Porsche Post May 2026

Porsche Post T HE M A G A Z I N E O F P O R S C H E C L U B G R E AT B R I TA I N I M AY 2 0 2 6 I £ 6 . 5 0

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Welcome THE PORSCHE POST I PORSCHE CLUB GB I MAY 2026

Welcome to the May edition of Porsche Post.

You will, hopefully, notice some significant changes to your magazine this month. Like the path from 3.2 Carrera to 964, or - dare I say it - 993 to 996, Porsche Post has evolved, and I’d like to talk a little about the ‘how’ and the ‘why’.

Firstly, there’s an all-new look and feel to the pages, which we believe not only modernises the magazine’s design but also strengthens its positioning with key stakeholders across the spectrum. Beauty is always in the eye of the beholders - ‘fried eggs,’ anyone? - but I sincerely hope you like what you see as much as I do.

However, the changes are more than just skin deep. We now have a regular column section, including the debut of our newest columnist, Jethro Bovingdon, who I’m sure needs no introduction, as a journalist, presenter and Porsche enthusiast. We also welcome back Porsche retail analyst and buyer, Andy Jackson.

Yet the biggest change is to the rear of the magazine, where you’ll find a whole new section we’ve christened ‘United by the Drive.’ Why change?

Because unlike Porsche Post from decades past, the Club now has many digital platforms where Regions and Registers can distribute information, and without the dreaded word count and picture limit, too! And yet, where there are things to report on, or promote, you’ll find lots of stories from all around

Adam Towler Editor

@porscheclubgb @adamtowler

“We will continue to evolve, refine and adapt, just as Porsche has done with the 911 over the past seven decades”

Cover image: Porsche 992 in the Pennines.

Photographed

by Dan Bathie

PORSCHE POST

the club in our new News section. But it also means we now have the space to feature so much more from around this wonderful community: more member road trips, more space for member cars, more detailed technical articles from club experts, more event reports with bigger, better images… and on, and on.

Most of all, I’m really proud of the hard graft and creativity of the team that has brought you this new era for Porsche Post, as I am to work with a Chairman and board of directors, that have the vision and passion for Porsche to look so energetically into the future.

We will continue to evolve, refine and adapt, just as Porsche has done with the 911 over the past seven decades, and I welcome your feedback - whatever it may be.

Talking of the 911, our cover story this month looks at the health and general standing of the basic 911, a question almost as old as the type itself. I was delighted, and frankly slightly surprised, to find it more appealing and relevant than ever before. In this modern age of Porsche it’s the top end models that receive so much praise and attention, but the second generation Carrera is one of the best 992s I’ve driven, and a car that will stay in my mind for a very long time. That, in itself, feels fundamental to the experience of owning a Porsche, and I’m sure new CEO Michael Leiters knows that very well.

As always, enjoy your Porsche, and the magazine, and I’ll see you next time.

3

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Contents

84

Tech Talk In praise of the mechanical marvel that is the carburettor UNITED BY THE DRIVE

90

Nordic Boxster adventure Club members Malcolm and Anna Gregory’s Scandinavian tour

30

96

NEWS/REGULARS

03

Welcome Editor Adam Towler, gets the issue started

06

News New 992 GT3 S/C Cabriolet, plus ‘Ring lap record for Manthey

FEATURES

30

Scottish Power In search of Jim Clark and some great Scottish driving roads

48

In Clark’s Shoes Club member, Tom Pead, and Jim Clark’s Porsche 356

Porsches at the Ace Cafe Catching up with the London Region at the famous Ace Cafe

104

Rally Raid 924 S Club member, Graham Thomson’s amazing 924 Dakar tribute

110

996 turns back time A new coat of paint for Club member, Darren Beal’s 996 C2

16

54

118

19

64

122

21

76

130

64

76

Al the gear Essential stuff that you didn’t know you needed Andy Jackson Insider trading from our man with the Porsche retail knowledge Jethro Bovingdon Stop dreaming, start enjoying, says our new columnist

Tomorrow’s World Karl Ludvigsen on Porsche’s forgotten 995 concept car Blues Brothers Amazing 911 ST v 911 RSR restomod showdown Design 911 Every part for every Porsche at Design 911. We drop in for a visit

Running Reports The pleasure and occasional pain of Porsche ownership Regions and Registers news Catching up with the latest from the Regions and Registers Regions/Registers Diary Who’s doing what, where and when in your region and beyond

22

Club Events Diaries at the ready: These are the essential dates for 2026.

24

From the Clubhouse The Chairman, Nick Taylor, on the new look Porsche Post and more

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5

Overview CARS I INDUSTRY I TECH I PEOPLE I MOTORSPORT

I M E TA L I

First ever GT3 Cabriolet breaks cover

6

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OVERVIEW

Purists might be rolling their eyes at the thought of a drop-top 911 GT3 but it’s a car that Porsche’s customers have been crying out for quite some time and the result is the 911 GT3 S/C, which combines the best of the GT3, the 911 S/T and the Cabriolet bodyshell. It’s not the first time that Porsche has combined GT3 running gear with a soft-top – think 991.2 Speedster – but that car’s fiddly manual roof perhaps wasn’t quite in keeping with its price tag.

With the 911 GT3 S/C Porsche is, for the first time, combining a fully automatic convertible roof with the GT3 driving experience.

Porsche is very keen to emphasise that this is a car ‘designed especially with driving pleasure in mind’ with Andreas Preuninger, Head of GT Cars, saying that experience with the 911 Speedster and the 718 Spyder RS demonstrated that with a dynamic chassis setup and lightweight construction, it was possible to create a true driver’s car without a roof. On the 911 GT3 S/C he said, “The car offers driving pleasure on winding roads that was previously virtually unheard of in an opentop car.”

Porsche has certainly managed to keep the weight down on the GT3 S/C – it tips the scales at 1497kg, around 30kg more than the 911 Speedster and just 35kg more than the GT3 Coupe. That’s an impressive feat as a 911 Carrera Cabriolet weighs in at 1600kg which is 80kg more than its Coupe

Porsche is very keen to emphasise that this is a car ‘designed especially with driving pleasure in mind’

counterpart. Reducing the S/C’s mass was one of the primary goals of the project and it utilises a variety of components to achieve this.

Lightweight body components from the 911 S/T are used extensively with the bonnet, wings, doors, anti-roll bars and shear plate all being carbon fibre and carried over from the fixed-head 911 S/T. Further items have been raided from the S/T parts bin – the PCCB braking system which saves 20kg over the steel set up, centre lock magnesium wheels (20inch up front and 21-inch at the rear) and even a lightweight 40Ah battery all shave valuable kilos from its kerb weight.

Magnesium is also used in the electric folding soft top, while the rear seats have been ditched in favour of a storage box making the S/C the only two-seat 911 Cabriolet currently on sale. While these weight savings certainly benefit the S/C’s dynamic ability they also keep it within the GT3 Touring’s homologation weight meaning that the time-consuming homologation process didn’t need to be undertaken with the S/C. Under the GT3 S/C’s carbon exterior lies the same mechanical make up as the Coupe models so it packs a 4.0-litre naturally aspirated flat-six that delivers 503bhp mated to a six-speed manual gearbox. While the GT3 Coupe can be ordered with the seven-speed PDK transmission the S/C is, certainly for the time being, the only GT3 that will be available exclusively with three pedals.

Above: No matter what the purists might say, GT3 S/C Cab does look pretty cool.

Left: Manual only, too.

Below: Wheels are magnesium

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7

OVERVIEW

Performance figures match those of the GT3 Touring with a 0-62mph time of 3.9 seconds and a top speed of 194mph.

To ensure the S/C handles as well as it goes it utilises the same chassis set up the GT3 Touring meaning that it features the same double wishbone front axle set up as other GT3s, making it the first open-top 911 to be so equipped. As with other 911 GT3 models the tyres measure 255/35 ZR 20 at the front and 315/30 ZR21 at the rear.

As well as the weight saving storage box in place of the rear seats the GT3 S/C features further interior changes aimed at reducing its mass. There are lightweight carpets and door panels with carbon-fibre door pulls, à la 911 S/T, and the seats are the four-way adjustable Sports Seats Plus.

Those wishing to shave a further couple of kilos can opt for lightweight sports bucket seats with folding backrests and seat shells made of carbon fibre. Black leather adorns the interior with the seat centres and steering wheel being in perforated leather.

As with the regular Cabriolet the hood takes just 12 seconds to raise or lower which can be done at speeds of up to 31 mph.

Those wanting a little more pizzazz from their S/C can opt for the Street Style Package. As standard the S/C features the front spoiler and rear diffuser from the

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Those wanting a bit more pizzazz from their S/C can opt for the Street Style Package

standard GT3 with an extra Gurney flap on its retractable spoiler and the Street Style Package adds decorative graphics on the front wings with Porsche lettering along the side. Further details are picked out in Pyro Red accent strips. Inside the Street Style Package brings Adaptive Sports Seats Plus with an embroidered outline of the Porsche crest. The seat centre panels are upholstered in four-tone braided leather in Slate Grey, Guards Red, Magnesium Grey and Kalahari which also features in the glovebox. The rest of the interior is almost completely upholstered with two-tone leather in Slate Grey and Guards Red while the sun visors, windscreen frame and convertible roof headliner are upholstered in perforated Slate Grey Race-Tex. The new Porsche 911 GT3 S/C is available to order now, priced from £200,500 while the Street Style package is priced at £24,110 and unlike the 911 Speedster this soft top GT3 won’t be a limited-edition model.

Top and left: Street Style package adds graphics and Adaptive Sports seats, trimmed in four-tone braided leather

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F E AT U R E R E P E AT E R

911 Carrera 4 S (993)

911 GT3 (997.2)

911 Carrera 4 GTS (997.2)

911 Carrera 2 (993)

Polar Silver • Dark Blue Leather Hardbacked Sport Seats • Manual Gearbox • 18” Turbo Wheels Air Conditioning • Electric Sunroof Maintained & Serviced by Paragon 90,984 miles • 1996 (N)

Basalt Black • Black Leather Sport Seats • 19” GT3 Centre Lock Wheels Touchscreen Satellite Navigation Front Axle Lift • Previously Sold & Serviced by Paragon • 25,791 miles 2010 (10)

Dark Blue Metallic • Black HalfLeather Sport Seats • Manual Gearbox • 19” GTS Centre Lock Wheels • Carrera Aerokit Porsche Ceramic Composite Brakes 11,894 miles • 2012 (12)

Arctic Silver • Black Leather Hardbacked Sport Seats • Manual Gearbox • 17” Cup Alloy Wheels Air Conditioning • 3rd High-Level Brake Light • Tonneau Cover 74,180 miles • 1997 (P)

£144,995

£124,995

£104,995

£82,995

911 Carrera 2 S (992)

911 Carrera 2 GTS (997.2)

911 Carrera 2 (991.2)

911 Carrera 2 GTS (997.2)

Guards Red • Black Leather Seats PDK Gearbox • 20/21” Carrera S Wheels • Sport Chrono • Switchable Sports Exhaust • Previously Sold & Serviced by Paragon • 18,182 miles 2019 (69)

Carrara White • Black Half-Leather Sport Seats • PDK Gearbox • 19” GTS Centre Lock Wheels • Switchable Sports Exhaust • Sport Chrono Previously Sold & Serviced by Paragon • 26,548 miles • 2010 (60)

Carrara White Metallic • Black Leather Sport Seats • PDK Gearbox 20” RS Spyder Design Wheels Switchable Sports Exhaust Previously Sold & Serviced by Paragon • 40,781 miles • 2016 (66)

Basalt Black • Black Leather Sport Seats • PDK Gearbox • 19” GTS Centre Lock Wheels • Touchscreen Satellite Navigation • Switchable Sports Exhaust • Sport Chrono 52,834 miles • 2011 (11)

£79,995

£64,995

£62,995

£59,995

911 Carrera 4 S (997.2)

Cayman (981)

Boxster (981)

911 Carrera 2 (996.2)

Carrara White • Black Leather Seats Manual Gearbox • 19” Sport Design Wheels • Touchscreen Satellite Navigation • Sport Chrono Previously Sold & Serviced by Paragon • 62,768 miles • 2009 (09)

Agate Grey • Black Leather Sport Seats • PDK Gearbox • 20” Sport Technology Wheels • Touchscreen Satellite Navigation • Heated Seats Porsche Sound Pack Plus • Sport Tail Pipes • 9,595 miles • 2015 (15)

Carrara White • Black Leather Sport Seats • PDK Gearbox 18” Boxster S III Wheels Touchscreen Satellite Navigation Front & Rear Parking Sensors 39,056 miles • 2013 (13)

Arctic Silver • Dark Blue Leather Seats • 18” Carrera Wheels • Heated Seats • Aluminium-Look Handbrake & Gearknob • Satellite Navigation Previously Sold & Serviced by Paragon • 64,138 miles • 2003 (53)

£52,995

£37,995

£31,995

£29,995

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EAST S US S EX

PORSCHE POST

TN20 6HY

XX

OVERVIEW

I I N D U S T R Y

&

T E C H N O L O G Y I

Will a new CEO and a new strategy will lead to a dramatic transformation?

BY RICHARD GOTCH

With a level of understatement that sounded quaintly English, Porsche introduced its 2025 full year results as ‘challenging.’ I can feel their pain, trying to keep some black ink on the bottom line as the final numbers homed in on a Group operating return on sales of just 1.1 per cent.

Challenge, we have all been told, is simply a simile for opportunity, and so it is at Porsche. At the company’s annual press conference in Stuttgart, new CEO Michael Leiters emphasised “We are using the current challenges as an opportunity to act even more decisively.” His plan is to “comprehensively reposition Porsche, make the company leaner, faster and the products even more desirable.”

Coming from senior positions at McLaren Automotive and Ferrari, Leiters certainly has the skills that Porsche desperately needs. In a presentation that was noticeably more humble than those under the previous CEO, he talked us through his ‘Strategy 35,’ a comprehensive re-engineering of the company and its

“We are using the current challenges as an opportunity to act more decisively”

product portfolio.

It’s desperately needed. Group operating profit for the year fell from 5.64 billion euros to 413 million euros, attributed to extraordinary expenses of approximately 3.9 billion euros to cover the realignment of the product strategy (largely to back pedal away from EVs and batteries) and the rescaling of the company. US tariffs accounted for 700 million euros and China continued to play a ballgame that Porsche is only just starting to understand.

Released a couple of weeks later, results for Q1 2026 illustrate why the company says “brave decisions” are required. In the first three months of this year, Porsche delivered 60,991 vehicles to customers worldwide, down 15 per cent on the same period last year. This was explained as being due to the end of 718 production, the reduction in EV tax incentives in the US, and Q1 2025 numbers being boosted by the ramp up of the all-electric Macan.

Looking a little deeper, one might ask if Porsche has massaged some black onto the bottom line by driving cars into the dealer network, rather as Aston Martin does at the end of each year. 718 production ended in October and the model is no longer on the configurator, but in the UK it’s still listed as available new from stock.

In North America, there are more than 1000 delivery miles used Porsches at dealers. That’s not aligned with the commitment to maximise highly profitable personalisation by building to order.

While sales of the emotionally engaging 911 were up 22 per cent, sales of electric vehicles are continuing to reveal the ineptness of the early and total commitment across the critical high volume/high margin models. In the last Porsche Post Business column, we saw how Macan sales were boosted by a flurry of customers ordering petrol models before the end of production.

Clearly Porsche have learnt from this lesson because it plans to continue producing petrol and hybrid versions of the E3 Cayenne for the forseeable future and further build on the demand - 19,183 deliveries in the quarter - which can only increase with the arrival of the Cayenne E.

New Porsche CEO, Michael Leiters, has a challenge on his hands

10

PORSCHE POST

The scale of the opportunity can be judged by the contributions made by sister companies Bentley and Lamborghini, which unlike Porsche are held in the Audi Group. Last year, Bentley delivered a modest 10,428 cars but contributed 6.4 per cent of Audi Group profits, despite also having a tough year. Lamborghini, 10,747 cars delivered, generated 22.7 per cent of Audi Group operating profit.

At the 2026 business press conference,

I I N D U S T R Y I

The 718 Dilemma

I I N D U S T R Y I

Radical new strategy is the entry level car that brings new customers into the Porsche family. It’s also successful as a second or third car for owners of Porsche’s family cars, and as a daily driver for the true enthusiasts. A replacement is needed urgently, and it should have fire in its belly. A similar trajectory is planned for the new Macan, for which ICE and hybrid versions are expected in 2028.

Leiters explained that while there is still work to be done on Strategy 35, it’s pillars will be ‘Brand & Customer and Products & Technology.’ We’ll see Porsches in higher margin segments, with increased customisation and “models and derivatives” that are above both the 911 and the Cayenne. Recognising that Porsche is equally dependent on the “sporty-premium sector,” Leiters reassured us that customers for more affordable vehicles won’t be forgotten.

The lifecycle of ICE and hybrid offerings will be extended – so we could see significant continuation of petrol and hybrid Cayenne – and there will be a greater focus on shared platforms, systems and modules within the VW business.

Leiters also plans to take a knife to bureaucracy, which he says has grown faster than the business.

Porsche continues to have high net liquidity, a strong balance sheet and supportive owners, so the pace of investment is likely to be brisk. Leiters’ first public outing was impressive and he has hit the ground running, so while the impact of geopolitics is hard to predict, it feels like 2026 will mark the beginning of an exciting new era in Porsche history.

“The big question is: when will we see what we are promised”

It’s unusual to delist a model that’s still popular, amortised and profitable, but the transition from petrol 718 to the all-new electric sportscars meant that production of the much-loved four and six cylinder cars finished in October. The big question is: when will we see its replacement, and in what format? It was supposed to be last year, it’s currently this year, but with problems around battery supply adding to the woes of limited EV demand, will we see it at all?

718 is particularly important because it

PORSCHE POST

11

OVERVIEW

I M O T O R S P O R T I

Porsche’s next generation 975 RSE Formula E car revealed

David Sunderland, one of Strasse’s legendary engineers, has passed away aged 83. At Strasse Porsche Specialists, the name David Sunderland resonates with distinction, skill, and an unwavering dedication to the Porsche marque. His journey began in 1968, when he started working on Porsches by building both Saab and 911 rally cars for Jack Tordoff, founder of the JCT600 Group. Revered for his technical mastery, David or DS to his many friends, also helped shape Strasse when he left Porsche Bradford in 1994 joining David Forrest and Mark Pendleton in creating a new Porsche specialist.

David’s life was in the engineering aspects of all things Porsche and his commitment set benchmarks throughout the field. Clients and colleagues alike were captivated by his encyclopaedic knowledge of Porsche history and engineering, as well as his readiness to share his wisdom.

Beyond his engineering prowess, David was known for nurturing the next generation of Porsche specialists. At Strasse, he was both mentor and motivator, fostering an environment of continual learning and mutual respect while his

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Porsche’s contender for next season’s Formula E championship has been revealed - the fourth-generation electric 975 RSE. It delivers the biggest leap in Formula E performance to date with up to 805bhp (600kW), permanent all-wheel drive, new tyres and increased downforce.

Formula E has come a long way since its inception 12 years ago as Thomas Laudenbach, Vice President Porsche Motorsport explains: “When the championship started in 2014, every driver

I O B I T U A R Y I

David Sunderland

PORSCHE POST

needed two cars per race. One battery alone was not enough to cover the full distance. Since 2024, we have been developing a race car that puts us on the level of Formula 2 cars.” The top speed of the 975 RSE is expected to be in the region of 208mph, while 0-62mph is a blink and you’ll miss it, 1.8 secs.

While some of the hardware is common to all teams – chassis, bodywork, drivetrain – Porsche has been working hard on the components it can develop in house such as the DC/DC converter, pulse inverter, electric motor, gearbox, electronics, plus front and rear differentials.

The Porsche 975 RSE follows on from the current 99X Electric. Porsche’s most successful Formula E car to date has won four world championship titles and after a third of the current season, Porsche leads the team’s and manufacturer’s standings with Pascal Wehrlein topping the driver’s championship. The 99X will contest its final race in August at the season finale in London with the 975 RSE expected to make its race debut in December.

infectious passion inspired the team to pursue perfection with every project David passed on 21 March 2026 – he was still at his engine stand on 20 March happily spannering away. His legacy at Strasse endures in every meticulously restored engine, and in the spirit of camaraderie that he championed.

Thanks to Strasse for these words.

F E AT U R E R E P E AT E R

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PORSCHE POST

XX

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AC 190x136.indd 2

21/04/2026 11:52

Set in the heart of Cap d’Antibes, just moments from the Mediterranean, Villa Fabulite is a discreet boutique retreat offering refined Riviera living.

Surrounded by lush gardens, this intimate hotel blends Provençal charm with contemporary elegance across just 12 individually designed rooms and suites.

With its tranquil spa, garden restaurant and highly personalised service, this unique destination provides an ideal setting for romantic escapes, wellness stays or exclusive private hire.

Experience privacy, elegance and the art of living on the Côte d’Azur SPA & WELLNESS

ACCOMMODATION

•

Private spa with hammam and sauna

•

12 individually designed rooms and suites

•

Heated outdoor swimming pool

•

Blend of Provençal style

•

Massage and wellness treatments •

Overlooking lush gardens, our rooms provide

•

Ideal for couples, private stays

on request •

Peaceful, intimate environment designed for relaxation and wellbeing

DINING – LE FAB •

On-site restaurant serving refined Mediterranean cuisine

•

Focus on fresh, seasonal ingredients

•

Garden terrace dining in an elegant, relaxed setting

•

Bar and lounge for drinks and light dining

A P R I M E L O C AT I O N I N C A P D ’ A N T I B E S Located minutes from beaches, Antibes old town and the finest Riviera destinations such as Cannes and Monaco, Villa Fabulite offers both exclusivity and accessibility

and modern comfort calmness and discretion or exclusive use bookings

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Personalised concierge to curate each stay

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Tailored support for special occasions and bespoke itineraries

DISCOVER VILLA FABULITE For reservations and more information visit our website

FA B U L I T E . F R

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PRODUCTS

All the gear This month’s essential Porsche-inspired products EBC Brakes for modern classic Porsches EBC has expanded its Apollo Big Brake Kit range for the 911 (996 and 997) as well as some Boxsters and Caymans, too. The 355mm discs are paired with six-piston calipers which are available in a black, red or blue finish. The kits come with everything required for a front brake upgrade. Prices start at £2579.28, visit ebcbrakesdirect.com for more details.

Singer Reimagined Introduces DualTrack watch

Scalextric 963s

Singer Reimagined has launched a new watch that’s been designed to answer the question, “How do we make timekeeping feel natural again?”

The answer, according to Singer is the ‘DualTrack’ with a peripheral 24-hour disc that orbits the dial continuously, delivering a second time indication at a glance, with the readout positioned at the six o’clock position. The 43mm case is made from stainless steel and features a circular brushed finish with mirror polished chamfers. Due to launch in June the DualTrack is priced at CHF 22,500 (approx. £21,350) plus VAT and taxes. More details can be found at singerreimagined.com

If you’re a racing fan then Scalextric’s latest Porsche releases will be a welcome addition to your slot car garage. First up is the 2024 Le Mans machine that that placed fourth overall, while the bright yellow offering is a replica of the 2025 JDC Miller MotorSports Daytona car.

Both priced at £49.99, available from uk.scalextric.com

Porsche 917 Sculpture

CTEK NXT 5 charger

Porsche tool set

The Le Mans-winning 917 of Richard Attwood is now a stylish sculpture. It measures 176mm in length and is offered in two versions, an edition of ten, finished in Sterling Silver, that’s signed by Richard Attwood (£1,500) who also signs the wooden presentation box, and a 25 piece edition (unsigned) finished in nickel (£875). Visit robinbark-motorart.com

CTEK has become the go-to name for battery charging and its latest unit, the NXT 5, offers exceptional performance when charging and reviving 12V lead acid and lithium batteries. CTEK says it has built-in patented technology including reconditioning modes for deeply discharged batteries. The NXT 5 costs £105 at www.ctek.com/uk

These stylish tools from Porsche come in an exclusive leather case with embossed Porsche Crest and Porsche lettering on the tools. It includes eight combination wrenches, 30 ring nut spanners and nine allen keys, along with flat-nose pliers, a telescopic magnet and a plastic spatula.

It’s priced at £419.00 and is available at shop.porsche.com/gb/en-GB

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PA R T

O F

T H E

S T E E R

LU X U RY

C O L L EC T I O N

We want your Porsche.

THINKING OF SELLING? With under 30,000 miles and a full Porsche Centre service history, your Porsche may be exactly what we’re looking for.

To discuss the options available for your Porsche, please contact our Group Buyer Andy Jackson: andrew.jackson@porsche.co.uk | 07345 430 897

02013-14 PC Reading Porsche Post WWYC Ad 127x190.indd 1

21/01/2026 09:23

OPINION

ANDY JACKSON

Ups and downs in Porsche retail It’s been almost a year since my last column, and what a year it has been. So, what’s new? Well, the used car market has been all over the place. This time last year it looked as though we were finally returning to some sort of normality and with that a certain level of predictability and consistency. However, this year has been anything but predictable!

World events have certainly had an impact in both a positive and negative way. Auction results in the US have been unprecedented, which in turn has bolstered prices in the UK and Europe. We have seen CGTs and 918s rocket in price from a steady to £1.1 - £1.3m to almost £2m. Every day I get call asking for a 918 or a CGT, as the uninitiated hunt them down in the hope of a quick profit. This a delicate and risky sector of the market, and one that is being carefully manipulated by a few with the right connections and buying power.

It’s a gamble, but if you’re playing at this level, it’s one you can afford to take. Other halo Porsche models, such as the 997 4.0 RS, 991 R and S/T have also seen positive price increases too.

On the flip side, demand for new Porsches has slowed. The cost of a new Porsche and the higher interest rates, coupled with the increased cost of living, has made them more expensive to buy than they were just a few years ago, leading to discounts and incentives to drive sales, which has had a negative impact on late used Porsches, most notably 911s.

In the main buyers are more cautious and more demanding and, in many cases, unrealistic in their requirements. There isn’t a used car factory where you can pick them off the shelf! So, while the used car market has been challenging this year, the best examples continue to sell quickly if priced sensibly.

It is becoming harder to source good stock at the right price, in part due to the rise in popularity of online platforms such as Motorway and CarWow. These are having a negative and draining effect on the market. I appreciate the ease and benefit price wise for the seller, but I wonder who is really buying these cars at such high prices? There must be little to no margin left, as often the price achieved is close to top retail. There are also more buyers chasing the same limited stock. Increased costs at dealer level, and having to pay more for stock is squeezing the margin in order to meet volume expectations and the strain

“World events have certainly had an impact in both a negative and positive way”

Andy Jackson has many years experience in automotive sales, and is a buyer for Porsche Retail Group. He has also owned multiple Porsches

on main dealers and specialists is all too apparent.

A little on the classic landscape. 356 and early 911 prices have fallen back as demand continues to fall. I do wonder if this will change as society creeps back towards a more sensory and rewarding driving experience in the years to come, but for now they have to be good value to sell quickly. 993s have seen a little blip, which is good news, although it’s worth noting the S models look very expensive and seem to have almost ground to a halt. Again, I think the market has been a little giddy and when you look around there are some great Porsche alternatives for the same money.

The 996 seems to have found a new audience with the younger generations, while 997 values appear to be static, but firm, apart from manual Turbos and GT2s, which have seen a nice jump in price.

I appreciate this a brief overview, but I do hope it offers a little insight. These are strange times, the used car market is a bit ‘finger in the air’ at the moment. I am paying slightly more for the best cars, and I believe a quick turn is the best strategy to limit exposure. I know money is a concern for all, and we all want the best deal, but it’s not just about money. It’s also important to recognise the experience and support you get from your main dealer, or independent; there is a value in that. Most are more than fair, and I would ask you to consider this before using online platforms to sell your car.

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HANDLING. AT ITS BEST. Whether a classic Porsche icon or a cherished youngtimer, if you’re looking to elevate your car’s handling to the next level, KW Suspensions is your trusted partner. For over 30 years, we have been developing bespoke suspension solutions that enhance precision, control and safety – while preserving the unmistakable character that defines every classic Porsche. With precisely adjustable damping, exceptional build quality, and the option of a subtle, period-appropriate sporty lowering, we offer the ideal suspension setup for your car. Engineered for enthusiasts. Driven by passion.

We will be exhibiting at the Goodwood Festival of Speed from 9 to 12 July 2026.

TRANSFORMING SUSPENSION TECHNOLOGY.

OPINION

JETHRO BOVINGDON

Stop dreaming, start enjoying Dreaming is good. It’s the dreams that got you to your 993 Carrera or 991 GTS, or maybe your 968 ClubSport. We should never stop dreaming. But, let’s be honest, that’s not really the problem. There’s always the big dream. Maybe it’s a Turbo of some description or an RS or GT3. Maybe you even dare to quietly imagine knocking the exquisite gearlever of a Carrera GT around its wonderfully tight, precise gate and hearing that V10 with its piercing howl.

There are stops along the way too, no doubt. Maybe other models, or simply upgrades to your own car that seem imperative even though you’re not quite sure why. Will that milled-from-billet short shift kit transform your car? Probably not. But you need it deep within your soul. The dream of what’s next is all-consuming. Be honest, if you open your internet browser right now, there’s at least one tab with a Porsche upgrade part or a car you’re watching, right?

I’m afflicted with this disease, too. I have an early 996 Carrera with Aerokit that I bought for £10,500 in 2012. Since then it’s been resprayed (twice), had every suspension component refurbished or replaced three times, had new seats, new wheels (twice) and the engine has been upgraded to a 3.8-litre direct injection 9A1 motor from a 991 Carrera S by the geniuses/ saints at Litchfield. It is perfect. Almost. It needs a half ‘cage, of course. A big brake kit. Maybe a full retrim to get rid of the shiny plastic that betrays its 150,000-miles. I’ll get around to it. I think of little else.

But as sure as night follows day, the list will have grown by the time I do. There is no end.

However, this past summer I decided to put these things to the back of my mind and instead reconnect with the car just as it is. Every time I was tempted to scour the internet for a new Cup-style splitter, or one of those cool classic motorsport-inspired wooden shifters, I’d instead go for a drive or book a trip to the ‘Ring. And, you know what? When I was in the car, interacting with it, a wave of positivity washed away any niggles. My car was bloody brilliant.

Now, a road tester’s brain means a million reference points to compare and contrast with my car, affectionately known as the 996.3. But when I’m in the driver’s seat they fade away. What’s left are the sensations that made me buy a ratty old 911 in the first place. They read like a list of clichés: Highly-detailed

“I hit an indicated 191mph on the German autobahn.

Just couldn’t help myself”

Follow Jethro @jethrobovingdon

steering feel; the unique rear-engined traction benefits and a front-end that’s so alive... Of course, this isn’t articulated so precisely in real time. Instead, it’s just a wide smile and the odd quiet thought of ‘bloody hell, this is soooo good’ or, simply, ‘phwoar.’

But reconnecting, for me at least, means hurting the one I love. I’m not really a detailing guy. Nor does a cruise through the countryside in no particular hurry do it for me. So, the 996.3 has been to the ‘Ring twice with Destination Nürburgring. The first trip was hot as hell and it took me quite a while to stop worrying about the car and start really enjoying it. But gradually, my pace crept up and up, the car was faultless and by the end of the day I was driving it almost like a press car. On the way home, I hit an indicated 191mph on the autobahn. Just couldn’t help myself.

Trip two was even better as I took my 13-year old son. It was his first experience of the ‘Ring and he’s now got the T-shirt and, I’m happy to report, the deep longing to go again. Plus, I caught up with old friends, met new ones and generally basked in the shared fun.

Would I have had more fun in a 4.0 RS? I doubt it. Did it matter that my car wasn’t dripping with Sonderwunsch deviated stitching and pepita floor mats? I guess what I’m trying to say is, keep dreaming but remember that what you have right now was a dream once, too. Enjoy it. You made it. And whatever Porsche you have deserves to be appreciated.

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Jethro Bovingdon is an internationally renowned motoring journalist and presenter. He also owns what is possibly the world’s most extensively modified Porsche 996...

Club events Make the most of your PCGB membership with special offers

Icons of Porsche Sunstede Edition Join us at Silverstone on 20-21 June, for the Icons of Porsche Sunstede Edition, as we celebrate both Porsche Cars Great Britain’s 75th anniversary and Porsche Club Great Britain’s 65th birthday. This special event captures the spirit of the longest day across a spectacular weekend.

Expect an extraordinary display of Porsche cars, from rare historic models direct from Stuttgart, to the latest road and race machinery, alongside plenty of privately owned examples. While full details are under wraps at the moment, this promises to be the largest official Porsche event ever held in the UK, bringing enthusiasts together for a truly unforgetable celebration.

From a Club point of view, we will come together to celebrate 65 years of passion and heritage, honouring the stories, dedication, and enthusiasm of our members, whose shared love for Porsche has driven its growth, from grassroots beginning, to today’s thriving community.

Tickets on sale through our website.

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Harewood Hillclimb For the third year in a row, we are inviting you to join us at Harewood Hillclimb on Sunday 31 May for a fantastic Club meet.

Located just minutes from Harewood House, this historic venue is the longest hillclimb course in the UK, with stunning views across the Wharfedale Valley.

Enjoy a relaxed day with great company, impressive cars, beautiful scenery, and exciting on-track action.

With Porsche’s rich history in

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hillclimbing—developing specialised cars for the European Championship in the 60’s and 70’s - there’s no better place for a Club gathering.

All members are welcome, with Porsche Centre Leeds showcasing the latest models, plus anniversary displays for Boxsters and appearances from Club partners and specialist traders.

Food and drink vendors will be on site, or bring a picnic and take in the views.

EVENTS

Analogue Alchemy

Porsche GT Track Day and Dinner, Donnington Get ready for an unforgettable experience at Donington Park on Tuesday 14 July. Our second GT-only track day invites you to one of the UK’s best circuits - this time as an unsilenced day. Delivered with RMA Track Days, this event ensures pure GT performance, supported by expert technical assistance from RPM Technik. ARDS instructors will also be on hand, plus a professional photographer will be in attendance, with all photographs included.

Enhance your experience with an optional pre-event dinner, hosted by a special VIP guest racing driver, offering a unique opportunity for an evening of insight, conversation, and anticipation ahead of the event action.

We are delighted to be returning to Bowcliffe Hall on Sun, 14 June for the second edition of Analogue Alchemy.

Following last year’s successful event, we’re looking forward to another celebration of classic and aircooled Porsches in the elegant surroundings of Bowcliffe Hall in Yorkshire. Guests can look forward to thoughtfully curated displays.

Open to all Porsche owners, tickets are £35, which includes soft drinks throughout the day, a traditional ‘Yorkshire buffet,” and entertainment.

For those wishing to extend the experience, we’re offering an exclusive road trip from 14-17 June through the stunning Yorkshire Dales and beyond.

Porsche Carrera Cup GB Hospitality Join us for an unforgettable hospitality experience, celebrating the thrill of Porsche Motorsport. Enjoy exclusive access to the Porsche Carrera Cup GB, part of the TOCA package supporting the British Touring Car Championship. Witness the action from multiple vantage points, from trackside views to behind-the-scenes access in the paddock.

Throughout the day, relax in our Porsche Clubhaus, offering stylish indoor and outdoor areas, exceptional facilities, and catering. Tickets include a guided paddock tour, where you’ll meet drivers and explore team garages. Plus, take home a Porsche gift bag as a lasting memento.

Dates run from May to Oct at iconic circuits including Brands Hatch, Silverstone, Donington, and more.

Classics at the Castle We are delighted to be returning to Hedingham Castle in Essex on Sunday 13th September for what promises to be one of the largest events in our 2026 calendar, celebrating the heritage, engineering, and timeless design of all Porsches.

Join us for a spectacular display of vehicles ranging from early air-cooled icons like the 356 up to the last air-cooled 993, and more modern water-cooled

models like transaxles, GTs and SUVs, showcasing the evolution of the marque across generations.

Visitors can stroll through rows of beautifully curated cars, meet passionate owners and traders, and enjoy a relaxed community atmosphere, with scenic castle views, demonstrations and welcoming hospitality.

As one of the last Club events of the 2026, this is not to be missed.

Discover more great Club events For further details of all upcoming national events, booking links and ticketing, please visit porscheclubgb.com/events or scan this QR code.

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CLUBHOUSE

It would be a conceit to believe that members turn to ‘From the Club House’ before anything else in. So, you will already know that this issue brings a new style and a significant break from tradition.

It’s long been clear that the 38% of the magazine dedicated to Regions and Register Reports, wasn’t really fulfilling its core community remit.

That’s no criticism of the volunteers that dutifully submit the 300 words max of allowable content each month. But it’s an acknowledgment that in 2026, there are better ways of reflecting Club life and our embedded technical model expertise.

For Regional Organisers, it’s not always easy to write interesting content month in, month out.

Particularly in winter. So, while their reports can be truly engaging, many are understandably backward looking. The issue is different for Registers, which offer superb technical and ownership advice. But often 300 words just isn’t enough.

So, our new United By The Drive Community Section offers much more detailed Register deep dives, and will properly highlight the depth and breadth of our Regional communities.

Perhaps a road trip, or an interesting member and/ or their car. But Community isn’t just about our Regions and Registers. There are masses of small and not so small splinter groups of people who love to meet, chat and drive but away from the formality of our Regional or Register structure.

And then there are the many enthusiasts and

FROM THE CLUBHOUSE

Moving with the times Chairman, Nick Taylor, on Porsche Post’s new look and the digital future

Below: New ‘United by the Drive’ content will better reflect the Club and its member activites

The magazine, perhaps more than anything, is our advocate

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businesses that are an essential part of our community. The Independents and bodywork specialists. The OPC’s, the suspension specialists, tuners and engineers. Many are worthy a well written and photographed story.

So RO’s and Register Secretaries are still encouraged to submit ideas and content for Porsche Post and our professional editorial team, working alongside representatives from the board and clubhouse, to pick out the best. Everything else, free of word limitations, can be quickly uploaded to our website, Facebook or Instagram pages.

It will take a while to finesse, but we hope you like it. The magazine, perhaps more than anything, is our advocate and we think the new format will properly highlight the richness and colour of our community.

Digital dilemma On a related matter, thanks to all who wrote to me after my email explaining our financial results.

Some members wondered why we couldn’t have a digital Porsche Post to save money. Either theirs or the Clubs. Well, there is actually already a digital PP option. It’s a simple but rather prosaic and outdated page turner on the website.

But the good news is that we are planning a modern digital platform to deliver content from Porsche Post and other sources in a compelling format, with regular posts, search functionality and interactivity. It’s quite a project and we need to be careful not to bite off more than we can chew.

But it’s important from a member benefit perspective and financially. The printing, postage and packing for Porsche Post costs more than the creative editorial. And we know many members, particularly the under 40s, never read physical magazines and consume everything digitally.

We’re absolutely not wanting to scrap the printed magazine. But we would like to offer an attractive, competitive, digital option and hopefully save some money too.

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THE LONDON CONCOURS | HONOURABLE ARTILLERY COMPANY, EC1

PORSCHE PERFECTION LONDON CONCOURS TUESDAY 9 JUNE, HAC EC1 AN INVITATION TO ENTER YOUR CAR Refined elegance, effortless entertaining and a world-class line-up of cars in the heart of the square mile.

On the opening day of our show, we will focus on perhaps the most iconic German marque of all: Porsche, with a special celebration of automotive engineering precision. 50 curated legends from Stuttgart will be judged with awards presented at the end of the afternoon.

Your entry fee of £150 includes admission for 2 people and access to the owners enclosure where you will receive unlimited tea and coffee and two freshly baked pizzas for lunch.

To register your car, pleased contact Felicity at felicity@thoroughevents.co.uk

Presented by

Members Offers

Make the most of your PCGB membership with special offers

2. Motoiva

1. Carmats4u Carmats4u is a proud UK-based car mat manufacturing business with over 36 years of experience crafting high-quality automotive interior protection. Their focus has always been on combining durability, precision fit, and premium materials to create products that enhance and protect the vehicles our customers value most.

Carmats4u specialise in tailored car mats, designed to fit specific vehicle models perfectly and bespoke and with a range of customisation options available, along with a full range of boot protection solutions, including robust boot liners, boot mats, and practical accessories. Every product is manufactured with attention to detail, ensuring long-lasting protection against daily wear, dirt, and moisture while maintaining the style and integrity of your

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Porsche’s interior.

As part of their collaboration with the Porsche Club community, Carmats4u are excited to offer members of Porsche Club GB, the exclusive opportunity to purchase a set of tailored car mats featuring the official Porsche Club GB logo. These mats are designed to complement your Porsche, while adding a subtle, premium Club identity to your interior.

To make this offer even better, Porsche Club members can enjoy 10% off their purchase by using the exclusive discount code PORSCHECLUB10 at checkout.

It’s their way of celebrating a shared passion for exceptional cars and quality craftsmanship. Shop here: https://www. carmats4u.com/porsche-club-gbcarmats4u.html

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As a Gyeon-certified detailing studio, Motoiva specialise in elevating, perfecting, and protecting high-performance and collector vehicles to the highest possible standard. From paint correction and ceramic coatings to PPF installation, upholstery care, and restoration, every service is designed to enhance, perfect, and protect your vehicle.

Their ceramic coatings carry a 5-year manufacturer warranty straight out of the box, with the option of a lifetime ownership warranty, subject to maintenance. For ultimate protection, Motoiva’s paint protection films come with 10 or 12-year warranties, with the option of a lifetime ownership warranty, subject to maintenance, providing you with complete long-term confidence.

From their Swindon-based studio, supported by a fully equipped mobile service, Motoiva deliver craftsmanship defined by expertise, precision, and an obsession with flawless results. They use only the finest products and materials, paired with meticulous processes trusted by discerning owners, collectors, and trade partners.

As a member, you enjoy 10 - 15% off all services, priority access, and a level of care tailored exclusively for those who expect the very best. Your Porsche deserves nothing less than perfection and protection, and that’s exactly what Motoiva deliver.

Book here https://www.motoiva.com/ and quote PCGB26 to receive your discount.

OFFERS

I C L U B

PA R T N E R S I

BOMBERG

COLLECTING CARS

Founded in Neuchâtel, Switzerland, BOMBERG has carved out a reputation for precision delivered with a rebellious streak.

BOMBERG stands out by doing things differently, championing daring design, mechanical reliability that’s uncompromising, and a personality impossible to ignore. Their watches range from race-inspired chronographs to intricately detailed automatics.

As BOMBERG joins Porsche Club Great Britain, as an Official Partner, Club members gain access to a series of exclusive benefits bringing them closer to the world of watchmaking with a twist of attitude. Visit the dedicated page: http://pcgb. bombergwatches.com/ for more information and to take advantage of a 20% discount on BOMBERG’s full range.

Since partnering with Porsche Club Great Britain in 2021, Collecting Cars have provided members with an unrivalled and exclusive platform for selling exceptional Porsches, along with access to expert guidance. If the time has come to sell your Porsche, fill out their online inquiry form or call their dedicated Club phone number on 07897 018613. They’ll connect you with a professional photographer who will visit you to capture more than 150 stunning images and craft a detailed description for the auction to showcase your Porsche. The auction will be live for seven days, showcasing your vehicle to Collecting Cars’ global community to find the perfect buyer. Once your car is sold, you’ll be refunded the photography fee.

ESSO FUEL CARD

LOCKTON

Since the Porsche Club Esso Card™ partnership began, Club members have saved over £313,000 and topped up more than seven million litres of fuel! Normally priced at £48 each, Esso Cards™ are free for Club members, with each household able to apply for up to three cards. The Porsche Club Esso Card™ allows you to save 6p per litre on high-performance Synergy Supreme+ fuels and 3p per litre on standard Synergy fuels. The cards are not linked to a specific car, so you can use it with any vehicle you own. In the last 12 months, Porsche Club Great Britain members have saved an average of £58. If you haven’t already, apply for your fuel card today by visiting: http://www. essocard.com/en-gb/Porsche/ or call: 0800 626672.

Lockton Performance is the official insurance partner to Porsche Club Great Britain. And you’d be amazed at the impressive range of vehicles they’ve covered. Lockton Performance has engaged with countless members to understand their needs, sharing in their passion for all things Porsche. This understanding has enabled them to refine their policies, offering tailored solutions. Their policies provide some of the widest and most suitable cover for your Porsche, including agreed value cover and expert claims service. To learn more about their specialist benefits, visit: https://locktonperformance.com/insuranceservices/specialist-porsche-insurance.html or call their dedicated Porsche Club line on: 0330 123 4317

ORACLE CAR FINANCE

PIRELLI

Oracle Car Finance is proud to be the official finance partner of Porsche Club Great Britain, providing members with their five-star customer service and competitive finance rates, which currently start at just 8.9% APR. Now in their 20th year as a business, and after passing £2 billion of funding for their customers last year, Oracle are funding more Porsche models than ever before for their customers. In fact, in 2024 alone Oracle funded more than 860 Porsches, including almost 370 911 models, the most popular brand and model they currently fund.

For a free finance quotation on a new or pre-owned Porsche, or to discuss a refinance or equity release, get in touch today on 0800 012 6666 or visit oraclefinance.co.uk/Porsche-club-gb

Pirelli, a global leader in high-performance tyres, continues to innovate with products designed for maximum safety, performance, noise reduction, and superior road grip and handling. Pirelli tyres cater to the most demanding needs, ensuring an exceptional driving experience. We’re thrilled that Pirelli continue to provide a fantastic offer for Porsche Club Great Britain members to benefit from. When you purchase two or more Pirelli tyres at a participating dealer, you can claim up to £120, which is now paid directly to your account with fast, secure BACS transfer. So now is the perfect time to upgrade your Porsche’s performance with Pirelli tyres. For details, please visit pirelli.co.uk/porscheclubgb

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ADVERTORIAL

I W AT C H E S I

Celebrating 65 years of shared passion At Bomberg, we have always believed that a watch should be more than just a passive object sitting on your wrist. It should be a statement of intent, an extension of your personality, and a reflection of the machines you love to drive. When we looked at the 65th anniversary of Porsche Club Great Britain, we knew we had to create something that captured the spirit of this incredible community.

To honour the 65th anniversary of the club, we did not want to simply place a logo on an existing dial, which is often done in these types of collaborations. Instead, we set out to engineer a watch based on our Racing collection platform that was as unique as the history of the Club. It serves as both an exclusive commemorative memento and a fun and functional daily tool. The result is a strictly limited 100 piece collaboration built exclusively with the club’s identity.

We integrated the PCGB crest design into the very architecture of the watch. The matte white ribbon, that historically represents the hood ornament of a 356, bisects blue and red woven carbon fibre sections, anchored by a small gold shield. If you look closely at the applied steel indexes, you will notice we interrupted them with gold finished numerals at the 6 and 5 positions, a subtle nod to the Club’s 65th milestone.

Powered by a highly precise Swiss Quartz Chronograph movement, the watch features a bespoke chronograph trigger, but its true mechanical theatre lies in our patented conversion system. The central case detaches completely from the strap and locks into a stainless steel base and chain. In an instant, your wrist instrument transforms into a handheld track timer built for the pit wall.

We also wanted to ensure maximum versatility and so the watch includes two integrated silicone straps in black and white,

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SCAN FOR MORE

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both featuring color matched red and blue racing stripes, a first for us. Finally, the machined caseback secures the legacy of this edition, engraved with the 1961 to 2026 timeline, the United by the Drive motto, and the limited edition production mark.

We are incredibly proud of this collaboration. It is a rare structural milestone, and we invite you to discover this piece of functional club history. We had a blast working with the team at Porsche Club Great Britain to bring this collaboration to life and we think you will love it as much as we do.

Here is to 65 years of exceptional driving, and to many more miles ahead.

■ The watch is available exclusively to members through the Porsche Club GB online shop.

PORSCHE CLUB GB 65TH ANNIVERSARY LIMITED EDITION

AVAILABLE EXCLUSIVELY TO MEMBERS ON THE PORSCHE CLUB GB ONLINE SHOP

Border PORSCH E 992. 2 C A R R ER A I N SCOT L A N D

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Is the base 992 Carrera the perfect weapon for UK roads?

We criss-cross the Scottish borders in search of answers, Jim Clark and a Scottish rally legend

Reiver Words Adam Towler I Photography Dan Bathie

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I

PORSCH E 992. 2 C A R R ER A I N SCOT L A N D

“Unknowingly it would also be the last time he saw his beloved Borders countryside”

knew the emotion would hit me at some point. I had expected it to be when we turned up at the front gates, locked shut, the farmhouse visible beyond the wrought iron so instantly recognisable from that publicity photograph with the red Lotus Elan. But no, it didn’t. Would it barge in when walking up the driveway, or when parking the Porsche in front of the house itself? No, that was not the case. The view out past the two massive oak trees - well, that did send a shiver down my spine, as the majestic view over the gently rolling hills of the Borders spread out before us, the poignant silence dissolving into laughter when the house’s current owner - David Runciman - recounted a conversation recently with Sir Jackie Stewart. The triple world champion, visiting the property, had been asked, wistfully, ‘what if those trees could talk, eh?’ With a smirk as his mind wound back to the parties held there in the 1960s, he replied, ‘Probably for the best that they can’t…”

No, the lump in the throat came after I’d pressed the engine start button on the Carrera, and edged it back down the drive and towards those gates, that beautiful Scottish farmhouse framed in the rear view mirror, and a view ahead over ancient farming land probably unchanged since that moment, nearly 58 years ago, when Jim Clark, double F1 champion and international superstar, also drove down to the gates, unknowingly for the last time. It would also be the last time he saw his beloved Borders countryside,

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Almost entirely unchanged, Jim Clark’s beautiful Scottish farmhouse and Porsche 992 Carrera, looking entirely at home

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PORSCH E 992. 2 C A R R ER A I N SCOT L A N D

“Is the ‘base’ 911 still arguably the purest, most satisfying model in the 911 range?” and we know how much he loved this area and what it represented, because he described himself as a farmer first; a Grand Prix driver, second.

As I turn back towards the main road, and the Carrera trundles briskly and efficiently up through the eight-speed twin-clutch gearbox, I think of Clark’s final hours. It was an unremarkable Formula 2 race, held on the fearsome sweeps of the old Hockenheim circuit in then-West Germany. The weather was atrocious, and Hockenheim’s fast curves through the dense forests were at the time unprotected by any form of barrier. Clark should really have been racing in a sports car event at Brands Hatch, and for once had qualified poorly. To this day, no one knows exactly why Clark’s Lotus 48 left the circuit, suddenly, at high speed, and ploughed headlong into the trees. It remains one of the greatest mysteries, and tragedies, of motorsport, a moment that shaped the sport in a manner perhaps rivalled only by the death of Ayrton Senna. It was the 7th April, 1968, and Clark was just 32 years old.

Our plan was simple. Although the second generation of 992 has been out for a little while now, this magazine had yet to drive the standard, entry-level Carrera other than on the original launch. Surely it was time to go for a proper drive, in the process answering a question almost as old as the 911 itself: is the ‘base’ 911 still arguably the purest, most satisfying model in the range?

After all, even going back as far as the 993, while Turbos were formidable, the RS a brilliant track day car, and convertibles and four-wheel drive models held their own specific appeal, it was the humble Carrera that - arguably - best encapsulated the core attributes that make the 911 so appealing. Fast enough for the road, usable whenever, and a chassis that, because of its less focused ethos, was a particularly good match for the UK’s unique road surfaces, the Carrera through successive generations of 996 and 997 has been a peach. Granted, most buyers don’t think this way, understandably, desiring the fastest model they can afford, or perhaps the most eye-catching. It is a subject discussed by motoring journalists and keyboard warriors alike, at length, but in spite of that worthiness it’s not without significance. After all, if the base 911 is fabulous it usually follows that the rest of the range has a great platform to work from, too.

Yet lately, there’s been a suspicion that as the 911 has grown, so some of the previous assumptions have evolved, too. Was the standard Carrera really this bastion of purity and virtue? Or was it simply slower, and not as exciting as the more extravagant, and expensive, variants in the range? I remember just such a tale working on evo Magazine, where we took a 992.1 Carrera and a couple of sports saloons on a tour of northern England, and came away wondering whether the ‘basic’ 911 had lost that unique appeal. PDK only, and a wider, heavier car than its forebears, the

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Top: The 992 Carrera in Vanadium Grey, blends perfectly with the scenery. Above: Interior is bordering on simple in modern 911 terms

F E AT U R E R E P E AT E R

When Johannes Janke (JJ to us) designed our first jumping hour (September 2011) it was a horological leap. It didn’t jump moments before, or after, the minute hand’s completed rotation. But precisely on the hour. Our C1 Jump Hour Mk V’s ‘stepped’, mostly sapphire glass-made hand accentuates this functionality. And being part-filled with luminescence, like the jump hour disc itself, it’s highly visible at night. Jjoy, eh?

Do your research

christopherward.com

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Opposite: The 992 Carrera is the right weapon for UK roads.

Outside the Jim Clark Museum in Duns, full of Clark memorabilia, artefacts and a few stellar cars. Note the miniature Porsche 356, Clark’s own car. The ‘Golden Helmet’ was presented to Clark in 1965, by Esso and depicts the circuits he won on that year

“If you know your Clark history, you’ll know that his first ever race victory came at the wheel of a Porsche”

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feeling was that to get the most out of the package you really needed the extra power, the four-wheel steering and all the other bits of tech, largely optional on the base model, that made the 911 come alive in your hands. The 992 was a slightly different kind of 911, and times, it seemed, had moved on.

So what of the latest car? To find out we’re pointing its chiselled, Vanadium Grey nose northwards, to the Scottish Border country where there’s some great roads I’ve used many times for testing cars. Moreover, there’s a pleasing historical link, because we’ll be near Duns, the small Scottish market town local to the home, farmland and now the museum of the aforementioned Jim Clark.

And if you know your Clark history, then you’ll know that his first ever race victory came at the wheel of a Porsche, no less, at the nearby Charterhall Airfield, driving a friend’s 356, for the Border Reivers team. That 356 is currently owned by a club member (see page 48), bringing us full circle to the road trip that now maps out in front of us…

I’ve already got to know the Carrera reasonably well by the time I collect photographer Dan Bathie en-route and continue on the drive up the A1. Unusually, for a Porsche GB press fleet car, it’s a base model with just a few options, which enables this story in the first place. The key additional extras are the 14-way adjustable sports seats (£1,951), the HD Matrix headlamps (£2,033), the Sport Chrono pack (£1,796) and the Bose surround sound stereo upgrade (£1,269), along with a smattering of driver assistance technologies (that I could definitely do without) and a Black/ Chalk beige leather interior option that seems like a rare bargain on the Porsche’s options list for just £513. All told, these extras inflate the price of the base car (£103,700) to £115,382 - or put another way, a few quid short of a brand new 992.2 Carrera T. For added context, a Carrera S retails from £120,500, complete with a thumping 480hp version of the same 3-litre, twin-turbo flat-six.

I’m about to discover if the Carrera can make a case for itself on ability alone, but on the financial side, keeping the options relatively lean would seem to make sense for the entry-level model before the line blurs with more powerful alternatives.

Having done a lot of miles in a 992.2 Carrera S just a few weeks before, I think I know what to expect from the new Carrera. I found the S to be a fabulous car - an incredibly versatile and broadly proficient sort of machine, with a quite spectacular turn of speed as you might expect, but it did take a little while to truly get under my skin. That’s not unusual with a 992 of any description or generation in my experience, GT3 models aside - but it was only when we arrived in Wales, for the shoot in question (which you’ll hopefully be able to read about next month), that it truly came alive. There, with the space to open it up a little bit (arguably still using only a distinct percentage of its total performance), an appealing character was revealed, and to be honest I didn’t want to stop driving it. Would the Carrera be the same, only slower?

One thing is for sure, the Carrera completely demolishes the long drive north in amazingly competent fashion, and it brings us to a key point of difference. As the base model, the Carrera is delivered in standard form on the smallest wheel option available

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PORSCH E 992. 2 C A R R ER A I N SCOT L A N D

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PORSCH E 992. 2 C A R R ER A I N SCOT L A N D

“The Carrera completely demolishes the long drive north in amazingly competent fashion”

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Wish you were here?

Editor Towler enjoying himself behind the wheel. Not so much fun for photographer Bathie, who’s getting wet and possibly stuck in a bog!

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PORSCH E 992. 2 C A R R ER A I N SCOT L A N D

for a 992.2. Once again, these are staggered sizes (it’s a 992 thing), with a 19” rim (and a 235/40 R19 tyre) at the front axle and a 20” rim (with a 295/35 R20 on the rear.

Most Carreras are ordered with a wheel upgrade. It’ll be the first thing the salesman recommends, not just selflessly to protect your resale value, but also to boost the profit margin with options and, particularly if the car is on finance, to make it more desirable as used stock when it comes back to them after three or four years. That usually means the Carrera S wheel option, or that size of rim at least, which equates to a 20” rim on the front (with a 245/35 R20 tyre and a 20” rear (with a 305/30 R21 tyre). It’s worth remembering too, that if you opt for a GTS, then it’s shipped from the factory with the Sport version of PASM adaptive suspension, which is firmer in its settings and also 10mm lower in ride height, and the rear tyres are of 315 section.

You might think more is best - more visual impact, more ‘sportiness,’ as the Germans love to say, and more grip for better cornering ability. But life is rarely quite so simple, and there are two key factors at play here that provide an alternative narrative.

The first is that with a greater depth of sidewall from its higher profile tyres, the standard wheel set offers a greater cushion of air around the rim, and therefore as the theory goes, should offer a more compliant ride. Most will think this only relevant in a luxury saloon, or similar, and while it’s relevant in a 911 that you might use everyday, the real advantage lies in the car’s ability to cope with our unique - and increasingly dreadful - roads. This is a subject that comes up in articles time and time again, but it’s a fact that for a customer buying this car in the home market, the above words make no sense whatsoever. German roads are, by and large, of very high quality. That’s the first point. A pothole is treated like a civic embarrassment, not an instrument with which to torture those ‘dreadful’ car owners, like in the UK. But moreover, German roads are, as a rule, much flatter, without our camber, and their asphalt significantly less coarse in texture. This might read like roadtester tedium, but it’s important background to the basic Carrera’s significant appeal.

The other element is tied to the 20” rear having only a 295-section tyre. Again, you might think more grip equals more traction equals better performance, and you’d be right. But less grip can also be fun, too, as we shall see - particularly when you’re protected by the dazzling complexity and proficiency of the Carrera’s PSM and traction control setup.

The trip to Jim Clark’s house is not planned. We’re making for Duns, and the small but superb Clark museum. However, the Carrera is bearing the travel scars of a long journey, and deserves a wash before we start shooting it for real. We pull into the forecourt and avail ourselves of the jet wash, the Carrera’s sparkly grey metallic paint looking a dream as it glints in the sun.

It’s only when I look at the name above the glass of the showroom alongside that it clicks. ‘Aitken-Walker Cars’. As in, Louise Aitken Walker, the 1990 FIA Ladies World Rally Champion, for many years associated with PeugeotSport (the 205 GTi is one of my great passions), and latterly, Vauxhall with the Astra GTE. Louise isn’t in the showroom, but her husband Graham gives us a tour of the memorabilia on the walls (as a rally fan I am in my element), with the peak being a black and white photograph of

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“I look at the name above the glass of the showroom alongside and it clicks: ‘AitkenWalker’ cars”

Above: With Louise Aitken-Walker’s husband, Graham.

Above right: Lousie (left) and co-driver Tina Thörner with Ayrton Senna at FIA Awards evening. Right: Jim Clark Memorial in Duns

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PORSCH E 992. 2 C A R R ER A I N SCOT L A N D

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Louise and her co-driver Tina Thörner standing either side of that year’s F1 Champion, Ayrton Senna, at the FIA end of season prize giving. It’s Graham that arranges the visit to Clark’s house, and feeds us all sorts of information about local Clark landmarks, and once again I am blown away by the friendliness and helpfulness of people in this part of the world, which makes a driving holiday here always such a joy.

A trip to the museum is a must if you’re in the area: it’s small, but superbly presented and absolutely packed with interesting artefacts and a few stellar cars, too. The staff are very knowledgeable, and I can’t leave without indulging in the gift shop. We visit Clark’s grave in nearby Chirnside, which is a more sombre moment, and also stop by the monument in the same town. By the time we’ve completed our pilgrimage, the light is starting to fade and the rain has come.

We’re staying at The Bank hotel in Hawick (a characterful and comfortable place which, as the name suggests, was a bank in a previous life, with secluded parking and a good breakfast. The owner, Donna, even drove a 991 until recently. Recommended) and to get there entails driving over a classic Borders road. I’m absolutely certain Clark would have known this road well, although he may well have been mystified with the blanket 50mph limit that’s been plastered over its entirety since I was last here.

We see no more than three cars the whole time we’re on the road; it’s very frustrating, given that until recently you could drive within the national speed limit and still have a lot of fun.

The Carrera is more than up for a good time. The revised engine, now producing 389bhp and 332lb ft of torque, feels gutsier than ever. It inherits the turbochargers used on the gen1 GTS model, and while the power increase over the old Carrera is small, the boost has, subjectively, a more vibrant arrival: catch it just right, and you can complete overtakes with effortless ease.

What’s also clear is that the weather-beaten surface (still vastly superior to those of home counties England - go figure!) holds no surprises for the Carrera. It has a loose-limbed sense of ease with which it goes across the ground, parrying awkward bumps and troughs and remaining unfazed even when the road undulates with an extreme frequency. It’s just so driveable, and, as becomes obvious, it’s not afraid to move around a little, either. By that I mean a wriggle under power here, and a small slide on a wet surface there… peel away the stability control into Sport PSM and you can experiment by getting on the power earlier and earlier, feeling the rear of the car start to slide. The lack of a limited slip differential is a shame - you’ll need the T model and above for one of those, but it’s surprising just how controllable the 992 is once you’ve built confidence with its personality. By the time we’ve splashed our way to a damp Hawick, I’m positively glowing with love for this grey 911. I didn’t see that coming.

The next day we head southwards, onto another classic Borders road… only to find it too now has a 50mph limit posted along its entire length. Ironically, this is a road used by the police for high speed driver training, and again, we pass just a handful of other vehicles in the hour or so we’re on it. Nevertheless, there’s one section which offers one of the most extreme tests of anywhere I can think of in the UK, and as I suspected, the Carrera is absolutely brilliant there, only the occasional screech of a plastic underbody element scraping the road the giveaway to just how hard the damping is having to work. I’m not sure a sport-suspended 992.2 would be quite as capable, because it’s the wheel travel and slightly more forgiving ride that provide the Carrera with so much

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“It’s clear the weather-beaten surface holds no surprises for the Carrera ”

Opposite: Rain nearly stops play, but across the border and into the Pennines, the sun is out and the 992 Carrera is in its element

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PORSCH E 992. 2 C A R R ER A I N SCOT L A N D

of its pace.

The brooding grey clouds that have congregated over the loch simply won’t leave us alone, and slightly miffed at the draconian limit and struggling to take photos in downpours that threaten Dan’s cameras, we head southwards once again, slugging down to the Pennines and the promise - realised - of bright sunshine.

Once again, these are challenging roads, now with surfaces much more taxing than north of the border, and the Carrera deals with them with aplomb. And a further great thing about this car is that it’s quick enough to be exciting, but not so quick that you can’t wring its neck from time-to-time and still stay - just about on the right side of the law. There’s no doubt the extreme performance of the new Carrera GTS is impressive, but 534bhp takes you from 0-illegal very quickly. In the Carrera you have more time, albeit mere tenths of a second, to enjoy the process of actually accelerating.

There is the first of spring’s airborne insects plastered on the nose, and a decent coating of brake dust on those silver wheels when we call time on the fun element and settle into the cruise home. Without any murmur the Carrera morphs into a relaxing motorway cruiser, emphasising just what a great all-rounder it really is. For me, that’s the true sign of a great common-garden 911. You just know the 992.2 Carrera would be more than up for a few laps of the Nürburgring Nordschleife, just as it’s ideal on the B6357, or a late night run to the airport, or taking the kids to weekend football. Over 1,200 miles in just under a week it has been a delight. Sometimes, the simple things really are the best.

Below: It’s a mad world that considers a 19in wheel to be small, but the base Carrera is all the better for ‘small’ on UK roads. The purists choice and the best choice too

“We head southwards again, slugging down the Pennines and the promise of sunshine”

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The 992.2 Carrera represents a subtle but significant evolution of an icon that has defined the sports car landscape for decades. As the industry edges ever closer to electrification, the latest Carrera feels like a carefully judged bridge between tradition and modernity - refined, technologically advanced, yet still clearly a 911 at heart.

At its core lies an updated version of Porsche’s twinturbocharged flat-six, delivering a blend of performance and usability that feels perfectly suited to real-world driving. While outright figures may not shout the loudest, the way the engine responds - crisp, linear, and eager - remains deeply satisfying.

Paired exclusively with an advanced dual-clutch transmission, the Carrera offers rapid, seamless shifts that keep the car firmly in its sweet spot.

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balance between comfort and control. It feels composed and confidence-inspiring, yet retains that trademark agility and feedback. Add in systems like Porsche Torque Vectoring plus a limited-slip differential, and the result is a car that provides an incredibly rewarding drive.

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In Clark’s Words James Ellson I Photography Jonathan Bushel, Jesse Alexander

Club member, Tom Pead, owns both Jim Clark’s 356 A and Denis Jenkinson’s 356 A, Clark and Jenks having raced with each other in their respective 356s in period

shoes 48

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JIM CL ARK’S 356 A

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B JIM CL ARK’S 356 A

Above: Tom Pead with Jim Clark’s 356 A and Denis Jenkinson’s 356 A. Right: Both cars parked side-by-side as part of a six-hour relay race at Silverstone in 1958. Above right: Jim Clark with his 356 in the paddock at Zandvoort. 1960. Right: Low-slung seating

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efore he became synonymous with the British Racing Green of Lotus, Jim Clark first made his name at the wheel of a dashing, Ivory white Porsche 356 A. Its sporting provenance is likely unmatched by any other similar model. The Scot took his debut race victory in the 356, and blazed a scintillating trail from there onwards. This elegant, reliable road car allowed Clark to announce himself to the racing world.

It’s now owned by Porsche enthusiast Tom Pead, who also has legendary MotorSport journalist, Denis Jenkinson’s, Ice blue 356. Racer and writer rubbed shoulders as they tore across Europe to attend events in the late 1950s and early ‘60s, both cars having a real tale to tell. The 356s have been faithfully restored by Pead, now regularly competing at Goodwood.

Clark’s 356A had another celebrity owner before him – renowned 1950s band leader Billy Cotton.

Chassis 100017, with registration UUL 442, was ordered on December 21, 1956 and wheeled out of Stuttgart on April 2, 1957 – it was bought from AFN Ltd by Cotton for £2,019.

Not only a musical maestro, the versatile Cotton was an able amateur racer who finished fourth at the 1949 British Grand Prix as well as being a decent footballer, turning out for Brentford FC. Having been a welterweight boxer too before he

It was thought that Colin Chapman didn’t like his star man driving around in a non-Lotus took up the baton full-time, Cotton had a 75bhp Super’ engine installed, this making UUL 442 a 1600cc ‘Super.’

The man who bought the car from Cotton in May 1957 was Ian Scott-Watson, a farming friend of Clark’s and a seminal figure in his racing career.

Scott-Watson had purchased the car for Clark to race, enabling the young countryman to build on the impressive potential he’d already shown in the previous year.

Racing history was to be made soon. Clark’s 356 debut was at the Border Motor Racing Club’s inaugural event at Charterhall in Berwickshire on October 5, 1957. There were three races held that day: Clark finished third, second and then first, in the headlining BMRC Trophy.

The young driver’s adventures in the 356 continued under an old team name revived by Scott Watson: Border Reivers, after the medieval bandits who plundered and pillaged the AngloScottish borders.

No specialised tyres, rollcage or seatbelts were added to the 356. The car was raced as it was bought, Clark and Scott Watson usually travelling to events in the Porsche itself.

In May 1958, Clark became the first sports car driver in Britain to achieve a 100mph lap, on his

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way to victory in the Borders team’s other car – a Jaguar D-type – at Full Sutton, a decommissioned RAF airbase in East Yorkshire.

Back in UUL 442, the future world champion made his international debut just a few weeks later at the 1958 Belgian Grand Prix. Clark finished fifth in a support race in the 356 and a commendable eighth overall in the main event.

With the rapid Reiver in the ascendancy, Scott Watson bought him a Lotus Elite at the end of 1958. To fund that, he sold Clark the 356, and the Scot continued to race and drive it as his international career gathered pace.

Few road cars could claim to have the racing provenance of Clark’s Porsche. Such were his achievements with it, the marque’s racing boss Huschke von Hanstein invited Scott Watson to its Stuttgart base, presenting him with a silver model of a 356 on a banked circuit.

Stirling Moss, Graham Hill and other worldrenowned contemporaries were often treated to hair-raising Porsche passenger rides by Clark, but all that was put to an end when he sold the car for £500 in November 1960. It was thought the Scot’s by-then boss, Colin Chapman, didn’t like his star man driving around in a non-Lotus.

Going through several owners, the car eventually ended up in a Birkenhead scrapyard. It was found in 1979 by enthusiast Nick Mayman, who snapped it up for £30! Tom Pead and his friend Mike Smith took it on in November 1999 with the intention of restoring it to its Clark-era glory, the car making its racing return at the 2000 Goodwood Revival.

Via Porsche enthusiast clubs and networks they found components which could replace those beyond help on Clark’s car, while the bodyshell was sent to Sportwagen in Southend, where a painstaking process was undertaken to get it back into shape.

The engine was restored by specialist Barry Curtis in Watford, and the 356 has its Border Reivers stickers on either side – the ideal finishing touch to a car Clark described as his “old friend.”

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P O R S C H E 9 59 C O N C E P T

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Tomorrow’s World

Words Karl Ludvigsen I Photography Porsche AG

A very late number identified a Porsche planned for the future to cope with the changing environment. An elite group of its engineers brainstormed to create the methods and materials that would address the coming challenges. This is the story of the Porsche 995

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I

the vulnerability of oil-dependent transportation. Linked with this was a growing concern over the role of the automobile in creating excess air pollution and its sister, heavy fuel consumption.

This in turn raised questions about car weight and bulk - two parameters that tended to expand steadily year by year.

Indeed, look where we are now?

Known as the Bundesministerium für Forschung, BMFT for short, Germany’s Federal office for technology stepped into the complex issue of forecasting the challenges and solutions of the 1980s motor vehicles looming ahead. Its inhouse experts spread the word to Opel, Audi, Daimler-Benz, Volkswagen and Porsche to probe what they proposed building for the coming decade.

They didn’t lack advice. From the BMFT flowed recommendations along the following lines: ■ Minimum 20 – 30 per cent improvement in fuel economy compared to contemporary vehicles.

n the late 1970s Germany’s Federal Ministry for Research and Technology launched a national programme to inspire and guide car producers toward more efficient, lower-emission and smaller passenger cars. This sounds like a huge challenge, and it was. But some rationality was powering the initiative.

A concentration of negative factors was steadily pressing on Germany’s car producers. First and foremost were the 1973 and 1979 oil crises. These highlighted

This spread Xxxxx know why, either, but we think it’s great that such an unusual 1980s oddity is so revered – and given its popularity at the event, we have to include it here blah.

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■ Exploration of new aerodynamic and material technologies to achieve that.

■ Testing safety, handling and comfort consistent with a modern passenger car.

■ Commitment to stimulate technological innovation in the German car industry as a response to anticipated future regulatory and market pressures.

Needless to say, Porsche’s engineers assessed these objectives as right up their strasse. Overseeing advanced development was Dusan Gruden, who also engineered projects for outside customers. A newcomer to his team, Helmut Striebich, went back to basics. From the vehicle’s fuel, he said, 35 per cent came out of the exhaust pipe, 20 per cent went to cooling air or water and another 20 per cent to heat radiation. That left 25 per cent for motive power. That number had to be increased.

In 1979 at Weissach, Porsche hosted a major technical seminar, the Porsche Consumption Symposium, to discuss technologies for improving fuel economy

A concentration of negative factors was steadily pressing on Germany’s car manufacturers

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without impairing performance. One paper discussed the Thermodynamically Optimised Porsche (TOP) engine - a Gruden speciality - in which the compression ratio was increased to around 12.5:1 with high squish to ensure strong fuel/air mixing and the consequent ability to run lean mixtures when on partload. Porsche suggested that varying the mixture strength from rich (lambda 0.85) to lean (up to lambda 1.2) according to operating conditions, would result in up to 25 per cent better fuel economy.

Another Porsche contribution in the 1979 symposium included lower and much better regulated idling speeds, an electronic technique later taken for granted. Another measure was automatic stop-start - always a good idea in principle but doomed to suffer problems until the arrival of hybrids 20 years later. Partial cylinder cut-out, running a V8 on four cylinders when on part-load, had merit.

Porsche took this technology to production, 40+ years later with the

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Cayman GTS 4.0.

In October 1979 Porsche’s Ing. Striebich contributed to the BMFT effort with a device that promised to squeeze more energy from the exhaust system. “The object of the invention,” he said, “is to create a drive unit, particularly for motor vehicles, in which the energy quantities and types inherent in the exhaust gases are used in such a way, that the effective efficiency of the internal-combustion engine is significantly increased compared.

Striebich envisioned extracting more energy from the exhaust “through a superimposed thermal work process in the exhaust-gas turbine of the waste-heat turbine unit. The waste-heat turbine unit comprises a compressor, a secondary turbine, and an exhaust-gas turbine, wherein the blades of the exhaust gas turbine are formed by hollow blades, through which the working fluid compressed by the compressor flows. This fluid expands in the secondary turbine after absorbing heat from the exhaust gases, releasing power.” Unfortunately the added-rotary Striebich system turned out to absorb more energy than it radiated.

A contribution from the Weissach engineers was the PDK twin-clutch transmission. It was initiated by Imre Szodfridt and Richard Hetmann in the 1960s, developed by Rainer Wüst and readied for production by Heinz Stehle. Its gear shifting was accomplished by the near-simultaneous engagement of one clutch and the disengagement of another.

“The idea,” said Wüst, “was to combine

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A contribution from the Weissach engineers was the PDK twin-clutch transmission

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the best of two worlds - the advantages in the degree of efficiency of a manual transmission and the potential for performance of full automation, which still had many weaknesses at the time. It was a huge challenge for a small department such as ours. Maybe it was naivety that helped us, but certainly our pragmatism in dealing with the challenges did - as well as our passion for this subject.”

Engineering chief Helmuth Bott decided that racing would be the best venue for development of the PDK. Porsche’s inhouse effort began in 1982 and ran through many iterations in racing applications.

“Although at the moment we can’t expect racing successes,” said Wüst, “it would be sensible to enter additional races for test purposes.” It continued to be fielded in Group C racing by Hans-Joachim Stuck, accruing some successes. However, not until 2008 did Porsche offer a PDK for the 911. As for the demands of the BMFT, the PDK was steadily made lighter - but it was always heavier than the standard transaxle.

The PDK was an integral part of the Type 995 that Porsche created in 1978-79.

Described as a sports car concept for the

P O R S C H E 9 59 C O N C E P T

future, in their three-dimensional study the Weissach team did its best to combine economy with performance, plus “new standards of safety and quietness.”

External noise levels were at this time a concern, because quantitative legal standards were being laid down for the first time. In some instances, special measures had to be taken to allow the 911 to comply. The Swiss noise standards were especially severe.

Commissioned by Germany’s Federal Ministry of Research and Technology, in 1978/79 Porsche developed a concept for the construction of a future sports car.

Overall responsibility for the effort was held by broad-based engineer, Helmut Flegl. Development objectives for a closecoupled four-seated concept car focused on fuel economy, safety and noise emissions. The engineers in Weissach used the 928 as the technological basis for the research prototype, sometimes referred to in archives as the ‘Advanced Research Automobile’ or ‘Advanced Technology Vehicle.’

The issue of its powerplant was high on the “wanted” roster. Porsche said that it

Top left: Porsche developed the PDK gearbox on the race track, in the GpC 962.

The skeletal 995 concept reveals all

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had ruled out diesel and turbodiesel engines on the grounds of weight and noise, although their parsimonious fuel consumption could have offered savings.

Know-how in diesel powerplants was applied instead by encapsulating the engine to moderate its noise.

The idea of an engine placed centrally, or rearward was explored but given up in order to offer the sort of rear-seated roominess that a 928 provided. Plans envisioned a high-compression 3-litre V8 engine with automatic cylinder de­ activation. This amenity was the subject of Dusan Gruden’s research and in fact had been licenced to Ford of Europe for use in its V6 engines.

The alternative was a 2.25-litre, fourcylinder powerplant based on the cylinder dimensions of the original 928 V8. While that had single overhead cams, the 995 could have the luxury of a 16-valve cylinder head. Such a powerplant in V8 form would power the 928 a decade later. For the present the four-cylinder would bring its advantage of greater lightness to the 995 concept.

Comparison of several transmission

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variants showed that the automatic mechanical five-speed PDK transmission, with double-clutch action, was the favourable solution. The complete unit was to be mounted forward of the finaldrive ring and pinion, the latter taking drive from the lower shaft of the transmission. The upper shaft accepted the drive from the forward powerplant into the PDK’s pair of input clutches.

Thanks to racing experimentation the transmission was electronically controlled without letting up on the gas pedal, which contributed to high efficiency of the drive system.

Among the 995’s planned amenities was a central ECU to be installed for ignition, fuel injection and transmission control, as well as other duties such as a central information system. Its mission was to operate the power train in its range of maximum efficiency.

A special challenge to Project 995 was its shape. This had to be a car with exceptionally low aerodynamic drag. From model testing the result was a commendable drag figure of Cd=0.30.

Complementing its form was the decision to specify aluminium for its bodywork.

Fuel-economy strategies included reduced vehicle weight and low aerodynamic drag, minimisation of parasitic losses (eg by low-friction drive shafts), improved energy-efficiency measures and smoother power transmission.

Its calculated fuel consumption came in under 26mpg.

Although the Porsche’s 995 project

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Among the 995’s planned amenities was a central ECU for ignition, fuel injection and transmission control

The 995 concept clearly owed much to the Porsche 928 in terms of shape, although with much more of an overhang at the rear, for improved aerodynamics

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never evolved into a production model, it provided: ■ Research that appeared later in the Porsche 959 (Group B, mid-1980s) especially in its aerodynamic shaping, use of composite materials and energyefficiency focus.

■ Broader knowledge shared within the Volkswagen Group as part of the BMFT program’s findings.

■ In some sense, the Type 995 marked Porsche’s first systematic exploration of “sustainability-oriented performance,” a theme that echoes today in its electric and hybrid models.

Porsche, then known primarily for its high-performance sports cars, used the BMFT opportunity to broaden its research portfolio into lightweight, aerodynamically efficient vehicle design. Its designers’ use of lightweight alloys and composite materials opened a way for engineers to experiment with energy-efficient sports car concepts without the pressure of immediate market release. It served as a test bed for low weight, low-drag design principles that would later influence models like the 944 and 959. Not bad for a non-runner.

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01/12/2022 11:07

B L U E S Taking the Targa Florio to Essex, we drive two stunning S/T and RSR replicas for a road racer showdown.

Someone pass the ear defenders!

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Words Adam Towler I Photography Jordan Butters

B R O T H E R S

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T

“Here are two takes on Porsche’s most formidable racing 911s in period”

his morning Porsche Post is doing its level best to turn this corner of Essex into something resembling the Targa Florio road race in the early 1970s. Sure, Little Maplestead doesn’t really do a very realistic impression of a Sicilian village, and as far as I’m aware, there are no mountains around these parts, either.

On the plus side, some of the B roads are a little bit handy (albeit not quite on the scale and challenging level of the 45-mile Circuit Piccolo Madonie), and we are making all the right noises. From where I’m sitting right now, it really could be the run up the hill to Cerda, or the tight hairpin at Campofelice, thanks almost entirely to the 911 I’m driving. To be completely honest, I wouldn’t mind betting the locals for a few miles around are thinking the same thing: this is one very loud air-cooled Porsche.

In fact, so loud is this S/T replica, that the brutal presence of the 2.8 RSR in front of me is being

Top: You know things are serious, when you’ve got brake bias to play with! Right: Double trouble! It’s hard to separate these two on the road

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overshadowed - the RSR is loud, but the S/T is positively bellowing at the top of its voice…

The craze for restomod 911s shows no sign of abating, despite the market surely closing in on saturation point. At least for air-cooled cars. Yet in recent years, that same market has been dominated by modern takes on older cars, with Singer - for example - leaving behind the straightforward modernised, up-rated long bonnet 911 for much more adventurous takes on the original 911 recipe.

Restomods have become ever-more spectacular, leaving behind the original doctrine in many cases.

Here, however, are two takes on Porsche’s most formidable racing 911s in-period, at prices considerably south of what their genuine counterparts will set you back.

Firstly though, a little recap. There will of course be plenty of club members who know exactly what a 911 S/T is, but there will also surely be plenty who haven’t heard of this relatively niche chapter in the 911s sporting history - or those who picture the recent 992.1 ST at the mention of those two letters, the retro-themed, purist GT3 RS that has surely joined that pantheon of must-have 911s.

Before the RS and RSR models that began in the

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9 11 S / T V R S R R E P L I C A S

“Around 50 S/Ts were supposedly constructed by the factory between 1970 and 1972 ” 1972 model year, there was the S/T, effectively combining the lightest possible body shell of the 1969-1972 period (the entry-level T model) with the angriest engine (from the S model), with running gear and equipment selected to reflect whether the car was to be used in circuit racing, hillclimbs or rallying. Around 50 of these cars were supposedly constructed by the factory, and customers could select parts from a sport-focused brochure.

Those 911s you see thrashing around in the background at Le Mans in the early 1970s? Those are S/Ts, just as was the works entry that won the Monte Carlo rally in 1970. They were functional cars in nature and to look at, from a time just before Porsche began to apply aerodynamic thinking to the 911.

When Porsche began to fit wider competition tyres the wheel arches were swollen to accommodate them, but with a design unique to the S/T and very different to the later RS models, while the classic 2-litre injected flat-six was soon enlarged in displacement, climbing to 2.2, 2.3 and 2.4-litres and slightly beyond. These later S/T engines are not to be confused with the longer stroke, lower compression engine fitted to the 2.4-litre F-model road cars, and it was also the limitation in engine size - and hence ultimate power - that led to the creation of the 2.7 Carrera RS and its new nikasil-lined cylinder bores, enabling the bigger displacement. With development, that engine had soon grown to 3-litres, and in time would make up to 330bhp by the mid 1970s.

This particular ‘S/T’ was built by specialist Paul Stephens (who has been building all types of restomod since 2004 under the PS Autoart banner and where both cars have been for sale - the S/T is sold, the RSR is still available) for a client that wanted something with both that retro flavour but also the necessary performance to do competitive events and serious driving. It might look pleasingly accurate, with its ST ‘flares’ and iconic mis-matched alloy wheels (Fuchs front, wider Minilites at the rear, as in-period), but you won’t find a type-correct motor slung out the back.

Top: Pushing all the right wide arch buttons, this pair evoke pure 70s road racer vibes.

Middle: Racing across the Essex countryside.

Above: RSR rep is built for comfort as well as speed

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“The merits of the good old 915 are discussed endlessly, but this is a sorted one” You can, of course, recreate one of those original motors, but squeezing nearly 250bhp from one of them makes them peaky by nature, and on the road at least, hard work. Instead, this car runs a 3.4-litre motor built by Neil Bainbridge, with twin spark ignition, and PMO throttle bodies run by a standalone ecu. It makes 300bhp with strong torque, and while there is a silencer box running transversely across the car (and the option to use one separate tailpipe for quieter running), the sound coming from the twin pipes is completely glorious.

Inside, it may be spartan, but a modern Recaro seat holds you firmly in a good driving position. I love the minimalist trim and period details, particularly the exposed gearlever gate, which is your connection to the Tuthill-built 915 box with LSD. The merits of the good old 915 are discussed endlessly, but this is a sorted one and the shift is rewardingly precise - and crucially, reliable. As such, you have the confidence to use heel and toe downshifts and take full advantage of the engine’s distinct lack of flywheel inertia. Catch it right and it simply yelps between gears.

Most of all, this car simply feels really well screwed together and dynamically polished. The ride is ideally set up for a challenging B road such as the one we’re driving on, and while there’s some physicality to the steering it never becomes overpowering and is full of feel. It’s the sort of car you soon get into a groove with, sometimes just making progress via the engine’s mid-range, at others really letting rip and revving the engine right out to its limiter.

As alluded to above, Porsche’s racing aspirations required a more extensive modification of the 911 concept, and with the big sports prototypes consigned to the museum at the end of 1971 anyway, the stage was set for a new era of Porsche motorsport.

That arrived in 1973 with the Carrera RS, and its Group 4 rules racing counterpart, the 2.8-litre RSR, with further enlarged wheelarches creating the first of the truly monstrous 911s. The factory competed with the car too, albeit in modified ‘prototype’ guise, debuting the three litre engine and improving the

aerodynamics with the ‘Mary Stuart’ wrap-around rear wing. It was just such a car that won a major sports car event that same year: the 1973 Targa Florio. This was all the encouragement that Porsche needed to adopt the 911 as its principle car for competition, which led to the Turbo RSR nearly winning Le Mans outright in 1974, and then the Group 4/5 934/935 that dominated endurance racing in the second half of the decade.

So it feels entirely appropriate to have my head full of such thoughts as I settle into this ‘open chequebook’ recreation, built in Holland for an American customer who wanted to create a car that wasn’t quite a replica, but instead to have a “period RSR looking 911, for road and sometime track use, that could, in short order obtain FIA papers for historic racing, blending the aesthetic of the 2.8 RSR with the usability of an RS Touring interior and modern air conditioning, LED lights etc…”

It cost its current owner nearly £300,000 to build around four years ago, so it would surely require a fair bit more to do the same job today, although you can buy this one that’s already completed, naturally.

It’s based on an ideal donor in the form of a 1971 911 T imported from the States (remarkably it came with its own original bill of sale and substantial history), so in reality it’s a 911 with a flourishing second life, as so many of the type have enjoyed over the years.

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Left: Chase me! Are we having fun with these two? You bet we are! Top: The S/T replica interior is more competition focussed, with a modern race seat.

RSR super-agile despite fat rubber

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“I leave my foot in and marvel at the way the rev counter needle zips around the dial” The work was completed by the Dutch based, Differs Group, and included acid dipping the shell before rebuilding to RSR spec using original steel and composite panels, before painting in GlasurBlue.

The engine follows the factory’s lead (and some customers in-period, before they moved onto their G-Series based 3.0 RSRs) by running a 3-litre, twinplug engine that produces 330bhp at 8,000rpm. The spec is serious: mechanical injection, Carillo rods, Capricorn pistons, Schrick valvegear, all built up by APP Racing engines, with lots of dyno print outs to prove not just the peak power figure, but also the surprisingly strong torque this motor makes. 315lb ft at 6,500rpm should be plenty in such a lightweight car, but it’s the 245lb ft at 3,000rpm that promises to make it tractable on the public road.

As for the rest of the running gear, EB Racing have provided an exotic magnesium-cased 915 five-speed ‘box, completely rebuilt and upgraded to handle the engine’s power, with shortened ratios for acceleration, 930 Turbo bearings for longevity, an RS-style cooler and a ZF plate-type limited slip differential.

From behind the wheel the ‘RSR’ is quite different to the other car. Quieter yes, although still boisterous

Above: Not quite the Targa Florio, but a fine piece of twisting Brit B-road none the less, enhanced by a pair of bellowing Porsche road racers

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and sweet to the ear, and slightly fluffy in delivery below 2,000rpm. Nevertheless, the engine revs spin up so fast, you’re soon through that and enjoying a keen mid-range that thrusts the car forward. This is impressive, if not quite to the same big lunged lunge as the S/T. However, the RSR is only just getting warmed up at this point, and with the shortened ratios constantly encouraging you to extend the engine I leave my foot in and then marvel at the way the rev counter needle zips around the dial. These are real ‘top end’ fireworks; the RSR motor just loves to rev, and the note hardens until it’s a crystalline howl in your ears. It’s not so easy to enjoy to the full today, as the gearshift requires a little adjustment in the PS workshop before the car goes properly on sale, but it’s not hard to see how a committed drive in this thing would be a wildly intense and exhilarating experience.

Chassis-wise, it’s a little more tied down, a touch more serious than the S/T, which allowed for a little more roll and telegraphed its intentions that bit more obviously. The extra-wide Michelins of the RSR offer a huge amount of grip, but it would take a little more time to understand this car’s intentions. The brakes

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XX 09/07/2024 11:36

9 11 S / T V R S R R E P L I C A S

THANKS TO Paul Stephens for supplying the cars for this test - to be driven as intended.

The 911 RSR replica is currently for sale at www.paul-stephens.com

deserve a special mention too, and are to authentic spec: four pot finned front and rear, with an SCRS dual piston adjustable brake bias pedal cluster.

There’s a lovely feel to the middle pedal, and there’s no doubting their ability to haul the RSR down from serious speeds.

I’d love to try the RSR on track. With its air con and surprising civility it wouldn’t be a chore getting there either, which is unusual for a car like this one.

However, as just a B-road blaster it’s hard to beat the immediacy and vibrancy of the S/T, which has me grinning from ear-to -ear for the rest of the day.

So prevalent are the hypercar money restomods these days (or at least that’s the impression one sometimes gets from social media) that I sometimes find myself concentrating my desire and focus on original cars. This pair are a reminder that a restomod, or a restoration that blurs the line between strict originality and more modern capability, need not centre around design, or interior trim, but that it can simply be about making a fast car from back in period go more reliably and even more quickly today, while retaining that historical link. They are a riot.

Whether you’re on the Hedingham Road or the strada to Collesano…

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“As just a B-road blaster it’s hard to beat the immediacy of the S/T, which has me grinning from ear-to-ear all day”

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D E S I G N 9 11 P R O F I L E

‘Every part for every Porsche.’ It’s a bold claim, but after dropping in on Design911, it’s not one that we would argue with. Join us for a tour of Europe’s biggest Porsche parts supplier

Grand designs Words Steve Bennett I Photography Dan Sherwood

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With supply chains very much in the news for very much the wrong reasons, I can’t help musing as to what would happen to the supply of Porsche parts worldwide, if for some reason Design911 were blockaded, you know on the Straight of Essex? It’s an odd thought, I grant you, but such is the scale and worldwide reach of this UK and European mainland based parts business, then Porsche-based servicing, restoration, sales and of course private customers too, would grind to halt, or at least a trickle.

We are at Design911 HQ in Hainault, Essex on a typically bleak UK trading estate. But then show me a typically bleak UK trading estate, and I’ll show you world beating businesses behind the shutter doors. It’s what we do in the UK, despite all the hurdles. Beyond the showroom, with a Porsche Junior tractor on display, plus 997 Sport Classic, Dakar 992, and some of the shinier stuff, that Design 911 sell, lies the vast warehouse of parts – every part for every Porsche as the slogan says – that brings out the Porsche nerd in all of us.

This is the place to come for ‘Supermarket Sweep’ Porsche parts trolley dash, particularly if you knew the labyrinth of shelves well. I put it to Head of Sales Strategies, Anthony Malone, and suggest that he probably ought to be checking our pockets and bags before we leave. Porsche Post Editor, Adam Towler, is eyeing up some seats for his 996, while photographer, Dan Sherwood, was last seen furtively perusing a KW suspension kit for his 996 GT3. Me? Between Porsches at the moment, I’m just wielding a pen and notepad…

As Porsche owners and enthusiasts, it’s highly likely that most of us will have bought parts from Design911, just as the majority of businesses advertising in Porsche Post do. Indeed, I recall buying some engine mounts for a 944 well over 20-years ago, picking up the phone and dealing with Design911 founder, Karl Chopra, himself, who couldn’t have been more helpful, guiding me

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through the options available from aftermarket to O/E. We’ll chat with Karl later, but you can’t help feeling, that given the chance, he’d still be happy on the phones, or manning the Design911 stand at the various Porsche shows of old, loading the van, taking the parts to the people.

But Design911 is a mighty operation now, occupying 34,000 square feet, and with another vast warehouse being constructed directly opposite, and then there’s the Design911 NL, too, oh and rather like John Lewis, Design911 is now 75% owned by the workforce, but we’re getting ahead of ourselves…

Rewind to 1995. It never ceases to amaze just how many successful companies start as part time jobs or even hobbies and the genesis of Design911 is no different, starting with Porsche enthusiast Chopra buying and selling early 911s and discovering that there were many folk that wanted to update them to look like more recent 911s, so he started buying SCs and Carrera 3.2s and fitting them with 964 and 993 panels. Which of course sounds completely mad now, given the whole retro movement, but retro wasn’t a thing back then.

From small acorns and all that, but soon Chopra was supplying the parts for other folk’s builds, and then quickly realising that they would also want the wheels, the interior trim and the other parts to complete the transformation. This now mail-order operation became a one-stop-shop, Karl collecting the parts from far and wide, running ads in Porsche Post and the wider Porsche press and generating a huge response from the UK and overseas, in particular the Far East and North America. Service parts followed, and then tuning and then… and then well absolutely everything really, and for absolutely all Porsches. Quite simply, if Design911 don’t have it, then it probably doesn’t exist.

Most private customers contact Design911 via the internet, and the website has developed over the years to become not just a sales portal, but a valuable source of information too, when researching parts, being fully interactive, with workshop technical drawings and exploded diagrams. Options too, given Design911’s range of OEM and quality aftermarket parts. Looking for brakes for your 986 Boxster, for example? All variables are clearly and concisely laid out, with no ambiguity, to assist in customer’s ability to make an informed choice.

While private customers are hugely important, it’s no exaggeration to say that Design911 is very much the UKs leading trade supplier of Porsche parts. Indeed, it’s hard to imagine a Porsche

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‘Rather like John Lewis, Design 911 is now 75% owned by the workforce’ specialist being able to operate without a trade account with Design911, and that doesn’t just apply to this island. Remember Design911 NL? Without wishing to mention the dreaded ‘B’ word and no matter what you your stance, Karl Chopra and the team predicted at the very least, some sort of disruption to trade with the European Union, which accounts for roughly half of Design 911’s business. The answer? Establishing a parts and logistics warehouse in Heijningen in the Netherlands, allowing for immediate dispatch and next day delivery to customers and businesses in mainland Europe. A very shrewd move considering the eventual outcome.

Design911 works closely with commercial partners like Dansk and Bilstein, but in recent years has developed its own brands and product lines. DesignTek has long been established for tuning, upgrade and styling options, while more recently the innovative OE Match branding has seen Design911 taking on the role of parts collator and even manufacturer, reintroducing parts to market, where Porsche has stopped supplying them, largely for Porsches up to and including the

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D E S I G N 9 11 P R O F I L E

Opposite page: Martin Maziarz and Anthony Malone are two of the three executives tasked with the day-to-day running of Design 911.

Left: Call us odd, but we could peruse parts shelves all day long: Bottom: Packing dept is a 100% operation all day long, getting those Porsche parts out

pre 992/981 generation. Big sellers? “Anything suspension related,” says Malone, which will come as no surprise to any owner of a modern watercooled Porsche given their propensity to chew through suspension arms. If available parts aren’t up to scratch, then Design911 will manufacture and develop its own. Currently in OE Match development is an oil pump for the 997.

It would be easy to get lost in here, but Malone guides us through the maze of shelving and the packing dept, which operates at 100 per cent, 100 per cent of the time, getting those orders out.

Meanwhile in what can be described as the Design 911 ‘Skunkwerks’ facility the latest project is being finalised – an off-road kit for the G-Model 911, and very tough it looks too. Other projects to emerge from this facility are complete EV conversion kits for classic Porsches, and the Sport Classic look kit for the 997, which makes for a very convincing dead ringer.

We are of course keen to say hello to founding father, Karl Chopra, who we can see beavering away in his large office mezzanine office in close contact with the sales staff and also looking out on Design911’s impressive Porsche collection too.

Ever modest about what he’s created, Karl none the less radiates huge enthusiasm for Porsche and displays product knowledge that clearly still puts him at the coal face. He is though keen to emphasise that he is now taking more of a back seat in the running of Design911, a decision he made in 2024.

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‘Design 911 is a testimony to Karl Chopra’s vision, from driveway to global supply’ Where many would have sold up (and there was no shortage of interest), Karl placed 75 per cent of his shares in Design911 into a trust modelled after the structure of the John Lewis Partnership. As many business owning or business involved Club members will know, this model ensures that staff share in the success of the business, in a way that reflects the time and effort they have put into it over the years. Karl made it clear that he wanted stability. He wanted the people who had helped build the company to be able to guide it in the future, handing much of the day-to-day responsibility to three long-standing executives, Anthony Malone, Martin Maziarz and Karl’s son, Nikhil Chopra who’s roles respectively are Head of Sales Strategy and Marketing, Head of data and Operations and Head of Purchasing and Finance.

The trust has three trustees, and the staff have their own advisory council that allows them to raise ideas or concerns directly. And of course, employee ownership is also a clear message and thanks to the loyalty of the workforce and recognition of their experience and knowledge, which is crucial in a parts and component led business like Design911. Anthony Malone sums up the obsessive level of detail that Design911 is known for: “Retail customers and Porsche specialists need answers quickly, and when you’re dealing with hundreds of models, you can’t guess.

Our team knows these cars inside out – engine codes, model year changes, what fails and why.

The margin for error is tiny.”

Nikhil is away on business for our visit, but Maziarz joins us for the tour, both he and Malone are testimony to Chopra’s altruistic business endeavour, both having grown within Design 911 - in Martin’s case an employee of 20-years – to now being in daily control. As Martin puts it: “When people are shareholders, they care even more about accuracy and efficiency. I’ve devoted my career to helping this business become the benchmark for Porsche parts supply. It’s in my DNA.” A true success story then, and an inspiring one too. Design911 is a testimony to Karl Chopra’s vision, from driveway to global supply. Truly, without Design911, the Porsche market would be a very different place.

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Top: Off road ‘Dakar’ style kit for G-model 911s is nearing the end of its development and will be available soon. Right top to bottom: Design911’s three trustees: Anthony Malone, Martin Maziarz and Nikhil Chopra

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TECH

Opposite page: All carburettors fitted to Porsche’s flat-six engines (and flat-fours) were downdraft. Below the twin carb set-up literally straddles the engine

TECH TALK

Carburettor secrets The carburettor is a precision miracle of fuel and air mixing mechanical engineering Words Jesse Crosse Images Porsche AG

If you’ve ever owned or worked on an older car designed before fuel injection was the norm, you may well have experienced a love-hate relationship with a crucial component called the carburettor.

For the home mechanic, an intimate relationship with this instrument of both joy and torture is usually close and frequent. How frequent depended on the class of car, its age and the carburettor (or carburettors) used. The good news is that the type of carbs fitted to Porsche’s prior to fuel injection were in theory at least, less demanding than some others when it came to maintenance. To lovers of machinery, carburettors are things of beauty, precision instruments no less, rather than mere lumps of metal. Packed with tiny parts machined to tiny tolerances, that they are able to work reliably for so long, is a marvel in itself.

Perhaps what makes the carb such an elegant device is that it relies entirely on atmospheric pressure rather than electronics, to deliver air and fuel into the engine. And it blends them in the right proportions, whether the engine is idling or at full power. They fall into two basic types, variable jet (SU, Stromberg) and fixed jet, such as Solex and Weber. Fixed jet carbs can be side draft for horizontal mounting or downdraft for vertical mounting and it’s this configuration that is used on boxer engines.

How do they work? When a cylinder in a naturally aspirated engine is on the

induction stroke, the piston moves downwards creating a larger volume. If the cylinder were sealed that would create low pressure inside it, but because the inlet valve is open, air rushes in to equalise the pressure with the atmosphere outside the engine. It’s that inrush of air that the carburettor needs to function. The fuel-air mixture rushing into engine finishes its journey in the cylinder but it starts at the mouth of the carburettor and travels to its destination through the inlet manifold.

The tract through the carburettor narrows and then widens again roughly halfway through (which is probably why its known as the ‘choke’) but in grown-up parlance it’s called a venturi. As the air enters the narrow section it has to speed up and as it does that, the pressure drops (Bernoulli’s Principle). That’s where the

What makes the carburettor such an elegant device is that it relies entirely on atmospheric pressure PORSCHE POST

magic happens. Whether fixed jet or variable jet, both types of carburettor rely on the same concept, using the drop in pressure to suck fuel from a reservoir, through a jet into the airstream where it atomises and mixes with the air before travelling into the engine.

Which brings us to the part where the carburettor (with the driver attached) controls how much power the engine can make at any given moment. It does that with the throttle ‘butterfly’ which is directly connected to the accelerator pedal via a cable or linkage. The butterfly is a disc, usually made of brass, mounted on a spindle passing through the choke of the carburettor on the engine side of the Venturi and main jet. When the driver’s foot is off the accelerator pedal, the butterfly sits at 90 degrees to the airflow as a kind of internal manhole cover would seal a drain. As the accelerator is pressed, it rotates up to 90 degrees fully opening the choke. When it does that, the quantity of fuel air mixture entering the engine continues to increase along with engine revs and power. When closed, a throttle stop keeps the butterfly slightly open allowing the engine enough air to idle.

So much for the basics but as always, there’s a lot more to it than that. At idle, the airflow through the carburettor is too slight through the Venturi for the main jet to supply enough fuel so in fixed jet carburettors, a much smaller idle jet with its own air supply and screw adjuster

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TECH

Left: Who doesn’t like an engine cutaway? This illustrates perfectly the passage of fuel and air delivered to the combustion chamber

When tuning engines, the favourite choice is the Weber carburettor, ‘jetted’ by a specialist using a rolling road 86

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allows the engine to keep idling. Then there’s the transition to higher power when the driver suddenly accelerates.

When the throttle butterfly snaps open, the airflow increases instantly but the fuel takes a moment longer to be drawn into the airstream. The fuel-air mixture leans out and the engine may stutter or suffer a flat spot. To prevent that, a small accelerator pump squirts a tiny shot of fuel into the airstream to compensate.

That just leaves the supply of fuel to the jets which comes, as it does in any type of carburettor, from the float chamber. Fuel arrives from the fuel tank into this chamber and once full, a float closes a needle jet to control or stop the supply and prevent overflowing. It works in much the same way as the humble lavatory cistern and the level of the fuel it maintains is critical. Too high and gravity will encourage too much flow through the main jet creating a rich mixture or even flooding and leakage, but too low and the mixture can be too lean.

The size of carburettor, its jets and choke sizes are based on the capacity of the engine and other factors like the amount of power it’s designed to produce.

On less performance orientated cars, one carburettor with one or two chokes may supply all the cylinders but the ultimate power specification is one choke per cylinder. That would mean two twinchoke carbs on a four-cylinder engine or a pair of triple chokes on a six for example.

When tuning engines, the favourite choice is the Weber carburettor, ‘jetted’ by a specialist using a rolling road but once set up, the only adjustment is on the idle control. These days carburettors are a thing of the past and only found on classic cars or competition engines. They were superseded on the 911 by Bosch mechanical fuel injection (MFI) in 1969 and the trend continued thereafter, but carbs, and the sound they make, continue to tug at the heart strings of many a enthusiast and long may that continue.

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United COMMUNIT Y SEC TION

by the drive

Regions, Registers, Road Trips, Restos, Running Reports and more

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Graham Thomson’s 924 S Dakar tribute

In this month’s community section 90 Member’s Road Trip I 96 Club Event I 104 What’s in your Garage?

I 110 Member Resto I 116 Running Reports I 122 News from Regions/Registers I 130 In the Diary I 134 R&R Contacts PORSCHE POST

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MEMBER’S ROAD TRIP

A Nordic Odyssey Club members Malcolm and Anna Gregory complete an epic 5,000-mile Scandinavian tour taking in 12 countries in their Boxster S Words I Photography Malcolm Gregory

Region 16

Malcolm Gregory Boxster S

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UNITED BY THE DRIVE

Opposite page: Malcolm and Anna Gregory’s lovely Boxster S and scenic Nordic backdrop. Below: Selfie time, fjords and jagged peaks

For the first time since arriving in the Nordic countries, we were waved at enthusiastically by a trio of Norwegian registered 911s as we were simultaneously passing by the Engabreen Glacier – the lowest level glacier in Europe – and with the sun shining on us all, albeit briefly.

This was how I had imagined our trip to be and was probably the highlight – at least from a Porsche-spotting perspective.

The idea for our 5,000-mile odyssey had originated in 2022 when I was tempted out of early retirement by a job offer in Gdańsk, Poland. Given my wife, Anna’s family connections with Poland, her father having arrived in the UK from Poland during WW2, it seemed like an offer that we couldn’t refuse and almost immediately a plan was hatched to circumnavigate the Baltic Sea whilst living adjacent to it.

Two years later we arrived back in the UK and in short order I found a lovely 718 Boxster S and, having failed to accomplish our around the Baltic trip whilst in Gdańsk, we decided that the Porsche

Three days later we had traversed Germany, Poland and the Baltic states, with just one border check

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should be the spur we needed to plan that same trip – albeit now from Gloucestershire and returning south via the islands and fjords of coastal Norway.

After extensive planning of the route and where to stay, ideally without necessitating remortgaging the house, next was making sure the Boxster was fully prepared. Mechanically it needed nothing, but a new and professionally applied ceramic coat was a must. So, in June 2025 we were ready to go with a pristine Boxster… just in time for the heavens to open ensuring it was largely filthy within a few miles of leaving home.

Then, thanks to a closure on the M4 and the usual lack of mobile signal for Waze to reroute us, we found ourselves lost before we had even got as far as Reading – an inauspicious start and my language was unrepeatable!

But three days later we had traversed Germany, Poland and the Baltic states, with just one border check when entering Lithuania, seemingly by an official rather more interested in admiring the Boxster than on checking our documents (great taste!), to safely arrive in the lovely city of Tallinn. Here we were joined by friends who are also Porsche fans and owners, but who sadly did not have the time available to join us for the entire road trip. Then the first of 15 ferry journeys, this one to Helsinki.

Although the weather hadn’t been terribly kind so far, we managed a few fine days driving north through Finland staying within the speed limits as best we could, important given how costly speeding fines can be in this part of the world, and managing a short stint of top down motoring. Obviously, this is where

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the Boxster excels – wind in the hair and a growling 2.5-litre turbo engine just behind your back – unbeatable!

Since our initial intent had been a drive around the Baltic Sea we felt it important to stay a few nights on the Gulf of Bothnia where the sun was now setting close to midnight. This is where I learnt how to wash a Boxster using nothing more than a couple of microfibre cloths and two half-litre bottles of mineral water, but it was essential given the tree sap that had covered the car whilst parked in Helsinki.

It also showed the benefit of having invested in the ceramic protection.

Then into Sweden and across the Arctic Circle to Abisko in Swedish Lapland, and the northernmost extent of our journey. With midsummer’s day just a few days hence, we were somewhat taken aback by the still partially icecovered lakes and snow cover on the ground. The Boxster of course lapped this up, roaring around the corners with that beautiful mid-engined balance and glorious rasping soundtrack.

Immediately across the border into

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The stunning drive across the islands, and through the fjords of the Lofoten islands was magnificent

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Norway and everything felt different with more small houses and signs of habitation than on the Swedish side, but also narrower and more challenging roads until dropping down to sea level close to Narvik, site of some of the more heroic episodes of WW2 involving both Norwegian and British forces.

The drive across the islands, and through the fjords of the Lofoten Islands was magnificent even as the weather was

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starting to turn dark and stormy. We were lucky to arrive for our three-night stay in Solvaer before the clouds really moved in to block the majesty of the surrounding mountains.

Many will remember Clarkson, Hammond and May filming ‘A Scandi Flick’ starting from a football stadium on the Lofoten Islands and the stunning photography from that episode was one of the compelling reasons we wanted to visit this amazing place. Norway has designated 18 Scenic Routes and we had planned our trip to take in four of the most impressive ones, the first being the 144 mile Lofoten route along a wall of jagged peaks rising from the expanse of ocean being the first, and both the Boxster and we gobbled up the views and the twisting roads enthusiastically.

From Lofoten we took a three-and-ahalf-hour ferry journey to Bodo on the mainland to start the second of our scenic routes. The Helgelandskysten is almost 271 miles of sweeping roads encompassing mountain peaks, cascading glaciers, and lush coasts and is

Top left: Moody skies, but it’s fair to say that the weather could have been better! Above: One of the many bridges that make up the ‘Road across Sea’ route’

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well worth the trip alone. This was where we encountered our three 911 friends and crossed back over the Arctic Circle on one of the six ferries that are an integral part of this scenic route.

After a weekend in Trondheim we headed for the Atlanterhavsvegen, the ‘Road across Sea’ and our third scenic route but sadly memorable mainly for sitting in the Porsche waiting for the rain to stop so we could actually see the impressive chain of bridges and causeways between the islands. It’s a short scenic road of just 23 miles, and in reality only the first section really qualifies to my eyes – but I’m very glad we persisted and managed to both drive it and snap a few photos between raindrops.

Our fourth and final scenic route was Geiranger to Trollstigen, described by the Norwegian tourist authorities as “bendy roads along precipitous mountains” and which I am sure is magnificent, but sadly it was closed. To be fair the road had been closed for a year following a landslide and is partially reopen now –

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Above: Into Sweden and across the Arctic Circle, there’s still snow on the ground even as Midsummer’s day approaches. Bottom: The vital stats and 5,410 miles in 25 days

but we were two weeks early for the full reopening in July. So, thanks to some inspired map reading by Anna, we substituted with a routing to Geiranger, which included a long and stunningly beautiful ferry journey through the World Heritage site that is Geiranger Fjord to the small village of Geiranger, population 215, but on this day dominated by one of the largest cruise ships currently afloat, MSC Euribia, with a capacity well over 6,000 passengers.

The road out of Geiranger is narrow with a multitude of hairpin bends taking you to a truly staggering viewing platform at a height of almost 5,000 feet and so this should be an absolute joy to drive in the beautifully balanced and raspy sounding Boxster. But today was more of a heart in your mouth obstacle course as we weaved and dodged our way between the coaches and downhill (only) cyclists.

Into southern Norway and onto Bergen where the sun briefly graced us with its presence, and just in time for a welcome beer and fresh fish by the harbour, and then a long day on much busier roads to Kristiansand to stay by a lovely salmon

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From Denmark it was two long days home across Germany and the Low Countries

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river where a stunning 992 in one of my favourite colours, Aventurine Green, was nestled.

The sun was out again for our brief drive to the ferry terminal and our fast (and last) ferry to Hirtshals in Denmark.

Having the roof down for this short blast made me realise just how loud the Boxster is in a tunnel. I love the sound of the turbocharged flat-four, but in Norway’s tunnels all you really hear is the road and the noise of the other traffic echoing from the tunnel walls. With so many tunnels throughout Norway perhaps there was a small upside to the cold and wet weather necessitating the Boxster’s roof staying up to keep us dry, toasty and quiet(ish).

From Denmark it was two long days home across Germany and the Low Countries to the Eurotunnel for the final leg home. 25 days, 5,410 miles, 15 ferries, 23 pit stops for fuel, and the car didn’t put a foot wrong.

Would we do it again? Absolutely – but maybe taking 50 days next time – and ordering in advance a little less rain and a little more sun from the weather Gods.

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Region 20 London Region Ace Cafe

THE VENUE

Hanging out at The Ace Cafe Nick and Ed Pike talk us through why the London Region’s monthly visits to the Ace Cafe are so legendary Words Bob Harper I Photography Ed Pike

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We’ve very fortunate in Great Britain to have a rich and vibrant motoring history but when you think of the locations that are associated with our love of all things automotive, the vast majority of them are intrinsically linked with motorsport.

There’s always an exception to prove the rule though and perhaps the most iconic, non-motorsport petrolhead venue is the Ace Cafe in North London.

It’s been around since the late 1930s when it originally opened as a transport cafe alongside the newly-opened North Circular Road to serve truckers and it soon became popular, not only with the heavy haulage community, but with motorcyclists, too. It was bombed during the war but came back stronger, and during the ‘50s and ‘60s it was a huge draw

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Far left: Yes, that’s a genuine 550 Spyder at the Ace. Left and below: Come for the Porsches but enjoy a bite to eat, too. Bottom: Carrera GTs visit a couple of times a year

for the biker community while simultaneously meeting the needs of the truckers. By the end of the ‘60s though it had closed its doors – truckers were using the new motorway system and increasing private car ownership saw a drop in biker numbers. It’s probably fair to say that the Ace Café had garnered a reputation for anti-social behaviour with the ton-up leather clad bikers not always making themselves popular with the locals!

The Ace Cafe lay dormant until the mid1990s when Mark Wilsmore came up with the idea of an Ace Cafe reunion with motorcycle runs converging on the site of the original business. From there things snowballed and to cut a long story short, planning permission was obtained and the Ace Cafe formally reopened in 2001. It proved a hugely popular venue and soon there were themed car and ‘bike nights with many making the unlikely pilgrimage to a side road running alongside the North Circular in Park Royal.

So where exactly do the Porsches feature in the Ace Cafe story? Along with German car nights, French car nights, bike nights, British car nights and a host of others, the third Monday of the month emerged as the night for Porsche aficionados. And this is where Nick and Ed Pike enter the picture who were the London Region Regional Organisers for the past 15 years or so, recently stepping

Over 200 Porsches used to turn up on busy nights with cars parked all along the road outside the Ace Cafe

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down as they have moved out of London.

Back in 2005 Nick and Ed were living in America and having recently entered the Porsche-owning fraternity they went in search of like-minded Porsche owners, as Ed recounts: “In the States, they had a very different, much more active, Porsche community and lifestyle. Driving cars, cars and coffee – we immediately fell into a Porsche community who you’d meet up with every weekend.”

They returned to the UK in 2009 – bringing two of their Porsches with them – joined the Club and, in search of the Porsche culture they’d been so familiar with in the US, they started hanging out with, and going for drives, with some of the London Region regulars. And by 2011 they discovered their names had been put forward for the then vacant position of London Regional Organisers.

“What we tried to do was replicate what we experienced in America. So we brought the American style of cars and coffee, which is why we had our two regular monthly meets at the Ace Cafe and Sunday ‘inn’ the City. They’re very casual cars and coffee meets designed to connect people together and create friendships,” says Ed. At one of their first Ace Cafe meets as London ROs, Nick and Ed met with Mark Dinsmore, the owner, who’s ex-Met Police and who gave them the low down on how good meets are organised, how to set the

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tone and how to avoid anti-social behaviour. Some other nights seem to attract those intent on doing burnouts and drifting, but the Porsche meets are always very well curated and attract the ‘right’ crowd.

And it’s the diverse nature of the cars and people who arrive at the Ace that’s one of its huge draws. “Our meets are entirely inclusive,” Ed tells us, “Entirely designed that you’re there because you love Porsches, you’re a Porsche advocate, you’re an enthusiast, and you’re going to meet other Porsche enthusiasts too. So, we basically cut across all social, ethnic and age barriers.” There’s also great financial diversity – people will come to the Ace who might have a collection of several supercars in their garage, but you’ll just as likely have 25 year olds who have just bought their first Boxster.

“It’s a really mixed car park” Nick says, “You’ll get everything from the real hero cars to 924s and everything in between.

We don’t know what’s going to turn up. We don’t give anybody special space, even though they might ask us before a meet to save a space on the ramp in front of the building. It’s first come, first served and even if they say ‘I’m bringing a special car’ we would say ‘Every Porsche is special!’”

It’s the longest running free European Porsche meet, and it used to be the largest,

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“If you could imagine having your closest friends around you, that’s what going to the Ace Cafe is like.”

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but it’s now limited by car park space. Over 200 Porsches used to turn up on busy nights, with cars parked all along the road outside the Ace Cafe and on the pavements too. However, as with many London councils the local authority have cracked down on cars and bollards now line the pavements and double yellow lines prevent on-road parking, but the Ace Cafe’s car park will be full for every Porsche meet.

As well as the cars there will often be a celebrity or two at the Ace’s Porsche nights as Ed reveals. “I remember one night, it was in February or March I think, and when we arrived there were lots of 964s there, which is a bit unusual for that time of year. There were lots of Dutch registered examples which was odd, and then we noticed there was a film crew in a Mini Moke of all things. We were just wondering what on earth was going on when this hobo turned up. I mean, literally, dreadlocked hobo, you know, big old beard… it was Magnus Walker! It turned out that the film crew was there for a part of the Urban Outlaw movie and while we didn’t know him from Adam he was the nicest guy and just hung out and chatted to everyone about Porsches.”

That’s not the end of the Magnus Walker Ace Café story though as several months later Nick and Ed took a call from Magnus’ publishers who wanted to launch his new

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book at Ace Cafe. While they thought this might bring mayhem to town the Porsche night really belongs to the Ace Cafe, so they prepared for a very busy night.

Magnus had just sold one of his cars to a good friend so for the first, and last, time Nick and Ed agreed to save a space for Magnus’ old car. When the owner arrived Nick and Ed noticed he was sitting in the car and appeared to be signing CDs which seemed a little bit odd. It turned out that the chap in the car was Liam Howlett from the Prodigy, and he was signing copies of the band’s latest album that was being launched the same day.

As Nick and Ed recall; “Liam sat there chatting to people while there was a queue of people snaking round the building to have books signed by Magnus. It was surreal. I think that’s the latest we’ve ever closed an Ace Cafe event – it was well past midnight – because Magnus wouldn’t leave until he’d talked to everyone, signed their books and their T-shirts.”

It’s not just celebrities that crop up from time to time at the Ace Cafe – the cars are also the stars of the event and Nick and Ed reel off a list of Porsches they’ve seen at the meet. “We often get Singers and Rufs and we’ll tend to get a Carrera GT once or twice a year. We once put a 918 Spyder that the owner had wrapped in a zig zag camouflage wrap, like Porsche uses on its

Far left: Parking’s at a premium if you want the best spot. Above: Dogs like Porsches too! Below left: Magnus Walker signing his book (for a BMW fan!). Below: Liam’s ex-Magnus Walker Outlaw 68R

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test cars on the pavement outside as the car park was full,” they say with a laugh.

Then there was the cold January night when they could hear what sounded like a highly tuned race car engine approaching at speed and a 550 Spyder appears, driven by the chef Rainer Becker, all wrapped up in a flying jacket and goggles!

But more than the cars it’s the people who turn up that are the lifeblood of the event. “Everyone wants to visit the Ace Cafe,” Nick and Ed tell us, “And we regularly get groups coming from long distance – Portsmouth, Manchester, Leeds – people travel far and wide just to come to Ace Cafe. If you could imagine just having your best friends around you, that’s what going to the Ace Cafe is like. The phrase we always use at the Ace Cafe is to ‘talk to strangers’ – we always joke and say, I know your mother told you never to do it – but at this meet, the basic trick is talk to strangers, because what we want is for people to find connections. We want them to find their tribe. We want them to find the people that they spend their time with.”

And it’s not just for Londoners. “Club members drop in from Japan, Australia, the US, New Zealand when they’re in London. Everybody comes through Ace Cafe because it’s the iconic meet. It’s the one you want to go to. If you want to have good vibes in London, it’s Ace Cafe.” Nick and Ed might have moved on as London Region ROs, but the legacy of the Ace Cafe night will live on for many years to come.

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718 Cayman 2.0 pdk (19 - 2019) 718Basalt Boxster “T” 2.0black pdk (19 - 2019) Arctic 2.0 silver with black leather black with leather 718 Cayman pdk (19 - 2019) 718 Boxster “T” 2.0 pdk (19 - 2019) White with black leather Black withmiles Sport-Tex interior £SOLD 65,000 miles £SOLD 42,000 White with black leather Black with Sport-Tex interior 28,000 miles £40,000 32,000 miles £40,000 28,000 miles £40,000 32,000 miles £40,000

alcantara. 39,000 miles

£41,000

911 (997) “2S” 3.8 pdk (60 - 2010) Macan grey 2.0 pdk (68 - 2018) Meteor with(68 black leather Macan 2.0 pdk - 2018) Volcano grey with black leather 69,000 miles £SOLD Volcano grey with black leather

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61,000 miles

2018 Porsche 718 Boxster S 2.5 pdk Crayon grey with black leather £42,000

911 (997) “2S” 3.8 cab pdk (10 - 2010) 718 Cayman “S” 2.5 (67 - 2017) Basalt Black with black leather 718 Cayman “S” 2.5 (67 - 2017) Red with black leather £SOLD 50,000 miles Red with black leather

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2010 Porsche 4S- 3.8 Gen 2 911 (997) “4S” 3.82008 Porsche 911 997 3.8 “2S” Gen 23.8 (56 - 2006) 2019Macan Porsche Cayman 2.0 T pdk 9112S (997) 911 (997) “C2”911 3.6 (997) pdk (59 2010) cab (07 - 2007) “S”718 3.0 V6 pdk (16 - 2016) pdk cab Basalt black with black leather Basalt Black with black CABleather Black with blackBasalt leatherBlack with black leather GT Silver with with blackblack leather Basalt Black with black leather DarkMacan blue leather 911 (997) “2S” 3.8 pdk (58 - 2008) 911 (997) “2S” 3.8 pdk (09 2009) Macan “GTS” 3.0 v6 pdk (17 2017) “GTS” 3.0 v6 pdk (17 - 2017) £42,000 £42,000 £40,000 911 (997) “2S”miles 3.8 pdk (58 - 2008) £SOLD 91166,000 (997) “2S” 3.8 pdk (09 - 2009) Macanmiles “GTS” 3.0 v6 pdk (17 - 2017) 50,000 Macan “GTS” 3.0 v6 pdk (17 - 2017) 61,000 65,000 miles miles Basalt black with black leather Arctic silver with black leather £SOLD Black with black leather and£SOLD alcantara White with black leather£SOLD Basalt black with black leather Arctic silver with black leather Black with black leather and alcantara White with black leather 70,000 miles £39,000 79,000 miles £37,000 58,000 miles £37,000 64,000 miles £36,000 70,000 miles £39,000 79,000 miles £37,000 58,000 miles £37,000 64,000 miles £36,000

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911 (997) “2S” 3.8 (07 - 2007) Boxster “S” S3.4 pdk (13 - 2013) 2018 Porsche 911 (997) “2S” 3.8 (07 - 2007) 911 (997) “4S” 3.83.0 tip (06 - 2006) 2015 Porsche Cayman (981) 3.4 Macan GTS 911 (997) “2S” 3.8 (07 - 2007) Boxster “S” 3.4 pdk (13 - 2013) - 2007) 911 (997) “4S” 3.8 tippdk (06 - 2006) 2017 Porsche 718 Cayman 2.0 pdk911 (997) “2S” 3.8 (07 Arctic silver with black leather Basalt black with black leather CarmineArctic Arctic silver with bluepdk leather silver with black leather White with grey leather red with black leather Whitewith withblack black leather leather Arctic silver Basalt black with black leather Arctic silver with blue leather Arctic silver with black leather 62,000 miles £35,000 25,000 miles £34,000 61,000 miles £35,000 61,000 miles £33,000 £35,000 £34,000 £38,000 62,000 miles £35,000 25,000 miles £34,000 61,000 miles £35,000 61,000 miles £33,000

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08/01/2024 10:54 08/01/2024 10:54

924 Register

Graham Thomson Porsche 924S

WHAT’S IN YOUR GAR AGE?

Dakar Delights You don’t have to spend a fortune to have fun in a Porsche as Graham Thomson’s 924S Dakar homage demonstrates Words Bob Harper I Photos: Bob Harper & Graham Thomson

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It’s probably fair to say that Graham Thomson is quite keen on a project.

Having been brought up in Scotland he cut his teeth wielding spanners working on local rally cars, before spending his career as a product designer. He initially started in automotive design where his hands-on approach proved useful, but he’s never been far from a vehicular rejuvenation or restoration.

His current stable includes the 924S you see here, a red 1982 Type 25 VW Van, which is rust patinaed and graphic-ed up like a Porsche service van, a recreation of a 1969 998 Hillman Imp rally car, which he had when he was young, along with a Gen 1 996 for serious driving and an early Macan that has just joined the fleet for family duties. Graham wasn’t specifically looking for a 924 but seeing it pop up locally, he thought it would be a suitable project to keep him out of mischief.

Now it’s up and running he refers to the 924S as his ‘German Escort’ as it reminds him of the rally cars he worked on in the 1970s, but he obviously felt a connection to the 924 that goes back further than his recent restoration as he tells us; “In my sketch/reference book from 1979, when I first started working in automotive design, I have original pictures and illustrations of the 924, so I guess there has always been a soft spot for the 924. I’m quite old school

Thanks to my 1970s rallying history I have always fancied recreating a rally type car

but still young in spirit.”

He acquired the 924S at the tail end of 2024. “I bought it as a non-runner – it had been previously SORN-ed for 14 years. I hoped it would be an easy fix and back on the road quickly,” but it was not to be. He expected the usual things to be wrong, seized brakes and corroded brake lines etc. but on further investigation it turned out that the non-starting engine was due to seized piston rings and damaged bores.

Many people might have baulked at this and moved on to a less demanding machine, but undeterred Graham decided to plough on and save the 924S instead of breaking it for spares.

One of the main factors in this decision was that apart from the engine and a tatty interior, it was actually not in a parlous state as he explains; “The body was rust free and, fortunately, it was also solid underneath, but the paint work was looking tired. I didn’t really fancy doing a full respray yet although the body did warrant it.” In an ideal world a respray would have been undertaken but it would have cost significantly more than the car was worth, so a different plan was needed.

“Thanks to my 1970s rallying history I have always fancied recreating a rally type car, so off I went on my 924S Dakar journey.” While Graham had a plan for the car in his mind’s eye the first thing to do was to get it running again, and while he could have rebuilt the original engine he found a simpler and more cost-effective solution. “I bought an abandoned 924S race car to get the 2.5 engine for my car, but rebuild plans were put on hold for eight months after a family bereavement, when I parked all car activities to focus on refurbing an old cottage.”

With the cottage completed Graham

Above: Man and machine: Graham Thomson and his Dakar 924S. Left: Project underway, with Type 25 VW van in background, liveried as a Porsche service van

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Top left: Yes, it’s an auto, and that doesn’t bother Graham one little bit.

Bottom left: The perfect machine for our rough and ready roads. Right: So practical, Graham uses it everyday

was able to return to the project and in short order he had the replacement engine installed, connected up and running again.

“I replaced all the brake pipes, discs and suspension arms, refurbed the brake calipers, and added a new alloy race radiator. A few complicated electrical gremlins were resolved with the help of a local, and clever, retired auto electrician.

The fuse box was also replaced, and all dash bulbs are working again.” Now the 924S was a going concern it was time for the Dakar recreation to begin.

“It has been great fun doing the work and bringing it back to life again, doing the updates and mods,” Graham tells us. “The car’s now fitted with a rear roll cage, reclining rally seats, three nine-inch Hella spotlights, an OMP removable steering wheel (which improves the steering wheel ergonomics) knobbly tyres with the front end raised 35mm (perfect for all our potholes), air horns to scare the elephants away, and a set of obligatory three dash watches (Smiths) and map light. The sunroof has been converted to mechanical operation and is working. It also has painted graphics applied and a roof rack along with a rally exhaust to make it all sound good. It’s not fast but it’s so old school and such great fun to drive and throw around which just makes me grin on every drive out.”

There are some lovely touches too, such as the graphics. The number 86 refers to the 924S’s year of manufacture, while the Shell logo and script refer to Graham’s time working for the company in the ‘80s.

There’s some great Dakar detailing too with a sticker on the rear hatch and some nice detailing on the suitably rugged roof rack. It’s great fun out on the road and garners plenty of attention and smiles from other road users. Graham says it always attracts a crowd when he takes it to events despite there being far more rare and valuable machinery in attendance.

It might come as a bit of a surprise but the 924S is an automatic with the threespeed Audi transmission and he absolutely loves it – “Don’t knock it till you’ve tried it!” he says with a grin. It certainly goes

It has been great fun doing the work and bringing it back to life again, doing the updates and mods

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well as Graham demonstrates on the way to our photo location. There’s the occasional manual shift to make sure the four-pot is in its sweet spot when maximum acceleration is required but it makes all the right noises and certainly doesn’t get shown up by more modern machinery. The rally exhaust is a little on the gruff side and Graham is awaiting delivery of quieter silencer to make cruising less frenetic.

One of the reasons Graham was so keen on completing the 924S project was to be able to have fun at the sort of speeds that don’t get you into trouble with the boys in blue. He adores his 996 but he finds it so capable and far too easy to suddenly be doing speeds that are deemed socially

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unacceptable. Ironic then that he’ll soon be attending a speed awareness course after being clocked at a smidgen over the limit… at the wheel of the 924S! “The 924S now had a fresh MOT and was back on the road again at the beginning of last November – just in time for the 924’s launch 50 years ago on 15 November. For a 39-year-old car it’s truly amazing,” says Graham. “It is now my daily, because it’s an auto, with a large lift out sunroof, it’s just so suitable for our crowded roads and giving it a blast when the opportunity arises. You don’t need a fast car to have some fast fun!”

In November the 924S went to the R17 Club meet at Porsche Centre Portsmouth, the Manhood Classic Car Show (credited with best car of the day) and a Goodwood track day. Wherever it goes it gets a lot of attention and great comments, everyone secretly loves a 924.

Perhaps what Graham’s 924S demonstrates best is that you don’t have to spend a fortune to have a huge amount of fun with a Porsche. It currently owes him around the same as a set of high-end tyres for a GT3 RS and while he has put a lot of his own time and labour into the project, that’s the joy of a 924. It’s not a hugely complicated machine and given time and a

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Left: Tradtional style Smiths rally stopwatch trio. Below: Project Dakar 924S with donor 924. Graham completed the whole project on his drive

Graham’s 924S demonstrates that you don’t have to spend a fortune to have a huge amount of fun

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modicum of mechanical knowledge more or less anyone can fix one with nothing much more complicated that a decent socket set and a trolly jack. All Graham’s work was completed outside on the drive.

He’s looking forward to plenty more trips out in the 924S this year. “This year will see another trip to Le Mans Classic which will be in the 924S and a trip around north west Scotland with my local Porsche mates. It’ll be at the Goodwood Festival of Speed in the Porsche parking and I’m wondering whether a trip to the Alps for a week skiing is pushing my luck?” No matter whether it makes it to the Alps or not one thing’s for sure; “This is a keeper, to be driven and enjoyed.” Just what its manufacturer intended.

996 Register Darren Beal 996 Carrera 2

MEMBER RESTOR ATION

996 Body Restoration Do you have a cherished, early water-cooled 911 that you’d like to refresh without breaking the bank? Richard Gotch pulls the covers off a winter project that shows how it can be done Words: Richard Gotch I Photography: Darren Beal/Pawel Bebenek

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With classic status newly pinned to their lapels, the 996 and 997 are the first water-cooled 911s to reach that difficult age. You know what it’s like: the photo album is bulging with memories of adventures together, it’s become part of the family, but time is a cruel mistress. The paint has lost its lustre, the front is riddled with stone chips, and rust is adding tiny dimples to its curves.

It’s hard to justify a major restoration that will cost multiples of the car’s finished value, but with Porsche quality ensuring every drive still makes you laugh out loud, something has to be done.

That was the dilemma facing Club member Darren Beal. He’s owned his 1999 996 Carrera 2 since 2000, commissioning a mix of Porsche Approved and independent bodyshops to keep it looking smart. “Shall we say the results were mixed,” says Darren in frustration. “Even paying top money didn’t seem to guarantee a really top result, but seeing what can go wrong taught me the difficult questions to ask.”

Porsche’s modern classic 911s (the 997 is in many respects a heavily updated 996) are fairly impervious to corrosion, but that doesn’t mean they are completely immune.

Like any car, there are weak spots, and over a long life they may also have accumulated poor-quality repairs that

Even paying top money didn’t seem to guarantee a really top result

invite the dreaded red rot.

Much of their resistance to rust is due to Porsche’s decision to galvanise the 911 body, beginning cautiously with the most vulnerable areas and stepping up the protection until 1976 (1977 for the US market) when all the steel panels were treated. Galvanising – coating the sheet metal in a thin layer of zinc before painting – works partly by preventing water and salt having direct contact with the steel, and partly by providing cathodic protection in the same way that a sacrificial anode protects the steel components of a boat’s hull.

Typical points of failure include stone chips and accident damage that hasn’t been properly repaired, scrapes to the underside, and a few minor design and manufacturing faults. The zinc coating can also lift away from the steel, creating ideal conditions for a particularly evasive form of corrosion known as differential aeration. A well-known example is the floorpan, where a life of enthusiastic cornering may flex the thin sheet steel just enough to crack the zinc coating, allowing water in between the zinc and the steel.

The reducing gap where the zinc comes back into contact with the bare metal causes an electrolytic imbalance, oxidising the steel and lifting off more of the galvanising as the steel converts into more bulky iron oxide. If the coating is flaking off, this is the most likely cause.

It’s the same process that causes ‘worm trails,’ known as filiform corrosion.

Wheels are an obvious example, but look around the door catches of a 996.1 that hasn’t been retrofitted with the plastic gaskets specified from the facelift, and you’ll often see these tiny tunnels working their way under the paint.

Left: As good as new - Darren Beal’s 996 Carrera 2 with a fresh coat of paint. However, it’s the prep, that really counts. Top: The headlights were cut back and re-laquered.

Left: Minor dings circled for attention pre-paint

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Corrosion around studs in the bodywork is caused by a completely different mechanism. Unlike filiform corrosion, which is usually contained close to the surface so is easy to remove, other mechanisms can seriously weaken the steel. For example, you may see a circle of rust surrounding the studs welded into the body of a 996. While this can be accelerated by cracking of the galvanic coating, it’s usually initiated by a combination of stresses in the surrounding steel and changes to the structure of the metal caused by the extreme heat of welding during manufacture.

Then there is good old traditional rust caused by a poultice of mud clinging to a sill or wheelarch. This was also largely fixed in the .2 facelift when wheelarch liners were fitted (they can and should be retrofitted to early cars), but seriously frilly edges are sufficiently common for specialists to have developed repair panels.

How Darren came to acquire his 996 is a window on more tranquil times: a small black and white advertisement in The

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Pawel uncovered issues that others had missed and pursuaded me to go deeper for a better quality job

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Sunday Times and a sale confirmed by fax.

When it rolled onto his drive, it was an almost new dream car with just 6000 miles on the clock. Admire it at 20 paces today and, at 136,000 miles, it still looks pretty tasty with its subtly upgraded 19 inch Ruf wheels, GT3 front bumper and Fabspeed exhaust. But step a little closer, and the signs of decades of enthusiastic driving tell a different story.

“I’d used FC&C Body Repair (in Bristol) for some minor panel work and had been delighted,” says Darren. “I could have detailed discussions with the owner, Pawel Bebenek (who runs the business with his wife Anna), and trust what he was telling me. That’s so important for any restoration, but doubly so when trying to keep to a tight budget.” In contrast to some from big-name bodyshops, the quote Darren received was detailed and thoughtful. “I’d hoped it would be a dents and respray job, but Pawel uncovered issues that others had missed and persuaded me to go deeper for a better quality, longer lasting job.”

The agreed spec was for a light body restoration, removing the lights, bumpers, side windows and the rear window but leaving the windscreen in. That changed when FC&C removed the sealing rubbers around the front screen and discovered serious corrosion. “It’s a lot cheaper to make the car look good without removing the rubbers, but not only does that create a finishing line that can cause issues as the lacquer ages, it could also leave corrosion that will continue to spread, leading to another bodyshop visit,” warns Pawel.

UNITED BY THE DRIVE

“That meant the windscreen had to come out too.”

It was a similar story with the sunroof.

Another bodyshop had restored it without removing the sliding panel so it had continued to corrode. This time it would come out to allow it and the gutters to be properly treated. “All the drain channels and pipes need regular cleaning on a 996, you can buy a flexible metal ‘spring’ that’s ideal,” advises Darren. “If water can’t escape at the front, it can leak into footwells and even into the battery well.”

As with most cars of this era, the sills needed attention, as did the wheelarches.

Corrosion was also found around several of the mounting studs including those securing the bumpers, and behind the wing mirror mounting posts. Once the body had been stripped, thoroughly cleaned and inspected, the dents were repaired and skimmed. Every trace of corrosion was carefully stripped back, cut

out or treated so that it wouldn’t return.

The seams were also carefully de-rusted and filled with seam sealer before preparation for painting.

“Too much paint can be as bad as too little, it’s like layers of wallpaper,” states Pawel. “You don’t need to go back to bare metal, that’s a myth for all but the finest concourse restorations, but you must provide a consistent surface with a good key for the new paint, which means going back to the factory primer.” Darren’s car had microblistering across the bonnet, which Pawel says is due to poor preparation prior to a previous respray.

The underside was much better preserved so didn’t require any significant rectification. “We sandblasted it to remove surface corrosion and to allow a careful visual inspection, especially of the jacking points,” continues Pawel. “Then we added a layer of protection.” If the owner would like a factory-look finish then Pawel recommends a ceramic sealant, but for something that provides more resistance to stope chips, he suggests Lanoguard.

Reassembly after painting was fairly straightforward. Parts supply for the 996 is good, so many of the brackets, fittings and other small components were replaced.

Finally, misting of the polycarbonate headlamp covers was carefully cut back with 500 grit then buffed and polished before being treated with UV-filtering lacquer. In total, Darren will have spent not far north of £6,000.

“My advice for anyone starting on this journey is to make sure you are talking to a real expert who cares about the quality of their work,” says Darren. “I spent too long going for low-cost quotes that just cost more in the long run,” he admits. “It’s the quality of what’s under the paint that really counts, not just how great it looks when you drive it out of the workshop.”

Opposite page: Masked up and ready for paint. Rust was starting to take hold at the rear of the sills. Rear apron and lights off. The 996 is easy to strip down.

Above middle: Pawel Bebenek (left) and owner, Darren Beal. Above: Shiny!

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Running Reports

PCGB members on the trials and tribulations, the joy and the occasional pain of running and living with a Porsche. Think of it as therapy

Modern Classic Daily Drivers Projects

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Say hello, wave goodbye The Cayenne is off to pastures new and Matt has an exciting new Maroc project

Enter the ‘Bugster!’

You’d better believe it. Club member Matt Faulks, doesn’t do things by halves

PORSCHE POST

Following my last report work commenced pretty quickly on refreshing the Cayenne with a full service, new subframe location inserts, a new sump guard and various other bits… however this reprep wasn’t for me. Yes, the Cayenne has a new owner and I’m happy to say it’s another PCGB member who is entering this year’s Winter Maroc Challenge.

So, what brought about this change?

Well, having competed in the Cayenne for two years, and with some great results along the way, I was pondering a buggy as next year’s entry, mainly because it seemed like much more of a challenge. However, the obvious issue with that was Porsche don’t make a buggy, but after some consideration, and swayed by the struggle the above PCGB member was having finding a suitable base car to build a RAID Cayenne on, I came up with a plan.

Porsche may not make a buggy but that doesn’t mean I can’t build a Porsche buggy.

And so with great pleasure I can introduce ‘Project Bugster’ a 986 Boxster based RAID buggy!

I’d been considering this for some time as we all know Safari style cars are insanely cool, but there are some challenges to overcome in building something competitive. Firstly, ride height, the need to get another 100mm of ride height into

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Job done? Well not quite, but this AI rendering is a pretty accurate representation.

Below: The Boxster won’t know what hit it. Cayenne will be competing on the Maroc Winter Challenge

what is essentially a sports car is a bit of task and secondly the survivability aspect of things – specifically the requirement for some big guards and a way to move the radiators out of harm’s way.

What I’ve come up with, I think will do the trick. Bugster moves the radiators into the front boot and as such clears the corners completely to improve rough terrain ability and the survivability of the cooling system - think of it like a GT3 RS cooling setup for sandy places. I’ve also redesigned the Porsche Motorsport control arms to support a little more length and am working with Intrax to produce a bespoke set of dampers which will give us 50mm more travel and 75mm more ride height in the damper. The final 25mm comes from an increase in tyre size on a 16-inch Beadlock rim. Finally, we’ll pair all this with a proper set of bar work to protect the nose and six mm aluminium guards under the car to protect the floor and various lines which run across it. The resulting vehicle should be fantastic for some dune bashing and general off-road tomfoolery.

With all the in mind I set about finding a good base car, and with a bit of patience and asking around I tracked down a 43k mile 2.5-litre 986 in the perfect blue for a

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Porsche 986 Boxster Matt Faulks Engine I 2,480cc, flat-six, DOHC, 24-valve Power I 201bhp Top speed I 149mph 0-62mph I 6.7secs Mileage I 43,000 Plus I It’s a fascinating project Minus I There’s a huge amount to do

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Rothmans livery. I know some will say it’s sacrilege to “cut up” such a low mileage car but it’s not the tidiest of cars having spent a lot of its life in London and with the addition of a hard top it’s the perfect base car to do something incredible with.

I’m genuinely excited about this project.

Not just because it’s a fun one to build, but because it feels like the right level of challenge. Running in the C2 class will be a shift, more Safari than RAID compared to my previous TT3 experience with the Cayenne, and likely far more sideways. It should also be significantly more demanding, with two-wheel drive replacing four-wheel in a much lighter, and inevitably more delicate, 986 platform.

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automotive engineering it is – hugely before its time, proudly trailblazing and with a lasting legacy not just for Porsche, but across the car industry as a whole. It’s an undervalued classic.

Talking of cars and their production lives, we all know that the 718 in both Cayman and Boxster forms doesn’t have long left on Porsche’s lines. As such, I’ve lost count of the number of conversations I’ve had that have ended with me saying “I’d buy one now while you still can”. I won’t fire an opening salvo on the desirability or otherwise of the proposed EV replacement, but what I will say is this: you have a golden opportunity to win a new 718 of your own, courtesy of Porsche Club Great Britain. The best bit is it will cost you as little as £25. And it’s not just any old Boxster either, but arguably the pinnacle after nearly

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UNITED BY THE DRIVE

Is this Lee Noble’s 944?

Richard Gotch with the latest on his 944 Turbo, as he ponders its interesting history The sun was bright and warm as the door opened to the Yorkshire cottage where I was to collect my first transaxle Porsche: a Garnet Red 944 Turbo that was about to create an £8,500 hole in my bank account. “Do sit down,” said John, the current custodian who was selling to help fund a Ferrari engine rebuild, “I’m going to tell you a story.”

With the offer of coffee and carrot cake eagerly accepted, John leaned forward and began his tale. Back in the noughties, Lee Noble, the engineering genius behind the eponymous sports cars, owned a 944 Silver Rose (the first cars built to Turbo S specification). After a particularly enjoyable drive, it caught fire. Not wishing to be without one of Neckarsulm’s finest, Mr Noble removed the highly prized Turbo S upgrades and fitted them to a standard Turbo; the car that is now in my garage.

The surprisingly long list of parts transferred, I was told (later confirmed by Tuthills), include the rare lightweight ‘Clubsport’ wheels with spacers, adjustable M030 suspension, the larger brake disks and calipers with additional

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Porsche 944 Turbo S Richard Gotch Engine I 2,479cc, 4-cylinder, SOHC, 8-valve Power I 247bhp Top speed I 162mph 0-62mph I 5.8 secs Mileage I 170,000+ Plus I Interesting provenance…

Minus I … but can it be proved?

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cooling, the gearbox also with additional cooling, the limited slip differential and larger turbo. At the same time, the radiator and clutch were replaced and the bodywork restored.

The small snag in this provenance was that John couldn’t find the documents from the Noble era, blaming the chaos in his study but promising to locate them and send them on. Sadly, a few months later he passed away, files unfound.

So I turned to the Club’s deeply knowledgeable 944 Register and was delighted to find that technical advisor John Mitchell had supplied many 944 Turbo parts and upgrades to Noble through John’s independent specialist JMG Porsche. The Club’s forum was also reassuring, with Richard (dickhilt), replying that when he purchased this car in the late noughties, the previous owner had confirmed the Lee Noble provenance.

I checked the dates against the car’s MoT history and was reassured to find a bundle of certificates from the MoT station nearest to the Noble factory. The pieces were all fitting together.

Why didn’t I just ask Lee Noble? Well, I had sent him a message on LinkedIn but received no reply. Confidence boosted by the research, I asked a mutual friend to introduce us by email. Eventually he replied, “I had one that colour, can’t remember the number.” If you know any more, do please get in touch.

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REGIONS & REGISTERS

Region and Register News Discover all the latest updates from our Club Members R1 I SCOTLAND SOUTH The Scotland South Region were treated to two OPC visits in March, a breakfast buffet at Porsche Centre Glasgow and a workshop open day at Porsche Centre Edinburgh.

The OPC Glasgow visit afforded members the chance to meet some of the new team who now oversee the day to day running of the Centre. Porsche Centre Edinburgh’s workshop open day allowed members to look around the workshop whilst talking to Porsche’s experienced technicians about a variety of work that was being carried out.

R6 I NORTH WALES North Wales Region enjoyed an early morning drive to Caernarfon with 36 members taking part in 23 cars. The route didn’t turn out quite as expected but everyone made it to Betws where another four cars joined the convoy. Llanberis Pass was undergoing road repairs so the drive to Caernarfon went via the Crimea Pass and Porthmadog where great weather and empty roads were enjoyed by all.

R7 I YORKSHIRE Yorkshire Region’s first Daffodil Run The inaugural ‘Daffodil Run’ organised by Roger and Elaine Goode took place in

Neil’s car on display at West Midlands Region’s visit to the Pirelli Performance Centre

March over a 110-mile route mostly on the great driving roads in the North York Moors.

Thirty-seven cars entered and all but three crews gathered at Wetherby Services, including several on their first event.

The route followed a figure of eight mostly around the great driving roads of the North York Moors, including the famed Blakey Ridge. At lower levels members enjoyed the uplifting sight of thousands of golden daffodils alongside the roads.

Everyone agreed that it was a great way to throw off the winter cobwebs and start the driving season.

and assorted other Region members descended on the Pirelli Performance Centre in Burton for a coffee morning and it turned out to be a thoroughly enjoyable event There was lots of information on tyres and how the centre operates, with plenty of members making use of the free tyre checking service on offer… then getting the results back and thinking perhaps it wasn’t such a good idea! Thank you to James and the team for hosting.

R9 I WEST MIDLANDS Pirelli Performance Centre Visit Plenty of West Midland Region members

R10 I MILTON KEYNES & NORTHAMPTONSHIRE Milton Keynes & Northamptonshire Region members were given a bit of treat at their March meeting when they were joined by Club member, Norman Milne.

Yorkshire Region’s inaugural ‘Daffodil Run’

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UNITED BY THE DRIVE

Accompanying him was the lovely Paul Stephens Le Mans Classic Clubsport, which certainly turned heads and sparked plenty of interest and conversation among members.

R13 I HEREFORD, WORCESTERSHIRE & SHROPSHIRE Hereford, Worcestershire & Shropshire members should put Wednesday 22 July in their diaries for an evening of karting at Hereford Raceway. Expect a nice social event and a spot of competitive racing.

Female members are encouraged to take part, but there will also be a noncompetitive 10 lap event for ladies.

R14 I SOUTH WALES The spring sun made an appearance for Region South Wales’s visit to The Ignition Shed, near Abergavenny. It was the Region’s first visit to the venue with 60 members in 40 plus cars – all coming along to enjoy the offering of this, new to the Region, establishment. Big thanks to proprietors Ashley and Alexa for hosting.

R16 I GLOUCESTERSHIRE Gloucestershire Region visits 911 Rennsport Gloucestershire Region had a great visit to 911 Rennsport in Moreton-in-Marsh, a business that has become one of the UK’s most respected independent Porsche specialists. After a great drive through the Cotswolds owner Paul gave members a guided tour of the workshops, where several

Gloucestershire Region’s visit to Rennsport

to get to watch a practice pit-stop on an Aston Martin GT car, too.

At Supercars of Scarisbrick - German Takeover

fascinating projects were underway; from classic 911 restorations to precision engine work. Paul’s enthusiasm was infectious, and his willingness to share insights made the visit both educational and inspiring.

R17 I SOUTHERN Southern Region rounded off March with a visit to Prodrive in Banbury, with morning and afternoon guided tours. It’s always a fascinating place to visit and the Region was shown everything from the heritage collection of rally and race cars through to the current F1 and desert raid support programmes, as well the engine test cell.

The morning contingent were lucky enough

R18 I LANCASHIRE A good number of Lancashire and North West Region members, as well as several non-PCGB members attended the Supercars of Scarisbrick – German Takeover at Tour De Franks, (Burscough, near Ormskirk) at the end of March. There was a large selection of Porsche models, including several GT3 RSs, and 964, 993, 996 and 997 as well as Panamera models and even a 2.7 RS. Non-PCGB members were approached about coming along to Lancashire and North West Region meetings in future, and possibly joining.

R21 I CHILTERN A good turn out at Chiltern Region’s first breakfast meet of the year The inaugural Chiltern Region breakfast meet for the year took place at the Crew Room, Denham Airfield, and while early morning was on the misty side the sun eventually broke through.

The event attracted a diverse range of vehicles, with the car park showcasing everything from early 911 Targas to the

A great range of Porsches including this a striking 968 CS seen at Chiltern Region’s breakfast

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Graeme and Kerry’s fine 356 at Sound Café

Café. A convoy of eight cars set out from Douglas for a spirited run via the Sloc, and they were joined by several members at the café. The Region was delighted to welcome new island residents Graeme and Kerry who brought along their gorgeous 356.

914s Parked up in Ninove town centre for The Freddy Files air-cooled event

latest 992 variants. Notably, the transaxle cars were represented with a particularly striking yellow 968 CS. In total, approximately 20 cars and 25 people attended, which was a good turnout for the first meeting of the year.

One vehicle of special interest was a 987 Cayman, uniquely badged as a GT – a designation that does not officially exist. This car was, in fact, a tastefully modified Cayman S featuring Fuchs Alloys, additional external bodywork enhancements, and a high-quality interior retrim. The engine cover had been replaced with a panel of toughened glass, offering a clear view of the meticulously detailed engine bay.

R25 I KENT Kent Region’s first cars and coffee of the season was hugely popular. It was held at The Moat, Sevenoaks in collaboration with Kent Classic Sports Car Group. A great turnout, and Kent Region will be returning in 2027.

R26 I DORSET Along with their regular monthly meets Dorset Region enjoyed a great day at Parkstone Yacht Club. Around 20 Porsches arrived, varying in style and history from a 356 speedster to Heather’s lovely 997 GT3 and a variety of models in between.

R30 I ISLE OF MAN Isle of Man Region kicked off its 2026 activities with its traditional trip to the Sound

Heather and her 997 GT3, Parkstone Yacht Club

WPS Performnce PP March26.indd 1

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914 914s head to Belgium March saw the first major event of the year for the 914 Register, as five 914s headed to Ninove, Belgium for The Freddy Files 2026 air-cooled VW and Porsche event as Kevin Clarke, 914 RS, reports.

“We headed out on Friday by Le Shuttle and ferry and grouped up in a Belgian motorway services for lunch before heading to our hotel in Aalst. On the Saturday we headed to Ninove by bus for a late breakfast and to attend the gathering at the old Slaghmuylder Brewery where there was a display of air-cooled Volkswagens and Porsches parked up around the brewery. As parking space was limited, we left the 914s in the hotel underground car park which also meant we could try their various brews.

“On Sunday morning we left the hotel in convoy to park up in Ninove town centre which had been closed off and cleared of non-display vehicles and we were able to meet up with friends from Belgium as well as the UK.” 911 2.7 CARRERA & 3.0 Insurance valuations Guy White, the 911 2.7 Carrera & 3.0 RS

17/02/2026 17:27

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UNITED BY THE DRIVE

reminds us of the need for the correct insurance valuations for our cars and how the Club can help. “The insurance on my Carrera 3.0 recently came up for renewal and I was also required to obtain an updated assessment for the agreed valuation on the policy. One of the accepted methods of valuation was from a recognised car club and it is one of the benefits of membership of Porsche Club that this service is provided free to members.

“To obtain a valuation just log in on the Club website and follow ‘membership’ and ‘valuations’ in the menus. This will lead you to the ‘my Porsches’ section where you should click on ‘valuation’ next to your car, if you have not already entered the details of your Porsche here you will first need to do so. The link leads to a form requiring several details to be filled in along with a selection of recent photographs which are all then sent off electronically. The Club aims to complete the valuation within two weeks although mine came back well within this time frame and was duly forwarded to my insurers.”

924/TURBO/S 924 injector testing “The past month has produced a couple of tales of 924s coming out of hibernation, or rather, not coming out of hibernation,” says 924 RS Trefor Willingham. “Back in the day, K-Jetronic was an absolute revelation compared to the old carbs we were used to.

Perhaps it is the differing use, perhaps modern fuels, but now it is seen as an Achilles heel.

“To a large extent, the problem is diagnosing faults. I have long said that the 924 is a ‘mechanic’s car’, whereas the 924S and 944, are ‘fitters’ cars’. With the latter, you diagnose the problem, fit the new part, and problem solved. With the 924, there is no plug-in diagnosis, but gauges and jars.

When the fault is found, more often than not it’s adjustment rather than replacement.

Even if there is a faulty part that needs replacement – a leaky injector or warm up

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Fuel pressure testing on a 924 Turbo

regulator perhaps, further adjustment of the system will be required to recalibrate it with the new parts.

“But how to diagnose a problem? Well, there are three invaluable tools in my toolbox. One, a set of four identical jars with an injector sized hole on the top. Two, a valve and six bar pressure gauge, three, believe it or not, the Haynes Manual! For the 924, I consider it one of the best they have

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ever written (I would say THE best, but I haven’t read that many of them!).

“I have just added a new tool to my toolbox though… I believe a lot of problems now stem from aging rubbers in the engine bay, and finding leaks is difficult, so I have recently purchased a smoke machine.

Tempting as it is to create a moody atmosphere in the garage for photographs of an otherwise immobile car, the aim is to plumb it into the inlet system and spot the leaks. I’ll let you know how I get on, but in the meantime, if any of you have experience of connecting up a 924 to a smoke machine, I would be very pleased to hear from you – good or bad experiences!”

944 944s in Nottingham One of the first Transaxle events of the year was in Nottingham where it was great to see 20 Transaxles and a few other Porsches from the East Midlands Region. We had a 924, a

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I would like to thank Club member Hardy Rodde once again for arranging this event.

Don’t forget to keep up with our latest Region news and gossip on our Facebook page: facebook.com/groups/PCGBR14.

We have also created a WhatsApp R14 Events group, which I encourage all active members to join. This will be a good means for finding out about last-minute information and events.

The QR code to access the group can be found in last month’s column in PP or on our News section of the website.

Don’t forget, if you have a report you would like to include in PP,lovely please944 let me know.

Chris Whittle’s Turbo CupPlease car note that the full report must be less than 500 words.

928, a 968 and 17 944s in all.

Happy motoring andmust all thebe best Special mention made of Chris Huw Jones Whittle, who brought his 944 Turbo Cup car down from Yorkshire – a wonderful example DIARY DATES Originally raced in the of the model.

German series, made way to 3 JULYone-make Brecon charity runitand hogits roast 12 where JULY Club night (Bridge sports Llanelli)car series Italy it ran in various 17where JULY Shelsley Classic Nostalgia and it lost itsWalsh original aluminium roll 7 AUGUST cage, it beingChepstow replacedClassic with a steel one for event.safety regulations. Once retired theNew evolving 14 AUGUST Pembrokeshire picnic drive from racing, it became a road car for the Date change from 7 August. team owner, racking up around km 22 AUGUST Lunch and drive at80k the Speech before being brought to the UK and finding House Hotel, Forest of Dean its New way event. into Chris’ hands some years ago.

24 SEPTEMBER Autumn Chris has raced in the ClubClassic series in 968s Racing Castle Combe Circuit. and 911sat and has several modern Porsches, 30 SEPTEMBER-2 OCTOBER WOTYtrack at including a heavily modified Cayman Northfield Hotel, Minehead weapon, but still finds time to enjoy his 944 Event fully booked.

Turbo Cup. 996 SouthinWest Interest 996s keeps growing The media again seems to be full of articles about the 996 range, the world is waking up Joint Regional Organisers to how brilliant these cars are and the step Keith Young and Alan Stoneham forward that Porsche made in changing from 07769 320379 (Keith) the last air-cooled 993s to 996. This interest 07803 237610 (Alan) has prompted several members to contact r15@porscheclubgb.com me asking about what to look for when buying. have a cream tea Porsches The first thing I say is read theand buyer’s Tremendous thanks to Jackie Rock Debbie Jarman who put on aForum great cream tea for 30-odd guide on the 996 and secondly buy cars from threeand local Porsche clubs and raised on condition the car’s history.

Some of more than £600 for Children’s the cars are coming up to 30Hospice years ofSouth age West. After our gruelling scenic drive, it was a and, if they have been continually used on relief to get a delicious tea and a chance to Britishthe roads, it sometimes guess weight of Mr Bear! shows, with

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Colourworx There has been a lot going on around the Region including a formal visit, led by R15’s Nigel and Fran Luke, to the excellent Colourworx advanced bodyshop facility in Newquay. During our visit, Nick Quince showed the group around a glorious selection of cars including a very nicely done Boxster prototype recreation.

Karting The R15 Karting GP took place on 21 May and was won by Matt Jones, Mike Williams and Martin Swann. It was great to see members both old and new taking part in this year’s better organised event.

Our leader laterat complained 992 Register parking Gtechniq that his kart must have been tampered with… well done to all.

saggy loose suspension and underbody RNAS Culdrose corrosion often seen around jacking points, Thanks to an invitation from Cornwall SCC which can in some cases, literally crumble. A member Jon Roskruge, R15 members visited preRNAS purchase inspection by on an 22 independent the Culdrose open day May. Porsche dealer is well worth the investment.

I know of someone recently who purchased Continental touring returns We returned to France Mayitfor a car at auction, then in took to an anextended weekend touring the Loire in a bunch of had to independent specialist close by, who assorted having booked the many trip break thePorsches, news that the car needed three years previously. Life is almost back to £1,000s spending on it just to get it through normal as travel documentation is being relaxed. an MOT. Buy with your head and not your Our hosts at the hotel and vineyards were very heart! to see tourism beginning to recover pleased flipaside, Ken, Team Northern as IOn fearthe quite number offrom establishments Ireland (R27), contacted me forfor some advice have closed their doors, perhaps good.

From top: 30-plus assembled Porsches at the cream tea event raised £600; R15 at Colourworx; the top threehis karting drivers: On (L-R)talking Mike Williams regarding 996 Turbo. to him (second), Matt Jones (first) and Martin Swann (third); about his car, a year 2000 model, it seems continental touring in Fontevraud l’Abbaye, Loire

it’s in immaculate condition, with 55k miles, full Porsche main dealer service history and, in his ownership for the last 12 years, cherished and taken off the road each autumn and stored. So, don’t worry, there are great cars out there! Many being owned, looked after and most importantly, enjoyed by members of our Club, custodians of the humble 996 for future generations!

992 992s head to Gtechniq In March, the 992 Register met for a breakfast gathering hosted by Club associate partner Gtechniq at its Upper Heyford facility near Northampton. The event attracted 39 members arriving in 27 992s, and members enjoyed a guided tour of Gtechniq’s premises and training centre.

This was followed by informal, practical sessions covering the correct process for safely washing a car, how ceramic coatings work, and the benefits they provide.

Gtechniq also outlined how products are tested and developed, adding useful

New members Welcome to John Davies (992 Targa GTS), who brought his Guards Red car down to The Swans Nest last month, to returning member Pete Nelson and his immaculate silver Boxster S and to Mark Elvin with his nice 997.1 Turbo.

Upcoming for your diary The R15 August drive and dine is on 10 August and starts from the Hartnoll House Hotel, near Tiverton. Contact us for booking your places.

We’re having the R15 ‘Winter Dinner’ at the Two Bridges Hotel, Dartmoor. This will be on 28 January 2023. Let us know if you’re coming and you can book the hotel directly if you want to stay and make it a night.

Contact us for booking details of any of these events or view the Regional webpages, the R15 Facebook page or see the newsletters for links.

Your Region needs you!

Have you got a gap in your life? The Club is calling Ken Mack’s 996 Turbo for new ROs immaculate to run the Region.

We are looking to

74 porscheclubgb.com

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build a new team of volunteers to run events.

If you would like to contribute to continuing the Club’s presence in your area, now’s the chance.

Contact r15@porscheclubgb.com or Steve Gilling via club@porscheclubgb.com if you are interested.

DIARY DATES 9-10 JULY Display and R15 Concours d’Elegance Powderham Castle.

17 JULY Wadebridge Wheels 24 JULY Marie Curie Car Show and Country Fair Trewithen Estate on the A390 near Probus.

10 AUGUST Drive and dine evening Hartnoll House Hotel, Tiverton.

UNITED BY THE DRIVE

CLUB MOTORSPORT

Sam Wilson presents AANI Katherine McGarry with a donation from Northern Ireland Region

context to the demonstrations. The relaxed Q&A format encouraged plenty of member discussion and tips shared between owners.

Before departing, members had the opportunity to browse the onsite shop, pick up takeaway goodies, and compare notes on favourite products and routines.

After the visit, 19 cars continued with a spring afternoon circular drive through Northamptonshire. The route threaded together flowing A roads and tighter village lanes, taking in a mix of open countryside and scenic points including the Stanford Hall estate, and it provided the perfect setting to enjoy the 992’s balance and response in a well-paced group.

Registers and Regions Charity updates The Northern Ireland Region visited the operational base of Air Ambulance Northern Ireland (AANI) which sits just outside Lisburn in March. AANI, in partnership with the Northern Ireland Ambulance Service, provides the Helicopter Emergency Medical Service for the region. The service operates 12 hours a day, seven days a week, all year round and depends on charity donations to survive.

The National Air Ambulance is a partner organisation of PCGB and in recognition of the important service they provide, the Northern Ireland Region was pleased to donate £250 on behalf of its members.

The Sussex Region has also been raising money for the Sussex Air Ambulance, recently donating £325 that was raised at an

event at Porsche Centre Mid-Sussex where 12 Porsches were inspected by the Centre’s technicians. Thankfully no major faults were found!

The Southern Region has been fundraising during a Club night at New Forest Golf Club near Lyndhurst was very well attended by over 60 people including a number of new members. Southern Region’s Paul Bowler who is chairman of local prostate cancer support charity PCaSO gave an informative talk, which the Region is supporting this year. Well over £250 was raised on the evening, so thanks to all who donated.

The 993 Register is supporting Prostate Cancer Research with its annual 993 dinner and drive in September and now has over 100 members for the dinner. With over 60 993s expected to attend this should be the biggest gathering of 993s in the country in 2026.

SCAN HERE Visit our Registers homepage where you can click directly to all model-specific news, galleries and content. Please visit porscheclubgb.com/ registers or scan this QR code.

Visit the Regions homepage where you can click directly to your Region or use our digital map to find Regions near you, discover their events and sign up for their newsletters.

Porsche Club GB Speed Championship with Ninemeister The 2026 season got underway at a cold Cadwell Park.

The P1 class battle was won by Karl Lupton in his Supercharged 944 who, with a great final run of 97.84 seconds, ended the day several seconds ahead of new driver Justin Dooling (992 GT3) and Wayne Helme (718 GT4).

In P2 David Dyson’s (991.2) blistering first timed run time remained the standard for the class and he was never beaten for win. John Yates in the IROC replica 911 was runner up.

It was clear from the outset that a very on form Jon Baldock (Boxster) was the wise bet for the P3 class win. Ian Wadsworth (911SC/RS), driving on road tyres this year, was second in class with Graham Rose (Supercharged 924S) in third just a few tenths adrift.

And finally, on to our P4 class.

Stephen Jory and Martin Leach were close run after run with Martin pipping Stephen in his last run by just 0.12 seconds in his 911E. Visit the Motorsport section of the PCGB website for a full write up.

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Porsche 911 (991.2) 3.0T Carrera 4 Porsche Porsche 911 911 (996.2) (996.2) GT3 GT3 3.6 3.6 GTS Cabriolet PDK 2004 2004 // 54 54 2019 / 19 Blue Metallic Midnight Midnight Blue Metallic Carrara White Metallic 29,100 29,100 Miles Miles 36,600 miles £79,995 £79,995 £81,995

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Porsche (981) 3.4 ‘S’ Boxster (981) Porsche Cayman Cayman (981)3.4 3.4GTS ‘S’ PDK Manual 2014 / 64 Manual

Porsche Macan Gen1 3.0T V6 Porsche Porsche Macan MacanGen3 Gen1 2.0T 3.0T PDK V6 GTS GTS PDK (265 PDK ps) 2017 66 2021 // 66 71 2017 Carmine White Red Carmine Red 45,700 £34,995 35,000 miles 45,700 miles £34,995 £42,500

911 Porsche T V6Carrera GTS 4S Porsche Macan 911 (996.2) (996.2) Carrera 4S Coupe 2017 / 17 Coupe 2002 / 02 Carmine 2002 / 02Red Arctic 40,000Silver milesMetallic Arctic Silver Metallic 46,500 £32,995 46,500 miles miles £32,995 £34,995

Porsche Cayman (987.2) Porsche 3.42.9 ‘S’PDK PDK Porsche Cayman Cayman (981) (987.2) 2.9 PDK 2011 2014 14 2011 /// 11 11 White Guards White Red 37,500 41,850 37,500 miles miles £22,500 £22,500 £33,995

Porsche (992) Carrera 911 C4’S’ PDK Coupe 911 (992) (992)911 C4’S’ PDK CoupeT 2023 / 73 2019 2019 // 19 19 Carmine Red Crayon Crayon 2,650miles 9,970 9,970 miles miles

2013 // 13 Carrara 2013 13White Metallic White 25,500 miles White 30,000 30,000 miles miles

£36,995 £36,995 £46,995

harbourcars.com harbourcars.com info@harbourcars.com info@harbourcars.com

AWARD WINNING WINNING PORSCHE PORSCHE SPECIALIST SPECIALIST AWARD

01243 01243 530630 530630 Birdham Birdham Road Road Chichester Chichester PO20 PO20 7DU 7DU

REGIONS & REGISTERS

Who, what, where and when?

The low down on the not to be missed PCGB events and meet ups in the coming months 8-10 MAY I PORSCHE CARWOW CARRERA CUP BRANDS HATCH The third and fourth rounds of the UK’s fastest one-make racing series will be returning to Brand Hatch for what will be an enthralling weekend of racing. The Porsche Carwow Carrera Cup will once again be featuring at BTCC weekends and the historic Kent circuit offers great viewing opportunities. Hospitality packages including tickets are available, see PCGB website or contact Kent Region.

17 MAY I CLUBHOUSE OPEN DAY Our Cotswolds HQ will be opening its doors on Sunday 17 May for a Clubhouse Open Day where you’ll be able to connect with fellow Porsche enthusiasts and enjoy coffee and refreshments. to enjoy coffee and refreshments on us. Browse the Club’s world-class archive, with trophies and memorabilia from across the ages and see the fascinating 911 996 half-car cut-away and take a peek at the lovely 356. The Panamera Register is making a day out of it – why not join them?

See superb Porsches at Clubhouse open days

30 MAY I WINGS & WHEELS A must visit event for those with an automotive and aeronautical persuasion takes place at the Shuttleworth Collection in Bedfordshire at the end of May. The Transaxle Registers – 924, 924 Carrera GT, 928, 944 and 968 – will be attending and will have a display so well worth going for that alone!

31 MAY I MASTERS HISTORIC BRANDS HATCH PCGB dedicated parking with optional hospitality will be available for the Masters Historic Festival at Brands Hatch. As a highlight of the circuit’s ‘Century of Power’ celebrations you’ll be able to see naturallyaspirated F1 cars taking to the full Grand Prix circuit along with many other Masters events including pre-66 Touring Cars and Sports Car Legends. Contact Kent Region for more information.

31 MAY I SIMPLY PORSCHE, BEAULIEU The fantastic National Motor Museum at Beaulieu invite Porsche Club GB owners to drive into their stunning site in in the heart of the New Forest National on Sunday 31 May and park up within the museum parkland for a superb day out for both owners and enthusiasts, at the Simply Porsche event.

All ages and models of Porsche are welcome at this huge Porsche-themed day out, which provides a great opportunity to admire some stunning vehicles on display, meet Porsche enthusiasts and retailers, and explore all the attractions of Beaulieu and the National Motor Musuem. All participants have the opportunity to be chosen as the winner of the People’s Choice Awards, selected by public vote. Prizes are awarded to the winner and runners-up.

31 MAY I HAREWOOD HILL CLIMB Feel the gradient, hear the flat-six sing, and soak up a paddock full of stories. Whether you’re driving or spectating, it’s the perfect start to summer. Several Regions will be making a day out of it with drives to the event and displays and all members are welcome, with Porsche Centre Leeds showcasing the latest models, plus anniversary displays for Boxsters and appearances from Club partners and specialist traders.

7 JUNE I RENTAGG AT LEIGHTON HALL A Porsche and supercar show near Carnforth. This Porsche event is being organised by Wheels up North and is supported by Porsche Centre South Lakes and is the largest Porsche event in the North. There are also several other trade stands and displays including the Porsche Approved body shop ‘Road & Race’. Please book your tickets direct on the Rentagg website wheelsupnorthrentagg.co.uk and note that you are a PCGB member.

14 JUNE I ANALOGUE ALCHEMY, BOWCLIFFE HALL Design, craft and cars meet in a uniquely elegant setting. From analogue dials to coach-built details, it’s a feast for purists and the perfect backdrop for your Porsche.

Spaces are limited and demand is high –

24 MAY I LUFT VS WASSER Luft vs Wasser at Everards Farm in Somerset on 24 May is proving to be a popular day out among the Regions with Thames Valley, Gloucestershire, Hereford, Worcester & Shropshire and South Wales all planning to attend this wonderful celebration of both air- and water-cooled Porsches. As well as a curated display of over 200 Porsches there will be award-winning food and the crowd-pleasing Porsche simulators 24 MAY I PORSCHE IN THE PARK A popular event at Beechwood Park, St Albans where hundreds of Porsches spanning all the generations will be present.

Book via the Porsche in the Park website: Booking required with PCGB discount code.

Link in Region newsletters.

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Classics at the Castle at Hedingham in Essex is a firm favourite with Club Members

PORSCHE POST

UNITED BY THE DRIVE

Porsche Carwow Carrera Cup races promise spectacular racing and the chance to see British Touring Cars in action, too

secure your spot today on the Club website, polish the paintwork, and join the convoy.

See you on the road.

20-21 JUNE I PORSCHE CARS X PORSCHE CLUB 65 AT SILVERSTONE Make sure you’ve got 20 and 21 June in your diary as that’s the weekend Porsche Cars Great Britain’s 75th and Porsche Club Great Britain’s 65th birthdays take place.

The Club will once again be marking the longest day, only this time hosted over two days, bringing the festival vibes to the celebration.

Details are still a bit hush, hush but it’s likely to be the largest official Porsche event the UK has ever seen… and not to be missed! Think Icons of Porsche, historic cars from Stuttgart and thousands of Porsche enthusiasts from across Europe and further afield.

Tickets aren’t ready to go live just yet, so make sure you mark your calendar and save the date. Pre-registration has now closed and we’ll be sharing more information shortly, so keep an eye on your inbox!

2 JULY I CASTLE COMBE PRE-1998 TRACKDAY Castle Coombe in Wiltshire is a historic motorsport venue so what better place to exercise your pre-1998 Porsche? These days get booked up well in advance so don’t delay and get your place booked vis the

Club events page now.

19 JULY I CLUBHOUSE OPEN DAY Our Cotswolds HQ will be opening its doors on 19 July for a Clubhouse Open Day where you’ll be able to connect with fellow Porsche enthusiasts and enjoy coffee and refreshments. to enjoy coffee and refreshments on us. Browse the Club’s world-class archive, with trophies and memorabilia from across the ages and see the fascinating 911 996 half-car cut-away and take a peek at the lovely 356.

26 JULY I THE COTSWOLDS RALLY We return for the 22nd running of this much-loved event, a day of spectacular roads, exceptional cars and the unmissable atmosphere that keeps participants coming back year after year. We’ll be starting the day at Porsche Centre Swindon and the

356s in action at The Cotswolds Rally

route will take you on a three-hour journey through the Cotswold’s finest driving roads, open stretches and picture-perfect villages along the way. Whatever Porsche you drive, this day is all about the shared experience, incredible cars, like-minded people and unforgettable roads. Last year over 320 cars took to the road – watch our YouTube video to see what you missed!

1-2 AUGUST I BEAULIEU SUPERCAR WEEKEND The 992 Register will be attending and displaying cars at the Beaulieu Supercar Weekend Event, a must-see family spectacular and one of the biggest Supercar events on the south coast that brings some of the world’s most exclusive and desirable motors to Beaulieu. Contact the 992 Register for more information.

13 SEPTEMBER I CLASSICS AT THE CASTLE PCGB is delighted to be returning to Hedingham Castle in Essex for what promises to be one of the largest events in our 2026 calendar, celebrating the heritage, engineering, and timeless design of all Porsches. It’s a stunning venue for a spectacular display of vehicles ranging from early air-cooled icons like the 356 and 993 to more modern water-cooled models like transaxles, GTs and SUVs, showcasing the evolution of the marque across generations.

Discover more great Club events For further details of all upcoming national events, booking links and ticketing, please visit porscheclubgb.com/events or scan this QR code, or visit your Region or Register’s webpage PORSCHE POST

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131 porscheclubgb.com

Regions and Registers Contacts

How to get in touch with your Regional Organisers and Register Secretaries

Regions SCOTLAND SOUTH I R1 Regional Organiser Allison Lawrance r1@porscheclubgb.com Assistant Regional Organisers Scott Laurie s.j.laurie@btinternet.com Barry Milligan SCOTLAND NORTH I R2 Joint Regional Organisers Paul Fowler 07803 170352 Martin Thomas 07836 361937 r2@porscheclubgb.com Assistant Regional Organisers The Pit Crew

HEREFORD, WORCESTERSHIRE & SHROPSHIRE I R13 Joint Regional Organisers Steve Cutler 01384 370038 Simon Hopcroft 07739 817159 r13@porscheclubgb.com

KENT I R25 Regional Organiser Chris Torre 07887 246835 Assistant Regional Organiser Sue Torre r25@porscheclubgb.com @porscheclubgbkent pcgb.r25

SOUTH WALES I R14 Regional Organiser Pete Thomas 07979 884494 r14@porscheclubgb.com

DORSET I R26 Joint Regional Organisers Kev Gillingham & Rob Walker Assistant Regional Organiser Jac Gillingham 07947 300031 r26@porscheclubgb.com

SOUTH WEST I R15 Regional Organiser Mike Williams r15@porscheclubgb.com

NORTH EAST I R3 Regional Organiser David Chapman r3@porscheclubgb.com

GLOUCESTERSHIRE I R16 Regional Organiser Team R16 r16@porscheclubgb.com

LINCOLNSHIRE & HUMBERSIDE I R4 Regional Organiser John Lacey 07850 870993 r4@porscheclubgb.com Assistant Regional Organiser Sharon Ford

SOUTHERN I R17 Joint Regional Organisers Jon Fisher 02380 766808/07918 686116 Mark Rye-Weller 07880 695747 r17@porscheclubgb.com

NORTH WEST I R5 Regional Organiser Matt Staines 07798 662199 r5@porscheclubgb.com

LANCASHIRE I R18 Regional Organiser David Baker 01772 451970 Assistant Regional Organisers Judy Baker & Geoffrey Stewart r18@porscheclubgb.com

NORTH WALES I R6 Regional Organiser Sue Taylor 07784 491473 r6@porscheclubgb.com YORKSHIRE I R7 Regional Organiser The Yorkshire CoG r7@porscheclubgb.com EAST MIDLANDS I R8 Joint Regional Organisers Liam & Sarah Kelly r8@porscheclubgb.com WEST MIDLANDS I R9 Regional Organisers Tom Downes 07972 303286 & Gavin Broad Regional Assistant Carol Downes r9@porscheclubgb.com MILTON KEYNES & NORTHAMPTONSHIRE I R10 Regional Organiser Sue Rollings 07495 296650 r10@porscheclubgb.com ESSEX I R11 Team Coordinator Ray Chapman r11@porscheclubgb.com NORFOLK & SUFFOLK I R12 Regional Organisers Roger & Danielle Cadd 07787 501749 & 07912 450314 Glenn & Emma Jackson 07715 417527 & 07702 591602 r12@porscheclubgb.com

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THAMES VALLEY I R19 Regional Organiser Mike Cope 07894 606381 r19@porscheclubgb.com Assistant Regional Organiser Roger Summers LONDON I R20 Regional Organiser Position vacant, contact regionsregisters@porscheclubgb.com r20@porscheclubgb.com pcgb.r20 @porscheclubgblondon @PCGB_London CHILTERN I R21 R21 Organising Committee Ashley Miller, Terry Perry, Phil Jones & Ian Fisher r21@porscheclubgb.com CUMBRIA & SW SCOTLAND I R22 Regional Organiser Michael Trotter 07841 215962 Assistant Regional Organiser Ian Graham r22@porscheclubgb.com SUSSEX I R23 Regional Organisers Chris & Martin Woolger 07720 849982, 07802 409272 r23@porscheclubgb.com CAMBRIDGESHIRE & BEDFORDSHIRE I R24 Regional Organiser Chris Kingshott Assistant Regional Organiser Wayne Helme r24@porscheclubgb.com

PORSCHE POST

IRELAND I R27 Regional Organiser R27 Team r27@porscheclubgb.com porscheclubgb_northernireland

pcgb.r27

CHANNEL ISLANDS, GUERNSEY I R28G Regional Organising Team Steve Manklow, Paul Sheward & Brad Faye r28G@ porscheclubgb.com @PCGB_Guernsey CHANNEL ISLANDS, JERSEY I R28J Regional Organiser Goetz Eggelhoefer 07797 892502 r28j@porscheclubgb.com SURREY I R29 Regional Committee Dorian Logan & Michael Turton r29@porscheclubgb.com ISLE OF MAN I R30 Regional Organiser Position vacant, contact regionsregisters@porscheclubgb.com Assistant Regional Organisers Jon Whiting and Karl Millar & Nigel Clucas r30@porscheclubgb.com COTSWOLDS I R31 Regional Organiser Nick Taylor 07397 388250 r31@porscheclubgb.com Assistant Regional Organiser Carrie Mason Porsche Club GB − Cotswolds Porsche Club GB − Cotswolds

Registers 356 Register Secretary Fred Hampton 01992 554935 356@porscheclubgb.com EARLY 911 (2.0, 2.2 & 2.4) Register Secretary Julian Hobbins 911@porscheclubgb.com Assistant Register Secretary Robin Walker Technical Advisor Mike Champion 07796 372239 mceporsche@gmail.com 912 Register Secretary Sam Mubarak

UNITED BY THE DRIVE

07973 383836 912@porscheclubgb.com Admin Assistant Zara International Events Coordinator Zainab Media Events Coordinator Alisha

Assistant Register Secretary David Chapman Technical Advisor Jon Mitchell 01202 488800 (normal working hours) technical@jmgporsche.co.uk

911 SPORTOMATIC Register Secretary Peter Cook 01789 400832 sporto@porscheclubgb.com

911 CARRERA 3.2 AND CLUB SPORT Register Secretaries Steve & Sue Edwards 911carrera32@porscheclubgb.com Technical Advisor Charles Marsland 07787 902403 (9am-9pm)

914 Register Secretary Kevin Clarke 07946 080454 914@porscheclubgb.com International Events Co-ordinator Tom Loder 07748 635406 thomas.loder@btinternet.com 911 CARRERA RS Register Secretary Fred Hampton 01992 554935 carrerars@porscheclubgb.com Assistant Mike Chadwick 01454 232232 mvc@fly7.co.uk 911 2.7 CARRERA & 3.0 Register Secretary Guy White 01493 750278 91127carrera3@porscheclubgb.com Assistant Register Secretary Tony Ruggles 01992 892333 924/TURBOS/S Register Secretary Trefor Willingham 01747 838158, 924@porscheclubgb.com Assistant Secretary Paul Hedges 07940 441452 (6-10pm) 924@porscheclubgb.com 924 CARRERA GT/GTS/GTR Register Secretary Ricky Caesar 07796 935550 924carreragt@porscheclubgb. com, porsche924cgt@outlook.com Assistant Register Secretary Kevin Astill 07584 483423 kevs924cgt@yahoo.co.uk

964 Register Secretary Mark Byrne 07932 720610, 964@porscheclubgb.com 964 CARRERA RS Register Secretary Melvin Spear 07860 595355, 964rs@porscheclubgb.com 968 Register Secretary Matt Staines 07798 662199 968@porscheclubgb.com 993 Register Secretary Mark Hamilton 07936 999979 993@porscheclubgb.com Register Assistant Christian Sanger 07968 503385 cjsanger@gmail.com 993 CARRERA RS Register Secretary Paul Howells 07809 880937 993rs@porscheclubgb.com Technical Advisor Paul McLean BOXSTER Register Secretary North Position vacant, contact regionsregisters@porscheclubgb.com boxsternorth@porscheclubgb.com Assistant Secretary North Position vacant

911 SC Register Secretary Position vacant, contact regionsregisters@porscheclubgb.com Assistant Register Secretary North Mark Driscoll 911sc@porscheclubgb.com Technical Advisors Barry Gale & Richard Stephens

Register Secretary South Matt Statham 07889 591809 Assistant Secretary South David Eggleton david.eggleton987@outlook.com boxstersouth@porscheclubgb.com Technical Advisors Steve Winter steve@jazweb.co.uk Nick Pike 020 8960 7111 (evenings and weekends)

930 (911 TURBO & SE) Register Secretary William Opie 911turbo@porscheclubgb.com Assistant Register Secretary John Ward

996 Register Secretary Tony Murphy 996@porscheclubgb.com Assistant Secretary Tom Horner

928 Register Secretary Brian Smith 07798 868926, 928@porscheclubgb.com Register Assistant Mike Gibbons Technical Advisor Adrian Clark adrian.clark928@gmail.com 928 Archive David Hemmings

GT3 Register Secretary Alex Drobik 01628 620702 gt3@porscheclubgb.com

944 Register Secretary Mike Pollock 07811 944953, 944@porscheclubgb.com

997 Register Secretary Steve Johnson 07555 198866 997@porscheclubgb.com

CAYENNE Register Secretary Andy Simpson cayenne@porscheclubgb.com

PORSCHE POST

PANAMERA Register Secretary Randall Flack 07533 724848 panamera@porscheclubgb.com CAYMAN Register Secretary John Dickinson 07990 010368 cayman@porscheclubgb.com 991 Register Secretary Gary Hosie 991@porscheclubgb.com Assistant Register Secretary Jon Billingham Technical Advisor Richard Curson MACAN Joint Register Secretaries David & Mandi Morris macan@porscheclubgb.com Assistant Register Secretaries Mike Allen & Steve Johnson 992 Register Secretary David Wood 992@porscheclubgb.com Assistant Register Secretaries Tim Rice & Jonathan Brown TAYCAN Register Secretary Paul Tomlinson 07770 681345 taycan@porscheclubgb.com MODIFIED Register Secretary Desmond Sturdee 07768 814264 (9am-9pm) modified@porscheclubgb.com Register Assistant Ralph Forster carpal_rowing.5z@icloud.com Technical Assistant Ollie Preston 01296 663824 ollie@rpmtechnik.co.uk PORSCHE TRACTOR Register Secretary John Hearn 01206 210553 tractor@porscheclubgb.com Register Assistant Tom Sanders RACE CAR Register Secretary Paul Ward 07894 877802 (before 9pm) SPEEDSTER Register Secretary James Kirk 01252 710479/ 715185 speedster@porscheclubgb.com

SCAN HERE Visit the Regions homepage where you can click directly to your Region, or find others near you . Please visit porscheclubgbcom/regions or scan this QR code.

Visit our Registers homepage where you can click directly to all model-specific news, galleries and content.Please visit porscheclubgb.com/ registers or scan this QR code.

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TRADING POST

MEMBER LINEAGES

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Garaging for 10 cars, approximately 35 minutes from Goodwood. Four bedroom farmhouse with two annexes, one completely self-contained. Secluded position, Pub 15-20 minute walk.

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Porsche 993 Carrera S Specialised made to measure outdoor car cover. Outdoor Elite in two tone grey and blue. Porsche 993 Carrera S fire extinguisher and seat mounting kit. I have sold my Porsche 993 and these parts are surplus to requirements. Offers for the individual items or the entirety to :d.hosker@whptelecoms.com or 07771 527070

Exclusive Design fuel filler cap, (part no. 971044261), minimal use, excellent condition packaged in original box. £110 o.n.o. Please call 07771 977322.

Oil and coolant caps in aluminium look -911 (992), (part no. 992044100) only a few months use, excellent condition in original box. £85 o.n.o Please call 07771 977322.

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Barr-Tech Specialist Cars Ltd

PPN Porsche Partner Network allows us direct tec link to Stuttgart and ability to service the very latest Porsche along with the oldest classics and everything in between. We sell, buy, consign, service, restore, bespoke, modify, comp prep and accident repair all Porsche with care and flexibility. 911-356- Cayenne. Welcome to Williams Crawford Passion for Porsche.

01234 210012 info@porsche-repairs.co.uk www.porsche-repairs.co.uk The one-stop shop for all your Porsche needs.

Bartlett Automotive (Huntingdon) 5-6 Falcon Court, Falcon Road Huntingdon PE29 6AН 01480 459771 huntingdon@bartlett-auto.com We are one of Cambridgeshire’s largest specialist independents.

RPM Technik Units 6 & 7, Old Airfield Industrial Estate, Cheddington Lane, Long Marston, Hertfordshire, HP23 4QR

90-92 Cowley Road, Cambridge, CB4 0DL

01296 663824 info@rpmtechnik.co.uk www.rpmtechnik.co.uk

01223 425300 nino@barr-tech.com www.barr-tech.com

T H Racing Porsche Specialist

Barr-Tech – Independent Porsche Specialists Since 1993. Proudly serving Porsche owners for over 30 years, Barr-Tech is Cambridge’s trusted independent Porsche specialist. Whether it’s a classic air-cooled 911 or the latest performance model, we offer expert care tailored to your Porsche, including annual servicing from £375 + VAT, diagnostics and mechanical repairs, and bodywork and paint repairs. With decades of hands-on experience, dealer-level expertise, and a true passion for the Porsche marque, your car is in safe hands at Barr-Tech.

Unit 5, Turnpike Farm Potton Rd, Biggleswade SG18 0EP 07742 813223 www.th-racing.co.uk/ james@th-racing.co.uk Our expertise is deeply rooted in Porsche. With over 25 years’ experience of the brand, we are equipped to offer Porsche owners a seamless and convenient customer experience, providing main dealer level servicing at a fraction of the cost. Our extensive experience includes working on some of the rarest, and most iconic Porsche, giving us the knowledge and skills to handle any internal combustion Porsche with confidence and precision. We are based in Bedfordshire on the Hertfordshire and Cambridgeshire borders.

Berkshire RSJ Sports Cars 3rd Floor STS House, Bristol Way, Slough, Berkshire, SL1 3QE 01753 553969 joel@rsjsportscars.co.uk www.rsjsportscars.co.uk RSJ have been established since 1998 as a Porsche dealer and we are focused on the sales of used Porsche cars and the servicing and repair of used Porsche cars. As a Porsche dealer RSJ aims to be the next best alternative to a main dealer.

We prepare our cars for sale to a main Porsche dealer standard. Our used Porsche cars have all cosmetic and mechanical refurbishment carried out to the same level as our staff did when they worked at a main Porsche dealer. Our aim is to make your life-long dream come true to buy that used Porsche 911 and have a good experience while owning it. Please call to come and view more than 25 used Porsches in our indoor 6,000 sq foot showroom.

Cheshire Ninemeister 12 Chesford Grange, Woolston, WA1 4RE 01925 242 342 ninemeister.com At Ninemeister we take a considered & conscientious approach to servicing and maintaining your Porsche to the highest standard.

Our depth of expertise covers all Porsche models and we enjoy looking after them all. Whether an older Boxster or Cayman, or your everyday Cayenne or Macan, or perhaps a cherished classic 911 that you have owned for decades, they all really matter to us and we believe that you can rely on Ninemeister to care for your car as if it were one of our own.

Tech9 Motorsport Ltd Hale Garage, Hale Road, Liverpool, L24 5RB. 0151 4255 911 sales@tech9.ms www.tech-9.co.uk

Buckinghamshire

Established in 1983, and proud Members of PPN, the Porsche Partner Approved Network. We can access the latest technical information and diagnostics. Our Service/Repair work can be logged on the Porsche Portal if required to enhance the service history of your vehicle. One of the largest and longest serving Porsche specialists in the North West. Our highly skilled, enthusiastic team would love to welcome new and existing clients to our facility close to Liverpool Airport. Engine and Gearbox rebuilding from 356, through all of the 911 variants air-cooled and water cooled including GT3. Motorsport experienced, multiple Championship and Series Outright Winners.

Complete vehicle builds and race/trackday preparation. Highly experienced with R/RS/ASR and GT models GT2, GT3 etc. UK distributor for German tuning brand TECHART Car Sales, Service and Restoration to Concours standards. Discount available to Porsche Club members on request.

Location close to Liverpool Airport.

RPM Technik

Weissach UK Limited

Units 6 & 7, Old Airfield Industrial Estate, Cheddington Lane, Long Marston, Hertfordshire, HP23 4QR

Unit 3&4B Moss Lane, Byley, Middlewich, Cheshire, CW10 9NG

Wrightune Ltd The Croft, Whitely Road, Hithercroft Ind. Estate, Wallingford, Oxon, OX10 9RG 01491 826911 info@wrightune.co.uk www.wrightune.co.uk Wrightune was founded by Tony Wright, well known and respected in the Porsche world. 35+ years of continuous experience with Porsche cars results in a wealth of knowledge and expertise.

01296 663824 info@rpmtechnik.co.uk www.rpmtechnik.co.uk Located on the border of Hertfordshire, Bedfordshire and Buckinghamshire RPM has been maintaining both modern and classic Porsches since 2001. In addition to our specialist Porsche servicing, RPM also undertakes warranted car sales, project builds and restorations, engine and transmission rebuilds and track day/race support.

01606 834 460 info@WeissachUK.com www.WeissachUK.com We’re Porsche owners first, business people second and focus on delighting our customers.

We are members of the Porsche Partner Network and the Retail Motor Industry Federation as well as being a Mobil Service Centre. Kettle’s on, come and talk to us about your needs, as we are Serious About Porsche.

01637 873218 colourworxnewquay@gmail.com www.thecolourworx.co.uk

Williams Crawford Ltd (Plymouth) 911 Forge Lane, Moorlands Trading Estate, Saltash, Cornwall, PL12 6LX 01752 840307 info@williamscrawford.co.uk www.williamscrawford.co.uk

Devon Braunton Engineering Braunton Garage, Exeter Road, Braunton, Devon, EX33 2JP 01271 814144 info@brauntonengineering.co.uk www.brauntonengineering.co.uk South West specialist dedicated to Porsche owners. MOT testing station. All Porsches welcome. Diagnostics, service/repair, AC, geometry, restoration, bodywork.

Roger Bray Restoration Milestone Business Park, London Road, Whimple, Exeter, Devon EX5 2 QB 01404 822005 parts@rogerbrayrestoration.com www.rogerbrayrestoration.com Established in 1986 Roger Bray Restorations is a small business with a big reputation. Specialising in supplying parts and the restoration of classic Porsche’s 356, 911, 912, & 914. We are dedicated to keeping these unique cars on the road and our customers as our friends.

SCSPORSCHE Honiton, Devon, EX14 3AW 01404 549921 07762 244477 / 07770 933054 scsporsche@hotmail.co.uk Independent purely Porsche specialists, factorytrained technicians from 1987 to present.

Porsche diagnostic equipment for all your Porsche needs, from fixed-price servicing to full rebuilds, with free loan cars. Collection and delivery service available.

Williams Crawford Ltd (Plymouth) 911 Forge Lane, Moorlands Trading Estate, Saltash, Cornwall, PL12 6LX 01752 840307 info@williamscrawford.co.uk www.williamscrawford.co.uk PPN Porsche Partner Network allows us direct tec link to Stuttgart and ability to service the very latest Porsche along with the oldest classics and everything in between. We sell, buy, consign, service, restore, bespoke, modify, comp prep and accident repair all Porsche with care and flexibility. 911-356- Cayenne. Welcome to Williams Crawford Passion for Porsche.

To advertise here in the next issue call us on 01452 730770 or email vicky@hinemarketing.co.uk

To advertise here telephone us 01452 730770 or email us at vicky@hinemarketing.co.uk

01202 081258 info@miltechautoperformance.co.uk www.miltechautoperformance.co.uk Miltech Auto Performance is a performancefocused, independent Porsche specialist based in Dorset, supporting owners across Ringwood, Wimborne and the surrounding areas. We offer Porsche PIWIS diagnostics, servicing, precision geometry and wheel alignment, suspension upgrades, performance enhancements and pre-purchase inspections. Miltech is family-run, enthusiast-led and also home to an onsite coffee bar, with regular Porsche car meets and events creating a welcoming hub for the local Porsche community

Essex Porsche Specialist Services Stock Road, Chelmsford, CM2 8PW info@porschespecialistservices.co.uk www.porschespecilaistservices.co.uk With over 40 years combined experience of working on the Porsche brand we offer all aspect of servicing and repairs to all Porsche models.

Our list of services include: Fixed price servicing, engine rebuilds (water and air cooled), IMS upgrades, restoration work, wheel alignment and track day set up, diagnostic work along with clutch, brake and suspension work.

Greater Manchester Hartech Firwood Industrial Estate off Thicketford Road, Bolton, BL2 3TR 01204 302809 auto@hartech.org www.hartech.org

Hampshire Brookspeed 173 Hursley Road, Chandlers Ford, Hampshire SO53 1JH 02380 641672 info@brookspeed.com www.brookspeed.com Brookspeed is an independent Porsche specialist based near the M3 between Southampton and Winchester. With 20 years’ experience of racing and servicing Porsche models, Brookspeed are able to offer a ‘one stop shop’ for Maintenance, Servicing, Tyres, MOT, Diagnostics and Coach Trimming. Whatever your Porsche problem contact our friendly team at Brookspeed and we will do everything we can to help.

Hertfordshire JZM Porsche Ltd Unit 1, Langley Wharf, Railway Terrace, Kings Langley, WD4 8JE 01923 269 788 service@jzmporsche.com With excellent transport links from London and the M25, JZM is well positioned to service customers throughout London and the Home Counties. We boost over 40 years’ experience in Porsche servicing and house a state of the art 80 car showroom and 100 car storage facility. Our factory trained technicians, coupled with the latest Porsche technologies and diagnostic equipment can meet all your Porsche needs in servicing, tuning on or off the track.

RPM Technik Units 6 & 7, Old Airfield Industrial Estate, Cheddington Lane, Long Marston, Hertfordshire, HP23 4QR 01296 663824 info@rpmtechnik.co.uk www.rpmtechnik.co.uk Located on the border of Hertfordshire, Bedfordshire and Buckinghamshire RPM has been maintaining both modern and classic Porsches since 2001. In addition to our specialist Porsche servicing, RPM also undertakes warranted car sales, project builds and restorations, engine and transmission rebuilds and track day/race support.

KENT

Merseyside

Shropshire

Sussex

Goss Hall Werks

Tech9 Motorsport Ltd

cmsporsche.co.uk

Paragon

Goss Hall, Goss Hall Lane, Ash, CT3 2AN

Hale Garage, Hale Road, Liverpool, L24 5RB.

Telford, Shropshire 01952 608 911 / 07831 711609

Five Ashes, East Sussex, TN20 6HY

0151 4255 911 sales@tech9.ms www.tech-9.co.uk

Est. 1997 Independent Porsche specialists for repairs, service, spares, salvage projects and sales.

norfolk

South Wales

STR Porsche Specialists

Haus of Porsche

10 Garden St, Norwich, Norfolk, NR11QU

Windsor Road, Cogan, Penarth, Cardiff CF64 1JG Tel 02920 993 911 info@hausofporsche.co.uk www.hausofporsche.co.uk

01304 812379 / 07711108924 steve@gosshallwerks.co.uk Specialist Porsche Care in East Kent Based near Sandwich, Goss Hall Werks offers expert Porsche maintenance, full restorations,trusted outsourcing, sales, and purchases. Run by enthusiast Steve Ackrill, we deliver friendly, professional service for every Porsche owner.

Lancashire Hartech Firwood Industrial Estate off Thicketford Road, Bolton, BL2 3TR 01204 302809 auto@hartech.org www.hartech.org Jasmine PorschaLink UK Units 1A-1C Mill Lane Industrial Estate, Mill Lane, Gisburn, BB7 4LN 01282 697171 www.jasmine-porschalink.co.uk Porsche Sales. Servicing, Repairs & Restoration Loe Bank Motors Ltd Unit 6 Bridge Mills, Rochdale Road Edenfield, Bury, BL0 0RE 01706 826060 info@loebankmotors.co.uk www.loebankmotors.co.uk Founded in 1991 by Chris Sanderson. One of the North West’s leading independent Porsche Specialists. With over 35 years experience we specialise in repairs, servicing and parts for all models of Porsche.

Leicestershire Quorn sports & Classics ltd 4 Soar Road, Quorn, Loughborough, Leicestershire LE12 8BW Email info@quornclassics.com Tel 01509 415214 www.quornclassics.com Established in January 2018. Former Porsche technicians Nathan & Carl have a wealth of experience and an eye for detail. Offering affordable maintenance and repairs combined with real world honest advice.

London Charles Ivey Ivey House, Hollyfield Road, Surbiton, KT5 9AJ 020 7731 3612 info@charlesivey.com www.charlesivey.com London’s premier Porsche specialist since 1970.

Charles Ivey (Specialist Cars) Limited has been selling and servicing Porsches in London since 1970 and we have been at our present site for the past 35 years. We have a team of dedicated people who are committed to maintaining the very high standards that have, over the years, made us London’s leading Porsche specialist.

Xavier Auto Clinic 166-167 Stamford Brook Arches, Hammersmith, London, W6 0TQ 020 8741 2251 reception@xavierauto.com www.xavierautoclinic.com Xavier Auto Clinic is an independent Porsche specialist based in West London that can offer a full range of service on all Porsche models.

Established in 2002, 5-star Good Garage Scheme member. Air-conditioning service and repair. Manufacturer-scheduled service keeping manufacturer warranty intact under block exemption. Customised servicing for three-plus years. Vehicle diagnostics and engine rebuilds.

Manchester Hartech Firwood Industrial Estate off Thicketford Road, Bolton, BL2 3TR 01204 302809 auto@hartech.org www.hartech.org 986/996/997 and Cayman engine repair/ rebuild specialist addressing failed IMS bearings, scored bores, “D” chunk failures, etc. We carry out engine work for many of the UK’s leading specialists and worldwide. Porsche servicing, repairs and maintenance, sales, re-manufactured spares, monthly paid “Lifetime Maintenance Plan” (free labour and services).

01603 626 668 workshop@strgb.co.uk .porsche-servicing-norfolk.co.uk STR provide Porsche servicing, diagnostics, engine and gearbox rebuilds, 3 D four wheel alignment corner weighting & suspension, camera & radar calibration, auto gearbox flush and IMS bearings.

We also buy and sell Porsches. We cater for everyday road cars, track cars, track day and race cars. We pride ourselves on ensuring you - and your car -receive the very highest level of care and service from our Porsche trained technicians.

Expert Porsche servicing and sales in South Wales. Our dedicated service centre provides specialist care, supported by 10+ years’ experience. Enjoy a pet-friendly showroom, warranties, flexible finance, same-day driveaways, and trusted reliability backed by AA membership and a 4.9-star rating

North Wales

Unit 1, Holden Road, Cardiff, CF11 8TJ

WPS Performance 02921 203997 info@wpsperformance.com www.wpsperformance.com

Tech9 Motorsport Ltd Hale Garage, Hale Road, Liverpool, L24 5RB.

We’re an independent Porsche, classic and performance specialist with over 48 years’ experience. We restore, service and maintain all Porsche models, including bodywork, performance upgrades, IMS bearings, clutches, sport suspension and engine rebuilds, delivering quality and performance.

0151 4255 911 sales@tech9.ms www.tech-9.co.uk

north yorkshire RPM Specialist Cars Nidd Valley Business Park Market Flat Lane Lingerfield, Knaresborough, North Yorkshire, HG5 9JA 01423 865602 info@rpmspecialistcars.co.uk www.rpmspecialistcars.co.uk RPM Specialist Cars are an established independent Porsche specialist covering all aspects of Porsche ownership, including servicing, sales, and detailing. Built on trust and unrivalled expertise, RPM deliver outstanding customer service, value for money, and enjoy a loyal, evergrowing client base.

Suffolk PIE Performance Independent Porsche Specialists Hill Farm, Lavenham Road Brent Eleigh, CO10 9PB 01787 249924 / 01787 247911 info@pieperformance.co.uk www.pieperformance.co.uk

Oxfordshire

Established more than a decade ago, PIE Performance is a family owned and run independent Porsche specialist based in the heart of Suffolk. We have the latest Porsche Diagnostic System and cater for all models from Air Cooled to modern front engine Cayenne. We have a separate Engine Division and Restoration Team on hand to undertake all manner of tasks.

Autofarm (1973) LTD

Reason Porsche

Langford Lane, Wendlebury, Bicester, Oxfordshire, OX25 2NS

Unit 16-17, Stone Street, Crowfield, Ipswich IP6 9SZ

01865 331234 www.autofarm.co.uk

01473 845007 service@reasonporsche.com www.reasonporsche.com

Establish in 1973, Autofarm is one of the longest standing independent Porsche specialists in the UK. Globally known for our meticulous project build and preservation processes, our Oxfordshirebased workshop, also provides a full range of other services to maintain and enhance your air and water-cooled Porsches. The passion for quality runs throughout the business, so whether you’re looking for general servicing, engine and gearbox maintenance, bodywork and paint repairs, storage solutions or a bespoke build, Autofarm have the expertise. Come visit, chat to our team and be part of the Autofarm family.

All servicing carried out by Porsche factory trained technicians using the latest PWIS factory diagnostic equipment, using recommended Porsche parts & Mobil1 Oil. Collection & delivery available. Loan car facility when available on booking.

Surrey Cridfords Porsche The Street, Ewhurst, Surrey, GU67QY 01483 273302 porsche@cridfords.co.uk www.cridfords.co.uk

Hillcrest Specialist Cars Whitehouse Garage, High Street,Nettlebed, Henley-on-Thames, Oxon, RG9 5DB. 01491 642911 hillcrestcars@tiscali.co.uk www.hillcrestspecialistcars.com Hillcrest Specialist Cars is a leading independent Porsche specialist based in Henley-on-Thames. We offer a highly professional service at competitive prices. We pride ourselves on our high quality and standard of service.

Wrightune Ltd The Croft, Whitely Road, Hithercroft Ind. Estate, Wallingford, Oxon, OX10 9RG 01491 826911 info@wrightune.co.uk www.wrightune.co.uk Wrightune was founded by Tony Wright, well known and respected in the Porsche world. 35+ years of continuous experience with Porsche cars results in a wealth of knowledge and expertise.

Established for over 30 years, we are one of the country’s longest established Porsche specialists.

Our service department are equipped with the very latest official Porsche PIWIS III diagnostics and Porsche spec Hunter 4 wheel alignment system. We offer a full engine repair and rebuild service, classic restoration, as well as all service work for current through to classics models.

Collection and loan cars available.

Charles Ivey Specialist Cars Ivey House, Hollyfield Road, Surbiton, KT5 9AL 020 7731 3612 info@charlesivey.com www.charlesivey.com

To advertise here in the next issue call us on 01452 730770 or email vicky@hinemarketing.co.uk

01825 830424 (open 7 days) info@paragon.gb.com www.paragongb.com Located in the heart of East Sussex, we offer an outstanding selection of high-quality and expertly prepared used Porsches for sale. Our in-house workshops and parts department are fully equipped and offer a vast depth of knowledge and enthusiasm that enables us to provide complete long-term care for your modern or classic Porsche.

Precision Porsche Sycamore House, Laughton Road, Ringmer, East Sussex, BN8 5SY 01825 721205 info@precisionporsche.co.uk www.precisionporsche.co.uk We specialise in Porsche maintenance and bodywork repairs – from regular care through to full restorations. We have new dedicated workshops all on one site including the latest Porsche diagnostic equipment and body shop services. Our premises are light, spacious and customer friendly located in Mid Sussex.

West Midlands Zuffenhaus Unit 1, Sandpits Industrial Estate, Houndsfield Lane, Wythall. B47 5QR Contact Mike or Paul Chare 01564 823144 / 07872 041911 info@zhporsche.co.uk www.zhporsche.co.uk Located just off the M42/M40 our centrally based Porsche Specialists can take care of all Porsche models. We have a fully equipped workshop with trained staff ready to meet your needs offering a complete service and maintenance program.

West Sussex Parr 5 Faraday Centre, Faraday Road, Crawley, RH10 9PX. 01293 537911 service@parr-uk.co.uk www.parr-uk.co.uk With over 40 years experience Parr is the leading Porsche specialist in the UK, covering all areas of Porsche maintenance, preparation, tuning (Cargraphic & Techart UK Importer), motorsport and sales. Whether it is a routine service or part through to a full restoration or engine build, Parr has the skills, experience and facilities to deliver the highest levels of customer care and service. To find out the full range of services, and to explore what Parr can offer you, please visit our website.

Philip Raby Porsche Porsche sales and service 3, Walton Farm, Bosham Chichester. PO18 8QB. Contact Philip Raby, Andrew Windsor 01243 780389 mail@philipraby.co.uk www.philipraby.co.uk Friendly and affordable help on buying, selling and running Porsches. We sell top-quality Porsches at sensible prices with great aftersales service.

We also offer full service, repair and restoration services for all Porsches, classic and modern. Visit our website for more details or please ring for an appointment. We’ll be happy to chat with you.

Wiltshire LAP 911 Ltd Unit 9, Avro Gate, Swindon, SN3 4AG. enquiries@lap911.co.uk www.lap911.co.uk 07368 558211 We are a Porsche Specialist in Wiltshire, right on the border of the Cotswold’s with easy access off the M4 and A419. With 13 years experience in the trade and the majority within the Porsche Network at senior level. We are delighted to put our passion knowledge and experience for Porsche into your pride and joy. We have the latest Porsche main dealer diagnostic systems and carry out all servicing, repair and diagnostics.

To advertise here telephone us 01452 730770 or email us at vicky@hinemarketing.co.uk

CLUB INFO

Join us online porscheclubgb.com

Cornbury House, Cotswold Business Village, London Road, Moreton-in-Marsh, Gloucestershire, GL56 OJQ porscheclubgb.com Tel: 01608 652911 Email: cluboffice@ porscheclubgb.com Patron: Dr Wolfgang Porsche

Editor: Adam Towler editor@porscheclubgb.com Publications team: Paul Grainger and Richard Rees Archives: Peter Cook Letters: letters@porscheclubgb. com Disclaimer Directors of the board of Porsche Club Great Britain, Club staff, Register Secretaries and Regional Organisers are often requested by Club members to provide information on matters connected with their cars.

Such information, advice and assistance provided by such

porscheclubgb

persons is given in good faith, and is based upon the personal experience and knowledge of the individual concerned.

Neither Porsche Club Great Britain nor any of the aforementioned shall be under any liability in respect of such information, advice and assistance given to members.

Members are advised to consult qualified specialists for information, advice and assistance on matters connected with their cars at all times.

Imported vehicles Porsche cars imported outside the official Porsche Centre network, with a non-C16 specification, may have a lower resale value in the United Kingdom, and may also exhibit performance issues.

Performance modifications Members are advised that any modification or the fitting of any non-Porsche accessory may invalidate their warranty.

Editorial contributions Contributions to Porsche Post are always welcomed but, to avoid possible duplication, it is essential that subject matter is discussed with the editor (editor@porscheclubgb.com) beforehand. Please send a brief outline of your idea to the above email address first.It is also

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essential that all images are copyright-cleared. Although every care will be taken with members’ documents and pictures, we cannot be held responsible for damage to, or loss of, any material.

While every care is taken to ensure the accuracy of any information within Porsche Post, neither Porsche Club Great Britain nor Miramar Media Ltd can assume any responsibility for errors or omissions. Published articles do not necessarily represent the views of the editor, other contributors or the publishers, or Porsche Club Great Britain policy.

Advertisers are reminded that the Porsche script and crest are protected trademarks.

Their use in editorial and advertising requires permission from Porsche Cars Great Britain Ltd. If the Club has reason to believe that any items for publication contravene these guidelines, copy will be returned. The advertiser remains liable for space booked.

Porsche Post incorporating Trading Post is published monthly by Porsche Club Great Britain; ISSN 1743-3452 Copyright © PCGB and various authors and photographers, 2025. Reproduction is forbidden without prior permission.

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Porsche Post is produced on behalf of Porsche Club Great Britain by Miramar Media Ltd Managing Director: Adam Towler Managing Editor: Steve Bennett steve.bennett@miramar-media.com 07779 112187 Associate Editor: Bob Harper bob.harper@miramar-media.com 07976 288693 Art Editor: Mal Bailey mal.bailey@miramar-media.com Hine Marketing – Official Advertising Sales Agency to Porsche Club Great Britain, Gloucestershire, GL2 9LN Group Sales: Nick Hine (Partner) nick@hinemarketing.co.uk 01452 730770 Ext 201 Mobile: 07860 906032 Production Manager: Richenda Hine (Partner) richenda@hinemarketing.co.uk 01452 730770 Ext 203 Senior Advertising Sales: Vicky Moore vicky@hinemarketing.co.uk 01452 730770 Ext 209 Mobile: 07828 296393 Senior Designer: Alice Ruddy alice@hinemarketing.co.uk 01452 730770 Ext 205 Finance Manager: Angie Clark accounts@hinemarketing.co.uk 01452 730770 Ext 202

Porsche Club Great Britain aims to be: The heart of Porsche ownership and enjoyment in the UK Porsche Club Great Britain partners:

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144

PORSCHE POST

Innovation in Surface Protection

Porsche represents precision engineering, performance, and innovation.

At Feynlab, those same principles guide everything we do.

Feynlab is an industry leader in ceramic coating technology, driven by a dedicated in-house research and development team and world-class chemists focused on advancing surface protection.

Our commitment to innovation has led to several industry firsts: • The first ceramic coating developed specifically for automotive surfaces.

• The first self-healing ceramic coating, capable of repairing minor swirl marks and wash marring with heat..

• The first biphasic ceramic coating technology, delivering enhanced durability and performance.

These breakthroughs have helped redefine what vehicle protection can achieve. Feynlab coatings bond at a molecular level to create a durable, high-performance protective layer that enhances gloss while defending against environmental contaminants, UV exposure, and daily wear. We are proud to collaborate with Porsche Club Great Britain, offering members access to Feynlab’s advanced ceramic coating technology through our network of trained installers. Whether protecting a brand-new Porsche or preserving a cherished classic, Feynlab coatings are engineered to keep your vehicle looking exceptional.

See Us at Goodwood

If you’re attending the Goodwood Festival of Speed, stop by and say hello. We’ll have a few exclusive goodies for Porsche Club members and would love to connect with fellow enthusiasts.

Find a certified installer and learn more about our technology at: Europe- www.eu.feynlab.com United Kingdom - www.feynlab.co.uk

Exclusive Porsche Club GB Member Offer Participating Feynlab installers are offering 10% off ceramic coatings, PPF packages and industrial underside protection for Porsche Club GB members.

Also 10% off DIY products on our website with coupon code 911GB at checkout

With over 40 years experience of upgrading Porsche, Parr has built up a global network of partners. Whether you are looking to enhance your Porsche for the road. or track-talk to Parr.

ca,g,aphic®

David ‘The Legend’ Sunderland

For all our latest stock please see our website www.strasse.co.uk