inmate artist, Domenico Chiocchetti, painted amazing trompe l’oeil three-dimensional architecture and angelic figures, emulating medieval church decoration back in Italy. All in a basic tin shed. Encompassing 125-square miles and around 100ft deep, Scapa Flow is an evocative seascape in its own right, elucidated by a visit to Stromness museum, which revealed the entire German Grand Fleet was scuttled in these waters in 1919,
settlement of slab-lined Neolithic homes literally embedded underground, Hobbit-
rather than fall into the hands of the British navy after the Great War’s Armistice. It’s a
Above The Boxster on the open road heading to Stromness
Above Stromness marina and quay, the Ring of Brodgar and roof up at Biggar
large expanse of sea, but still, you have to consider a mixture of battleships, battle
lives and works in the Highlands, so we do have form in Alba. Besides, after the herring
a towering 450ft high sea stack standing proud of even taller cliffs.
boom ended in the 1960s, tourism became an important part of the Orkney economy. As a naturalist’s paradise, these islands are home to sea birds not seen so much down south: gannets, guillemots and puffins, plus we saw plenty of oyster catchers, shags, lapwings and curlews. Dolphins playing in the swells ahead of the ferry, too. And apart from what pass for ‘rush hours’ and gluts at the honeypots, the island roads are not at all crowded. With lots of straights, decent surfaces and most corners sighted from far away, it could be a boy racer’s nirvana. Tempting as it was, I did behave. Not so much on the way home, though, especially heading south alongside Loch Ness, where, for whatever reason, there was a total absence of traffic. Oooh! That grip, that turn-in… For the return ferry, we’d booked from Stromness to Scrabster. Passage took only an hour-and-a-half. We were stuck on MV Hamnavoe’s poop deck on account of Ferdi not being allowed in the saloon, but the weather was fine, not too choppy, and we got a good look at The Old Man of Hoy,
The A9 south from Thurso across Flow Country was taken at a decent law-abiding pace on long straights across sparsely populated peatlands. From Latheron, the A9 tracks the North Sea coast and gets hillier and more interesting as a driving road. We paused harbourside at Dunbeath for refreshments, marvelling at the clifftop fairytale castle. Then, the A9 swoops right down by the seaside at Helmsdale and Dunrobin, crossing the Dornoch Firth and bookmarking the Glenmorangie distillery, followed shortly by the Cromarty Firth and then Inverness. A way more straightforward journey than slogging over to the Aberdeen ferry had been. Then back on the A82, making for Fort William and another rendezvous with Alfie, quaffing ale in the Black Isle Bar, a converted chapel popular with hikers. Regarding the Boxster’s fuel consumption – I hate the word economy, which implies restraint — the fill-up near Aberdeen on the way north saw us all the way around Orkney and as far south as Fort Bill on the return run, where we stopped to refuel. Close to 30mpg, in fact. Not bad at all! l
Right The walk through Skara Brae Neolithic village
cruisers and destroyers, totalling fiftytwo vessels out of seventy-four serious warships, were sunk in one day, and the majority are still lying at the bottom of the sound. Two or three British battleships are down there too, including HMS Royal Oak and HMS Vanguard. Both these are considered war graves, with around 800 ratings lost on each one, but since the German battleships had no sailors left on board when they went down, they’re a popular haunt for today’s divers. Stromness’ Pier Arts Centre produced some surprises: it houses the Margaret Gardiner Collection, comprising modernist works by twentieth century artists, including Barbara Hepworth and Ben Nicholson, as well as having strong connections with the artistic community of St Ives in Cornwall. Stromness is much smaller than Kirkwall — and the more charming for it — though Kirkwall, with its fabulous twelfth-century red sandstone ‘mini-Durham’ Romanesque cathedral, has a busy and prosperous heart. Both places have a few good delis, restaurants and cafés, too, as well as smallish marinas and, of course, the island’s biggest ports. The proliferation of other tinier island communities means smaller ferries ply from unexpected further-flung settlements (such as Houton, Flotta and St Margaret’s Hope) to link relatively sparse populations around the archipelago. Any antipathy towards English tourists? None whatsoever: people were pleased to see us. Anyway, both me and Mrs T attended Scottish universities, and our boy, Alfie,
October 2021 121
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TECH: AUCTION
MARKET WATCH With a raft of Porsches coming out of the woodwork and hitting the used car market, buyers are beginning to take back control of sale prices...
H
ave you noticed prices
at the Manor Park Classics Autumn Classic
softening? Demand for used Porsches doesn’t
Car Auction on 22nd September. In current ownership since 2013, the car comes with only
seem to be waning, but the market is now flooded with
97k miles on the scoreboard, a recent cambelt change, a full brake system overhaul, a new
seemingly every Porsche in every condition, with owners offering their
clutch, unmarked D90s and a service book featuring many main dealer stamps.
cars for a premium in the hope of cashing in on the gravy train. Sorry, my mistake: if rhetoric
Bridging the gap between road and race is the 911 Turbo (930) RUF BTR conversion featured
from most people announcing their Porsche as
in this issue’s news section, but this isn’t the
available for purchase is to be believed, these are all “reluctant” sales. Yes, yes, of course they are.
only road-legal, track-inspired 911 to take our fancy right now. Spotted on the Race Cars Direct
We believe you, though thousands wouldn’t... 997-generation 911 prices have gone
website and currently in the custody of Karmann Konnection is a two-litre 1968 911 race car
especially stratospheric, with even high-mileage Carreras — most lacking Sport Chrono and
equipped with everything required to compete in the new 911 Challenge series hosted by Porsche
other desirable factory options — commanding a pretty penny. Perhaps there’s an argument these cars have been too ‘cheap’ for too long and it’s only right they start to attract sums of cash sympathetic to their quality? These are, after all, the last of the ‘analogue’ 911s, right?! The thing is, with a fast increasing number of cars to
Club Great Britain. Benefiting from PMO carbs and a recent engine rebuild (including Glyco main bearings, a GT3 oil pump, a lightened Pauter crankshaft, a straight-cut IMS gear set, 81mm CP pistons, Jarvis twin-plug ignition, Elgin cams and many other goodies), this nippy 911 is chucking out close to 220bhp,
EQUIPPED WITH EVERYTHING REQUIRED TO COMPETE IN THE NEW 911 CHALLENGE SERIES HOSTED BY PORSCHE CLUB GREAT BRITAIN choose from, it becomes a buyer’s market, quite the opposite of what we’ve witnessed in recent months, meaning more choice and, ultimately, the need for sellers to drop asking prices to make their cars more attractive than everything else on offer. Ergo, prices level out. It’s something we’re beginning to see across the board, though this doesn’t mean the cost of buying an early water-cooled 911 will be returning to ‘bargain basement’ territory any time soon. It will, however, be interesting to see how things progress as autumn draws near. In a league of its own, the 1997 993 RSR 3.8 Carrera Cup offered by Silverstone Auctions and sold at the recent Silverstone Classic shifted for an impressive £652,500. Stamped with chassis number 9802, finished in Glacier White and never raced, this is one of only forty-five examples and is privately owned from new. That price is a far
is fully sorted and ready to go racing. There’s an AIM digital dash, Racetech seat, Group 4 wheels and history participating in the 12 Hours of Sebring to get excited about, too. The car is yours for £64k. We coudn’t run a Market Watch in this issue without including a Boxster. Boy, do we have a Boxster for you! Built by SVP Porsche, “the world’s fastest 986” makes use of a 360bhp 3.9-litre flat-six based on the original 3.2 boxer, but with a balanced crank, matching Carillo rods, SVP forged pistons and big bore liner conversion. There’s an IPD plenum, BMC intake, an Edwards Motorsport exhaust, plus chassis upgrades in the form of Penske 8700 three-way shocks, Eibach springs, Patrick Motorsport struts and top mounts, a CAE Ultra Shifter, a Gripper limited-slip differential and loads more, making this a tempting race or track car at
cry from the lower estimate of £12k listed for the 1992 944 S2 (pictured right) being offered
£30k. It’s another competition-ready Porsche we spotted on Race Cars Direct. Check it out. l
124 October 2021
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RH2103/09
From iconic models to future classics – we’ve been providing specialist vehicle insurance for over 40 years.*
*Terms and conditions apply. Vehicles must be aged 11+ and not used as your everyday transport. Subject to underwriting criteria. RH is a trading style of A-Plan Holdings. A-Plan Holdings has granted a licence to ERS Syndicate Services Limited to use the brand name, RH, subject to the terms of the licence. The insurer on all RH policies is Syndicate 218 at Lloyd’s, which is managed by ERS Syndicate Management Limited. ERS Syndicate Services Limited is an Appointed Representative of ERS Syndicate Management Limited, which is authorised by the Prudential Regulation Authority and regulated by the Prudential Regulation Authority and Financial Conduct Authority. A-Plan is authorised and regulated by the Financial Conduct Authority. Registered Office: 2 Des Roches Square, Witney OX28 4LE. Registered in England. Registration Number 750484.
MOTORFREE ADS TO ADVERTISE VISIT
WWW.MOTORFREEADS.CO.UK CARS FOR SALE
PORSCHE 356
1959, 57500 miles, £234,990. Bodied by the West German carrosserie, Drauz, the one-year-only 356 A Convertible D is an incredibly sought-after variant of the popular Porsche 356 model, and according to legend, is considered the rarest production Porsche. Since arriving on UK shores she has remained part of an impressive private collection of cars, used only occasionally, but always properly cared for. The car remains as it would have in 1959, though arguably even better following its restoration. Please call 07495704434, Yorkshire and the Humber. (T)
PORSCHE 356
109860
PORSCHE 911
PORSCHE 911
2011, 24000 miles, £84,995. 3.8 Turbo S PDK. Two door coupe, automatic, petrol, 3800cc, black with black leather interior. Please call 01189714333, South East. (T)
PORSCHE 911
1972, £139,995. 2.4E. Very rare Oil Flap edition. Painted in Velvet Green, a Rolls Royce colour. This is a chance to own a very rare 911. Please call 01636812700, East Midlands. (T) 106836
108547
PORSCHE 911
1970, £109,990. Ivory Paintwork with Black RS280 leather/corduroy seats. Only 8,000km since 2012-2014 extensive Dutch restoration. Please call 07495704434, Yorkshire and the Humber. (T) 109905
PORSCHE 911
1989, 37000 miles, £64,995. 3.2 Carrera Sport Cab. Convertible, manual, petrol, 3200cc. Grey with black leather interior. Please call 01189714333, South East. (T) 108548
1963, 1236 miles, £75,000. Totally rebuilt 2008. Extensive restoration carried out bodily and mechanically. Full details on request. Lack of use dictates sale. Please call 01236 823210, Scotland. 106627
PORSCHE 356
1960, 103000 miles, £74,995. 356B T-5 1600 Super. Manual, ivory with black interior, left hand drive, original condition. Please call 01765 609798, Yorkshire and the Humber. (T) 108363
2005, 53000 miles, £26,995. 911 Cabriolet. Dark blue with black leather interior and manual gearbox. Three owners from new. Spec includes alloy wheels, colour coded mirrors and bumpers, spoiler, ABS, remote central locking, airbags, electric seats, headlight washers, SatNav, park distance control, radio/CD multiplayer, Xenon lights, electric windows/ mirrors, and more. MoT until April 2022. Please call 07766 826258, Greater London. 109091
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PORSCHES WANTED
PORSCHE 911
PORSCHE 911
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
mgandporsche.com
2016, 38169 miles, £64,995. This 911 Carrera Coupe (991 GEN II) has the 7-speed PDK in Carrara White Metallic with black leather seats. Please call 01825 830424, South East. (T) 108555
PORSCHE 911 PORSCHE 911
PORSCHE 911
2008, 11500 miles, £129,990. 911 (997) GT3 RS. Carrara White with Black interior and extended alcantara/carbon fibre. Sport Chrono, Carbon package. Please call 07495704434, Yorkshire and the Humber. (T) 109907
PORSCHE 911
2002, 50374 miles, £24,995. Tiptronic S gearbox, Meridian Silver with black leather seats. Please call 01825 830424, South East. (T) 108553
PORSCHE 911 2002, 63000 miles, £33,995. 3.6 Turbo. Two door coupe, automatic, petrol, 3600cc, blue with blue leather interior. Please call 01189714333, South East. (T)
109632
108551
PORSCHE 911
1973, 53700 miles, POA. 911T 2.4L CSI Targa. Meticulously maintained and always garaged. Completely restored in California in 2014 covering around 1500miles since. Finished in Aubergine with beautiful Tan interior and removable Black Targa top. Please call 01765 609798, Yorkshire and the Humber. (T)
2002, 42000 miles, £48,999. Finished in Basalt Black, with Black extended stitched leather interior, top tint windscreen. Please call 02085 679729, Greater London. (T)
2007, 21947 miles, £149,995. This 911 GT3RS (997) has the 6-speed manual gearbox and is presented in Orange with black Nomex bucket seats. Please call 01825 830424, South East. (T) 108556
PORSCHE 911
PORSCHE 911
2013, 26000 miles, £84,995. White with full black leather, 20” RS Spyder centre lock alloys, adaptive sports heated electric memory seats, cruise control, Bose, carbon interior pack, Please call 01189714333, South East. (T)
1974, £67,990. 911 S 2.7 Targa. Original Lime Green colour stands out for all the right reasons. Black leather interior, manual gearbox, certificate of authenticity, extensive restoration 2017/18. Please call 07495704434, Yorkshire and the Humber. (T)
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. (T)
106017
109906
107923
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WWW.MOTORFREEADS.CO.UK October 2021 127
MOTORFREE ADS PORSCHE 911
PORSCHE 911
1986, 83000 miles, £24,000. 928 S2. Finished in Silver Metallic (936) paintwork with contrasting dark blue/ white pinstripe velour and leather seats. Featuring 16” GTS style alloy wheels with Porsche crests, 6-way electric front seats, electric windows and mirrors. Please call 07577 575770, South East. (T)
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. (T) 106854
109634
PORSCHE 996 PORSCHE 911
PORSCHE 911 GEN 1.5 TURBO
2008, 12000 miles, £74,995. Carrera White, Black leather adaptive sports seats with colour coded seat backs, Extended leather, Heated seats, Sport chrono pack plus, 6 speed manual gearbox, PCM3 with telephone module, iPod connection, Spoiler lip painted, Side skirts painted, Storage in centre console lid trimmed in leather with Porsche logo, Carrera white instrument dials. Please call 01296 663824, East of England. (T) 108544
PORSCHE 911
PORSCHE BOXSTER
2006, 39000 miles, £15,995. Boxster 987 2.7 manual. Finished in immaculate midnight blue unmarked with metropole blue leather. Only one lady owner from new. Please call 01485 541526, East of England. (T) 109462
PORSCHE BOXSTER
2012, 66000 miles, £34,995. This Porsche Boxster S 981 series is fitted with the desirable PDK 7 speed gearbox. Finished in Rhodium Silver metallic paintwork with a contrasting black leather interior, this Boxster S presents in superb order throughout. Please call 07577 575770, South East. (T) 109633
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. 107859
PORSCHE 911
2003, 62000 miles, £74,995. 996 MK2 GT3. Guards Red, Black leather bucket seats, Climate control, CDR23 radio/CD, Aluminium interior pack, Rear section of centre console in interior colour, Guards red seat belts and Porsche ‘Tequipment’ bolt in half cage. Please call 01296 663824, East of England. (T) 108545
PORSCHE 911
PORSCHE 911
2005, 11500 miles, £79,995. 997.1 CSR - CAR028. Brewster green with Porsche dark green interior. Full service history. Please call 01296 663824, East of England. (T) 108543
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. (T) 106841
2008, 60000 miles, £26,995. An outstanding Porsche Carrera. Just had ceramic coating and paint protection. Please call 01274 585803, Yorkshire and the Humber. (T)
2001, 76326 miles, £20,995. Porsche 996 Carrera 4 Cabriolet. Lapis Blue, with Savannah trim. With factory hardtop. 15 Service stamps with recent service work carried out by Porsche specialists, Zentrum. Upgrades include, IMS Bearing with ceramic upgrade dual row in 2017, Air Con, Cruise Control, Media screen, Twist Cup wheels, etc. Please call 01636812700, East Midlands. (T) 109445
FEATURE YOUR MOTOR IN YOUR FAVOURITE MAGS! 128 October 2021
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300 RS 98 RSR 35 SYX 987 MD 987 EOE 997 CSS 997 RGW POR 997T TON 997X 944 HPK E944 POR WAG 944S
POR 911N RUF 911T X911 RUF PMB 993 993 RUF P993 POR A993 XXX B911 RSR RSR 911T RSR 911X 991 PD 964 GC
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
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Prill Porsche Classics
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Car Mechanics Magazine
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Ramus Porscha
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Cavendish Porsche Chipex
SPEEDLINE WHEELS POA. set of 4 Speedline silver wheels polished rims [look alike] and tyres all 100% excellent condition and plenty of tread. Also No Plts – WIJ935 – WRO1M for sale. Please email info@ zorinenergy.com 107021
www.theporschebuyer.co.uk www.classicporsches.co.uk TO ADVERTISE VISIT:
36
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RH Specialist
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RSR Developments
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125 32 8
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Sports Car Auctions
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For a good, old-fashioned, polite service contact Paul
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Rennline
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108897
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Reap Automotive Design
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FVD Brombacher
POA. 911T, 911S pre ‘73. 3.0 turbo, early dealer service Europe booklet, 911. The 911 hardback. Tool rolls, unused air pump, jack and other items. Please call 07737 174200, West Midlands.
32
CSF Inc
Fabspeed Motorsport
PARTS & MISC.
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Export 56
108554
Porsche Torque Portiacraft
Design 911
2014, 33859 miles, £51,995. Silver with black half leather sport seats. Please call 01825 830424, South East. (T)
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Classicline Insurance
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Christopher Ward (London)
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PIE Performance
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Terms and conditions apply. *Delivery is included in the cover price for UK customers only. An additional £1 will be added to any overseas addresses. **Lines open Mon-Fri 8.30am–5.30pm (GMT). Calls charged at your standard network rate. Image for illustration purposes and subject to change.
UNLOCKED. TECHART Styling and Performance.
Uniquely yours: TECHART interior refinement and steering wheels.
Diversity and driving performance. TECHART for all 911 Carrera, 911 Targa and 911 Turbo models. Genuine TECHART is individual aerodynamic body styling. Lightweight customisable wheels. Engine upgrades up to 800 horsepower. Emotional sports exhaust sound. Custom-made interior refinement and sports steering wheels. For your 911 model. For you.
Build your own online: www.techart.com/911
TECH 9
PARR
TECHART Germany
Hale Garage, Hale Road, Hale, Liverpool L24 5RB T: +44 151 4255 911, sales@tech9.ms www.tech9.ms
5 The Faraday Centre, Faraday Road, Crawley RH10 9PX T: +44 1293 537 911, performance@parr-uk.co.uk www.parr-uk.co.uk
Roentgenstrasse 47, 71229 Leonberg T: +49 7152 9339 0, info@techart.de www.techart.com