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Contents
6 The Classic Porsche 911 Collection
Contents
Contents Classic icons 10 901 Take a look at one of the earliest 911s made, now more than 55 years old
18 911S We take the first ‘hot’ 911 for a countryside drive to see how it stacks up today
24 911R Thought the 20 examples of 911R were rare? Check out this one-of-four prototype…
30 SC It’s the generation that saved the 911: we pay our dues to the 911 SC with a road trip
38 930SE The flatnose silhouette has always divided
opinion among the Porsche fraternity. We weight up its merits from behind the wheel
46 964 Turbo Wide body, Speedline alloys, large whale tale spoiler: the 964 turbo is an automotive icon, and we live the legend with a drive in one
54 993RS The 993 RS is a quarter of a million pound car, but what does it drive like?
and top-spec iterations of the early 911, but how does each classic drive?
90 Impact bumpers It’s the ultimate G-series face-off as
early 2.7 takes on its SC and later 3.2 Carrera successors
100 964 v 993 The 964 Carrera is one of the most revered
911s today, but how does the 993 compare to it in a head-to-head test?
Ultimate guides 110 3.2 Carrera Learn all you need to know about the popular impact-bumper classic
118 930 LE This limited edition Turbo is one of 50 units
made – here’s what you need to look for when buying one
126 993 Turbo S Here’s your complete dossier on the 993
Turbo S – the expression of air-cooled Turbo
Modified & motorsport
Head-to-head
136 Anders Josephson 901 One of the most imaginatively decorated 911s
64 Touring vs Lighteight What are the differences between both these
142 911 S/T Autofarm take us for a spin in their iconic
halo 2.7-litre Rennsports?
72 911S 2.0 v 2.2 v 2.4 All three iterations of 911S do battle as we
chart the evolution of this long bonnet 911
82 T v E v S They represent entry level, middle-of-the-road
of all time also has a fascinating history
911S/T homage
148 RSR This fire-breathing 993 represents the pinnacle of air-cooled technology
154 Moby Dick Up close to the famous 935-oriented race car at the Porsche Museum
The Classic Porsche 911 Collection 7
Icons
There are dozens of running changes that the 901 from the early 911s
distinguish
I
t’s almost impossible to calculate the number of words that will be written – or photographs taken – of the Porsche 911 in this, the year of its 50th birthday. Every 911 enthusiast has their own favourite. For some it’s the first one they owned, while for others it’s the ability to walk into a showroom and drive away in a brand new 911. It was in Frankfurt at the 1963 Internationale Automobil-Ausstellung (IAA) that the Porsche 901 was introduced to the public. While it was well received, success was not a sure thing. For starters, it was replacing a legend of its own, the 356, upon which the reputation of Porsche was built. From the earliest 356 to the almost 80,000 cars that came after, the 356 was a tough act to follow. It became the blueprint for many GTs from a multitude of manufacturers. But as the Fifties drew to a close, it became apparent to Porsche management that an
12 The Classic Porsche 911 Collection
all-new car would be needed to remain competitive. But which direction to go in? It’s well-documented that there was a faction within Porsche management who believed that a true four-seater was the best way to ensure the company’s long-term viability. Porsche embarked on a development program that would result in the creation of the 901. The date was August 1959, when Ferdinand Alexander ‘Butzi’ Porsche, working in conjunction with Ferry Porsche’s right-hand man Erwin Komenda, was assigned the task of designing the 356’s replacement. The first manifestation of this process was the T-7, also known as the T-695. Its exterior package clearly foreshadowed elements of what would become the 911. In fact, from the A-pillar forward it is instantly recognisable as a 911. But from the rear, its greenhouse (which looks something like
the removable hardtop for the 356) bears a passing resemblance to what would evolve into the 911. Some of this is the by-product of its 94.8-inch wheelbase, four-place interior and sedan-like roofline that provided rear seat headroom. But ultimately a fourseat Porsche was a developmental dead end, and that road was abandoned. T-695 currently resides in the Porsche Museum in Stuttgart, and is featured in the materials for the recently announced 50th Anniversary Edition. But in 1962 the program moved forward, with several elements of the prototype now fixed in the proposed design. First was the wheelbase, now at 86.6 inches. The second was the engine, a six-cylinder boxer that would be developed to produce 130 horsepower, sufficient to propel the car from zero to 60mph in less than nine seconds. Its displacement started at 2.0 litres, and the ability to grow over time
Porsche 901
The breathtaking restoration of this 901 by a Mr Alois Ruf took four years to complete
was an integral part of its DNA. The new engine, a collaboration between Hans Tomala and Ferdinand Piëch, featured chain-driven overhead camshafts, the thought being that pushrods would not provide the required output – 130 horsepower – and refinement. Initially, the engine used six Solex one-barrel carburettors. As the 901 inched towards production, it became clear to Porsche management that the 901 would add performance to the outgoing 356 Carrera 2 model. The immaculate car featured here belongs to California businessman Don Murray. Like many other southern California-based enthusiasts, Don is a regular participant at Cars and Coffee, the informal yet legendary car show held every Saturday morning at Ford’s Advanced Design Centre and Western Region Office in Irvine, founded by John Clinard and Freeman Thomas.
After breakfast, Don often invites fellow petrolheads into his garage, where he houses his collection of significant 911s (including a 1970 911S with just 760 miles on its odometer), other historic Porsches (a 1955 550 RS Spyder, a 1959 quad-cam Speedster factory race car – the last one built – and a 1964 904 Carrera GTS, among others) and a group of post-war classics and exotics (a Ferrari 166 Inter Berlinetta, 1951 Ferrari 340 race car, 1953 Cunningham C-3 Coupe, 1962 Alfa Romeo SZ Zagato Coupe and a 1964 Ferrari 400 Super America once owned by US Vice President Nelson A Rockefeller). With the exception of cars like the über low-mileage 760-mile 1970 911S, almost all of them are driven on a regular basis, and it’s not unusual for Don to throw friends the keys (I’ve had the pleasure of ‘exercising’ his 1953 Jaguar XK-120 FHC and a 1966 Riley Mini Elf Monte Carlo rallye).
When you acquire a car of historical significance like 901/300 018, there is often a paper trail – and this car is no exception. While researching the provenance of Don’s 901, he was able to provide a series of letters that shed some light on its history. Sometime around 1983, Ron Barnes of Pensacola, Florida, bought the remains of 000 018. It was his original intent to flare the wheel wells, put fat tyres on and possibly cut the top and turn it into a convertible. Thankfully, he decided to rebuild the engine first, which was when he discovered the significance of the serial numbers. The body was 300 018 and the engine 900127. His car was, as we say now, numbersmatching (as verified by the second of three letters, from Barnes to Olaf Lang at the Porsche factory, dated 7 December 1995).The same letter explained that after rebuilding the engine, he drove the car for a period of time, parking it in 1989 after a minor
The Classic Porsche 911 Collection 13
Icons
“I feel we owe the Porsche 911 SC a debt of gratitude” the 911 programme line right off the chart. That bold gesture is said to have saved the 911. Chris is persuaded to stop shooting and we pull back onto the A543 heading south. This is a great route, with lots of elevation changes and a chance to crack open the side windows as we pass the dry stonewalls to get the full exhaust effect. The high frequency bumps of the surface highlight the stiffness of this car’s optional Bilstein dampers. Unfamiliar with the route, I’m slightly cautious over some of the crests and it’s in this situation that the other revisions of the 911 SC begin to display themselves. Revised camshafts and fuel injection settings were designed to give a flatter torque curve, which becomes clearly
Above centre T he 911 SC was designed in 1978 as a single, global model. The SC badge is often quoted as standing for ‘Super Carrera’, though it was never marketed as such
36 The Classic Porsche 911 Collection
apparent. A slight lift off over a crest loses a little momentum, which in some cars might find you wrong footed in too high a gear. However, in the 911 SC, the strong bottom end means that I simply don’t feel as if I’ve sacrificed any real speed for my momentary discretion. Arriving at the A5, we take a left onto what is probably the least inspiring part of the Evo Triangle. The smooth, arrow straight surface and occasional open bend does, however, allow those Bilstein dampers to work at their best and also gives us a chance to see whether the mid-range power comes at the expense of top-end breathing. For sure, it doesn’t quite sing at the top end as a Euro Carrera might, but
SC
it’s far from flat, making the signature howl in true air-cooled 911 tradition. The smooth A5 makes us use the top three ratios and while 915 gearboxes continue to enjoy a mixed reception even today, personally, I like the period feel and accept the trade off for a slower shift at times. Each one is a little different, with a poor quality 915 being a thing of frustration and an adversary rather than a tool for shifting. A good one can be almost telepathic. Our SC’s transmission is original and has never been rebuilt and has a slight dragginess coming out of second until fully warmed through, something that is only noticeable around the town. Turning left again onto the B5401, we enter the third side of the Evo Triangle. Climbing out of Cerrigydrudion, the B-road designation disguises the open nature of this section. I’d expected tight, twisty switchbacks that would exercise my forearms with the manual steering but instead it’s a smooth open road. The tree line is set back from the roadside,
bringing perfect vision through the bends and allowing the SC to sing, the rear end to squat down, the Bilsteins to work and the third, fourth and fifth gears to become truly fluid. This is a real 911 driver’s road. We pass several great locations for photography but Chris knows better than to interrupt right now. We can always turn back later. We round a long turn, majestically sweeping, climbing left with wonderful positive camber, swoop down a long straight then across a cattle grid before arriving at the T-junction of the B5401 and A543, where we stop. So that’s the famous Evo Triangle. Rolling back to those locations we spotted, I reflect on the experience. The Evo Triangle roads themselves I have somewhat mixed feelings on. The B5401 I enjoyed but there are many other roads of equal interest in the UK, while the A5 is really just another UK A-road. Perhaps the principle attraction of the area is the mysteriously light traffic, which above all allows us to capture photography without
concerns and would certainly allow enthusiastic 911 drivers to develop a rhythm without interruption. As for the 911 SC, I feel we owe it a debt of gratitude. Cruelly described by the press of the period as ‘not really a Carrera’, its values remained static for many years as other 911 models became aspirational. Yet the 911 SC’s strong sales in the period and continued popularity gave Porsche the income they badly needed and, above all, alerted the management to the public’s love of the 911. Without those strong sales and Peter Schutz’s courage in drawing that black line on the graph, we would be looking at a very, very different Porsche brand today. We roll back towards Chester to reluctantly hand back the keys, enjoying the whiff of air-cooled 911 in the rush hour traffic, faces red with a day on the windswept Welsh countryside and feeling gently tired. I consider that a glass of warming Merlot might be needed this evening. Actually, no, I think I’ll make it a Martini.
The Classic Porsche 911 Collection 37
Icons
993 RS
The RS makes for a sensational driving experience, but what do you need to look at when entering the market for one? We investigate with a scintillating drive of the last air-cooled Rennsport Written by Lee Sibley and Chris Randall Photography by Total 911
T
his is it: the final curtain call of the air-cooled Rennsport, the zenith of road-going, race-bred precision of the truly classic ‘RS’ moniker before it switched to a water-cooled ‘Mezger’ powerplant. Prepare to be amazed. The 993 RS has long been revered by purists, but today it has achieved halo status as a lightweight racer devoid of significant driver aids by modern standards. This is reflected in market values: upon release in 1995, a 993 RS in comfort specification would have set you back ££68,495. Nearly 20 years on, that same model has now comfortably eclipsed the £200,000 mark. Records show that 1,104 993 RS models were built by Porsche for worldwide markets, of which 227 were the even lighter Clubsport variants (recognisable thanks to a larger and taller rear spoiler). 38 993 RSs were sold in the UK (26 in 1995 and 12 in 1996), although there has been much coalescence of the cars since, and multiple left-hand-drive cars are currently on the market here. So: revered, rare and raw. These are the alliterated adjectives crashing through my mind as I stand before this particular left-hand-drive example ahead of its road test. Walking around the RS, I’m struck by just how small it appears in comparison to the 991 Turbo I’d arrived in. Appearing to hug the floor thanks to its factory-lowered suspension (30mm at the front and 40mm at the rear), the figure of the RS is accentuated
54 The Classic Porsche 911 Collection
by aggressive yet oh-so smooth lines flowing from the front corner spoilers to that purposeful flat tail over the decklid. The three-piece wheels encapsulating huge ‘Big Red’ brake calipers all round are a pertinent nod to the car’s sporting credentials, yet thanks to the Midnight blue paintwork, there’s a deep mystique emanating from this particular 993. It’s almost chilling: for a moment, I feel like the RS is assessing me as I stare and assess it in turn, provoking me into posing my own self-damning question: “are you worthy, Lee?” Unperturbed, I open the left-hand door and climb inside to find out what lies beneath its taciturn persona. Settling into position, the Sports seats provide a brilliant grasp of my body, hugging me tight around my sides – and they’re comfortable, too. I gaze in the internal rear-view mirror to see the ‘Carrera RS’ script stitched into the carpet in place of the rear-seat backrests, before taking in the rest of the interior. I notice the original owner of this example had electric windows fitted, and air conditioning is present too, though the cabin otherwise feels fairly sparse in keeping with the purist Rennsport DNA. Firing the RS up, the bigger 3.8-litre engine (an increase in cylinder bores from 100mm to 102mm over standard 3.6-litre engines) barks into life and emits a deep growl as it quickly settles to idle. The clutch is surprisingly weightless under my foot (in stark comparison to the last RS I drove, a 997.2 GT3 RS), and I easily find the biting point before slowly
993 RS
The Classic Porsche 911 Collection 55
Head-to-head
They are all among the upper echelons of
truly special
cars out of Porscheplatz
Where the 1972 Porsche 911S excels, however, is in its ability to give you everything. The handling is remarkably well polished, providing the poise and responsiveness of the 2.2S, with all the compliance of the 2.0-litre car. Despite being the heaviest car on test, the roll control was superb through each corner, enabling me to pinpoint each apex with Teutonic precision. At speed, the feel coming back through the wheel remains constant thanks to the lack of front lift – that spoiler really works – yet, despite the stiffness required to maintain such handling, the 2.4S doesn’t want for comfort, breezing effortlessly over undulating road – neither tracking nor crashing. The extra weight is particularly evident when the brakes are applied though. I was no doubt arriving at corners slightly faster than usual thanks to the added shove, but the pedal was particularly hard, with a lack of feel ensuring that retardation never felt in abundance compared to its rivals.
Of the three, this is the perfect car for grand touring, with the lazy rapidity imbued by the 2.4-litre motor making it easy to imagine cruising across Europe. This daydream is enhanced by the interior, which is a bit special (and improved with the optional electric windows and sunroof). The sport seats, while less supportive than the 2.2S, are easier to get in and out of, and the basket weave dashboard trimming makes way for a solid section of leather, creating a more-modern vibe – especially in Ernie Boehm’s tantrimmed example, resplendent in Metallic Green. Testament to Porsche’s continuing ethos of gradual improvement, it is easily the most-refined car on test, noticeably highlighting the 2.0-litre’s place at the start of the development curve while exposing how comfort and usability were compromised in Zuffenhausen’s quest to make the 2.2S faster than its predecessor. The 1972 911S surely is the ultimate expression of the ‘Super’ 911, combining the seemingly dichotomous attributes of speed and comfort.
Yet, there is something indelibly special about the 1967 911S, of which there are only six RHDs known to be running in the UK. It may lack the rapidity of its successor, but the driving experience truly transports you to another era, with its classic handling and raucous engine note. Similarly, the 2.2-litre 911S has the most-evident sporting credentials. Its high-revving motor praises urgency, and the chassis is most dynamic when pushing on. It’s involving on a race car-like level while still possessing some degree of comfort. It’s my favourite of the bunch, but the allure of its rivals is just as evident and I’d not be disappointed if the keys to any of the cars here were dropped in my lap again. Ultimately they are all up among the upper echelons of truly special cars that have rolled out of Porscheplatz. This is because, despite their distinct characters, the intrinsic DNA in each variant ensures that, whether in 2.0, 2.2, or 2.4-litre form, each one is undeniably super at heart.
The modern 911S The ‘S v S’ battle in issue 114 saw us assimilate the similarities and differences between an original Porsche 911S and the 991-type Carrera S, a car that carries the baton for the famous Porsche sub-type. While we found much that linked the two 911s, this test has highlighted that, among the current crop of Zuffenhausen sports cars, there is one 991 that stands above the rest as a natural successor to the pre-impact-bumper 911S. That car is the new Porsche 911 GT3. This may seem like a bizarre choice given that the GT3 features electrically assisted steering and a compulsory automatic gearbox. However, with the ever-increasing,
80 The Classic Porsche 911 Collection
day-to-day usability of Porsche’s race car for the road, it has a lot in common with this trio of Porsche 911Ss. Like the 911S, the 991 GT3 currently tops the range (albeit the latter alongside the Turbo/Turbo S) and, just like the 911S, the latest GT3 is soon to be toppled from that perch by a more focused Rennsport version. Thanks to the PDK gearbox, the Porsche 911 GT3 has become the ultimate everyday sports car. When I drove on-track in Germany, it proved as adept as any previous 911 to the rigours of hard driving yet, on the way to and from the circuit, it could be transformed into a car as benign as the driver wants. This is just like the
classic 911S, a car with serious competition pedigree and performance but also the ability to operate almost seamlessly under normal driving conditions. There may be an outcry in certain circles about the dilution of the GT3’s hardcore ethos but, if the 911S is anything to go by, making
Super 911s
Model Year
911S 2.0
911S 2.2
911S 2.4
1967
1971
1972
2,195cc
2,341cc
Engine Capacity
1,991cc
Compression ratio 9.8:1 Maximum power Maximum torque Transmission
160bhp @ 6,600rpm
9.8:1
8.5:1
180bhp @ 6,500rpm
190bhp @ 6,500rpm
179NM @ 5,200rpm
199Nm @ 5,200rpm
211Nm @ 5,200rpm
901-type five-speed manual
911-type five-speed manual
915-type five-speed manual
Suspension Front
MacPherson strut; telescopic MacPherson strut; torsion bar; damper; torsion bar; anti-roll anti-roll bar bar
Rear
Trailing arm; torsion bar; antiroll bar
Trailing arm; telescopic damper; Trailing arm; telescopic damper; torsion bar; anti-roll bar torsion bar; anti-roll bar
Front
4.5x15-inch Fuchs; 165/80R15 tyres
6x15-inch Fuchs; 185/70R15 tyres
6x15-inch Fuchs; 185/70R15 tyres
Rear
4.5x15-inch Fuchs; 165/80R15 tyres
6x15-inch Fuchs; 185/70R15 tyres
6x15-inch Fuchs; 185/70R15 tyres
MacPherson strut; telescopic damper; torsion bar; anti-roll bar
Wheels & tyres
Brakes Front
282mm internally vented discs 282mm internally vented discs
282mm internally vented discs
Rear
285mm internally vented discs 290mm internally vented discs
290mm internally vented discs
Dimensions Length
4,163mm
4,163mm
4,163mm
Width
1,610mm
1,610mm
1,610mm
Weight
1,030kg
1,020kg
1,075kg
Performance 0-62mph
8 secs
6.6 secs
6.6 secs
Top speed
137mph
145mph
140mph
Thanks Thanks to Polesden Lacey for use of its premises for our photographs. Polesden Lacey is a country retreat owned by the National Trust. For more information on the house and grounds please visit www. nationaltrust.org.uk/polesdenlacey or call 01372 452048.
The Classic Porsche 911 Collection 81
Modified & motorsport
A Big Fish Group 5 rules offered manufacturers great freedom to modify their cars in the silhouette class, so Norbert Singer pushed the rules to the limit and gave us the Porsche 935/78 ‘Moby Dick’, as Total 911 investigates… 154 The Classic Porsche 911 Collection
Moby Dick
Written & Photographed by Glen Smale
I
n the 1970s, Porsche had much going for it on the worldwide motorsport stage. Firstly, it learned how to dominate with turbocharging, and secondly, it had in Ernst Fuhrmann a CEO who believed in the commercial benefits of motorsport. Then there was one Norbert Singer, a motorsport engineer who originally wanted to work in aeronautics but when a position at Porsche presented itself in March 1970, he took that instead. With an interest in aerospace, Singer’s knowledge of aerodynamics and weight conservation came in handy when working with racing cars. Singer’s first task at Porsche involved cooling on the mighty 917s,
but in just a few short years he was already making his presence felt in Porsche’s wider race department. At the start of the 1976 season, Group 5 regulations referred to a ‘silhouette’ car, but any definition of what a ‘silhouette’ comprised was notable by its absence. This term, though, was deliberately loose in its meaning so that the manufacturers competing in Group 5 could develop race cars that looked like a production car, but were clearly powerful, all-out racing machines. Porsche’s contender for Group 5 was the 935, but the model had to go through two evolutions of development before the third iteration, the mighty 935/78, or ‘Moby Dick,’ was born.
When the first version of the 935 appeared in 1976, it featured a flatter rear wing and headlights in their conventional position in the fenders, but the 1977 version already showed signs of where the ultimate 935 was heading. The headlights had been removed from the conventionally shaped fenders, which were now downward sloping and more streamlined. Norbert Singer was the project engineer on the 935: “My favourite aspect at the time was the regulation on the fenders. With wider tyres, we needed an extra 50mm but the FIA wanted to avoid these ugly wheel arch extensions, so they said the shape of the fenders would be free. So luckily, or unfortunately,
The Classic Porsche 911 Collection 155
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