911 & Porsche World Jan 2022

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PORSCHE NEW MACAN GTS l 968 SPORT l NINEMEISTER VISIT l TAYCAN GTS

THE WO RL D’S BEST-SE LLI NG MO NT H LY P O RSC H E M AGA ZI N E

2022’s BEST BUYS OUR TOP TIPS FOR THE YEAR AHEAD

S 45 PAGE ADVICE OF BUYING

PLUS 987 BOXSTER 924 IN RACING CARRERA 3.2 TARGA ANNY-CHARLOTTE VERNEY

500BHP 964

JANUARY 2022 ISSUE 330

IS THIS THE ULTIMATE PORSCHE RESTOMOD?

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TESTING EVERRATI’S

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WELCOME

THE BUYING GAME We’re approaching the time of year many Porsche enthusiasts consider taking their four-wheeled friend off the road for winter maintenance. Others start thinking about selling up in favour of a different Stuttgart-crested joy toy to enjoy when spring has sprung. If the latter sounds familiar, or if you’re dipping your toe into the wonderful world of Porsche ownership for the first time, you’ll be interested in our showcase of 2022’s best buys, catering for a variety of budgets from £20k to £110k. From 968 Sport to 992 Carrera GTS, there’s a variety of excellent sports machines for you to consider across the following pages. There’s also a ‘money no object’ proposition in the form of the Everrati 964 Gulf Signature Edition. Along with the other big-power EVs rolling out of the Oxfordshire firm’s workshops right now, this is a 911 sure to split opinion, but believe me when I say I’ve seldom had more fun putting a Porsche through its paces. You’ll discover what I mean later in this magazine.

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Just as we were going to print with this issue of 911 & Porsche World, I received word Porsche was about to release details of the new Cayman GT4 RS, one of the most highly anticipated new sports cars of recent times. We’ll bring you all the details next month, as well as a tribute to Tony Dron, the former touring car driver who competed at Le Mans in a 924 GTP, following up with returns to Sarthe in a 934 and a Kremer CK-5. A respected motoring journalist with authored Porsche books to his name, Dron passed away shortly before I penned this editorial. A sad loss, he will be sorely missed by those who knew him, saw him race and those of us who enjoyed reading his words.

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MHD Watches are designed in the UK by Automotive Designer Matthew Humphries, who at 21 was made the Chief designer at Morgan Motor Company. Matthew is best known for designing cars such as the stunning Morgan Aeromax, Morgan Aero Supersports and the Morgan 3 wheeler Established in 2014, MHD Watches are an independent British watch brand who produce limited edition motoring watches with an engineered design aesthetic, inspired by automotive design techniques and classic car design cues.

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2022’s BEST BUYS SUBSCRIBE

TO

2 SEE PAGE 1IL2S FOR DE TA

10 FEATURES

10 36 50 64 76 84 92 100 110

84

LIGHTS, CAMERA, ACTION! Everrati’s 500bhp Gulf-liveried 964.

76

SPORT OF KINGS Rediscovering the 968 Sport: one of the Porsche scene’s best-kept secrets.

KEEP AN OPEN MIND The Carrera 3.2 Targa is a drop-top delight.

MEET THE NEW BOSS We put the updated Macan GTS to the test.

SPOILED FOR CHOICE Driving the new 992 Carrera GTS coupe.

VERNEY, VIDI, VICI In an exclusive interview, Anny-Charlotte Verney talks about her record-breaking career in professional motorsport.

PICK UP THE PACE A look at the 924’s career in racing.

64 92

VISITING NINEMEISTER The Warrington-based marque specialist.

NEXT GENERATION The air-cooled flat-six grows in capacity.

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JANUARY 2022 ISSUE No.330

CONTENTS

COMPLE TE YOUR COLLECTION

ORDER BACK ISSUES AT

bit.ly/issues911pw

100

72

118

36

50

24 REGULARS

20 24 31 118 122 124

THE BULLETIN The new Taycan GTS Sport Turismo.

ESSENTIALS A selection of Christmas gift ideas.

COMMENT Tim Harvey gets stuck into silly season.

THE FLEET Wallbank’s 987 can finally see clearly.

SUBSCRIBE Seasonal discounted subscription deals.

MARKET WATCH What’s hot (and what’s not) at auction. January 2022 7

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RGA.qxp_Layout 1 18/09/2020 17:47 Page 1

Engine rebuilds all models and general repairs & servicing

Gearbox rebuilds all models

Air Conditioning

RGA

Disc refacing

London’s Major Porsche Specialist Units 32-34 Miles St, Vauxhall SW8 1RY www.rgaporschelondon.co.uk email bob@rgaporsche.co.uk

All work to the highest standard and carried out in house Mon-Fri 7am-7pm Sat 9-6 Sun call Tyre supply & fitting Wheel alignment

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Restoration & resprays

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Wheel balancing, wheel straightening & wheel refurbishment

Torque tube overhaul 924, 944, 968, 928

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LIGHTS, CAMERA, ACTION!

We get behind the wheel of Everrati’s 500bhp Gulf signature edition 964 to find out if this British firm has succeeded in matching the thrill of the air-cooled driving experience with electrification… Words Dan Furr Photography Dan Sherwood

T

he conditions are perfect. It’s been raining for most of the month, but today, the asphalt is bone dry and the 964 I’m driving has been equipped with fresh Michelin Pilot Sport 4S black circles. This super-sticky rubber is designed to provide maximum grip in exactly this kind of weather, but I’m going to challenge these tyres — I’m driving this torque-rich 500bhp beast harder than I’ve driven any car for a very long time. Strong into corners, a tonne of opposite lock, Michelins screaming

in protest, the Porsche sliding sideways. Power on, out of the bend, foot to the floor and away we go. Exhilarating. I’m aware of the blue flashing lights surrounding me, of course. Uniformed police officers and ready-to-pounce squad cars appear everywhere I turn, but I’m not slowing down. Quite the opposite, in fact. In what might ordinarily pass for a scene in an action flick, I’m planting the throttle in defiance, throwing this 911 into turns and forcing the Michelins to scream as I sail close past the boys in blue, each of them fixing their glare on the Porsche and my grinning face

as I switch back and disappear into the distance, 964 propelling me at full chat like a bullet out of a gun. This is likely the first and last time I’ll get to drive with such aggression in full view of active law enforcement agents without finding myself in handcuffs. Why, then, have I been allowed to get away with it? Being editor of the world’s biggest-selling Porsche magazine has got me into this awe-inspiring 964’s hot seat, but surely the job doesn’t entitle me to flaunt high-speed hoonery in front of the rozzers without consequence? Sadly not, no matter how appealing this

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EVERRATI 964

proposition sounds. The truth of the matter is I’m at Heyford Park, a former Royal Air Force base in Oxfordshire. Known for its wide, near two-milelong central runway, not to mention supporting airstrips and a perimeter track imitating the best B-roads you’re likely come across, this former Bomber Command base is my Porsche playground for the day. It also happens to be used by Thames Valley Police for training officers to deal with major terror attacks. During my visit, firearms instructors and armed response vehicles are in action, providing my time behind

the wheel with even more of the sights and sounds you’d expect at the movies. Magnificent. Why here? Why now? Why this 964? Heyford Park is home to Everrati, creator of arguably the most high-profile electric 911s to date. Based on a box-fresh high-output motor and inverter package (stripped, inspected, control systems updated and a Quaife torque-biasing limited-slip differential added) from an existing OEM application, each Everrati creation — be it a reimagined MercedesBenz W113 Pagoda, Land Rover Series IIA, Superformance GT40 or, as we see

here, 964 — is billed as the perfect union of old and new, where the spirit and style of a classic car is married to a thoroughly modern powertrain, ensuring the survival of the vehicle through sympathetic restoration and electric propulsion in a world increasingly at war with the internal combustion engine. This is, of course, a familiar story. Whether it’s a major manufacturer (introducing a ‘continuation’ model with an electric powertrain) or a boutique converter of tired classic cars, the message is the same: battery power is the future, so why stay stuck in the past? January 2022 11

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Surely, they argue, your iconic classic car is a commodity worth preserving, enabling it to be enjoyed long into the future by you and the next generation of automotive enthusiasts? Well, yes, and as I’ve mentioned in this magazine in the recent past, it’s rare to find an electric classic 911 not based on a derelict car saddled with a busted air-cooled flat-six. There is, we must concede, undeniable logic at play in this pitch, but what most companies with skin in the EV game fail to recognise is how, away from conversation addressing charging network infrastructure, battery range, futureproofing and cost, we, as enthusiasts, are primarily concerned with the character of the cars we drive. An EV may be a technological tour de force, but how do you translate analogue into digital and expect to deliver the same feel behind the wheel?

driving a classic Porsche, knowledge informing the way an Everrati 911 is engineered and assembled. The catalyst for establishing the business was a conversation Lunny — who made his fortune in the technology sector — had with his then eight-yearold daughter after she became gravely concerned about climate change. Registering her dismay, he was struck by the juxtaposition of his child’s worry for the environment and her already firm love of classic sports cars. Reasoning he needed to do his level best to ensure the survival of these vehicles for his daughter and even younger generations to appreciate down the line, he and Williams co-founded Everrati, but rather

than simply binning polluting engines in favour of electrification, their mission was to succeed where others had failed: to deliver a concours-level restoration with improved levels of outright performance, refinement and, of course, sustainability through battery power, but to do so whilst preserving the character of the original car. Clearly, a firm focus on chassis dynamics was required. And for an end result as good as Lunny and Williams were hoping for, intense, OEM levels of re-engineering would need to be deployed. Irrespective of how much seat time and how many miles the pair had enjoyed in Porsches over the years, they sensibly recognised the way to achieve their goal

Above Power from the electric motor is immense, but the Everrati 964 feels reassuringly planted

Below Tailpipes serve as loudspeaker boosters for synthetic flat-six sounds in built-up areas

THE PROTAGONISTS This is where Everrati comes in. Company CEO, Justin Lunny, the firm’s COO, Nick Williams, and Engineering Director, Mike Kerr, are serious Porschephiles, each with a strong history of 911s to their name. Lunny and Williams go way back, counting trips to Le Mans in 4S-badged 996s among their most memorable road trips. More petrol-powered Porsches than we have column inches to mention have occupied their driveways, while Kerr is currently the proud owner of an RS-aping 964. In other words, these guys know what a marque enthusiast is looking to experience when 12 January 2022

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was to bring in outside help from the field of top tier automotive engineering. Enter Kerr. With time served working on motorsport applications at Cosworth and Xtrac, he joined McLaren’s drivetrain development team, helping to mould the Artura’s three-litre V6 plug-in hybrid power unit. Later, he was recruited by Lotus to work with Williams Advanced Engineering on the design of the powertrain for the near 2,000bhp (and 1,254lb-ft torque) Evija electric hypercar. Able to introduce an OEM approach to vehicle design, assembly and testing to Everrati products, Kerr has been integral to the firm’s ability to achieve its goals, and then some. To this end, testing doesn’t stop, and more than 4,000 hours of development are introduced to each Everrati 964 before assembly. Put simply, this is as close to OEM practice as you can get in the aftermarket EV space. Granted, this level of research, constant development and workmanship doesn’t come cheap (prices start at more than three times that of a base model Taycan, plus donor 911), but Lunny is adamant Everrati’s exhaustive toil justifies the cost. And on the evidence I’ve seen, there isn’t a shortage of takers only too happy to shell out. Talking of which, you might be wondering why the logo and livery of an oil company is plastered across an electric Porsche. While

ExxonMobil is partnering with our favourite manufacturer and Siemens on the construction of the world’s first integrated commercial plant for efuel production, and while Andretti Group is installing PowerTap hydrogen fuel pumps at five hundred of its North American filling stations, Gulf Oil International has joined UK venture capital group, Clean

At the rear of this wide-bodied electric 964 lives a pair of carbon-fibre tailpipes, initially seeming as much at odds with the nature of this car as the logos of a major global oil company. A swipe of the accompanying smartphone app reveals them to be outlets for loudspeakers generating the sound of an angry flatsix. Those of you yet to experience time driving an EV might think this naff, but rest assured, this is a key safety feature, introduced to ensure pedestrians with faces superglued to phones are aware of the car’s presence when it’s travelling through towns and cities, where the silent running of an electric powertrain may make an EV

Above Straight-line sprints take you to 60mph in less than four seconds

IT’S DIFFICULT NOT TO GET EXCITED BY THE ICONIC ORANGE AND BLUE LIVERY SO HEAVILY ASSOCIATED WITH THE JOHN WYER AUTOMOTIVE 917s Growth Fund, in pumping millions into British smart energy company, INDRA. It’s a move designed to assist the brand in building the world’s first direct EV vehicle-to-grid charger. Significantly, this marks Gulf’s first strategic investment into the automotive electrification market. Naturally, the link between Gulf and Porsche is obvious to those of us entrenched in the scene — it’s difficult not to get excited by the iconic orange and blue livery so heavily associated with the John Wyer Automotive 917s. This, then, is an officially licensed Gulflivered 911 EV making much more sense than one might consider at first glance. And, with Wyer’s Le Mans-winning, Gulfliveried Ford GT40s brought to mind, I won’t be surprised if the same legendary battle dress is applied to a signature version of the Everrati Superformance GT40 EV in the not-too-distant future.

Below Clever TracTive suspension system provides configurable damper settings to suit all driving environments

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EVERRATI 964

Above Interior is well equipped, featuring a mass of Alcantara and super-soft leather

Below Five-clock dash has been sympathetically reworked to replace readings for the combustion engine

virtually invisible to those not paying attention. On the Everrati 964, however, there’s more at play than a simple audio file mimicking what came before — tied to changes in rpm, the sound precisely mirrors the noise of a flat-six moving through the rev range, even ‘changing gear’ when trigger points are reached. It’s not a simple case of altering the pitch and volume of a static wave file, either. A huge amount of work has been invested in making the audio as realistic as possible — with valved and non-valved soundalikes available — and although I much preferred driving this boisterous 911 free of the added noise, I can see why it’s deemed necessary for slow speed journeys in built-up areas. Incidentally, vibrations generated by the hardworking loudspeakers at the rear travel through the chassis and into the driver’s seat, providing the sensation of a

rumbling boxer at the rear. This is likely a happy accident, though helps to remind me of Everrati’s mission to make this 911 feel true to the flat-six-powered Porsche it’s based on.

SET THE STAGE Stepping into the cabin, I’m greeted by a sea of charcoal Alcantara. Paired with soft black leather and red stitching, the synthetic suede-like material covers everything from the Clubsport steering wheel to the seat centres, door cards, dashboard and centre console, where a neatly installed touchscreen sits ahead of the shift lever (offering me a choice of single-speed forward or reverse). Turning the key to where you’d generally expect a starter motor to kick in sees the screen light up to reveal configurable damper settings for the electronically controlled TracTive suspension system.

Regular readers will know the TracTive name from recent 911 & Porsche World features starring cars making use of the Dutch firm’s equipment. The brand’s products are now a staple of almost every marque specialist we encounter. Moreover, TracTive has become headline sponsor for various Porsche club motorsport championships, activities it intends to continue and expand into the coming year and beyond. Into drive and away. I’m not bothering with the smartphone-initiated audio, instead allowing the satisfying sound of the electric motor to whine to their heart’s content, with the noise of tyre travel accompanying them when I’m up to speed (both literally and figuratively). When manoeuvring in traffic or tight spaces, single-pedal driving is all that’s required: foot on the accelerator to move forward, foot off for effective

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braking. On the open road (or runway, as I’m fortunate enough to say on this occasion) with foot to the floor, maximum torque at zero rpm provides super-fast acceleration, with the limitedslipper, those Michelins and the TracTive kit working in unison to ensure no wheelspin as I launch from rest, reaching 60mph in less than four seconds. And the power keeps coming. And coming. The bespoke five-dial dash features a power indicator (measured in kilowatts) where the rev counter usually sits, while the space normally occupied by oil temperature and pressure gauges now provide motor and battery temperature readings. As the day progresses, and as my driving in this car gets ever more animated, I test just how hot the motor can get before power is interrupted (a

serious consideration for any prospective purchasers considering trackday fun), but for now, traction is unshakable and all power is being planted to the ground without disruption. I’m flying.

JUMP CUT Even with the throttle only half-pressed, this thing is quick. Really quick. Quicker than any 964 I’ve driven to date, irrespective of what powertrain is at play. The splits in concrete along the long runway translate through the steering as well cushioned bumps, an indication the TracTive system is doing its thing, countering the harsher ride I’d expected from the eighteen-inch Work split rims, though, as you’d expect, much firmer damping rates are selectable from the TracTive system’s full-colour

user interface, which allows any one of five different personalised presets to be dialled in while you’re driving. The potential here is massive: imagine you’ve bought an Everrati 964 and want to test it at a race track. More specifically, you’re thinking of hitting Spa or the Nürburgring, where surfaces and weather can change from one end of the circuit to the other. Altering damper stiffness, pitch and roll on the fly gives you an advantage when trying to nail fast lap times, as opposed to having to settle for the usual ‘one size fits all’ approach. And trust me when I say you’ll want to take your Everrati 964 to a circuit. Or, erm, a giant runway. I’m powering along at breakneck speed, an audience of police officers intrigued by this silent assassin, which I turn into the bend at the end of the

Above Heyford Park perimeter track does a great imitation of a twisty B-road

Below Weight has been distributed across the car to match the front/ rear balance of the original 964

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10-part docuseries

air-cooled

water-cooled

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landing strip at force without slowing. The rear end twitchiness you might expect from a classic 911 in these conditions is entirely absent, a result of the clever chassis trickery. Kerr has worked exceptionally hard here, spreading the weight of the 53kWh battery pack cells to match the front/rear split of the original 964 — the majority are in the engine bay at the rear, but positioned forward of the back axle, improving handling without making you feel like you’re in a completely different car. The remaining battery cells (about twenty percent of the total) are housed in the ‘frunk’, along with the inverter unit. The charging port (combined AC and DC fast charging) is tucked into the standard fuel filler flap. Everrati advertises range as being more than 150 miles, but the way I’m driving, I suspect this figure carries a lot of weight. As mentioned earlier, regenerative braking requires only pressure off the accelerator in normal traffic and driving conditions to suitably slow the Everrati 964, but for today’s high-speed attack of tarmac, I’m calling on the big Brembos in each corner for assistance. They’re a fantastic match for the unbridled power of this carbon-ducktailed 911, which feels significantly more capable and far more stuck to the ground than any other 964 I’ve driven, allowing ten tenths at a point you might feel unnerved in the original Porsche. I’m not oblivious to the fact the environment I find myself in allows for ‘user error’ in a way a

public road doesn’t, therefore giving me confidence to kick this 911’s head in without fear of retribution, but even on the tight, twisty perimeter road circling Heyford Park, there’s colossal urgency about this electric 911, which allows me to slide the back end out whenever I want, rather than when the car feel it’s time to get busy. Familiarity is key: in addition to the aforementioned weight distribution, Kerr confirms overall heft is the same as that of a 964 Carrera 4, before Williams reveals Everrati offers four-wheel drive as an option, along with a choice of coupe, Targa or full drop-top 964 body styles. The car dances through the tight, widekerbed chicanes doubling up as service

roads at this former military base. The steering is unbelievably precise. It’s clear work intended to retain the original 964’s spirit has paid off — even though I’m experiencing vastly optimised handling, traction and power through modern underpinnings, the Everrati 964 feels just as analogue as Lunny and Williams hoped. The fact I don’t have a flat-six wailing behind my ears is irrelevant — seat time in this gorgeous Gulfdecorated 911 is so completely involving, so utterly compelling, the absence of engine noise doesn’t in any way inhibit the joy of being in charge of this very special Porsche. And with that, I’m off to complete another flat-out lap of Heyford Park. Catch me if you can. l

Above Gulf livery and branding is officially licensed, not only paying tribute to the JWA 917s, but also acknowledging Gulf Oil International’s recent investment in INDRA’s EV charging technology projects

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THE ULTIMATE RESTOMOD

ELECTRIFYING ICONS Everrati™ makes iconic electric cars relevant to the world today. All our models are handbuilt and upgraded to offer unparalleled luxury and performance, featuring the very latest in advanced - yet fully reversible - electric powertrains. Full of soul, but zero emissions. To future-proof your driving experience register your interest at: www.everrati.com/911-porsche-world Everrati™ supplies restored and modified classic and vintage cars for its customers. Everrati™ does not manufacture vehicles. Everrati™ is not sponsored, associated, approved, endorsed, nor, in any way, affiliated with the manufacturers of the cars they restore. All brand names, logos and crests along with any other products mentioned are the trademarks of their respective holders. Any mention of trademarked names or other marks is for purpose of reference only.

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THE BULLETIN News from the world of Porsche

TAYCAN GTS AND SPORT TURISMO REVEALED AT RECENT LA AUTO SHOW What does GTS stand for? Ah, yes. How could we forget? Gran Turismo Sport. This makes the latest addition to the Taycan line-up something of a mouthful — the new Taycan GTS Sport Turismo is, in fact, the new Taycan Gran Turismo Sport Sport Turismo. Interesting. Revealed at the LA Auto Show alongside the new Taycan GTS, the third body version of the Taycan model line shares its sporty silhouette and rearward-sloping roofline with the Taycan Cross Turismo. “The Taycan model range has grown steadily since its world premiere in 2019,” says Kevin Giek, Porsche’s Vice President of Model Line Taycan. “Three body variants with up to five engine options offer something for everyone,” he added, presumably aware there is no engine in a Taycan. Maybe he was trying to catch us out? Could there be a V8-propelled Taycan after all?! Nah, didn’t think so. “I’m particularly pleased we now also have a Taycan with the legendary GTS moniker,” he added. “This trim option is positioned above the Taycan 4S and below the Taycan Turbo derivatives, thereby representing the real sweet spot of the range.” Due to arrive in dealerships come spring 2022, the Taycan GTS saloon is priced from £104,190, while the estate-esque Sport Turismo GTS will be available from £104,990. With up to 590bhp available in Launch Control mode, the GTS manages to reach 62mph from rest in 3.7 seconds, hitting a limited top speed of 155mph. More impressively, Porsche claims the GTS to be able to cover more than three hundred miles on a single charge. The adaptive air suspension, including PASM, is specifically adapted to the GTS, to the benefit of the vehicle’s lateral dynamics. The set-up of the optional rear-axle steering is also sportier and the richer tone of the modified Porsche Electric Sport Sound underscores the character of the new GTS model, though whether you like synthetic engine noises from your all-electric Porsche is another matter altogether (though, as we discuss later in this issue of 911 & Porsche World, as far as safety is concerned, there is real benefit to being able to alert pedestrians to the presence of an otherwise silent sports car when driving through an urban environment). As is traditional on a modern GTS-badged

Porsche, there are numerous dark details on the exterior, such as the front apron, the bases of the exterior mirrors and the side window trims. Black Race-Tex features in the interior underscore the “elegant, dynamic ambience”, as does the standard brushed aluminium interior package, which is supplied with a black anodised finish. Headroom in the rear of the GTS Sport Turismo more than forty-five millimetres greater than that of the Taycan sports saloon, while load capacity under the large tailgate is listed as more than 1,200 litres. Additionally, a panoramic roof with Sunshine Control is available as a new optional extra for the Taycan GTS. “What the heck is Sunshine Control?” we hear you cry. It’s not quote Helios championing a horse-drawn chariot through the sky, instead taking the form of an electrically switchable liquid crystal film in the roof, changing the panel from clear to heavily tinted at the touch of a button. This protects the car’s occupants from sun glare without darkening the interior. The roof is divided into nine segments, which can be switched individually — a world first in the automotive sector. Moreover, in addition to the clear and heavy tint (‘Matte’, apparently), various in-between levels of light can be selected, each a predefined pattern with narrow or wide segments. Expect this technology to make its way across the Porsche product range in the not too distant future. More countryspecific equipment is expected, too.

20 January 2022

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NEWS & VIEWS

TRACTIVE JOINS PORSCHE CLASSIC BOXSTER CUP FOR 2022 For 2021, Porsche Club Great Britain’s motorsport team revived the Pirelli Porsche Classic series, which ran for several seasons during the 1980s. Relaunched as the 911 Challenge, the competition comprised three classes for air-cooled 911s (up to and including 993) and took the shape of a series of one-hour races across six rounds hosted at Donington Park, Snetterton, Oulton Park and Brands Hatch, with two twenty-five minute races held at Silverstone. Star cars included a 964 N/GT and a Daytona-seasoned Carrera RSR 3.0. Early on in the season, suspension manufacturer, TracTive, joined the series as title sponsor. The brand is no stranger to Porsche Club Motorsport, not least thanks to cars in the Petro-Canada Lubricants Porsche Club Championship with Pirelli running TracTive equipment. “Paul Simpson’s 986 Boxster finished the 2021 season second in Class 2 with the assistance of TracTive semi-active ACE dampers,” smiles Steve Bennett, TracTive UK’s Managing Director. “James Coleman’s Cayman is making use of ACE dampers in Class 1 of the

same competition,” he adds, before revealing TracTive’s involvement in 2022 will ramp up with the development of a new alternative and regulated Class 3 controlled damper. “Whereas Class 1 and Class 2 welcomes a mix of Porsche race cars, Class 3 is exclusively for the 3.2-litre 986 Boxster S, which is why the series is more commonly known as the Porsche Classic Boxster Cup,” Bennett continues. “For 2022, TracTive will be offering a new one-way damper for all participants, with new series regulations stating fresh entries to Class 3 will need to run this exciting new product as a condition of participation.” Custom-made and designed specifically for this application, each TracTive Class 3 damper set features inverted struts, 55m casings, 43-38 inserts, twenty clicks of rebound and compression adjustment and Eibach racing springs. Lightweight, vacuum filled and dyno tested to guarantee quality and consistency, the product is supplied with or without motorsport top mounts and has been extensively tested and approved by Stuart Wallace at Porsche race car preparation outfit, SW Engineering. A Wallace-prepared Boxster secured the overall championship win for 2021 with a huge points haul in Class 2. “Stuart put this new damper design on the 986

Boxster for racing at the Festival of Porsche,” Bennett tells us. “The car achieved pole position with a significant half a second to spare.” Available exclusively through SW Engineering, TracTive’s regulated damper for Class 3 will benefit from full build and service history. “Every damper carries its own serial number. This means comprehensive documentation for the lifetime of the product will be available to competitors.” Considering race cars change hands from time to time, this is good news for those buying a TracTive-equipped 986 Boxster motorsport machine in the future, as well as those fitting the company’s products in the present. “Owners will be able to take advantage of a dedicated damper service centre in the UK, making life as easy as possible for any competitor,” Bennett confirms. Porsche Classic Boxster Cup cars are more standard than the models competing in Class 2, with Class 3 entries running on Pirelli P Zero Trofeo R road tyres, as opposed to slicks. Each race meeting consists of a twenty-minute qualifying session and two twenty-five-minute races, all filmed and presented on motorsport.tv. To register your participation for 2022, visit porscheclubgb.com/motorsport/race. For TracTive product data, visit ttsuspension.co.uk. January 2022 21

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NEWS & VIEWS

RSR NÜRBURG ANNOUNCES SERIES OF ROAD TRIPS FOR 2022 Looking for something to do with your Porsche aside from driving on the track? Maybe your favourite circuit is closed or you don’t fancy battling it out with a bunch of angry speed demons? RSR Nürburg has the solution with calendar dates for exciting road trips throughout the coming year. Better still, the company has a selection of Porsches for you to choose from, including a 718 Cayman S, a 991 GT3 RS and, from March 2022, a 992 GT3. At the same time, a 718 Cayman GT4 with paddle shifters will be available, though a manual GT4 is already on the RSR Nürburg fleet. You are, of course, welcome to drive your own Porsche. Among the road trips on offer are the company’s Nürburgring road tour, taking in a guided trek around the Nordschleife, including stops at the most interesting sections of the track and high-speed action on the best driving roads in the Eifel region. Start by leaving the

village of Nürburg and drive along the long forgotten Südschleife. Then, continue via twisty and perfectly surfaced roads (often used as tarmac rally stages) alongside the Nordschleife, with stops at Hatzenbach, Hocheichen, Wehrseifen, Breidscheid, Ex-Mühle, Bergwerk, Hohe Acht, Brünnchen and Pflanzgarten. At each location, you’ll learn about the ideal driving line, the history, the issues of safety and how best to drive on a public track day. You’ll also pass by some of the (often secret) manufacturer testing facilities at the Nürburgring, ending the tour with a drive out on many more twisty roads surrounding the Green Hell. Germany has some of the world’s finest castles. RSR Nürburg not only provides thrills on the race track, it also provides the opportunity for a guided road tour in amazing Porsches to some of the best castles along the Mosel river and wine region. Take a break for lunch in the

stunning historical town of Cochem, enjoying stunning views of the fairytale-like Cochem Castle situated high up on the hill, then visit the magnificent Burg Eltz Castle, which dates from the fourteenth century and has had thirty-three generations of the Eltz family live inside. In between, beautiful twisty roads enable you to explore the chassis dynamics of the Porsche you’re driving. The road back to Nürburg doesn’t disappoint either, carving through mountains, providing amazing scenery as you make the run. These trips, as well as RSR Nürburg’s famous Nürburgring and Spa-Francorchamps mega tour, will take place between March and November 2022, with final dates to be announced in February. Nürburgring laps and your place on a road trip can be booked direct through the RSR Nürburg website at rsrnurburg.com, by emailing sales@rsrnurburg.com or by contacting the RSR Nürburg team on +49 2691 931 952.

CSF RELEASES NEW SIDE RADIATORS FOR 991 GEN II & 718 FITMENTS Engine cooling specialist, CSF, has announced the release of new all-aluminium highperformance side radiators for the 991 Gen II and 718. CSF’s new left and right side radiators complete the industry’s largest range of highperformance Porsche cooling systems. Following up on the success of CSF’s 991/981 series of radiators, the company’s new 991 Gen II and 718 side radiators have all the same technology, build quality, and precise fitment as the rest of CSF’s range of high-performance Porsche radiators, including a two-row 42mm core featuring ultra-efficient 6.5mm tall fins with a multi-louvered design for maximum surface area contact, 100% all-aluminium TIG-welded construction, CNC-machined mounting brackets and OEM-style ‘quick connect’ inlet and outlet, as well as sealing foam for optimized airflow into the core. Precise fitment Into OEM radiator pods guarantees plug-and-play installation requiring absolutely no modification to the host vehicle. Individually leak and pressure tested, these

new side radiators are suitable for professional racing, street performance or simply to replace duff OEM parts. Hand polished, each radiator is

priced at $699 USD and comes with a two-year warranty. Visit the CSF website at csfrace.com for further information.

22 January 2022

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Introducing Porsche Classic Boxster Cup’s Control Damper

Custom-made regulated suspension

Inverted struts, 55mm casing, 43-38 insert

Ultimate performance, motorsport quality

One-way - 20 clicks rebound & compression

Vacuum filled & dyno tested to guarantee quality & consistency

Lightweight, lowest stiction achievable

Supplied with/without motorsport top mounts

Available exclusively through SW Engineering

TracTive Suspension UK Ltd Steve Bennett MD Email / steve@ttsuspension.co.uk Web / ttsuspension.co.uk Tel / +44 (0) 7748 653853

023POR330.indd 23 Tractive A4 Advert Nov 01.indd 4

SW Engineering UK Stuart Wallace MD Email / info@swengineering-uk.com Web / swengineering-uk.com Tel / +44 (0) 7846 607016 January 2022 23

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PRODUCT CALL

ESSENTIALS Last-minute Christmas gift ideas for you, your friends and your treasured Porsche…

NEW CHRISTOPHER WARD C60 CONCEPT WRISTWATCH Numbers. Easy to throw about, harder to support. With this in mind, let’s start with a figure which defines an irrefutable, easy-to-understand fact: 120. That’s the number of hours offered by the power reserve in the new Christopher Ward C60 Concept wristwatch. This figure sounds more impressive than five (the same measurement expressed as days) and it’s the kind of number one associates with high-end (read: expensive) watches capable of supporting the two barrels needed to power the C60 Concept for such an extended duration. Inside the C60 Concept’s brushed and polished 42mm Grade 2 titanium case is the latest development of the company’s in-house-designed and assembled SH21 calibre, of which over 8,000 have now been produced for Christopher Ward’s premium models. Launched in 2014 after four years of design and development, the SH21 has now powered twenty models, of which the C60 Concept is, appropriately, the twenty-first. Four automatic and six manual movements form the SH21’s list of ten variants, among them versions with central or small seconds, with or without power reserve indicators, and with or without date. All are COSC-certified chronometers. For the C60 Concept, which foreshadows developments in Christopher Ward’s forthcoming diving models, the version chosen is the 31-jewel automatic, with central seconds, affording a full view of the movement from both sides. Even the rotor has been skeletonised to ensure nothing is obscured. This is because, in the C60 Concept, the SH21 calibre has been put through the horological equivalent of finishing school, elevating the already refined model to a level where it is comparable to the workmanship sufficient to satisfy luxury watch maisons, Czapek and MB&F. This distinction can be claimed because Armin Strom was consulted for the skeletonising, while the SH21 is finished at Chronode, including the detailing of the bridges and base plate, work requiring at least six hours per watch. It’s impossible to separate the essential, physical details from the hand-applied finishing, for both combine to create the visual impact. As with all the most fascinating and complex movements, the view is so deep it seems like enhanced 3D. The effect is heightened by the mix of finishes on the various surfaces, with contrasting rhodium and grey ruthenium accented by white details and polished edges. For the functional elements, which contribute to the C60 Concept’s suitability as a genuine diving watch, these attributes include an embossed screw-in crown and screw-down exhibition caseback, a 120-step unidirectional zirconia ceramic bezel, anti-reflective sapphire crystal, brushed and polished steel hands, sandblasted, brushed and polished blue ring with Super-LumiNova White filling and orange Globolight Triangle, and SuperLumiNova White hands, dial and bezel. Completing the experience is a Cordura and rubber hybrid waterproof strap with Christopher Ward buckle and quick-release pins for easy changing. Also available is a Titanium Grade 2 bracelet with the same quick-release system. An added frisson is exclusivity: only 210 examples of the C60 Concept will be produced. Another number? £3,495. Let that sink in. A fully skeletonised in-house movement, with twin barrels

for a five-day power reserve, all packaged in a titanium case and water resistant to 300 metres. Hand-finishing to standards found only in wristwatches retailing above £10,000, the results are on display at all times thanks to the absence of a dial and a showcase back, reminding the wearer there are no compromises.

Price: £3,495 / $4,370 / €4,440 christopherward.com or call 01628 763040

24 January 2022

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PRODUCT CALL FABSPEED CARBON-FIBRE INTAKE FOR 997 GT3 (2006-2009) Replacing the factory airbox, this lightweight carbon-fibre air intake for the first-generation 997 GT3 reuses your car’s existing MAF sensor, includes dual conical air filters and makes use of tubing made from the motorsport-oriented composite. The dry-style filters don’t require re-oiling (simply wash down with warm water and re-use) and no cutting or welding is required for installation of the supporting hardware. As is the case with most performance products from Fabspeed, fitting this cool carbon kit is simple and entirely reversible, and each purchase comes backed with the firm’s lifetime warranty. If you’re looking for improved power and a more exotic sound from your GT3, this competitively priced product is hard to ignore. Place your order at the Fabspeed website, where you can view the company’s entire portfolio of performance parts for Porsche sports cars.

Price: $995.95 fabspeed.com or call +1 215 398 1291

RIMSAVERS WHEEL PROTECTION

2022 PORSCHE CALENDAR

Launched in 2016, RimSavers are ultra-lightweight wheel protection and styling products from UK-based manufacturer, Rimblades. Made from a semi-rigid plastic, RimSavers have a wall thickness of just 0.35mm, offering outstanding high-speed performance and being much lighter than wheel protectors from rival manufacturers. Complete with the latest 3M Very High Bond (VHB) fixing tape and supplied in four 1.9-metre lengths, RimSavers will fit wheels measuring up to 22-inches in diameter and are cut to size at the point of installation. Weather protection seals prevent degradation of the 3M adhesive, while a small ABS injection moulded joining kit is included to hide the start and end points of the fitted product. There’s no need to remove your Porsche’s wheels — applying RimSavers is a job which can be carried out in the street or on your driveway. Twelve different colours are available to choose from, with each Rimblades product designed to deflect brushes with roadside verges and kerbs whilst enhancing the look of the host vehicle.

Featuring stunning images lifted from the pages of 911 & Porsche World and its sister title, Classic Porsche, this A3-sized wall-hanging calendar proudly displays cars as diverse as a 911 Junior, a 959 and RLR 962-200, one of the most historically significant Group C prototypes to ever wear the Porsche crest. Each day is represented with enough space for you to make notes — perhaps listing key enthusiast events, vehicle maintenance schedules or your car’s annual date with an MOT tester?! Displaying fantastic photography throughout, this superb calendar is a must for any Porsche fan and is offered with free delivery to all UK addresses. Low-cost overseas shipping is also offered at the point of purchase from the Kelsey Publishing online store.

Price: £8.99 shop.kelsey.co.uk/911CAL or call 01959 543747

Price: £44.99 rimblades.com or call 01823 426641

26 January 2022

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PRODUCT CALL GOCLASSIC WOODEN GEAR KNOBS FOR 356 AND AIR-COOLED 911 The dimensions, placement and technical form of gearboxes may have changed many times during the course of the past century, but the gear knob has always remained within easy reach of the driver. Porsche accessories retailer, GoClassic, rightly considers this key part of a classic Porsche’s controls as important as the steering wheel, which is why the company has introduced these elegant wooden gear knobs for the 356 and air-cooled 911 (all models before the introduction of the 964) in time for Christmas. Four different wood types (mahogany, walnut, Canadian maple, oak) are used to manufacture each beautifully smooth item, resulting in a pleasing colour combination

topped by a patinated silver badge with the host Porsche’s model name stamped into it. Different combinations of wood are available, including a special ‘black edition’ gear knob, made using only dark oak salvaged from the bottom of the Baltic sea, where the recently salvaged material lay for hundreds of years. The short and spherical body of each gear knob perfectly fits an open palm grip for full and soft control of the gear shift and each knob is fixed to the gear stick by way of an stainless steel base connection. A version of the same GoClassic gear knob is available for BMWs.

Price: €149, Black Edition €249 goclassic.eu or call +371 2922 5885

IPD PLENUMS FOR 992 CARRERA/S/GTS The new 992 Carrera engine is another modern marvel from Porsche. Although displacement remains unchanged at three litres, there is a plethora of upgrades elevating this new 9A2 Evo engine head and shoulders above the previous 991 Gen II power unit. Like all IPD plenums, the Californian company’s plenum for the 992 Carrera/S/GTS is a product of efficiency producing substantial horsepower and torque gains through a superior and patented Y-design delivering optimised airflow for enhanced performance. These efficiencies dramatically reduce initial turbo lag, helping access power and torque sooner, though the bulk of gains are realised from 4000rpm to redline, where needed and enjoyed most. Proving the point, IPD’s improvements continue to grow and outperform the factory air distributor as the 911’s boxer climbs through revs — peak gains of 30+ whp and 25+ wheel torque are achieved at 6,200rpm. For further product information, including power graph comparisons between IPD’s offering and the OEM part, and to watch a video of IPD testing a 992 on a rolling road during product development, visit the firm’s website.

Price: $995.95 ipdplenums.com or call +1 714 842 5000

SNAP-ON BENT HEAD PENLIGHT Featuring a 90° swivel design providing more flexible lighting when working in tight spaces, this powerful rechargeable penlight from premium tool manufacturer, Snap-on, features a main 275 lumen light with 360° range. Switching to spotlight mode provides 140 lumen, with a variable brightness switch and memory function providing maximum versatility — simply press and hold the power button to set your preferences. A metal clip allows hands-free use, while the robust aluminium body is designed to withstand multiple drops in demanding environments, such as garages or workshops. IP65 resistant to water and dust infiltration, as well as being offered with runtime of up to ten hours (low light mode at thirty lumen) on a single charge, each Snap-on bent head penlight comes with a twelve-month warranty covering repair or recalibration. A 425-lumen version is also available. Speak to your local franchisee to get the best Snap-on seasonal deal.

Price: POA shop.snapon.com or call 01536 413990 28 January 2022

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CarParc USA, Costa Mesa California

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Stoddard.

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Reno, Nevada 89431 USA 800 438 8119 January 2022 29

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Your Club

Porsche Club Great Britain is the only official Porsche Club in the UK and belongs to the worldwide community of Porsche Clubs recognised by Porsche AG. Founded in 1961, we operate for the benefit of our 22,000 members and warmly embraces every model of Porsche. Join online at porscheclubgb.com or call 01608 652911 Enter the code PCGBPW at checkout to claim your complimentary gift.

30 January 2022

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COMMENT

TIM HARVEY A busy silly season is gripping the world of professional motorsport, but deals signed early can have a detrimental impact on the morale of a team. And there’s no guarantee things will pan out the way drivers and their agents expect. I know this to be true from first-hand experience...

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otorsport’s silly season is the period of speculation and intrigue surrounding driver moves for the following year. It can be both frustrating and amusing in equal measure. It used take place during the winter months after a season had finished, but speculation now starts halfway through the preceding year — witness Daniel Ricciardo signing for McLaren’s 2021 season in mid-2020. At the time, he was enjoying a highly lucrative two-year contract at Renault and was seen as a leader, very much the team’s future star. Imagine how deflating it must have been for all concerned to see out the year with a driver they knew wanted to be somewhere else. Furthermore, Renault could no longer share any technical information or detail regarding upgrades with Ricciardo for fear of this data being passed to their opposition the following year. Put simply, they could no longer expect to get the maximum from a driver they’d pinned their hopes on. I hasten to add, I love the guy and think he’s a terrific driver, as well as a great personality to have around the F1 paddock. He obviously saw invitation from McLaren as a great opportunity to move to a dynamic, improving team and, of course, he has already taken a victory, earning his first race win with the Woking outfit at the 2021 Italian GP. On reflection, the example an F1 driver isn’t necessarily the best. After all, the championship’s

calendar ends so late and starts so early, it’s somewhat inevitable deals will be done within a season for the following year. Most championships have a five or six-month break across winter, which is why most deals are completed during the ‘off season’. From personal experience, I can tell you it’s an agonising period. The sad but inevitable reality is that it’s rare for a driver to simply walk into another drive for the following year without a huge amount of discussion (and not just about money). Bear in mind drivers approach teams and sponsors and vice versa. Quickly, you become involved in a huge amount of wasted hours and effort trying to put deals together — I have never known an industry with so much wasted work time! It certainly makes me laugh when I read how easy people think it is to get drives agreed. They have no idea of the work, effort and stress that goes into this period, most of which ends up as nothing more than wasted breath. I always liken it to a circus performer spinning plates on poles and trying to keep them all going at the same time. The best drivers are the ones most skilled in deceit and skulduggery. After all, it is vital not to let any party be privy to the discussions you might be having with another team. At the same time, you want to give the impression you’re in demand. Of course, sometimes one chooses the wrong plate to keep spinning. I did this in spectacular fashion at the end of 1992. I’d just won the British Touring Car Championship and was expecting a factory contract with BMW to defend

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

my crown with the team in 1993. Sadly, at the time, BMW was involved in a huge disagreement with TOCA (BTCC’s championship organisers and promoters) over technical regulations for the following season. In short, the complaint was about weight differentials between front and rear-wheel drive cars and the use of ABS, but I won’t bore you with the details. Failing to reach an agreement, BMW withdrew from the series, leaving me without a drive for 1993 and no long-term BMW contract. Fortunately, as champion driver, my stock was high and I had a few good offers come my way. I opted to accept a two-year deal with Renault, which was joining the BTCC for the first time in 1993. A month after I signed on the dotted line, BMW and TOCA settled their differences. To my frustration, the team brought in Joachim Winkelhock, who promptly romped to the 1993 title in the car I was expecting to drive. To make matters worse, I was driving the Renault 19 touring car, which — by some margin — was the worst race car I ever drove. There was one highlight that year: the European GP at Donington Park, an event Ayrton Senna famously won. I was able to win the BTCC support race in the Renault, thanks to the soft chassis and Michelin wets working brilliantly in the soaking conditions. One thing I can say is how silly season is always fascinating to see unravel. I can also reveal I’ve heard about exciting deals being worked on for 2022, many of which should be concluded and announced over the next few weeks and months. Then again, perhaps it’s all talk?! l

January 2022 31

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ENGINE REPAIR SPECIALISTS

986 987 996 997 Cayman

997 3.8 - 4.1 coming soon

T: 01204 302809 E: auto@hartech.org www.hartech.org 32 HartechPOR328.indd January 2022

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COMMENT

ROB LANGLEY The thought of buying a Porsche can be hugely exciting. In advance of grabbing the keys to your new car, however, the prospect of having to deal with time wasters and faceless corporate entities when selling your current Porsche can be hugely stressful. It doesn’t need to be this way...

T

his issue of 911 & Porsche World focuses on identifying and buying any one of a number of hot picks for the year ahead. If you’re in the market for your next Porsche, there’s every chance you’ll have one to sell. Sure, you could get in touch with Phillip Schofield and accept far less than your car is worth, but the sensible thing to do is sell to an independent dealer, one which doesn’t want to take your car on a sale or return basis. There’s a perception dealers just want to sell, but half of what we do is buying. After all, in a business like Harbour Cars, where all Porsches being offered are owned by the company, cars need to be bought before they can be sold. For obvious reasons, this means we intimately know the Porsche market and the true value of your vehicle. Ultimately, we’re marque enthusiasts and, in my experience, sellers prefer their Porsches to go to a dealer who truly appreciates and values the quality of these brilliant cars, as opposed to them passing to a faceless online marketplace. An independent dealer should make life easy for you. For example, unless a seller has wildly misrepresented the condition of their car, I will always honour the figure I’ve agreed. This is, I suspect, exactly how you’d approach the purchase of a Porsche and is a manner of doing things in stark contrast to how the big-name companies advertising on television behave when promising you a price for your car immediately after an

algorithm spends forty-five seconds determining how much it can get away with lowballing. We all know how it pans out: the seller agrees to part with their Porsche in exchange what’s already poor valuation, they arrive at the firm’s nearest drop-off centre to hand over the keys and a chap with a clipboard starts renegotiating the price. A respectable independent dealer won’t subject you to this discomfort. I can’t promise Harbour Cars will give you a valuation in forty-five seconds, but it’s rare for it to take longer than forty-five minutes for me to firm up a realistic purchase price. And I don’t expect you to travel to our showroom in Chichester, either. I will happily come to you and collect the car, practice I find myself engaging in more often than not. All of this demonstrates confidence in provided valuation driven by depth of knowledge about Porsche products — we know the right questions to ask about specification, ensuring you get a fair price for your car and enabling us to provide buyers with a vehicle they can enjoy for the long term. There’s another reason we are happy to collect and deliver cars. It’s one I’ve long believed to be true and was recently confirmed as such by someone I know at Auto Trader, the UK-based automotive classified advertising business: when looking to buy or sell cars, most people only search within a forty-mile radius from their home. Anything further is often considered too far. I believe it’s worth travelling significant distance for the right car — it’s not unusual for me to cover a round trip of

Rob Langley is Managing Director at Harbour Cars, an award-winning independent Porsche dealership based in West Sussex. Established in 2000, the business prides itself on marque expertise and the decades of realworld experience its sales team has in the premium vehicle sales sector. View stock at harbourcars.com

four hundred miles to collect a Porsche I’ve agreed to buy. And I won’t be wandering around kicking tyres when I get to you. This might sound tongue in cheek, but private sales can be just as much of a headache as dealing with car supermarkets when selling: people coming to your home, rubbing their chin, trying to haggle on price. It’s time consuming. Moreover, many Porsche owners are private people, meaning they don’t want hordes of strangers visiting their residence or place of work. Having said all this, despite my willingness to venture out to collect cars, buyers and sellers are welcome to visit the Harbour Cars showroom, where they can view the twenty-plus Porsches we have in stock at any given time. You’ll meet our friendly, knowledgeable team, including sales executives who have spent decades in the motor trade serving at premium marque dealerships (Aston Martin, Land Rover and Mercedes, to name a few). The oft-impersonal service and focus on turnover of vehicles — rather than the customer experience — at these sales centres gives our team welcome insight into how things shouldn’t be done. It all comes down to the idea of treating people the way you want to be treated, something we always keep in mind when buying or selling Porsches. The point of all this is to flag what you should be looking for from a dealer when selling your Porsche. As for why I got involved with these cars in the first place, I’d spent time as a sales manager at a dealership trading in German and British sports cars, the latter primarily Aston Martin, Morgan and TVR. These were all beautiful cars, but in terms of running costs and reliability, it was obvious the Porsches on the forecourt were the smart buys. During my time in this role, I also observed how not to treat customers: Harbour Cars won’t try and up-sell wheel insurance, smart repair insurance, anything of this nature. People don’t want to be talked into this stuff when buying what’s likely to be their dream car. They just want a sensible, honest exchange — an experience satisfying enough for them to get back in touch when they’re ready to sell up and buy their next Porsche. This is a common occurrence at Harbour Cars, where we often know all owners of a Porsche from new through being the only dealer in the car’s history outside the original point of sale. I wish you every success in your hunt for a new Porsche. Don’t hesitate to contact me if you want to sell your old one! l January 2022 33

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Harbour Cars Buy & Sell The Finest Porsche.

For a polite, professional and friendly service please get in touch with us.

911 (992) 3.0T C2S PDK Coupe • 2019 / 19 • Gentian Blue Metallic • 9,500 miles £102,500

911 (991) 3.8 C4‘S’ PDK Cabriolet • 2014 / 64 • Agate Grey Metallic • 17,500 miles £74,995

911 (991) 3.0T C2S PDK Coupe • 2016 / 16 • Agate Grey Metallic • 47,500 miles £72,995

911 (991) 3.8 C4S PDK Cabriolet • 2013 / 63 • GT Silver Metallic • 25,870 miles £71,500

Cayman T (718) 2.0 T Manual • 2019 / 69 • Carrara White Metallic • 2,700 miles £56,995

911 (997) 3.8 C2‘S’ PDK Cabriolet • 2008 / 58 • Carrara White • 37,150 miles £47,500

Boxster (981) 2.7 Manual • 2015 / 15 • Guards Red • 13,500 miles £38,500

Boxster (981) 3.4 S PDK • 2012 / 12 • Dark Blue Metallic • 37,800 miles £37,500

Visit harbourcars.com to see our current stock 01243 530630 info@harbourcars.com HarbourCars330.indd 1

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2022’s BEST BUYS

SPORT OF KINGS

With the used car market remaining buoyant following unrealised predictions of a pandemic-fuelled nosedive, we present our hot picks for the year ahead. Kicking off proceedings is the amazing 968 Sport, one of Porsche’s best-handling models and yours for less than twenty grand… Words Dan Furr Photography Ade Brannan

UP TO

£20k

W

hen we were compiling our list of 2022’s best buys with specific price points in mind and, subsequently, when we attempted to reduce the number of selected Porsches into a manageable number corresponding to the available column inches this magazine has to offer, one model refused to be dismissed: the 968 Sport. It’s a modern classic we’ve raved about in recent issues of 911 & Porsche World and, with the 968’s thirtieth anniversary

celebrations now coming to a close, we considered this buying-themed issue of the magazine the perfect forum to round out our own honouring of this utterly brilliant sports car. Before we go any further, and for the benefit of those who may not have seen the July 2021 issue of 911 & Porsche World (dedicated to thirty years of 968 and currently available to order as back issue from bit.ly/issues911pw), here’s a reminder of what the Sport is and how it came to be. The 968 Club Sport (manufactured from 1993 through to the 968’s

discontinuation two years later and latterly a fixture of many private Porsche collections) was configured as a ‘race car for the road’, stripped of creature comforts and tipping scales at less than one hundred kilos than the standard 968. The loss of sound deadening material, power windows, boot locking mechanism, heated washer jets, engine bay shrouds, rear wiper, back seats, audio equipment and the introduction of a smaller battery contributed to the Club Sport’s 1,320kg kerb weight, which was helped by a vastly reduced wiring harness and fixed hardback Recaro

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968 SPORT

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sports seats (with shells colour-coded to the host Club Sport’s body), which did away with the bulky electric motors of the standard leather ‘tombstones’. Seventeen-inch wheels — huge for the time — with a wider contact patch replaced the standard 968’s soft sixteens, while body colours were limited to Grand Prix White, Speed Yellow, Guards Red, Riviera Blue, Maritime Blue and the imaginatively named Black. Shedding a few more grams, the 968’s airbag-kitted steering wheel was ditched in favour of the legendary Club Sport three-spoke. Ride height was dropped twenty millimetres.

RÖHRL WITH IT With a ringing endorsement from Porsche test driver and two-time World Rally Championship victor, Walter Röhrl (who announced the 968 Club Sport as the best-handling Porsche he’d ever

driven), as well as contemporary road reports suggesting Porsche had outdone itself by presenting a model with even better corner-hugging abilities than the 944 Turbo, the range-topping 968’s status as an instant classic was assured, but in reality, not everyone wants to drive around in a Porsche robbed of all its luxury equipment. Nowhere was this more pronounced than the United Kingdom, where the terrible state of the nation’s highways (not much has changed in thirty years) made the Club Sport’s stiff suspension and noisy cabin difficult to live with. By comparison, the standard 968 felt too refined, too wallowy. It was, frankly, too tame for thrill seekers. A halfway house was the obvious solution. The UK-only 968 Sport was offered from 1994 until 1995 and was a Club Sport with much of the regular 968’s equipment reinstated. Electric windows

made a return, as did central locking, the thicker wiring loom, rear seats, the tailgate lock and many other features. Leather, however, was kept away from the Sport, as were the Recaro hardbacks, which were replaced by reclining Comfort seats finished in model-specific fabric. And if you think we’re guilty of exaggerating by claiming the 968 Sport to be a Club Sport by another name, then you couldn’t be more wrong — a 968 Sport is listed as a Club Sport on its logbook and accompanying build record (or Porsche Certificate of Authenticity) due to being an altered version of its better-known big brother. The ‘Sport’ bit is referred to as a “CS Luxury Package”, with model-specific badging applied to the rear of the car. When new, the 968 Sport was available in UK main dealer showrooms for £29,975. This price was not only significantly cheaper than a Club Sport,

Above Even in unassuming silver, the 968 looks fantastic

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968 SPORT

Above Comfort equipment makes the Sport an easy 968 to live with as a daily

but a massive £5,550 less than a standard 968. Needless to say, the Sport outsold the regular model by a huge margin (a reported 306 Sports shifted between model launch and the 968’s end of production, while it’s thought only forty standard 968 coupes were sold in Britain during the same period), giving it the rare distinction of being a bargain Porsche then and now. To put this into perspective, in today’s market you need to budget only fifteen grand to get your hands on a Sport to call your own. Compare this cost to the current asking price for a 968 Club Sport — pretty

much the same car, remember — which regularly eats in the £45k zone. Now, you don’t need to be a genius to work out how reversing Porsche’s fitting of comfort equipment can return

the cover of our July issue. Formerly prepared as a spare race car by marque specialist, Hartech, but never put to use due to the company’s primary 968 motorsport machine proving so reliable, the three-litre, frontengined, watercooled Porsche was converted to Club Sport specification by Matt, with a step-up from Porsche’s M030 suspension package (chiefly Koni dampers, thicker anti-roll bars) through the appointment of KW Variant 3 coilovers, a Weichers strut brace and Powerflex polyurethane bushes. None of this escaped the attention of Sam Grange-Bailey, Sales Director at Manor Park Classics, the Runcorn-

SAM’S CAR WAS PROVING A LITTLE TOO FIRM AND A LITTLE TOO UNCOMPROMISING FOR COMMUTING ON BRITAIN’S WOEFULLY MAINTAINED ROADS

Below Rear end is a significant move away from the 944, with more integrated bumpers and lights mirroring the style of the 928 S4

a 968 Sport to track oriented Club Sport status at significantly reduced cost when measured against the reduction of your bank balance if buying a stock-spec Club Sport. Reverse engineering is the route taken by Matt Rowley, owner of the 1994 Guards Red 968 Sport gracing

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based automotive auction house which generously offered us use of its halls when we were getting ready to point our cameras at Matt’s car. In fact, Sam was so taken with his red road rocket, she became its owner not long after we said our goodbyes. “I instantly fell in love with this Porsche,” she beams, agreeing with our claim the 968 Sport is one of the scene’s best-kept secrets. Discovering

an opportunity to enjoy the best of both worlds, she decided to buy a second Sport, this one in standard specification. It should be noted, this is no mean feat — as we mentioned earlier, few Sports were produced and, as you’d rightly surmise, they’re not exactly a common sight in classifieds. Furthermore, owners lucky enough to be in possession of a 968 Sport often want to keep their car,

A 968 ENCOURAGES YOU TO EXPLORE ITS PERFORMANCE POTENTIAL THROUGH CLASS-LEADING HANDLING, AS FAMOUSLY PROCLAIMED BY WALTER RÖHRL the model is more or less a Club Sport in all but name, and recognising the work Matt carried out to reinstate Club Sport equipment, she didn’t hesitate in making an offer for the car, which she duly put to work as her daily drive. Here’s where it gets interesting. Six months into ownership, and with her kids requiring regular ferrying to swimming classes, football practice and the need for general ‘mum’s taxi’ duties, the lack of two seats in the back was beginning to prove problematic. Easily remedied, of course, but there was more: reflecting exactly the conundrum UK-based Club Sport buyers found themselves grappling with three decades earlier, Sam’s car was proving a little too firm and a little too uncompromising for commuting on Britain’s woefully maintained roads. It was exactly this frustration which encouraged launch of the 968 Sport in the first place. Obviously, she could have returned her car to Sport specification, but where’s the fun in that?! Recognising she had

recognising how difficult it will be to find another Porsche offering so much for so little and not being oblivious to the fact they’re in charge of an appreciating classic. Nonetheless, Sam happened upon a Polar Silver 1994 example with impressive history. Original throughout (down to the Blaupunkt Hamburg cassette player), the only known modification to the car was the installation of a Janspeed stainless exhaust system. Still carrying AFN dealer plates and treated to a full respray in 2018, the car’s care has been overseen by Porsche Centres throughout its life, with the Tonbridge and Harstonbased Cambridge sites carrying out recent work. Receipts from Hartech also populate a bulging history file. “I’ve owned classic 911s in the past, but the way Porsche’s transaxle cars handle is something else,” Sam tells us. “I’ve totally fallen in love with the neutral balance of these machines. They deliver an amazingly surefooted drive,” she adds, referencing how a 968 encourages

you to explore its performance potential through class-leading handling, as famously proclaimed by Röhrl all those years ago. Sensibly, she recommends any new owner pass their 968 (Sport or otherwise) to a recognised chassis tuning specialist. After all, there’s little point buying one of the best-handling Porsches of all time and then driving it with compromised suspension. To this end, she drove her new steed to Suspension Secrets in Knutsford, where work was carried out to return the car to its factory geometry, before the company’s technicians dialled in a tune to suit her driving style and the roads her silver stunner is most likely to be travelling along. At the same time, to further aid traction, a Quaife ATB limited-slip differential was installed. The

Above and below Following our earlier celebration of the 968 Sport in the summer, Sam fell in love with the model and now owns two examples, including this Polar Silver stunner

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968 SPORT

results, she tells us, are transformative, making her retro ride an absolute joy to drive around twisty country lanes, as well as when darting around town while ferrying her kids to their various after-school clubs. She also suspects the car will perform brilliantly at a track, but she’s in the enviable position of being able to call upon the Guards Red machine for battle. “Is it greedy to have two 968 Sports, or is it sensible to have a spare?!” she asks, semiseriously. Our response is to suggest everything comes in threes. The 968’s engine is a naturally aspirated three-litre unit once touted as the world’s largest capacity four-cylinder production powerplant. Featuring a 104mm bore and an 88mm stroke, the smooth-running straight-four featured Porsche’s new-for-the-time VarioCam variable valve timing. Much like Honda’s more famous VTEC system, VarioCam continuously varies the timing of intake valves by adjusting the tension on the chain connecting the exhaust and inlet camshafts. This process ensures the engine is performing at its best for the driving conditions experienced at any given time, whilst keeping emissions at a safe and sensible level. Unlike the various versions of the 944, all production 968s share the same powerplant — believe it or not, there are no changes beneath the bonnet, whether you pick a standard 968, Sport or Club Sport, a fact further emphasising what a great buy the Sport is.

On the 968 you’re thinking about buying, check for any rattling noise coming from the VarioCam system. Ask the seller when the parts were last examined for signs of wear. Also, look for documentation highlighting a change of fluids, filters, belts and the engine’s water pump. If there is no sign of this work taking place, consider it as a bargaining point. You won’t want to be driving the car far until the jobs are carried out, so factor

owners benefit from their cars having 944 heritage, even though Porsche designer, Harm Lagaaij, claimed the newer sports hatch to be eighty percent new on model launch (not that you’d know from a cabin identical to that of the 944 Turbo and later 944 S2), meaning all mechanical parts and related consumables are in plentiful supply. Moreover, Porsche Classic and independent specialist retailers, including Design 911, FVD Brombacher, Frazerpart, Rose Passion, Heritage Parts Centre and 9Apart, stock new genuine and aftermarket components for these cars. Second-hand items are also in good supply, with Porsche Spares UK (formerly Woolie’s Workshop) recognised for possessing a wide variety of difficult-to-source trim, chassis and body components in excellent order. As you can see, in contrast to the experiences of owners looking after similarly aged sports cars from other manufacturers, spare parts supply is no barrier to enjoyable 968 ownership. With values only going one way, there’s never been a better time to secure a 968 Sport. The biggest problem you’ll have is convincing existing owners to part with their cars. Even so, buy the best example you can find and you’re sure to be in for plenty of smiles to the mile from a Porsche as powerful as it is practical, with superior chassis dynamics and looks which have aged remarkably well. If only there were enough 968 Sports to go around. l

Above Three-litre powerplant was the world’s biggest capacity production inline-four at the time of manufacture

THE HISTORICALLY LOW COST OF THESE CARS ENCOURAGED MANY OWNERS TO TAKE CARE OF ROUTINE MAINTENANCE THEMSELVES the cost into the price you’re prepared to pay. If in doubt, call your nearest independent Porsche specialist and ask for a quote. It’s in their interest to put your mind at ease. Finding a 968 with less than average mileage is a good result, but maintenance trumps distance covered on these cars — regular servicing and frequent oil changes are required on every classic Porsche, regardless of how much ground they’ve explored. Look for stamped service history, but keep in mind the historically low cost of these cars encouraged many owners to take care of routine maintenance themselves. This isn’t necessarily anything to worry about, but ask to see evidence of receipts for parts correlating with claimed condition and work completed. As far as spares are concerned, 968

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INDEPENDENT PORSCHE SPECIALISTS ESTABLISHED 1982

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SHOWROOM • Please check our website for current stock. • We buy and sell all Porsche models.

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2022’s BEST BUYS

EARLY 928

D

on’t mess with a classic. That’s what they say, right? As the 928 fast approaches its forty-fifth anniversary (which we’ll be celebrating in a forthcoming issue of 911 & Porsche World), attention turns to perfectly presented early examples of the legendary land shark, Porsche’s first-ever ‘clean sheet’ design, intended to compete with the luxury grand tourers offered by rival German marques, including BMW and Mercedes-Benz. The 928 was in production from 1977 until discontinuation of the manufacturer’s ‘transaxle’ family of products in 1995. Even by the end of this near twenty-year run on Zuffenhausen’s

assembly lines, the model looked quite unlike any other car, let alone another Porsche. This is surprising — the 928 is the only sports car to win the coveted European Car of the Year award, and with roots stretching back as far as the early 1970s, there was plenty of time for others to imitate the style of this icon of automotive design. Porsche did, of course, share styling cues across its product line later in 928 production, with the 959, 964 and 968 joining the V8 in what the brand hoped would look like a family of cars (unlike earlier Porsche products), even though models were being manufactured on separate lines with few shared components. And, although later 928s increased firepower through bigger displacement (the V8

rose from a sixteen-valve unit with 4.5 litres of capacity on model launch to a thirty-two-valve 5.4-litre lump for the GTS, a formidable last hurrah), the earliest 928’s purity of design is what’s currently captivating classic car enthusiasts. Free of the spoilers which would be introduced with the 4.7-litre 928 S in 1980, the original 928 wowed with supersmooth lines and output of 237bhp (accompanied by 268lb-ft torque), as well as near 50/50 front/rear weight distribution. The latter was achieved by mounting a transaxle assembly at the rear, while the water-cooled V8 sat at the nose. Although overall weight was much greater than that of the same-age 911, neutral balance and punchy engine output gave the 928 similar performance.

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BEST BUYS

UP TO

£20k

Above Exceptional examples command a premium, but if you’re happy to take on a first-generation 928 in need of a little attention, there are bargains to be had

There was also the added benefit of a spacious cabin and generous luggage room beneath the rear hatch. One of the 928’s most impressive features is its ‘Weissach’ rear axle. Essentially, this is a simple rear steering system assisting turn-in during cornering under braking conditions, but let’s be honest, most enthusiasts love the early 928 for its looks. Those pop-up headlights, the smooth, integrated bumpers, the ergonomically advanced dashboard. What they might not like is the running costs. Yep, these cars aren’t exactly first choice for those looking to maximise fuel economy, and electrical gremlins can prove expensive. Thankfully, there’s an ever-growing army of enthusiasts and specialists only too happy to assist new owners with the upkeep of their cars and, reassuringly, 928s advertised for sale are usually known to club members. Don’t be afraid

to ask questions — doing so may save you a heap of cash and free you of headaches later down the line. While well-maintained early 928s are shooting up in value at a rate higher than some later models, they do occasionally appear below the £20k mark when in need of a little TLC to bring back to their best. The cambelt and tensioner should be changed every 60k miles or four years (whichever comes sooner). The same is true of coolant flushes. Check service history to see when these jobs were last taken care of. Ask a marque specialist to carry out an independent inspection, with notes taken on the condition of the Mercedes-derived automatic gearbox (only twenty percent of all 928s manufactured were equipped with the more desirable manual). Find out when the clutch was last changed, look out for vague or clonky cog swapping and check the condition of the suspension,

especially on higher mileage 928s. On this note, it’s worth remembering rubber bushes perish with age. Replacement parts are cheap, but removing old bushes from arm assemblies is a difficult job you probably won’t want to tackle at home. The 928’s bonnet, doors and wings are aluminium, and though the monocoque was galvanised when new, check for corrosion on the underbody and sills. Interior trim is easy enough to come by, with Lakewell and other retailers providing period-correct material to match or repair the original fabric, even when Pasha is in place. In other words, don’t be put off by a beat-up cabin. Factor the required remedial work into the amount you’re prepared to pay for the car. And don’t worry about high mileage if supported by strong service history — the 928’s V8 is a lazy, unstressed engine and will go on forever if looked after as Porsche intended. l January 2022 47

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UP TO

996 CARRERA 4S

W

e remain amazed you can buy a 911 as capable and as stunning as the 996 Carrera 4S for under twenty grand. All-wheel drive, Turbo-bodied, Turbo-bumpered and blisteringly quick, this superbly kitted Porsche is one of the scene’s best buys, but along with every other modern classic, prices are rising, which is in stark contrast to the warnings auction houses and classic car dealers were throwing out when lockdown kicked in and the pandemic took hold — bucking expectation, prices of retro rides have increased significantly during the past eighteen months, which is why you shouldn’t wait any longer if you’d like a 996 Carrera 4S to call your own. The 996’s water-cooled boxer has a reputation for causing expensive problems. If you’ve researched ownership, you’ll almost certainly have encountered forum posts from angry Porsche pilots shouting loudly about bore scoring, failed IMS seals, bearings and leaky rear main seals. In truth, all engines suffer wear over time, but if you believe t’internet, every 996 is a ticking time bomb waiting to explode. This is a far cry from the truth, and though we acknowledge some owners have suffered problems, the number of affected engines is a tiny percentage of the huge number produced during 996 production (between 1997 and 2004). In other words, instead of being deterred

from 996 ownership through fear of horror stories you’ve read online, rejoice in the fact this rhetoric has kept the price of entry to 911 ownership amazingly low. How long things will remain this way is anyone’s guess. If you have concerns about the 996 you’re considering, pay a specialist to carry out a borescope inspection. It’s also worth paying a premium for any 996 with supporting paperwork documenting an engine rebuild at M96/M97 specialist, Hartech. Widely regarded as the ultimate ‘fix’, the value of being in possession of a 996 benefiting from attention at this Bolton-based firm shouldn’t be underestimated on a scene rife with panic about the long-term viability of owning an example of the first watercooled production 911. To the 996 Carrera 4S. Perfectly suited to British roads, this all-pawed Porsche inherits not only the looks of the 996 Turbo, but also the force-fed model’s brakes and suspension. Identified by the full-width reflector strip at the rear (unlike the first-generation 997 Carrera 4S), the 3.6-litre 996 Carrera 4S develops near 320bhp at 6,800rpm, despatching the sprint from nought to 62mph in five seconds dead, hitting a top speed of 174mph. Add Porsche engineering and a wealth of available aftermarket upgrades to the mix and you’ve got yourself a huge amount of car for the money. Of course, the same could be said for the 986 Boxster, especially a facelift, S-badge wearing example of the twoseat, mid-engined roadster. We’ll be

£20k

the first to admit any 986 currently represents entry to Porsche ownership at criminally low cost (less than four grand will get you behind the wheel), but there’s a key consideration many owners don’t factor into their purchase: through necessity, Porsche merged its production lines for 986 and 996 assembly, meaning these models share most of their key components from nose to the rear quarters. In practice, this means a 986 Boxster represents amazing value for money (it’s essentially a two-seat 911 with a mid-mounted engine), but on the flip side, it equates to the same maintenance and servicing costs as if your name was on the logbook of a 996. With this in mind, the low price of Carrera 4S ownership is impossible to ignore. l

Above Carrera 4S is the sweet spot of the 996 range and is yours for less than the cost of a new Ford Focus

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2022’s BEST BUYS

KEEP AN OPEN MIND Popular in period but undervalued today, the Carrera 3.2 Targa is a drop-top delight for 2022… Words Emma Woodcock Photography Chris Wallbank

UP TO

£50k 50 January 2022

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T

he Carrera 3.2 Targa refines the classic 911 formula to perfection — and all for a reasonable price. Mix air-cooled character with the added civility of the refined G-series chassis, add the 152mph performance of a 231bhp 3,164cc flat-six, then let the scenery flood in with a characteristically Porsche removable roof design defining drop-top motoring in a 911 between

YOU & YOURS 1965 and 1993. Finish with 1980s swagger to taste, enjoying options like full leather, Fuchs alloys and a wideshouldered Turbo-look body. With good cars starting around £35,000, the Carrera 3.2 Targa is an under-priced path to a pleasingly usable air-cooled 911. Beneath the Thatcher-era styling, you’ll find the same second-generation underpinnings which turned the 911 into an increasingly refined sports car when the G-Series launched in readiness

for the 1974 model year. An iterative development of the final pre impact bumper 911s, the G-series offers more secure handling and several advanced safety features. Standard three-point seatbelts and integrated headrests appear inside, while the otherwise familiar body is transformed with a nose and tail featuring accordion-style inserts integrated into each bumper, thereby satisfying the low speed protection requirements of the period’s US highway

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safety laws. Rubber-lipped and capable of springing back from minor knocks, the boxy extrusions would define the 911 shape for the next fifteen years. Paired with a full-width rear light strip (a standard fitment in mid-1974), these bumpers give the G-series a visual heft to separate 1970s and 1980s models from the dainty, chrome-lipped machines built from the arrival of the pre-series 901 in late 1963 until the final F-series 911s rolled out of Zuffenhausen in 1973. The roll-over hoop fitted to Targa models also benefited from a subtle transformation: Porsche would now finish the strip in traditional brushed aluminium or all-new satin black, according to customer preference.

countering the slow and cumbersome mechanisms of classic convertible tops with a single, simple vinyl-covered panel that can be unclipped from rubber

Targa was a G-series driver’s only choice for blue sky motoring. A conventional convertible roof entered the 911 range for the final year of SC production and stayed on for the launch of the Carrera 3.2, the new Cabriolet model providing a fully retractable soft-top for an immersive openair experience, yet sales of the enduring Targa stayed strong, running the Cabriolet close for popularity. Put it this way, of the 76,000 Carrera 3.2s Porsche

BEREFT OF POWER-ASSISTED STEERING OR ANTI-LOCK BRAKES, THE CARRERA 3.2 IS A DISTINCTLY OLD-SCHOOL COMPANION mounts and stowed inside a minute. Until the 1983 model year, throughout the lifespan of the Carrera 2.7, the more powerful Carrera 3.0 and updated SC, the

Above Named after the Sicilian Targa Florio road race, Porsche first introduced the Targa body style to the world in 1965

Below Andrew’s superb semi-open-top Carrera 3.2’s interior is every inch as plush as you’d expect

LASTING LEGACY Little else changed in the Targa roof design, and with good reason. Introduced in 1967 to replace the convertible-style fabric ‘soft window’ rear roof in use since 1965, the fixed domed rear glass works with the contrasting roll-over band to give classic 911 Targas a distinctive and attractive shape mirrored by the current 992-generation Targa. Practical as it is stylish, the design offers better rearward visibility than a traditional canvas roof and shelters occupants from wind buffeting. The original removable roof section is an engineering triumph, 52 January 2022

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constructed, approximately 18,500 boast the distinctive removable roof section. Such popularity ensures plenty of choice in the current classic car market, meaning you can afford to wait for your perfect Targa-topped 911.

RETRO RIDE Andrew Lund, founder of Revolution Leisure Campervans, a Bradfordbased firm specialising in Volkswagen Transporter T5 and T6 camper conversions, did just that, holding out until he found an early Carrera 3.2 Targa in Guards Red. “It’s the poster car I had pinned to my teenage self’s bedroom

wall,” he remembers. “When it came to buying a 911 to call my own, I was advised to consider a coupe, but I wasn’t keen. Owning my Carrera 3.2 Targa gives me a nostalgia hit no other Porsche can match.” The pairing of originality and practicality is another bonus of his 119k-mile machine, which benefits from the sympathetic renovation it received fewer than nine thousand miles ago. “I knew this was a good example as soon as I saw the history and documentation backing up the car’s overall condition. I’ve got a massive folder stuffed full of receipts and a full file of service history. The car’s previous owner treated it to

servicing and maintenance at Porschetek in Leeds, the application of fresh stoneguard at restoration specialist, Full Throttle Classics in Wetherby, and a top-end engine and gearbox rebuild at Loe Bank Motors in Bury. The same independent Porsche specialist fitted new front wings and carried out a bare metal respray, but all the original leather and carpeting was retained, its condition being exceptional.” All this for a purchase price of just £36,300. Consider the techniques Porsche used to update its flat-six for the Carrera 3.2 and it’ll seem cheaper still. Jumping forward from the 201bhp boxer sat in

Above Guards Red Carrera 3.2 is one of the classic 1980s automotive icons and represented the only way to enjoy open-top motoring in a 911 until the launch of the Cabriolet in 1983

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YOU & YOURS

Above and below Targa roof? Check. Fuchs five-leaves? Check. Guards Red paint? Check. Filofax and red braces? Er, we’ll get back you on that one...

the back of its three-litre SC predecessor, the re-engineered engine grows to 3,164cc swept capacity through a 4mm lengthened bore and gains strength from a 3.3-litre 911 Turbo (930) crankshaft. Porsche-first Bosch L-Jetronic fuel injection with Digital Motor Electronics further modernises the unit, replacing the earlier allmechanical K-Jetronic system 911s had employed since the mid-1970s. Exact engine specification varies around the globe, according to local emissions laws. Most markets — the UK and almost all of continental Europe —

received the full-power 930/20 variant with a 10.3:1 compression ratio yielding a lusty 231bhp at 5,900rpm and 209lb-ft at 4,800rpm, flinging the Carrera 3.2 from rest to 62mph in 6.1 seconds and on to a top speed of 152mph, eclipsing the

the redesigned 930/25 fitted from the 1987 model year raises power to a not insignificant 217bhp. Power drives through one of two five-speed manual gearboxes: the long-lived 915 transmission was in use until the 1987 model year, when it was replaced by the then new Getrag G50 unit. Porsche upgraded the clutch from cable to hydraulic operation at the same time. Both transmissions offer their own distinct driving experience, tailoring the Carrera 3.2 Targa to different tastes. Many prefer the smooth, easy (if somewhat less communicative) shift of the G50, which commands a premium in the current market. 915 fans counter with 1972-onward heritage, feel and the mechanical interaction of the older gearbox, though baulking from cold is a known issue. Indeed, Andrew worried about the presence of a 915 when he first sat in his Targa. “The clutch feels snatchy and stiff at a standstill, which is why I imagined it’d be impossible to operate with any fine consideration.” His fears evaporated as soon as he rumbled onto the open road. “There’s no problem once you’re moving. It just adds to the feeling of driving a classic car. My stepbrother is a huge Porsche fan and suggested I buy a G50-equipped Carrera 3.2, but I didn’t even need to test one. The late 1980s is far too new for my liking. Long live the 915!”

INITIALLY OFFERED THROUGH PORSCHE’S SPECIAL WISHES DEPARTMENT, THE WORKS TURBO LOOK JOINED THE REGULAR SALES LIST IN MID-1985 earlier three-litre engine. Cars destined for the USA, Canada and Japan, however, used a lower 9.5:1 compression ratio: the 930/21 derivation offered until 1986 provides 207bhp, while

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Bereft of power-assisted steering or anti-lock brakes, the Carrera 3.2 is a distinctly old-school companion. Dancing feet across organ pedals jutting out of the floor, easing the wand-like lever between gears and playing with the gentle nod of the lightly laden nose is always engaging, while the winding sensation of the torsion bars harks back to the earliest 911 models. The decadeslong damping lineage ends with the Carrera 3.2; its 964 successor switched to more conventional coil springs. “It was love at first drive,” Andrew smiles. “I kicked it down to second off a roundabout and felt the car push me down the road from behind, the glorious noise of the flat-six singing in my ears. Down a sweeping A-road with the roof

off, this car is nothing short of the perfect Porsche.” Hunt for a car with the optional extra M491 Works Turbo Look and you’ll enjoy bodywork bravado to equal the retro driving experience. As the name suggests, this package transforms the Carrera 3.2 shape to match the rangetopping 930. Visual changes include wider wheel arches, sixteen-inch Fuchs alloys at all four corners and a rubbertipped ‘whale tail’ rear spoiler, with mechanical back-up from Turbo brakes and upgraded suspension. Available for the Carrera 3.2 coupé from launch, the highly desirable parts package was extended to Targa and Cabriolet models for the 1985 model year. The drop-tops also receive reinforced bodyshells as

part of the conversion. Initially offered through Porsche’s Special Wishes department, the Works Turbo Look joined the regular sales list in mid-1985. A year later, Porsche changed the title to Carrera Supersport.

Above Andrew lucked out with this particular Carrera 3.2, which benefits from a serious amount of recent work at marque specialists

ON THE MONEY A Turbo-styled Targa by any other name looks just as sweet, which reflects in values today. Expect to pay up to £60,000 for a low-mileage M491 machine with recent restoration work or exactingly maintained originality, marking the top of the Carrera 3.2 Targa market. That’s still less than you’ll spend on a matching coupé and strata below a genuine 911 Turbo Targa powered by a 3.3-litre flatsix. More affordable is the optional

Below 3.2-litre boxer is in rude health following a mechanical overhaul

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BEVERLY HILLS CAR CLUB SPECIALIZED DEALER OF EUROPEAN AND AMERICAN CLASSIC CARS

1997 Porsche 993 Turbo stock #14447 Presenting this well-equipped 1997 Porsche 993 Turbo featured with 48,663 miles on the odometer and is available in its factory color code #741 black with black pleated leather seats. The 993 Turbo comes with a clean Carfax and is equipped with a 6-speed manual transmission, Flat 6 Cylinders 3.6-liter engine, automatic speed control, air conditioning, carbon gear lever knob, carbon door panel trim, carbon dashboard trim, carbon handbrake lever, stainless steel door entry guards with model logo, power windows, power steering, power mirrors, sunroof, 4-wheel disc brakes, Porsche Twist wheels, and spare tire. Both the color code and options sticker are still in place under the hood. Also included are service documents and receipts dating from 2005 to 2021 totaling over $22,000. An excellent original and well-maintained air-cooled Porsche that is mechanically sound. For $225,000

1985 Porsche Carrera Coupe #14138 This special order color 1985 Porsche Carrera Coupe featured with 49,907 miles on the odometer is available in its factory color code #961 Meteor Metallic with a red interior. The vehicle comes with a clean Carfax and is equipped with a 5-speed manual transmission, Flat 6 Cylinder 3.2-liter engine, air conditioning, power windows, sunroof, 4-wheel disc brakes, and Fuchs wheels. Also included with this vehicle is the original owner’s manual, Warranty/maintenance booklet (service stamps included) as well as service documents and receipts dating from 1987 to 2021 totaling over $17,000. Both the color code and options sticker are still in place under the hood. A gorgeous color combination and low mileage Porsche Carrera that is mechanically sound.

For $84,500

1988 Porsche Carrera Coupe #13994 Presenting this pristine special ordered 1988 Porsche Carrera Coupe featured with matching numbers and is available in its (special order) color code #36P Venetian Blue Metallic with a blue interior. The vehicle comes equipped with a 5-speed G50 manual transmission, spoiler (front & rear), automatic speed control, air conditioning, steering wheel with elevated hub, power windows, locking differential, automatic heating control, sunroof, 4-wheel disc brakes, Fuchs wheels, spare tire, tool kit, air compressor, and jack. Both the color code and options sticker are still in place under the hood. Also included with this vehicle are paint meter reading photos as well as service records dating back from 1997 to 2019 documenting the vehicle’s history and totaling over $18,000. An excellent and original air-cooled Porsche that is ready to be driven and enjoyed. Do not miss your chance to own such a beautiful sports car that is mechanically sound.

For $108,500

1984 Porsche Carrera Coupe Turbo Look 1994 Porsche 964 Carrera 4 Wide-Body M491 #13956 Coupe #13921 This rare limited production 1984 Porsche Carrera Coupe Turbo Look M491 featured with matching numbers (Certificate of Authenticity copy included) is available in its factory color code #027 India Red with a sand beige interior. The vehicle comes with a clean Carfax and is equipped with a 5-speed manual transmission, Flat 6 Cylinder 3.2-liter engine, automatic speed control, limited-slip differential, leather sports seats, power windows, sunroof, 4-wheel disc brakes, jack, and Fuchs wheels. A desirable factory Turbo Look Porsche that is mechanically sound. For $79,950

Here is a one-year limited production factory 1994 Porsche 964 Carrera 4 Wide-Body Coupe (1 out of 267 produced) featured with 64,031 miles on the odometer and is available in its factory color code #741 black with a sand beige interior. The vehicle comes equipped with a 5-speed manual transmission, Flat 6 Cylinder 3.6-liter engine, automatic speed control, air conditioning, power windows, power steering, Dark Rootwood shift knob, 8-way electrical seat (left), sunroof, 4-wheel disc brakes, and 5-spoke wheels. Do not miss your chance to jump into the ownership of this highly collectible air-cooled factory wide-body coupe. This well-equipped sports car is also mechanically sound. For $146,500

1992 Porsche America Roadster #14374 1992 Porsche America Roadster #13884 Presenting this highly desirable 1992 Porsche America Roadster that is available in its factory color code # 92A Zermatt Silver Metallic with a grey interior. The vehicle comes with a clean Carfax and is equipped with a 5-speed manual transmission, Flat 6 Cylinder 3.6-liter engine, air conditioning, automatic speed control, rear seat delete/storage compartments, 8-way electrical draped leather front seats, windows, power steering, light root wood shift knob, soft top, boot, limited-slip differential, 4-wheel disc brakes, and spare tire. Also includes the original owner’s manual as well as the warranty/ maintenance booklets (service stamps included). Both the color code and options sticker are still in place under the hood. Don’t miss your chance to acquire this limited-production Porsche America Roadster that is mechanically sound. For $84,500

Presenting this exciting 1992 Porsche America Roadster that is available in its factory color code #80K Guards Red with a sand beige interior. The vehicle comes with a clean Carfax and is equipped with a 5-speed manual transmission, Flat 6 Cylinder 3.6-liter engine, automatic speed control, air conditioning, power windows, power steering, rear seat delete, soft top, boot, 4-wheel disc brakes, spare tire, and 5-spoke wheels. Both the color code and options sticker are still in place under the hood. A very sought-after car that is an excellent addition to any Porsche enthusiast. Don’t miss your chance to acquire this original limited-production Porsche America Roadster that is mechanically sound.

For $125,000

1998 Porsche 993 Carrera S Coupe #14093 1998 Porsche 993 Carrera S Coupe #13650 Presenting this exciting 1998 Porsche 993 Carrera S Coupe featured with 67,634 miles on the odometer and is available in its factory color code #84A Guards Red with a black interior. The vehicle comes equipped with a 6-speed manual transmission, Flat 6 Cylinder 3.6-liter engine, automatic speed control, air conditioning, power windows, power mirrors, power steering, sunroof, 4-wheel disc brakes, Porsche Twist wheels, and spare tire. Both the color code and options sticker are still in place under the hood. Also includes the original owner’s manual as well as service documents and receipts dating back from 2001 to 2011 totaling over $19,000. The last and most desirable year of the famous air-cooled 993 that is ready to be driven and enjoyed. A well-equipped original California car that is mechanically sound.

For $129,950

1986 Porsche Carrera Coupe #14002 Here is a beautiful 1986 Porsche Carrera Coupe featured with matching numbers (Certificate of Authenticity copy included) and with 34,356 miles on the odometer is available in its (special order) factory color code #33P Iris Blue Metallic with a blue interior. The vehicle comes equipped with a 5-speed manual transmission, Flat 6 Cylinder 3.2-liter engine, air conditioning, power windows, spoiler (front & rear), sunroof, 4-wheel disc brakes, Fuchs wheels, tool kit, and jack. Both of the color code and options stickers are still in place under the hood. Also included with this vehicle are receipts totaling over $22,000. An excellent original California car that is mechanically sound. For $82,500

Here is an original 1998 Porsche 993 Carrera S Coupe that is available in its (special order) factory color code #L3AX Zenith Blue with a sand beige interior. The vehicle comes with a clean Carfax and is equipped with a 6-speed manual transmission, Flat 6 Cylinder 3.6-liter engine, automatic speed control, sport suspension, engine sound package, LSD Limited Slip Differential with 40% lock, ABD Automatic Braking Differential (Traction control), Board computer, Cassette-radio Becker Porsche CR-210, 6-disc CD changer Becker Porsche CDC-3, air conditioning, sport seats with height electrically adjustable (left & right), leather front seats, power mirrors, power windows, power steering, sunroof, Dark Rootwood shifter, Dark Rootwood parking brake lever, Stainless steel tailpipes (oval), 4-wheel disc brakes, 18” Technology wheels (lightweight hollow spoke), jack, tool kit, and air compressor. Also included are paint meter reading photos as well as receipts totaling over $15,000. An excellent vehicle that is ready to be driven and enjoyed. Do not miss your chance to jump into the ownership of this wellequipped air-cooled sports car that is mechanically sound. For $167,500

1990 Porsche 964 Carrera 4 Coupe #12689 Here is a beautiful original paint 1990 Porsche 964 Carrera 4 Coupe featured with 33,589 on the odometer and is available in its factory color code #700 black with a black interior. It comes with a clean Carfax and is equipped with a 5-speed manual transmission, Flat 6 Cylinder 3.6-liter engine, air conditioning, automatic speed control, power windows, power steering, jack, 4-wheel disc brakes, D90 wheels, and jack. Both the color code and options sticker are still in place under the hood. Also included with this vehicle are paint meter reading photos. An extremely desirable low mileage 964 Coupe that is mechanically sound.

For $108,500

1997 Porsche 993 C4S Coupe #14518 Presenting this low mileage 1997 Porsche 993 C4S Coupe featured with 48,604 miles on the odometer. Available in its factory color code #92U Arctic Silver Metallic with a black interior. The C4S Coupe comes with a clean Carfax and is equipped with a 6-speed manual transmission, Flat 6 Cylinder 3.6-liter engine, engine sound package, 8-way electrical seat (left), pleated seats, air conditioning, automatic speed control, power mirrors, power steering, sunroof, 4-wheel disc brakes, Porsche Twist wheels, and spare tire. Both the color code and options sticker are still in place under the hood. Also included are paint meter reading photos. An amazing and well-equipped sports car that is mechanically sound.

1956 Porsche 356A Coupe #13995 Here is a beautiful 1956 Porsche 356A Coupe featured with matching numbers (Certificate of Authenticity copy included). Available in its highly desirable factory color combination of black with a red interior. The vehicle comes equipped with a 4-speed manual transmission, 1600 engine, dual carburetors, matching numbers hood/decklid, beehive tail lights, spare tire, tool kit, and jack. Also included with this vehicle are service records and receipts dating from 2006 to 2016 totaling over $70,000. An excellent original 356A Coupe that is ready to be driven and enjoyed. This extremely sought-after air-cooled Porsche is also mechanically sound.

For $129,950

For $185,000

LOOKING FOR CLASSIC OR LUXURY SPORTSCARS? •

We Buy and pick up from any USA location • Worldwide Shipping Please check our website as we have cars being delivered daily Alex Manos, BEVERLY HILLS CAR CLUB 4576 1/2 Worth St., Los Angeles, CA 90063 T: (310) 975-0272 http://www.BeverlyHillsCarClub.com E: sales@beverlyhillscarclub.com

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Sport package, later known as Sport Equipment. Straddling the gap between a standard Carrera 3.2 and full M491 specification, it adds drama to a slimbodied 911 by way of a Turbo-look front spoiler, matching wing and Fuchs forged alloys. Uprated Bilstein shock absorbers also feature, sacrificing cruising comfort for the sake of handling precision. Andrew’s Porsche is one such machine. “The suspension is very harsh and needs treating with respect. It makes for a car you really feel like you’re driving,” he tells us, before confirming his Guards Red stunner features a wealth of factory extras, including a heated, electrically adjustable passenger door mirror, Sport seats with electrical adjustment, central locking, staggered Fuchs alloys and lashings of extended leather, which, in

this 911, is cream with red piping. Other than a pair of Blaupunkt door speakers and a Pioneer head unit linked to a CD changer in the boot, the car retains its original specification. Remove the roof and the Carrera 3.2 Targa becomes more engaging still. “The flat-six sound is so much more pronounced without the roof on. The open air just adds to the experience,” Andrew confirms. Compromises counterbalance the positives, but can be easily resolved. Water ingress through leaking seals, for example, can be improved by replacing the rubbers running along the windscreen and A-pillars, and a growing number of Targa owners are reupholstering their roof panels to dampen intrusive wind noise. “It’s the next area I’m going to improve

on my car. I’ve already bought a £295 Targa top restoration kit from independent Porsche parts retailer, Design 911, and I’ve booked automotive upholstery specialist, Westtrim in Leeds, to carry out the job.” It’s a small price to pay for a long-term investment. Carrera 3.2 values rose sharply alongside the wider air-cooled market before settling in the late 2010s, dropping usable cars as low as £35,000. Torsion-bar 911s don’t come much cheaper and there are signs the market may accelerate again. Even if it doesn’t, you’ll still have the wind streaming through your hair, controls brimming with feedback, a fantastic flat-six and unmistakable styling. The time is now and the car is Porsche’s 1980s icon: the Carrera 3.2 Targa. l

Above Want to see your car featured in 911 & Porsche World’s You & Yours pages? Drop Dan Furr a few pics and spec/story dan.furr@kelsey.co.uk and we might be pointing our cameras your way in the not too distant future

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BESPOKE CLASSIC CARS Commissioned and completed in 2021 here at Cape International.

FOR SALE

Porsche 911S – CapeSport 911 #1 LHD

Built from a 1977 bare 911 shell and painted in our unique formula grey as a complete ground-up new build. Inspired by the 1972 2.7RS prototypes this 911 has been painstakingly prepared for reliability, practicality and enjoyment. Enlarged to 2.8 litre producing 210BHP. Rebuilt 915 gearbox and LSD. The car draws compliments everywhere it goes, be it London Concours or Caffeine & Machine, its superb from any angle, panel fit, paintwork, interior and performance. It’s a great all-rounder, day-to-day workhorse, relaxed tourer, or the B road blast. Drive away today. £POA

Built in 2021 at Cape International this 1986 Carrera has been bare-shelled and backdated with OE Porsche panels.

FOR SALE

Porsche 911S – CapeSport 911 #2 RHD

The engine, meticulously rebuilt and enlarged to 3.6 litre will be fuelled by Jenvey Heritage throttle bodies. Rebuilt G50 gearbox, Tractive electronic suspension and Classic-Retrofit air-conditioning further enhance this superb car. Totally ground-up restored all that remains is for you to choose the interior. Yours ready for Spring 2022. £POA

CLASSIC CAR RESTORATION Full restorations, crash repairs, body and paintwork, interiors. UPGRADES Mechanical work and rebuilds, engine, gearbox, suspension etc. SERVICING Vehicle maintenance at realistic rates.

Please contact Steve Norton. Call - 0044 (0)1527 521633. Email - sales@cape-international.com

CAPE INTERNATIONAL The Old Chocolate Factory, Unit 49H Pipers Road, Park Farm Industrial Estate, Redditch, B98 0HU. United Kingdom www.cape-international.com

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2022’s BEST BUYS

UP TO

£50k

944 TURBO CABRIOLET

D

espite those in the know recognising the 924 as being an excellent Porsche with great handling characteristics, the model faced criticism from purists concerned about the marque diversifying into engine temperature management of the distinctly non-air-cooled variety. Add the 924’s origins as a joint venture between Porsche and Volkswagen and, before long, accusations of the frontengined, water-cooled model being anything but a ‘proper Porsche’ were thrown around, criticism then company CEO, Ernst Fuhrmann, was keen to dispel through a series of high-profile 924 race and rally entries, some of which you’ll read about later in this magazine.

Owing to it being a purely Porsche product, the 944, launched in 1982, succeeded where the 924 failed — it was welcomed with open arms and would go on to become the brand’s most successful product, selling in huge numbers until discontinuation almost a decade later. Here was a Stuttgartcrested sports coupe launched with a robust 2.5-litre inline-four — essentially a developed 928 V8 cylinder bank — from Zuffenhausen’s own stable. The car boasted wide rear quarters (heavily influenced by the shape of the 924 Carrera GT, a model wearing giant wheel arch extensions long before anyone had heard of Rocket Bunny, RAUH-Welt Begriff or Liberty Walk), superior handling and, in true Porsche fashion, was the subject of a continuous development

programme resulting in various coupé and drop-tops equipped with a choice of naturally aspirated or forced induction powerplants. In 1991, Porsche unveiled the 944 Turbo Cabriolet. By then, the boosted hard-top variant of the 944 was chucking out 250bhp and had been treated to suspension, brake and transmission upgrades formerly the reserve of those taking advantage of main dealer cost options. The turbocharged al fresco 944 inherited the same kit from the off. Of the 625 examples made, none were imported Stateside and only 100 were configured with right-hand drive, making the model a rare sight in the period and even more so now (just sixty-two examples are listed at howmanyleft.co.uk, and half of those declared SORN). The 944 Turbo Cabriolet’s

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BEST BUYS

Above Out of production for three decades, the 944 is enjoying a surge in popularity from a new generation of Porsche enthusiasts

scarcity has seen it become one of the most desirable Porsche drop-tops. Of course, air-cooled Porsches and their flat-six engines have been the driving force behind the surge in popularity (and price) of classic German metal in recent years, but you only have to take a look at the current product line-up from our favourite car maker to recognise the 944 Turbo Cabriolet represents a formula working just as well for Porsche today as it did more than a quarter-century ago. We’re referring to the 718 Boxster S, a convertible powered by a turbocharged 2.5-litre four-cylinder engine. A step back to the future, or one designed to keep a respectable distance from the sixes? You be the judge, but there’s no denying the newer car’s following of a tried and tested path offering practicality, power, great handling and fuel efficiency as laid down by the similarly configured 944. With a quoted maximum speed of

162mph and a zero to 62mph sprint of less than six seconds, the 944 Turbo Cabriolet promised performance in keeping with that of its fixed head sibling. The cab’s chassis was stiffened to reduce the kind of body roll and flex so often associated with open-topped sports cars — rigidity was achieved by welding together two floor pans. The work was carried out by American Sunroof Corporation (ASC) at its base near Stuttgart. In short, 944 coupés were wheeled into the Weinsberg-based facility before literally being cut down to size. A windscreen with a harder rake and a 60mm reduction in height was then added, along with a metal boot lid and an electrically operated, manual locking, twin-lined fabric hood. With classic 911 prices regularly exceeding expectation, cars from Porsche’s transaxle family of products are now riding the same wave. As if to prove the point, the 944 Turbo Cabriolet

on the pages before you recently sold for almost forty grand, smashing its lower auction estimate by a considerable margin. And prices are only going one way. While this particular car’s spectacular condition and low mileage were undoubtedly factors contributing towards the respectable sale price, the 924, 928, 944 and 968 are increasingly regarded as cost-effective routes to owning a classic Porsche. It helps that they’re utterly brilliant cars. The 944 Turbo Cabriolet was only in production for few months, but it remains one of the highlights of Porsche’s transaxle back catalogue. The ‘charged rag-top represents the pinnacle of the 944’s dealer showroom specification and the final chapter in the evolution of the model before it made way for the freshfaced 968. In terms of exclusivity, the 944 Turbo Cabriolet is king of front-engined, water-cooled Porsche convertibles. Buy one before it’s too late. l January 2022 61

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PorscheTorque.qxp_Layout 1 28/08/2020 11:29 Page 1

DISTRIBUTORS FOR

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911 (991) “2S” 3.8 pdk (12 - 2012) White with black leather 66,000 miles £58,000

911 (997) “4S” 3.8 pdk cab (60 - 2010) Basalt black with black leather 45,000 miles £54,000

911 (997) “4S” 3.8 pdk cab (10 - 2010) Arctic silver with black leather 34,000 miles £52,000

911 (997) “2S” 3.8 pdk (09 - 2009) Arctic silver with black leather 64,000 miles £45,000

911 (997) “4S” 3.8 pdk (58 - 2008) Basalt black with black leather 77,000 miles £44,000

911 (997) “2S” 3.8 pdk (09 - 2009) Arctic silver with black leather 68,000 miles £44,000

911 (997) “2S” 3.8 pdk (08 - 2008) Basalt black with black leather 67,000 miles £43,000

911 (997) “4S” 3.8 (08 - 2008) Basalt black with black leather 69,000 miles £38,000

911 (997) “4S” 3.8 tip (07 - 2007) Atlas grey with black leather 47,000 miles £37,000

911 (997) “4S” 3.8 (06 - 2006) Basalt black with black leather 58,000 miles £36,000

911 (997) “4S” 3.8 (06 - 2006) Atlas grey with grey and black leather 52,000 miles £36,000

911 (997) “4S” 3.8 tip (57 - 2007) Arctic silver with black leather 62,000 miles £35,000

911 (997) “2S” 3.8 (06 - 2006) Seal grey with black leather 48,000 miles £35,000

911 (997) “2S” 3.8 tip (56 - 2006) Arctic silver with black leather 71,000 miles £34,000

911 (997) “2S” 3.8 (06 - 2006) Midnight blue with ocean blue leather 67,000 miles £33,000

911 (997) “2S” 3.8 tip (55 - 2006) Seal grey with black leather 68,000 miles £32,000

718 Boxster 2.0 pdk (17 - 2017) Agate grey with black leather/ alcantara. 24,000 miles £43,000

Boxster S 3.4 pdk (12 - 2012) Basalt black with black leather 26,000 miles £37,000

Cayman “GTS” 3.4 pdk (64 - 2014) Rhodium silver with blue leather 51,000 miles £46,000

Cayman “S” 3.4 pdk (13 - 2013) Basalt black with black leather 52,000 miles £37,000

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15/11/2021 09:45


2022’s BEST BUYS

MEET THE NEW BOSS

UP TO

£75k

Porsche has given the Macan the mildest of updates, but the new GTS is the most-altered version of the brand’s all-conquering compact SUV… Words Mark Smyth Photography Porsche

W

e all know the story when it comes to Porsche and SUVs: when the Cayenne was launched, many thought it a Porsche too far. How could the world’s greatest sports car manufacturer even consider making a load lugger and marketing it as a Porsche? Sacrilege! Then everyone drove the Cayenne and realised, while it wasn’t a pretty Porsche, it had the soul of a vehicle worthy of wearing the Stuttgart

crest. Moreover, this sporty cargo carrier was actually rather engaging and far more practical than any other Porsche. Contrary to the predictions of purists, millions of Porsche showroom visitors bought a Cayenne, making it the brand’s top-selling product. Then we had downsizing. Remember that? Everyone was talking about the need for more compact vehicles, smaller engines and a lower carbon footprint. As always, Porsche was ahead of the queue, delivering us the Macan, an SUV dynamically a match for many sports

cars (sort of) and allowing you to pack the family, the dog, all your luggage and head for the hills on weekends. Well over a million Macans have been sold, but in recent years, downsizing has been replaced by a drive toward electrification. Once again, Porsche was on the case without delay, releasing statements in 2019 announcing the next-generation Macan as an all-electric model. People gasped — how could Porsche do this? After all, the Macan is bought by people all over the world, not just those living in Notting Hill and Norway.

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MACAN GTS

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In truth, Porsche wasn’t quite as on the ball as everyone thought and, suddenly, it was announced the existing Macan would live on a bit longer. The model was to get something of an update and be sold as the old-but-slightly-newer Macan alongside the properly new and all-electric Macan. Still with us? Well, the real new Macan will likely get its reveal this time next year and go in sale in 2023. What we have here is the sort-ofnew (but not actually new) Macan. We’ve driven the GTS version.

SIX PACKED Before we get into matters of design, technical stuff and how the GTS drives, the most important thing to note is this: the S and GTS models now get the Turbo’s 2.9-litre twin-turbocharged V6. The Macan Turbo, by the way, has gone, presumably to return in 2023 as a new electric Macan that won’t have an actual turbocharger, but still wears a Turbo badge. That’s another conversation. Oh, and if you’re wondering, the base model Macan keeps the same two-litre four-cylinder unit, but power jumps by a shade over 20bhp. Now we’ve made all of that as clear as a clogged-up carburettor, let’s get into the details of the new Macan GTS. First up, the design stuff. This really won’t take long. The main thing is a revised front bumper with a big, wide, black plastic insert containing extra cooling ducts. There are LED headlights and, at the rear, there’s a redesigned diffuser. Like other GTS-badged models, the Macan GTS gets black incidental trim and matching badges to suit its darker and sportier image. That’s not a lot to get excited about, but there’s much more happening

inside. The Macan has finally caught up to the Cayenne and Panamera with a new centre console with shiny Piano Black surfaces and buttons with haptic feedback. You’ll also find the latest Porsche Communication Management (PCM) infotainment screen, allowing you to go through all the available driver settings, phone your other half, decide where you want to go and even listen to the good old wireless. We realise the word wireless doesn’t mean a radio anymore, so, just to clarify, the GTS has a radio, but it also has wireless phone charging. Then there’s something we need to mention about the specific Macan GTS we drove. Brought over from Stuttgart, it was left-hand drive with traditional S-GO Stuttgart plates. All was all good, except for one thing: for some reason, someone had specified a styling option

from the good people of Porsche Exclusive Manufaktur, namely air vents painted the same colour as the exterior. On the outside, we enjoyed a lovely shade of Carmine Red, but the vents were a very un-lovely shade of bright red lady-of-the-night lipstick. We only know this colour from watching Miami Vice back in the day, you understand, but if you have no idea what we mean, then consider a super-bright red, as though you turned the colour and contrast settings on your tellybox to maximum while looking at video footage of fields full of poppies. You get the idea: these add-ons were horrid, but we must stress they were a cost option — you can have your new Macan GTS’s air vents any colour you like. While we’re in here, let’s talk about space and comfort. In this department, things are the same as before, meaning

Below Bright red paint covers the interior air vents and their surround, much to Smyth’s disgust

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you get great head and legroom in all seats, plus a very respectable 458 litres of luggage capacity in the boot. Fold the rear seats down and this expands to a maximum 1,503 litres. There’s lots of practicality in a Macan. It’s comfortable too, with a great mixture of leather and Race-Tex fabric. Plus, of course, the GTS logo is embroidered in the seat headrests and there’s a good selection of other model-specific bits and badges inside.

BOX OFFICE This all brings us to how the Macan GTS drives, which is important, because along with the fabulous 718 Boxster and Cayman GTS models, as well as the Cayenne GTS and the new 911 GTS featured later in this magazine, the GTS badge means we should be in charge of a Porsche rewarding the enthusiastic

driver. This doesn’t mean you get a manual gearbox, though — the Macan GTS is currently only available with PDK. Manualistas will have to like it or lump it. It does seem as though someone on the Porsche board suddenly decided the existing Macan needed to live a bit longer and told the product team to make a plan. Clearly, the easiest thing to do was grab the Turbo’s engine and raid the Porsche parts bin for other components. To this end, air suspension is a standard feature, which means more adjustment is available across a number of driver modes. In addition, the new GTS rides 10mm lower than before, is ten percent stiffer at the front and fifteen percent firmer at the rear, translating into a firmer ride in Normal mode. Even so, the GTS glides along motorway asphalt pleasantly, with the active exhaust

TECH SPEC Model

Macan GTS

Price

£64,770

Engine

2.9-litre twin-turbocharged V6 with seven-speed PDK semi-automatic transmission

Economy

24.1mpg (combined)

CO2 emissions

265g/km

Top speed

169mph

0-62mph

5.5 seconds (4.3 seconds with Sport Chrono Package)

Power

434bhp

Torque

406Ib-ft

Weight

1,960kg (DIN)

capable of being quiet enough to make this a relaxing long-distance cruiser. Prod the accelerator to overtake and there’s a slight delay before the engine wakes up properly and delivers plenty of power. We also discovered a fascinating whistling noise if you make the revs hover around 5,300rpm. Get off the motorway and onto the fun stuff and the true character of the GTS is revealed. Switch to Sport or Sport Plus mode and the exhaust gets more growly, the suspension firms up even more and the accelerator becomes far more responsive. It’s easy to find the grip levels of the 295/35 R21 Michelin tyres, which do their utmost to stick to the road, even when nearly two tonnes of Macan are pushed hard into a corner. That rubber is wrapped around RS Spyder Design wheels in the currently fashionable shade of black, which happens to match with the other black highlights in GTS dress. We digress, but the fact is the Macan GTS is an easy thing to pilot at speed. It feels remarkably agile on B-roads, continuing to provide the impression it’s a sports car wrapped up in an SUV body, something we learned long ago about big-engined Macans, not least when 911 & Porsche World editor, Dan Furr, reported on tour across the French Alps in a new Macan Turbo this time last year. The PDK gearbox also provides a great balance between leaving the car to decide what to do and allowing the driver to get stuck in by using the paddles on the steering wheel.

Above The perfectly proportioned Porsche SUV continues to be a huge hit for the marque, with the new GTS likely to shift in significant volume

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MACAN GTS

Below Not only does the GTS look great, it’s an easy Porsche to drive at high speed

Should you switch to manual mode, the combination of down-changes, acceleration and the proper burbling and crackling of the active exhaust can be quite addictive. Playing with the gear changes to match the revs to the best sound is all rather fun, before pressing on and making the most of the great engineering beneath the skin of the GTS. The steering wheel is just the right thickness and has a wonderful Alcantara feel to it, although we suspect it’s probably that Race-Tex material again. The steering itself is not quite what we would normally expect in a Porsche, though. There’s a lack of communication between the road and the driver, but it’s only really noticeable when you’re demanding more of it in twisty sections of road. Even then, while feedback might seem a bit vague, the steering itself is still precise in translating the driver’s requests, with each degree of turn presenting itself as confident changes

of direction on the road. We also found the firmer suspension meant the Macan GTS tends to skip off undulations on the surface travelled. Push hard on a bumpy bit of road and, rather than simply soaking up the bumps, the GTS tends to leap slightly from one to the other. It can be a strange combination of thrilling and unnerving, depending on the situation and just how involved you really want to be in the drive at the time, although chances are, if your Macan is skipping off bumps in the road, you’re incredibly involved indeed. Get too involved and you’ll discover there’s a slight rear bias to the four-wheel-drive system. It is, of course, barely anything to notice in Normal mode, but switch to Sport and the electronics will allow you more leeway, while Sport Plus will push more torque to the rear and further release the grip of the Porsche Traction Management and Porsche Stability Management systems. It is, however,

all very controllable and the six-piston brakes do an outstanding job of bringing the GTS to a firm stop when needed. While we’ve established GTS models tend to be for the more enthusiastic and involved Porsche driver, the Macan GTS will undoubtedly also suit buyers who are less bothered about driving hard and are simply looking for a Macan sportier in looks than the regular Macan and Macan S. These Porsche customers are well catered for by the GTS’s creature comforts, useful technology and great driver assistance systems (Park Assist allows your new Macan to park itself in town when you really can’t be bothered). Those who want the true GTS driving experience, however, will be very happy, and not just because this new Macan delivers an engaging time behind the wheel. Let’s face it, you get a Turbo engine for GTS money, which we think is a bargain, making the new Macan GTS one of our star buys for the year ahead. The air suspension and the design tweaks mean you might just be able to tell this new Macan apart from a preupdate version, too. It all means that, while the new-but-not-new Macan is great at the everyday stuff, it is equally engaging if you want things to get more interesting. Yes, the Macan as we know it might be more than seven years old and coming to the end of its lifecycle, but it remains a brilliant compact SUV offering what many enthusiasts have recognised as the perfect blend of performance and practicality. The GTS won’t disappoint those who want to discover the true Porsche in the Macan’s character. l January 2022 69

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2022’s BEST BUYS

UP TO

£75k

718 CAYMAN GTS

T

he noise. Undoubtedly the most talked about aspect of the fourcylinder 718 line-up, serving to overshadow just how good these cars are. Granted, a two-litre, entry-level 718 Boxster isn’t going to snarl like a cornered wolverine on a bad acid trip, but the 2.5-litre GTS? Revised airflow equipment delivers a beefier bark. Besides, if you’re inconsolable over the fact a turbocharged four-pot doesn’t sound like the 718 GT4 or Spyder’s fourlitre naturally aspirated six-shooter, you could always swap the 2.5-litre GTS’s exhaust with an aftermarket system radically changing the tone emanating from the car’s back end. Job done.

Reviews of the 2.5-litre GTS were generally positive when the model was launched in October 2017, though many motoring hacks couldn’t get over the lack of flat-six, talk encouraging Porsche to launch the GT4 and Spyder eighteen months later. Both newer models received a derivative of the 992’s threelitre 9A2EVO engine, and values of 2.5litre GTS-badged Caymans immediately dropped, a flood of them hitting the market when the finance deals taken out by many original owners came to an end. This presents a fantastic opportunity to those of us who can appreciate the merits of a car beyond the noise it makes. Interested? You should be — the turbocharged 718 Cayman GTS offered outstanding value for money when

compared to even the most basic 911 on model launch, delivering 360bhp (just five ponies less than the 991 Carrera), 317lb-ft torque, a top speed of 180mph and the dash to 62mph from rest in 4.3 seconds. That pace is on par with the entry-level 911, but would have relieved your purse for more than eighteen grand less, giving you plenty of spare change to plunder the Individual Equipment options list. In fact, you could have sent your boosted GTS for a trip to Porsche’s Colour to Sample paint shop, added an Alcantara interior package, Porsche Ceramic Composite Brakes (PCCB), ParkAssist cameras, seat heating, a seven-speed PDK transmission, a 20mm drop in ride height, Porsche Dynamic Light System Plus (PDLS+), gloss black

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BEST BUYS

Above Turbocharged 718 GTS provides a huge opportunity for the release of seriously big power from 2.5-litre flat-four through tuning

painted exterior trim, automatically dimming mirrors, cruise control, twinzone automatic climate control, ISOFIX kiddie seat mounting points, aluminium pedals, painted headlight washer jets, black badges and you’d still be quids in. A quick search in today’s classifieds demonstrates a wealth of low-mileage 2.5-litre 718 Cayman GTS for sale, ranging from £55k to £75k, depending on age and specification. The midengined layout ensures the chassis reacts instantly to driver input. To that end, precise, sharp changes of direction are realised by the superb electrically assisted steering, which does a great job of making you feel like a key component of the host GTS. Too often in modern sports cars, there’s a disconnect between the driver and what the car is doing, as though he or she is simply along for the ride, rather than dictating what’s happening. Not so in a turbocharged 718

Cayman GTS. The car feels supremely agile, incredibly lively and desperate to please by observing every instruction with instantaneous execution. The dualclutch PDK gearbox — standard kit is a six-speed manual — shifts as seamlessly and as sublimely as everyone you’ve ever spoken to about the system would have you believe, with only a change in engine note (stand down, flat-six fans) and an altered dash display indicating you’re working your way through all seven cogs. Of course, being a semi-automatic, you can override what the car’s doing by taking control of the paddle shifters attached to the chunky 360mm GT Sports steering wheel, which further underlines the GTS’s credentials as a Porsche just as at home on track days as it is commuting. There’s a large luggage area at the front and back, too, making a 718 Cayman GTS more practical than a same-age 911. This is a beautifully

built machine offering an exhilarating driving experience, enhanced by a raft of excellent standard features, including PASM and PTV accompanied by a mechanically locking rear differential. There’s also Sport Chrono, identified by the tell-tale dash-mounted stopwatch and supplied with the nifty Porsche Track Precision App, allowing lap times to be measured via GPS and recorded driving data to be managed via smartphone. Twenty-inch 991 Carrera S wheels are stock items, as are four-piston calipers clamping 330mm discs. It would be daft of us to make light of the importance of Porsche’s decision to reintroduce naturally aspirated flat-sixes to the 718 range, but to dismiss the plus points of the turbocharged GTS would be equally churlish. We can’t think of a single reason why we wouldn’t buy one, and neither should you. Just don’t get hung up about the noise. l January 2022 73

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UP TO

CLASSIC 911 T

L

et’s be honest, decent early 911s under the £75k mark are getting pretty thin on the ground, not least because an increasing number of surviving examples are being treated to the restorations they’ve deserved for so long. This shouldn’t put you off the search, though — where a superbly presented air-cooled Porsche might make you think twice about using the car regularly through fear of attracting stone chips or adding numbers to the dash, buying a car in need of work and then setting about personalising it to suit your own driving style will provide you with the freedom to hit the road without fear of somehow removing financial value from an otherwise standard classic 911. Of the various 911s introduced towards the end of the 1960s, the 160bhp S is arguably the most celebrated, but at the bottom of the pecking order – below the L, the name given to the standard 911 – was the T. Those keen to rewrite history will be only to happy to describe the T as stripped-back in the interests of delivering a more focused attack of the asphalt, but the truth of the matter is that the 911 T was essentially a replacement for the outgoing 912 before conclusion of Porsche’s 914 development work in partnership with Volkswagen. The T was a model relieved of creature comforts and performance equipment, but far from Porsche wanting to deliver a more focused driver’s car, the rationale for the T’s lack of desirable specification was

simply to reduce manufacturing costs on what was to be the least powerful 911 ever produced. The model’s two-litre flat-six featured low-compression cast iron pistons in place of aluminium components. The unit’s crankshaft was redesigned, the camshafts were updated to produce less lift and the twin Weber carburettors were more restrictive than those bolted to 911s higher up the food chain. The car’s gearbox lost a ratio, making the T the first 911 to be equipped with a four-speed transmission. Anti-roll bars were ditched, brakes were downgraded and cabin furniture was simplified. Granted, the 911 T featured a bigger engine than the 912, but with a power output of only 110bhp and compromised chassis dynamics, not only was the bottom-of-the-pile T the cheapest model in the 911 line-up, it was also the least desirable. For the 1970 model year, the engines of all 911s were increased in displacement to 2.2 litres (as you’ll read about later in this issue of 911 & Porsche World), with the T benefiting from a power boost to a much needed 125bhp. The 914 was now the official entry point into Porsche ownership, enabling T buyers to spend with confidence knowing they’d no longer have to find reasons to justify not buying a tastier 911 when being questioned by inquisitive neighbours. Basic specification and a correlating price point (both when the model was new and now) make the 911 T the perfect donor vehicle on which to build your dream bespoke classic 911. It’s

£75k no coincidence that in recent times, a high number of the ST evocations we’ve encountered have used a T as their start point and, though we recommend being realistic about the cost of building an aircooled Porsche to a custom state of tune, there’s a huge amount of information out there to help you achieve your goals. The 911 T restomod pictured here is a case in point. Based on a 1970 car stripped for parts at a time when air-cooled 911s weren’t worth their current value, this ST-inspired build is the product of work by independent marque specialists, Pro-9 and PIE Performance, and makes use of various components lifted from the Porsche parts bin, including a Carrera 3.2 engine, 964 brakes, 944 seats and a 915 gearbox. l

Below Slow poke of the 911 line-up has been transformed by Carrera 3.2 power

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911 GT3RS 911(997) Carrera 4 S (993) 911 GT3RS (997)

911 GT3RS (996) 911 GT3RS (996)

911 GT3 Turbo (993) 911 (996)

911 2.2(997 E GEN II) 911 Turbo

911 Carrera 2 GTS (991)

Cayman GT4 (981)

19” Black GT3 Wheels • Sport Chrono £149,995 Authenticity • 21,947 miles • 2007 (56)

Lock Wheels • Switchable Sports Exhaust £89,995 Sport Chrono • 9,870 miles • 2015 (15)

Navigation • Switchable Sports Exhaust £75,995 9,856 miles • 2016 (65)

£149,995

Carrara White • Black Nomex Bucket Orange • Black Nomex Bucket Seats Arctic Silver • Black Leather Sports Carrara White • Black Nomex • Black Nomex Brakes Bucket Seats Seats Carmine RedCage • Black Leather Sports • Full Roll • Schroth Porsche Orange Ceramic Composite 911 GT3RS 911 Carrera 2• GTS (991) Seats •Ceramic X51(997) Power Kit (300 BHP) Bucket Seats One of just 113 Composite Brakes Harnesses Seats • PDK Gearbox 20” Black Centre • One of 113• UK-Supplied 19” BlackPorsche GT3 Wheels • Sport Chrono 18” Turbo Wheels Turbo Brakes UK-Supplied Cars • Factory Roll 911 GT3RS (997) 911 Carrera 2 GTS (991) Orange • Black Nomex•• Bucket Seats Carmine Red• •Switchable Black Leather Sports 19” Black GT3 Wheels Sport Chrono Lock Wheels Sports Exhaust Cars • Previously Sold & Serviced by Rear Roll Cage • Porsche Certificate of & Suspension •Composite Electric Sunroof Cage• •PDK Paragon Service History Porsche Brakes of Seats Gearbox •Navigation 20” Black Centre Rear RollCeramic Cage • Porsche Certificate Touchscreen Satellite Paragon • 33,110 miles • 2004 (04) Authenticity • 21,947 miles • 2007 (56) Orange • Black Nomex Bucket Seats Carmine Red • Black Leather Sports Porsche Certificate Authenticity Air Conditioning • 20,919 miles 19” Black GT3 Wheelsmiles • of Sport Chrono Lock Wheels Sports Exhaust Authenticity • 21,947 • 2007 (56) Sport Chrono• Switchable • 9,870 miles • 2015 (15) Porsche Ceramic Composite Brakes Seats • PDK Gearbox • 20” Black Centre Rollmiles Cage • 1998 Porsche Touchscreen 7,146 (S)Certificate of £149,995 2004 (53) Satellite Navigation £149,995Rear Rear Roll Cage • Porsche Certificate of £159,995 Authenticity • 21,947 miles • 2007 (56) £149,995

Touchscreen Satellite Navigation £139,995 Sport Chrono • 9,870 miles • 2015 (15) £89,995

911 Turbo (997 GEN II)

Arctic Silver • Black Leather Sports Silver Metallic • Black Leatherette Seats Guards Red • Black Leather Jet Black • Black Leather Seats Sapphire Blue • Black 918 Bucket Seats Carrara • Black Leather AdaptiveDrive Seats • 18” Turbo Wheels • Cargraphic 14”White Fuchs Wheels •II) Left-Hand Cayman GT4 (981) 911 Turbo (997 Bucket Seats • 18” Sport Design PDK Gearbox withGEN Paddles • Bose 20” GT4 Exhaust Wheels • •Touchscreen Satellite Seats PDK Gearbox • 19” Turbo Sports Electric Sunroof • Air Sports Tool Kit• & Jack • Matching Numbers GT3 Wheels •• One of just 106 UKSound •White Parking Sensors • Sport Cayman (981) 911 Turbo (997 GEN II)Pack Sapphire Blue 918 Bucket Seats Carrara • Black Leather Adaptive Navigation •GT4 Switchable Sports Exhaust Wheels • Carbon Interior Conditioning •Black Factory Vented Wheel II Previously Sold & Serviced by Paragon Supplied Cars •• Touchscreen Air Conditioning Design Steering • Bluetooth 20” GT4 Wheels Satellite Sports Seats •Satellite PDKWheel Gearbox • 19” Turbo Bi-Xenon Dynamic Cornering Lights Touchscreen Navigation Arches • Blue 49,402 miles Professionally • 1971 (J) Sapphire • Black 918• 1997 Bucket(P) Seats Carrara White • BlackRestored Leather Adaptive Paragon Service • 29,552 • 19” Turbo II Wheels Navigation ••Switchable Exhaust Phone II Wheels • Carbon Interior 9,856 miles 2016 History (65) Sports Sport Chrono • 50,578 milesPack • 2010 (10) 20” GT4 Wheels • Touchscreen Satellite Sports Seats • PDK Gearbox • 19” Turbo Bi-Xenon Dynamic Touchscreen Navigation miles • 1999 (V) Cornering Lights 34,027 milesSatellite • 2012 (12) £149,995 £134,995 II Wheels • Carbon Interior Pack £69,995 Sport Chrono • 50,578 miles • 2010 (10)

Bi-Xenon Dynamic Cornering Lights £79,995 9,856 miles • 2016 (65) £75,995

Touchscreen Satellite Navigation £67,995

£89,995

£75,995

£69,995

911 Carrera 4 GTS (997)

911 Carrera 2 GTS (997)

Cayman GTS (981)

Carrara White • Black Half-Leather Sports

Basalt Black • Black Half-Leather Bucket

Carrara White • Black Half-Leather Sports Dark Blue Metallic • Luxor Beige Leather Cayman GTS (981)Grey Leather Basalt Boxster GTS (981)Leather Sports Arctic • Classic BlackGrey Black Seats • Silver PDK Gearbox • 20” Satin Black Sports Seats • •20” Carrera Wheels Agate • BlackClassic Leather Sports Seats Carrara White • Black Half-Leather Cayman GTS (981) Boxster GTS (981) Carrara •••Black Half-Leather Dark PDK Blue Metallic • Luxor Beige Carrera SSeats Wheels • Switchable Sports Switchable Sports Exhaust • Full Leather Sports Seats Manual Gearbox Seats • PDK Gearbox with Paddles Gearbox • 20” Carrera S Wheels BucketWhite PDK Gearbox • Sports 20” Black Seats • PDK Gearbox •Sport 20” Satin Black Sports Seats • 20” Carrera Classic Wheels Exhaust •SSport Chrono •Cup 22,819 miles Interior • Touchscreen Satellite Navigation Air Conditioning • •17” Wheels Sports Exhaust • 20” Satellite Navigation Carrera Wheels Chrono Carrara White • Black Half-Leather Sports Switchable Dark Touchscreen Blue Metallic • Luxor Beige Leather Carrera • Switchable Sports Switchable Sports Exhaust • Full Leather 2015 (15)S Wheels Sport Chrono • 29,538 miles • 2015 (15) 285 BHP VarioRam •by Dark S III Touchscreen Sport Chrono • •Heated & Steering Previously Sold & Serviced ParagonCarrera Seats • PDK Gearbox •Engine 20” Satin Black Sports Seats •Wheels 20” Carrera ClassicSeats Wheels Exhaust • Sport Chrono • 22,819 miles Interior • Touchscreen Satellite Navigation Blue with Satellite Navigation •miles Bose Carrera S Wheels • Switchable Sports Switchable Sports Exhaust • Full Leather Wheel • 14,224 •Sound 2016 (16) 9,659Power miles •Hood 2015 (15) Tonneau £54,995 £54,995 2015 (15) Sport Chrono • 29,538 miles • 2015 (15) Exhaust • Sport• Chrono • 22,819 miles Interior •miles Touchscreen 61,259 miles 1997 (P) 22,832 • 2012 Satellite (62) Navigation £49,995 £54,995 2015 (15) Sport Chrono • 29,538 miles • 2015 (15) £54,995 £54,995

911 Carrera 911 Carrera 2 Targa (993) 911 Carrera Targa 2 GTS (997 GEN II) 911 Carrera 2 S (991) 911 Carrera 4 GTS (997)

911 Carrera 2 GTS (997)

GT Silver Cocoa Heated Turquoise Green • •Marble Grey Seats • Metallic PDK •Gearbox • 19” GTSLeather Centre Carrara Seats • PDK •Gearbox 19” GTS Centre Granite Green • Linen Leather White Black Leather Sports 911 Carrera 4Black (997) 911 Carrera 2 •GTS (997) Carrara White Half-Leather Sports Basalt Black ••Black Bucket Lock Wheels • ••Sport Chrono • Previously Lock Wheels Sport Chrono •VarioRam Previously Sports Seats • GTS PDK Gearbox with Leather Seats 285 BHP Seats • G-50 Gearbox 16” Fuchs Wheels Seats • PDK Gearbox •Half-Leather 20” Carrera S Seats PDK• Gearbox • 19”Kit GTS Centre Seats • Serviced PDK Gearbox • 19” Exhaust GTS Centre &• Serviced by Paragon •(408 23,001 Sold bySports Paragon ••35,182 Paddles X51 Power BHP)Wheels Engine • Air Conditioning 17” Porsche Sold Certificate of •&Switchable Carrara White • Authenticity Black Half-Leather Sports Basalt Black • Black Half-Leather Bucket Lock Wheels •(12) Sport Chrono • Previously Lock Wheels •(11) Sport Chrono Classic • Previously miles • 2012 miles • 2011 Sport Chrono • Switchable SportsTouchscreen Targa Wheels • Porsche Previously Sold & Serviced by Paragon Satellite Navigation Seats • PDK Gearbox • 19” GTS Centre Seats • PDK Gearbox • 19” GTS Centre Sold & Serviced by Paragon • 23,001 Sold & Serviced by Paragon • 35,182 Exhaust • Parking Sensors • 28,486 Navigation 3rd High Brake Lock Wheels •(E) Sport Chrono • Previously Lock Wheels ••Sport Chrono Previously 45,645 miles • 1988 Heated Seats • 39,680 milesLevel • •2014 (14) £67,995 £65,995 miles • 2012 (12) miles • 2011 (11) Sold & Serviced by Paragon • 23,001 Sold & •Serviced Paragon • 35,182 miles • 2011 (11) Light 71,789 by miles • 1996 (N)

£84,995miles • 2012 (12) £67,995 £59,995

£62,995 miles • 2011 (11) £65,995 £59,995

Sport Chrono • 50,578 miles • 2010 (10) £69,995

Boxster GTS (981)

911 Carrera 4 (993) Cayman GTS (981)

911 Carrera (991) Cayman2 SS (718)

£65,995

£54,995

£59,995

£54,995

Cayman T (718)

Boxster S (718)

911 Turbo (996)

Boxster S (718)

Cayman T (718) Boxster S (718) Cayman T (718) 911 Turbo (996) Bucket Seats • 20” Carrera S Wheels Seats • PDK Gearbox • 20” BlackII) Carrera 911 Turbo (996) 911 Carrera 2(718) S (997 GEN Cayman T (718) Boxster S Jet Black Metallic • Black Half-Leather Jet Black Metallic • Black Leather Sports PDK Gearbox • Switchable Sports Exhaust S Wheels • Switchable Sports Exhaust Carrara White Metallic • Black Seal Grey • Black Leather Seats

Jet Black Metallic • Black Half-Leather

Jet Black Metallic • Black Leather Sports

Bucket SeatsLeather •Satellite 20” Carrera SElectric Wheels SeatsWhite • PDK •Gearbox • Navigation 20” Black Carrera Touchscreen Navigation Touchscreen Satellite Arctic Silver • Black Fully Leather Sports Jet918 Black Metallic • Black Half-Leather Jet Black Metallic • Black• Leather Sports Bucket Seats • 20” Carrera Carrara Tiptronic S Black Gearbox Bose Sound PDK Gearbox ••Switchable Sports Exhaust S Wheels • Switchable Exhaust Sport Chrono 6,252 •miles • 2019 (19) Seats 16,671 miles • 2017 (17)Sports Seats • 18” Turbo II Wheels Electric • 19” Turbo Wheels • Touchscreen Bucket Seats • 20”•Carrera S Wheels Seats • PDK Gearbox • 20” Black Carrera Sport Wheels Switchable Sports Electric Sunroof • Parking Sensors Satellite Touchscreen Satellite Navigation Sunroof Touchscreen • Exhaust Cargraphic Sports Navigation Exhaust Satellite Navigation Switchable Sports PDK Gearbox • Switchable Sports Exhaust SRed Wheels • Switchable Sports Exhaust £52,995 £52,995 • Touchscreen • •Previously Sold Sport Chrono • 6,252 miles •Satellite 2019 (19) 16,671Stitching miles • 2017 (17) Previously Sold & Serviced by Paragon Exhaust • Sport Chrono • 45,056 miles Touchscreen Satellite Navigation Touchscreen Satellite Navigation Navigation with Apple CarPlay & Serviced by Paragon • 59,357 Sport • 6,252 miles • 2019 (19) 200916,671 • 2017 (17) 34,902 miles •Chrono 2001 (Y) (59) miles £52,995 £52,995 1,669 miles • 2019 (69) miles • 2004 (53)

Basalt Black • Black Soft Ruffled Leather Lava Orange • Black Leather Sports Seats 911 Turbo (996) Boxster S (718) Seats • Tiptronic S Gearbox • 18” Turbo PDK Gearbox • 20” Black Carrera S Wheels 911 Turbo Boxster S (718) Basalt Black •(996) Black Soft Ruffled•Leather Lava Orange Leather Sports Seats II Wheels • Satellite Navigation Factory Basalt Touchscreen Navigation Guards Red • Black Leather Sports Black•Satellite •Black Heated Black Seats • Tiptronic S Gearbox 18” TurboSeats PDK Gearbox • 20” Black Carrera S Chrono Wheels Hardtop • Previously Sold &•Serviced Switchable Sports Exhaust • Sport Guards Red • Black Leather Sports Midnight • Sand Beige Leather Basalt Black • BlackSSoft Ruffled Leather Lava Orange • Black Leather Sports Seats Seats • Tiptronic Gearbox Leather Seats •Blue Touchscreen II Wheels • Satellite Navigation • Factory Touchscreen Satellite Navigation by Paragon • 59,273 miles • 2003 (53) 12,247 miles Seats • 2016•(16) PDK Gearbox • 20” Carrera S Wheels Sports 19” Carrera Classic Seats • Tiptronic S Gearbox • 18” Turbo PDK Gearbox • 20” Black Carrera S Wheels 19” Carrera S Wheels • Satellite Satellite Navigation with Bluetooth Hardtop • Previously SoldNavigation & Serviced Switchable Sports Exhaust • SportCup Chrono Touchscreen Satellite Wheels • Factory-Fitted Aerokit IINavigation Wheels • Satellite Navigation • Factory Phone Touchscreen Satellite Navigation £49,995 £49,995 Parking Sensors • Parking Sensors • 19” by Paragon ••59,273 miles • 2003 (53) 12,247 miles • 2016 (16) Previously Sold & Serviced by Paragon Satellite Navigation • Sport Chrono Hardtop • Previously Sold & Serviced Switchable Sports Exhaust • Sport Chrono Bose Sound • 53,923 miles Carrera S II Wheels • Sport Chrono by Paragon • 59,273 miles 12,247 miles miles • 2016 •(16) 27,929 miles • 2016 (16)• 2003 (53) 42,560 2006 (06) £49,995 £49,995

£49,995£52,995

£49,995 £44,995

£67,995

£52,995

£52,995 £47,995

01825 830424 £41,995

£54,995

911 Carrera 2 S (997) Boxster S (718)

Cayman S (987 GEN II) 911 Carrera 4 S (997)

2005 (05)

50,062 miles • 2009 (09)

sales@paragongb.com £25,995

£49,995 £41,995 www.paragongb.com £24,995

01825 830424 sales@paragongb.com www.paragongb.com We have superb in-house workshop and preparation facilities. Each car is supplied fully serviced with a new MOT and our 01825 830424 sales@paragongb.com www.paragongb.com 01825comprehensive 830424 sales@paragongb.com www.paragongb.com 12-month/unlimited mileage parts and labour warranty. See more of our current stock at paragongb.com We have superb in-house workshop and preparation facilities. Each car is supplied fully serviced with a new MOT and our 12-month/unlimited mileage comprehensive parts andfacilities. labour warranty. See more offully ourserviced current stock paragongb.com We have superb in-house workshop and preparation preparation Each carcar is supplied with aat new MOT and ourand have superb in-house workshop and Each with a new MOT PA R AGand ON Gpreparation B LTD F IVfacilities. E facilities. A S H E S Each E A ST S UisSis S Esupplied X TNfully 20fully 6 serviced H Yserviced WeWe have superb in-house workshop car supplied with a new MOT and our 12-month/unlimited mileage comprehensive parts and labour warranty. See more of our current stock at paragongb.com

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2022’s BEST BUYS

SPOILED FOR CHOICE Porsche has introduced its new 992 GTS models. To decide which is best, we made our way to the all-new Franciacorta Porsche Experience Centre in northern Italy… Words Mark Smyth Photography Porsche

UP TO

£110k

T

he story of Porsche’s GTS badge goes back to November 1963 and the unveiling of the 904 Carrera GTS at the Solitude race circuit in Stuttgart. This now legendary street-legal racing machine featured a plastic body to reduce weight (giving it a distinct advantage at the track), which helped the mid-engined model win the 1964 Targa Florio road race with works drivers, Antonio Pucci and Colin Davis, at the controls. Herbert Linge and Gianni

Balzarini followed close behind, taking second place in their factory 904 entry, ahead of the Scuderia Sant’Ambroeus Alfa Romeo Giulia TZ driven by Roberto Bussinello and Nino Todaro. Over the next three decades, only two other Porsche models wore the GTS badge: the 924 Carrera GTS in 1981 and the formidable 928 GTS in 1992. In 2007, however, the badge returned, although not on a sports car, but on the Cayenne. It was a move which confused many marque enthusiasts, but Porsche’s plan was to create a new line of models

wearing the GTS nameplate, irrespective of whether they were sports cars or SUVs. Proving the point, a couple of years later, in 2009, the 997 Gen II GTS arrived. The floodgates were open — since then, the GTS badge has appeared on the Boxster, Cayman, Macan and Panamera, but it’s important to note Porsche adopted the same philosophy it applied to the original GTS in 1963: to create a street-legal Porsche with race car spirit. A Porsche for the true driving enthusiast. In today’s world, this equates to a car hugely involving to

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992 GTS

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drive, constructed using lighter materials (thereby increasing the power-to-weight ratio), but retaining comfort, ticking the box as a powerful sports machine usable in everyday driving environments. It’s speculation on our part, but looking back, it seems modern GTS-labelled Porsches are what emerged after Stuttgart’s engineers were asked to create their dream derivative of given models. Yes, they really have been that good! At the same time, when it comes to Porsche’s Individual Equipment options list, these cars have required minimal thought from potential buyers, almost as though each car’s design and engineering team has done all the thinking for you, save for whether you want to ditch Alcantara in favour of full leather. This all changes with the new 911 GTS. Firstly, you can have this 992-generation model as a Targa or full drop-top, while the coupe version can be bought as a Carrera (rear-wheel drive) or Carrera 4 (all-wheel drive). You can then shave off a net figure of around twentyfive kilos by choosing the invitingly named Lightweight Package. Order your new GTS with either a manual or PDK transmission, add rear-wheel steering, Porsche Carbon Ceramic Brakes, RaceTex interior… the list goes on. If you love the idea of Porsche personalisation, you’ll have a blast, but if you want Porsche to present you with its definitive take on what a new 911 GTS should be, you’re out of luck. Like other GTS models, there are black details, including the badges, while the LED headlamps have a darkened tint to

them. There are new air outlets in the rear diffuser and, as only the eagle-eyed will have noticed, there’s a GTS-specific chassis sitting 10mm lower (only for the coupe and convertible, mind). You go straight to the top of the class if you spotted how the rear number plate is a few millimetres higher, allowing for the shape of the redesigned diffuser. Inside the car, there’s a sea of RaceTex cloth as standard, including the centres of the sports seats. The same fabric is used to cover the GT sports steering wheel, which, because the Sports Chrono package is standard, gets the rotary driving mode dial. The GTS logo is stitched into the headrests and shown at start-up on

the instrumentation display, where you’ll find Porsche Track Precision App and tyre temperature readouts accompanying the class-leading Porsche Communication Management (PCM) infotainment system. The optional GTS Interior Package gives you contrasting colours of Carmine Red or Crayon for the stitching, seatbelts, GTS lettering and instrumentation. This package also includes a matte carbon finish for the centre console and door trims, while additional Race-Tex is used for the lower part of the dashboard. The Lightweight Package is only available for the GTS coupe, reducing mass through the use of carbon-fibre reinforced plastic bucket seats, thinner

Above 193mph and a sprint to 62mph from rest in just 3.4 seconds from the Carrera GTS three-litre twin-turbo flat-six

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glass and deletion of the rear seats. What’s interesting, though, is how this 911 could be even lighter — choosing the Lightweight Package means adding rear-wheel steering, contributing an extra twenty-five kilograms, which, as you’ll recall, is the same figure the Lightweight Package removes. So, er, no actual difference in the host 911’s overall weight, then? Why you have to have rear steering with this package is a mystery, but the system definitely contributes to dynamically superb Porsche, as we will explain shortly. And here’s a tip if you wish to order a 992 GTS and keep weight down: the PDK transmission weighs a whopping thirty-five kilos more than the seven-speed manual gearbox. Hashtag ‘just saying’ and all that. A big part of the car’s dynamics

comes from the fact the chassis gets the 911 Turbo’s suspension, including Porsche Active Suspension Management (PASM). What it also gets are the Turbo’s rear helper springs. These components ensure the main springs maintain perfect tension and rebound characteristics at all times. Unsurprisingly, there’s much more clever stuff at play, complete with the acronyms Porsche loves to make use of at every given opportunity. Porsche Dynamic Chassis Control (PDDC), for example, provides maximum stability in corners whilst ensuring the general level of ride comfort which makes a 911 such a usable everyday sports car. Porsche Torque Vectoring (PTV) and Porsche Stability Management (PSM) are also standard features of the 911 GTS. We then return to the options list,

TECH SPEC Model

911 Carrera GTS Coupe

Price

From £108,920

Engine

3.0-litre twin-turbocharged flat-six with seven-speed PDK transmission (manual available as an option)

Economy

24.8mpg (combined)

CO2 emissions

258g/km

Top speed

193mph

0-62mph

3.4 seconds

Power

473bhp

Torque

420Ib-ft

Weight

1,545kg (DIN)

with Porsche Ceramic Composite Brakes (PCCB), the rear-wheel steering system and Power Steering Plus, which adds a little more assistance for when you’re driving around town. Before we get to the bit you really want to know about, we need to talk about the 911 Targa GTS. If you want the clever folding roof thing (and its alluring appearance), then go for it, but on our drive out of Verona, the wind noise and buffeting at motorway speeds was less than pleasant. Also, it’s worth noting the Targa doesn’t get the PASM chassis. Indeed, the semi-open-top’s suspension felt a little firm for our liking, making it less of an everyday sports car than the other available GTS-badged 992s. That said, the Targa was the only car at we tried with the seven-speed manual, and that’s well worth discussing. The manual gearstick in a GTS is ten millimetres shorter than in other new 911s. It feels great to work with and the actions are so precise you wonder how Porsche’s engineers managed to achieve such a feat. You also get to enjoy the sound of the mechanicals at work. Engage the clutch and you can hear what it’s doing! You can also hear the next gear engage as the power comes in. More exhilarating is the totally intoxicating throttle blip on down-shifting. Excuse the cliché, but beneath the driver, there’s an orchestra at work, creating a symphony drowning out the digital age and reminding us how

Above Italy’s new Porsche Experience Centre was the perfect proving ground for the new Carrera GTS Coupe

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992 GTS

Above Changing the spark plugs isn’t going to be easy...

analogue can still take your breath away. On reaching the new Porsche Experience Centre in northern Italy, we initially took to the circuit in a 911 Carrera 4 GTS equipped with PDK. With a sprint from rest to 62mph in just 3.3 seconds (a tenth quicker than the rearwheel-drive GTS), it should have been our pick of the bunch. Moreover, this car should have provided tremendous grip and cornering stability, but it didn’t. It was all over the place, something initially put down to the tyres being twenty-five percent over-inflated. This might well have been the case, but there was something seriously wrong with the steering. We suggested ‘control-altdelete’ for the steering software, after which, Porsche’s engineers took the car away, possibly to give it a thrashing with

a big stick, Basil Fawlty style. Dismissing the Targa left us with the ‘regular’ rearwheel-drive Carrera GTS, although the appointment of the Lightweight Package and its rear wheel steering system made this particular 911 anything but regular. The three-litre flat-six produces 473bhp at 6,500rpm with 420lb-ft torque between 2,300-5,000rpm. In the new 911 Carrera GTS, 62mph is reached a tenth slower than the all-wheel-drive model, plus it should have less traction, especially in wet conditions. And yet, it proved to be the highlight of the GTS range, and not just because the car we were given didn’t possess the same questionable electrical gremlins as the Targa. No, the Carrera GTS was simply dynamically brilliant. It was so different to the other 911 GTS models at our

disposable. So agile, so precise, so much easier to hurl into a corner and know you could guide it around, hitting the apex spot-on and powering out of the bend with confidence. Of course, the rear-wheel-drive configuration allows for a touch of oversteer (a lot of oversteer if you disable driver aids), but the Sport Chrono package’s various driving mode configurations allow you to decide exactly how much you want to play. The engine delivers exactly the right amount of desired power the second you demand it, never attempting to argue with you. There’s no real lag and it does as it’s told, channelling its power to the rear wheels as you confidently seek out more and more grip and the revs climb further towards the redline. With this in mind, you probably think we have a clear favourite when picking between the available products in the new 911 GTS range. Well, yes and no. It’s obviously not the Targa. We expected the Carrera 4 GTS to be the standout star of the show and, if we get an enthusiastically builton-a-Monday morning example to drive, perhaps we’ll find it is, but the rear-wheeldrive Carrera GTS is so good, we suspect it can’t be beaten in this configuration. In our opinion, it doesn’t need the weight reduction of the Lightweight Package and you could drop a significant thirtyfive kilos by ordering a manual gearbox, although we appreciate PDK is the status quo these days. Semi-automatic transmission is just one of many choices you can make with the 911 GTS range, and though choice is good, choosing a Carrera GTS is better. l January 2022 81

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HPPorsche.qxp_Layout 1 10/09/2020 12:33 Page 1

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1976 PORSCHE 911 2.7 J SERIES £55,995.00

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1990 PORSCHE 911 964 C2 CAB £43,995.00

First registered in August 1990, this UK supplied, Grand Prix White 964 C2 Cabriolet is in excellent condition both inside and out having benefited from an external respray and internal refit in 2011. 27 OPC and Independent Specialist service stamps. Full interior refurbishment and external respray carried out in 2011 Looking to sell your Porsche? We can buy your car, sell your vehicle on your behalf, or part exchange against one of our cars in stock. Call 01282 697171 or visit our website: www.jasmine-porschalink.co.uk for further details.

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VERNEY, VIDI, VICI

SUBSCRIBE

TO

2 SEE PAGE 1IL2S FOR DE TA

From 1974 to 1983, Anny-Charlotte Verney drove the 24 Hours of Le Mans ten times, completing nine of those outings in a Porsche. In an exclusive interview with 911 & Porsche World, she looks back at her extraordinary career as a race and rally driver in some of the world’s most punishing motorsport events… Words Johnny Tipler Photography Porsche, the Verney Archive

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C

onsidering she’s a native of Le Mans, you might expect AnnyCharlotte Verney to have attended the city’s daylong race a fair number of times. This is, of course, the case, but she’s not merely been present — she’s actually taken part. In fact, Verney holds the record for the highest number of 24 Hours of Le Mans participations by a woman, having competed at the event for ten straight years between 1974 and 1983. Back in 1923, her grandfather was one of the initiators of the twenty-four-hour enduro. With this in mind, you might think it her destiny to have competed at Le Mans. You’d be right, and although she drove BMW, Ford, Nissan and Formula Renault single-seaters and touring cars in other events, her weapons of choice at Sarthe were air-cooled Porsches of various kinds, usually privately entered by herself. She has a great memory — and, shrewdly, retained a set of diaries — and was more than happy to talk us through her palmares at her home in Biarritz.

How did you first get involved in motorsport?

Below Sponsorship from BP gave Verney the leg up she needed to get on the motorsport ladder, taking on international racing and rallying

In 1972, I drove twelve races at circuits in France with a Citroën MEP. It was a single-seater, and I carried the car on a trailer being towed by my Citroën DS 11. I frequently spun the MEP, usually during practice on Fridays when familiarising myself with circuits in advance of race day, but this was a good environment to learn my craft in. It gave me strong character. After all, when you’re the only woman racing and

INTERVIEW the competition is twenty-five men, you have to demonstrate you’re not going to let everyone pass on the first corner. I had only two crashes, although I had to rebuild the whole front part of the car on one occasion. I was also lucky insofar as I had a good support network —friends helped change tyres and swap brake pads during the races I participated in.

And then you became a professional racing driver? In October 1972, I received a proposition to race an Alpine A110 1600 S for Team Aseptogyl, the rally team established by seasoned competitor, Bob Neyret. To be honest, I wasn’t entirely happy joining an all-women team comprising very well-known drivers, but I accepted the invitation. It should be noted, a rally season was something new for me and, back then, there were six rallies per season, each event lasting between eight and ten days. I started with the Rallye Neige-et-Glace in March 1972. This was the first time I competed on ice. In May, I won the Paris-St Raphael rally, an event exclusively for female participants. The prize was a Fiat! In September, I raced in the Tour Auto with a Group 4 Alpine A110 1800 tuned by Mignotet. This was a fantastic car. Unfortunately, I didn’t finish the event due to an accident on the last stage — I was holding fourth place, but my co-driver made a mistake reading our map and we ended up in a ravine. After this incident, I decided I preferred circuits to rally stages, leading me to quit Team Aseptogyl at the end of the year, just after we crossed the Sahara Desert for Peugeot, an exercise designed to show the viability of the 504 for the

Paris-Dakar. After this adventure, in January 1973, I stayed in Abidjan, unable to resist the lure of my first African Rally, the Rallye Bandama in Côte d’Ivoire, but I endured a serious accident. I wasn’t driving, you understand. My co-driver, Christine Dacremont, was at the wheel. This particular rally took place across four days and nights and was known for its challenging conditions, so much so none of the entrants finished Rallye Bandama in 1972. Sadly, Dacremont left the road when we were participating. The hospital I was sent to contacted by my parents, telling them I was in a desperate state. They didn’t hesitate in arranging for me to head home. I’m glad they did, otherwise I would probably still be there!

Your first drive at the 24 Hours of Le Mans was in 1974? Correct. I decided to stay in circuit racing, but I had to find a sponsor because I never wanted to ask my parents for money. Instead, I approached oil companies. BP offered to support me for a single season, but ended up staying with me for eight years! For the first time, I raced as a professional. As if that wasn’t pleasing enough, I was doing so with a factory-prepared Porsche. In June 1974, I raced at the 24 Hours of Le Mans, but I hadn’t told my parents. They found out on the Monday before the race, when they read an article in the Le Maine Libre newspaper announcing my debut at Sarthe. This was the first time I saw my father afraid and, on the startline that Saturday, he approached me with the Vice President of Automobile Club l’Ouest, the Le Mans organising body, and told me to stop if I felt the car

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was too fast. I remember assuring him I’d flash my turn signal and stop at the end of the straight if I was in trouble! As it happened, I performed well in the first three laps, and the car finished a very respectable thirteenth overall and seventh in the GT class.

That was the Carrera RSR 3.0 campaigned by Pierre Mauroy, with him and Martine Rénier serving as your co-drivers? Yes. I personally entered a similar car into the 1975 24 Hours of Le Mans, enlisting the services of Corinne Tarnaud and touring car ace, Yvette Fontaine. We finished eleventh overall and second in class, as well finishing ahead of the other two all-women teams that year. I enjoyed the same overall result at Le Mans in 1976, when I drove Louis Meznarie’s turbocharged Group 5 934/935. My teammates were Hubert Striebig and Helmut Kirschoffe. We completed 298 laps, finishing fifth in class.

You were driving serious machines! I sure was. In 1977, I was driving my own three-litre 911 again, bringing Striebig along for the ride and adding

Dany Snobeck and Paris-Dakar winner, René Metge, to the team. We finished eighteenth overall and second in the Group 5 class. My mechanics had to take out the engine to change the gearbox during the race, meaning we were very delayed. The following year, we again had a gearbox problem, but although we didn’t have a turbocharger at our disposal, we could run faster than the 934s in attendance. My co-drivers were Xavier Lapeyre and Francois Servanin, and we ended the race twelfth overall, winning the Group 4 class.

You reverted to a 934 in 1979, a car wearing a distinct lack of BP stickers. My 1979 24 Hours of Le Mans entry was wholly self-financed, but yet again, the team suffered a long delay due to annoying transmission problems. We were stuck for three hours! I had Patrick Bardinon and Metge joining me as co-drivers, and though we finished a modest nineteenth overall, we managed to climb to third in class.

The 935 was the car to have. Well, while myself, Bardinon and Metge

had to settle for nineteenth in the 934, the 935 in Kremer K3 guise won the 1979 24 Hours of Le Mans at the hands of Klaus Ludwig and the Whittington brothers. Perhaps unsurprisingly, my 934 was exchanged for a K3 in readiness for Le Mans in 1980, but the race was actually quite a sad affair. Lapeyre and I had moved the car up into fourth place by the seventeenth hour. Award-winning actor, Jean-Louis Trintignant, was the third driver. Unfortunately, he rolled out onto the track and crashed on his first lap! The Porsche was performing perfectly. Trintignant panicked. The result of this incident was a K3 too badly damaged to carry on.

Above Verney, Ray Ratcliff and Bob Garretson shared the no.77 Kremer 935 K3 for the 1982 24 Hours of Le Mans

We hear your frustration. Sixth overall the following year must have been satisfying, though? Quite right. For the 1981 24 Hours of Le Mans, I was driving a K3 for CookeWoods Racing, enjoying a return to BP sponsorship. My co-drivers were Ralph Kent-Cooke and Bob Garretson. As you point out, we finished sixth overall and second in the IMSA GTX class. In 1982, I drove the same K3, this time for Garretson’s eponymous team, sharing driving duties with him and Ray Ratcliff, finishing eleventh in distance and fifth in the IMSA GTX category.

Looking back, as far as your Le Mans achievements are concerned, your best days were behind you. What happened in 1983? My last attempt at conquering Le Mans. I won a works drive with the Jean Rondeau Ford France team. I was accompanied by Joel Gouhier and former Porsche factory driver, Vic Elford, in a Cosworth DFV-powered Rondeau M482. Unfortunately, the car was forced to retire during the tenth hour with valve trouble. Just so you know, my speed record on the Mulsanne Straight is set at 221mph!

Left Driving the no.59 Carrera RSR 3.0 for Pierre Mauroy’s team at Le Mans in 1974, Verney’s first outing at Circuit de la Sarthe

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Tell me about some of your other motorsport exploits. Going back to 1974, I finished second overall and won my class in the Paris-St Raphaël women’s rally, driving a Carrera RS. In 1976, Martine Rénier and I rallied an Escort RS2000 in the Finland 1,000 Lakes Rally under the Ford France banner. I also competed in the Rally of Morocco with Marie-Madeleine Fouquet, but both events ended with retirement. In the 1975 Tour de France Auto, I finished eighth overall in my Carrera RS, Fouquet once again at my side, before finishing in fourth place with Denise Emmanuelli and the 911 in the 1977 Tour Auto. I then entered the Monte Carlo Rally with Emmanuelli in 1978, the pair of us in an Opel Kadett. We experienced another retirement, but dusted ourselves off for the same event a year later, which we drove in an Escort RS2000.

Alongside your Le Mans entries and in parallel with your rally career, you were also a regular competitor in other big sportscar and touring car races of the time. Ha! I’ll have to look again at my diaries! In addition to Le Mans in 1974, I entered the 1,000km of Castellet, the annual endurance race held at Paul Ricard Circuit. Daniel Brillat and I were driving a Chevron B23. We were twentieth from thirty-second on the leaderboard. I drove my 911 in the same race, finishing fourteenth with Fouquet. The next year, I ended the Giro d’Italia in eighth place, once again driving my 911, this time with Bernard Pasquier.

Did you ever compete in a full season, or did you prefer occasional races? In 1976, I participated in most European rounds of the World Championship for Makes, with Striebig co-driving in Meznarie’s 934. Apart from Le Mans, we didn’t finish any of these events thanks to various problems with the car, not least a series of fires. For the Dijon 1,000kms toward the end of the season, we switched the faulty 934 for my RSR, but its clutch failed. In 1977, as well as competing at Le Mans, we were fifteenth at the 500km of Castellet. Striebig was my co-driver again for the first part of 1978, and we finished fifteenth at Dijon.

Your speciality was obviously endurance events. I could pace myself. And I had the right frame of mind. You need to have patience for this type of motorsport. In fact, I competed in two daylong races in 1979, namely Le Mans and the 24 Hours of Spa, the latter in a Ford France-entered Escort. In 1980, I drove the 24 Hours of Daytona with Garretson and Skeeter McKitterick in a Kremer 935 K3, ending ninth overall. This was similar to the car I drove at Le Mans, where we were running fourth until Trintignant crashed us out. I also tackled the 1981 24 Hours of Spa in a Ford Capri, with Alain Ferté and Jean-Louis Schlesser, but the Blue Oval’s engine blew up.

Your rally-raid adventures in Africa began in 1982, but how active were you in circuit racing after your final

outing at Le Mans in 1983? I mostly focused on French touring car races. In 1984, I came twelfth in the 500km of Vallelunga in a BMW E24 635 CSi, partnering with Roger Dorchy and Philippe Haezebrouck. The E24 was the car to beat at the time. I also returned to Spa in 1986, driving a Toyota Corolla with Chantal Grimard and Henny Hemmes. We finished in twenty-fifth place. My last big circuit race was the 24 Hours of Spa in 1990, where I shared a Team Zexel Nissan Skyline R32 GT-R with Hideo Fukuyama and Naoki Hattori.

Above Verney holds the record for most number of Le Mans entries by a woman

Tell us more about your time in single-seaters. There’s not much to tell, really. It was only two seasons, spanning 1976 and 1977. I drove in the Formula Renault European Challenge. In this competition, however, there were drivers who would go on to become superstars. Didier Pironi and Alain Prost spring to mind.

Most of your career has been spent driving Porsches and Fords, then? I drove a Capri for most of the 1977 French Touring Car Championship, my best result being seventh at MagnyCours. In 1978, I drove a BP-sponsored Escort RS2000 in the same competition, finishing fifth at Montlhéry and Le Mans. I was fourth in the championship come season end. I was also French Women’s Champion from 1976 until 1982. After then, in 1983, I started driving the E24, which was run by Bodard Race and Tuning, My best result was eighth at Rouen-les-Essarts. You might not be

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INTERVIEW

Above Verney’s Carrera RS served her well at Le Mans in 1975, where she entered the car is a privateer and finished eleventh overall Top right Taking part in the 1986 ParisDakar Rally for the Toyota works team

Below Verney’s last Le Mans was in 1983, driving the Cosworthpowered Rondeau with Vic Elford and Joël Gouhier

aware of this fact, but in mid-1984, I swapped my seat in the BMW for time in charge of an Alfa Romeo GTV6, winning the women’s prize with two tenth-place finishes at Montlhéry and Nogaro. Then, in 1985, I drove a Peugeot 505 Turbo and had a best finish of ninth at Nogaro. This was my last year in the French Touring Car Championship.

We have to ask you about the infamous 1982 Paris-Dakar Rally, when you were navigating for Mark Thatcher. What happened? I met Mark Thatcher at Le Mans a year earlier. Hertz sponsored us both

separately. Thatcher was driving a 935 for Claude Haldi and Charles Ivey Racing. Neither of us were committed to any races during the winter, which is why we decided to enter the ParisDakar, which took place across most of January 1982. And so, I found myself co-driving with the son of England’s Iron Lady, Margaret Thatcher. We were joined by our mechanic, Jacky Garnier. We were near the border between Mali and Algeria, where we stopped to check a fault at the rear of our Peugeot 504. The rear axle and trailing arms were irreparably damaged. The 504 estate was a long-wheelbase car, probably too long for a rally-raid, which is better suited to short-wheelbase vehicles. Anyway, at that time, there were no mobile phones or GPS navigation systems, meaning we couldn’t get in touch with anyone to tell them we were in trouble. We were fiftysix miles off course. Hours turned into days. By the end of the third day, we’d run out of food and water, except for the fluid in the car’s radiator. Seriously. Mark didn’t seem too concerned, assuring us his mother would likely send a searching satellite overhead to pinpoint our location! Many search aircraft were despatched. In the end, after five days stranded, the Algerian air force found us. Back at the hotel, for the first and last time in my life, I saw a thirty-five-year-old boy on the receiving end of a vigorous reprimand from his father!

overall in a Mercedes-Benz 280 G-Wagen. Then, in 1986, I drove for the Toyota works team, finishing twentieth overall with a diesel-powered Land Cruiser, taking the class win. This was my best result on the Dakar — I drove a Mitsubishi there in 1988, but the team didn’t finish.

Any other big-time rallies? I finished third overall and won Coupe des Dames in the 1987 Rallye des Pharaons. The following year, I drove a Mitsubishi in at the Atlas Rally, achieving good class finishes. In 1989, I moved on to a Nissan Terrano and took a stage win on the Baja 1,000, as well as another Pharaons Coupe des Dames. I stayed with the Nissan team for the next three seasons, mostly on their marathon rally team, until I decided to retire from motorsport in 1992.

That’s one heck of a competition career. You were pretty much flat-out for two decades. Yes, I was, and I still take an interest in motorsport today, especially Le Mans. It’s where I’m from. It’s in the blood. l

You returned to the Sahara? Yes. I competed in the Paris-Dakar Rally in 1985. I ended the event fifty-sixth January 2022 89

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PICK UP THE PACE

While the 924 was being evaluated on the road, Porsche was hard at work on versions of the front-engined, water-cooled model for rallying and racing. In the first of a two-part series, we take a look at events surrounding development of the 924 Carrera GT, including the arrival of the 924 GTP at Le Mans in 1980…

Words Karl Ludvigsen Photography Porsche

P

orsche hinted at a fast future for the 924 at the Frankfurt Motor Show in September 1979. Aggressively poised on the manufacturer’s stand was a pure expression of speed — a concept car based on a 924 body shell. Wide slotted 928-style alloys loomed large in wheelhouses seemingly barely able to contain them. Front fenders were deeply flared, add-on bulges at the rear housed fat racing tyres, the

car was lowered half an inch over the standard 924 and attention to underbody airflow was evident though a deep slotted front skirt. Additionally, the rear window carried a larger version of the wraparound spoiler characterising the 924 Turbo. Porsche’s chief designer, Anatole ‘Tony’ Lapine, went all-out on the concept car’s interior. Its special three-spoke steering wheel featured a zipper down its centre, hinting at surprises within. The coupe was trimmed strictly as a

two-seater with form-fitting bucket seats and shoulder harnesses. Each door had a purse-like leather holdall on its surface. The instrument panel was unmistakably 924, but stripped to bare essentials. The interior colour was overwhelmingly red. Equally striking on the white Frankfurt show car was the name Carrera, outlined in red atop the right front fender. Here was a sacred Porsche model name associated only with its quickest and rawest cars, now affixed to an apparently humble four-cylinder 924 derivative. To

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924

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those in the know, however, the concept car underlined the intention of Ernst Fuhrmann to raise both the profile and the performance of the 924. Words to the gathered motoring media hinted the Carrera tag was intended to attack the hatchback’s feminine image and help the new baby become a fully-fledged member of the Porsche family. Although decidedly not conceived with competition in mind, the 924 would soon learn to race.

same specification as their rally entry. Each Porsche developed 180bhp at 5,800rpm, but with a different volumetric balance than the production engine: lower boost with a higher compression ratio. Exhaust pipes were unrestricted and emissions equipment deactivated.

STRONG START

Wider fenders made room for Dunlop’s fifteen-inch Safari tyres and a differential with eighty-percent locking was fitted. As usual in the Safari Rally, problems were rife, with shock absorbers causing grief during training and the event itself. Also, the rear suspension and its supporting components generated

serious complaint, even though the subframe was solidly mounted to the body. Engine overheating in sweltering Africa meant Barth and Kussmaul had to drive two legs of the second stage with the heater on full blast in order to encourage cooling power. Then, to add insult to injury, after 2,920 miles (190 miles short of the finish) and suffering many vicissitudes, the dynamic duo retired when one of the transaxle’s mounting lugs broke. Barth and Kussmaul concluded the turbocharged inline-four was up to the demands of rallying, although thirty more horsepower would be required to keep up with the competition. Their fuel tank held a shade under sixteen gallons, so greater capacity was needed, married with a less restrictive filler. Unsurprisingly,

Above Testing aero add-ons for development of the 924 GTR race car Previous spread Derek Bell and Al Holbert contesting the GTP class at Le Mans in 1980

CARRERA GT PRODUCTION WAS SET TO START IN AUGUST 1980, BUT WEEKS EARLIER, THE MODEL MADE ITS DEBUT IN PROTOTYPE FORM AT LE MANS

By 1979, the 924 was already being used in competition environments, for racing in North America and Britain, and for rallying in mainland Europe, where Jürgen Barth punished a 924 over the continent’s roughest roads. After his first events in 1978 with a naturally aspirated example of the model, Barth switched to the 924 Turbo from February 1979, when the force-fed Porsche was FIA homologated after the first four-hundred cars had been produced. For serious competition, it was considered the Turbo, with its punchy engine and four-wheel disc brakes, was the car on which to pin Porsche’s motorsport hopes for the 924. With his factory colleague, Roland Kussmaul, Barth used the 924 Turbo to tackle one of the toughest challenges a Porsche could face: the 1979 Safari Rally in East Africa. Before the event, the pair practiced for more than 3,000 miles in Kenya, with two cars configured to the

Below 924 Carrera GT muscular rear quarters would go on to inform the design of the massively successful 944

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better lights were deemed desirable, as were headlamp washers. Brakes weren’t bad, although they needed pumping up after a stretch of washboard roadway. Barth judged the 924’s handling “unproblematic,” going on to state how, in mud, the car “behaves satisfactorily.” Praise indeed. For future Safari Rallies, the choice would fall on the 911; racing would be the chosen metier for the 924 Turbo. And when Porsche thought of racing, it thought of one race in particular: the 24 Hours of Le Mans. Two programs were launched in parallel. One would create and produce an FIA-homologated Carrera GT version of the 924 Turbo. The other would develop a racing version of the new model to compete at Le Mans in 1980 as a prototype in the GTP category. Both initiatives would bring considerable kudos to the four-cylinder Porsche. Indeed, after the well-received launch of the Carrera-look 924 at Frankfurt, this style was implemented for the Carrera GT production car. It carried internal Porsche type numbers 937/938 for left/ right steering-wheel positions. Glassreinforced plastic was used for the new body panels, consisting of front skirt, front fenders and chunky rear fender extensions. These were needed to house the forged-aluminium staggered Fuchs

fifteen-inch wheels, boasting seven inches of width at the front and eight at the rear. Track was substantially increased from 55.8 to 58.1 inches at the nose and from 54.0 to 57.1 inches at the tail. Overall width was up three inches to 68.3 inches, and though the wheels usually carried 215/60 VR 15 Pirelli P6 tyres, P7s were supplied with the optional sixteeninch alloys. Underpinnings were largely carried over from those of the 924 Turbo,

the K-Jetronic’s air-metering valve and fuel-delivery system were also raised to support the larger turbocharger. Increasing charge density was an air to air intercooler lowering the temperature of the incoming air by 50°C. The intercooler was fed by a big scoop atop the right side of the bonnet, adding to the Carrera GT’s muscular look. The new model was offered only in silver, red or black with pinstriped cloth seats and bold Carrera script was printed in outline on the front fender. For the first time on a 924, the windshield was bonded in position, significantly increasing the body’s torsional stiffness. The rear spoiler was enlarged to about double the Turbo’s spoiler’s surface area. Overall, this was a competentlooking piece of Porsche kit weighing less than 1,200kg dry. Though production of the Carrera GT was set to commence in August 1980, just weeks earlier, the model made its debut in prototype form at Le Mans. This extensively modified variant was the Carrera GTP, assembled with factory type number 939. Four 939s were made — one experimental car and three race cars. Beginning in October 1979, the racers were developed by Norbert Singer, with Eberhard Braun serving as project engineer. “Back then, the image of the 924 was that of a Porsche with no potential as a competition car,”

Above Manfred Schurti and Jürgen Barth drove the no.4 924 GTP entry at Le Mans in 1980, finishing sixth overall

MORE THAN 227 KILOGRAMS HAD BEEN PARED FROM THE WEIGHT OF THE PRODUCTION 924 CARRERA GT albeit lowered 15mm at the rear and 10mm in front. The Porsche five-speed transaxle — weighing forty-five kilograms dry — replaced the usual Audi unit. The final-drive ratio was unchanged from that of the Turbo, although the Carrera GT was considerably more powerful, with its 210bhp at 6,000rpm and 206lbft torque developed at 3,500rpm. This uprating was achieved by raising the compression ratio to 8.5:1 (high for a forced induction engine) made possible by its use of Bosch DZV digital ignition control. The KKK turbocharger’s exhaust turbine was larger, allowing an increase of boost pressure to 11psi. Capacities of

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924

Above Highly modified two-litre inline-four prepared for battle at Sarthe

Singer recalls. “Some people even said the 924 wasn’t a ‘proper’ Porsche. This was frustrating. We were determined to change this impression.” The aim was not only to show the flag at Le Mans, but also to gather experience assisting in the creation of cars for the FIA’s newly formed Group B regulations, IMSA’s GTO category and the SCCA’s C Production class.

SHAKE DOWN

Below Maximum speed was 186mph, a figure Fuhrmann hoped would promote the 924 as a “serious Porsche” to those less than enamoured with the model

Starting with a 924 production shell, Singer noted “the steel body was not very stiff on account of the opening for the rear window, so we designed the aluminium roll cage to bolster the chassis considerably.” Front-end stiffness was increased by welding the subframe in place. In November 1979, this experimental unit became the first race car structure to be tested on Porsche’s new chassis shaking rig,

which mounted the body frame on struts designed to electro-hydraulically vibrate it in order to determine the structure’s frequency and travel in both bending and torsion. The tests ascertained that, after some improvements, the GTP had the highest dynamic stiffness yet measured. During the two-day session, the frame’s torsional frequency was doubled. All the new body panels, including the wider fenders wrapping around the existing taillight assemblies at the rear, were GRP. Track was further increased to 60.4 inches in front and 59.2 in the rear. Overall width rose to 72.9 inches to cover the BBS racing wheels (fitted with hotair extractors) with their 300mm (11.8 inches) rims and Dunlop tyres. Brakes were adapted from those of the 917 and 935. Titanium coil springs were used at both front and rear — the rear torsion bars were vestigial — and trusty Bilstein racing dampers were fitted. Titanium

was the choice for the driveshafts. The differential was locked. Singer and Braun mounted the inclined four-cylinder powerplant rigidly in the frame under an aluminium strut brace tying together the front suspension towers. The engine looked completely different with its KKK K27 turbocharger and wastegate relocated to the left rear of the block and fed by a longer and more efficient exhaust manifold. Fresh air entered the turbo through a screened duct from the car’s nose inlet. Leaving the turbo, pressure air passed through a throttle assembly and was then piped forward and down to the bottom of a big air to air intercooler at the front. From the top of this, it flowed back to a tapering log-type inlet manifold. Mechanical Kugelfischer fuel injection fed fuel straight into the ports through the log manifold in a manner BMW pioneered with its Formula Two engines. Transistorised ignition completed the power-producing package. A compression ratio of 6.8:1 was combined with boost pressure of 18.5psi to produce 320bhp over a range from 6,200 to 6,500rpm. Maximum torque was 280lb-ft at 4,500rpm. A dry-sump system with an external scavenge pump provided lubrication. Volkswagen’s full-scale wind tunnel was the venue for the series of experiments successfully holding the Carrera GTP’s drag coefficient to a moderate 0.350. “We looked to low drag and good balance,” says Singer, “accepting we had little downforce.” The rear spoiler was that of the standard January 2022 97

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Carrera GT, the team electing not to use a wing they’d developed “because we thought, frankly, it wasn’t necessary.”

SPEED MACHINE At the front, four headlamps sat under flush Plexiglas fairings above two circular apertures for brake cooling air. The shape was good enough to give the GTP a maximum speed of 182mph; at Le Mans, the cars were timed at 175mph. More than 227 kilograms had been pared from the weight of the production Carrera GT, thus the trio of 924 GTPs pitched at Le Mans tipped scales at 938kg, 944kg and 945kg respectively. Then, in December 1979, Porsche announced its plans for a “test entry” of the GTP threesome at Sarthe, saying it was “within the framework of a technical development program” and that Porsche would be “for a change, the underdog.” This was in line, says Singer, with Fuhrmann’s desire “to promote the 924 model” as a serious Porsche. So low-key was Porsche’s approach, it planned to crew the cars with Porsche employees only — no high-profile star drivers were considered. When he heard of this prosaic notion, however, Porsche Cars Great Britain’s then Press and

PR Manager, Mike Cotton, suggested the three 924s be piloted by drivers representing national teams from Germany, Britain and the United States. Under the marketing-minded regime of incoming CEO, Peter Schutz, this genial recommendation was accepted by the company board in Stuttgart. British Porsche stylist, Arnold ‘Ginger’ Ostle, came up with subtle paint schemes for the three cars, each decorated to evoke the nationalities of their drivers. The German crew was Jürgen Barth and Manfred Schurti. The British pairing matched Tony Dron with

Andy Rouse, and the American team consisted of Al Holbert and Peter Gregg, owner of Jacksonville-based Porsche dealer and race team, Brumos. The last of the three became an Anglo-American effort when Derek Bell stepped in to replace Gregg, who was regrettably concussed in a road accident in France en route to a practice session for the race. Doctors refused to allow him to take part in the event, leading to Bell’s first factory drive for the Porsche team. Next month, we’ll attend the race, as well as examine the impact it had on the Porsche production line. l

Above and below The sixth-place finisher strutting its stuff at Le Mans in 1980

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NINEMEISTER Engineering innovation spans Porsches old and new at this Warrington-based marque specialist… Words Emma Woodcock Photography Chris Wallbank

Q

uality comes first at Ninemeister. Company founder, Colin Belton, will cater for any Porsche through his sixteenstrong team’s specialities in restoration, engine rebuilds, servicing, storage, contemporary performance upgrades and bespoke cars wearing a 9m badge, indicating the product of 9m Cars, Ninemeister’s custom creation division, which will build the air-cooled 911 of your wildest dreams. Indeed, the

Cheshire firm boasts a wide range of talents spread across 30,000ft2 and two sites, all united by a drive for tangible, ongoing improvement. “I’m a design engineer by trade,” Colin explains. “It’s ingrained to look at every component, analyse it and, where necessary, develop a better solution.” Building on ever-developing relationships with a range of designers and fabricators, the Ninemeister team is forever creating new products for air-cooled and water-cooled Porsches alike. Lightweight flywheels for the 964,

993 and Cayman GT4 are an ongoing sales success, matching civility with increased responsiveness, while at the other end of the scale, a recent 9m Cars project has seen semi-active suspension and modern four-channel ABS systems spliced into early 911s. Before we look at these exciting developments, let’s wind the clock back to where the Ninemeister story begins. Ambition and a love of Porsche have been intertwined from the start, when a car-obsessed seventeen-year-old college student donned a shirt and tie

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Above A dedicated engine build shop can cater for ten poorly powerplants at once

and walked onto the marque’s exhibition stand at the British Motor Show. “It got me into a 911 driver’s seat for the very time.” Fast Fords monopolised Colin’s first few years on the road, but a growing passion for air-cooled sports cars soon took over. “In 1988, a friend announced he was going to buy a 911 Turbo. To my surprise, he did exactly that. A year later, I bought a 911 SC, my very first Porsche.” The pair soon dreamed bigger: they went racing, before establishing Porsche specialist, 930 Sport, with a mutual friend. In 1995, Colin struck out by himself

and formed 930 Motorsport. The strapline said it all: Porsche engineering, no compromise. Starting with a 1,600ft2 workshop and two employees, the company continually expanded, covering ever newer Stuttgart-crested cars and

the Ninemeister and 9m brand names emerging in the early 2000s. In the present, the company completes over 1,000 jobs a year, often at the hands of loyal technician, Robin Taylor. “He’s been with me from the very beginning,” Colin confirms. “He started out as a Team Lotus paddock technician in Formula One.” Ninemeister shows no signs of slowing down. The company’s 9m Performance department responds quickly to Porsche product launches, preempting customer demand to engineer a growing range of contemporary tuning

THE COMPANY’S 9m PERFORMANCE DEPARTMENT RESPONDS QUICKLY TO PORSCHE PRODUCT LAUNCHES, PRE-EMPTING CUSTOMER DEMAND

Facing page 9m and Ninemeister boss, Colin Belton, with some of the firm's latest in-build projects

offering a steadily increasing range of services. Parts development and Porsche motorsport activities swelled the business in the late 1990s, with

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products. A 992 GT3 is already running on the in-house dynamometer, providing the data needed to identify potential performance gains. “The process is always the same,” Colin continues. “We begin by looking at what’s available. New Porsches leave very little on the table, but we have found pockets and niches which can improve the GT3. The hard part is considering how best to extract them.” Hardware changes will likely include exhaust systems and high-flow catalytic converters, with fuel-specific ECU optimisation providing software support. One thing 992 GT3 owners won’t get, however, is compromise. “We’re highly conscious of emissions and regulations. Our modifications are carefully designed to remain road legal and drivable. We aim to enhance top end performance with zero day-to-day sacrifice.”

9m Performance department to reevaluate the 981 Cayman GT4. “Owners were complaining about lazy engine dynamics and were looking to tune their cars for better response. We knew we could do better.” Together, Peter and Colin have created and refined a GT4 performance packaging raising peak power close to 70bhp. Upgrades include new exhaust manifolds, a GT4 Cup intake and revised software. Whilst the conversion was track-focused for

top end power, the goal was to not lose anywhere else. “We hit targets for the extra performance at the top end, but ended up with a small torque dip in the mid-range. Happily, the second version of the exhaust manifolds more than filled the hole, meaning you can have your cake and eat it!” The finished system retains power gains, whilst also boosting torque throughout the mid-range. Feats of air-cooled engineering are just as common. For example, one of

Above Some of the very best classic 911 restorations take place at the company's Warrington headquarters

BRAVE NEW WORLD The 9m Performance department operates under parts consultant manager, Peter Robinson, who Colin is quick to praise. “He’s the driving force behind Ninemeister performance parts for water-cooled Porsches. Peter watches international markets to see which parts are selling well and the improvements owners across the globe are demanding.” Proving the point, American Porsche forums inspired the 102 January 2022

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Above Ninemeister's Peter Robinson takes care of the 9m Performance division

the latest performance modifications to roll out of 9m includes a CNC-machined solid DMF-replacement flywheel for 964 and 993-generation 911s, made to fill the niche between the smooth but softedged response of the standard dualmass flywheel and the faster-revving (but idle sensitive) lightweight flywheel fitted to the 964 Carrera RS. “The weight of this 9m flywheel sits exactly halfway between the two Porsche products. It drives as easily as the dual-mass item, but revs far faster through the gears.” A direct replacement without the need to be accompanied by a new clutch or an RSspecification release bearing, the product is a big hit, flying off Ninemeister’s shelves faster than it can be restocked.

Of course, this only scratches the surface of what Colin’s team can do with air-cooled Porsches. Specialising in later, aluminium-cased motors (but capable of rebuilding engines of any specification), the 9m engine build shop can tackle up to ten flat-sixes at a time. Average

we can raise power and torque beyond RS levels, yet the engine looks standard.” Adding billet camshafts and redesigned cylinder heads would push power to a hefty 350bhp. Designed in partnership with Formula One engineers at 4 Tech Motorsport, the heads are a staple upgrade now benefiting from a recent redevelopment programme. “We moved to a new manufacturer. Doing so made me realise we hadn’t looked at the part since 2005!” Colin’s response was to commission an engine design consultant to review all aspects of the 9m head, including port shapes and valve areas, the result being a new version, complete with upsized valves and increased port areas, all optimised to run on larger

FOUR OF THE EIGHT SERVICE RAMPS ARE DEDICATED TO SERVICING MODERN MACHINERY, FROM BOXSTERS AND WATER-COOLED 911s TO CAYENNES

Below From servicing to full restoration, Ninemeister takes care of all Porsche work, serving owners of cars old and new

turnaround for a standard rebuild is just eight weeks. “Factory-quality 993 upgrades are popular, which is why we developed a ‘9m X52’ variant of the 3.8litre Carrera RS engine,” Colin tells us. “By running modified stock heads and intakes at a higher velocity than the RS,

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engines than ever before. Enter the 9m air-cooled four-litre flat-six. “It seems everyone loves capacity, yet a lot of the ‘four-litre’ engines to emerge in recent times are actually 3.9litre units.” Colin was not amused. “This became a flea in my ear. Consequently, after a lot of hard work, we’re about to launch a new 9m turnkey engine with the full four-litre capacity, using the same 102.7mm bore and 80.4mm

stroke as the 997 GT3 RS 4.0.” As well as the new 9m cylinder head design, this modern RennSport machine will utilise a range of new engine parts, including a Ninemeister-designed bottom end incorporating new connecting rods, pistons and cylinders to run on a GT3 crank. For the first generation of the engine, a custom high-torque VarioRam intake completes the package, which will debut in a pair of Turbo-look G-Series

911 Speedsters and Colin’s in-build 9m64 RS 3.8 project. Upgrades might make the headlines, but standard Porsches also have a place at Ninemeister. Four of the eight service ramps are dedicated to servicing modern machinery, covering the entire range, from Boxsters and water-cooled 911s to Cayennes. “We can look after any Porsche. We’re always busy with routine servicing and diagnostics.” An industry-

Above and below Working areas are as clean and tidy as the company's welcoming reception

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leading Hunter wheel alignment system, tyre changing equipment and Road Force balancing machines ensure the team can optimise even the smallest details. “Sadly, the only thing we don’t do in-house is sew leather. Experienced trimmers, please get in touch!”

client wanted a 964 RS Clubsport, but because he couldn’t gel with left-hand drive, we built him a car to exacting 964

came next, followed by a series of widebodied 9m93 Speedster S conversions developed on the same air-cooled 911 platform. “The next step was to ask what else we could do?” Colin recalls. Porsche resto-modification was the answer. The 9m11 process transforms every part of the donor car, blending wild engine specification with period-correct styling and an ever-growing range of modernisation

Above Which Porsche would you like to take home today?

AN ENDLESSLY CUSTOMISABLE ARTICULATION OF EVERYTHING NINEMEISTER OFFERS, 9m11 TRACES ITS ORIGINS TO THE 2006 9m64RS

PROFESSIONAL HELP Colin recognises older Porsches can have more complex and involved servicing requirements, leading him to dedicate another part of the workshop to what he terms ‘extensive maintenance’. Everything from replacing 997 brake lines — a task requiring engine removal — to installing fresh suspension bushes takes place here. “We’re trying to pick up on all the issues ignored when these cars were less valuable. Needless to say, we keep the customer involved as we thoroughly examine their car.” For the ultimate in boutique air-cooled perfection, you’ll want to commission a 1,500-hour 9m Cars build. An endlessly customisable articulation of everything Colin and the Ninemeister team can offer, the 9m11 programme traces its origins to the 2006 9m64RS. “Our

RS Clubsport specification, but with the steering wheel on the right.” A 993based 9m93RS-R producing 400bhp

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Bottom right Four of Ninemeister's eight ramps are dedicated to the maintenance and servicing of modern Porsches

options. The specification for a new 964-based 9m11ST build, for example, will include the 993’s four-wheel drive system and six-speed transmission, four-channel ABS (as per 996 GT3), electric air-conditioning and semi-active electronically controlled suspension. Colin worked with leading damper manufacturer, TracTive, to design the new 9mRS suspension system, which entered the Ninemeister option list in May 2021. “Together, TracTive and Ninemeister customised the design to suit 964 and 993 RS top mounts, sitting

30mm lower than the Carrera, as used for most of our 9m11RS projects.” A 3D-printed custom panel seamlessly integrates the TracTive system’s fullcolour touchscreen control display in host vehicle’s centre console. Though 1970s-inspired 9m11ST and 9m11RS bodies are popular choices, the bolt-on-arches of the 9m93 GT2 currently in build encapsulates the experimental ambition of 9m Cars. The project’s 993 Carrera 4 donor has been converted to Turbo width, then gloriously distorted by GT styling extensions. The fully restored

and rebuilt engine and running gear from a damaged 993 Turbo will provide bite to match the bodywork. The lustrous in-house paint job (taking a staggering five-hundred hours), 9m carbon-fibre RS-style seats and an Inconel exhaust will add further polish. “There’s only ever one aim: for the latest 9m11 build to be the best!” Colin grins, enthusiastically. “I jump on the horse each time and see where it goes.” He’s being too modest. Ninemeister is already a leading name in Porsche development, and that’s all thanks to the people in the saddle. l

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NEXT GENERATION With a change of engine Type number, the Porsche flat-six began its inexorable increase in capacity and performance, evolving into a legendary turbocharged unit. In this second instalment of our series looking at the design of Porsche air-cooled engines, we chart the rise of Stuttgart’s six-cylinder boxer from 1970 until the arrival of the Carrera 3.2 for the 1984 model year…

I

Words Shane O’Donoghue Photography Dan Sherwood n last month’s issue of 911 & Porsche World, we charted the beginnings of the air-cooled Porsche engine, tracing its development from the 25bhp four-cylinder unit powering the Volkswagen Beetle to the flat-six boxer in the first iteration of the 911. The latter powerplant started out as a two-litre unit with factory designation Type 901 (to correspond with the 911’s original nameplate), but just five years after its introduction in 1965, Porsche took the opportunity to rename the six-cylinder

engine Type 911, a move coinciding with its first increase in capacity. The bore diameter was upped from eighty to eighty-four millimetres, though the stroke was unchanged at 66mm, resulting in a swept capacity of 2,195 cubic centimetres. The modest bore increase was easily accommodated – the flat-six was designed from the outset with wide bore spacing to allow for future capacity changes. It wasn’t only a desire for better performance which drove the increase in engine capacity, though. Well, it was, but it was more

a case of maintaining performance against a backdrop of ever-stricter emissions legislation, especially in the USA, where some versions of the 911 couldn’t be sold, while others had to be fitted with expensive secondary air injection exhaust systems. The addition of mechanical fuel injection helped eliminate these obstacles in what had swiftly become Porsche’s biggest sales market. In 1970, the (still carburetted) 911 T went from 109bhp to a significant 123bhp. Fuel injection was added to

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the 911 E, enabling a smoother idle and allowing for a hotter inlet cam profile – the E gained 15bhp to deliver a maximum 153bhp in a standard state of tune. More impressively, the range-topping 911 S’s peak power increased from 158bhp to 177bhp thanks, in part, to an increase in compression ratio. Maximum power was produced at lower engine revs than in previous versions of the 911 E and S variants, demonstrating the larger capacity developing extra torque across the rev range. This was partly thanks to larger inlet valves, reducing the restriction on airflow into the cylinders. Other detail changes, such as stronger connecting rods and a new head gasket construction, contributed to reliability of the flat-six, while Porsche also did away with helicoil inserts for the spark plugs. This measure helped both with packaging and, importantly, cooling.

though, which is why the big-end bearing diameter had to be reduced to accommodate the new hardware. The 911 T now made 129bhp, the 911 E peaked at 162bhp and the 911 S boasted headline power of 188bhp. The next major milestone in Porsche’s development of air-cooled engines was the creation of the legendary Carrera RS 2.7. For motorsport homologation purposes, Porsche needed an engine of at least 2.5 litres, which allowed freedom to increase displacement further for

sleeves cast onto the outside (the construction of which is referred to as ‘Biral’ cylinders). Instead, Porsche adopted the Nikasil process, which it had first employed when creating the 917. Applied to aluminium liners, Nikasil produces far better heat transfer between the cooling fins and liners, allowing for an increase in bore diameter without compromising on durability. The default engine from 1974 became the 2.7-litre unit, detuned from the RS depending on application. The entry-level 911 made 148bhp, followed by the 173bhp 911 S, while the Carrera 2.7 received the 1973 RS’s engine, now with 207bhp. In Europe, this unit featured mechanical fuel injection, but in the US, K-Jetronic (Bosch’s injection system, also known as CIS) was used. This provided better control over the amount of fuel injected the benefit of emissions, but also resulted in a lower peak power figure due to necessary compromises with cam timing. While development work was ongoing for the existing naturally aspirated 911 engine line-up, Ernst Fuhrmann (who had progressed from being Porsche’s Technical Director to Chairman of the Board) initiated a parallel program to investigate turbocharging the 911, with motorsport being the primary focus. Using lessons learned from building and campaigning the 917, Porsche’s engineers turbocharged the 2.7-litre unit and subjected it to rigorous testing. The company even revealed a prototype 911 Turbo at the 1973 Frankfurt Motor Show,

PORSCHE HAD ALREADY STARTED WORK ON A THREE-LITRE ENGINE WHICH COULD BE USED AS A BASIS FOR THE 911 TURBO

UP AND AWAY

Below Along with the midrange E and flagship S, the entrylevel 911 T was given the 2.4-litre flat-six for the 1972 model year

Just two years later, the engine was upgraded again. The 2.2’s 84mm bore was retained, but the stroke was increased to 70.4mm. If you do the maths, this change results in a 2,341 cubic centimetre capacity, but Porsche labelled the engine as a 2.4. The longer stroke meant a new crankshaft was required and though Porsche sensibly stuck with an expensive-but-strong forged steel item, counterweights were added (for the first time) in a bid to achieve smoother engine operation. Space was tight in the crankcase,

the race car, within the definition of FIA rules for the ‘under three-litre’ class. The 911 S’s unit was taken as a basis with surprisingly few changes. The stroke, for example, was retained, though the bore was increased to the largest yet used in a 911: 90mm, resulting in overall capacity of 2,687 cubic centimetres. Peak power of 210bhp at 6,300rpm seems modest against that of the 2.4-litre 911 S, but Porsche resisted upping compression ratio to ensure the road car’s engine could run on regular pump gas. Nevertheless, the company’s engineers had to rethink treatment of the cylinder sleeves. The increased bore meant less space for the external cooling fins, suggesting potential difficulties with controlling the engine’s operating temperature. Previously, the cylinder barrels were cast iron, with finned alloy

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claiming it to unleash a massive-for-thetime 280bhp. This output immediately captured the imagination of sports car enthusiasts and the motoring press. Even then, it was obvious this exotic new 911 had much greater appeal than simply serving as a limited-run homologation special. During testing, however, turbo lag was deemed unacceptable. Thankfully, a solution wasn’t far away: Porsche had already started work on a three-litre engine which could be used as a basis for the Turbo, replacing the force-fed 2.7-litre unit. Stepping back to the Carrera RS

2.7 for a moment, its true motorsport counterpart was the Carrera RSR. This racer’s engine was bored out to 92mm, which was understood to be the maximum within the confines of the original spacing of the retaining studs and the strength of the lightweight magnesium crankcase. The capacity was 2,807cc and it topped 300bhp. To stay competitive, Porsche wanted to up capacity to as close as feasible to the three-litre class limit. This required substantial reworking and redesigning of the boxer engine. The same crankshaft and 70.4mm stroke were used, but the

bore was increased to 95mm, for a swept capacity of 2,994cc. A new crankcase was required with the placement of the retaining studs moved outwards. This, in turn, meant new cylinder heads, which gave Porsche the opportunity to redesign the combustion chamber and ports. It also switched from magnesium to aluminium for the new crankcase, primarily because reduction in the amount of metal between cylinders (due to the wider bore) was found to cause durability issues. The limited run of resulting Carrera RS 3.0 production cars used a high

Below 1973 Carrera RS 2.7 engine would become the basis for the standard 911 powerplant (albeit detuned) from 1974

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compression ratio of 9.8:1, necessitating the use of ‘premium’ petrol, but the engine was otherwise detuned from that of the race car. Nonetheless, its 227bhp was more than sufficient for the lightweight body. It is important to note, this was one of the last Type 911 engines and evolved into the naturally aspirated boxer used in the Carrera 3.0, as well as forming the basis of the 911 Turbo’s engine. These units shared a great deal, but it would be incorrect to say the only difference was the bolting on of a KKK turbocharger. For starters, the turbocharged unit had deeper cooling fins on the outside of the cylinders, while the temperature of the studs was kept as close as possible to that of the cylinder liners, a move intended to ensure consistent expansion and contraction by shrouding them from the cooling air.

HEAD START Further differences between the two were found in the cylinder heads. The Turbo’s inlet ports were smaller in the name of un-boosted torque, while valve timing was less aggressive. Meanwhile, to cope with higher thermal and mechanical stress, the Turbo’s cylinder heads had thicker walls, the exhaust valves were sodium filled (to help with heat transfer) and the camshafts ran with an extra bearing than naturally aspirated flat-sixes up until that point in time. These variations made a huge amount of sense given the 911 Turbo’s more torque-lead performance characteristic, contrasting with the Carrera 3.0’s focus on high-rev power. The compression ratio was just 6.5:1 in the Turbo, too, against the Carrera 3.0’s 8.5:1, revealing the challenge of avoiding knock in a

turbocharged engine. Hot gases from the exhaust manifolds either side of the turbocharged engine were merged into one supply pipe to the single turbocharger. A smaller pipe lead from here to the wastegate, which then vented straight to the silencer when open. The turbocharger bearings were fed with pressurised oil, while the oil pump was different to that of other 911s in order to improve oil pressure at lower engine speeds. The turbocharger itself received its own small ‘sump’ into which oil could drain when the engine wasn’t running. This was scavenged by a cam-driven pump and designed to eliminate blue oil smoke on start-up. In an attempt to reduce lag and keep the turbocharger spinning even when the throttle was closed, Porsche devised a ‘blow-off’ valve joining the pipes either side of the turbocharger’s compressor – one carrying air to the turbocharger and the other carrying compressed air to the

combustion chambers. This valve was operated by vacuum. With the throttle closed, pressure in the inlet manifold reduced, opening the valve and venting the compressed air back to the other side of the compressor wheel. When the throttle is open again, the blow-off valve closes, allowing compressed air into the engine. Critically, for engine management, this is a closed loop, happening after the air has been sucked in through the air filter and airflow meter. Maximum boost pressure was rated at 0.8bar, achieved under full throttle at 4,500rpm, while the turbocharger spun up to 90,000rpm. The wastegate prevented higher boost pressures. Even so, as a safety measure, a fuel cut-off switch was installed, activated by excess boost pressure. A high-flow Bosch fuel injection system was also fitted and, it should be noted, the 911 Turbo was the first roadgoing Porsche to move away from a points-based ignition system.

Above Dazzling in Viper Green, this 911 T is completely unrestored and considered the most original example left

Below At 2,341cc, Porsche's 2.4-litre flat-six (for the 1972 and 1973 model years) was closer to 2.3 litres in capacity

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Above Another 911 T, this one a 1970 build finished in Hellgelb

Below 2.2-litre flatsix was introduced for the 1970 model year, displacement increasing to 2,195cc from the outgoing two-litre boxer

The Carrera 3.0’s engine produced 200bhp at 6,000rpm and 188lb-ft torque at 4,200rpm, enabling a zero to 62mph sprint time of 6.5 seconds and a top speed approaching 150mph. The Turbo, however, overshadowed these impressive numbers, being rated in Europe at 256bhp (produced at 5,500rpm), with torque output peaking at 253lb-ft (at 4,000rpm). Porsche quoted the benchmark speed test as being despatched in just 5.5 seconds, the Turbo topping out at 155mph. In the USA, due to ever stricter emissions legislation, the Turbo’s engine was fitted with a thermal reactor and a secondary

air system. Due to higher exhaust temperatures caused by this equipment, the turbocharger was brought on stream at a slightly lower engine speed. Though this variant of the flat-six allowed for use of lower octane fuel, it produced lower performance overall – it was rated at 241bhp and 246lb-ft torque. For 1978, Porsche upped the capacity of the 911 Turbo’s engine by increasing the bore by 2mm to 97mm and stroke by 4mm to 74.4mm for a total swept capacity of 3,299 cubic centimetres. Just as significantly, however, was the introduction of an air-to-air intercooler, meaning a considerable reduction in

the temperature of the intake air after it was compressed by the turbocharger. The advantages were twofold. Cooler air is denser, which means the engine can burn more fuel to produce more torque at any given engine speed. Secondly, the cooler intake air eased the knock limit and allowed Porsche to up compression ratio to 7.0:1. The end result was 296bhp at 5,500rpm and 317lb-ft at 4,000rpm. The race from rest to 62mph dropped to 5.2 seconds, despite an increase in the car’s overall mass by about 140kg, and top speed rose to 161mph. This engine continued in service until 1992, making up to 375bhp with few major changes.

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TECH: TOPICS

When Porsche upped the 911 Turbo’s engine capacity to 3.3 litres, it also introduced the 911 SC to the company product line, continuing where the Carrera 3.0 left off. The SC’s engine used the previous three-litre unit’s dimensions, but featured plenty of detail changes. For example, a new crankshaft ran on larger bearings, as did the connecting rods attached to it. The SC also moved away from points-based ignition for more precise control and less maintenance. The model initially launched with 177bhp,

but power was gently improved to 201bhp by 1983, the big-selling SC’s final year in production. In the space of thirteen years, the Porsche flat-six grew from a two-litre unit to three litres with natural aspiration and 3.3 litres with turbocharging. The air-cooled story is far from over, though. As the 1980s got underway, the company confirmed its commitment to the future of the 911, instructing factory engineers to forge ahead with the six-cylinder air-cooled boxer’s development. The

next iteration of the engine, a 3.2-litre unit, was claimed to be eighty percent new when compared to that of the SC. This and a further decade and a half of evolution (before the arrival of the water-cooled 911 era) will be the focus of our third and final part in this series. Don’t miss next month’s issue of 911 & Porsche World. Subscribe online by visiting bit.ly/sub911pw and enjoy heavily discounted issues of the magazine, as well as delivery direct to your door at no extra cost. l

Below Three-litre turbocharged boxer increased to 3.3-litres for the 911 Turbo (930) in readiness for the 1978 model year

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Classicline_Layout 1 25/08/2020 14:15 Page 1

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

SEE THE LIGHT

Wallbank returns his Boxster’s fogs and headlights to their original condition in less than thirty minutes and at a cost of thirty quid...

DAN FURR

1986 944 TURBO Pulled the covers off the 944 and was reminded how amazing this car is. Hoping 2022 provides more of an opportunity to hit the road than the last couple of years. What a machine. Smitten.

DAN FURR

2006 997 CARRERA 4S With surprisingly warm weather in the fortnight leading up to print deadline day, my C4S has taken up daily driving duties. Time to introduce a Bluetooth link between my iPhone and PCM.

JOHNNY TIPLER 2003 986 BOXSTER S

I can’t quite believe I’m writing this, but I’ve been made an offer I can’t refuse and, by the time you read these words, the 986 will belong to someone else and I’ll be driving a 987. Sheer madness?!

GARY CONWAY

2008 957 CAYENNE TURBO Thinking about winter maintenance for the big black battle bus. Over the Christmas holidays, I’ll probably swap out the propshaft bearing, but purely for preventing a problem, rather than fixing one.

CHRIS WALLBANK 2016 981 CAYMAN GTS

My 981 Cayman GTS is up for sale, meaning all attention is turned to my 986 Boxster. Shorter days and cloudy headlights aren’t a great mix, which is why I attacked the latter with a lens correction kit.

A

lthough my Boxster’s bodywork is in amazing condition for its age, one thing I felt letting the car’s appearance down was its tarnished, cloudy-looking headlights and peppered foglight housings. This damage is far from uncommon for a Porsche approaching its twentieth anniversary, and is ultimately caused by many years of UV exposure, as well as minor chipping and marks from general wear. Many of you may think the only option when returning headlights to ‘as new’ condition is to shell out for new light assemblies, even when there’s no significant damage to the light housing. On the contrary! These cosmetic imperfections can be rectified, the unit brought back to clear, sparkling condition for less than thirty quid and a dose of elbow grease. The handy little product I use for this process is the Autoglym Headlight Restoration Kit, which comes complete with cutting compound, a compounding pad, different grades of sanding discs, foam disc, universal drill bit backing plate and a handy microfibre cloth. You should be able to complete this DIY approach of headlight restoration with

just a power drill, masking tape and water in a spray bottle. The idea is to use different grit sandpaper discs (P800 to P3000) attached to your drill and, starting with the most aggressive, sand away any imperfections from the top layer of lens plastic, gradually switching to finer sanding discs. The result will be a refined, smooth, crystal clear finish. Before you get started, it’s important to mask around the affected lights. Apply three or four layers, which should be enough to protect the bodywork from accidental damage when sanding around the edges of each light. At this point, it’s worth noting some kits require removal of the lights and the job to be carried out on a workbench, but Autoglym’s solution is designed to be used with the lights kept in place on the host vehicle. Time for the sanding. You’ll need to fix the backing plate to your drill, then add the most aggressive P800 sanding disc. Making the first pass is a little nervewracking — the surface of the headlights begins to look a lot worse than when you started, but if you persevere, follow the kit’s instructions and work your way down to the finer grit pads, you can’t really go wrong. The key is not to go at the lights too hard — moderate pressure

Above As this 2.7litre example ably demonstrates, the 987 has aged well

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Above Getting busy with the Autoglym correction kit’s supplied drill attachments Top right The cloudy headlight lens before Wallbank got started

Right Fogs and headlights as fresh as the day they left the factory

will remove the majority of imperfections. Also, you’ll need the water in the spray bottle for the last two foam sanding disc stages, just to ensure the headlight doesn’t become too dry or hot. By this stage, the headlight’s appearance should have noticeably improved. Then, when the sanding stages are complete, it’s time for the final stage of polishing. For this, you’ll need to attach the foam compounding pad to your drill, adding a few dots of the supplied polish, before working the pad around the headlight until a crystal clear finish is arrived at. This final stage may take a couple of passes to achieve the optimum result. I completed two passes on each headlight and the same for each foglight. I’d also recommend wearing old clothes and safety glasses — things can get messy if the polish flicks around! The difference by this point should be night and day, depending on how bad your headlights were to start with. This really is a simple job complete. To put this into perspective, I’d finished within half hour. As you’d expect, my Boxster’s headlights are now much brighter at night. I honestly thought the foglight housings would need replacing, but they came up like new with the Autoglym kit. Well worth a go if you have a similar concern about your Porsche’s headlights and much cheaper than spending thousands on new light assemblies. Thirty quid well spent! l January 2022 119

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TECH: AUCTION

MARKET WATCH A busy auction season kicked off with the NEC Classic Car Show and looks set to continue delivering exceptional Porsches in the coming weeks...

A

uction houses have been busy since we last went to print, with Porsches having no trouble finding new homes after exposure at some of the year’s most highly anticipated automotive events. The Silverstone Auctions sale at the NEC Classic Car Show, for example, shifted a phenomenal £9.2m worth of classics, including a 1979 911 SC Targa with only 37k miles on the scoreboard. In exceptional condition and finished in Guards Red (with polished silver rollover hoop), the car fetched a strong £74,250, while a UK-supplied 2016 991 R in the same sale sold for an undisclosed sum. 1,386 miles from new was clearly an irresistible proposition, as was the Speed Yellow 993 Carrera 4S sold through Collecting Cars. Commanding a final bid of $270k, this highly original air-cooled classic now holds the record for highest amount paid for the model. The result represents the latest in

Porsche enthusiast who barely used his new toy. The current owner acquired the Meteor Grey stunner in summer 2021. Living inside London’s ultra-low emissions zone, he wanted to enjoy an S4 while he still could, but now the Porsche needs to move on in favour of a ULEZ-exempt model. Hit the Car & Classic website to view this and the many other Porsches currently being offered through Europe’s largest automotive marketplace. Historics Auctioneers continues to surprise with its ability to unearth weird Porsches ready to be cherished by new owners. Proving the point, with a lower estimate of £38k, a 1985 911 Turbo (930) converted to Flachbau specification (believed to be one of a handful of Turbo flatnose conversions carried out by Porsche’s Special Wishes department) and formerly the property of Saudi Arabia’s Sheikh Salman Bin Mohammed Bin Khalid Bin Hethlain will be offered at the firm’s sale at Mercedes-Benz World just as this magazine lands on subscriber doormats.

HISTORICS AUCTIONEERS CONTINUES TO SURPRISE WITH ITS ABILITY TO UNEARTH WEIRD PORSCHES READY TO BE CHERISHED BY NEW OWNERS a string of world record prices achieved by Collecting Cars, including the highest values for a 911 Reimagined by Singer (£800,000), Renault Clio V6 in both Phase 1 (£59,000) and Phase 2 (£52,750) guises, the Audi RS2 Avant (£77,000) and the Land Rover Defender Works V8 70th Anniversary Edition (£146,000). Collecting Cars also holds the European auction record for the Carrera GT (£765,500). In the world of more affordable modern classics, Car & Classic has launched an auction for a 928 S4 (pictured right). With 107k miles covered from new, the five-litre, thirty-two-valve V8-powered ‘land shark’ was first registered on the 14th of August 1987 by supplying dealer, Swinford Motors of Stourbridge, before being delivered to its first owner, who used his new Porsche as a company car. In 2009, the 928 transferred to an owner in Northern Ireland, returning to England in 2015, when it was bought by a

Presenting well in Grand Prix White with a white leather interior, the car has been in storage for three years and is offered on the understanding a recommissioning process may be required. Less so for the 86k-mile 2000 986 Boxster S offered without reserve at the same sale. Complete with a new IMS bearing, new air-conditioning radiators, new brake discs and pads, four new tyres and the refurbishment of all four alloy wheels, this awesome roadster — to be sold with no reserve — is as about as ‘get in and go’ as you’ll find an early Boxster. For those of you looking to get hold of rare Porsche memorabilia, RM Sotheby’s is pitching six rare racing posters at its Ontario sale in the first week of December. Five of the sextet celebrate Porsche participation in the 1982 24 Hours of Le Mans, while an earlier poster features entries from the 1981 Porsche Cup. Good luck and happy bidding! l

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MOTORFREE ADS TO ADVERTISE VISIT

WWW.MOTORFREEADS.CO.UK CARS FOR SALE

PORSCHE 356

PORSCHE 911

PORSCHE 911

1960, 103000 miles, £69,995. 356B T-5 1600 Super. Manual, ivory with black interior, left hand drive, original condition. Please call 01765 609798, Yorkshire and the Humber. (T)

2003, £19,995. The 911 has covered 68500 miles from new and has driven faultlessly to us from Scotland, coming to us as a part exchange for an older classic Porsche. Please call 01944 758000, Yorkshire and the Humber. (T)

1974, £67,990. 911 S 2.7 Targa. Black leather interior, manual gearbox, certificate of authenticity, extensive restoration 2017/18. Please call 07495704434, Yorkshire and the Humber. (T)

PORSCHE 911

PORSCHE 911

1970, £109,990. Ivory Paintwork with Black RS280 leather/corduroy seats. Only 8,000km since 2012-2014 extensive Dutch restoration. Please call 07495704434, Yorkshire and the Humber. (T)

2008, 11500 miles, £129,990. 911 (997) GT3 RS. Carrara White with Black interior and extended alcantara/carbon fibre. Sport Chrono, Carbon package. Please call 07495704434, Yorkshire and the Humber. (T)

111326

111025

PORSCHE 911

PORSCHE 356 RogerBrayJuly.indd 1

10/05/2021 13:412005,

53000 miles, £26,995. 911 Cabriolet. Dark blue with black leather interior and manual gearbox. Three owners from new. Spec includes alloy wheels, colour coded mirrors and bumpers, spoiler, ABS, radio/CD multiplayer, and more. MoT until April 2022. Please call 07766 826258, Greater London.

109905

109906

109907

109091

1959, 57500 miles, £234,990. Bodied by the West German carrosserie, Drauz, the one-year-only 356 A Convertible D is an incredibly sought-after variant of the popular Porsche 356 model, and according to legend, is considered the rarest production Porsche. Since arriving on UK shores she has remained part of an impressive private collection of cars, used only occasionally, but always properly cared for. The car remains as it would have in 1959, though arguably even better following its restoration. Please call 07495704434, Yorkshire and the Humber. (T) 109860

PORSCHE 911

2001, £49,995. The 996 was supplied new by JCT Brooklands finished in Basalt Black Metallic with Graphite Grey full leather upholstery and has covered 89000 miles from and has had just three owners. Please call 01944 758000, Yorkshire and the Humber. (T) 111024

FEATURE YOUR MOTOR IN YOUR FAVOURITE MAGS! 126 January 2022

OR FIND YOUR NEXT!


DS CO

N MI WEB EW NG SIT SO E O Servicing, MOTs, mechanical repairs/restorations, N !

Independent Porsche Specialist

PORSCHE 911

PORSCHE 944

engine and gearbox re-builds, four wheel alignment, performance upgrades. Competitive labour rates. Tel: 01892 652994 Email: info@octanegarage.co.uk www: octanegarage.co.uk

2001, 76326 miles, £20,995. Porsche 996 Carrera 4 Cabriolet. Lapis Blue, with Savannah trim. With PORSCHE 935 factory hardtop. 15 Service stamps 26/11/2020 19:23 with recent service work carried out by Porsche specialists, Zentrum. Upgrades include, IMS Bearing with ceramic upgrade dual row in 2017, Air Con, Cruise Control, Media screen, Twist Cup wheels, etc. Please call 01636812700, East Midlands. (T) 1988, 49537 miles, £72,950. We 109445 are pleased to offer for sale an extremely rare and iconic Porsche DP935. Supplied with an extensive PORSCHE 928 history file including the original order confirmation, numerous invoices, previous MOT’s and other related material. Please call 01491917444, South East. (T)

Unit 6 Lexden Lodge Industrial Est. Crowborough, East Sussex, TN6 2NQ

PORSCHE 911 OctaneGarage.indd 1

1973, 53700 miles, 911T 2.4L CSI Targa. It is in spectacular condition throughout and a very rare car. Meticulously maintained and always garaged. completely restored in California in 2014. Please call 01765 609798, Yorkshire and the Humber. (T)

1986, 137000 miles, 944 Turbo. Coupe / White / Petrol / Manual / 2496cc. Early 944 turbo. This is an online timed auction. Physical viewing at our auction centre from 9:00am to 6:00pm from Mon 25th to Wed 27th and Thurs 28th from 9:00am. To bid online please create an account on the Hobbs Parker website. Please call 01233506266, South East. (T) 110200

PORSCHE 944

111009

111321

PORSCHE 928

1986, 83000 miles, £24,000. 928 S2. Finished in Silver Metallic (936) paintwork with contrasting dark blue/ white pinstripe velour and leather seats. Please call 07577 575770, South East. (T) 109634

PORSCHE 944

1989, £13,950. Porsche 944 S2 Cabriolet, 1989 Lovely Looking Appreciating Classic in Black over Cream Leather Interior. New Service as well as New Timing and Balance Shaft Belts, Pulleys and Tensioners, 4X New Hankook Tyres, MOT’d until August 2022. 116,870 miles. Please call 07835 877345 , South West.

110000 miles, £29,999. 928 coupe (pre-S- model). 110k miles, auto, a very desirable car light blue metallic with royal blue leather, full-service history, Porsche UK authentication certificate, a superb V8 in beautiful condition. full spec. very collectable. Please call 01452 731289, South West. 110220

1989, £13,950. 944 S2 Cabriolet. Lovely Looking Appreciating Classic in Black over Cream Leather Interior. Newly Restored, MOT’d until August 2022. Please call 07835 877345 , South West. 110586

PORSCHE 944

PORSCHE 928

111105

PORSCHE 928

1990, 72000 miles, £49,995. 928 S4 GT. 5 Speed manual gearbox, Limited Slip differential, Full electric seats, Height adjustment, Air conditioning, Electric Sunroof, Electric Door Mirrors, Porsche book pack. Please call 01765 609798, Yorkshire and the Humber. (T) 111328

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1990, 72000 miles, £49,995. 928 S4 GT. 5 Speed manual gearbox, Limited Slip differential, Full electric seats, Height adjustment, Air conditioning, Electric Sunroof, Electric Door Mirrors, Porsche book pack. One of the finest examples on the market and possibly one of the best sounding v8 cars you can buy! An incredibly clean example requiring absolutely no spend. Please call 01765 609798, Yorkshire and the Humber. (T) 110352

1989, 130000 miles, £7,750. Porsche 944 Lux Auto c/w private plate for sale, I have owned this car for approximately 5-6 years. A very reliable daily classic, easy to own and a great cruiser! In vgc with full service history - refurbished wheels and good bodywork, the underside is solid and has been undersealed for max protection. DAB radio with telephone kit. Black with cream leather interior. Please call 07841757124, South West. 111011

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MOTORFREE ADS PORSCHE 944

PORSCHE BOXSTER

PORSCHE BOXSTER

PARTS & MISC. PORSCHE ALL

1991, 16999 miles, £16,999. 944 3.0 Cabriolet S2. 5 speed manual, 92k miles, service history, 4 keepers, fully specification, Baltic bleu metallic pain with linen coloured interior, new blue mohair soft top. a remarkable car in beautiful well-maintained condition. Please call 01452 731289, South West. 110219

PORSCHE 996

2001, 93631 miles, Auction. Porsche / Boxster S / Convertible / Silver / Petrol / Manual / 3179cc. Current registered owner since 2012, intermediate service carried out at 92,000 miles in 2019. To bid online please create an account on the Hobbs Parker website. This is an online timed auction. Physical viewing at our auction centre from 9:00am to 6:00pm from Mon 25th to Wed 27th and Thurs 28th from 9:00am. Please call 01233506266, South East. (T) 110643

2012, 66000 miles, £34,995. This Porsche Boxster S 981 series is fitted with the desirable PDK 7 speed gearbox. Finished in Rhodium Silver metallic paintwork with a contrasting black leather interior, this Boxster S presents in superb order throughout. Please call 07577 575770, South East. (T) 109633

£239. Porsche Durametric Diagnostic Software - AS NEW Only one use! £239 ono. A couple of months old, enables ECU details to be read, service reset and multitude of vehicle error codes etc to be cleared, the list goes on...covers all Porsche models 911 (997),Boxster, Cayenne, Caymen etc from 1999 to 2015 with 16 port OBD2 connector socket. Please call 07470683479, East of England. 110199

PORSCHE BOXSTER

2003, 58776 miles, £16,500. 2003 PORSCHE 911 (996 series Carrera 2) TiptronicS Cabriolet. Very good condition with low mileage of 58k. Full Porsche owner manuals and literature folder. No receipts with the car so cannot say what preventative maintenance work may have been done (ims and rms etc) Up to date service book (Eleven Porsche dealership stamps and 1 specialist stamp) Two keys. V5 Registration Document present. MOT no advisories, expires Sept 2022. Please call 01443 206597, Wales. 111109

1998, 103000 miles, £5,500. MoT till March 2022. Silver, outstanding condition, receipts for £4,500 for mechanical overhaul by Porsche specialist. Very reliable. Owner purchased new Porsche. Please call 07871 591672, North West. 110304

PORSCHE CAYMAN

2016 981 CAYMAN GTS, 33920 MILES, £51,995.00. Immaculate 981 Cayman GTS as featured monthly in 911&PW ‘THE FLEET’ pages. Rhodium Silver mettallic, £11K of extras inc. PDK, GTS Interior with carbon trim, Bose, Heated Seats, PDLS, Extended leather. Full service history. Always kept in heated garage. Call 07974185777.

PORSCHE 911

POA. Porsche parts, 911 pre 1973”. Tool rolls,air pump unused,jack,boot ,bonnet catches,pair rear over riders,head light surrounds,911s,911t driver manuals,911 turbo,and deal locator book,interior light,timing covers adjusters widow winders ,spacers,911s badge, etc. Please call 07916 797613, West Midlands. 111204

PORSCHE BOXSTER

PORSCHE BOXSTER

2006, 39000 miles, £15,995. Boxster 987 2.7 manual. Finished in immaculate midnight blue unmarked with metropole blue leather. Only one lady owner from new. Please call 01485 541526, East of England. (T) 109462

£5495. 2000 (W) silver convertible, Automatic Petrol, 76744 miles in Tonbridge.

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January 2022 129


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