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9 Magazine

BY ENTHUSIASTS FOR ENTHUSIASTS

www.9Magazine.com

MARCH/APRIL 2010 $5.99

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PLUS Carrera Club Sports 916 - The Ultimate 914 1956 356 Cabriolet


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BY ENTHUSIASTS FOR ENTHUSIASTS

APRIL 2010

VOL. 9 NO. 2

9 Magazine

P.O. BOX 110263 Lakewood Ranch, FL 34211 1-(877) 842-0009 www.9magazine.com

FROM THE PUBLISHER Changes, Changes...Already you’ve probably noticed some changes to the magazine. Here we have our second issue as the new publisher of 9 Magazine. As I said in the first issue, expect changes as we grow and develop our own style. As you probably know, the dynamic of producing a print magazine is very different from producing an online publication or blog. There are printers, proofs and of course the postal service. With online, you can fix mistakes and correct things the need correction “on the fly” or “after-the-fact.” With a print publication, once you click send, it is what it is. We didn’t have a whole lot of time to get the first issue of 9 together. (Hopefully it is not that obvious) So I am very proud of the accomplishment and would like to thank everyone who contributed. Hopefully you received your first issue and enjoyed it! We are finally on track and we have a lot more in store for you this year! If you are like me, you receive dozens of e-newsletters every month - possibly every week. Many of those are pushed at you without a request; others you’ve asked for, and may actually read. We are about to launch our e-newsletter to those of you who have requested it. If you haven’t, you can sign-up on our website. The idea is to supplement the bi-monthly print publication with content on the off months. This would mean a newsletter in January, March, May, July, September, and November. As an extension of the print magazine, the newsletter will contain interesting content, news, and hot products. In this issue we have put together an interesting mix including the 1989 Speedster, the fabulous 916, a 912 & 914 comparison and the ultra-rare Carrera Club Sports. As you will see, we are honing in on our focus of vintage Porsche products. We welcome your contributions, and hope to add some more advertising to enhance the product further. Our subscriber base is growing by hundreds a week, and we appreciate the support! If you have any comments or suggestions, please feel free to reach out to us at editor@9magazine.com. Enjoy! Sincerely,

Vincent Catena Vincent Catena Publisher, 9 Magazine

Publisher Vincent Catena VSC Media Corp.

Editor Kate Vertucci Creative Director Robert Ross Advertising Sales Vincent Catena Editorial Board Wayne Dempsey, CEO Pelican Parts, Inc.

Joe Fabiani Fabspeed Motorsport

Ian N Riley, President Ianseuroparts.com

9 MAGAZINE - VOLUME 9, NUMBER 2 ISSN: 1540-1448 COPYRIGHT 2010 BY 9 MAGAZINE.ALL RIGHTS RESERVED. PUBLISHED BI-MONTHLY BY VSC MEDIA CORP., POST OFFICE BOX 110263, LAKEWOOD RANCH, FL 34211. 9 MAGAZINE IS PUBLISHED AS AN INFORMATION SOURCE ONLY, THE PUBLISHER DOES NOT ENDORSE THE PRODUCTS OR SERVICES ADVERTISED HEREIN. THE SOURCE OF THIS INFORMATION IS NOTED OR INFERRED WHENEVER POSSIBLE. THE PUBLISHER IS NOT LIABLE FOR THE ACCURACY OF THE INFORMATION. THE PUBLISHER CANNOT BE HELD RESPONSIBLE FOR ANY ERRORS OR OMISSIONS. REPRODUCTION OF THE CONTENTS OF THIS PUBLICATION WITHOUT PERMISSION IS STRICTLY PROHIBITED. SUBSCRIPTION RATES FOR ONE YEAR (6 ISSUES) $19.97 POSTMASTER: SEND ADDRESS CHANGES TO 9 MAGAZINE, PO BOX 110263, LAKEWOOD RANCH, FL 34211. 9MAGAZINE IS NOT AFFILIATED WITH PORSCHE CARS NORTH AMERICA OR DR. ING. H.C.F. PORSCHE AG. PORSCHE® IS A REGISTERED TRADEMARK OF DR. ING. H.C.F. PORSCHE AG. ALL COPYRIGHTS, REGISTERED TRADEMARKS AND/OR REGISTERED TRADE NAMES ARE PROPERTY OF THEIR RESPECTIVE OWNERS.


Contents

18

FEAT U R E S

10

C A R R E RA CLUB SPORT

14

5 6 C A BRIOLET

18

8 9 S P E EDSTER

24

9 1 6 , T HE ULTIMATE 914

26

S I N G E R 911

30

9 1 2 V S 914

REGU L A R S

06

NEWS

16

H O T P RODUCTS

33

S P O T L I GHT

34

V I E W P OINT

35

R E A D E R’S RIDE

38

L I F E S T YLE

14

10

24

MARCH/APRIL 2010

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News ALL NEW C AY E N N E Led by a technologically advanced full hybrid model, the all-new, next-generation Porsche Cayenne sport-utility vehicle will debut at the Geneva motor show in early March. In line with the Porsche Intelligent Performance philosophy, the entire range, from the entry level Cayenne with a V6 engine to the 500-horsepower Cayenne Turbo, all deliver improved performance while using less fuel and producing fewer emissions than ever before. The highlight is the new Cayenne S Hybrid featuring a highly sophisticated parallel full hybrid drive system. With a combined power output of 380 horsepower from the supercharged V6 combustion engine and an electric motor, the Cayenne S Hybrid combines the performance of a V8 with the economy of a V6. Through continuous interaction between the 3.0-liter supercharged V6 and electric motor, the Cayenne S Hybrid focuses on maximum efficiency. Depending on driving conditions, either drive unit can operate independently or together. The 47-horsepower (34 kW) electric motor is the ideal partner for the 333-horsepower engine, which produces high torque at low engine speeds. With peak torque at 427 lbft at just 1,000 rpm, the Cayenne S Hybrid’s

performance of a V8 with the fuel efficiency of a V6 performance is on par with a V8-powered Cayenne S. Thanks to a special combination of materials as well as changes in the overall vehicle concept, such as a new all-wheel drive system, weight has been significantly reduced on all models. Despite an even higher standard of safety, the Cayenne S is 400 lbs lighter, which not only improves

FIRST NEW 911 TURBO IN FIVE YEARS The engineers at Porsche have developed a range-topping sports car designed to deliver the finest in terms of power, performance and driving dynamics: the 911 Turbo S. The heart of this exclusive high-performance athlete is the sixcylinder boxer engine boosted by two exhaust gas turbochargers with variable turbine geometry. The flat-six engine has an increase in power over the 911 Turbo by 30 to 530 hp and maximum torque is

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a most impressive 516 lb-ft. Despite its significant increase in power and dynamic performance, the new 911 Turbo S does not consume any more fuel than the Porsche 911 Turbo, making it by far the most efficient sports car in its class. The 911 Turbo S Coupe is EPA rated at 17 mpg city, 24 highway. The 911 Turbo S comes exclusively with the seven-speed PorscheDoppelkupplungsgetriebe (PDK), Porsche’s Double-Clutch Gearbox, delivering power

fuel consumption and lowers emissions, but also boosts performance, agility, and handling. The Cayenne S and Cayenne Turbo go on sale in July as a 2011 model, and U.S. pricing will be announced soon. Porsche dealerships will offer the Cayenne and Cayenne S Hybrid in the fall. Source: Porsche Press Release

to the Porsche Traction Management (PTM) all-wheel drive system. The increase in driving enjoyment is ensured by the now standard Dynamic Engine Mounts and Porsche Torque Vectoring (PTV), including the standard mechanical differential lock on the rear axle. In conjunction with Launch Control, part of the standard Sport Chrono Package Turbo, the 911 Turbo S accelerates from a standstill to 60 mph in 3.1 seconds. Top speed is 195 mph (315 km/h). Extralight and fade resistant Porsche Ceramic Composite Brakes (PCCB) provides outstanding performance in terms of stopping power and controlled application of the brakes. Other standard equipment on the 911 Turbo S includes Dynamic Corning Lights, 19-inch RS Spyder wheels with central locking, a three-spoke sports steering wheel with gearshift paddles, adaptive sports seats, cruise control, and a CD/DVD changer. The special twin-tone leather upholstery in Black/Cream or Black/ Titanium Blue, along with the new Ice Blue Metallic exterior color underlines the exclusivity of the first Turbo S in five years. The new Porsche 911 Turbo S will be at dealerships as both a Coupe and Cabriolet as of May 2010. The 2011 Turbo S Coupe and Turbo S Cabriolet prices are $159,100 and $170,200, respectively. Source: Porsche Press Release


Spy Shots

2012 911 CARRERA

Copyright SB-Medien

Porsche’s new 911 has been spied in winter testing in northern Scandinavia. Here are the first decent spy shots we’ve seen of the 2012 Porsche 911 Carrera. This car which will eventually be the 998 is seen here testing in camouflage. The appendage on this prototype’s back end is hiding the latest iteration of the deployable rear spoiler. Also new is the roof-mounted spoiler that sits on the leading edge of the rear window.

The roofline and doors appear very close in design to the current model; but the rear fenders of this car conceal a wider track than the current 911, leading us to believe that this car could be the 4 or 4S model. The nose also looks lower and more sloped. The 911 will get LED front and rear lights as standard. Since the current Carrera has allnew 3.6- and 3.8-liter engines, we suspect these will carry over and the new model will

have only evolutionary changes to the flatsix motors. We also expect Porsche’s new seven-speed PDK double-clutch automated manual to carry over. Construction will be a mix of steel and aluminum, and some components will be shared with the smaller Cayman and Boxster to keep costs down. All signs indicate that the 998 will be introduced for 2012.

2011 BOXSTER SPYDER

Copyright SB-Medien

Porsche just announced and displayed the new Boxster Spyder around the media circuit and already working on the next Boxster. From the look of these spy shots there seems to be a big resemblance to the current Boxster - although many of the body panels look new and different. Upon closer inspection, one can see that every panel – and the canvas top – are all new. The Boxster’s new styling looks to

be more evolutionary than revolutionary. The new model will also be significantly lighter than the current car, with the promise that the 2011 Boxster will be more economical car. Porsche has not released any details on engines or transmissions for the new Boxster or Boxster S, but we expect the current 2.9-liter flat-six with 255 horsepower, and the 3.4-liter direct-injected flat-six to be carried over. Along with the

engines that are expected to be carried over from the previous model, expect the shortthrow six-speed manual and Porsche’s new seven-speed dual-clutch PDK transmission to also carry over. Early rumors swirled that the Boxster will make the switch to a four-cylinder engine with forced induction. Could this be how they plan to achieve the “most economical Porsche ever?” We’ll have to wait and see. MARCH/APRIL 2010

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News 911 G T 3 R H Y B R I D T O WORLD DEBUT IN GENEVA Porsche Intelligent Performance to make Race Cars even More Efficient

110 years after Ferdinand Porsche developed the world’s first hybrid, the Lohner-Porsche, Porsche engineers are now expanding this visionary drive concept with a production-based GT race car: Over the past 45 years, Porsche 911 race cars have recorded more than 20,000 victories and on March 4, a Porsche 911 GT3 featuring an innovative hybrid drive will make its debut at the Geneva Motor Show, opening a new chapter in the history of Porsche. This innovative hybrid technology has been developed especially for racing, differentiating itself from conventional hybrid systems by way of its configuration and components. In the case of the 911 GT3 R Hybrid, the front axle features two electric motors, each developing 60 kW and supplement the 480 hp, naturally aspirated four-liter flat-six that drives the rear wheels. Instead of the heavy batteries usually found in a hybrid road car, an electrical flywheel power generator is installed inside next to

the driver delivering energy to the electric motors. The flywheel generator is also an electric motor, with its rotor spinning at speeds of up to 40,000 rpm while mechanically storing energy. The flywheel generator is charged whenever the driver applies the brakes, as the two front axle electric motors reverse their role and act as generators. Then, when accelerating out of a bend or while overtaking, the driver can use the extra energy from the charged flywheel generator, sending up to 120 kW of stored kinetic energy to the motors. This additional power is available after each charge for approximately six to eight seconds. Energy formerly converted into heat upon each brake application, and therefore wasted, is now converted into additional drive power in a very efficient manner. In addition to increasing available drive power, depending on racing conditions, the hybrid drive can also be called upon to save fuel. By increasing the efficiency and,

accordingly, the performance of the 911 GT3 R Hybrid, reductions can be made to the weight of the fuel tank or the car can make less frequent pit stops, for example. After its debut in Geneva, the 911 GT3 R Hybrid will be tested in long-distance races on the Nürburgring. The highlight of this test program will be the 24 Hours on the Nordschleife of Nürburgring, May 15-16, 2010. The focus is not on the 911 GT3 R Hybrid winning the race, but rather spearheading technology as a “racing lab.” The intent is to provide hands-on know-how for the subsequent use of hybrid technology in road-going sports cars. The 911 GT3 R Hybrid is a perfect example of the Porsche Intelligent Performance philosophy, a principle to be found in every Porsche: More power on less fuel, more efficiency and lower CO2 emissions - on the track and on the road.

Source: Porsche Press Release

TECHART TRIO IS COMPLETED TechArt has completed its Individualization Program for the Porsche Panamera model range. As of now, sports car lovers are able to get the Panamera S and the all-wheel-driven Panamera 4S refined according their own vision. True to the own brand principle TechArt has developed the Individualization Program for the Panamera model range in its well-known and extraordinary style. Only genuine TechArt individualization reflects the typical TechArt design philosophy – technical and aesthetical, visible and invisible. The Aerodynamic Kit I presents the four-seater

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in an elegant and excitingly sporty way. The three part front spoiler discreetly hallmarks the dynamic front apron of the Panamera. At the same time, it reduces effectively the buoyant forces at the front axle and ensures optimal flow of cooling air to the braking system. The transmission of power to the road is the job of a choice of elegant 21-inch TechArt Formula or sporty 22-inch TechArt Formula II light-metal wheels. For the necessary road holding, TechArt recommends Conti Sport Contact 3 tires or Michelin Pilot Sport PS2 tires. For the Panamera model range, TechArt

is presenting exclusive two-color leather finishing in teak and black. Decorative stitching with matching yarn, a roof liner in the same colored Alcantara, details such as interior color-matched roof handles and foot mats with leather edging in the color teak give rise to extensive individualization. The new TechArt precious wood trims are being used for the first time in the Panamera model range. The prized ash veneer with a tactile grain decorates the doors, the dashboard and center console. Source: TechArt Press Release


News PORS C H E A D D S N E W V 6 PA N A M E R A MODELS T O I T S G R A N T U R I S M O L I N E U P Porsche Cars North America has announced the addition of two new Panamera models, just three months after successfully launching the first fourdoor Gran Turismo in three V8 flavors: the Panamera S, the Panamera 4S and the Panamera Turbo. The Panamera and Panamera 4, the model line’s new entry level versions, will be in Porsche dealerships in June 2010. Both feature a brand-new 3.6-liter V6 with Direct Fuel Injection (DFI) developing 300 horsepower and 295 lb-ft of torque. The Panamera transmits its power to the road via the rear wheels, while the Panamera 4 comes standard with active all-wheel drive. U.S. models will include Porsche Doppelkupplungsgetriebe (PDK), Porsche’s new and revolutionary sevenspeed double-clutch gearbox, as standard equipment. The Panamera and Panamera 4 are examples of the Porsche Intelligent Performance development strategy. Equipped with the PDK gearbox and the Auto Start Stop function, Porsche expects these new models to be considerably more fuel efficient than their normally aspirated V8 siblings. Official U.S. EPA fuel economy

figures will be announced closer to the new models’ on-sale date, and both meet the strict EU5 emission standard in Europe and the LEV standard in the United States. And like all Panamera models, they are not subject to a gas-guzzler tax. Porsche has always focused on superior efficiency and performance, and in the

case of these new Panamera models these long-held tenets are not mutually exclusive. One example of this ideal combination of qualities is consistent lightweight construction with the axles, doors, hood, front fenders and tailgate all made of aluminum. Likewise, the brand new 90-degree angle V6 powerplant built

at Porsche’s engine plant in Zuffenhausen is approximately 66 lbs. lighter than the Porsche V8 in the Panamera S and 4S. This contributes to the low overall curb weight, which in the case of the Panamera with the PDK transmission is just 3,880 lbs. (1,730 kg). Like the proven V8 models, both the Panamera and the Panamera 4, as genuine Gran Turismos, combine a sporting character with a high standard of comfort and everyday driving qualities. Steel suspension with variable dampers is standard, and adaptive air suspension with additional air volume on demand is available as an option. This provides a wide range of suspension qualities and features, with a high level of motoring comfort on the one hand and extremely sporting driving dynamics on the other. Both models will be making their world debut at the Beijing Motor Show on April 23, 2010. The Panamera and Panamera 4 MSRPs are $74,400 and $78,900, respectively.

Source: Porsche Press Release

ACTION EXPRESS V8 PORSCHE-POWERED RILEY Winner of the 2010 Rolex 24 at Daytona

Mechanical problems, bad luck, and on-track incidents push Porsche 911 GT3 Cup teams off the top step of the Rolex GT podium; Broken driveshaft, engine ills ruin Brumos Porsche’s chance to repeat. Using a veteran driver line-up including Ryan Dalziel, Mike Rockenfeller, Joao Barbosa, and Terry Borcheller, and support from a veteran team, Brumos Racing, the Action Express Racing Porsche-powered Riley upset the pre-race favorites to win the 48th running of the Rolex 24 at Daytona. The engine is a Porsche Cayenne-based V8 built as an independent project and mated to a Riley chassis. Pre-race favorites BMW Riley, Ford Riley, Ford Dallara, and last year’s winner, the Brumos Porsche Riley, all led the race at various times during the day and night, but mechanical gremlins

and miscues on the track derailed those efforts, and the Action Express team came away with the win. In the Rolex GT class, it looked like a Porsche 911 GT3 Cup victory was in the works once the leading Camaro broke overnight, but the leading TRG Porsches lost their advantage in the last four hours of the event. First, the #71 TRG Porsche 911 GT3 Cup, with NASCAR star Bobby Labonte at the controls, ran out of fuel on the course and had to be towed into the infield, where the TRG crew met the car, gave it a dump-can of fuel, and got it back on the track. However, Labonte had to circle the track again, and then come in for a full fuel stop and driver change under green, and lost the three-lap lead the team had built in the GT class. Only seven minutes later, the new leaders #67 TRG Flying Lizard Porsche 911 GT3 Cup of Seth Neiman/Johannes van Overbeek/ Joerg Bergmeister/Patrick Long came into the pits with a broken front shock. The team replaced the shock, but it put them five laps back, and opened the door for the #70 Speedsource Mazda to take the lead – a lead they never relinquished. The #71 car, with Labonte, Romain Dumas, Timo Bernhard, Spencer Pumpelly and Tim Geroge, Jr., later lost its clutch and ended

up ninth in class. The #67 car finished second, and third place went to the #66 TRG Porsche Ted Ballou, Kelly Collins, Wolf Henzler, Andy Lally, and Patrick Flanagan. The #59 Brumos Porsche Riley, although many laps down in eighth place, had an emotional moment at the end of the 19th hour as five-time Rolex 24 winner Hurley Haywood stepped out of the car for the last time as he had announced that he would retire after this race. “I would have liked to finish this with a win, but we gave it a good effort, and I am proud of our entire Brumos team,” said Haywood, who added that he thought about his retirement a little before his last stint, but once he was belted in and out of the pits, it was 100 percent racing. Source: Porsche Cars, NA

MARCH/APRIL 2010

9


RARE CLU

The 88/89 US Carrera Club Sport By: Craig Crease

I

n the late eighties, the American sports car crowd was demanding more luxury from manufacturers. In response, more creature comforts were added as well as power accessories that increased the weight of the cars; it was not uncommon for the purchaser to buy the car “loaded” with every option available. There were however, a select few that wanted none of that. They did not want these accessories to take away from the driving experience and it was for these people that Porsche developed the 911 Carrera Club Sport. Only twentytwo were imported to North America in 1988 and seven in 1989, so the CS is a rare find.

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Unlike many “limited production” Porsches, the CS’s built in 1988 came with its own sequential VIN range similar to that of the well known ’73 911RS. The most common color for the CS is Grand Prix White with fourteen of the twenty-nine being shipped in that color. Other documented colors include, Dark Blue (4), Black (4), Silver Metallic (2), Diamond Blue Metallic (1), Sunflower Yellow (1), Gulf Blue (1), Irish Green (1) and Guards Red (1). Club Sport can be identified by the CS “Swoosh” on the top of the driver side front fender. While a few buyers added back the deleted weight with options, most did not. Only two cars

were imported with air conditioning and one with a sunroof. All had sport seats, with the majority (16) being imported in black leatherette with “Porsche cloth”. What makes the US Club Sport different from a regular G50 Carrera? In April of 1987 Porsche printed the “911 Carrera Club Sport Information Technik”, a thirteen page supplement that listed all of the differences; in this document, Porsche listed fortyfive deletions from the regular Carrera. The following are the most well known changes; no automatic heating, rear seat delete, reduced insulation, script delete, air conditioner delete, non-leather sport


UB

(CS) seats, manual windows, fog lamp delete, radio delete, Bilstein sport shocks, harder engine mounts, hollow valves, a modified DME with an increased max RPM of 6840, crankcase and cylinder heads marked from the factory with “SP”, and a simplified wiring harness. While rumors can be found on the internet that these special “SP” motors were balanced and blueprinted by Porsche producing superior power, no proof exists of this and after over twenty years, those involved in the building of these cars cannot be located for verification. So, what did these changes do to the Carrera? The reduction of many of the comfort items allowed the MARCH/APRIL 2010

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Club Sport to weigh in at 1160 kg or 2552 lbs. The decreased weight combined with the other modifications makes for a 911 that behaves much more like an early RS - light, quick and a car that is much more engaging than a regular Carrera. While the Club Sport was not a hit by all in the auto press, many found it to be exactly what Porsche should be offering instead of the heavily optioned cars. What some in the press said was: Road & Track , May 1988 – “Porsche Club Sport Road Test”: “...This is not a chassis and engine with 1,000lbs of geegaws…added to it to slow it down. It is a sports car….” “…Sure, the Club Sport is too loud and resonant to please most people, but it conveys the sense of immediacy and hustle the car is all about....” Excellence, “1988 Carrera Club Sport: Less is More”: “… Acceleration from 100 to 150 mph proved so relentless that we nervously checked the gear level during our pass to make sure the car was really in fifth gear. The pull of the 3.2 liter engine is so strong…that the Club Sport lunges to its top speed with uncanny ferocity….” This CS, VIN #5068 has changed hands four times in its twenty-one year existence; the original owner bought it from BeckHendrick Porsche in Charlotte, the second owner traded it in to Prestige Motors in Denver where the third owner bought it and on February 23, 2001, I became the fourth owner. Over the years it made its way to

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autocrosses and a DE event but it was the DE experience that made me realize that, due to its rarity, it “might” be better used as a canyon carver for my daughter and I and not a track car (it also gave me a great excuse to build a dedicated DE car). For those that attended the recent PCA Parade in Keystone, Colorado, you may remember seeing a Guards Red CS in the Historic Display - that was this car, #5068. Vin #5068 now sits with only 27k miles on the clock and is 99% original. Living a mile high can rob one of HP so, a Fabspeed premuffler and B&B sport muffler were added and Steve Wong (911chips.com) burned a chip to enhance these modifications. These changes work hard to gain back the HP lost from the altitude. A similarly set up ’88 CS in California was dynoed at 238 hp with the same chip, enough to move the 2550 lbs car along nicely. So, you would like to have a CS in your garage and want to know what you will need to pay? Well, the nice thing about today’s economy is that prices have fallen some, but not much. A recent 100k mile CS sold for $60k and is believed to be going back to Europe. Cars with fewer than 50k miles seem to be going in the $70k range. The PCA Club Sport Register is aware of four cars with under 10k miles that sold for $150k two years ago, but it will be quite some time before these prices are seen again.


MARCH/APRIL 2010

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FAM

HEIRL Text and Photos By: Anthony Pepe

T

he stories about the cars are sometimes as fascinating as the cars themselves. Take for example Michael Polcari’s beautiful 1956 356 Cabriolet. This car has been in his family since 1959. Hard to believe, but true. Michael’s father, an avid Porsche fan and auto mechanic, purchased the car from a customer in Millwood, NY back in 1959. Fifty-one years later, the car is still part of the family- and according to Michael, “will always be.” This Aquamarine Blue 1956 356 Cabriolet was restored back in 2004 by Sublime Restorations in Massachusetts. Before the restoration, the car sat in the garage at his mother’s house for years after the passing of his father. Cars such as these mean so much, it’s difficult to let

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MILY

LOOM

go. They have a soul and are attached to so many fond memories. Michael recalls his father driving the car, “all over the USA.” “It was his personal vehicle. He loved this car.” Sadly, in 2001, his mother passed too. The Porsche was then passed on to Michael – The family heirloom. When Michael got the car following his mother’s passing, he knew he’d eventually give it a loving and well-deserved restoration. The car only needed a light restoration from its years of sitting. “No rust or major problems,” recalls Michael. It just needed some cosmetic and mechanical attention. The engine was also rebuilt. It’s now a showpiece and “I enjoy driving it.” “Someday, I will pass it on to one of my children.”

MARCH/APRIL 2010

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Hot Products

RENNAIRE’S DESERT DUTY FRONT CONDENSER Summer is almost here, and it’s time to consider an A/C upgrade for your pre-89 911. RennAire’s new Desert Duty Front Condenser is a drop-in replacement for the OEM tube & fin condenser mounted to the front pan on AC-equipped-from-the-factory 911s up to 1989 and offers substantially improved heat exchange performance. The condenser along with the installation kit retails for $558 and is available from www.rennaire.com.

EARLY 911 DOOR POCKETS

Can’t find mint original door pockets? Try replica door pockets for your 911 or 912 cars from 19691973. They are manufactured using the highest quality products and are covered in original German vinyl. They come flocked on the inside and come with the plastic hinges necessary to mount to the door. The set of four retails for $1695 per set. Find them at: www.einmalig.com.

GT3 LOOK WHEELS CPW inc. is offering these hot looking 19” GT3 style wheels for your 20042010 Porsche vehicle including the 911, Boxster and Cayman. These wheels are gunmetal with a Diamond Cut Machine face and resemble the latest GT3 offering from Porsche. Set of 4 wheels for an unbelievable price of only $600! (530) 539-4335 or info@cpwinc.com.

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Hot Products

SAMCOSPORT HOSES FOR THE 944 TURBO New from SamcoSport are high quality hoses for your 944 Turbo. SamcoSport hoses have been the number one choice for serious motorsport teams, tuners and modifiers for over a decade. All SamcoSport hoses are made by hand in the UK and each hose is 100% visually inspected before it leaves the factory. Not only do SamcoSport products offer you proven reliability and performance, decking out your engine bay with a set of “Samco’s” is the best way to add that striking finishing touch to your ride. Available in a rainbow of colors, these hoses are top notch! Shown here is the 5 Hose kit for the 996TT/ X50 Kit which is also available. Available from www.samcosport.com.

2.8RSR REPRODUCTION BRAKES The folks at Zuffenhaus products have taken the relatively obscure vintage Porsche Motorsport calipers, and created an accurate reproduction. The 1973 RSR/early 917 caliper was chosen for reproduction as an alternative to the commonlyutilized, used 930 caliper set-up (which requires modification to use on the majority of 911s). An original set of 1973 RSR calipers was obtained to allow surface data capture for caliper production. This data was coupled with the dimensioning information captured from Porsche 930 production calipers to design a hybrid 2.8 RSR/930 caliper which capitalizes on the internal design of the 930 production caliper (and utilizes the same pistons, seals, dust seals, and brake pads) while externally resembling Porsche Motorsports’ original 2.8 RSR calipers. The calipers are machined from castings and anodized to correctly resemble the originals. Available from Zuffenhaus Products at www.zuffenhaus.com.

MARCH/APRIL 2010

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RARE BREED By: Vincent Catena

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O

n Black Monday of October 1987, a stock collapse of unprecedented size trimmed 22.6 percent off the Dow Jones Industrial Average. The collapse, larger than that of 1929, along with a crisis in the savings and loans industry put the financial wellbeing of millions of Americans in jeopardy. The panic that followed led to a sharp recession that lasted for a few years. Within this period Porsche saw a huge decline in US Sales. The recession plus the addition of a Luxury tax combined with a declining interest in the front-engine 944 and 928 sent sales from a high of over 30,000 cars in 1986 to just over 9,400 cars in 1989. It was a bad economic time for Porsche and luxury car makers in general. In 1989 Porsche introduced the “Speedster� - A chopped top version of the cabriolet reminiscent of the original Porsche Speedster. This variant was shown as a concept car at the 1987 Frankfurt Auto show. The Speedster generated considerable interest and went to production in 1989. Conceived by chief executive Peter Schutz, Helmuth Bott and

MARCH/APRIL 2010

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Tony Lapine to bolster sales of the 911, the speedster was to be positioned at the bottom of the price range. The idea was to introduce a lower cost limited edition model to stimulate some sales in a very tough automotive market. It was a marketing project similar to the project that Max Hoffman and John von Neumann devised in the 1950’s to sell more 356’s. The 911 Speedster was based on the 3.2 Carrera and achieved the look

of the original Speedster by using a lower, more steeply raked windshield. It also had smaller, frameless side windows. The convertible top is raked and lowered toward the windshield to give the car a menacing look. When the top was lowered, it was stored under a twin-humped plastic panel that took the place of rear seats. The convertible top was operated manually, and the plastic hump hinged back to allow the top to drop. When the top was down, the plastic

cover gave the appearance of only the driver and passenger to be visible. Inside, the Speedster had a basic interior similar to that of the 3.2 Carrera. The windows were manually operated, as were the seats. The lower part of each seat was the basic non-electric version with a sport seat back fitted, same as in the Club Sport. There were no rear seats because the area was taken up by the top and plastic cover. However, there was some storage space. There were

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permanently installed carpeted storage boxes with lockable lids below. As such, it was cheaper than the 911 Cabriolet and lighter by almost 154lbs. As with the Cabriolet, the Speedster could be ordered with the turbo-look body. The turbo-look body accounted for 1894 of the 2065 units built between January 1989 and September 1989. 823 units were sent to the USA. The sticker price was $65,480. Visions of the past Speedster made the new Speedster a “must have” for collectors, and they sold out very quickly in the USA. The 1989 Speedster is a rare and attractive car, but is not practical as an everyday Porsche. It’s more of a fineweather machine to take out on weekends. The top is rather difficult to put up and down. The Speedster was discontinued after the 1989 model year, but was briefly revived in Carrera-2 based form in 1993. Interestingly enough, the Speedster was the last 911 model to be built in the old Zuffenhausen factory. The Speedster in these photos belongs to Jurgen Otto and is part of his Porsche Collection.

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THE ULTIMATE 914 PORSCHE 916

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n Porsches long history, there exists one vehicle that has been shrouded in mystery since its inception. Unveiled at the 1971 Paris Auto Salon, the 916 caused a stir among auto enthusiasts and Porsche loyalists alike. Visually set apart by the body colored bumpers and flared fenders covering wider wheels and tires, the 916 had the look of a very serious sporting machine. However, what really set the 916 apart was sitting directly behind the driver compartment; the same 2.4 liter engine grafted from the 911S. The new, state-of-the-art in Porsche power plant combined with the proven mid-engine layout, the 916 was poised to take the sports car market and racetracks of the world by storm. However, the reality was far different, and the 916 became a footnote in the history of Porsche. The 916 was planned as the ultimate iteration of the 914 before the 914 had even entered production. Tony Lapine was tasked with making the 916 instantly recognizable, and he did just that. With its bespoke body-colored fiberglass front and rear bumpers, the 916 looked lower and more sleek than the heavy chromed bumpers of the 914. The front air dam had a large cutout in front for the oil cooler, and two smaller flanking cutouts for fog lights. The rear bumper was molded in a simple fashion with only one small hole for the exhaust, and a molded flat surface for mounting the license tags. Steel fender flares were grafted from the 914-6 GT to fit seven inch wide Fuchs aluminum five spoke wheels that were spaced out an additional two inches over traditional 914s. Also augmenting the appearance of the 916 was a fixed steel panel welded in place of the removable Targa standard on workaday 914 models. With the steel top came additional torsional rigidity, superior noise suppression, and a thicker, nicer leather-trimmed headliner. The interior of the 916 was originally appointed with a tastefully singular combination of luxurious leather and velour. The traditional 914 door panels were replaced with

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By: Bradley C. Brownell lighter components, including a small plastic door pull, and flexible fabric map pockets. The 916 was completely ahead of its time in the stereophonic arena. The car was fitted from the factory with a Becker AM/FM Cassette stereo, which was quite advanced for 1972. It also had a special antenna molded into the windshield for increased reception, with the added benefit of maintaining smooth body lines. The 916 received the vast majority of its mechanical updates from Porsches most elite 911, the 911S. Using the 911S 2.4 liter engine, the 916 produced 190 horsepower at 6500rpm, and 159 pound feet of torque at 5200rpm. The larger 911S spec oil cooler and the ducting it required took up space in the front trunk, and Porsche resorted to a space saver spare. The S engine was then mated to a traditional-shiftpattern type 915 transmission that was reworked to accommodate mid engine applications. Also grafted from the 911S were Bilstein competition shocks, front & rear antiroll bars, springs and torsion bars. The 916 was a full 165 pounds lighter than the 911S however, making the 916 the quickest production Porsche at the time, accelerating to 60 miles per hour in under seven seconds and topping out at 145 miles per hour. There was a plan for an initial run of 20 cars. By the mid-October Paris Auto Salon, only a few had been built, and one was shown to judge consumer response. Consumers were very receptive to the 916 as a concept; however, the receptivity turned to anguish when they glimpsed the pricing structure. The 916 was built to compete with the Dino 246GT, and the match up was quite even in every aspect, including, unfortunately, price. The buying public could not justify the nearly $14,000 for a 916, especially when a 911S could be had for less. A handful of 916s were built after the auto show when the call was soon made to halt production. In all, only 11 were built. This particular 916 is the only one to be officially exported to the United States by Porsche. Starting out production on the Karmann line,

this 916 was destined to be an ivory white standard four cylinder, until it was rerouted to Werke 1 where Porsche technicians converted it to 916 spec by hand. It is the only 916 to receive US certification, use US spec 911S equipment, and have USstyle indicator lights. Porsches primary importer to the United States, Brumos Porsche+Audi in Florida, was very familiar with what American consumers wanted in a Porsche. The 916 was never planned to have an air conditioning option, which was seen as a detriment to sales in the U.S. Peter Gregg, the then owner of Brumos, assured Porsche that his team would engineer the air conditioning system for the 916 if Porsche would provide them with a car. When Gregg arrived at the port to pick up the car, the velour seat inserts had rotted clean through due to the salty air. He later replaced them with layered gradient Porsche logo cloth inserts. When Porsche pulled the plug on 916 production, the car stayed with him at Brumos. After the untimely death of Mr. Gregg, the car changes hands twice. George Hussey, owner of Automobile Atlanta, contacted the car’s owner in the early nineties with regards to purchasing it. Mr. Hussey’s company was formed around the 914 and the preservation of the model. As being the ultimate 914, and incredibly rare, he considered it to be the center of his collection. As luck would have it, in 1993, he was offered the chance to purchase this very rare automobile. The car currently still resides in the care of George Hussey and the technicians at Automobile Atlanta. Its present condition is just as it was when in arrived at Brumos Porsche all those years ago. The car has since been shown at the Porsche Parade, and is on display year round, along with a collection of rare and prized 914. On occasion, it is taken out for a brief jaunt around the town of Marietta, where the company resides. With the 916, we are left to wonder, what could have been had Porsche manufactured more than 11. Porsche’s rarest car could have gone on to be one of its best.


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RESTORED &

REIMAGINED Text and Photos: Singer Vehicle Design

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t is hard to believe, but the Porsche 911 exists despite Porsche’s own attempts to eliminate and replace their beloved icon. This rear engine, 2+2 coupe has defied attempts (type 951 and 928) to terminate its allegedly dated concept only to be re-invented in superior form and bask in a renewed wave of enthusiasm. The 911 brand is so compelling to consumers that

even cars that are not 911’s (Types 930, 964, 993, 996, 997) have been badged as such since 1990. Such is the influence of a model and a brand within Porsche that as the vehicle made vast technical leaps, even wholly re-invented it remains a 911. The original 911, with its air/oil cooled engine was built from 1964 to 1989. This model was succeeded by two much more evolved

911’s that were still air/oil cooled; the type 964 and 993. The 964 and 993 are still lauded for their own technical brilliance, but the vehicles gained weight and complexity addressing safety, (airbags) emissions, and feature/options concerns. One could argue that the last air/oil cooled 911’s, though brilliant, paid a price for their sophistication. However, 1998 brought the first 911 to


rely on water cooling for the engine, and it introduced the first all-new and larger body shell to the model since 1964. In addition, it was the first 911 to feature an engine with four valves per cylinder which would help it meet power demands and emissions requirements. While the early 911’s were beloved for their unique sound, a baritone growl that was a product of the engine noise itself which could easily escape through the thinner castings and cylinder walls (not surrounded by water) and projected by the fan atop the motor. In the interest of compliance, performance, and evolution both sound effects were eliminated. After surviving 35 years, this integral piece of the 911’s character had been severed from the car’s persona. The feel of hydraulic power assisted steering (equipped on 911 since the 964), the larger shell, the swollen wheelbase and dimensions, the raked windshield, the front end components

shared with the more inexpensive Boxters were among a list of elements that conspired to make the 996, while certainly a BETTER car, a less beloved 911. The longing for a “true” 911 grew louder from 911 enthusiasts and owners lamenting the changes made to their favorite sportscar in the name of “progress.” Nevertheless, a rational person can admit that the advances made in vehicle design since 1963 have ushered in improved powertrain, unibody, and suspension technologies yielding a vehicle with greater overall capability. But have the evolved water-cooled 911’s proven more enjoyable? Is the drive more fulfilling? What of the magic behind the wheel? It is this fulfillment that is at the core of the original driver-focused 911 concept, and wholly recaptured, yet vastly enhanced by the vision of Singer Vehicle Design. The Singer 911 is no mere imitation, clone or retro-hot rod, but a re-interpretation and rebirth of the early performance-focused

911’s. The new vehicle is the result of a fusion between the purity of the original 911 and modern materials, design, and updated technologies, and aftermarket experience into a unique sports car that recaptures the essence of the early 911’s golden age. The Singer 911 capitalizes on the 40 years of solutions and enhancements that have resulted from the racing aftermarket’s embracing the original 911. Borrowing the best elements from the air/oil cooled 911’s long production span such as the “chic” of the long hood pre-’74 race specials, and the engineering durability of the later cars from the 80’s and 90’s, Singer Vehicle Design capitalizes on the vast know how and evolutionary advances the original 911 has enjoyed. The experience offered by the new Singer 911 is a passionate celebration of the history making, iconic 911, and creates an enhanced sportscar that honors the original 911’s soul.

Unibody & Suspension

Beginning with any longer wheelbase 911 (1969 to 1989) donor car, the Singer 911 is stripped to its shell to begin reinvention. The reincarnation retains the original wheelbase, the A-pillar position, the roofline, suspension mounting and transaxle mounting points. Everything else is restored, reimagined and vastly improved for performance and expression. To optimize suspension performance add rigidity to the unibody, the 911 donor car’s structure has been thoroughly reinforced with a labor intensive stitch welding procedure and the addition of a lightweight integral backbone structure that helps further improve the chassis torsional rigidity. A developmental carbon-fiber second skin further aids this rigidity. The benefits of such measures to ride and handling given the improvements in unibody’s resistance to twisting are vast, as the suspension is converted from

torsion bars to the Macpherson strut and Carrera SC rear trailing arm with coilover set-up seen on vintage racing 911’s. Moton dampers with remote oil reservoirs and Eibach springs are used at all four corners and offer multiple settings for ride and handling that the steel shell can now fully exploit. The Singer 911 will also benefit from extensive use of Smart Racing suspension products, such as multi-adjustable antiroll bars, suspension bushing that help maintain correct geometry. A Jerry Woods Enterprises electric/hydraulic power steering system is fitted to the Singer 911 that maintains the vital 911steering feel and feedback while helping quicken the steering reactions as compared to the original ZF rack and pinion. The racing 911’s were famous for their braking ability and making up distance on the competition in the corners. The Singer 911 is equipped with competition-proven Brembo calipers

(4-pot) and rotors that are derived from the 917 and 930 models. The brakes will be peeking out from behind period-evoking Zuffenhaus, lightweight, five-spoke, threepiece forged aluminum wheels. The 17 x 9-inch front wheels are wrapped in sticky, modern Michelin Pilot Sport Cup tires measuring 225/45/17 and the rear 17 x 11inch wheel wears 275/40/17 rubber.

Drivetrain

The Singer 911 utilizes the most evolved air/oil cooled 911 engine from the 993. However, the goal with the stock 3.6-liter engine was to develop it into the most modern rendering of the air/oil cooled engine concept. With the help of U.K.based, Ninemeister, masterminded by engineer, Colin Belton, and onstructed in San Francisco by famed engine builder Jerry Woods Enterprises, the stock 3.6-liter engine is rebuilt to displace 3.82 liters. The engine has been recreated with premium MARCH/APRIL 2010

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components successfully developed and proven through Ninemeister’s racing exploits. The Singer 911’s engine achieves its displacement with Ninemeister 103mm pistons and cylinders, the 76.4mm crankshaft of the 997 GT3, and the 132mm lightweight titanium connecting rods. The large bore, short stroke combination can spin to 8000 rpm, but offers a broad, flexible torque curve. The key to the power are the highly developed Ninemeister billet aluminum heads that allows this 12-valve engine to compete with the power of watercooled 24-valve engines found in the latest version of the GT3. A completely reengineered component the billet aluminum Ninemeister heads are stronger, more resistant to extreme heat, and feature the latest thinking in port design to vastly improve the breathing and output of these motors. A Ninemeister valvetrain with valves, springs, and cam profiles have been designed to maximize the cylinder heads port flow capabilities and are a vital piece of the combination. Ninemeister’s individual throttle body induction provides maximum tunable power to each cylinder with eye-popping throttle response, and most importantly perhaps, the sweetest 911 exhaust growl imaginable. More importantly,

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the engine will be managed by an advanced Motec M800 ECU that also adds launch control, traction control, data logging capability – all electronic features never seen on the original 911’s. For customers, the engine will be available in two states of tune -- luxury and touring. Singer will have a tune producing about 360hp with a broad torque curve. For higher performance, a more track focused state of tune offers 425 hp and 340 lbs. ft. of torque. A 997 GT3R oil pump moves oil through the Singer 911’s high capacity dry sump system will be improved with an enhanced fan-assisted cooling system. Race-car spec stainless steel braided hose and fittings are used throughout the Singer 911. The bulletproof 3.82-liter engine combination is matched to a nearly indestructible six-speed G50 transaxle that has been revised with a close ratio cogs, and a limited slip differential. A twin plate carbon clutch capable of withstanding 700 lbs. ft. of torque and a lightweight flywheel help transmit engine power to the transmission. The Singer 911 expels engine fumes through lightweight stainless steel heat exchangers that flow to 100 cell catalytic converters, and a Singer Design stainless steel muffler that helps enhance the motor’s sonorous tone. The

Singer’s performance will be scintillating as the vehicle will get down to 2400 lbs. curb weight providing a nimble, connected and thoroughly fulfilling sportscar experience. With a power to weight ratio of 5.6 lbs per horsepower, the 425 hp Sports version explodes from 0 to 60 in 3.9 seconds, 0 to 100mph in 8.5 seconds, and exceeds a top speed of 170 mph.

Interior

As for the interior, the Singer 911 features an original 911-style instrument cluster with all-new gauges set in a revised dash panel. The Singer 911 interior is not carpeted in keeping with the traditional feel of the spartan race-focused 911’s (R, ST, and RSR) but will be trimmed in supple dark racing green leather. Thin, lightweight but effective sound deadening measures controls interior noise while still maintaining the aural persona of the early 911’s. A re-engineered vintage 911 Recaro seat uses structural carbon fiber in addition to offering fully electric operation and premium leather surface covering. Finally, no vintage, performance focused interior would be complete without a MOMO steering wheel and the Singer 911 features a new interpretation of the company’s


classic ‘Monza’ wheel. Acknowledging the advances in conveniences missing in the original 911, modern amenities such as a lightweight electric air conditioning system, Garmin Navigation system, ipod interface and even Bluetooth connectivity are also available in the Singer 911. Care is taken to add these features while minimizing any weight penalty by utilizing a lightweight wiring harness for all accessories and engine management. Exterior Extensive use of composite materials (carbon fiber) for the entire vehicle exterior will leave the door panels as the only original sheetmetal on the Singer 911. The composite materials form an exterior for the Singer 911 that re-invents while emulating the early 911 RSR and ST’s most prominent feature; the fender flares. These flares dictated the aggressive stance and sense of performance that these early cars conveyed even while standing still. Capitalizing on modern materials technology, the Singer 911 body makes extensive use of carbon fiber panels, and autoclave pre-preg Kevlar honeycomb in the creation of stunning, but very lightweight exterior pieces. The Singer 911 prototype is finished in vintageappearing Singer Racing Orange. Other colors will be available to customers. In

addition to the modern interpretation of the lightweight philosophy, the exterior will be updated with a uniquely designed HID headlamp arrangements that greatly improves exterior lighting. The Singer 911’s aerodynamic performance is improved with a front lip spoiler that reduces front end lift by 12 percent, and a speed sensitive rear spoiler that retracts back into the body (first seen on the 964).

The Feeling

Sure the Singer 911 looks like a vintage 911, and maintains some of the same character, but the connections its exterior evokes is unique. There are hints of 911R in the taillights and bumper design, as well as RSR in the bulbous flares, or even some 911ST in the profile, but there is no mistaking that upon closer inspection the Singer 911 is a very different interpretation of these vintage themes. Beneath that “long hood” emulating skin is the heart of the last air/oil cooled 911(type 993) and a host of the latest technology that places the Singer 911 in a place all its own. The car protects the romance of the original 911 concept but radically modernizes it into an ultimate 911 expression for the enthusiast who can never forget time spent

behind the wheel of the car that started life as the 901 Concept. Forty-six years later, the Singer 911 prototype is the ultimate validation of the model that defined a brand, a segment, and became a cultural icon to generations. Singer Vehicle Design is dedicated to the design, engineering and crafting of the world’s most respected high performance cars. Founded in 2009, Singer Vehicle Design is driven by the ingenuity and commitment of the industry’s most respected engineers. By doing so, we have used this opportunity to optimize and enhance every detail that has contributed to the 911’s greatness and iconic status. The Singer 911 attempts to channel the spirit of the pure and delicate 1964 original, the race-bred chic of the ‘70s “longhoods”, the ‘80s’ bomb-proof solidity, and the power and sophistication of the 964/993 series: a jewel-like form that singularly represents and celebrates the golden air-cooled era of the world’s most important sports car. Singer Vehicle Design is based in Los Angeles, Calif. More information about Singer Vehicle Design is available at singervehicledesign.com.

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912 vs 914 By: Chris Runge

C

lassic Porsche cars are both a joy and a challenge to own. We (my family) have owned a couple of each of these cars. In this write up I’ll try to highlight key facts that would help a prospective buyer make their decision as well as some personal experiences with each car. Interestingly both of these cars have been regarded as “The Poor Mans Porsche” at some point in time. However, I believe that the people at Porsche knew exactly what they were doing when giving the go-ahead for production of the 914 and 912. Although each model was produced for different reasons they both achieved similar results in boosting needed sales for Porsche. They both were very popular and brought smiles to drivers around the world. Why They Did It? The 912 was created as a liaison between the 356 and the new 911. Many previous

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356 owners were dead set on the reliability and ease of maintenance of that little 4 cylinder but wanted something new in terms of driving experience. Porsche realized the pricing of the 911 was a stumbling block in its early years thus deciding to stick the latest versions of their 356’s 4 cylinder motor into the new 911 body. Sales figures were nearly double for the 912 versus the 911. Many claim it kept Porsche afloat during the 1965-1968 period. The driving experience was fantastic as well. Hotrodded 912’s could outrun a 911 in the turns and they were a “hoot” to drive! The 914 was created as an entry level Porsche when the original 912’s (19651969) were phased out. The 914 was to be originally badged and sold as a VW but at the last minute Porsche decided to keep it in their line. Many purists were disgusted at the site and idea of a collaboration with VW. On the other hand, many enthusiasts who couldn’t afford the now popular 911 were excited to be able to purchase something

with the Porsche name. The 914 was a blast to drive and felt like no other Porsche to date. It was a success. First let me start with the specs for a recent 914 and 912 that we’ve owned. First, the 1975 914 1.8. The car was stock, very dry (rust free), original interior and exterior, and had the original motor with 50k miles. My father was the 3rd owner. It was very well maintained and lovingly owned from new. Purchase price: $3500 in fall of 2008. Next, a 1969 912. This was a period tuned car –upgrades and modifications were from the early 70’s. It was also a very dry (rust free) car. The interior was partially redone to original as needed. It was repainted in the 80’s and had a factory replacement motor with larger pistons and cylinder kit. It had factory lowered/tuned suspension with the original early anti sway bar and deep six Fuchs wheels. Purchase price: $11,000 in January of 2007. Owning a 912 was and is a great joy. As


with any vintage car, in my opinion it’s best to learn to do your own work or join up with a group of enthusiasts who do their own work. Looking back, the frustrating part of my ownership was when I brought my car to “mechanics” (guys who work on cars for a living). Using the 912bbs.org was the most useful tool I had in my toolbox! The guys there are awesome. The drive of a 912 is light and nimble. The balance is amazing with the rear engine layout. With the upgraded anti-sway bar, lowered suspension and deep six Fuchs my car handled amazingly well. Add the 1969 lengthening of the wheel base and you’ve got the perfect balance of sport and touring in one package. The 912 feels safe (as far as vintage sports cars go) and sturdy. I drove mine across the USA 3 times. The car is a 2+2 set up. The 2 rear seats fit a child up to around 8 years old It’s reliable. With any old car I’ve had I keep an old “Porsche Travel Kit” inside the bonnet. It consists of special wrenches,

gaskets, filters, wire, electrical tape/duct tape, sand paper, plugs, points, a belt, valve adjustment tools, gas hose, oil lines, etc. Oops almost forgot- OIL! You know what they say, “If it’s not dripping you better add some!!!” 912’s are known to use oil. One thing that’s a must: Learn how to clean your carbs! It can happen anywhere at anytime. A jet gets plugged and you feel like you just burned a valve in the motor. Parts for the 912 are pretty much expensive. You share everything but the motor with a 911 and early 911’s are pricey. Interior bits, body panels to transmission it’s all pricey. If you can find an early parts car you’re in heaven. I collected a lot of odds and ends off of parts cars over the years. Things that break like window cranks (get loose), door handles, door pockets, seat knobs come off, dash knobs disappear. You get the idea. Overall the 912 is a wonderful car to own. Find a nice one. I still see nice ones for sale for around the $10k mark. 914- Like the 912, begs of an owner who

can turn a wrench. It’s just better that way. You become intimate with your car. The 914 is a mid-engine sports car. Maintenance on the 914 is similar to that of the 912 in regard to what gets done. However the 914 engine is tricky to get at. The engine lid is small at the top side and the bottom doesn’t give much space either. I know many owners have a certain way of jacking the car and dropping the engine that makes it a breeze. The driving characteristics of the 914, in my opinion, are completely different than the 912. In a 914 you’re low, really low. It’s go-kart like handling and feel is a rush. Most women that ride in the car “Feel unsafe” due to its tinny sounding doors, its low seating and the tight cockpit. Most guys that ride in it, love it. Once they drive it, they’re sold. It has a Targa top making it a fun summer, sun, open-air cruiser for two. The 912 allowed my two kids to hop in the back for a run to the ice cream shop. That’s not going to happen in the 914! The transmission in the 914 seems to

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be prone to a 1st gear downshift problem. Although most Porsche’s don’t like 1st gear downshifts anyways. I remember it being a bit more notchy than the 912’s or 911’s. The flat or pancake motor (horizontal fan pulley) similar to that of a VW bus and 912E, performs reliably and has great power to move the little car. Once you get the shifting figured out, the car is a joy to drive. Our particular 1.8 was fuel injected which is usually removed at some point in the 914’s life. When the FI is working, it’s a great setup. The 914’s brakes are known as a trouble spot. Upgrades can be done to much more reliable braking setups. From memory, these aren’t too costly either. Both cars are great Porsche cars to own. I once had a gentleman pull up next to me in the 912 at a stoplight and say “You’ll never go wrong with a 912″. It was perfect timing as I had been struggling with carb issues! Perhaps he was an Angel sent by the Porsche Gods to reassure me that everything was going to be okay… The 914 grabs just as much attention. People love them. The 914 is probably, overall less expensive to own. Initial purchase price of a 914 versus a 912 in the same condition will be considerably less. Parts are not nearly as expensive for 914’s and there are a plethora of parts cars available just about anywhere in the US. I can think of a 914 just 10 miles from my house. I don’t know where the nearest 912 would be! Both cars will bring a smile to your face. As for our purchase and resale prices:

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We got lucky. I remember waiting for 3 months on the 914, hoping it would still be available when my dad finally pulled the trigger. Word started floating around about it in the PCA circle and I told my dad, “You gotta buy it before it’s gone. You won’t own a 914 that nice for that price again!” I always try to make sound buying and selling decisions with classic Porsche cars. I usually figure I would lose a little on each one but just love owning them. On my 912 I lost about $1,000 but gained about 30 years of P-Car wisdom! I’ll never bring another Porsche to a mechanic. I have the

resources and courage to do my own work. The Verdict: If you’re shopping, be patient. As for the cars, they are two great and still semi-affordable Porsches that I believe are and will continue to appreciate in value in coming years. Chris Runge, an avid German car enthusiast with an interest in all European makes and models, runs an online website, w w w. t h e m o t o r i n g j o u r n a l . c o m , that focuses on vintage autos and great stories of life with vintage automobiles. So please, by all means visit his website and send him an email - he’d love to hear from you!


Spotlight

Text and Photo Courtesy Porsche Cars, NA

1973 PORSCHE 911 C A R R ERA RS

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he revival of the name Carrera could hardly have aroused more excitement. With the striking spoilers and the slogan ”Germany’s fastest car” the 2.7 RS took the hearts of Porsche fans by storm. ”Only 500 men will drive it”, claimed the advertising text and made the RS a rarity before it was even delivered. The formula of more capacity plus more performance minus weight made the RS a dream amongst 911s.

The lightweight version was especially spartan. To achieve an optimum performance weight, the passengers sat inside a thin metal shell in primitive seat shells and did without carpets, rear emergency seats and clock. Lightweight safety glass from the Belgian company Glaverbel even replaced the standard windows so that ultimately the car had a weight advantage of around 100 kilograms as compared with the 911 S. The 2.7 liter 210 HP engine had

an easy job of it in this car and the Carrera was able to outstrip far more expensive dream cars in a standard sprint from zero to 100 km/h, which it achieved in 5.8 seconds. By the end of 1973 there were more than 500 happy men because Porsche had produced further Carrera RS to satisfy demand. 217 customers chose the lightweight version, 1308 treated themselves to the more luxurious touring version while 55 purchased the Carrera in the group 4 racing version. MARCH/APRIL 2010

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Viewpoint

ALONG CAME A SPYDER

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t was December, and again time for the annual pilgrimage to the Los Angeles Convention Center for the 2009 L.A. Auto Show. Attending this event had become a ritual over the past few years, and this year was to be no exception in that regard. There were some exceptions to be made though. There were a number of manufacturers absent, which was an indicator of the tough economical times. The Convention Center was clearly missing a LOT of its usual displays, and even the big 3 didn’t have as much to show as they normally did. Ferrari and Lamborghini did even not show up. However, Porsche was there in force, showing off its new Panamera, as well as the reworked GT3. They clearly have a lot of marketing muscle behind the Panamera, as it was displayed in a few different color schemes, and was the topic of much of the introduction speech to the press. They also chose this show to unveil the “new” Boxster Spyder. On the surface the Spyder appears to be what the “Boy Racer” would want,

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By: Bob “Flash” Larson described as leaner, meaner and all business. The marketing team at Porsche took great pains to highlight what they felt were the high points and advances in the car. They pulled out all the Hollywood gimmicks too. They had a live drummer there playing the throbbing rock beat behind a driving music track while flashing images of the car zooming through scenic turns and dashing past the camera. The spokesperson talked about the 176lbs of weight savings, the increase in power, the newly lowered suspension, and the improved aerodynamics. All of this was intended to leave you with the feeling that they really worked hard to present an “all new” car that was carefully designed for the “true enthusiast”. I, on the other hand, was singularly underwhelmed. I wasn’t buying into the glitz and hype for a minute. For years I have asked “Why can’t Porsche go back to its roots and produce a stripped down weekend racer?” Why can’t they make a car with absolutely no frills? Why can’t they make a 2000lb sports car? The 550

was certainly less than that. So was the Speedster. Given the new safety requirements, I certainly understand that the weight would go up, but surely they cold hit somewhere under 2500lbs. Lotus did it. Removing only 176 lbs seemed pathetic. They lost the rear window, power seats, power windows, and stereo. Big deal. The car was still over 2800 lbs. The modest 10hp bump in power did not make things all that much better either. All that work and all they got was 1 tenth of a second off the 0-60 time, and 4 mph LESS top speed. Why didn’t they at least stick in the 911 engine? I understand that Porsche likes to continue to polish the same tired old thing year after year, but they really should either leave well enough alone, or do something new. It seems the only thing that they did in the end was raise the price and give you less. Look! Our new improved stripped down Boxster. And only $14,000 more than the regular one!


Reader Ride

PORSCHE 911 3.5L COUPE By: Peter Bell

M

y love affair with the iconic 911 started as a small boy and has continued through to adulthood. As soon as I had gathered enough money I purchased my one and only Porsche: a Guards Red 1974 2.7 911 Coupe. I have owned this car now for 18 years and in that time have embarked on a journey of restoration and modification to build my ultimate 911. I hadn’t planned to build my ultimate 911, rather just to have the opportunity to own and drive the classic icon that I had admired so much as a boy. However after a few years of ownership I started to think about restoration and then ultimately modification. For me the ultimate 911 is in keeping as much as possible the classic lines of the impact bumper cars from the period between 1974 to 1989, but in all other ways enhancing its all round performance - creating my very own wolf in sheep’s clothing (if you can call a 911 a sheep). For the purists among you look away now as this may make you feel queasy. This is not a story of fanatical restoration. Rather the development over many years of my own personalized 911. So what have I done? Well, as far as restoration goes, I stripped the car to bare metal, repaired and replaced those panels

that were in need of a refresh after many years of faithful service to previous owners. This included new front wings, new sills and a kidney bowl. The wiring loom was removed and fresh wiring installed providing a new nervous system throughout the car. The car was then sprayed in Porsche A1 black. With restoration complete, modification began and hasn’t really stopped. Each time enough money was put by, another stage of the build is undertaken. The brakes were upgraded to servo assisted using the servo from a 3.2 Carerra and the master cylinder from a 930 turbo. The interior was also updated. All of the interior carpets were replaced along with a new roof lining and a leather interior transplanted from a late 3.2 Carrera. Electric windows from a late 3.2c were also installed. Next, the engine. This was the part that excited me the most. The 2.7 engine was discarded and sold (more money for future works!). A second hand 3.2 Carrera engine was sourced and would become basis for the cars new heart. The engine was stripped down completely and then rebuilt with a few important changes. The engine case halves were skimmed and bore aligned to ensure perfect alignment of crank shaft. The crank case halves were shuffle pinned to ensure no movement

between the cases under high load. The Cases were also gas flowed to ensure every last drop of power could be extracted from the engine. The crankshaft was tested for straightness, then polished and balanced before being reunited with the case in a set of new bearings. The con-rods also had the same the treatment. They were capped and honed and then balanced end over end. Capacity was increased from 3.2 to 3.5 litres using OEM Mahle pistons and barrels. As part of building my ultimate 911, I wanted to ensure as far as possible, the use of Porsche components. The heads were individually matched to the barrels for a perfect gas tight fit and had an additional spark plug added to both balance the pressure across the piston face as well as allow high compression and less ignition advance. The twin spark is powered by a twin distributor from a 964 linked to two coils. That wasn’t the end of it however. Next came the camshafts. This took a lot of thinking about. The cams really do create the personality for your car so it was important to get the choice right. For me, I wanted a car that would deliver power early in the rev range and then consistently deliver more power smoothly as the revs built up. The choice then was the profile MARCH/APRIL 2010

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from a Porsche 911 GT2 Turbo. Next was improving the air intake system. The Porsche inlet manifold is a good design, but if I was going to get the most out of the 3.5litre engine with high lift cams it was going to need to be able to consume vast amounts of air quickly and efficiently. The answer was a set of individual throttle bodies from Jenvey providing an unimpeded straight line for the air to find its way into the combustion chambers. Last but by no means least, was engine management. On this I opted to try and future proof myself against any further enhancements I might make. I ended up buying a Motec M48 pro FIS. This meant among many other things that I could run digital sequential fuel injection rather than the continuous system from the 3.2c. It also meant that coping with the aggressive cam profile at idle was easier when creating the map to run the engine. Since completing the engine I have enjoyed 8,000 miles of very happy motoring. I have to admit I have been very pleased with the result. She now produces almost 330 bhp and delivers power right across the rev range all the way up to a new limit of 7,350 rpm. With increased revs comes the chance of valve bounce, so then engine has titanium racing valves and retainers to cope with the higher rev range. The noise the engine makes is fabulous too. She retains the distinctive air-cooled signature tune, but there are now some new ingredients in the mix. The induction noise from the throttle bodies reminds you how thirsty she is, followed by the growl of the high lift cams. To top off her new found vocal expressiveness, an equal length stainless steel exhaust from Hayward and

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Scott ensures other street users know you’re coming in advance of your arrival. So with the help of a little Viagra this old 911 punches well above her weight and is up there with the very best of them. But that’s not the end of the story...With all this new found power comes a need for upgraded the braking system, traction, transmission and suspension. To help tame the engine she’s been donned with bigger Fuch alloys, Brembo GTPL brakes, a G50 transmission and RSR coil over suspension and RSR spring plates.

I had previously upgraded the brakes from the stock 2.7 ones to 3.2 Carrera brakes. But stopping the car with this much power needs a little more punch. I chose to go with Brembo Gran Turismo’s, or GTPL’s. These brakes were designed by Brembo to fit behind the 16 inch Fuchs alloys. The brakes are truly enormous when you compare them to the 3.2 Carrera brakes. Despite being made to fit a stock car, it didn’t turn out to be that straight forward. First of all, the callipers at the front won’t fit behind a standard offset Fuch


Alloy. This required me to source a Pair of 951 offset Fuchs which have a few mm’s of extra offset. I managed to get a pair of 951 8x16’s which took a while as it turns out they are as abundant as hens teeth! While I was at it I took the opportunity to put a pair of 9x16’s on the back giving the car a bigger rubber footprint. Next problem to overcome was the bigger diameter Brembo discs rubbing on the wishbone flange when on full lock. This was cured by machining 0.5mm off the hub. The bigger brakes were accompanied by Brembo high pressure hoses that replaced the rubber originals. More braking pressure was provided courtesy of a master cylinder from a 930 Turbo. My first experience with the brakes was to promptly lock up the rears, which was made scarier with the rear of car trying to overtake the front…..Not something you want to experience on the public roads. This problem was solved by installing a brake

the original cable system. The gearbox was a second hand unit that had been lying around in the corner of a garage for many years. As I need a G50/00 (shorter unit that the later years of G50), which were only produced for about a year, I had to take what I could get. The gearbox was completely stripped and rebuilt. It wasn’t re-assembled however until the casing was ultrasonically cleaned and all the usual suspects replaced including springs, bearings, nuts, bolts, washers etc. I also treated the gearbox to a limited slip differential from Quaife. The Quaife unit wasn’t cheap, but something I felt strongly about adding to the car to help with handling and traction. Luckily the ratios were original and all in perfect condition. Of course this G50 conversion wasn’t plain sailing either: I had to replace the flywheel with a G50 unit and the clutch had to be upgraded to a turbo to provide the

completely replace the original ones. These are based on a much more solid design removing the rubber bushing of the original replacing it with a rose joint. The RSR spring plates also provide more dexterity with it comes to setting up the suspension geometry and allows camber and toe and the rear to be set independently of one another unlike the original set up. Cosmetically the only change has been to remove the original flag door mirrors and replace them with the more aerodynamic teardrop mirrors from a 993. They also have the advantage of being some 1450g lighter than the original flags. So how has all the changes effected the car. Well, the change in drive and feel of the car is dramatically improved over the original. For beginners braking is amazing. The speed bleeds off quickly and evenly with the car behaving itself under heavy braking from higher speeds. Wider tires

bias valve from a Porsche 964 RS. Finally, I treated the braking system to some Castrol SRF brake fluid: expensive, but probably one of the better fluids you can use in high stress conditions. Next came a need for a change in transmission. The 915 gearbox although slightly lighter than the later gearboxes that Porsche replaced it with, but it didn’t have the capacity to deal with the increased bhp and torque, and in my opinion, has never been the best gearbox at delivering a smooth gear change. So, I decided that the best replacement was a G50 gearbox from a 1987 3.2carerra. The biggest issue for installing a G50 in an early 911 is the space required to squeeze the larger gearbox in place. This is solved by altering the profile of the rear torsion tube and slightly modifying the gearbox mounting cross member. You also need to change the peddle box to upgrade the clutch peddle to hydraulic from

extra clamping force. Of course the speedo was no longer compatible as the G50 cars dropped the cable driven speedo’s for electronic ones. I found a good second hand one which I had refurbished, colour coded to match my existing white dials and recalibrated to 180mph. If you do the math, with the original ratios, tyre diameter and new redline of 7,400 rpm the theoretical max speed is 185 mph...theoretical of course! Last but not least was the suspension upgrade. Here I adopted for the tried and tested RSR Bilstien coil-overs but with added helper springs. In order to ensure the rear shock towers could cope with the additional forces of the coil-over setup, I also strengthened the towers with the addition of welded strengthening ribs. Additionally, with the removal of the torsion bars I decided to play with the rear spring plates. I opted for RSR spring plates with

on the fatter Fuchs also provider that littler extra bit of contact area between the car and the road. The suspension though has made the biggest difference. The car sits more firmly and confidently on the road. The suspension is harder that the 3.2 setup, but not overly so. You have the benefit of feeling road and a huge reduction of body roll in the corners. Accelerating out of the corners is also a new experience. Less energy is wasted in the soft suspension and more power transferred to where it’s supposed to be. The Quaife LSD is also a great addition and helps the car accelerate hard from a standing start as well as assisting in the twisty bits. All the changes to the car seem to have teased out the hidden potential of the car without taking away the very essence of the car that remains truly 911. You can read more about Peter’s 911 at his website: http://www.myporsche911.co.uk. MARCH/APRIL 2010

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Lifestyle

A MAN’S MURAL If you’re an automobile enthusiast, a lover of schematic drawings, or just someone who appreciates extraordinary design, you will want one of these murals on your wall! Prints are available of the vintage Porsche Carrera and others. They are available in many sizes and colors; the only question is what wall are you going to put it on? Prices vary by size. Available from www.surfaceview.co.uk.

DRESS FOR SUCCESS The Porsche Design fashion collection is distinguished by clear lines and a sporty character. It is also prized for its use of exceptionally fine materials and its high-quality workmanship. This Jacket has a sleek look and is great for those chilly spring days. For more information and store locations visit www.porsche-design.com.

WOODEN WONDER “WON” in the World Motorsports Carvings specializing in precision scaled mahogany reproductions showcasing detailing that is rarely, if ever, seen in carvings of this kind. Hand carved and packaged into a splitting image of the original car. Here the famous 917, a motoring legend is available from GTsuperracer@gmail.com. Prices from $12K.

BEST SEAT IN THE HOUSE Race Chair’s brand office furniture is the perfect collection for the performance minded or motorsports obsessed individual. Race Chairs are unique conversation pieces that give a subtle, yet, distinctive high tech atmosphere to any room. Made from the authentic high performance seats removed directly from exotic racecars. Custom made metal bases are finished in the owner’s choice of paint colors with an actual automotive paint process and finish. The unique limited inventory and custom painted bases assure owners that no one will ever have the same chair! Visit www. racechairs.com for more information.

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P a r t s · To o l s · B o o k s · A c c e s s o r i e s · U p g r a d e s · A r t i c l e s

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9Magazine April/May 2010 #43