PORSCHE 911 TARDZA l ROAD TO REIMS l 996 PPT 3.

9 l SABINE SCHMITZ

TH E W ORLD’S BEST-SEL L ING MONTHLY PORSC H E M AGA ZI N E

BUYING YOUR N EW
TAYCAN

NEXT PORSCHE
RWD
DRIVEN

HOT SHOTS: £4K TO £40K

148 PAGES
BUMPER ISSUE

PLUS
DAN GURNEY
MANFRED KREMER
SPORTOMATIC TECH
MURRAY WALKER REMEMBERED
MAY 2021 ISSUE 322
£5.99

HOW TO BUY A 470BHP TRACK

991 GT3 TOY FOR LESS THAN A TENNER
KELSEYmedia
US $11.99 Can $14.99

BARGAIN MODERN CLASSIC

UK’S OLDEST
944 TURBO
PRACTICALITY WITH
PORSCHE POWER
2 May 2021

MIXED EMOTIONS
With the promise of lockdown lifting in the coming weeks, many of you
will be looking forward to finally being able to hit the road. Some of our
readers will already be in charge of a Stuttgart-crested sports car or SUV,
others buy this magazine to be inspired in advance of dipping their toe
in the used Porsche market. Whatever situation you find yourself in, we
hope the expert advice across the following pages will help you to decide
which Porsche best suits your requirements when working with a budget
of between £4k and £40k. We appreciate that’s a broad scale, and we know
there are owners who don’t want to buy a new car, but simply want regain
enthusiasm for the Porsche they already posses, affection easily lost during
the course of the past year, when many sports cars have become expensive
ornaments. To address this concern, in addition to our pick of the market,
we’ve considered using available funds to personalise your Porsche, giving
KELSEYmedia
MAILING ADDRESS
Kelsey Publishing Ltd, The Granary, Downs Court,
Yalding Hill, Yalding, Kent, ME18 6AL, United Kingdom.
EDITORIAL
Editor: Dan Furr
Email: dan.furr@kelsey.co.uk
Art Editor: Peter Simpson
Contributors: Johnny Tipler, Dan Sherwood, Tim Harvey, Sharon Horsley,
Gary Conway, Patrick O’Brien, Robb Pritchard, Shane O’Donoghue,
Karl Ludvigsen, Matt Robinson, Barry Hayden, Piotr Tuora, David Sutherland
ADVERTISING
Group Advertising Manager:
James Stainer, 01959 543515 or 07948 802130
james.stainer@kelsey.co.uk
MANAGEMENT
Chief Executive: Steve Wright
Chief Operating Officer: Phil Weeden
Managing Director: Kevin McCormick
Subscription Marketing Director: Gill Lambert
Retail Director: Steve Brown
Print Production Manager: Georgina Harris
Print Production Controllers: Kelly Orriss and Anne Meader
Subscriptions Marketing Executive: Dave Sage
Affiliate Marketing Manager: Kate Chamberlain
SUBSCRIPTIONS
12 issues of 911 & Porsche World are published per annum
UK annual subscription price: £52.80
Europe and North America annual subscription price: £70.20
Rest of World annual subscription price: £75.60
WELCOME
NEXT ISSUE ON SALE
FRIDAY 7TH MAY
PRE-ORDER AT shop.kelsey.co.uk/NPW323
‘old faithful’ (or a bargain buy) a new lease of life through considered
mechanical and chassis upgrades.
Not long before we went to press with this issue of 911 & Porsche World,
while getting excited about coming to the end of the long road to freedom,
we were stunned to learn of the deaths of three major forces in the world
of motorsport, all in quick succession. Sabine Schmitz, Murray Walker
and Manfred Kremer entertained and educated in equal measure, and
the automotive world has suffered a huge loss with their passing. We pay
tribute to each of them in this bumper issue of the magazine. Enjoy.
Dan Furr Editor
@DanFurr
Find current subscription offers at: PRINTING
www.bit.ly/sub911pw Precision Colour Printing, Telford
Already a subscriber? Manage your subscription at: Kelsey Media 2021 © All rights reserved. Kelsey Media is a trading name of
shop.kelsey.co.uk/myaccount Kelsey Publishing Ltd. Reproduction in whole or in part is forbidden except
with permission in writing from the publishers. Note to contributors: articles
Buy back issues at: submitted for consideration by the editor must be the original work of the
www.bit.ly/issues911pw author and not previously published. Where photographs are included,
which are not the property of the contributor, permission to reproduce
CONTACT US them must have been obtained from the owner of the copyright. The editor
For customer service support, please visit: cannot guarantee a personal response to all letters and emails received.
help.kelsey.co.uk The views expressed in the magazine are not necessarily those of the Editor
or the Publisher. Kelsey Publishing Ltd accepts no liability for products
Customer service and subscription postal address: and services offered by third parties. Kelsey Media takes your personal
911 & Porsche World Customer Service Team, data very seriously. For more information of our privacy policy, please visit
Kelsey Publishing Ltd, The Granary, Downs Court, Yalding Hill, Yalding, Kent, Kelsey Media takes your personal data very seriously. For more information
ME18 6AL, United Kingdom. of our privacy policy, please visit kelsey.co.uk/privacy-policy. If at any point
you have any queries regarding Kelsey’s data policy, you can email our Data
DISTRIBUTION Protection Officer at dpo@kelsey.co.uk.
Distribution in Great Britain
Marketforce (UK), 2nd Floor, 5 Churchill Place, Canary Wharf, 911 & Porsche World is entirely independent of Dr. Ing. h.c. F. Porsche AG.
London, E14 5HU Contents may not be reproduced in any form or stored on any electronic
Tel: 020 3787 9001 system without written permission. No responsibility accepted for any
unsolicited material. 911 & Porsche World recognises and abides by copyright
Distribution in Northern Ireland and laws and attempts to correctly credit all material used. If we have used or
the Republic Of Ireland credited some of your work incorrectly, please contact us and we will do our
Newspread Tel: +353 23 886 3850 best to fix the error.
GET IN TOUCH
Email 911porscheworld.ed@kelsey.co.uk Facebook 911PorscheWorld
View the latest 911 & Porsche World subscription offers at www.bit.ly/sub911pw
May 2021 3
4 May 2021
 16DT

Direct-fit installation and

plug-and-play solutions for
electronic suspension
systems: for ease of
installation and more fun on
the road and track

Better performance and a more satisfying

driving experience than factory suspension
systems thanks to double-tested damper
settings – in BILSTEIN driving tests and
lab simulations

YOUR PERFORMANCE-
UPGRADE.
Lower your ride height perfectly1:
PLUG AND WIN! flexibly and individually – with threads to spare
and a technical certification

Our BILSTEIN B16 DampTronic® for your Porsche Cayman.

You know exactly what you want, and modifications are chosen
carefully. They have to get you and your Porsche Cayman (982)
ahead – on the road and especially on the race track. With our
BILSTEIN B16 DT performance threaded ride height adjustable
kits, you get what you need: the perfect plug and play upgrade for
your standard OE electronic suspension.
DRIVE THE LEGEND.

performance.bilstein.com
March 2021 5
1
Porsche Cayman (982): 0 to 25mm lowering (depending on axle and motorization)
148 PAGES
BUMPER ISSUE

SUBSCRIBE TO

SEE PAGE 84
FOR DETAILS

BUYING YOUR NEXT PORSCHE

FEATURES
10 BASE PASSIONS
The new RWD Taycan, tried and tested.

36 THE TRANSAXLE TRAILBLAZER

924: flying the flag for affordable Porsches.

60 TWO’S COMPANY
PIE Performance’s 996 PPT RW 3.9.

10
86 WHITE TORNADO
The United Kingdom’s oldest 944 Turbo.

94 912: APPRECIATING CLASSIC

Much more than a four-cylinder 911.
20
98 GO YOUR OWN WAY
Tardza: a salvaged 1984 Carrera 3.2 Targa.

106 DAN GURNEY AND PORSCHE

Karl Ludvigsen on the life of an F1 icon.

112 PRIZE PORSCHE

How to bag a 991 GT3 for a tenner.

106
122 TECH: SPORTOMATIC
Porsche’s first semi-automatic gearbox.

130 THE ROAD TO REIMS

The final leg of our Macan Alps tour.
130
6 May 2021
 MAY 2021

98 ISSUE No.322 CONTENTS

112

52

36

60 122
REGULARS
20 THE BULLETIN
Motorsport heroes cross the finish line.

24 ESSENTIALS
The latest products on planet Porsche.

31 COMMENT
Tim Harvey talks Carrera Cup GB.

134 THE FLEET

Tipler’s 986 Boxster in Brittany.

138 DEALER TALK

Five minutes with Horsepower Hangar.

86
140 MARKET WATCH
Exciting Porsches coming to auction.

May 2021 7
 Engine parts for Porsche 996 / 997 / Cayman / Boxster
Cylinder Liners Mahle Motorsport Pistons Piston Rings

3.7 & 3.9 Piston / Liner Conversions Oversize Crankshaft and Con Rod Bearings

Westwood Cylinder Liners Limited

Tel: +44 (0)1905 799470 Fax: +44 (0)1905 796414
Email: sales@westwoodcylinderliners.co.uk Web: www.westwoodcylinderliners.co.uk

We think Hans
would approve.
ENGINE / GEARBOX REBUILDS & SERVICE

Owning a vehicle where the engine is as revered as

the car itself is pretty special.
Just as Colombos’ V12 is to Ferrari, Heynes’ straight
6 to Jaguar, Hans Mezgers’ gift to us was his
magnificent air cooled flat 6.
So, the least we can do is look after it!
If you suspect your engine or gearbox are not
performing as Hans intended give us a call. Whether
it’s a full rebuild, top end only, or performance
upgrade, our technicians are here to help.

CAPE INTERNATIONAL
BESPOKE CLASSIC CARS
The Old Chocolate Factory, Unit 49H Pipers Road,
Park Farm Industrial Estate, Redditch, B98 0HU
8Tel: 01527
March 521 633 • www.cape-international.com
2021
May 2021 9
BASE PASSIONS
Can the new, single-motor, rear-wheel-drive, entry level Taycan convince us it’s the model
of choice in Porsche’s impressive all-electric line-up? It’s time to find out…
Words Matt Robinson Photography Barry Hayden and Rightlight Media

10 May 2021

A
re you one of those
marque enthusiasts
who reckons a Porsche
isn’t a ‘proper’ Porsche
unless it’s rear-wheel
drive? If so, say hello
to the first Taycan observing your
preference for power pushing from the
back. Save for the 911 and its Carrera
nameplate, as with every other current
Porsche model range, there’s no trim
identifier on the base-spec Taycan — you
simply settle for the standard Taycan
script at the rear. And, while our strangely
coloured Zuffenhausen-supplied
demonstrator looks a lot like the Taycan
4S (which landed in 2019 ready for the
2020 model year), what makes this new
base model stand out from the crowd is
the fact it’s propelled by a single electric
motor. The unit is mounted on the rear
axle, along with its attendant two-speed
reduction-gear transmission, resulting in
the Porsche purist’s first choice:
rear-wheel drive.
Does this mean we’re looking at
the Taycan of choice for the true
driving enthusiast? Maybe. You see,
TAYCAN RWD
there’s another attribute on the side
of the rear-driven Taycan: its relative
paucity of motors makes it the lightest
variant of the all-electric Porsche to
date. Specified as the boggo Taycan
Performance Battery (PB) and offered
from £70,690, the model tips scales at
just 2,050kg. Granted, we’re not talking
about GT department lightweighting,
but for a luxurious, premium EV, it’s a
commendable figure.
Eco-conscious types will also
like many of the entry level Taycan’s
other brochure highlights: add in the
May 2021 11
Performance Battery Pack (PBP) for
£4,049 and the single-deck, 79.2kWh
lithium-ion unit in the floor of the
Taycan is replaced with the double-
deck, 93.4kWh pack from the Taycan
Turbo and Turbo S models, resulting in
the biggest range on a single charge of
A BIG PART OF THE APPEAL IS HOW THIS
from the top of the tree to the bottom
have broadly the same rapid battery
replenishment times.
From our point of view, there’s a good
reason to opt for PBP beyond merely
quashing range anxiety. Fit the 93.4kWh
battery and Porsche deigns to give
to a peak of 469bhp. That’s a significant Facing page Interior
sixty-seven ponies more than the PB’s is a high-tech affair,
featuring a raft of
402bhp maximum. touchscreen digital
user interfaces
A CUT ABOVE
As we’ve already stated, the single-
motor Taycan looks much like the 4S,
what with its black lower-body detailing,
black undersides to each door mirror
and nineteen-inch standard Aero alloys.

BASE MODEL TAYCAN FEELS AS THOUGH
IT ENJOYS DIRECTION CHANGES MORE
THAN ITS HEAVIER SIBLINGS
any Taycan so far — Porsche claims an
impressive 301 miles can be achieved
on the catchily named Worldwide
Harmonized Light-Duty Vehicles Test
Procedure (WLTP) cycle. The PBP
can charge at a faster, 270kW DC rate
than the PB (225kW), but all Taycans
you more power for your RWD electric
drivetrain. Nominally, PBP will deliver
375bhp and 263lb-ft torque, significantly
ahead of the PB’s equivalent output
of 322bhp and 255lb-ft, but on a time-
limited ‘overboost’ phase during Launch
Control sequences, PBP’s output rises
Our test car, however, was enhanced
with a whopping number of optional
extras (see boxout on page 16), which
meant it looked much sharper than
base specification, providing you like
pink paint. Inside, the entry level Taycan
is simply marvellous. It has less-fancy
front seats than its stablemates and is
equipped with part-leather upholstery
— Porsche takes great pleasure in
promoting Taycan as its first product
Below What do you
available with a completely leather- mean, “it doesn’t take
free interior, although, strangely, lack super unleaded”?!

TECH SPEC
Model Taycan (Performance Battery Pack)
Price Taycan range from £70,690, Performance Battery Pack
from £74,739, car as tested £108,472
Drivetrain Single permanent magnet synchronous electric motor plus
93.4kWh lithium-ion battery pack, two-speed reduction-gear
transmission, rear-wheel drive
Economy 20.4-24.8kWh/62.5 miles, electric range 301 miles
CO2 emissions 0g/km
Top speed 143mph
0-62mph 5.4 seconds
Power 375bhp standard, 469bhp on ‘overboost’ Launch Control
Torque 263lb-ft

12 May 2021
 TAYCAN RWD

TAYCAN YOUR PICK

There are now four distinct Taycan models to choose from.
You can consider there to be six if you count the battery pack
options offered on two of them! Here’s the rundown of every
version of Porsche’s superb all-electric sports car:

TAYCAN PERFORMANCE BATTERY

From £70,690, max power 402bhp, max torque 255lb-ft,
0-62mph 5.4s, 143mph, 225kW DC max charging, battery pack
79.2kWh, max range 268 miles, single motor, RWD, 2,050kg
The cheapest way into new Porsche Taycan ownership. Also
the lightest, coming in at only 50kg beyond two tonnes. A
lower charging rate than big-battery boys in the line-up, but
offering decent overall specification for its reasonable asking
price.

TAYCAN PERFORMANCE BATTERY PLUS:

911 & PORSCHE WORLD TEST CAR
From £74,739, max power 469bhp, max torque 263lb-ft,
0-62mph 5.4s, 143mph, 270kW DC max charging, battery pack
93.4kWh, max range 301 miles, single motor, RWD, 2,130kg
For a £4,049 fee, this option uprates the Taycan PB’s 79.2kWh
battery pack to the same 93.4kWh double-deck unit found
in the 4S PBP, Turbo and Turbo S models, giving the greatest
range of any current Taycan — it’s the only model capable of
more than 300 miles on a single charge. An additional 80kg
means this Taycan is no quicker to 62mph than the Taycan
PB, but it’s more responsive in the midrange and for all of the
sprint from rest to 100mph, on to 124mph and in a standing
quarter mile.

TAYCAN 4S PERFORMANCE BATTERY

From £83,580, max power 523bhp, max torque 472lb-ft,
0-62mph 4.0s, 155mph, 225kW DC max charging, battery pack
79.2kWh, max range 252 miles, twin motors, AWD, 2,220kg
The first of the twin motor Taycans is also the least expensive
if you want (or need) four-wheel drive. Like the newly
introduced rear-driven Taycan, there’s a 4S equipped with a
standard battery and the option of a bigger lithium-ion unit.
The 4S PB, however, has the shortest official range of any
Taycan, delivering only a whisker beyond 250 miles. On the
plus side, there’s significant upswing in power and torque
when compared to the new rear-wheel drive Taycan.

TAYCAN 4S PERFORMANCE BATTERY PLUS

There are now four distinct Taycan models From £87,486, max
power 563bhp, max torque 480lb-ft, 0-62mph 4.0s, 155mph,
270kW DC max charging, battery pack 93.4kWh, max range
287 miles, twin motors, AWD, 2,300kg
As is true of the rear-driven Taycan, introducing a bigger
battery pack adds weight. The 0-62mph time of the 4S PBP
is identical to the 4S PB, but it’s on other acceleration metrics
where the former noses ahead. Until the Taycan (RWD) PBP
arrived, this was the ‘range champion’ of the line-up, boasting
an impressive 287-mile capability. PBP costs marginally less
(a drop of £143) on the 4S than it does on the entry level
Taycan, but still requires additional spend of £3,906.

TAYCAN TURBO
From £115,860, max power 678bhp, max torque 627lb-ft,
0-62mph 3.2s, 162mph, 270kW DC max charging, battery pack
93.4kWh, max range 281 miles, twin motors, AWD, 2,305kg
Thumping performance from the first Turbo-badged Porsche
to be assembled without an, erm, turbocharger. Decent
standard chassis specification makes this model worth the
extra outlay over a Taycan 4S. Power deficit when compared
to the Turbo S only applies in Launch Control. Nominally,
both the Turbo and range-topping Turbo S produce 616bhp in
normal running mode.

TAYCAN TURBO S
From £138,830, max power 751bhp, max torque 775lb-ft,
0-62mph 2.8s, 162mph, 270kW DC max charging, battery pack
93.4kWh, max range 261 miles, twin motors, AWD, 2,295kg
The ultimate in EV speed. A mighty 751bhp drivetrain delivers
a sub-three-second 0-62mph time and the Turbo S will
perform the same feat time and again thanks to Porsche’s
developmental insistence on repeatability of performance.
The Turbo S is lighter than Turbo by ten kilos due to gaining
PCCB carbon brakes as standard, too. Extra tech is also
included in the price, notably Rear-Axle Steering, Sport Chrono
Package, eighteen-way adaptive Sports seats and Porsche
Electric Sport Sound.

May 2021 13
of cow is a £2,538 option on cars not
boasting full leather as standard — but
it also has the 16.8-inch Curved Display,
the 10.9-inch Porsche Communication
Management (PCM) infotainment and
the third touchscreen for the climate
controls. Our test car even had the 10.9-
THE DRIVE ISN’T AS DEMENTEDLY
most practical model in the line-up —
fewer motors and gearboxes means
this excellent EV boasts more luggage
space than the faster Taycans, offering a
total of 494 litres of cargo capacity split
across the rear (407 litres) and front (87
litres) storage areas.
you what the standard Taycan (loaded Above On first
with steel coil springs, Porsche Active glance, there’s little to
distinguish the rear-
Suspension Management (PASM) driven Taycan from its
dampers and steel brakes with black- 4S-badged sibling
painted calipers) feels like. Our Stuttgart-
supplied speed machine featured air
springs, Porsche Surface Coated Brakes
(PSCB) and Porsche Torque Vectoring
Plus (PTP Plus), meaning it was much
closer in specification to a Taycan 4S

SAVAGE AS THAT OF A TAYCAN TURBO or Turbo than we were expecting. Of

OR TURBO S, BUT THIS IS STILL PLENTY
FAST ENOUGH FOR MOST FOLK
inch Passenger Display, bringing the
screen count in the front to four!
In general, the entry level Taycan’s
cabin feels no less special than that
of the Turbo S. It’s also arguably the
We must couch our driving
impressions in the context of the fact
Porsche added a decent chunk of
chassis-sharpening hardware to our
vehicle. In other words, we can’t yet tell
course, the car drove brilliantly. A big part
of the appeal is how this base model
Taycan feels as though it enjoys direction
changes more than its heavier siblings
— a direct corollary of its reduced mass.
The steering is magnificent and there
are definite sensations indicating the
car is rear-driven, not least as you feel
this terrific Taycan squirming as it exits
tight bends when a fair amount of power

All Taycans feature two charging sockets: a CCS Combo 2 on one side of the car and a Type 2 connection
on the other. Although Taycans with a 79.2kWh battery can only charge at 225kW, the speed of battery
replenishment is largely the same across the board:

0-100% @ 62 miles @ 62 miles @ 5-80% @ 5-80% @

AC 11kW DC 50kW max DC kW DC 50kW max DC kW
Taycan PB (225kW) 8hrs 30mins 5m 15s 93mins 22m 30s
Taycan PBP 9hrs 26mins 4m 45s 93mins 22m 30s
Taycan 4S PB (225kW) 8hrs 30mins 5m 15s 93mins 22m 30s
Taycan 4S PBP 9hrs 28mins 5m 93mins 22m 30s
Taycan Turbo 9hrs 28mins 5m 93mins 22m 30s
Taycan Turbo S 9hrs 31mins 5m 30s 93mins 22m 30s

14 May 2021
 911 Carrera 4 S (993)
911 Carrera 4 GTS (991 GEN II)
911 GT3RS (996)
Cayman GT4 (718)
911 GT3 (996)
911 Turbo S (991)
911 Turbo (997 GEN II)
911 Carrera 4 GTS (991 GEN II)
Arctic Silver • Black Leather Sports Carrara White • Black Nomex Guards Red • Black Leather Jet Black • Black Leather Seats
GT Silver • Bordeaux Red Leather Sports Racing Yellow • Black Half-Leather Basalt Black • Black Leather Sports GT Silver • Black Half-Leather Sports
Seats
Seats • X51
• PDK Powerwith
Gearbox Kit (300 BHP)
Paddles Bucket
Bucket Seats
Seats • One of
• Manual just 113
Gearbox Bucket
Seats Seats
• PDK • 18” Sport
Gearbox Design
with Paddles PDK
SeatsGearbox with Paddles
• PDK Gearbox • Bose
with Paddles
GT18”
20” Turbo
Silver
Centre Wheels
• Bordeaux
Lock Wheels• Turbo
Red SportBrakes
•Leather Sports
Chrono UK-Supplied
Racing Yellow
Clubsport • Cars
Black
Package •Half-Leather
Factory
• Porsche Roll
Carbon GT3 Wheels
Basalt
PorscheBlack • One
• Black
Carbon of just
Leather
Ceramic 106 UK-
Sports
Brakes Sound
GT • Parking
20” Silver
Centre • Black Sensors
Half-Leather
Lock Wheels • Sport
Sports
• Switchable
& Suspension
Seats
Rear • PDK
Axle Steer • Electric
Gearbox
• Dynamic Sunroof
with Paddles
Chassis Cage •Seats
Bucket
Ceramic Paragon
Brakes Service
• Manual History
Gearbox
• Switchable Sports Supplied
Seats • PDKCars
Touchscreen • Air with
Gearbox
Satellite Conditioning
Paddles
Navigation Design
Seats Steering
Sports• Exhaust
PDK Gearbox Wheel
• Rear Axle•Paddles
with Bluetooth
Steer
GT Silver • Bordeaux Red Leather Sports Racing Yellow • Black Half-Leather Basalt Black • Black Leather Sports GT Silver • Black Half-Leather Sports
Porsche
20” Centre
4,722 Certificate
milesLock
• 2018 (18) of
Wheels Authenticity
• Sport Chrono Air Conditioning
Clubsport
Exhaust • 914 miles•••Porsche
Package 20,919 miles
Carbon
2020 (20) Paragon
Porsche
Sport Service
Carbon
Chrono History
Ceramic
• 16,271 • •29,552
Brakes
miles 2015 (65) Phone
20” • 19”
Centre
23,028 •Turbo
Lock
miles II Wheels
Wheels
2017 (17) • Switchable
Seats • PDK Gearbox with Paddles Bucket Seats • Manual Gearbox Seats • PDK Gearbox with Paddles Seats • PDK Gearbox with Paddles
Rear Axlemiles
7,146 Steer••1998
Dynamic Chassis Ceramic Brakes • Switchable Sports Touchscreen Satellite Navigation Sports Exhaust • •2012
Rear (12)
Axle Steer
20” Centre
£94,995 Lock Wheels(S) • Sport Chrono 2004 (53)
Clubsport
£92,995 Package • Porsche Carbon miles • 1999
Porsche
£91,995 Carbon (V)Ceramic Brakes 34,027 miles
20” Centre Lock Wheels
£79,995miles • 2017 (17) • Switchable
4,722 miles • 2018 (18) Exhaust • 914 miles • 2020 (20) Sport Chrono • 16,271 miles • 2015 (65) 23,028
Rear Axle Steer • Dynamic Chassis Ceramic Brakes • Switchable Sports Touchscreen Satellite Navigation Sports Exhaust • Rear Axle Steer
£159,995 £139,995 £79,995 £67,995
4,722 miles • 2018 (18) Exhaust • 914 miles • 2020 (20) Sport Chrono • 16,271 miles • 2015 (65) 23,028 miles • 2017 (17)

911 Carrera 2 GTS (997 GEN II) 911 Carrera 2 Targa (993) 911 Carrera 4 (993) 911 Carrera 2 S (991)
Arctic Silver • Classic Grey Leather Sports Carrara White Metallic • Black 918 Carrara White • Black Leather Seats Jet Black • Black Leather Sports Seats
911 Carrera 4 (993) Cayman 718 T 911 Carrera 2 (991) Boxster Spyder (987)
GT Silver
Seats • 285 BHP• Cocoa Heated
VarioRam Leather
Engine • Air Turquoise
Bucket Seats Green
• Manual • Marble
GearboxGrey Arctic
PDK Silver • Switchable
Gearbox Classic Grey Leather
Sports Basalt Black with
PDK Gearbox • Black Leather
Paddles • 19”Sports
Boxster
Arctic Silver
Conditioning
Sports • Classic
Seats • 17”
• PDKGrey
Cup Leather
Wheels
Gearbox Sports
• Manual
with Carrara
20” White
Carrera
Leather Metallic
Sport
Seats 285 •BHP
• WheelsBlack 918
• Switchable
VarioRam Carrara
Exhaust White •• Black
• 20” Carrera
Sports Seats ManualLeather
S WheelsSeats
Gearbox Jet Black
Spyder
Seats • Black
• Wheels
PDK •Leather Sports
Full Leather
Gearbox with Seats
Interior
Paddles
Seats
Gearbox• 285
Paddles BHPBlue
• Dark VarioRam
Power Engine
Hood •BHP)
Air Bucket
Sports Seats
• Air• Conditioning
Exhaust Manual
• Sport Gearbox
Chrono 17” PDK Gearbox
Previously Sold• Switchable
& Serviced Sports
by Wheels
Paragon PDK Gearbox
Sport Chrono with
• Air Paddles • 19”
Conditioning Boxster
Arctic Silver •• X51 Power
Classic Kit (408Sports
Grey Leather Engine
Carrara White Metallic • Black•918 Air Conditioning
Carrara White • Black • 17” Cup
Leather Seats Switchable Sports
Jet Black • Black Exhaust
Leather Sports• 20”
Seats
Conditioning
61,259
Sport miles
Chrono •• 1997
17”• Cup
(P) Wheels •Sports
Switchable Manual 20” Carrera
1,669
Targamiles •Sport
Wheels2019 • Wheels
(69)
Porsche • Switchable
Classic Exhaust
37,285 • 20”
miles
285 Gearbox
BHP •Carrera
2012 (12)
VarioRam SEngine
Wheels• Dark Spyder Wheels
Heated
Carrera Seats
S III • Full Leather
• 14,528
Wheels •miles •Interior
2011 (11)
Touchscreen
Seats • 285 BHP VarioRam Engine • Air Bucket Seats • Manual Gearbox PDK • Switchable Sports PDK Gearbox with Paddles • 19” Boxster
Gearbox • Dark Blue Power Hood Sports Exhaust • Sport Chrono Previously Sold & Serviced by Paragon Sport Chrono • Air Conditioning
Exhaust • Parking
Conditioning • 17” CupSensors
Wheels •• Manual
28,486 Navigation
20” • 3rdWheels
Carrera Sport High Level Brake
• Switchable Blue Power
Exhaust Hood with
• 20” Carrera Tonneau
S Wheels Satellite Navigation
Spyder Wheels • Bose Interior
• Full Leather Sound
61,259 miles • 1997 (P) 1,669 miles • 2019 (69) 37,285 miles • 2012 (12) Heated Seats • 14,528 miles • 2011 (11)
Gearbox
miles ••2011
Dark Blue
(11) Power Hood Sports
Light Exhaust
• 71,789• miles
Sport Chrono
• 1996 (N) Previously Sold•&1997
61,259 miles Serviced
(P) by Paragon Sport Chrono
22,832 miles •• Air Conditioning
2012 (62)
61,259
£59,995miles • 1997 (P) 1,669 miles • 2019 (69)
£52,995 37,285
£49,995miles • 2012 (12) Heated
£44,995Seats • 14,528 miles • 2011 (11)
£59,995 £59,995 £59,995 £54,995

Arctic Silver • Black Leather Seats Jet Black • Black Leather Sports Seats Atlas Grey • Black Leather Seats Carrara White • Black Leather Sports
Cayman T (718)
PDK Gearbox with Paddles • 19” Carrera 911 Turbo (996)
Manual Gearbox • 19” Turbo II Wheels 911 Carrera 2 S (997)
Manual Gearbox • 19” Carrera Classic Cayman S (987• GEN
Seats • PDK Gearbox II)
Touchscreen
911
S Carrera
Arctic
II Wheels 2 S Chrono
Silver••Sport
Black (997
LeatherGEN
•SeatsII)
Previously Boxster
Switchable Spyder
Jet Black • Black
Sports (987)
Leather
Exhaust Sports Seats
• Heated 911 Carrera
Atlas
WheelsGrey 2Chrono
• Black
• Sport (997 •GEN
Leather II)
Seats
Previously Boxster (981)
Carrara White
Satellite • Black
Navigation Leather
• 20” Sports
Carrera
Carrara White Metallic • Black Seal Grey • Black Leather Seats Guards Red • Black Leather Sports Basalt Black • Heated Black
PDK Gearbox
Supplied with Paddles
& Serviced • 19” Carrera
by Paragon Manual
Seats GearboxSound
• Porsche • 19” Turbo II Wheels
Pack Plus Manual
SuppliedGearbox • 19”
& Serviced byCarrera
ParagonClassic Seats • Wheels
Classic PDK Gearbox • Touchscreen
• Heated Seats
Arctic Silver
918 Bucket • Black Leather Seats
Seats • 20” •Carrera Jet Black • Black
Tiptronic Sports Leather
S Gearbox Sports Seats
• Bose Sound Atlas Grey • Black
Seats ••Tiptronic Leather
S GearboxSeats Carrara White
Leather Seats• •Black Leather Sports
Touchscreen
S II Wheels
32,164 miles• Sport
• 2008Chrono
(08) Previously Switchable
33,234 miles • 2011Exhaust
(61) • Heated Wheels Sport
42,479 miles Chrono
• 2010 (10)• Previously Satellitemiles
24,734 Navigation
• 2013 •(13)
20” Carrera
PDK Gearbox
Sport Wheelswith•Paddles • 19” Carrera
Switchable Manual Gearbox • 19” Turbo IISensors
Wheels Manual Gearbox • 19” Carrera Classic Seats • PDK Gearbox •withTouchscreen
Supplied & Serviced by ParagonSports Electric Sunroof • Parking
Seats • Porsche Sound Pack Plus 19” Carrera
Supplied S Wheels
& Serviced • Satellite
by Paragon Satellite Navigation
Classic Wheels Bluetooth
• Heated Seats
S II Wheels •• Sport
Exhaust Chrono •Satellite
Previously Switchable Sports Exhaust • Heated Wheels • SportParking
Chrono •Sensors
Previously Satellite•Navigation • 20” Carrera
32,164 miles Touchscreen
• 2008 (08) Red Stitching
33,234 • Previously
miles • 2011 (61) Sold Navigation
42,479 miles •• 2010 (10) Phone Parking
24,734 miles • 2013Sensors
(13) • 19”
Supplied & Serviced by Paragon Seats • Porsche Sound Pack Plus Supplied & Serviced by Paragon Classic Wheels • Heated Seats
Navigation with Apple CarPlay & Serviced by Paragon • 59,357 Bose Sound • 53,923 miles Carrera S II Wheels • Sport Chrono
32,164 miles • 2008 (08) 33,234 miles • 2011 (61) 42,479 miles • 2010 (10) 24,734 miles • 2013 (13)
1,669 miles • 2019 (69) miles • 2004 (53) 2005 (05) 50,062 miles • 2009 (09)
£42,995 £41,995 £39,995 £29,995
£52,995 £41,995 £25,995 £24,995

01825 830424 sales@paragongb.com www.paragongb.com

We have superb in-house workshop and preparation facilities. Each car is supplied fully serviced with a new MOT and
our 12-month/12,000-mile comprehensive parts and labour warranty. See more of our current stock at paragongb.com

PA R AG O N G B LT D F I VE AS HES EAST S US S EX TN20 6HY

February 2021 15
 is dialled in. The car moves around even more when Below Luggage
HOW TO TURN A £75,000 TAYCAN INTO A £108,500 ONE space is impressive,
Porsche’s press team had clearly gone to town on the Taycan configurator, you’re working the brakes into a corner. This isn’t a
totalling 494 litres,
turning S-GO 387E into a far more expensive car than the ‘from’ price of transformative experience, of course. After all, it would much more than the
an entry level model would suggest. In fact, perhaps this generous list of
options somewhat negates the point of buying a rear-driven, entry level be remiss to ignore the fact four-wheel-drive Taycans faster Taycans
Taycan in the first place — our test car cost almost as much money as a drive so sweetly, but this rear-wheel drive model has
basic Taycan Turbo! Here’s the full run-down on what was fitted to transform
the Taycan PBP into a car costing £108,47. This price excludes the £4,049 a character of its own, generated by dint of it being a
required for a bigger battery (we’ve included it in the £74,739 base price): single-motor machine.
Frozen Berry Metallic paint £774 Otherwise, it’s as per the rest of the Taycan family:
Electric folding exterior mirrors £210 incredibly refined, supremely comfortable to travel
Porsche LED logo door lights £203 in and a vehicle instigating an enormous sense of
Model designation boot black £168
Adaptive air suspension £1,527 wellbeing in its occupants. This Porsche feels quick,
Sport Chrono Package £788 too, stepping off the line smartly and hauling hard
Power Steering Plus £203 beyond 62mph. It almost instantly picks up mid-range
Auto-dimming mirrors £294
Noise-insulating, privacy glass £1,301 on the motorway, too. Admittedly, the drive isn’t as
Night Vision Assist £1,566 dementedly savage as that of a Taycan Turbo or Turbo
ParkAssist inc. Surround View £1,002 S, but this is still plenty fast enough for most folk,
Comfort Access £774
4+1 seats £336
Ambient lighting £299
Rear-seat heating £308
Storage Package £168
Porsche crest on four headrests £320
Passenger Display £725
Onboard 22kW AC charger £1,179
Charging cable (Mode 3) £210
Burmester 3D Surround Sound £4,200
Full leather interior, smooth-finish, black £2,538
Model designation on doors, black £147
Porsche Electric Sport Sound £354
Porsche Torque Vectoring Plus £1,052
Porsche Surface Coated Brakes £2,105
20-inch Sport Aero alloy wheels £1,776
Panoramic roof, fixed £1,137
Head-Up Display £1,128
Adaptive Cruise £1,238
Lane Change Assist £548
4-Zone Advanced Climate Control £581
Ioniser £203
18-way adaptive Sports seats £1,440
Rear side airbags £291
Accent package (Darksilver) £383
Race-Tex rooflining £1,338
Electric charging covers £443
16Mobile
MayCharger
2021 Connect £767
TOTAL COST OF OPTIONS (excluding PBP) £33,733
May 2021 17
with that eerie EV shove being
extraordinarily addictive.
As for Porsche’s claims of this being
the longest-range Taycan yet, we don’t
doubt them. We must admit, we drove
our Frozen Berry Metallic machine on a
sub-zero day with snow on the ground,
sapping overall range capability to 211
miles with ninety-nine percent battery
charge, but we still managed to cover
165 miles of mixed roads commanding
demanding driving and were left with
forty miles of range available at the end
of our adventure. Indeed, seventeen
percent of battery life was still in play.
18 May 2021
With all this taken into consideration,
we’re sure more circumspect manners
behind the wheel, warmer temperatures
and a few more miles beneath the
Taycan’s wheels would see circa three-
hundred miles on a single charge being
easily achievable.
BACK TO THE FRONT
In 2020, Taycan was Porsche’s second
best-selling model in the UK, pipped to
the top spot only by the Macan crossover
SUV. There’s no doubt the addition of
this, a less expensive, longer-range
Taycan, is going to boost interest in
Porsche’s ground-breaking all-electric Above Frozen Berry
sports car, and we’re happy to go on Metallic is an unusual
colour attracting
record saying Taycan is brilliant being a £774 premium
pushed from the rear. It’s not quite as from the Individual
gobsmacking as the Turbo or Turbo S, Equipment list
of course, but then again, as suggested
at the start of this article, many Porsche
purists like to fly the flag for rear-wheel
drive, which is why, if they’re interested in
being a participant in the manufacturer’s
all-electric revolution, they’d be well
advised to buy the base model Taycan,
add PBP and revel in this aspect of
its technical make-up. They won’t be
disappointed.l
May 2021 19
THE BULLETIN
News from the world of Porsche

QUEEN OF THE GREEN

HELL, SABINE SCHMITZ,
HAS PASSED AWAY
As outlined across the following pages, in
less than a week in mid-March, the world of
motorsport lost three key figures, all with strong
links to Porsche. Sabine Schmitz, known as
the Queen of the Nürburgring, passed away on
16th March following her three-year battle with
cancer. She was just fifty-one years of age.
Along with her two sisters, Schmitz was
raised in the Hotel am Tiergaten, operated
by her parents within the Nürburgring
Nordschleife. She claimed her first lap of the
Nürburgring was from behind the wheel of
the Schmitz family car, which she borrowed
without her parents’ permission not long after
her seventeenth birthday. Despite graduating
in hotel management and catering, not to
mention opening her own hotel in Pulheim, her
long association with the Green Hell and an
unwavering love of competition cars saw her
progress through racing ranks to contest the
1995 South African Touring Car Championship in
a BMW E36 318is. Her season wasn’t a success,
but she was soon enjoying winning ways on
familiar ground in the VLN endurance series,
going on to win the 24 Hours of Nürburgring in
1996 and 1997 (under her married name, Sabine
Reck) in a Group N E36 M3. She remains the first
and only female driver to have won the event.
Her association with BMW continued in
her duties as an M5 ‘Ring Taxi driver, earning
her a reputation as the “fastest taxi driver
in the world”. She gave up the role in 2011,
but established Sabine Schmitz Motorsport,
continuing the service with employed instructors
and offering advanced driver coaching lessons.
In recognition of her estimated 20k laps of the
track (completed in both racing and pleasure
drives), mainstream media enquiries came in the
early 2000s, leading to an invitation to appear
on Jeremy Clarkson Meets the Neighbours, a
show which saw the then Top Gear presenter
visit different European countries to see if the
lifestyles of each nation’s citizens matched
British stereotypes. Schmitz was filmed treating
Clarkson to a high-speed passenger ride around
the Nürburgring, footage which led to her star
turn on Top Gear in 2004 and another in 2005,
when she attempted to complete a sub-ten-
minute lap of the Nürburgring in a Ford Transit
panel van. The resulting coverage made her a
household name across Europe.
After divorcing her first husband, Schmitz
established a Nürburg-situated bar and eatery
named Fuchsröhre (Foxhole, after a stretch
of the Nordschleife). Her media and racing
commitments saw the venue pass to new
owners in the mid-2000s. From 2006, she co-
hosted a motoring show on the German DMAX
channel, made appearances on Fifth Gear and
returned to Top Gear to serve as occasional co-
presenter from 2016, but she was never more
content than being behind the wheel of a race
car at the Nürburgring. Indeed, with her second
husband, master butcher and 2000 Euro GT
Series champion, Klaus Abbelen, she founded
Frikadelli Racing, sharing driving duties with him
in various factory supported 911s from 2006.
She finished third in the 2008 24 Hours of
Nürburgring, ninth at the same event in 2011
and sixth in 2012, driving a 911 on all three
occasions. Unfinished business with touring
cars saw her participate in Nürburgring-held
rounds of the 2015 and 2016 World Touring
Car Championships (driving an RML-prepared
Chevrolet Cruze TC1), before “an extremely
persistent cancer” challenged her in 2017. Her
condition was thought to be improving, but a
relapse in 2020 led to her recent death. She will
be sorely missed by the Porsche community.

20 May 2021
 NEWS & VIEWS

BROADCASTING ICON, MURRAY WALKER, CROSSES THE FINISH LINE

Murray Walker’s voice was as famous as the
on-track exploits of the racing heroes he was
commentating on. His humorous, skilled and
highly infectious narration was the soundtrack
to motorsport for generations of us whose
blood has its own octane rating. His Grand Prix
commentary is what most people will remember,
not least because he was reporting on F1 from
1976 until hanging up his microphone in 2001,
but his reach extended to many other series,
including the British Touring Car Championship,
which Porsche Carrera Cup GB serves as
supporting act. Many will argue Walker’s
animated broadcasting during the BTCC’s
Super Touring era ranks as a career high point,
equalling his work in the F1 commentary box.
Born Graeme Murray Walker in October World Champion, James Hunt, which proved for agencies with clients including Vauxhall,
1923, he made his first public broadcast at most popular, despite the two famously warring Esso, British Rail and the Mars confectionery
the Shelsley Walsh hill climb in 1948 before behind the microphone, to the extent fists were company. He named many of each brand’s
auditioning for the BBC a year later. His first raised in a now infamous incident when both products and developed many well-known
Grand Prix broadcast was radio coverage of the commentators were squabbling over the single advertising slogans during this time. Previously,
1949 British GP at Silverstone, with his debut microphone provided to them. As time went by, he’d served in the Royal Scots Greys (Fourth
television appearance coming the same year, however, the pair formed a strong bond, their Armoured Brigade) following graduation from
covering motorcycle hill climb events. partnership lasting more than a decade until Sandhurst, going on to participate in the Battle
Walker’s father, Graham, was a works rider Hunt’s premature death in 1993. of the Reichswald and earning the rank of
for Norton, campaigning the Isle of Man TT. The Walker was no stranger to the challenges captain. Interestingly, he was in Austria at a
pair’s unique insight into the event saw them racers faced on track, having followed in his motorcycle trials event at the outbreak of World
become the BBC’s go-to commentary team father’s footsteps by campaigning motorcycles War Two in September 1939.
for motorcycle races, until Graham’s death in in his formative years. Among those he Known for meticulous research of every driver
1962, when Walker the Younger was promoted competed against was a young John Surtees. he was due to commentate on, Walker was part
to the position of BBC Chief Motorcycling Walker was particularly successful in trial bike of the fabric of international motorsport. He
Commentator, an appointment which saw him competitions, but gainful employment beckoned passed away on 13th March at the grand old age
cover more than 200 different Isle of Man TT and he entered the world of advertising, working of 97. Thanks for the memories, Murray!
and Manx events. His time in F1 spanned more
than 350 races and his BTCC work covered
the 1968-1971 and 1988-1997 seasons. Other
events commanding his services included truck
racing, Formula Ford and the Bathurst 1000.
Where many of his colleagues sat through
races, Walker insisted on standing, arguing it
allowed him to enjoy each race in keeping with
what he’d experience if cheering trackside. Of
all the co-commentators he worked with, it was
the BBC’s decision to pair him with 1976 F1

May 2021 21
 NEWS & VIEWS

DEATH OF LEGENDARY MOTORSPORT ENGINEER, MANFRED KREMER

More than five decades have passed since
Manfred Kremer joined forces with his brother,
Erwin, and family friends, Hermann Bürvenich
and Willi Großmann, to lay the foundations of
what would become one of the world’s most
successful privateer racing teams. The E&M
Kremer GmbH company, and the team that
emerged from it, occupies a unique place in the
history of Porsche motorsport — from more
than 1,000 race starts, the squad from Cologne
celebrated outright victories at the 1968 24 Hours
of Spa-Francorchamps, the 1979 24 Hours of
Le Mans and the 1995 24 Hours of Daytona.
Additionally, Kremer Racing has achieved no
fewer than eleven Porsche Cup titles, three
European GT titles, three GT Interserie titles and
top honours at the 1979 DRM Championship.
“What glorious days they were!” remembered
Manfred Kremer, when interviewed for the must-
have hardback Porsche Kremer Racing: The
Complete Story, released just before his death,
announced on the 17th March.
Perhaps the team’s most famous creation is
the Manfred-penned K3, based on the Porsche
935 works race car. It certainly represented the
team’s high point, becoming the most successful
variant of Porsche’s Group 5 monster and
dominating almost every event it was entered
into. The K3’s advanced aerodynamics and
powerful air-to-air intercooler, releasing massive
power, shouldn’t cast a shadow over the Kremer
team’s other special Porsche derivatives, though.
The aforementioned victory at Daytona in 1995,
for instance, was coined with the K8 Spyder, an
open-cockpit take on the Group C 962.
The mission was clear: take the world’s
greatest sports car manufacturer’s works racing
machines and make them even better, hopefully
beating Porsche at its own game along the way.
Orders for Kremer cars mounted, with recognised
teams using the firm’s output to devastating
effect. For many years, Kremer Racing was even
one of Porsche’s factory-backed outfits.
In three decades of active racing, more than
200 drivers from in excess of twenty nations
on all continents competed in Kremer racing
cars. Among the personnel registered with the
company were some of those we now consider
titans in the field: Klaus Ludwig, Bob Wollek,
Mario Andretti, Keke Rosberg, John Fitzpatrick,
Hans-Joachim Stuck, Derek Bell, Rolf Stommelen
and Manfred Winkelhock, to name but a few.
After surviving a heart attack in 2004, Erwin
Kremer tragically passed away in 2006. This
devastating blow encouraged fresh thinking
at Kremer, with a change of direction deemed
necessary to ensure the survival of the company
for the long term. The focus remained firmly
Porsche (though it’s worth noting Kremer Racing
experimented with the Honda NSX GT2 and
Lola B98/10 in the 1990s), but with the massive
popularity of historic racing and the Kremer
firm’s intimate knowledge of the Porsche marque
taken into consideration, the decision was made
to concentrate on the restoration of classic
race cars, offering trackside support to a new
generation of owners.
In August 2010, Manfred Kremer — who had
stepped back from the team in 1998 — sold
the company to Eberhard Baunach, owner of
Ebi-Racing, also based in Cologne. Already
successful in motorsport, Baunach (a Kremer
customer) is tasked with preserving the Kremer
legacy, but also to drive the company forward,
using one of the most powerful engine and
complete vehicle test centres in Europe as a solid
foundation to develop the brand’s products and
services for a new customer base.
Eleven people now work at Kremer, which
offers servicing, tuning and maintenance of
Porsche road cars, as well as continued support
for owners of Kremer race cars, including new
releases — in 2016, Kremer unveiled the 997
K3 for track and competition work. A year later,
the road-going 997 K3 was released, clearing
all German domestic road safety regulations to
ensure cars developed and assembled by this
legendary Porsche specialist can once again take
to the public highway.
Under Manfred Kremer’s watchful eye, the
company bearing his family name built a 917
for use in the 1981 24 Hours of Le Mans. It is,
however, the success of the K3 that he will be
mostly remembered for — his car’s engines were
envied for their staggering performance and
rock solid reliability, qualities which forced every
competitor, including the Porsche works team, to
up its game. For this, we owe him huge thanks.

22 May 2021
May 2021 23
 PRODUCT CALL

ESSENTIALS
A selection of exciting products to help you get the very
best out of your Stuttgart-crested speed machine…

NINEMEISTER LIGHTWEIGHT
FLYWHEEL FOR 981 & 718
BOXSTER/CAYMAN S/GTS/
GT4/SPYDER
Warrington-based independent marque specialist,
Ninemeister, has long been regarded as a leader in the
development of aftermarket tuning products for Porsches
of all ages, a reputation sure to be further galvanised by
the introduction of the firm’s new lightweight flywheel for
981 and 718-generation Boxsters and Caymans (Spyder,
GT4, GTS or S models). A huge forty-five percent lighter
than the factory part it replaces, this CNC-machined, high-
carbon-forged, billet transmission upgrade is a direct fit
and can operate with the host vehicle’s standard clutch, if
the driver so desires. Improved throttle response — coupled
with faster progress through the rev range — is promised,
culminating in noticeably faster acceleration. As you’d
expect, Ninemeister offers a separate fitting service, as
well as a wide variety of engine, transmission and chassis
upgrades for many different Porsche models. Give the team
a call to discuss your requirements.
Price: £834
ninemeister.com or call 01925 242342

TAROX SUPERSPORT BRAKE KIT FOR 993

The serious power produced by today’s sports cars — even in standard
trim — is encouraging owners of older vehicles to modify and upgrade
in a bid to combine classic styling with modern levels of performance.
With both ballistic power from new cars and heightened output from retro
rides in mind, British braking system manufacturer, Tarox, has released
a variant of its Super Sport front brake kit (an evolution of the brand’s
popular Sport-branded brake kit) for various Porsches, including naturally
aspirated variants of the 993-generation 911. Complete with brand new
hand-assembled calipers (the celebrated eight-piston B360-8) machined
from the highest quality billet alloy, the Tarox Super Sport package includes
heat-treated 360mm CNC-machined billet discs (choose between F2000,
Sport Japan, C83 or ZERO designs), hard anodised alloy disc bells, SP0239
uprated pads, alloy mounting brackets, the necessary bolts and braided fluid
transfer lines. This sensational stopping system is guaranteed to bring your
air-cooled classic to a swift, safe and stable halt and is offered with bespoke
tuning to maximise performance on your specific Porsche, taking all other
chassis upgrades and your driving style into consideration. Blue, red, gold or
green anodised finishes are available (“we never paint or powdercoat”), with
an especially tough hard anodised black option for trackday enthusiasts or
those who have a less than meticulous car washing regime. Ahem.
Price: £3,240
tarox.co.uk or call 01706 222872

24 May 2021
 auto forever OUR GOAL:
to become your provider
of information on classic cars

NEW !

EVERYTHING YOU NEED

TO KNOW ABOUT THE

PORSCHE 911
TYPE 993
Buying guide to choose the right car
Save time looking for information

The seventh book published

by Auto Forever
The second in English

What the readers

of our previous books think
Overall rating 4,8
LIMITED
Delivery 4,7 PRINT RUN
Value for money 4,4

SPECIAL LAUNCH OFFER AT £3

2!
)
(save £13 on the future regular price

ADDITIONAL 5% DISCOUNT
+ with the 911PW coupon

May 2021 25
Reserve your copy exclusively at en.auto-forever.com
 PRODUCT CALL

ELECTRIC WINDOW LIFT REGULATORS

FOR 924/944/968
In this issue of 911 & Porsche World,
we’re promoting the idea of buying a
Porsche in time for what we hope will be
a summer of fun on four wheels. That
said, any used car may present the need
for remedial work as a consequence
of age or wear and tear taking its toll
on working components. Failure of the
electric window lift regulators fitted to
Porsche’s transaxle family of cars are
a prime example of what we’re talking
about. Fortunately, the guys at Porsche
Spares UK (formerly Woolie’s Workshop)
are offering brand new replacement
power window regulators suitable for
the 924, 944 and 968. Reproduced in
accordance with OEM designs and
available to order direct from the
Porsche Spares UK website as individual
items (left or right) or as a pair, these
high-quality motor mechanisms will
restore operation of your retro ride’s
power windows without breaking the
bank, not least because they’re currently
being offered with a generous discount.
Porsche Spares UK supplies a wide
variety of new and used 924, 944, 968
parts, as well as early Boxster items.
Visit the company’s website to view
what’s currently available.
Price: £109.24 each,
£199.99 as a pair
wooliesworkshop.com
or call 01676 532346

GAZ GT ADJUSTABLE DAMPERS FOR BOXSTER AND CAYMAN:

912 TARGA
As you’ll discover later in this issue of 911 & Porsche World, the
lesser spotted 912 is one of our suggestions for buyers looking
for the best bang for their buck during the year ahead. Acquiring
a classic Porsche does come with the possibility of immediate
spend on tired chassis components, however, something British
performance suspension manufacturer, GAZ Shocks, knows only too
well. With this in mind, the company has launched a variant of its
GT-branded adjustable dampers specifically for the 912 Targa, taking
the model’s weight distribution and unique combination of body style
and flat-four engine into consideration. Two flavours are available:
GT dampers for soft-window 912 Targas (order part number GT6-
2196) and later 912 Targas loaded with a hard rear screen (order part
number GT7-2194). Bump and rebound rates can be adjusted to suit
driving style or road conditions by way of an on-body knob, enabling
changes to be dialled in to your preference with the parts already in
situ. All units are individually tested and come with a comprehensive
two-year warranty.
Price: £84.77 per damper
gazshocks.com or call 01268 724585
THE COMPLETE STORY
Last month, we dedicated most of 911 & Porsche World to the Boxster’s
twenty-fifth anniversary. Reader feedback was hugely positive — we’re
thrilled so many of you enjoyed the magazine. There are only so many
pages we get to play with, however, which is why we’re always keen to
point enthusiasts in the direction of further reading. With your applause
fresh in our minds, this issue’s recommended read is Boxster and
Cayman: The Complete Story, authored by our very own Johnny Tipler.
Documenting the rise and rise of these hugely popular models, JT goes
into great detail, examining construction, assembly and specification
of every Boxster/Cayman generation, as well as presenting fascinating
‘behind the scenes’ insight from none other than Porsche design legend,
Harm Lagaaij. More than 400 photographs and illustrations spread
across close to 200 pages document every flavour of Boxster/Cayman,
with real-world tests, road trips and exciting motorsport (including
Porsche racing in the 1950s, revisited for context) covered. No stone
has been left unturned, resulting in a 260x215mm hardback (or e-book)
which should be considered an essential purchase for any owner of the
devastatingly impressive roadster and its tin-top stablemate.
Price: £20
crowood.com or call 01672 520320

26 May 2021
911 & PORSCHE WORLD 27
 PRODUCT CALL

MEYLE HD WATER PUMP FOR 986/996

When it comes to maintaining your prized
Porsche, you pays your money... and
sometimes a bargain can bite you on the bum!
Fortunately, the good folk at Heritage Parts
Centre appreciate how both low cost and
high quality are equally important for fans of
the Stuttgart crest, hence the firm’s decision
to stock reasonably priced Meyle HD (heavy
duty) parts, including this water pump for the
996-generation 911 and same-age Boxster.
The part’s carbide-silicon seal faces are super-
resistant to abrasive dirt, while a secondary
seal is made from peroxide-cured
hydrogenated nitrile rubber (HNBR), which
boasts the ability to withstand excessively
high temperatures, has a robust wear
threshold and promotes better defence
against oil and chemicals than standard
nitrile rubber. To add further confidence,
Meyle offers a four-year warranty on all HD- chase, you’ll be pleased to know Heritage Parts
branded products, extending to a whopping Centre includes free UK delivery, a new gasket
100k miles (providing installation has been and a fresh bolt set in the asking price.
carried out correctly and proper maintenance of Price: £134.95
the cooling system is observed). Cutting to the heritagepartscentre.com

IPD Y-DESIGN COMPETITION PLENUM FOR 997.1

Following discontinuation of the 996-generation 911, the 997 marked Porsche’s
return to the round/oval headlights reminiscent of air-cooled 911s. Though the
first-generation 997 shared much of its underpinnings with the outgoing 911,
there remained room for improvement when it came to the new model’s engine
performance. Porsche tuning specialist, IPD, was quick to respond, introducing its
Y-design Competition plenum (part number 97182) to replace the factory T-style
air distributor, providing substantial extra power and torque by means of more
efficient airflow. The hike in horsepower ranges from twenty-four to twenty-eight
ponies (depending on engine displacement and condition), with maximum power
gains experienced in the midrange, where — as many owners will attest — the flat-
six is most usable and enjoyed. IPD’s Y-design Competition 997 plenum not only
delivers enhanced engine output, it also creates a more linear power and torque
band. Owners of first-gen 997s equipped with a Tiptronic S transmission even
claim considerable improvements in shifting between gears. Suitable for both 3.6
and 3.8-litre first-generation 997s, this powerful plenum performs even better when
combined with an IPD 82mm Competition throttle body.
Price: £680.94
design911.co.uk or call 0208 500 8811

ICARSOFT POR-V2.0 OBDII SCANNER

Reno-located Porsche parts specialist, EBS Racing, has announced the
availability of iCarsoft POR-V2.0 through its online store. This professional
multi-system Porsche-specific diagnostic tool can read and reset even the
most advanced codes, warning lights and service reminders. The POR-
V2.0’s most popular use is resetting oil change intervals, but you’ll feel like
a pro when you can read those hard-to-reach codes and configure PASM,
PAS, exterior and interior lighting, convertible and Targa tops, steering
angle sensor, chronometer, HVAC, DME, parking brake, Tiptronic, ABS, TPM,
memory seats, SRS, PCM, air-con… the list goes on. Covering all OBDII-
compliant Porsche road cars from the 986 Boxster to the 991, including
the mighty Carrera GT and Cayenne (2011-2012 only), this amazingly
comprehensive garage tool is easy to operate and comes equipped with a
four-inch colour screen, a protective carry case, user manual, memory card
and the required connecting cables. A lifetime of free software upgrades
and a two-year warranty sweeten the deal. For a full list of features and a
complete application list, visit the EBC Racing website.
Price: $149.95
ebsracing.com or call +1 775 673 1300

28 May 2021
May 2021 29
 ENGINE REBUILDS FROM £2,300 + VAT

T: 01204 302809 E: auto@hartech.org www.hartech.org

30 May 2021
 COMMENT

TIM HARVEY Tim Harvey is best-known

for being 1992 British
Touring Car Champion and
for being crowned Carrera
Cup GB victor in 2008 and
As one might expect, over the winter months, Porsche made 2010. He’s contested the
plenty of announcements with regard to its forthcoming 24 Hours of Le Mans four
times, competed in British
motorsport programme. Most of the news coming our way GT and currently serves
was very welcome indeed, indicating a supremely bright future as a presenter for ITV4’s
extensive BTCC coverage.
starring new race cars and a welcome return to Le Mans... Find him at @timbo_harvey

P
erhaps the biggest motorsport
news during winter was the
promise of Porsche returning to
Le Mans as a factory team from
2023, taking up residence in
the new LMDh prototype class.
This is the new Hybrid ‘Hypercar’ (I really do
detest that word!) category, which seems to have
captured manufacturers’ interest and, it must
be said, not before time — the last few years of
seeing Toyota as the single top tier manufacturer
entry has resulted in hugely processional racing
and frustratingly predictable results. The only
question to ask was “which Toyota will be
allowed to win?!” Porsche’s return to Sarthe will
come with a car jointly developed to run in the
IMSA Sportscar Championship, meaning Daytona
in January 2023 could be the first race for the
exciting new prototype.
Stealing a march by getting their LMDh
programs underway early are Peugeot, which
has already announced its drivers, and Toyota.
They begin their race schedules in 2022 and
2021 respectively. They’ll also be joined by
Ferrari, which will mark its first factory prototype
campaign at world championship level since
1973, although the Italian manufacturer has
supplied cars for customers to race since that
time. Audi and Honda’s Acura brand have also
announced plans to enter in 2023 — we could be
looking at a minimum of six factory teams. This
could certainly be the dawn of an epic new era
of sportscar racing with direct relevance to road
cars — a mouthwatering spectacle! There’s also
the prospect of Hypercar road cars based on the
race cars, news sure to stir excitement among
well-heeled collectors and the ultra-rich. All we
need is for Aston Martin and Ford to join the party
and we’ve completed the set!
This will all be good news for each team’s
drivers, although one ‘let go’ by Porsche over the
winter was Nick Tandy. Yes, Nick Tandy! After
eight years as a factory driver, which included
winning the 2015 24 Hours of Le Mans outright
in the 919 Hybrid, winning the 24 Hours of
Nürburgring in 2018 and countless race wins
around the world in charge of 911 GT machinery,
there was no seat for Nick in 2021. In truth, this
is primarily because Porsche withdrew from the
USA’s IMSA sportscar series at the end of 2020
and Nick has been snapped up by the works
Corvette team to continue his winning ways
in North America. Porsche’s loss is certainly
Corvette’s gain, and I can only hope there will
once again be a place for him at Porsche in the
not too distant future.
On the swing side of the driver merry-go-round
is news that double Carrera Cup GB champion,
Dan Cammish, is to return to the series in 2021.
Following three very successful seasons in the
British Touring Car Championship, where he
came a lap and a half from winning the title in
2019, Dan was left with no drive following the
departure of both Honda and Yuasa as sponsors
of Team Dynamics. The late notice meant there
were no competitive BTCC seats left for the
31-year-old, but his old team in Carrera Cup
immediately threw the proud Yorkshireman a
lifeline with a drive in this year’s competition.
It sets up the intriguing prospect of two-time
champion, Cammish, racing against the reigning
champ (and Porsche GB scholarship driver),
Harry King. To say King dominated last year’s
Carrera Cup GB season would be a massive
understatement — he simply annihilated the
opposition on his way to the title. The series
has always pitted thrusting, young up-and-
coming drivers against experienced, established
champions and 2021 will continue the tradition.
I promise you, this could be some of the best
racing you’ll witness all year. I can’t wait to see
it play out! On paper, King, perhaps, starts as
favourite — he’s had the most recent winning seat
time in a Cup car. In contrast, Cammish has been
driving front-wheel drive cars for three years. That
said, I suspect it won’t take long for Cammish to
find his mojo, which, let’s not forget, took him all
the way to the 2015 and 2016 titles.
2021’s Carrera Cup GB will see the last year of
series competition for the current 991-generation
Cup car, which will be replaced in 2022 by the
992 version. That same 911 will be raced in
the international Supercup series (supporting
selected F1 races), which begins in Monaco in
May. This amazing new Porsche looks an absolute
weapon — much like the new 992 GT3 road car —
and reports are claiming it to be approximately
two seconds a lap faster than the current Cup
car. Now all we need is a veterans class in
Carrera Cup GB and I’ll consider a return! l

May 2021 31
 WEVO Shifter and Gearbox Parts
Historic RSR Parts Collection
Singer Vehicle Design and Sharkwerks Partner

The Netherlands

32 May 2021
 COMMENT

PATRICK O’BRIEN Patrick O’Brien is the

head of William Hewitt
Porsche, an independent
marque specialist located
on a former WW2 airfield
The 986 Boxster has enabled countless enthusiasts to enter enclave between Wells-
the world of Porsche ownership without shelling out serious next-the-Sea and Norfolk’s
religious pilgrimage centre,
money, but don’t make the mistake of considering a bargain Walsingham. The team
Boxster to be a ‘cheap’ Porsche — no matter the price you pay, caters for all models
of Porsche sports car.
you’re investing in fantastic sports car engineering... williamhewittporsche.co.uk

S
ome people consider the 986
Boxster to be a cheap Porsche.
It isn’t — there is a world of
difference between something
being available at a low price and
something being ‘cheap’. The
986 Boxster is far from the latter, possessing the
same amazing engineering as any other Porsche
product. The fact an early Boxster is mostly
911 beneath its open-top, two-seat silhouette is
testament to what amazing value for money the
roadster is in the current climate. The fact prices
of the model are increasing, helped by extra
attention brought about by media coverage of
the original Boxster’s twenty-fifth anniversary in
2021, adds to the appeal of getting in on the act.
From my workshop in Walsingham, Norfolk,
I’ve been lucky enough to serve many of the
county’s enthusiastic Porsche owners. It’s great
getting to know each of them and the cars
they drive, but in recent months, I’ve noticed a
strong desire for upgrades and personalisation
of Porsches from clients who would ordinarily
consider ‘trading up’ in favour of a different
(perhaps newer) car. Many 986 Boxster owners,
in particular, are expressing a desire to enhance
the cars they’re already in possession of, as
opposed to moving on to another Porsche.
Consequently, my team and I have seen a sharp
uptake in cosmetic improvements, including
wheel refurbishment and corrective paintwork,
as well as restored or replaced canvas hoods.
Not every Porsche is in need of such drastic
surgery, of course, which is why cars with tired —
but unblemished — bodywork can benefit hugely
from professional paint correction and machine
polishing. The difference this can make to the
overall appearance of a vehicle is massive, often
resulting in what looks like a Porsche fresh out
of a paint booth. It’s certainly a lot ‘cheaper’ than
paying for a respray or buying a new car.
Stainless exhaust systems have also proved
very popular in recent months. Early Boxsters
sound great, but they can be a little quiet, even
under load. New stainless Dansk pipework, as
well as performance air filter upgrades, can
transform the soundtrack to a drive in a 986
Boxster, releasing untapped power along the
way. Staying at the rear of the car, more clients
are now investing in preventative maintenance
for their 986 Boxster engines, too. Again, this is,
in part, due to the values of tidy first-generation
examples beginning to rise, allowing owners
to spend without fear of losing their money.
Typical jobs being undertaken include renewal or
upgrade of the much talked about Intermediate
Shaft (IMS) bearing for peace of mind.
Having said all this, I certainly don’t advocate
buying the ‘cheapest’ (there’s that word again!)
986 Boxster you can lay your hands on. Most
examples are currently under the £10k mark
— go above this and you’re in 996-generation
911 territory — but my advice to you is to buy
the very best example available, not the one
with the lowest price. The depressed values
of these cars for many years mean some have
suffered neglect at the hands of previous
owners, with service intervals ignored and
essential maintenance skipped. A 986 Boxster
might attract a lower asking price than a
996-generation 911, but they’re largely the same
car underneath, meaning the same careful
attention and mechanical sympathy needs to
be observed — a cheap Boxster (or 911, for that
matter) can soon turn out to be a very expensive
purchase for reasons you might not fully
understand until you’re the unfortunate owner
faced with regrettable repair bills.
Buying the best Boxster doesn’t mean
spending all of your budget, though. I always
advise William Hewitt customers to consider
allowing enough wriggle room for the kind of
upgrades I’ve already talked about or, as is often
the case, fixes of niggles they inherit with their
purchase. Whatever car they’re thinking about
buying, they can sleep easy knowing they can be
the proud owner of a low-mileage 986 Boxster
for the same price as a high-mileage 987.
Personal preference regarding the look of each
car inevitably comes into the decision making
process, but there’s growing appreciation for
the 986 design, even the early ‘fried egg’, amber-
lensed models. Put it this way, if I was buying a
986, I’d be looking for the highest specification,
lowest mileage older car instead of putting my
money into a less ‘good’ newer example. This is
a sentiment I’m having to repeat less and less,
mind — today’s buyers are more informed than
ever before. They know the pitfalls. They also
know how much fun they can have in a 986. l

May 2021 33
 Nine Excellence
Independent Porsche Centre

WORKSHOP UPGRADES
• Porsche Fixed Price Servicing. • 9e Performance Packages.
• Courtesy Cars. • Exhausts.
• Repairs and MOTs. • Suspension.
• Engine and Transmission Rebuilds. • Brakes.
• Restorations. • Tuning.
• Pre-Purchase Inspections (PPI). • Engine Builds.
• Detailing and Aftercare. • Parts.
• Alignment and Geometry.

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

All Porsche models covered.

Fully trained Porsche technicians. Professional showroom and workshop.

Unit 3, Axiom Business Park, www.NineExcellence.com

41 Balcombe Road, Horley, 01293 226 911
Surrey, RH6 7HF Info@NineExcellence.com

34 May 2021
BEVERLY HILLS CAR CLUB
SPECIALIZED DEALER OF EUROPEAN AND AMERICAN CLASSIC CARS

1989 Porsche 964 Carrera 4

stock #13282

Here is a 1989 Porsche 964 Carrera 4 featured here with matching numbers and available in its factory color code #80K Guards Red with a black interior. It comes
with a clean Carfax and is equipped with a 5-speed manual transmission, Flat 6 Cylinder 3.6-liter engine, air conditioning, automatic speed control, power windows,
power steering, sunroof, 4-wheel disc brakes, tool kit, jack, and 5-spoke wheels. Also included with this vehicle is the original owner’s manual as well as receipts
totaling over $2,000. A well-equipped vehicle that is mechanically sound. For $64,500

1973 Porsche 911E Targa (Original Paint) 1973.5 Porsche 911T CIS Targa #12728 1997 Porsche 993 Carrera S Coupe #13324 1985 Porsche Carrera Coupe #13278
#12666 This extremely sought after 1973.5 Porsche 911T CIS Targa
featured here with matching numbers is available in its factory
Here is an extremely desirable low mileage one owner 1997 Porsche
993 Carrera S Coupe featured here with 11,640 miles on the odometer
This is an extremely desirable 1985 Porsche Carrera Coupe
featured here with matching numbers is available in its factory
Here is a recently discovered original paint 1973 Porsche 911E color code #622 Beige Gray with desirable sport seats with and available in its factory color code # 92U Arctic Silver Metallic color code #536 Pastel Beige with sand tan interior. It comes
Targa featured here with matching numbers is available in its Houndstooth inserts. It comes equipped with a 5-speed manual with a grey interior. It comes with a clean Carfax and is equipped with a clean Carfax and is equipped with a 5-speed manual
factory color code #117 Light Yellow with a black interior. It transmission, 2.4-liter engine, 4-wheel disc brakes, Fuchs wheels, with a 6-speed manual transmission, Flat 6 Cylinder 3.6-liter transmission, Flat 6 Cylinder 3.2-liter engine, air conditioning,
comes equipped with a 5-speed manual transmission, 4-wheel tool kit, and jack. Do not miss your chance to jump into the engine, automatic speed control, Cassette-radio Becker Porsche power windows, sunroof, 4-wheel disc brakes, and Fuchs wheels.
disc brakes, G26 Group option: S trim, heated rear glass, sway ownership of this beautiful 911T CIS Targa that was featured in a CR-210, 8-way electrical seat (left), power mirrors, power windows, Also included with this vehicle is the original owner’s manual,
bars, S instrument, air conditioning, and Fuchs wheels. This is an Porsche book. An impressive original California car that had the power steering, sunroof, 4-wheel disc brakes, 18” Technology warranty/maintenance booklet (service stamps included), as well
extremely original Porsche 911E that still retains its original paint same owner since 1985 and who was consequently a Porsche wheels (lightweight hollow spoke), jack, air compressor, and tool as receipts totaling over $10,000 which included a major service
(please review paint meter reading photos). A very sought after Club of America (PCA) member. The Targa is mechanically sound. kit. Also included with this vehicle is the original owner’s manual, done on February 19, 2021, at a cost of $6,791. We have also
original blue plate California car that is an excellent addition to any warranty/maintenance booklets, window sticker, service records taken paint meter reading photos for you to review as well. Here
Porsche enthusiast. Don’t miss your chance to acquire this original from 1997 to 2019. All stickers in place which include the color code is a rare opportunity to purchase such a low mileage gorgeous
911 that is mechanically sound. and options sticker under the hood. An excellent opportunity to color combination air-cooled 911 that was previously owned by a
jump into the ownership of such an original, well-maintained, and doctor that purchased this car in 1989 and took meticulous care
equipped sports car that is mechanically of his vehicle. A formidable Carrera Coupe
For $135,000 For $96,500 sound. For $167,500 which is mechanically sound. For $96,500

1976 Porsche 911S Coupe #12544
The 1976 Porsche 911S Coupe featured here with matching
numbers is available in its factory color code #266 Ice Green with
a black interior. It comes equipped with a manual transmission,
sunroof, 4-wheel disc brakes, and Fuchs wheels. An excellent
original California car which is mechanically sound.
For $33,500
1976 Porsche 911S Targa #13072
The 1976 Porsche 911S Targa featured here with matching
numbers is available in its factory color code #027 Guards Red
with a sand beige interior. It comes equipped with a manual
transmission, 4-wheel disc brakes, and Porsche Phone Dial wheel.
A well-priced 911S Targa that is mechanically sound.
For $34,750
1977 Porsche Carrera Cabriolet
Conversion #12736
This 1977 Porsche Carrera 3.0 Cabriolet Conversion is available in
black with a tan interior. it comes equipped with a 5-speed manual
transmission, 3.0-liter engine, power windows, soft top, 4-wheels
disc brakes, and Fuchs wheels. The Porsche has just come out of
long term ownership and is mechanically sound. For $34,750
1974 Porsche 911 Coupe 3.2 #13190
Here is a 1974 Porsche 911 Coupe 3.2 available in its factory color
code #027 Guards Red with a black interior. It comes equipped
with a 5-speed manual transmission, upgraded with a Flat 6
Cylinder 3.2-liter engine, 4-wheel disc brakes, and Fuchs wheels.
A well-priced 911 Coupe that is mechanically sound.
For $39,950

1986 Porsche Carrera Cabriolet #13343 1988 Porsche Carrera Cabriolet #13148
Here is a 1986 Porsche Carrera Cabriolet featured here with matching
numbers and is available in its special order color code #33X Prussian
Blue Metallic with a blue interior. It comes with a clean Carfax and
is equipped with a 5-speed manual transmission, air conditioning
MOMO steering wheel, power windows, manual soft top, boot, 4-wheel
disc brakes, and 5-spoke wheels. Also included with this vehicle are
receipts totaling over $4,000. This vehicle had the same owner for
over 20 years and is mechanically sound.
For $39,950
The 1988 Porsche Carrera Cabriolet featured here with matching
numbers is available in its factory color code #697 Diamond Blue
Metallic with a black interior. It comes with a clean Carfax and is
equipped with a 5-speed G50 manual transmission, automatic
speed control, power windows, soft top, 4-wheel disc brakes,
and Fuchs wheels. A beautiful color Porsche that is mechanically
sound.
For $39,950
1973.5 Porsche 911T CIS Targa #13017
The 1973.5 Porsche 911T CIS Targa featured here with matching
numbers is available in Guards Red with a chestnut interior. It comes
equipped with a 5-speed manual transmission, 2.4-liter engine,
Recaro Sports seats, Nardi steering wheel, 4-wheel disc brakes,
tool kit, jack, and Fuchs wheels. Also included with this vehicle is
the original owner’s manual, warranty/service booklets as well as
service receipts totaling over $14,000. An extremely sought after
original California car that is mechanically sound.
For $74,500
1987 Porsche Carrera M491 #12645
This rare limited production 1987 Porsche Carrera M491 Turbo
Look Cabriolet featured here with matching numbers is available
in its factory color code #33X Prussian Blue Metallic with a
grey interior. It comes equipped with a 5-speed G50 manual
transmission, air conditioning, cruise control, factory-wide body
turbo look, power windows, salvage title, manual soft top, 4-wheel
disc brakes, and Fuchs wheels. A beautiful color combination
Porsche Carrera which is mechanically sound.
For $56,500

LOOKING FOR CLASSIC OR LUXURY SPORTSCARS?

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

911 & PORSCHE WORLD 109

BUYING YOUR NEXT PORSCHE
THE TRANSAXLE
TRAILBLAZER
Flying the flag for affordable Porsches, the 924 left a lasting legacy…
Words David Sutherland Photography Porsche
U
ntil about ten years ago,
the joke about filling a
fuel tank to the very top
and doubling the host
vehicle’s value applied
to the 924. It was the
‘cheap’ Porsche, occupying space in a
seemingly parallel universe to the one
where 911s clung tenaciously to their
values and excelled in industry polls
focusing on depreciation.
The 942 S, 944 and 968 all evolved
from the first 924 and maintained similar
status in the used car market, becoming
the blue-collar side of Zuffenhausen in
stark contrast to the Boss-suited 911.
Far from being ‘the great unloved’, they
were a godsend to the impecunious
Porsche fancier. For some, a cheap
36 May 2021
four-pot ‘transaxle’ was an expendable
motoring essential: buy for a song, run
on a shoestring and, when the threat of
uneconomic repair loomed, recycle back
into the grass roots Porsche community
where, hopefully, life would be breathed
into the car by a fresh and willing (but,
hopefully, low spending) next owner.
Failing that, the Porsche’s parts might
help prolong another car’s service life.
Alas, that once exhaustible supply of
low priced, front-engined, four-cylinder,
water-cooled Porsches has all but
dried up — the £1,000 prospect worth
a gamble is now the £10,000 polished
forecourt find. Indeed, you’re now
more likely to see 924s entered into
local classic car auctions than crying
out for a home on eBay. Moreover, the
international classic car market currently
has the hots for good 924s. As if to
prove the point, US auction house, RM
Sotheby’s, recently coaxed bids on an
11,000-mile 1980-registered 924 up to
nearly $54,000 (about £41,500).
FLUCTUATING FORTUNES
Unlike the 911, which seems impervious
to the effect of price rises, cost has
always been a key issue with the front-
engined four, even from the days when
it was still a sketch on a designer’s pad.
The story is best taken up by looking
at the position Porsche found itself in
by the mid-1970s: a low-volume (and
hence vulnerable) carmaker offering
rear-engined and mid-engined models
manufactured from few common parts.

£4k +
The 911 was over a decade old, while the
complicated and not entirely satisfactory
914 (a joint project with Volkswagen) had
dated quickly. Porsche wanted to ramp
up production levels to achieve a more
VW WOULD MANUFACTURER THE
RESULTING PRODUCTION MODEL IN THE
AUDI/NSU WORKS AT NECKARSULM AND
PORSCHE WOULD BUY EACH FINISHED CAR
efficient cost base, but designing and
engineering a new model from scratch
was beyond the company’s financial
resources. Its thriving consultant
engineering division at Weissach,
however, had designed a coupe powered
by a two-litre front-mounted engine and
a gearbox integrated with the rear axle
for transformed weight distribution.
Though intended for Volkswagen,
Wolfsburg canned the project at a late
stage, instead developing the Golf-based
Scirocco, citing the 1973 oil crisis and
a string of new industry regulations as
reasons for backing out.
924
This reluctance to proceed with Above A preliminary
what was originally dubbed Project 425 design sketch of
what would go
effectively handed Porsche a readymade on to become the
replacement for the 914. The preferred 924, a design study
route for some at Zuffenhausen would assembled for
Volkswagen in 1972
have been to incorporate more Porsche and a test drive of the
engineering pedigree, but continuing prototype in 1974
along the chosen path was a cheaper
option at a time when the future of
sports cars looked bleak, largely thanks
to the depressed economic climate and
long-standing rumours concerning the
apparent intention of North American
federal safety legislators to outlaw
convertibles. Even so, Porsche couldn’t
afford the price VW wanted for the
425’s design. After much deliberation, to Facing page Walter
Röhrl with the 924
avoid the project being canned and the Turbo and Carrera
30,000,000DM spent on its development GTS and in 1982
May 2021 37
amounting to nothing, a deal was struck
whereby VW would manufacturer the
resulting production model in the Audi/
NSU works at Neckarsulm and Porsche
would buy each finished car — now
badged 924 — from VW. This joint
parentage explains the variation of the
EA831 two-litre, four-cylinder engine
(equipped with a Porsche cylinder head),
as well as the use of Golf front strut
suspension and steering, VW K70 brakes
and even the rear suspension torsion
bars from the Beetle. Inside, switchgear
and instruments from contemporary
Audis and VWs reigned supreme.
Cleverly, the VW joins didn’t show.
Helped by the Porsche badge and then
modern looks, Autocar described the
924 as “a junior supercar”. The two-litre,
single-cam engine, canted over thirty
degrees and fed by Bosch K-Jetronic fuel
38 May 2021
injection, produced 123bhp and 122lb-ft
torque fed through a four-speed manual
or three-speed automatic gearbox. The
‘two-plus-two’ seating and opening rear
screen added practicality. Importantly,
the UK showroom price before any extras
were added was just £7,000 (£51,500
in today’s money), which was a third
less than the cheaper of the two 911s
available at that time. An amazing quota
of 50,000 924s were built in just twenty-
six months. UK deliveries started in
January 1977.
THE REAL DEAL
As we know, right from the start, purists
couldn’t forgive Porsche for releasing a
car with humble VW roots. This impacts
even more than four decades on from
the 924’s release — cars from Porsche’s
transaxle family, possibly even the
‘lightweight’ 968 Club Sport, are still Above The 924’s
not seen as a ‘proper’ Porsche by the technical layout
(pictured in 1976)
hardened few, though the sentiment is offered near equal
becoming less muttered as time goes front to rear weight
by. In its road test of the 924 in February distribution
1977, headlined Testing the back-to-front
Porsche, Autocar, however, enthused,
“In roadholding, handling and ride, the
924 has few rivals and imparts great
confidence to driver and passenger
alike.” Praise indeed, but not without a Bottom left The
word of caution. “Mechanical refinement Porsche Design
is lacking at the top end of the engine’s department (Harm
Lagaaij, centre,
range and the degree of road noise is arms folded) at
a sad disappointment, but one must the Weissach
remember this car is not necessarily development centre
with a model of the
how Porsche would have designed and future 924 in 1973
engineered it for itself.”
The raid of the VW parts bin led Below The 924 taking
on the Turracher
Autocar to further contemplation of the Höhe Pass in the
non-Porsche origins, commenting on winter of 1980
Stoddard.
Your Source For All Things Porsche — Since 1957.

Seat Belt Sets LCD Repair Kit High Torque Gear

Modern DOT Certification Easily Fix HVAC Screen! Reduction Starter
For 911 912 914 For Boxster and 996 New WOSPerformance
1969-1988 SIC-653-101-10 911 912 914 up to 1989
Stay Safe! SIC-1102-LMS
SIC-803-012-00 shown

Koni Adjustable Chassis Dolly Sebro Rotors

Shocks and Strut Professional Quality High Quality,
Inserts For Proper Restorations Made in Europe
For 356 through 986 Easy Shipping All Porsche fitments
SIC-864-110-77 shown SIC-911-DOL-LY 993-351-044-01 shown

Stainless Exhaust IMS Solution Kits Power Steering

Systems For Late Model Cars Cooler Kit
Single or Dual Tip All In Stock, For 997, Boxster,
For 914 914-6 Including Tools Cayman
SIC-251-067-SPT Best Prices Around…
SIC-251-067-A
SIC-111-011-SPT

Factory and Quality Zep-O-Shine 356 Hood Hinges

Aftermarket Parts Professional Car Wash Coupe or Speedster
For All Porsches Concentrate All New Construction
997 Control Arms Shown In Gallon or Quart Size 644-511-031-41 shown

Stoddard.com NLAParts.com
Highland Heights, Ohio 44143 USA 800 342 1414 Reno, Nevada 89431 USA 800 438 8119

May 2021 39
how the 924 “feels more like a saloon
car than a sports car to drive”. On the
subject of Porsche seats mixed with
VW corporate minor controls, “though
the configuration of the 924 may make
it sound like a ‘bitsa’ car, the whole
effect is harmonious and obviously well
engineered.” The road test’s conclusion
was favourable, not fanatical, but ended
THE 924-ON-STEROIDS DELIVERED
THE GOODS CONVINCINGLY, WITH
THE HIGHEST-PLACED CARRERA GTP
FINISHING IN SIXTH PLACE AT SARTHE
with the previously unheard criticism of a
Porsche: “There are several strong rivals
[Ford Capri 3000S, Triumph TR7, Lotus
Esprit, Datsun 260Z and others] offering
a similar specification for a lot less
money.” Ouch.
In mid-1978, three years after model
launch and one year on from introduction
to the UK domestic market, the process
of teasing the 924 away from VW began
when the original Audi gearbox was
replaced by a 911-derived unit, with first
40 May 2021
out on a left-and-back dogleg. Evolution
continued when, in November of the
same year, the 924 Turbo (a model that
wouldn’t come to the UK for another
eleven months) was announced. The
original VW engine block and bottom end
were retained, but a new cylinder head
with revised combustion chambers, 3mm
larger exhaust valves, and new pistons
for a lower compression ratio were fitted.
Other additions included a secondary
fuel pump to increase delivery pressure,
a recalibrated fuel injection system
and a blow-off valve. The German-
made Kühnle, Kopp & Kausch (KKK)
turbocharger helped to deliver more than
thirty percent more power and double the
twisting force, allowing Porsche to claim
168bhp and 181lb-ft torque. The result
was the world’s most powerful two-litre
car at the time of production, racing to
62mph from rest in 7.8 seconds and Above The 924’s
topping out at 140mph. ‘go anywhere, do
anything’ pitch from
Bilstein gas dampers and a larger Porsche, as featured
brake servo added to enviable in the model’s 1981
specification, but even with the extra product catalogue
kit, the 1,180kg Turbo weighed only fifty
kilos more than the naturally aspirated
924. Unsurprisingly, USDM Turbos
were less powerful (150bhp), but in all
other respects, the 924 was, at last, a
proper performance car. The prop and
driveshafts were thickened, and the
gearbox ratios changed slightly, while
the springs and anti-roll bars were
stiffened. The brakes were uprated with
a mixture of 911 SC and 928 parts.
Wheels increased in size, measuring
fifteen inches in diameter and wrapped
in 185/70-profile rubber, though the
main exterior distinguishing marks
were extra air intakes on the nose and
a rear spoiler doubling up as the screen
surround. A four-spoke steering wheel
was introduced to the cabin.
Often mistaken for an intercooler –
the 924 Turbo doesn’t make use of one
– is the external oil cooler visible when
the go-faster 924 is viewed head-on.
The four horizontal vents between
the headlights channel cool air in the
 924

Above Final direction of this part. Underneath, the a Le Mans race car (the 924-on-steroids the model survived the launch of the
inspection of cars front bumper gained a lip spoiler and a delivered the goods convincingly, with 944 (itself developed from the 924 and
rolling off the
assembly line pair of grille banks below the spotlights. the highest-placed 320bhp 924 Carrera featuring bodywork based on that of the
Undoubtedly, the Turbo’s most distinctive GTP finishing in sixth place at the 1980 924 Carrera GT) that year. In fact, prior
Top right Standard features were the achingly cool NACA outing at Sarthe), helping consolidate the to the 924 Turbo being discontinued in
924 and twin-tone
Turbo, side by side bonnet duct and the optional (but 924’s Porsche-ness. The four-hundred the summer, the model’s rear spoiler
popular) two-tone paint jobs ensuring examples assembled were priced at found its way onto the 924 and higher
the new Porsche was difficult to miss. around £20,000 — double that of the specification 924 Lux. Synchromesh on
The retina-busting interior trim was also regular 924 Turbo. The following year, an reverse gear was added. Then, in August
a feast for the eyes, with period-perfect evolution of the Carrera GT came in the 1983, an electric rear hatch release was
Below Anatole Lapine chequered patterns and the now-iconic form of the fifty-unit 924 Carrera GTS fitted. Sales passed 130k units. Another
and the Porsche
Design team with Pascha velour on offer. Clubsport, complete with Matter roll cage twelve months along the production
the wide-arched 924 and race seats. Immediately collectible timeline, an electrically heated screen
Carrera GT in 1980 BIG HITTER and remaining popular to the present and washer nozzles had appeared.
Bottom right No.33 Released in 1980, the specialist-built day, an example with 47km on the clock Detail changes extended the two-
GTR tackles the 6 924 Carrera GT was a sexier, more made $357,000 (£280,000) at auction in litre variant’s life until 1985, when VW
Hours of Silverstone muscular version of the water-cooled Ohio in 2019. ceased production of the EA831 engine.
in 1981, while the
no.87 GTR takes on Porsche. Its 210bhp turbocharged February 1982 saw the 100,000th Consequently, the final phase of this
Le Mans in 1982 engine was put on sale to homologate 924 produced. To the surprise of many, body shape was the 924 S, arriving in

May 2021 41
September 1985 for the 1986 model year
and staying until early 1988 as the only
924 available to buy new. The S received
the ‘big banger’ 2.5-litre four-cylinder
engine from the 944, but with lower
compression, enabling it (like early 911s)
to use ‘two-star’, as lower octane petrol
THE 924 ENABLED PORSCHE TO PROSPER
BY ALLOWING THE BRAND TO ENTER THE
MASS PRODUCTION SPORTS CAR MARKET
WITH A LARGELY CONVENTIONAL DESIGN
was then known. Power was 158bhp and
155lb-ft torque. Performance was on par
with the discontinued 924 Turbo (zero to
60mph took 7.8 seconds, romping all the
way to 137mph), yet the S was not to be
dismissed as an engine ‘drop-in’ special
42 May 2021
— the model borrowed the 944’s brakes
and part-aluminium suspension, with
power rising to 160bhp in 1987.
A year after launch, changes were
made to the S’s instruments, and
electrically controlled and heated exterior
mirrors became standard equipment.
Some of these final 924s took the
form of the Le Mans Limited Edition,
making use of stiffer suspension,
body side stripes, a removable sunroof
and sports seats. By the time the 944
got into its stride, however, the 924
had done its job and, sadly, became Above The 924 still
Zuffenhausen’s forgotten car. Fast looked modern for
the 1982 model year,
forward to the present day and it’s worth but the 944 was on its
remembering this attractive, lower cost way, a purer Porsche
model enabled Porsche to survive and project, though
sharing many of the
prosper by allowing the brand to enter 924’s attributes
the mass production sports car market
with a largely conventional design. The Top left Many of
the 924’s colour
model’s popularity speaks for itself:
with sales totalling 150,211 units (all
combinations left a
lot to be desired, even
by the standards of
types excluding motorsport versions)
in a production run lasting twelve years,
the day
the fact the 924 suffered an unalterable
image problem was, all things
considered, a minor issue.
At the time of the 924’s demise, UK
buyers needed £21k to bag themselves
a piece of the action. Affordable? Not
entirely, but today, a usable, early 924
can be bought for the far more agreeable
cost of four grand. Fair-condition Turbos
are on the rise — you’ll need around £15k
for a good one. Once seen as the ‘poor
relation’, the 924 is now widely accepted
in classic Porsche circles, offering
genuine performance and a rewarding
drive to fans of modern classic sports
cars. The 924 also has the honour of
being a model that kept Porsche afloat
at a time when the 911 was unable to
do so. Do yourself a favour and bag a
slice of the 924 pie while prices remain
sensible. There’s a brilliant 924 owners
club (visit porsche924.co.uk) offering
massive support for enthusiasts, a
vibrant 924 racing series, a huge amount Left 924 Turbos are
of tuning equipment and a wealth of new surprisingly easy to
come by, with many
and used spares at your disposal. What’s finished in distinctive
not to love?! l twin-tone paintwork
 BUYING YOUR NEXT PORSCHE
THE MID-ENGINED
MARVEL
With prices rising in recognition of the Boxster’s twenty-fifth
anniversary, now’s the time to buy a 986 to call your own…
T
he last issue of 911
& Porsche World was
dedicated to the Boxster,
marking twenty-five
years since the launch
of the game-changing
986, which heralded a radical change
in the design and direction of Porsche
sports cars, as well as a seismic shift in
the manufacturer’s fortunes, which were
under serious scrutiny as the 1990s got
underway. Threats to the dominance
of European brands in the compact
sports car sector were coming thick
and fast from The Land of the Rising
Sun, with Honda, Toyota and Mazda
chief among the invaders, the latter’s
MX-5 going on to become the best-
selling two-seat convertible sports car
in history. Porsche’s product line was
looking dated, not only from an aesthetic
perspective, but also technologically —
44 May 2021
increasingly strict emissions legislation
in Europe and North America meant air-
cooled engines were no longer viable.
Ironically, it was a classic Porsche
providing the blueprint for the future of
the brand’s output. Launched in 1969
as a replacement for the 912 (which
we’ll come onto later in this issue of the
magazine you’re holding in your hands),
the square-edged, mid-engined, two-seat,
rear-wheel drive 914 looked completely
at odds with the sleek, curvaceous
lines of the range-topping 911 — styling
indicating the roadster’s joint VW-
Porsche parentage — but the 914’s
amazing chassis dynamics and cute
character scored Porsche almost 120k
sales during a seven-year production run.
It still amazes us to think that despite
being a winning formula for Japanese
car makers, the mid-engine, rear-wheel
drive, two-seat format remained absent
£5k +
from Porsche’s product line following Above Growing
discontinuation of the 914 in 1976. The appreciation for
the early ‘fried egg’
986 Boxster brought it back with a bang. Boxster has seen a
The first Boxsters were launched sharp rise in values
with 2.5-litre water-cooled flat-sixes
in 1996, before a hike to 2.7-litres
of displacement in 1999 and the
introduction of the 3.2-litre Boxster S,
taking power closer to 250bhp with a
sprint to 60mph from rest in 5.9 seconds
if opting for a manual cog swapper. The
986 line-up received a facelift in 2002 —
so long, fried eggs — with new airflow
equipment propelling the range-topping
S (now with improved Variocam) toward
the 260bhp mark.
Blighted by exaggerated claims of
premature engine failure, the 986 (and
the same-age 996, a 911 developed
alongside the Boxster and sharing many
of the two-seater’s key components)
can be bought at low price in the current

Above Boxster climate, making a well-maintained
water drains can get example a bargain buy. That said, as
blocked over time,
causing water to outlined by Patrick O’Brien at William
enter the cabin and Hewitt Porsche on page 33, all that
to collect around the glitters is not gold — seek the best 986
bulkhead, causing
serious damage Boxster available, not the one with the
lowest price tag (though congratulations
if the car you’re looking at equates to one
and the same!).
Nothing generates interest (from both
mainstream media and the enthusiast
scene) in a car quite like an anniversary
year, as proved by the rising price of
entering 986 Boxster ownership in the
run up to the model’s quarter-century
anniversary. The days of being able to
pick up an early 2.5-litre Boxster in good
cosmetic and mechanical order for
less than £4k are now behind us, with
the smaller-displacement six-cylinder
roadster once again leap-frogging the
924 in a seemingly perpetual game
of snakes and ladders. You’ll need to
budget £5.5k to get in on the action,
more for a good 2.7-litre 986, such as the
47k-mile 2002 Lapis Blue belter currently
being at offered at £8,495 through PIE
Performance in Suffolk.
LEAK TEST
“Everyone talks about Intermediate Shaft
(IMS) bearing failure, but the biggest
concern with a 986 Boxster is water
coming into the cabin,” warns Andy
Wexham, formerly of Porsche Centre
Leeds, now operating independent
servicing, maintenance and modification
business, RSR Developments, located a
986 BOXSTER
mile from Scotch Corner, just off the A1
near Richmond in North Yorkshire. “Look
out for wet footwells, especially under
seats. Water drains can get blocked with
dirt over time, allowing rainwater to creep
in at various locations. Anyone thinking
of inspecting a 986 Boxster would be
well advised to run their hands over
carpets to check for damp. They should
do the same with the bottom of door
cards,” he says, acknowledging common
failure of the 986, 996, 987 and 997 door
membrane seals. For the benefit of those
already in charge of a sopping Boxster or
early water-cooled (and water-logged!)
911, we published a step-by-step guide to
fixing the problem in the February issue
of 911 & Porsche World. Order a copy
online at bit.ly/issues911pw.
May 2021 45
 He also recommends checking an
early Boxster’s bulkhead for corrosion.
“Lift the bonnet and remove the pop-out
scuttle cover above the battery. Blocked
drains can cause water to collect
below, causing serious corrosion if left
unattended.” And if experiencing erratic
electric roof operation, the fault can
usually be traced to a duff microswitch.
“There are two, one in the clasp by the
rear-view mirror and another on the left-
hand B-pillar. If these switches aren’t
working as intended, they’ll stop the
corresponding relay from operating the
46 May 2021
roof properly.” An easy fix, the switches
can be bought at low cost.
Most of the specialists we spoke
to recommend holding out for a late
986 S, citing earlier, smaller-engined
models as good fun, but a little flat in
the performance stakes. As showcased
in the last issue of 911 & Porsche World,
a well-kitted late 986 S can be yours
for less than ten grand. At the upper
end of the 986 price bracket, Steve Bull
Specialist Cars is currently offering a
2004 Tiptronic-equipped 986 finished
in Seal Grey (taking years off the 986
design) with just 73k miles from new and Above In the right
plenty of desirable factory options. That’s colour, even an early
amber-lensed 986
a huge amount of car for the money (like this Lapis Blue
and, with the mid-engine layout offering Boxster) can look
superior chassis dynamics to the rear- fairly modern
engined 911, illustrates how a late 986
Boxster S us arguably the best value
Porsche currently available, providing
you can do without the 911’s largely
useless rear seats. The late 986 S is also
an excellent platform for tuning projects,
with chassis and ECU upgrades turning
an already lively Porsche into a much
more powerful pocket rocket. l
BUYING YOUR NEXT PORSCHE
THE ‘MINI 911’
With the introduction of the Cayman, Porsche rewarded budget conscious
enthusiasts with a superior-handling coupe capable of challenging
the 911 as the Stuttgart-badged sports car of choice…

£10k +

W
e talked about the
importance and
popularity of the
987-generation
Boxster in the last
issue of 911 &
Porsche World, with special focus on the
sublime 987 RS60 Spyder. Following two
years of development, the 987 Boxster’s
tin-top sibling, the Cayman, was born
in 2005. The covers were pulled off the
new model at the year’s Frankfurt Motor
Show following drip-feeding of technical
data from Porsche during the preceding
months, with the 987 Cayman S being
the launch model of what would go on to
become a serious challenger to the 911’s
position at the top of Porsche’s sports
car food chain.
On the face of it, the 987 Cayman
was simply a Boxster with a solid roof.
The coupe shared the same mid-engine
layout as the roadster, as well as the
same forward portion of bodywork,
appearing only to change from the rear
doors back. The new arrival shared
the Boxster’s interior, too. Released
into the wild with a 3.4-litre flat-six
(a development of the first-gen 987
Boxster’s 3.2-litre unit) producing close
to 290bhp, developing 251lb-ft torque
and enabling to the sprint to 60mph from
as standing start in 5.1 seconds, the
171mph Cayman S built on the Boxster’s
brilliant handling by exploiting a stiffer Above The 987
chassis to match the performance of the Boxster/Cayman and
997-generation 911
more expensive 911 Carrera. have aged very well
Proving the Cayman’s credentials,
two-time World Rally Championship
winner and Porsche test driver, Walter
Röhrl, lapped the Nürburgring in a 987
Cayman S (equipped with Porsche
Active Suspension Management (PASM),
Porsche Ceramic Composite Brakes
(PCCB) and nineteen-inch alloys) in
eight minutes and eleven seconds, a full
nine seconds quicker than Porsche’s
own published performance data,
which pitched the same-age Carrera as
completing the task five seconds ahead
of the hip-swinging newcomer.

48 May 2021

Above A Cayman In motorsport, the 987 Cayman was
S will want at least
£15k out of your
a success, with many teams known for
wallet, but is worth campaigning 911s in endurance racing
the extra spend opting for the mid-engined upstart as
their chariot of choice. Famously, the
2007 24 Hours of Nürburgring saw a
Hankook/H&R-sponsored 987 Cayman
finish fourth overall, beating every other
Porsche on the grid, save for the winning
Manthey-Racing 997 GT3-R (driven by
works heroes, Timo Bernard, Marc Lieb,
Romain Dumas and Marcel Tiemann)
and the third-place Land Motorsport GT3
RSR. It was clear to see that in racing, as
well as Porsche product catalogues, the
Cayman was no also-ran.
“In terms of balance of performance,
purchase price and running costs, it’s
difficult to beat the 987 Cayman,” says
Greig Daly, Sales Director at marque
specialist, RPM Technik. “Early examples
are great, but if your budget can stretch
to a facelift model, then that’s where
I’d recommend you spend,” he adds,
referencing the 987 Boxster/Cayman
revisions introduced in February 2009.
The base 2.7-litre flat-six was increased
to 2.9 litres, pushing power to almost
270bhp, while the Cayman S’s 3.4-litre
engine now produced near 320bhp and
could be optioned with PDK transmission
and an immensely useful limited-slip
TWO-TIME WORLD RALLY CHAMPIONSHIP
WINNER, WALTER RÖHRL, LAPPED THE
NÜRBURGRING IN A 987 CAYMAN S IN
EIGHT MINUTES AND ELEVEN SECONDS
differential, making the Cayman even
quicker in standard sprint tests.
Perhaps of most interest to buyers
will be the fact the facelift 987 Boxster/
Cayman and 997 Gen II 911 engines did
away with the use of an intermediate
shaft, its seal being the cause of so many
fevered forum posts when discussing the
first few years of Porsche water-cooled
flat-six production. As we’ve said time
and again, how prolific the problem is
987 CAYMAN
has been wildly exaggerated over the
years, but fear does mean the cost of
an early 987 Cayman remains much
lower than a facelift example. The same
is true of the 997-generation 911, but
it’s important to remember Porsche all
but fixed the IMS problem by eventually
fitting a larger seal to the M96/M97
engine (see our last issue for the exact
details) and any car is susceptible to
bore score or engine wear. For peace
of mind, ask a specialist to carry out an
inspection of the Porsche you’re thinking
about buying.
“The Cayman handles so sweetly,”
continues Greig, “but there are other
Porsches in the same price bracket
May 2021 49
worthy of your attention. A 944 S2, for
example, is quite a bit older, but looks
every bit as good as a 944 Turbo due to
the S2 inheriting the boosted model’s
bodywork, making an S2, in my opinion,
far cooler than an early 944. An S2 is
also a great car to drive daily, offers very
reasonable running costs and handles
brilliantly as a consequence of near
equal front-to-back weight distribution.”
The S2’s three-litre engine was the
largest-displacement production four-
cylinder engine of the time, producing
almost 210bhp and paired with altered
gearing, allowing for a top speed of
150mph. By close of production, the 944
was Porsche’s most successful sports car.
50 May 2021
Ray Northway, head of Berkshire-
based Porsche sales and repair centre,
Northway Porsche, agrees there’s a
surprising amount of choice when
working with a budget of between £4k
and £40k, but offers advice to buyers, no
matter the funds they’re working with.
“Don’t be convinced to buy a seemingly
better car than the one you really want,”
he warns. “If you’ve always wanted a
911, there’s a chance a Cayman might
not live up to the dream, no matter how
good the example you’re looking at
happens to be. You should also think
pragmatically, considering your real-
world circumstances when buying a
Porsche. Are you going to be driving the
car daily or only on sunny weekends? Inset In the same
Are you primarily concerned with a return price bracket as the
987 Cayman sits the
on your investment? Can the kids fit in excellent 944 S2
the in back? All these questions should
be considered carefully — the answers
might send you in a far more rewarding
direction than the one you were
previously heading along.”
First-generation Caymans can be
picked up for as little as £10k, as can
higher-mileage 2.9-litre facelift models.
Budget upwards of £15k for a 987
Cayman S, with prices rising to £25k
for a low-mileage facelift example with
manual transmission and a heap of
optional extras, such as BOSE audio,
Sports package and Park Assist. l
May 2021 51
BUYING YOUR NEXT PORSCHE
THE LAND SHARK
Offering a different driving experience to any of Porsche’s other products,
the 928 was the brand’s first sports car designed from a blank canvas.
1984’s 928 S2 is our pick of the pack…
F
or those new to the
world of Porsche, or
those who haven’t taken
much interest in the
manufacturer’s output
outside the 911, the
following sentence may generate a
gasp of surprise: the 928 was the first
‘clean sheet’ Porsche production car.
Wait a minute! What about the 356? An
evolution of the Beetle. The 911? An
evolution of the 911. Aha! The 914! A
joint venture between Volkswagen and
Porsche. And before you namecheck
the 924, the 928’s conceptual design
preceded the four-cylinder car by some
margin, the pause button pressed on
52 May 2021
development when the 1973 global oil
crisis caused bods in Zuffenhausen to
wonder whether a thirsty V8 grand tourer
was really what the public wanted at a
time the threat of petrol shortages and
rocketing pump prices were hot topics of
conversation. Besides, as outlined earlier
in this issue of 911 & Porsche World,
the 924 started life as an abandoned
Volkswagen project.
Rear and mid-engine layouts were
considered during early 928 development
work, but a more conventional layout
was decided upon during testing, when
a 300bhp five-litre V8 was used to great
effect, despite factory engineering
boss, Ferdinand Piëch, lobbying for the
£15k +
adoption of a 4.6-litre V10 based on an Above With its pop-up
Audi design. One can only imagine what headlights activated,
the 928 looks less
that flavour of the slippery grand tourer shark and more... frog
would have been like.
In almost every conceivable way,
the original ‘land shark’ was light years
ahead of the big-engined sports cars
being offered by rival manufacturers.
Even today, more than four decades on
from launch, the 928 — complete with
its unusually integrated bumpers — is
unlike any other car. Combining sporty
performance, long-distance cruising
capability and class-leading comfort, the
front-engined, V8-powered Porsche even
bagged the coveted European Car of the
Year award in 1978, the only sports car

Above Have you seen to have done so in the entire history of
the movie, Predator? the competition.
The earliest 928s (Pasha trimmed,
if you’re lucky) made use of a 4.5-litre
engine, but by the time the last-of-the-line
928 arrived in the form of the GTS (read
our buying guide in the March issue of
911 & Porsche World) in 1992, the water-
cooled, eight-cylinder unit had grown to
become a 5.4-litre evolution of the same
lump. Between the first and last 928s,
Below Cabin is a
masterpiece of but before the five-litre S4 and after the
ergonomic design arrival of the 4.7-litre S, lies the S2, a
(and remained 306bhp model available from 1984 and
mostly unchanged
for the entirety of benefiting from Bosch LH Jetronic fuel
928 production), the injection, a twin-head distributor linked
dash and door cards to a high-output EZF ignition system
blending into one
another when the (allowing a higher compression ratio and
doors are closed increased torque), ABS brakes (the first
for a Porsche) and a raft of improved
safety features.
Interestingly, the S2’s V8 was the final
version of the engine to include only
sixteen valves. Hydraulic tappets are
used, and the camshafts are belt-driven,
resulting in what was the longest timing
belt ever seen on a series production
car. The block is made from Alusil, a
hypereutectic aluminium-silicon alloy
allowing the 928 to make of incredibly
tough cylinder bores suffering low wear
— the 928’s V8 is a superbly engineered,
low-stress unit capable of covering huge
mileage with ease, rewarding with largely
fault-free motoring and, in S2 guise, a
whopping 410lb-ft torque.
Most 928s (more than eighty percent,
in fact) are equipped with an automatic
928 S2
gearbox befitting the nature of a grand
tourer, but where early 928s feature a
three-speed unit, the S2 was blessed
with a four-speed that continued to be
used throughout 928 production, well
into the 1990s. Developed primarily by
Mercedes-Benz for its popular SL range,
the four-speed is known for its ‘lazy’
operation, but if the unit is used to its full
potential, an equivalent 928 with manual
transmission will require an extremely
skilled driver to keep up.
WALKING THE DOG
The manual gearbox offered on the S2
was a five-speed with a dog-leg racing
shift pattern (reverse is where first would
ordinarily sit). Like the automatic, the
manual gearbox is a robust bit of kit. A
May 2021 53
limited-slip differential was also offered
as a cost option to original buyers,
so keep an eye out for this desirable
upgrade when scanning the classifieds.
928 interiors have always featured
leather, with most cars displaying cloth
pin-striped seat centres. Full leather was,
of course, available as an option, and
included a trimmed dashboard, centre
console, roof lining and sun visors. This
is incredibly rare specification costing a
huge sum of money when new. The seats
are hardwearing, but check to make sure
the claimed mileage of the car ties in
with the condition of its upholstery.
Like all models in Porsche’s transaxle
family of cars, the 928 S2 offers
performance and practicality in equal
54 May 2021
measure. A huge, covered luggage area
will keep your suitcases hidden with
room to spare, while the rear cabin is
far more generous than a same-age
911. If all of this has you rushing online
to check popular auction websites for
available S2s (and why wouldn’t it?!), we
recommend you look for cars built from
late 1986, when Porsche began fitting
four-piston calipers and bigger discs to
the chin-spoilered, rear-winged wonder.
Commonly referred to as the ‘86-and-
a-half in 928 enthusiast circles, it’s the
model with all the bells and whistles prior
to the introduction of 1987’s S4.
Prices of 928s have risen in recent
years, with interest spiking on the
occasion of the model’s fortieth
anniversary. Since that time, however, Above Even more
the 928 has kept largely under the radar, than forty years after
its launch, the 928
allowing prices to remain stable. There’s looks like no other
a big jump in what you’ll be required car manufactured
to pay between models, though — tidy
examples of the very earliest cars
can fetch upward of £30k, as can S4s
(though digging around can bag you an
S4 in need of attention for £20k) and
GTs. Expect to pay nearer £50k for a
GTS. Pleasingly, an S2 can be bought
for £15k. You’ll pay more for one with a
manual transmission, and low-mileage,
show-ready examples are certainly
creeping up in price right now, but a
late S2 with all the bells and whistles
remains an exceptional grand tourer at
an affordable price point. l
 SERVICE • MAINTENANCE • PERFORMANCE • RESTORATION

T 01787 249924
E INFO@PIEPERFORMANCE.CO.UK
WWW.PIEPERFORMANCE.CO.UK
SUFFOLK, UK
@pie_performance
PIE Performance

January 2021 55
PERFORMANCE ENHANCEMENTS FOR ROAD AND RACE
BUYING YOUR NEXT PORSCHE
THE HIDDEN GEM
The final evolution of a product line starting with the 924, the 968 forged
its own path as a Porsche worthy of your attention, none more so than the
lesser known 968 Sport…
L
aunched in August 1991
for the 1992 model year,
the 968 included a claimed
eighty percent new
parts and design when
compared to the outgoing
944. Even so, lineage back to the 924 of
1976 was clear to see — the basic profile
and window silhouette from the 968’s
curvaceous wheel arches upwards was
obviously inherited from the first model
to be listed in Porsche’s transaxle range.
Keen to forge a ‘family resemblance’
between its then available range of cars,
however, the manufacturer introduced
928-style visible headlamps to the 968,
retaining the 944’s pop-up functionality
when activated.
The 944’s wide rear quarters also
remained, but were joined by more
integrated bumpers, smoother lines
56 May 2021
and gently curved wings. Neat touches
included wing junctions reflecting those
of the 993, as well as door handles
and mirrors shared with the same 911
(they debuted on the 968 before the
air-cooled car). There was a Fuba ‘bee
sting’ aerial, plus subtle Porsche script
between all-red rear light lenses. Model
nomenclature was clearly displayed
above them.
The 968 romped from rest to 62mph
in 6.5 seconds thanks to an upgraded
version of the 944’s four-cylinder sixteen-
valve engine. Displacement was now
2,990cc with a power figure of 240bhp
in a standard state of tune. New exhaust
and induction kit ensured the more
powerful engine could breathe easily,
while updated engine management
electronics and a dual-mass flywheel
enhanced the basic package. Big news,
£15k +
though, concerned the introduction of Above If there’s a
Porsche’s new VarioCam variable valve benefit to hardly
anyone outside
timing system (debuting on the 968, the Porsche scene
the VVT arrangement would become a knowing the 968
feature — some would say a defining exists, it’s the silly low
cost of a 968 Sport
one — of the 993). Applied to the 968’s
M44/43 powerplant, VarioCam came on
song between 1,500rpm and 5,500rpm,
assisting the production of 225lb-ft
torque at 4,100rpm. The last four-cylinder
Porsche until 2016’s 718 Boxster, the 968
had both the power and the technology
to match its streamlined appearance.
A new six-speed gearbox was a ratio
up on the outgoing 944’s transmission.
Those less than thrilled at the prospect
of stirring a stick shift were offered the
then three-year-old Tiptronic system
as a cost option. Familiar equipment
remained in the form of a chassis
inherited from the 944 S2, one that could

Above Fabric comfort trace its roots back to the 944 Turbo. Like
seats replaced the the 951 (Porsche’s internal designator
Club Sport’s buckets
for the original 944 Turbo), the 968
included Brembo four-pot calipers, while
extensive use of aluminium suspension
components kept weight down to a
reasonable 1,370kg.
HOME BASE
Production was moved from the 944’s
home at Audi’s Neckarsulm plant to
Porsche’s Zuffenhausen facility. Echoing
the 944 family, both hard-top coupe and
convertible versions of the 968 were
available to buy. The open-roofed variant
possessed a much sleeker look that
the 944 Cabriolet. Perhaps surprisingly,
performance wasn’t diminished when the
later rag-top was compared to its coupe-
bodied sibling — those brave enough
to have their toupees ruffled would
reach 62mph from rest in the same 6.5
seconds as those safely ensconced in
the closed-roof 968! The interior of both
cars was almost ‘identikit’ 944, but no
matter. All the essentials were present
and correct.
The first 968 hit UK shores in May
1992. If anyone dared dismiss Porsche’s
new offering as a ‘has been’ due to its
familiar appearance, they were very
much mistaken. Autocar declared the
968 as “the world’s best-handling car.”
Car added its voice to the debate, saying
“there has never been a better balanced
front-engined, rear-drive car than the
944 Turbo, yet the 968 is just as good.
Fast, sure-footed and manoeuvrable,
it’s thoroughly entertaining on winding
roads.” The deal was sealed. Porsche
had done what seemed like the
impossible: it had developed the 944 (the
most successful model in the Stuttgart
car maker’s back catalogue up until the
arrival of the Boxster) into a model that
was even more admired by the press.
While there was little to be found
waiting with the standard 968, an
appetite for a more focused version of
A CLUB SPORT IN ALL BUT NAME, THE
968 SPORT WAS ASSEMBLED ON THE
SAME PRODUCTION LINE, BUT WITH MANY
DELETED FEATURES REINSTATED
the Stuttgart-badged newcomer resulted
in the lightweight 968 Club Sport in
1992. Borrowing its name from more
extreme earlier Porsche models, the new
‘CS’ offered a purer driving experience
through the dismissal of the 968’s
standard luxury equipment, including
heavy sound deadening material. In
the January issue of 911 & Porsche
World, we listed the 968 Club Sport as
one of 2021’s best buys. Lightweight
construction, impressive speed and
968 SPORT
excellent handling make this three-litre,
front-engined, water-cooled modern
classic one to watch out for now more
than ever — prices are set to rise beyond
the £25k to £30k you’ll currently need to
budget for a ‘CS’, not least in recognition
of increased attention about to be
unleashed in recognition of the 968’s
thirtieth birthday.
“The Club Sport is a solid car. Buyers
shouldn’t be put off by high mileage,”
stresses Greig Daly at RPM Technik.
“Despite the fact few people outside
Porsche circles know about the 968,
there’s much to be said for the fact
collectors always seem to have a 968
Club Sport in their portfolio of Porsches.
The build quality of these cars is
extremely good and the Club Sport is one
of the best handling cars of the 1990s.
Many surviving examples have led hard
lives on the track, but they’re robust
sports cars and, if you buy sensibly,
you’ll be on the receiving end of a
hugely enjoyable and extremely capable
Porsche at a very reasonable price.”
May 2021 57
 If the cost of getting behind the wheel
of a 968 Club Sport seems too good
to be true, then you’d be forgiven for
thinking spending half to see your name
on the logbook of a near identical car
is the stuff of fantasy. It’s not. You see,
having a stripped-out, track-friendly,
motorsport-inspired Porsche is all well
and good, and though we’re huge fans
of how practical the manufacturer’s
transaxle family of cars is, the state
of Britain’s roads is, for many drivers,
simply too unforgiving to be driving an
aggressive sports car. Indeed, anyone
who has had the pleasure of travelling
across mainland Europe in their Porsche
can attest to just how far behind our
continental cousins the UK is when it
comes to road surface maintenance.
SPORTING LIFE
If you’re put off the idea of buying a 968
Club Sport for fear of a harsh ride, or if
your budget simply won’t stretch to the
sums these cars currently command,
then you should turn your attention to
the 968 Sport, a UK-only variant of the
58 May 2021
Club Sport offered in 1994 and 1995.
A Club Sport in all but name, the Sport
was assembled on the same production
line, but comes with many of the Club
Sport’s deleted features reinstated,
including electric everything and cloth-
trimmed Comfort seats in place of
colour-coded, hard-shelled, race-ready
Recaro buckets. Porsche considered
the Club Sport badge to be a marque of
performance prestige, as per the Carrera
3.2 Club Sport, and priced the 968 Sport
at £29,975, a full £5,500 less than the
Club Sport, a move totally at odds with
modern Porsche pricing structure, where
less usually costs more.
Such was the appeal of a more refined
Club Sport (though, it must be noted,
there were no mechanical differences
between models), the comparatively
luxury-laden 968 Sport outsold the
range-topper by a significant margin.
Sitting between the standard 968 and
the Club Sport, the Sport offers the best
of both worlds and, with prices hovering
around the £15k mark, represents one
of the Porsche scene’s best buys. “You
could buy a 968 Sport, fit bucket seats Above Without doubt,
and, if the example you’re in charge of one of the best
looking (and best
wasn’t optioned with the factory M030 handling) sports cars
uprated suspension package, add beefier of the 1990s
dampers and you’ve got a Club Sport for
a fraction of the price!” laughs Greig.
Andy Wexham at RSR Developments
agrees. “The 968 Sport is an absolute
bargain. The problem you’ll have is
finding one. Few come up for sale, partly
because of low volume production, but
also due to owners being reluctant to
part with their cars. Needless to say,
if you do get the opportunity to own a
968 Sport, then you shouldn’t hesitate.
The 968 range’s three-litre Variocam-
equipped engine is excellent and will
cover huge mileage before needing
attention, while the Sport and Club Sport
offer a more focused driving experience.
Even in the latter’s ‘race car for the road’
trim, the 968 is more of a tourer than
the same-age 911. The 968 Sport gives
you just the right balance of practicality
and performance, allowing you to take it Bottom left Three-litre
inline-four is a tough,
easy during leisurely cruises or pin it on punchy unit with
challenging backroads.” l plenty of torque
BUYING YOUR NEXT PORSCHE

TWO’S COMPANY
Buying your next Porsche doesn’t mean you need to spend all
available cash on the car — consider a lower priced purchase and
invest remaining money in a process of personalisation…
Words Dan Furr and Emma Woodcock Photography Dan Sherwood

60 May 2021

W
hen pulling this
issue of 911 &
Porsche World
together, and
during the course
of conversation
with the various specialists asked for
their opinion on the Porsches worth
considering when working with a budget
of between £4k and £40k, one of the
themes repeated time and again was
the benefit of spending much less than
you can afford and then earmarking the
remaining cash for upgrades, ultimately
resulting in a more personalised — and
arguably more satisfying — ownership
experience than if splashing out top
whack on the newest Porsche available
in the given price bracket. A contingency
budget is always a good idea when
buying a used car, no matter the badge
it wears, but there’s huge satisfaction
in putting your hard-earned cash into a
treasured four-wheeler through choice,
rather than necessity.
Having said all this, we’ve all seen
Porsche restomods assembled at
high cost, especially when it comes
to air-cooled cars, but many owners
simply don’t want to shell out vast
sums of cash to achieve their dream
drive. As far as Porsche sports cars are
concerned, there is often little written in
mainstream media about an alternative
approach. As regular readers will know,
this magazine seeks to champion the
everyman Porsches often overlooked
by other publications. Moreover, we’re
keen to promote the idea of owning
and personalising a Porsche without
breaking the bank.
News flash: the 996-generation 911
is amazing value for money, performs
996 PPT RW 3.9
£10k +
brilliantly as a daily driver and is
available in a variety of flavours to suit
your tastes and budget, with standard
Carrera coupes (some would say the
purest form of a 911) currently changing
hands for as little as £10k. Believe it or
not, you can pay less for a base model
drop-top. Even a 996 Turbo (with its
sublime Mezger engine) can be picked
up for under thirty grand, though many
of the marque experts we spoke to
namechecked the all-wheel drive 996
Carrera 4S as pick of the range, in terms
of value for money and how well suited
the 4S is to British roads.
Four-wheel drive is key to the
4S philosophy, though the primary
transmission hardware underpinning the
996 and early 997 models is identical
to that used by Carrera 4 machines of
the same generations. The arrangement
acts as an addition to the rear-drive
system used by all 996 and 997 Carreras
— two and four-wheel drive variants —
and uses a Cardan shaft to bring power
forward into a ZF assembly driving
the front wheels. The construction
contains two major components: an
open differential and a viscous coupling.
It’s the latter of these which gives all-
pawed 996s and 997s the ability to vary
percentage of power sent to the front
axle. An entirely automatic process,
these changes are brought about by
any speed difference between the front
and rear shafts, which are connected to
a dense collection of vanes within the
viscous coupling, rotating inside a bath
of heat-sensitive fluid. As driveshaft
speed increases, the liquid begins to
warm, becoming increasingly firm
and sending energy forward from the
faster-spinning rear vanes to the front.
May 2021 61
The Porsche system always transfers a
minimum of five percent power to the
front wheels, but this slowly rises with
speed, reaching thirty percent at 155mph
and spiking to forty percent when the
rear tyres lose traction.
OUTSIDE THE BOX
The coupling’s front axle location is a
change from the centre-mounted all-
wheel drive systems used in the 964
and 993 Carrera 4. This alteration allows
the 996 and 997 system to dovetail with
either a six-speed manual or five-speed
Tiptronic gearbox. Current values vary
little between the two transmission
types, showcasing the adaptability of
the Carrera 4S platform. The biggest
challenge you’ll face is trying to find
62 May 2021
a C4S with manual transmission —
Tiptronic is much easier to come by.
With the fundamental technology
explored, we can dive straight into what
makes 996 and 997 Carrera 4S machines
so special. To answer this question,
we backtrack to the late 1990s and
hear howls of complaint over the new
996-generation 911 and its ‘fried egg’
headlights. The work of factory designer,
Pinky Lai, and head of Style Porsche,
Harm Lagaaij, early examples of the
water-cooled model exhibit flowing lines
and share front end styling with the
986 Boxster, much to the annoyance of
owners, reviewers and many marque
enthusiasts who wondered why the
new premium Porsche looked the same
as the manufacturer’s lower priced,
entry level offering. Not unaware of this Above Demand for
criticism, when the time came to design the 996 is increasing,
which is why now is
the range-topping 996 Turbo, Porsche the ideal time to buy
took a very different route. Out went the
soft shapes, replaced at the front by
angular front headlights, a redesigned
front apron (with three deep, distinct
vents and a lip spoiler) and, at the rear,
tweaked taillights and a low-slung
arrangement with triple slatted vents.
Better still are the sides, which combine
sculpted skirts with rear wheel arches a
full six centimetres wider than those of
the standard Carrera.
From 2002 onwards, Porsche fans Below 996 dash
didn’t have to fork out top dollar for doesn’t look as
the new, aggressive look. Retailing for modern as the 997’s
design, but the earlier
just £2,610 more than the 996 Carrera 911’s cabin remains a
4, the Carrera 4S adopted almost all of pleasant place to be

the Turbo’s styling changes. Visually,
only the electronic Carrera spoiler, the
full-width rear reflector and the loss of
both rear wheel arch vents differentiate
this imposing, naturally aspirated
machine from a full-blooded Turbo.
Even now, almost twenty years after its
introduction, the 996 Carrera 4S looks
like it means business.
Styling isn’t the only similarity between
the Turbo and Carrera 4S. The naturally
aspirated car also borrows the eighteen-
inch wheel styling of its force-fed cousin.
The twisty five-spokes measure eight
inches wide at the front and eleven at
the rear, with Turbo-equalling 225 and
295-section tyres respectively. 330mm
drilled discs and four-piston calipers also
occupy the corners, while the suspension
uses Turbo parts to sit firmer and 10mm
lower than any other Carrera.
Power comes from a 320bhp version
of the familiar 3.6-litre flat-six. While both
this engine and the restyled headlights
feature on every 996 Carrera built in
and after 2002, only the 4S has the
hardware and hips to claim a legitimate
relationship to the Turbo. Offered as a
coupe in 2002 and 2003, the Carrera 4S
could be bought as a Cabriolet in 2004.
This four-wheel drive drop-top would
Below Engine has act as swansong for the 996 Carrera 4S,
been fully rebuilt and
increased to 3.9 litres as well as the entire 996 range. What if,
of displacement however, you wanted the best of both
worlds: the purposeful stance, Turbo
styling and aggression of a 996 Carrera
4S — the Carrera 4 carried a standard
Carrera narrow body — but in a two-
wheel drive package? Well, you were out
of luck.
Chris Lansbury, head honcho at
Suffolk-based independent marque
specialist, PIE Performance, has sought
to create the missing link through his
company’s PIE Performance Tuning
(PPT) brand, which seeks to upgrade and
personalise Porsche sports cars with a
lid kept firmly on customer spend. “There
are many specialists with their own line
BUYING A NEEDY 996 FOR LESS MONEY
THAN THE OWNER PLANNED TO SPEND
ON A ‘PERFECT’ PORSCHE FREED CASH TO
INVEST IN A COMPLETE ENGINE REBUILD
of bespoke Porsches, but the price of
what’s on offer is astronomical, certainly
beyond the reach of most owners,” he
says. “The thinking behind PPT is to
afford enthusiasts the opportunity to
create a Porsche suiting their driving
style and the environment their car is
likely to be used in. We can source the
911, Boxster, Cayman or whatever model
a PPT customer wants to drive, though
996 PPT RW 3.9
PPT is also available to owners already
in possession of a Porsche, but, perhaps,
like the idea of mixing things up in a bid
to fall back in love with their car.”
DIFFERENT STORY
It’s true to say changing your car is as
refreshing as changing your car — the
owner of the 996 on these pages has
confirmed the updates made to his
911 have given him what feels a like a
new Porsche, but at a fraction of the
cost. When attempting to guess what
alterations have taken place, those deep
dish HRE multi-spokes and the stickers
on each door are the biggest clues. “I
could never understand why Porsche
didn’t create a 996 Carrera 2S,” shrugs
Chris. “The Carrera 4S system is all
mechanical. There are no electronic
toys at play, meaning switching a 996
Carrera 4S to rear-wheel drive is a fairly
straightforward conversion requiring
little more than ditching the front prop
and utilising different driveshafts. You’re
May 2021 63
then left with what’s essentially a Turbo-
bodied Carrera pushing from the rear.”
The idea appealed to the car’s owner,
who took PIE’s advice and allowed
them to upgrade key suspension and
THE DROP IN RIDE HEIGHT AND THE
FIRMNESS OF THE BEEFIER SWAY BARS
AND BUSHES TRANSFORMS THE WAY THIS
ALTERED FOURBY TACKLES TWISTIES
mechanical components to complement
the new driving experience and altered
chassis dynamics. To this end, Bilstein
B16 adjustable coilovers, adjustable
top mounts and a front strut brace
were added, along with polyurethane
bushes to replace tired rubber in the
control arms. Thicker anti-roll bars (with
64 May 2021
accompanying polybushes) were also
installed, noticeably reducing body roll
during cornering.
Aside from the layout, the biggest
change came in the form of the car’s
beating heart — buying a needy 996 for
less money than the owner planned to
spend on a ‘perfect’ Porsche freed cash
to invest in a complete engine rebuild.
During the process, Chris suggested
increasing displacement to 3.9 litres,
a significant hike in cubic capacity, but
one not costing a vast sum of money
when already engaged in the process of Above 996 Turbo
rebuilding an M96/M97 water-cooled flat- trappings make
the 996 Carrera 4S
six. As you’d expect, the resulting closed- look arguably more
deck oversized engine produces more aggressive than the
torque, power and driver satisfaction later 997 carrying the
same nameplate
throughout the entire rev range, while
Nikasil-coated aerospace alloy cylinder
liners offer superior resistance to wear.
All the usual M96/M97 fixes (point your
browser at bit.ly/911PW202104 and
order the April issue of 911 & Porsche
World to read all about the five areas of
concern when dealing with these units),
such as Intermediate Shaft Bearing (IMS)
and Rear Main Seal (RMS) were carried
out during assembly. Bespoke pistons
deliver reliability and longevity.
This 996’s full-fat flat-six was still
in the ‘running in’ phase during our
time behind the wheel, meaning its Below Quicksilver
exhaust system
full potential will only be realised announces the PPT
after an impending update to its ECU car’s arrival in style
911 (991) “2S” 3.8 pdk (12 - 2012) 911 (991) “2S” 3.8 pdk (62 - 2012) Cayman “GTS” 3.4 pdk (64 - 2014)
GT Silver with red leather Sapphire blue with black leather White pearl with black leather/
30,000 miles £53,000 64,000 miles £50,000 alcantara, 40,000 miles £45,000

Cayman 2.7 pdk (64 - 2014) Macan “S” 3.0 V6 pdk (15 - 2015)
Red with black leather/alcantara Sapphire blue with black leather
37,000 miles £31,000 32,000 miles £37,000

Macan “S” 3.0 diesel pdk (16 - 2016) Macan “S” 3.0 diesel pdk (65 - 2015) Macan “S” 3.0 diesel pdk (16 - 2016)
Basalt black with black leather Dark blue with black leather Volcano grey with black leather
52,000 miles £33,000 41,000 miles £33,000 49,000 miles £33,000

Panamera Turbo 4.8 V8 pdk (64 - 2014) Cayenne 3.0 diesel tip (59 - 2009)
Carbon grey with black leather Basalt black with black leather
10,000 miles £49,000 50,000 miles £17,000

PORSCHES WANTED (2006 TO 2016)

ONSITE SERVICE CENTRE

Our expert, professional trained staff care
about Servicing your Porsche.
BOOK YOUR PORSCHE SERVICE ONLINE
Visit rsjsportscars.co.uk/porsche-servicing/
to view our detailed service options and prices

Bristol Way, Slough, Berkshire, SL1 3QE 01753 553969 www.rsjsportscars.co.uk

software is applied. The installation
of a free-flowing Quicksilver exhaust
system and the subsequent rumble
from the rear announces the arrival of
revised hardware, nonetheless. Even
without lofty power figures to publish,
the 3.9-litre unit delivers noticeable
IT’S DIFFICULT TO SEE WHAT ELSE
PROVIDES THIS MUCH SOPHISTICATION
AND STYLE WRAPPED UP IN AN EASILY
OBTAINABLE SPORTS CAR PACKAGE
increase in midrange torque and is
certainly quicker through gears when
benchmarked against the standard
66 May 2021
3.6, though the inclusion of a 997 GT3
short shifter (vastly reducing throw)
perhaps emphasises the fact in far more
pronounced fashion than we’d otherwise
be able to appreciate.
Regardless of extra grunt and
whether power is being sent to all four
wheels or just those at the back, the
996 isn’t exactly ‘wallowy’ in standard
specification, but fine-tuned camber
and caster, along with the drop in ride Above HRE staggered
height and the firmness of the beefier wheels and a drop in
ride height give this
sway bars and bushes, transform the modified Porsche a
way this altered fourby tackles twisties. huge amount of extra
On rural Cambridgeshire B-roads, road presence
which act as excellent suspension
proving ground thanks to undulation,
inconsistent surfaces and frequent
tight, high-speed bends, this fettled 4S
delivers a compliant ride, absorbing
bumps without compromising feedback
through the steering and, importantly,
remaining pleasingly level when hurled
into corners. Sticky Michelins wrapped
around the anthracite-centred HREs help Below Full-width
to keep the car planted, of course, but rear reflector bar
there’s no twitchiness, no threat of the was dropped for the
first-generation 997
back end shifting unless promoted to do C4S, returning for the
so, even when traction is challenged by facelift model in 2009
April 2021 61
way of sudden dips in the asphalt while
hammering on.
Save for new aftermarket performance
pads, the brakes remain standard
Porsche fayre and are perfectly adequate
for the job at hand. “Everything applied
to a car through the PIE Performance
PPT service is available off the shelf,”
confirms Chris, reinforcing PPT’s
message regarding sensible spend.
“Nothing is specific to the host Porsche,
other than the combination of parts —
what might suit one owner might not suit
the next. We change things up to cater
for each customer, producing a car truly
tailored to their requirements.” He tells
us a larger throttle body and plenum will
be fitted to this silver stunner in advance
of its forthcoming remap, and that
other PPT projects currently in progress
include a 1991 Guards Red 964 Carrera
4 Targa. You’ll have to wait until a future
68 May 2021
issue of 911 & Porsche World to discover
what changes the PIE Performance team
has made to this air-cooled classic, but
rest assured, they’ve been configured
with a sensible, limited budget in mind.
Enter the Carrera 4S market today
and it’s best to arrive forewarned. Both
the 996 and first-generation 997 have
the same unfortunate association with
engine issues as any early water-cooled,
flat-six-propelled Porsche. Don’t let
exaggerated horror stories published
on online forums put you off, though
— now that air-cooled 911s are beyond
the reach of many enthusiasts, the
996 and early first-generation 997 are
special Porsches allowing entry into
911 ownership at relatively low cost,
though amongst the wider 997 market,
a Carrera 4S will command a few grand
more than the equivalent two-wheel drive
car. Even so, that’s a verifiable bargain
for the performance and specification Above It hardly
on offer. There’s more clear air between seems plausible you
can buy so much
the 996 Carrera 4S and more humble Porsche for such little
same-generation models, but a budget outlay right now
of £19k still buys a super-tidy example
of an early 996 Carrera 4S with manual
transmission. Higher-mileage cars will
empty your wallet for much less, but may
come with a requirement for a renewal
of suspension components. Either way,
for the money, it’s difficult to identify
what else provides this much speed,
sophistication and style wrapped up in
an easily obtainable sports car package.
And if you’re feeling particularly shrewd,
a 996 with a faulty engine can be bought
for peanuts — run it over to Chris for
the PPT treatment and you can be in
possession of a 911 with a new, 3.9-litre Below Facelift 996
powerplant and a host of considered did away with the
‘fried egg’ headlights
chassis upgrades for far less than you of the first-generation
might think. l water-cooled 911
 25,000+
PARTS IN STOCK
FOR CLASSIC
VW & PORSCHE
V I S I T HE RI TAGEPAR T S C EN T RE. C OM

• RUN BY ENTHUSIASTS FOR ENTHUSIASTS • 365 DAY RE TURNS

• E XPERT TECHNICAL ADVICE • FREE UK DELIVERY OVER £50
• FAST GLOBAL DELIVERY • CL ASSIC AND PERFORMANCE PARTS

drive@heritagepartscentre.com 01273 444000 #driveheritage

April 2021 37
BUYING YOUR NEXT PORSCHE
THE SUPER-SUV
For the 2003 model year, the Cayenne landed to mixed reception, but the introduction
of a high-output turbocharged variant soon turned frowns upside down…
F
or many decades,
Porsche’s publicity
machine has been one
of the slickest in the
business, yet it curiously
failed to deliver when
the carmaker’s first sport utility vehicle
(SUV), the original Cayenne, was
sensationally unveiled to coincide
with the 2002 Geneva Motor Show.
Event photographs showing one of the
most significant new Porsches ever
assembled caused global jaw dropping
as enthusiasts struggled to take in what
they thought they saw: a dumpy, high-
waisted estate car with styling that could
have been the work of a mainstream
manufacturer. A real Porsche, they
70 May 2021
argued, could be nothing other than a
sleek sports coupe or convertible with
no more than two-plus-two seating and
ground clearance set with manhole
covers, not boulders, in mind. There
seemed a risk that building an SUV
would, long term, devalue the brand
which had been carefully nurtured for
more than fifty years.
We now know, of course, the Cayenne
was a huge success. Porsche planned to
build 25k units per year, but within three
months of the debut, the order bank
stood at 87k, with talk of a three-year
waiting list. Within that time, the Cayenne
became Porsche’s top seller and, twelve
years later, would spawn another hit for
Porsche, the Macan crossover SUV.
£18k +
There were initially two Cayenne Above 957 looks
models, the Cayenne S having a 4.5- utterly modern when
compared to the 955
litre V8 producing 340bhp and 310lb-ft Cayenne, which hasn’t
torque, while the Turbo’s version of the dated well, but can be
same unit gave 450bhp and 457lb-ft. bought at lower cost
Volkswagen’s equivalent SUV, the
Touareg, had less powerful engines in
the form of a 3.2-litre V6 and 4.2-litre V8,
plus a 2.5-litre V6 turbodiesel. Notably,
the Cayenne was Porsche’s first V8-
engined product since discontinuation of
the 928, the brand’s first off-roader since
its tractor range (manufactured during
the post-war years) and, perhaps most
controversial of all, Porsche’s first vehicle
with — shock, horror — four doors.
Though the Cayenne line thus far is
generally considered to be split by two

Above Thumping different generations (9PA E1 chassis
turbocharged V8 from 2002-2010 and 92A E2 chassis
makes light work of
hauling the Cayenne’s from 2011), the initial 955 model was
mass, but there are a superseded by the 957 for the 2008
few problems to be model year. Increased displacement (4.8
mindful of
litres) upped the ante, resulting in engine
output of 486bhp and 516lb-ft. It’s this
model on the pages before you.
Much like 996 and early
997-generation 911s, the first-gen
Cayenne has a reputation for cylinder
bore wear. It’s a rare occurrence, hugely
amplified by online reports from those
unlucky enough to have suffered engine
failure as a consequence of the problem.
Below Luggage A noticeable knocking noise from the
capacity is huge,
front end will tell you if there’s cause for
making a 957 perfect
as a family wagon or concern, which amounts to a complete
a posh workhorse engine rebuild or, best case, the
installation of a donor engine. Walk away
from any Cayenne you suspect is being
propelled by a busted lump. Thankfully,
Turbos feature under-piston oil squirters
which pretty much negate the risk
of damage, but make sure you listen
carefully when the engine is operating
under load and at idle before agreeing to
buy the SUV that’s caught your eye.
KEEP YOUR COOL
The low cost of an early Cayenne Turbo
(early 4.5-litre examples are available
for less than the cost of a 924 S, while
facelift models can be bought for ten
grand) is very appealing, but approach
with caution. “The biggest concern is the
V8’s cooling system,” says Gary Conway,
founder of London-based premium
CAYENNE TURBO
marque tuning and maintenance
specialist, GCAP Performance. “Early
Cayenne Turbos feature plastic
coolant pipes, which send fluid to the
turbochargers, as well as to the engine
itself. These pipes become brittle with
age. Facelift models feature aluminium
parts, but a small number of early
957 Turbos managed to roll off the
production line with the troublesome
plastic pipes in place. It’s essential
buyers check the condition of these
pipes on any prospective purchase.”
He goes on to explain how Cayenne
header tanks can also split over time
(“they’re VW expansion tanks in a super-
hot Porsche engine bay”) and how
coolant loss can be experienced by the
crossover pipe between heads at the
May 2021 71
rear of the engine. “It’s crudely glued into
place. The adhesive softens, resulting in
a loss of fluid. Porsche redesigned the
coolant manifold to cure the problem, but
it’s an expensive part to buy from main
dealers. Some owners bodge the fix with
a grub screw. In contrast, GCAP offers
a well-designed, two-part screw-in pipe
which eliminates any risk of failure and is
significantly cheaper than buying a new
manifold from Porsche.”
FLUID THINKING
Oil changes should be observed every
five-thousand miles and, though Porsche
claims timing chains last the life of
the V8, Gary recommends not letting
the host Turbo run on its original chain
72 May 2021
kit for more than 100k miles. While
either of the Turbo’s V8s (the 955’s 4.5
or the 957’s 4.8-litre unit) require little
maintenance other than an oil change
every five-thousand miles, the ancillary
systems can prove problematic. The
wide-mouth front bumper, for example, is
a magnet for leaves, small stones and a
general build-up of dirt, meaning it’s the
primary cause of damage applied to the
radiator, air-conditioning radiators and
intercoolers. “If the car you’re looking at
doesn’t have functioning air-conditioning,
have a look at the radiators up-front
before assuming a gas recharge is all
that’s required,” Gary advises.
The Cayenne Turbo’s fourby setup can
produce a worrying error message if the
traction control system believes it has Above Find a
a detected a faulty transfer box servo looked-after Turbo
and you’ll be in for
motor. Before you panic, consider the a huge (literally)
health of the host vehicle’s battery. Weak amount of Porsche
units can cause all sorts of problems, for a relatively low
purchase price
from alarm activation to random
dashboard messages. If the battery is
fine, of course, you’ll probably need to
buy a new servo motor. The part when
bought from Porsche is expensive, but
consider the fact the first-gen Cayenne is
based on the Volkswagen PL71 platform,
shared with the VW Touareg and Audi
Q7. This means many of the Porsche’s
parts are available under a different part
number for VW use at much lower price.
Thankfully, replacement of the servo
motor is a straightforward job. l
 Your Club

Porsche Club Great Britain is the only official Porsche Club in

the UK and belongs to the worldwide community of Porsche
Clubs recognised by Porsche AG.

Celebrating our 60th anniversary, we operate for the benefit of our

22,000 members and fondly embrace every model of Porsche.

Join online at porscheclubgb.com or call 01608 652911

porscheclubgb porscheclubgb @pcgb

May 2021 73
 Engine rebuilds all models and Gearbox rebuilds all models Air Conditioning Disc refacing
general repairs & servicing

RGA
London’s Major Porsche Specialist
Units 32-34 Miles St, Vauxhall SW8 1RY
www.rgaporschelondon.co.uk email bob@rgaporsche.co.uk
All work to the highest standard and carried out in house
Mon-Fri 7am-7pm Sat 9-6 Sun call

Tyre supply & fitting Wheel balancing, wheel straightening

Wheel alignment Tel 020 7793 1447 ask for Bob for booking & advice & wheel refurbishment

Jig repairs Restoration & resprays Damage repair including for all Torque tube overhaul
insurance companies 924, 944, 968, 928

74 May 2021

BUYING YOUR NEXT PORSCHE
THE CROSSOVER
Few would have believed a compact SUV would be Porsche’s biggest selling
product, yet the Macan defied expectation to become exactly that…
T
Above Cuter than he Cayenne was a
the Cayenne in colossal hit for Porsche,
more ways that one,
adding to the brand-
the Macan almost
instantly jumped saving efforts of the 986
ahead as Porsche’s Boxster in increasing
biggest sales success
appeal for the marque
to drivers who previously didn’t see
themselves driving a Stuttgart-crested
vehicle. The Cayenne also contributed
massively to Porsche sales success in
new territories, enabling China to usurp
the United States as the manufacturer’s
biggest export market. For the lifestyles
of many drivers, however, despite the
911 getting bigger with every generation,
a Porsche sports car was too small and
a Cayenne was too big. Enter the Macan.
Sharing its basic chassis with the
Audi Q5, but packing application-specific
engine, transfer case, suspension setup,
interior and body panels, the Macan
landed in 2014. Designed by Porsche
Chief Designer, Michael Mauer (he of
Taycan fame), and manufactured at the
Porsche plant in Leipzig, the five-door
crossover SUV was originally intended
to be named Cajun (a portmanteau of
Cayenne and Junior), but instead adopted
the Javanese word for tiger in 2012,
two years after development of the
model began.
MIND GAMES
“Many people think of the Macan as
expensive when compared to the Audi
Q5 or BMW X3,” muses Simon Lenton,
Director of performance car sales
specialist, Dove House Motor Company.
“It’s true to say a Macan priced equally
with either of these crossover SUVs
is likely to be slightly older and have
covered marginally more miles, but I’d
argue the Macan is, in fact, a far better
value purchase, and not just because of
the Porsche’s excellent specification.”
He explains his reasoning. “The reality of
the situation is that when buying a car or
SUV of any make or model, the true cost
of ownership is depreciation. A Macan
will hold its value so much better than
a Q5 or X3. Granted, the initial purchase
price might be slightly higher, but over
time, the Porsche will lose far less of
its residual value. For this reason alone,
MACAN
£27k +
the Macan is undoubtedly the sensible
choice for buyer of crossover SUVs.”
The Macan is produced alongside
the Panamera and Cayenne and comes
with a seven-speed PDK dual-clutch
transmission as standard equipment.
Unveiled at the 2013 Los Angeles Auto
Show, the first production models
were — in true Porsche tradition — the
S and Turbo. The former is a three-litre
V6 producing 335bhp, while the Turbo
boasts a 3.6-litre bent-six chucking out
close to 400bhp, increasing power to
434bhp with the option performance
package. For Asian markets and the
UK, however, Porsche introduced a
punchy two-litre Macan. Powered by a
turbocharged inline-four (liberated from
the Q5 and a variation of VW’s EA888
Gen III unit) offering 249bhp and 273lb-
ft, a top speed of 142mph, four-piston
front brakes (all other models benefit
from six-pot calipers) and significantly
lower running costs, this all-wheel-
drive gem was the first Porsche to be
powered by a four-cylinder engine since
the 968. Proving popular with Britain’s
city dwellers, the format was rolled out
globally for the 2017 model year.
As you’d expect, a two-litre Macan will
set you back significantly less than the
cost of a range-topping Turbo. Expect
prices to start around £27k for a 2015
build. Dove House Motor Company is
currently offering a three-litre diesel 2017
Macan S PDK finished in stealthy black
on black and with just 39k miles from
new for £34,900. Fuel economy is great
on this variant, too, Porsche claiming an
impressive 46.3mpg.
The Macan proved immensely
successful, overtaking the Cayenne
in becoming Porsche’s most popular
product. Amazingly, it did so just twelve
months after launch. The compact
SUV went on to win numerous awards
for mechanical reliability and overall
specification, resulting in 13,209 units
sold by the close of Q3 in 2020. And no,
that’s not an Audi reference. l
May 2021 75
BUYING YOUR NEXT PORSCHE

THE LONG HAULER

Perfect for Porschephiles unable to squeeze their passengers into the
back of a 911, the first-generation Panamera is available to buy at low
cost and comes with a wide range of engine options…

£20k +

S
teve Rogers, co-founder
of performance car
specialist, Maundrell
& Co. in Wantage,
Oxfordshire, takes a deep
breath. “You know,” he
begins, “the Panamera is a very, very
good car, whether driving long distance
or otherwise. It’ll carry four people
in comfort and rewards with a huge
amount of kit, even without the benefit
of an original buyer going crazy with the
Individual Equipment list. A Panamera
certainly offers a more dynamic driving
experience than a Cayenne, which has
many of the same plus points regarding
practicality, but sits significantly higher
off the ground, making it nowhere near
as poised as a Panamera, which is far
better at high-speed cornering thanks to
its low and long body.”
Available in either rear-drive or all-
wheel drive, the front-engined ‘more
door’, which owes more than a passing
nod to the stillborn 989 concept from
the late 1980s, was unveiled at the 2009
Auto Shanghai International Automobile
Show. The 4.8-litre V8-propelled S, 4S
and 490bhp twin-turbocharged Turbo
arrived first, closely followed by the
entry level Panamera and Panamera 4
(rear-wheel drive and four-wheel drive
respectively), equipped with a 3.6-litre Above He couldn’t
quite put his finger on
V6 producing a perfectly respectable
what had changed,
296bhp and 295lb-ft torque. Direct fuel but stepping out of
injection featured across the range, as the Panamera, Dan
felt like a new man
did Variocam Plus.
Panamera prices vary wildly, with
first-generation (970) models available
for half the price of later (971) examples
introduced for the 2017 model year.
There’s no shortage of cars to choose
from, though — dealer forecourts and
online auction websites are seemingly
flooded with 970s of all variants. Lack
of exclusivity means a low-mileage 2010
Panamera 4S, for example, can be yours
for little more than £20k, while a 424bhp

76 May 2021
 PANAMERA

Above Recognising GTS — introduced in 2011, alongside units of all model types were fitted with Recognising the fact, the UK government
China as its most the 375bhp three-litre supercharged a six-speed manual. approved a £5,000 grant toward the
important sales
market, Porsche V6 Panamera S Hybrid, 247bhp Diesel A facelift to the 970 Panamera range purchase price of the E-Hybrid for eager
launched the (again, a three-litre force-fed V6) and occurred in 2013, when a 414bhp Porsche customers.
Panamera at the 2009 range-topping Turbo S, which builds on Panamera S (powered by a three-litre Perhaps reflecting desirability in low
Shanghai Motor Show
the Turbo’s twin-turbocharged 4.8-litre V8 twin-turbocharged V6, replacing the old running costs, a 970 Panamera E-Hybrid
to produce 542bhp — can be obtained for S’s 4.8-litre V8) and a new plug-in hybrid, will cost you upwards of £31k in the
£30k. If you love the idea of a Porsche the 416bhp Panamera S E-Hybrid joined current climate. Most have covered few
sports car, but can’t justify a 911 due to the line-up. As was the case with the miles, but the stop-start nature of the
a need to carry passengers in the back, outgoing S Hybrid, the new PHEV made frequent journeys many are subjected
then the 970 Panamera is an extremely use of a supercharged three-litre V6, but to may mean braking and suspension
tempting proposition. also possessed a 95bhp electric motor. components have experienced
In electric mode only, range wasn’t premature wear and tear. Spares aren’t
SUPER SALOON brilliant (twenty miles on full charge, in short supply, but we recommend
“There’s no two ways about it, the which took more than two and a half asking a marque specialist to carry out
Panamera is a superb luxury sports hours, but was perfectly adequate for an inspection on any Panamera you’re
saloon,” continues Steve. “Maundrell town driving), but fuel consumption was thinking of buying, irrespective of the
& Co. always has fantastic examples reduced to a mind-boggling 91mpg. powertrain it possesses. l
in stock, although we mostly focus
our attention on the 971 generation,
which buyers can just about creep
into if they are working to the very top
end of a £40k budget.” Adding to the
Panamera’s appeal, a V6-powered 970
is a surprisingly economical car to run,
especially in Diesel guise, a variant
known for being the most fuel-frugal
product in Porsche’s entire portfolio of
cars at the time of production. Making
use of a Cayenne-inherited powerplant,
the Diesel shared an eight-speed
Tiptronic S transmission with the S
Hybrid, while the 4, 4S and Turbo were
given the then new ZF seven-speed PDK
gearbox. Less than one-hundred and fifty

May 2021 77
BUYING YOUR NEXT PORSCHE

THE BIG-SELLER
Moving into space once occupied by the 964, the 997 is a hugely popular
911 available at a sensible price and in a high number of trim options.
The 3.8-litre S is roundly the firm fan favourite…

£25k +

T
he 911 has dodged
many bullets throughout
its near six-decade
existence. After the
Stuttgart sports machine
was pulled back from
the brink of death in the 1980s, the
following decade redefined the model,
but new beginnings didn’t come without
controversy — the arrival of the water-
cooled 996 in 1997 was Zuffenhausen’s
most pronounced rethinking of the
original 911 concept. Despite cries of
disdain from purists upset at the new
911’s joint development with the ‘lesser’
986 Boxster, the 996 was a necessary
reaction to Porsche having to embrace
modern technology and call time on its
line of air-cooled cars. Thankfully, the
move proved to be a huge success.
Fast, hugely capable and refined, the
996 was a pivotal 911, but its production
fortunes would be roundly eclipsed
by what was to follow. Introduced in
2004, the 997 is sometimes referred
to (by those less familiar with modern
Porsches) as little more than a
revised 996. This is something of an
oversimplification. Development began
in late 1998. Porsche designers, Grant
Larson and Matthias Kulla, ably guided
by then department head, Harm Lagaaij,
conceived the 997 as a cabriolet first
and a coupé second. The rationale for
this seemingly unorthodox approach
to vehicle design? It was argued the
additional chassis stiffness needed Above The 997 is,
for the open-top would also benefit the many respects, the
best of old and new
fixed-roof model. Traditional cues such 911s combined, with
as a narrow waist and oval headlamps many specialists
recalled past iterations of the 911, while naming the narrow-
bodied, rear-wheel
aerodynamic honing reduced the Cd drive Carrera S as the
figure to 0.28. true driver’s car
Broad wheel arches covered wider
tracks and revised suspension, with
eighteen-inch rims offered as standard
equipment on entry-level cars.
Additionally, where the 996 banished
the 993’s dated cabin furniture and dash
layout, the 997 introduced a completely
new design, one incorporating hints
of what was seen inside the Cayenne.
Standing the test of time, the 997’s
cockpit still feels fresh today.

78 May 2021

Above Carrera S The £58,380 Carrera and £65,000
engine lid hides a Carrera S were first from the blocks. The
350bhp 3.8-litre boxer
former produced 321bhp from its 3.6-
litre six-pot and sprinted to 62mph in five
seconds. With an enlarged 3.8-litre lump
and 295lb-ft torque, the 350bhp Carrera S
was speedier still. This was also the first
time in twenty-seven years the 911 was
offered with a choice of different engine
sizes. Better still, the X51 optional power
pack lifted the Carrera S’s output to a
lofty 376bhp. A six-speed gearbox was
shared with the Carrera, while the hugely
capable five-speed Tiptronic S remained
on the options list.
STOP THE CLOCKS
The Carrera S rode on nineteen-inch
rims with Porsche Active Suspension
Management (PASM) as standard.
A Porsche debut – and the first time
electronically controlled springs and
dampers had been offered since the
959 – PASM enabled firmer suspension
at the touch of a button. The optional
Sports Chrono Package Plus (clearly
identified by the presence of a dash-
top stopwatch and lap meter) added
more dynamic polish, adjusting engine
and throttle pedal mapping, as well
as intervention of Porsche Stability
Management (PSM). Variable-ratio
rack-and-pinion steering also debuted
on the 997 and gave a more direct-
yet-progressive feel. The upgrades
were transformative, as proven when
the Carrera S lapped the Nordschleife
a full twenty seconds faster than the
equivalent 996. Understandably, Porsche
was confident in its new car’s pace and
technical supremacy, as highlighted by
a relaxing of service intervals to 18,000
miles, thereby easing the ownership
experience, though most specialists
recommend sticking to more frequent
fluid changes.
Prior to record-breaking 991 sales, the
997 was the most successful generation
of 911. It’s easy to see why — everyone
A SIX-SPEED GEARBOX WAS SHARED
WITH THE CARRERA, WHILE THE HUGELY
CAPABLE FIVE-SPEED TIPTRONIC S
REMAINED ON THE OPTIONS LIST
raves about the 3.8-litre S-badged 997s,
but even the entry-level, rev-happy 3.6-
litre variant is great. In keeping with
tradition only previously broken by
the 996-generation 911, the 997 was
a direct evolution of its predecessor,
although the major styling updates gave
the impression this newer 911 was far
more than a step on from what came
before. That’s just as well, because
exaggerated stories concerning the
naturally aspirated 996’s supposed poor
997 CARRERA S
mechanical reliability meant Porsche’s
flagship model needed a new image for
a new era.
Both 3.6 and 3.8-litre 997s were
offered in four-wheel drive flavour, as
well as convertible, Targa and coupe
body styles. “I like the 3.8-litre S cars,”
confirms Grant Pritchard at Hartech.
“To my mind, these are the last 911s
that really require you to do the driving,
as opposed to newer 911s, which do
much of the work for you. 3.8-litre
first-generation 997s are great value
right now, with some examples being
offered for around £20k, providing you’re
prepared to look hard enough.”
Maarten Sellmeijer, Managing Director
of Porsche parts and vehicle sales outfit,
TwinSpark Racing & Engineering, a proud
partner of Singer Vehicle Design, is also a
big fan of the 997 Carrera S. “In Porsche
terms, these are hugely affordable cars,”
he says. “The 3.8-litre naturally aspirated
flat-six, rear-wheel drive, narrow body
style and almost 360bhp on tap is a
fantastic combination. The 997 isn’t
May 2021 79
completely analogue, but it certainly
has much more of the ‘feel’ associated
with older 911s than the 991, with its
electronically assisted steering. The 997
is, in many respects, the perfect blend of
old and new.”
NEXT GENERATION
While Porsche made efforts to address
the faults a few unfortunate owners
experienced with M96 and early M97
engines throughout 996 and the 997’s
first few years of production, it wasn’t
until a change to the entire 997 line-up
and a new flat-six design in 2009 that
concerns were put to bed, which is
largely why a second-generation 997 will
set you back up to double what you’d pay
for the equivalent early car. And if you’re
thinking of emptying your wallet for £40k
80 May 2021
or more, you might want to consider the
fabulous first-gen 997 Turbo.
Debuting at the 2006 Geneva Motor
Show, the model featured its own styling,
unlike the 996 Turbo, which shared its
bumpers and other exterior trim with the
same-generation Carrera 4S. Muddying
the water somewhat, the turbocharged
997, while making use of the same four-
wheel drive body as the 997 Carrera 4
and 4S, utilised a development of the
same 3.6-litre, twin-turbocharged flat-six
found in the 996 Turbo, which, in turn,
was inherited from the 911 GT1 race car.
In 997 dress and assisted by a duo of
BorgWarner Variable Turbine Geometry
(VTG) turbos, the engine produces
473bhp and up to 502lb-ft torque. “For
sure, the 997 Turbo is a sharper handling
and more aggressive car than the 996
Turbo,” admits GCAP’s Gary Conway. Above The simpler
“Reassuringly, the GT1-derived ‘Mezger’ look of the pre-facelift
997 has aged better
engine doesn’t come packaged with the than the later model,
problems M96/M97 are known to suffer which comes with
from, and a 997 Turbo isn’t silly money LED light clusters
to maintain,” he adds, before confirming
they do pop up around the £40k mark
from time to time, but it’s an increasingly
rare occurrence. “The tuning potential for
these engines is massive. Recirculation
valves, custom mapping, hybrid
turbochargers, derestricted exhausts.
You can have a 997 Turbo pumping out
700bhp on a stock engine, all for change
out of £50k, and that includes buying the
base car to start with. At half the price,
though, it’s difficult to disagree with
anyone who shouts about the Carrera
S being amazing value for money right
now, even if tuning potential is limited.” l
March 2021 95
BUYING YOUR NEXT PORSCHE
THE SMART CHOICE
Don’t be tempted to buy a 981 Cayman GT4 just because, well, it’s a GT4.
Spend half your budget and hop into a 981 Cayman S instead…
I
t’s difficult to believe the 981
Boxster/Cayman s approaching
its tenth birthday. The model
still looks fresh, even almost a
decade after being unveiled at the
2012 Geneva Auto Show. Sharing
looks with the 991-generation 911 and
the amazing 918 Spyder PHEV helps, of
course, but what the 981 brought to the
Porsche party was more than skin deep
— a chassis forty percent more rigid
than the outgoing 987 Boxster/Cayman,
electronically assisted steering, an
electronic parking brake, a truly modern
infotainment system and introduction
of dynamic transmission mounts (when
Sport Chrono was optioned) were just
some of the features that went some
way toward the 981 feeling hugely more
82 May 2021
modern than what came before.
As outlined the last issue of 911 &
Porsche World, the 981 was a larger
leap from the previous Boxster than
the 987 had been from the 986. “A 981
Cayman S is where I’d put my money,”
reveals RPM Technik’s Sales Director,
Greig Daly, referencing the 3.4-litre
model, introduced in time for the 2014
model year. “Most are kitted-out with a
seven-speed PDK transmission, such
as the 2013-registered 28k-mile Basalt
Black beauty RPM Technik currently has
in stock. Optioned with Sport Chrono
Pack Plus, a Sport PDK steering wheel
with paddles, Park Assist, loads of other
extras and only two owners from new,
the car represents excellent value for
money at £37k, though higher mileage
examples which have passed through Above Better bang
more hands can be picked up for less.” for your buck than a
GT4? The specialists
He also acknowledges the appeal we spoke to seem to
of a 981 Cayman S with a six-speed think so
manual gearbox. “It’s a real driver’s car,”
he argues. “You’ll pick one up for half
the price of a 981 Cayman GT4, but does
that mean it’s half the car? Absolutely
not. The S is hugely capable, great fun,
sounds fantastic and, thanks largely to
the mid-engine layout, is light enough
on its toes to keep up with newer, more
powerful sports cars.”
AUTOMATIC FOR THE PEOPLE
“They hold their value brilliantly,” concurs
Ray at Northway Porsche. “As far as
the semi-automatic gearboxes are
concerned, the jump from an early 987’s

£32k +
Above 981 marks Tiptronic system to the later model’s PDK
the Boxster/Cayman
is obviously very pronounced, but the
breaking away from
the 911 to forge shift from early PDK to the unit fitted to
its own path, as the 981 Boxster and Cayman is another
opposed to earlier
significant level up. In my opinion, a 981
models, which lived
in the shadow of the with PDK is a better drive than one with a
flagship Porsche manual gearbox.”
Simon Lenton at Dove House Motor
Company is another specialist who
recommends a 981 Cayman S as a
sound buy. “I’ve long felt the GTS is
overrated, considering how good an
S is for less money. A 2.7-litre base
model Boxster or Cayman is ideal for
short journeys, pottering around town or
enjoying a casual sunny afternoon drive,
but if you an afford the extra spend on
a Cayman S, then the 3.4-litre engine,
which is the same boxer found in the 991
Carrera, will provide you with significantly
more power and a great deal more fun
behind the wheel. With the 981 model’s
superior handling taken into account, the
Cayman S is one of the best performing
and best equipped sports cars you get
hold of for the money.”
Reflecting Ray’s train of thought,
Simon confirms a PDK-equipped 981 is
981 CAYMAN S
far more popular with Dove House Motor
Company customers. “I like the six-speed
manual, but a 981 with seven-speed PDK
is simply brilliant. They’re incredibly easy
cars for us to sell because the wider
car community also appreciates just
how great modern PDK is.” At the time
of writing, getting into a 981 Cayman S
will require spend upward of £32k, but
rewarding your purchase is a 321bhp
Porsche coupe delivering 273lb-ft torque,
a dash to 60mph in 4.4 seconds, a top
speed of 175mph and fuel economy
reaching 30mpg. l
May 2021 83
HOW TO BUY YOUR SUBSCRIPTION
OFFER 1. DIGITAL EDITION: shop.kelsey.co.uk/NPW
OFFER 2. PRINT EDITION: COMPLETE THE ORDER FORM BELOW
 YES! I WOULD LIKE TO SUBSCRIBE TO 911 PORSCHE WORLD MAGAZINE
YOUR DETAILS
Mrs/Ms/Miss/Mr ............... Forename ......................................................................
Surname .........................................................................................................................
Address ...........................................................................................................................
...........................................................................................................................................
.................................................................... Post / Zip code .........................................
Country ...........................................................................................................................
Daytime phone ............................................. Mobile ...................................................
Email ................................................................................................................................
SAVE MONEY
IF DELIVERY IS TO A DIFFERENT ADDRESS, COMPLETE BELOW
Mrs/Ms/Miss/Mr ............... Forename ......................................................................
Surname ......................................................................................................................... WHY SUBSCRIBE?
Address ...........................................................................................................................
......................................................................Post / Zip code ........................................
Country ........................................................................................................................... l NEVER MISS AN ISSUE
Daytime phone ............................................. Mobile ..................................................
We may wish to contact you regarding our special offers that we believe would be
l FREE DELIVERY DIRECT
of relevance to you. Please tick the boxes to tell us all the ways you would TO YOUR DOOR
prefer to hear from us Email Post Phone Text Message.
We will not pass your details onto third party companies.
l BE THE FIRST TO READ
BEST UK DEAL SAVE 27% NEW CONTENT
I WISH TO SUBSCRIBE BY DIRECT DEBIT PAYMENTS l SAVE MONEY ON SHOP PRICES
OF £23.99 EVERY 6 MONTH
Your subscription will then continue at the low rate of £23.99 every 6 months
Instructions to your Bank or Building Society to pay by Direct Debit
Name of Bank ................................................................................................ OFFER 1. DIGITAL EDITION
Address .........................................................................................................................

1 YEAR
.....................................................................................Postcode ..................................
Account name ..............................................................................................................
Sort code Account number

Signature ........................................................ Date ....................................

Originator’s Id number Direct Debits from the account detailed in this instruction are subject
FOR £37.99
VIA DIRECT DEBIT
to the safeguards assured by the Direct Debit guarantee. I understand
that this instruction may remain with Kelsey Publishing Ltd. and, if so,
8 3 7 3 8 3 details will be passed electronically to my Bank or Building Society.
PORSCHE 911 TARDZA l ROAD TO REIMS l 996 PPT 3.9 l SABINE SCHMITZ

PAY BY CHEQUE / DEBIT / CREDIT CARD

T HE W O R L D ’S B E S T- S E L L I NG M O NT HLY PO R S CHE M AGA ZI NE

UK 12 issues at £52.80
EU 12 issues at £70.20
BUYING YOUR NEW
TAYCAN

NEXT PORSCHE
RWD
DRIVEN

NA 12 issues at £70.20 HOT SHOTS: £4K TO £40K

148 PAGES
REST OF WORLD 12 issues at £75.60 BUMPER ISSUE

I enclose a cheque made payable to Kelsey Publishing Limited (Drawn from a UK bank account)
Please debit my Visa Visa Debit MasterCard DAN GURNEY
PLUS

MANFRED KREMER

Card number SPORTOMATIC TECH

MURRAY WALKER REMEMBERED
MAY 2021 ISSUE 322
£5.99

HOW TO BUY A 470BHP TRACK K

991 GT3 TOY FOR LESS THAN A TENNER
KELSEYmedia

Security number
US $11.99 Can $14.99

BARGAIN MODERN CLASSIC

UK’S OLDEST
Valid from ............ / ............ Expiry date ............ / ............ 944 TURBO
PRACTICALITY WITH
Signature ............................................................. Date ................................... PORSCHE POWER

PLEASE SEND COMPLETED FORM TO:

Subscriptions, Kelsey Media, The Granary, Downs Court, Yalding Hill,
Yalding, Maidstone, Kent, ME18 6AL, UK

PHONE TOLL FREE FROM USA:1-888-777-0275 (7am-3pm EST)

INTERNATIONAL ONLY PLEASE CALL: 0044 (0)1959 543 747
TO SUBSCRIBE DIGITALLY VISIT
Here at Kelsey Publishing we take your privacy seriously and will only use your personal
shop.kelsey.co.uk/NPW
information to administer your account and to provide the products and services you
NPW2020

have requested from us. We will only contact you about our special offers via the
preferences you have indicated above and you can update these at any time by emailing
us at subs@kelsey.co.uk or by calling us on 01959 543 74
SUBSCRIBE TODAY
ON THESE SPECIAL OFFERS
OFFER 2. UK PRINT EDITION

6 ISSUES OR J UST
E V E RY 6 £ 28.99
VIA DIRE IS S U ES
C
F O R B OT T D E B I T
FOR £23.99
VIA DIRECT DEBIT
HP
& DIGITA RINT
E DITIO NSL

PORSCHE 911 TARDZA l ROAD TO REIMS l 996 PPT 3.9 l SABINE SCHMITZ

928 GTS
PORSCHE 964 C4 RESTOMOD l 987 RS60
TECH l BUYING l MACAN TURBO l BUYING 981
PORSCHE 962 RESTORATION l TAYCAN 800V
T H E W O R L D ’S B E S T- S E L L I N G M O NT H LY P O R S C H E M AGA Z I N E

THE WOR L D ’S B ES T-S EL L I NG

M ONTHLY P OR S CHE M AGAZI
NE
BUYING YOUR NEW
TAYCAN
T HE W OR LD ’S B EST- SELLING
MONT HLY POR SCHE M AGAZ
INE

NEXT PORSCHE
RWD

DER vs GT4
987 V8
CAYMAN
DRIVEN
25 YEARS OF
SPY
WDOWN
6.2 LS3
BUILD

BOXSTER
SHOKES ON 718 HOT SHOTS: £4K TO £40K
981 TA CELEBRATING AN ICON
148 PAGES ANNIVERSARY ISSUE
BUMPER ISSUE

PLUS
PLUS HITS AND HISTORY
DAN GURNEY
718 GTS 4.0 DRIVEN
NEW 911 TARGA MANFRED KREMERFLAT-FOUR TURBO TECH
4S DRIVEN
SPORTOMATIC TECH
HOW TO APPLY PLUS
CERAMIC COATINGS MARCH 2021 ISSUE 320
MURRAY WALKER REMEMBERED
£5.50

MONTHS OF CHANGE
K
NEW 992 GT3 FINALLY BREAKSCOVER
APRIL 2021 ISSUE 321
£5.50

K
12
MAY 2021 ISSUE 322
NÜRBURGRING LAP TIME SMASH
£5.99

KELSEYmedia

RISING ABOVE THE CHAOS US $11.99 Can $14.99

HOW TO BUY A 470BHP TRACK K ED KELSEYmedia

991 GT3
US $11.99 Can $14.99

KELSEYmedia
TOY FOR LESS THAN A TENNER US $11.99 Can $14.99

CLASSIC REVISITED
CARGRAPHIC BARGAIN MODERN CLASSIC 911 TURBO 3.0
964 DUO RHD RESTORATION
TUNED TURBO UK’S OLDEST RARE RETRO RIDE
& RS AMERICA
ROADSTER 944 TURBO TRIED & TESTED
PRACTICALITY WITH
29/01/2021 12:14 001POR321_3DF_COVER.indd
1

PORSCHE POWER

TO SUBSCRIBE TODAY
Simply visit shop.kelsey.co.uk/NPW2020
Or call our team on 01959 543 747 & quote offer code NPW2020
Calls will be charged at your standard network rate.
Hotline open: Mon - Fri 8.30am - 5.30pm.

*Direct Debit Print offer only 6 issues for £23.99

BUYING YOUR NEXT PORSCHE

WHITE
TORNADO
Toying with the idea of splashing cash on a turbocharged
Porsche, but need more practicality than a 911 can offer?
Grab yourself a 944 Turbo. Steve Linwood did and is now
the proud owner of what’s thought to be the oldest example
currently in the United Kingdom…
Words Johnny Tipler Photography Dan Sherwood

I
t’s a fairytale: Steve Linwood
bought an unloved 944 Turbo for
a song, buffed it up and, today, he
has a real gem on his hands. It’s
an inspirational story for the rest
of us. “In 2006, a builder working
on my mother’s house spotted the
‘square dash’ 944 Lux I owned and told
me he’d bought a left-hand drive 944
Turbo from a relative who’d imported the
car from Germany. I kept in touch and, a
year later, asked if he wanted to sell the
car, which wasn’t being used. It started
and ran without error, but the MOT had
expired and there were a number of
niggles to attend to.” Steve made an
offer, grabbed the keys and took the car
to his home near the Thames Estuary,
where he decided to right the poorly
Porsche’s wrongs.
In 2016, he attended Porsche Club
GB’s Classics at the Castle meet, held at
Hedingham, near Halstead, Essex. Like
everyone who turned up in a decidedly
non-air-cooled Porsche, he was
directed to the venue’s open meadow,
where the rest of the 944 brigade was
parked. ‘There were ten other 944s in
attendance, but mine stood out as the
best of the bunch,” he smiles. “Later

86 May 2021

in the day, a 944 enthusiast ran over
to me and explained he’d never seen a
Turbo as early as this.” Surprised, Steve
checked the car’s original West German
logbook as soon as he returned home.
The document highlights assembly in
April 1985. Curious to find out more, he
contacted Marc Noack, an administrator
of the manufacturer’s archives in
Stuttgart, who proved the Porsche on the
£25k +
pages before you to be the 123rd 944
Turbo produced. Mark also confirmed
the staggered Fuchs wheels as original
equipment specified by the car’s
first buyer, listed as a firm of fine art
auctioneers in Munich.
Steve paid just £1,700 for his force-
fed 944, though even back then it was
worth significantly more. Riding the
crest of the modern classic sports car
YOU AND YOURS
wave, not to mention the increased cost
of entering Porsche ownership over the
course of the past decade, values of the
terrific Turbo-badged transaxle have
since rocketed — you’ll need to budget
£25k for a good one today, with low-
mileage minters fetching significantly
more at auction. There was a drop-top
variant, too. It’s a rare beast: only 625
944 Turbo Cabriolets were produced,
May 2021 87
none were imported Stateside and
just one hundred of the total built were
configured with right-hand drive. Split
between all applicable territories (the
lion’s share were supplied to UK dealers),
the model’s scarcity has seen it become
one of the most sought-after Stuttgart-
crested convertibles, a far cry from
the ‘not a proper Porsche’ accusations
formerly levelled at the 944, largely
by those who have yet to experience
the quality of engineering, comfort,
performance and practicality these cars
have to offer.
Before we take Steve’s white wonder
for a spin, let’s look at its somewhat
altered specification. The interior,
trimmed in fabulous burgundy leather, is
more or less as Porsche intended, save
88 May 2021
for a MOMO three-spoke, which Steve
cites as offering a more comfortable
seating position due to its diameter
being smaller than the car’s factory
steering wheel. This front-engined,
water-cooled Porsche sits lower than it
did in 1985 thanks to the appointment
of Spax sport suspension, with further
chassis stiffening coming in the form
of polyurethane bushes and a Weichers
strut brace straddling the engine bay.
Potent Brembo four-piston calipers
were fitted as standard equipment
(nicked from the 911 Turbo parts bin),
but unwelcome brake fade when used
in anger has prompted Steve to create a
bespoke ventilation system for the front
stoppers: two precisely installed ducts
in the nose funnel air through baffle
plates, before it passes cut-outs in the Above Turbo styling
front wheel arch liners and is channelled was streets ahead of
the standard 944’s
directly onto the rear of the brake discs looks, but was carried
via custom pipework. over to all 944s on
arrival of the S2 for
the 1989 model year
UPDATES BY DESIGN
K&N filters, a Pro-Gen Performance oil
catch tank, Magnecor ignition leads
and a Torques fuel pressure regulator
greet you when lifting the bonnet. Most
items, including a recently installed new
head gasket, were sourced through
independent Porsche parts supplier,
Design 911, though Steve is keen to
stress his experience playing with the
tidy Turbo has encouraged him to start
his own business producing custom
components for 944s. Pitched as
Weitermotor, the brand came about
 Dashboard
in advance
for Porsche 924 / 944 I series
Please contact us for further information

Fender for Porsche

Por 914
front left / front right

1.259,- €
each side

New in our range

Piece price (Euro) exclude VAT, Dealer enquiries welcome

Ambergstr. 3 • 86633 Neuburg/Donau • Tel (+49) 84 31 / 40 740 • Fax (+49) 84 31 / 42 174 • www.sportwagen-eckert.com • info@sportwagen-eckert.com
as a consequence of the free-flowing
exhaust manifolds he designed for
the very car you see here — he built
a jig and asked motorsport exhaust
manufacturer, Flowtech, to fabricate a
set of 1.75-inch pipes, which he tells
us have greatly improved performance.
An uprated wastegate from Oklahoma-
based Porsche tuning specialist, Lindsey
Racing, is about to be added to the mix.
Into the hot seat. First, I juggle with the
ANYONE WHO ONCE CONSIDERED
FRONT-ENGINED PORSCHE SPORTS
CARS AS ‘ENTRY LEVEL’ (ME INCLUDED)
BETTER THINK AGAIN
driving position to sort the angles and
distances of arms to steering wheel, legs
and feet to pedals, and angle of backrest.
The electric seat adjuster buttons are on
the side of the driver’s seat, but they’re
masked by the handbrake being down
there. Frustrating, but it’s a small gripe,
not least because I’m quickly reminded
how easy the 944 Turbo is to drive. No
fuss, nothing obstructive, just full-on
lusty urge and extremely competent
handling — it’s agile and stable in bends,
90 May 2021
helped by the aforementioned renewal
of suspension equipment. When the
turbocharger kicks in, this car really
does take off in a very agreeable way
— fast and uncomplicated. It’s worth
noting, lag is imperceptible. Admittedly,
Steve’s custom manifolds have sought
to counter any delay between hitting
the gas pedal and feeling a punch in
the back, but even the lag delivered by
a 944 Turbo in standard specification is
overcome by great reserves of torque
The ride is hard, but it’s par for the
course in a sports-GT. The steering
feels firm but equally responsive, and
the gears slot into place perfectly well
in the five-speed gate. In general, the
power assistance is nicely weighted,
though I do have to haul on the steering
wheel in order to get the car to turn in.
On a longish straight, I glance at the
clocks and note 5,000rpm in fourth gear.
I’m not sure what speed I registered
there. 160kph, perhaps? There’s no Above Though the
getting away from it, though: the near 968 offered Sport and
Club Sport variants of
220hp eight-valve 2.5-litre straight-four the transaxle formula,
fitted to early 944 Turbos (later cars the 944 Turbo marked
were equipped with a sixteen-valve unit the last production
924 derivative to use
chucking out an extra thirty ponies) is forced induction
sweet at low revs, but it’s pretty raucous
higher up. The car compensates by
sashaying beautifully through corners,
while ABS ensures there’s no drama
when slowing for the turns. Ultimately,
this is a good car to drive fast, yet easily.
Thanks to the 944’s legendary near
equal front-to-back weight distribution,
the Turbo’s handling is more stable and
predictable than that of a same-age 911,
but when the 944 Turbo breaks away,
the occurrence is more sudden. Put it
this way, at speed with a 911, you’re
engaged in a balancing act, delicately
swishing around the dance floor, but
in the 944 Turbo, it’s a more neutral
experience, until it snaps. It’s more like
a mid-engined car in this respect, which
is fine if you’re provoking your Turbo
deliberately. To bring out the beast, I’m
flinging it into the corners, setting up a
drift like an old-school racer. When you
find that swaying rhythm, it’s almost
dreamlike. Make no mistake, the 944
Turbo is very nicely balanced: chuck it in,
aim for the apex, oversteer, apply some

Above Turbo seats opposite lock and power out, gradually
and interiors came unwinding the steering. The other facet
in a wide variety of
colours and finishes, of this turbocharged transaxle is that it’s
including perforated also a supremely functional car, capable
burgundy leather of accommodating the weekly shop
beneath its vast rear greenhouse.
BRUTAL HONESTY
Am I selling it to you?! Anyone who
once considered front-engined Porsche
sports cars as ‘entry level’ (me included)
better think again. This is reflected in
what we touched on earlier: the current
asking price for a good 944 Turbo now
Below Early 944 matches that of a high-spec 996 or
Turbo 2.5-litre inline-
four is an eight-valver even a first-generation 997. The 944
good for near 220bhp Turbo has become a rarefied choice, a
in stock trim, while declaration and affirmation of Porsche
later sixteen-valve
variants produced connoisseurship. With this in mind, let’s
closer to 250bhp lay a few prejudices to rest.
First up, anything with a Porsche
badge is a Porsche, not an Audi. Nobody
thinks any less of the 914 because it was
propelled by an air-cooled Volkswagen
engine. Most 986s were built by
Valmet in Finland and, like it or loathe
it, Cayennes and Panameras are a fact
of life. As for electricity, the Taycan is
where we’ll all be delving in the second-
hand market, twenty years hence. In
other words, a perfectly balanced, front-
engined, four-cylinder, turbocharged, rear-
wheel driven GT that handles sublimely
and swallows all your shopping is to
be cherished, rather than sneered at.
Water-cooled powerplant? They’ve all
been liquid-cooled for the past quarter
century. A truck engine? Get over it —
the flat-six is a superannuated flat-four.
Both orientations honed to perfection by
YOU AND YOURS
diligent engineers. Engine in the wrong
place? Tell that to Porsche’s fellow Le
Mans winners, including Jaguar, Aston
Martin and the chaps from Maranello.
Aesthetically, of course, the 944 was
spawned by the Harm Lagaaij-styled 924,
macho’d up with chunky 924 Carrera GT-
inspired wheel arches to accommodate
wide rims and broad tyres. A true grand
tourer, then: coupé layout, two-plus-two
seating and generous cargo capacity.
Oh, and along with contemporaries
such as luxury Lotuses, Lambos and
classic Ferraris, the 944 features pop-up
headlights, which were very much a thing
at the point of production. Streamlined.
What’s not to like?
It’s quite obvious Steve bought an
absolute bargain, probably unrepeatable
now, which is why you should grab a 944
May 2021 91
Turbo while you still can. It’s brilliant to
see he’s having a great time fettling his
fabulous four-wheeler while continuing
to uncover bits and pieces of its history.
He simply can’t enough of driving it, and
I can see why. Referencing previous
time spent in what’s become a fast
appreciating modern classic, the best
fun I ever had in a 944 Turbo was at a
track in France, helming a couple of cars
that had originally participated in the
1986 944 Turbo Cup series. The event’s
regulations decreed participating cars
were not heavily modified and, today,
Steve’s car would easily fit the bill.
Anyone could have a crack at it. In
the inaugural seven-race championship,
hobby drivers went head-to-head with
professionals in virtually bog-standard
92 May 2021
944 Turbos. The forty contestants
shared a DM45,000 purse at each race.
The higher you finished, the more you
earned. Initially the curtain-raiser for
ADAC Supercup Group C races, the 944
Turbo Cup blossomed into the 964-based
Carrera Cup in 1990, and by 1993, the
Supercup was tagged onto F1’s coat-
tails. Exalted antecedents.
THINK AGAIN
As mentioned at the start of this
article, Steve’s ownership experience
serves as real inspiration, and I, for
one, am very tempted to seek out
a 944 Turbo, especially an example
with a bit of provenance. Am I playing
devil’s advocate? Of course I am, but
911 & Porsche World editor, Dan Furr,
has recently returned his formerly Above Wide quarters
derelict 1986 944 Turbo to the road can trace their DNA
back to the 924
after dragging it out of the hedge it had Carrera GT of 1980
been left to fester in for more than half
a decade. Meanwhile, my friend, Bert Bottom left Pop-up
headlights are a fun
Vanderbruggen, owns one of only a feature, the likes we’ll
handful of 944 Turbo Club Sports (not an probably not see
officially labelled production model, but again due to modern
road safety legislation
the name applied to a series of chassis
cost options available from main dealers
in period). Whilst visiting my son, Alfie,
who’s based in northern Scotland, I
discovered a tidy 924 S tucked away in a
barn. Truth be told, I’ve always had a soft
spot for the 924 Carrera GT, but a 944
Turbo would mean I didn’t have to mess
around flaring the S’s wheel arches and
fitting a turbocharger. I’m off to check the
classifieds. You should, too. l
May 2021 93
BUYING YOUR NEXT PORSCHE
THE CLASSIC
The successor the 356, the 912 was far more
than just a four-cylinder version of the 911…
D
espite being a rear-
engined sports
coupé like the 356
before it, the 911 was
always going to be
a considerably more
expensive proposition thanks to the
introduction of a six-cylinder powerplant.
Concerned an increased asking price
would reduce overall sales for the brand,
Porsche pulled together a plan of action
intended to produce a more affordable,
four-cylinder version of its new car,
thereby maintaining brand appeal
among less affluent buyers. To keep
development costs low, many of the
same components, including the body
shell, were used across both models.
Initially given the factory designation
902 (to tie in with the 911’s original
901 identifier, which was changed to
911 after a challenge from Peugeot
claiming ownership of three-digit model
names with a zero in the middle), the
car that would go on to become the
912 first appeared in 1965. It fulfilled its
maker’s brief to the letter, combining the
94 May 2021
curvaceous looks of the then new 911
with a simpler, less powerful four-cylinder
lump. Options explored, but ultimately
discounted, included an engine based on
the flat-six, as well a unit derived from
the 1.6-litre Type 616/16 used to propel
the 356 SC. In response to concerns
about the little amount of cash Porsche
had to play with, however, a detuned
version of the 356’s regular engine soon
became the preferred choice.
The resulting 616/36 featured
cast-iron cylinder liners and a finned
alloy jacket in addition to a light alloy
crankcase and matching cylinder
heads. A pair of twin-choke Solex
carburettors and a low compression
ratio of 9.3:1 meant the new 1,582cc
unit developed 90bhp at 5,800rpm.
That’s down 5bhp when compared to
the 356, but the engine delivered its
90lb-ft torque 700rpm lower than that of
its predecessor. A Type 901 four-speed
gearbox provided the drive, while 60mph
was reached from a standing start in
11.6 seconds. Yes, the 912 was off the
pace of the 130bhp 911, but it still put in
£40k +
a respectable performance, especially Above All the charm
at a time when drivers in the car’s target of an early 911, but
without the price tag
market of the USA were experiencing
enforced tightening of speed limits — at
115mph, the 912’s top speed was 16mph
lower than that of its six-cylinder sibling,
yet the smaller-engined Porsche was
faster and quicker than the 356 due to a
more aerodynamic body and advanced
independent suspension.
FLEET OF FOOT
Looking at the 912 and 911 side-by-side,
it may have seemed as if buyers were
being short-changed, but Porsche was
keen to highlight how the four-cylinder
car offered considerable benefits
over the brawny six-shooter. For a
start, superior 44/56 front/rear weight
distribution trumped the 911’s 41/59,
while the 912’s more neutral handling
meant it was less likely to bite at the
limit. Helped by its lighter engine and
lower 970kg weight, the 912 was more
economical too, returning close to
35mpg. With a silver rear badge designed
to let admirers know they weren’t staring

Above Flat-four boxer at the model’s more powerful stablemate
assembly ramped up — 911s wore gold-coloured badges — the
at a rate of knots due
to the huge popularity 912 officially entered production on the
of the 912 after launch 5th April 1965. At DM16,250 (£2,466), the
model cost DM6,000 (£972) less than a
911. It was an instant hit.
“The 912 doesn’t sound like a 911,
but apply uprated barrels and pistons
to the model’s flat-four and it’ll give you
similar power,” suggests Dave Dennett,
Managing Director of classic Porsche
restoration outfit, DSD Motorwerks.
“We look after quite a few 912s at our
workshop in Billericay. Through the
steering and chassis, these cars give the
same feedback as an early 911, but carry
an asking price three times lower. I can
assure you, a short-wheelbase 911 isn’t
three times better than a 912. You just
Below Former works have to make sure you buy sensibly — a
racing driver, Patrick
Long, is the proud rotten 912 can soon rack up bills just as
owner of an early 912 quickly as a 911 in need of attention.”
By the close of 1965, 6,401 912s
had shifted out of dealer showrooms.
This figure is almost double the 911’s
3,390 sales volume for the same period.
Interestingly, until production of the 356
ended in September of the same year,
Porsche limited availability of the 912
to continental Europe, but from then on,
the car was available to buy in the United
States. With a price tag of $4,700 against
the top-line 911’s $6,500, sales success
was assured.
SPOT THE DIFFERENCE
Though it was built to attract buyers
who couldn’t stretch to the pricier 911,
the 912 was virtually indistinguishable
from the more expensive Porsche. As
mentioned earlier, the cars shared the
same body, but also the same fifteen-
inch wheels and the same 165HR tyres.
Moreover, the 912 used the same size
912
brake discs and the same suspension
as the 911. That said, the cars could be
told apart if you knew where to look. For
example, the 912 made use of plastic
interior trim (where wood adorned the
911), and where there was a complement
of five dash dials in the faster car, buyers
of four-cylinder machine had to settle
for three. Also, the 912 lacked the black
plastic finish atop the 911’s painted dash,
a feature inherited from the 356.
Signalling what was the follow with
the 914 from 1969, production of the 912
was shared between Porsche’s factory
in Zuffenhausen and Karmann’s plant in
Osnabrück. A year after its introduction,
and in keeping with what was happening
with the 911, the model underwent its
first round of revisions. An increased
track meant better roadholding, while
a five-speed gearbox was offered as
a special cost option. The extra ratio
May 2021 95
was standard equipment on 912s sold
in the UK, but race-style shift patterns
had proved difficult for many US buyers
to gel with, hence the fifth cog not
being forced upon them. Matte black
dashboards with a brushed aluminium
panel also become de rigeur. In Germany,
the 912’s price rose to DM17,600,
although this was significantly cheaper
than the 911 S, which was being offered
at a far loftier DM24,480. Meanwhile,
the most desirable garnish added to
the 911’s recipe was a Targa roof.
Predictably, the semi-open style went
on to become a popular fixture of the
912 range. Featuring a removable roof
panel, zip-out rear windows and what’s
now an instantly recognisable brushed
aluminium rollover hoop, the 912 Targa
launched in December 1966 and was
followed by an updated model with a
fixed glass rear window two years later.
A programme of timely and constant
model updates mirroring those of the
911 made the 912 even more desirable.
The five-dial instrument cluster from
96 May 2021
the flagship Porsche became the 912’s
standard equipment in 1967, while
Fuchs five-spokes became a cost option
allowing your entry-level Stuttgart
speed machine to look even more like
a 911 than it already did. Heightened
specification, however, attracted
heightened cost — at £1,974, buying a
912 in the UK would save you only £462
over shelling out for a 911.
UNITED FRONT
In 1968, in addition to softer interior
furnishings, USDM 912s gained
mandatory front and rear running
lights in response to Stateside road
safety laws. At the same time, 911
production finally eclipsed that of
the 912, but the writing was already
on the wall for the four-cylinder car;
increasingly restrictive emissions control
regulations, not to mention the arrival
of a new entry-level 911 in the form of
the 100bhp T, encouraged Porsche to
look to the future. The jointly developed
Volkswagen-Porsche 914 project was
waiting in the wings. Consequently, the Above A few choice
912 was discontinued in 1969. tuning upgrades will
transform the 912
By the time of its demise, the 912 had into a lively 911-baiter
adopted a wheelbase increase of 57mm
and had the Porsche factory designation,
912 B. One could argue the four-cylinder
stunner was killed off in its prime – its
2,268mm wheelbase not only offered
improved handling when compared to
earlier incarnations of the model, but it
also delivered more optimised weight
distribution. Elsewhere, the car’s freshly
flared wings were capable of covering
six-inch wide wheels. But wait! That’s
not the end of the story — just like a
character in a long-running soap opera,
the 912 was brought back from the dead.
Sold exclusively in the USA, the 1976
912 E (the E meaning Einspritzung, the
German word for fuel injection) looked
largely the same as the 912 of old,
Below 912s were
although it now wore the 911’s updated popular with police
G-series bodywork, including accordion- forces and were used
esque impact bumpers. Unfortunately, in competition trim,
encouraging orders
with 86bhp and a compression ratio to pour in through the
of 7.6:1, power and performance were dealer network

much lower than expected — the zero to
sixty dash took 13.5 seconds, while the
car topped out at 109mph. A five-speed
gearbox was standard equipment.
At $10,845, the new 912 found
itself positioned between the 914 and
the 911 S. Production started in May
1975. Luxury options included air-
conditioning, an electric sunroof and a
limited-slip differential. 2,099 examples
of Porsche’s second-gen budget build
were assembled, adding to the 30,895
912s made between 1965 and 1969.
These numbers are important — it’s
worth remembering that before the
introduction of the 914 and the later
924, the 912 brought Porsche ownership
into the realm of many more car buyers
than the 911 was able to manage on
its own. It can be argued that this very
same affordability became the model’s
undoing: whereas the four-cylinder
914 and 924 look completely different
from the 911, the 912 looks exactly
the same, thereby implying matched
levels of performance. The resulting
over-expectation often delivered
disappointment, tarnishing the reputation
of what is, in truth, a fantastic car.
Of course, that was then, this is now.
More than four decades after the last
912 E rolled off its assembly line, and
more than fifty years since the end of
original 912 production, the model is
regarded as a fully-fledged modern
classic in its own right. Top Gear USA
host, Tanner Foust, has one, as does
Below 912 E was former Porsche works driver and
introduced as stop-
Luftgekühlt event founder, Patrick Long.
gap between the end
of 914 production and The same goes for F1 smiler, Daniel
the arrival of the 924 Ricciardo. If the 912 is good enough for
them, then it’s definitely a car those on
the hunt for an air-cooled classic, but
working to a limited budget, should be
considering.
UNSUNG HERO
The 912’s role in keeping Porsche’s
coffers topped-up long enough to
enable continued production of the 911
shouldn’t be underestimated, even if
today’s rapidly rising purchase prices
mean a 912 is now anything but the low-
cost Porsche it was originally designed
to be. At the forefront of 912 servicing
and sales for more than two decades,
Revival Cars has witnessed first-hand
IN 1968, IN ADDITION TO SOFTER INTERIOR
FURNISHINGS, USDM 912s GAINED FRONT
AND REAR RUNNING LIGHTS IN RESPONSE
TO STATESIDE ROAD SAFETY LAWS
the change in fortunes for the 911’s little
brother, which has gone from underdog
to cult classic, with a fanbase (and rising
values) to match. In fact, not long after
we visited Max’s natural habitat for a
recent feature in our sister title, Classic
Porsche, increased demand for his
team’s services saw Revival Cars move
into a workshop fifty percent bigger than
what he’s used to operating in. “More
customer cars means we need more
ramps, which means we need more
space!” he smiles. “We focus primarily
on mechanical work, with the servicing
and recommissioning of 912 engines
and gearboxes being our chief concern.
912
We also source cars for customers,”
he adds, prompting us to wonder how
many 912s are in the UK. “More than
most people think. There’s a growing
number of surviving examples in Britain,
as demonstrated by the Revival Cars
customer base, accommodating owners
all the way up in Scotland to those down
in southern England. It’s an eclectic
mix reflecting the 912’s status as an
appreciating classic.”
Does a surge in interest and newfound
respect for the 912 translate as cars
kept in better condition? “Absolutely,”
Max cries. “The 912 world has changed
massively on all fronts. We used to
accept cars in a rough state and were
asked to get them up to a desirable
standard, whereas today’s customers
arrive with 912s that are, generally, in
pretty good order. As you can imagine,
though our client base has changed as
a result of 912s ramping up in value,
we see many of the same cars we
worked on many moons ago. The main
difference is that the increased value
of these old Porsches means today’s
owners are prepared to spend more on
the upkeep of their cars than many have
been able to in the past, which should
inspire confidence in anyone thinking
about entering 912 ownership.” l
May 2021 97
BUYING YOUR NEXT PORSCHE

GO YOUR £40k +

OWN WAY
Who says all air-cooled 911s need to be in show-winning
cosmetic condition? Not budget conscious ‘bitsa’ builders
like Car Bone founder, Paweł Kalinowski, that’s for sure!
Words Robb Pritchard Photography Piotr Tuora

98 May 2021

N
ot everyone is the
fortunate position of
being able to buy an
immaculate air-cooled
classic. Then again,
not everybody wants
to own a Porsche in the kind of condition
that’d warrant it worthy of display in
a museum. After all, fear of accruing
stone chips or worry about a creeping
odometer isn’t exactly in keeping with
what most of us consider enjoyable
driving. Enter Paweł Kalinowski’s unique
“recycled 911”, affectionately nicknamed
Tardza, an unusual classic Porsche
beginning to make a name for itself in
the worldwide enthusiast community.
The background to the Tardza story
is just as important as the car itself.
Paweł’s love of Porsche was ignited
shortly after his sixth birthday, when his
elder brother solemnly announced the
911 as “the best car ever made”. From
this moment, a Porsche poster took
pride of place over Paweł’s bed, until,
as a young adult, he could afford his
own Stuttgart-crested speed machine,
taking the shape of a black 1983 911
SC. There was, however, trouble in
paradise — Paweł’s Porsche was driven
just four times before he decided it was
in less than satisfactory mechanical and
cosmetic condition, a conclusion leading
him to strip the car to a bare shell in
readiness for a nut and bolt restoration.
Back then, engine bay technical stickers
911 TARDZA
(to replace the age and heat affected
originals) were difficult to come by,
which is why the young petrolhead
used his skills as a graphic designer to
produce faithful replicas. To his surprise,
his preferred printing company would
only accept his artwork if he placed
an order for a hundred of each of the
five stickers he’d copied. Left with little
choice, he accepted the firm’s terms.
BONE TO PICK
The frustration of sitting on 495 surplus
stickers led him to advertise them as
available for purchase on the Pelican
Parts website. He credits this decision
as the seemingly innocuous beginning
of his successful independent Porsche
May 2021 99
parts and accessories business, Car
Bone, not only because he managed to
sell every last sticker, but also because
he was quickly inundated with requests
from forum members asking him to
produce engine bay sticker sets for many
different Porsche models. He obliged.
Body graphics came next, closely
followed by t-shirts, interior trim and
the supply of lightweight polycarbonate
windows. Move the clock forward by
seven years and Paweł now employs
twenty people. Such is the impressive
rate at which Car Bone continues to
expand, the company outgrew its 800m2
facility within six months of moving in
last summer. Just what he needed in the
middle of a pandemic. Sheesh.
100 May 2021
All of this leads us to Tardza, which
is a portmanteau of Targa and rdza, the
Polish word for rust. You can probably
predict where this story is heading! A
couple of years ago, a Seattle-dwelling
friend of Paweł’s wanted to be relieved
of the tatty 1984 911 Carrera 3.2 Targa
rolling shell he’d acquired. Knowing Car
Bone’s top dog’s penchant for affording
air-cooled Porsches a new lease of life,
the impotent Targa’s owner gave him
first refusal. He couldn’t resist. Paying
for something unseen is, he admits, a
risky move, but he had faith in his friend’s
description of the car and looked forward
to taking delivery. Unfortunately, what
arrived in Poland was rougher than
anticipated — a previous owner battling
homelessness and drug addiction, Above Imported to
but able to afford an air-cooled 911 Poland from Seattle,
what started life as a
before his troubles set in, had spent a Carrera 3.2 Targa has
considerable amount of time living in many stories to tell,
the car, which, regrettably, he crashed. as highlighted by its
unusual battle dress
He was unable to pay for the required
remedial work, which is why the pranged
Porsche was bought by the garage which
had been commissioned to carry out
post-accident evaluation. Determining rot
was setting in and the car was beyond
economical repair, the workshop’s
owners decided to strip the ill-fated 911
for parts before selling the remaining
rolling shell to Paweł’s pal in Seattle. Below 930 Fuchs
This issue of 911 & Porsche World were gifted to Paweł
by a Car Bone
is dedicated to getting the best bang customer excited by
for your buck. Though a broad budget the Tardza project

of between £4k and £40k covers many
different Porsches, it’s unlikely to stretch
to a fault-free air-cooled 911. Sure, some
leggy 911 SC Targas might just about
drop into the top end of that budget, and
if you’re happy to sit behind the wheel
of a left-hand drive car, then the quality
and variety of classic 911s available
to you opens up considerably. Then
again, as Car Bone ably demonstrates,
the opportunity to buy new and used
Porsche spares from many different
aftermarket retailers, as well as
Porsche’s determination to constantly
expand its Porsche Classic legacy parts
catalogue, means that if you’re happy
to drive a ‘bitsa’ (it’s funny to think the
idea would have been totally frowned
upon in the not too distant past), if
you’re handy with a set of spanners and,
importantly, if you don’t mind your car’s
Below 911 Targas of cosmetic condition being a long way
all varieties can be off coining silverware at your next local
bought at much lower
cost than coupe- concours competition, then old-school
bodied models 911s are out there for you to get hold of
without the need to sell a kidney. A word
of caution, though: there are few more
expensive cars than a cheap air-cooled
Porsche. Go into any such purchase
with eyes wide open and factor a
contingency budget into the price you’re
prepared to pay for the car. Consider
the fact a high-miler’s engine might
need a rebuild if there’s no supporting
PAWEŁ’S CREATIVITY, COMBINED WITH THE
THEME OF HIS CAR BEING A HODGEPODGE
OF PARTS, RESULTED IN HIM FASHIONING
NEW ROOF OUT OF ARMY TENT CANVAS
paperwork to suggest the work has
already been carried out. Accept you
may be faced with the cost of renewing
tired suspension components, including
bushes and ball joints, almost as soon as
your name appears on the car’s logbook.
As far as bodywork is concerned, poke,
911 TARDZA
prod and, if in doubt, ask a specialist to
carry out an inspection. If, like Paweł,
you’re happy for your air-cooled 911 to
be in a poor cosmetic state (but solid in
all the right places), then you’re likely to
be able to take comfort from the fact you
can’t see much in the way of damaged
exterior panels and paintwork when
you’re behind the wheel, which, after all,
is where you should be getting most
enjoyment from a Porsche — these cars
are meant to be driven!
This is certainly Paweł’s attitude — he
talks of his semi-open-top 911’s rusty
front wing in terms of it being a badge of
honour. It’s definitely a reminder of the
May 2021 101
car’s colourful history and is undoubtedly
the most eye-popping feature of Tardza,
which has been returned to the road
using parts sourced from all over
Europe. A donor Carrera 3.2 engine, for
example, was purchased from an eBay
user in Germany. It’s joined by a donor
915 gearbox linked to a Sharkwerks
short shifter, while the car’s wheels —
genuine Fuchs originally fitted to a 911
Turbo (930) and wrapped in Vredestein
black circles — were gifted to Paweł by
a Car Bone customer excited about the
devil-may-care approach to the Tardza
project. It’s a purist’s nightmare and the
antithesis of the ‘matching numbers’
ideal. We love it.
A major consideration for anyone
thinking of buying a classic Targa is
102 May 2021
the likelihood of leaks. These cars are
famous for it, with water finding its
way into the cabin through multiple
places, presenting the potential for
severe internal bodywork damage if left
unattended. Unsurprisingly, Tardza’s
original Targa top was in a terrible
state, but look closely and you’ll see its
replacement is finished in a shade best
described as ‘military green’. Paweł’s
creativity, combined with the theme of
his car being a hodgepodge of parts,
resulted in him fashioning an entirely
new roof out of army tent canvas that’d
been collecting dust in a friend’s garage
since the 1970s. Quirky details continue
beneath the fabric lid: from afar, the
seats project a vibrant chequer pattern,
but on closer inspection, they resemble…
deckchairs. So rotten was this 911’s Above Seat centres
seat centre fabric, Paweł dismissed have been left fully
exposed, now making
it in favour of exposing the guts of use of custom weave
each ‘tombstone’. The multi-coloured
framework you see here was intended to
be put together by Car Bone’s in-house
upholsterers, but they were so busy with
customer orders that Paweł decided to
do the work himself. He used different
colour material to create an attractive
Recaro-esque basketweave, which in
keeping with the ethos of the build, cost
a fraction of what new seat covers or a
retrim would demand.
ABOUT TIME Bottom left Unusual
A duo of Heuer stopwatches is mounted approach to engine
lid grille is just one
on the dashboard, joining a similarly of Tardza’s many
styled clock and a rev counter with engaging features
DO YOU NEED...
...highest quality body panels for your classic Porsche® 911?

591167

591030

591167-1 591167-2

591021-0
591065-1

591010

591041A (L)
591042A (R)
591003

INSIDE
591063-1 (L)
591003-1 591063-2 (R)

OUTSIDE
591001 (L) 591051 (L)
591002 (R) 591052 (R)

May 2021 103

custom Tardza graphics. There’s a 230-
volt power adaptor switch — made from
Bakelite and claimed to be almost a
hundred years old — sending feed to a
Marshall (yes, the guitar amplification
people) wireless Bluetooth speaker,
should Paweł ever get bored of the
donor flat-six’s air-cooled rasp. Talking
of which, another interesting feature
of this car is the engine lid grille. The
original was busted, but rather than
seek a like-for-like replacement, Paweł
took inspiration from an art movement
known as Unism, founded in the 1920s
by renowned Polish avant-garde painter,
Władysław Strzemiński, a man born in
Łódź, Paweł’s home city. The accepted
definition of Unism is the merging the
conceptual absolutisation of art with the
reification of artistic structure, though
104 May 2021
Paweł suggests it’s easier to think of it
as learning to see unrecognised shapes
in different types of artwork. Needless
to say, Tardza’s engine lid grille is quite
unlike anything we’ve seen before,
though it performs exactly the same
function as the Porsche part and goes
some way toward furthering the idea
a 911 can be played with by its owner
however they see fit — all they need to do
is think outside the box.
NEVER ENDING STORY
Largely because Tardza isn’t a
conventional Porsche restomod, Paweł
doesn’t ever think the project will be
finished (“I’m always thinking of new
and exciting things to do with the car!”).
We’re not going to pretend what he’s
created is to everyone’s tastes, and
we’re certainly not going to suggest you Above The G-bodied
should rush out and buy a rot-ravaged Targa looks better
with each passing
911 lacking an engine, but what this year and can be
project does prove is that if you want bought at the lower
to do things differently, then an air- end of the air-cooled
911 price spectrum
cooled ‘doer upper’ is the perfect blank
canvas for you to indulge your passion
for Porsche. Best of all, thanks to the
now accepted Outlaw movement, not
to mention the increasingly high profile
(and manufacturer approval) of Porsche
modifiers, such as Magnus Walker and
Rod Emory, the likelihood of you being
frowned upon for driving a Porsche a
world away from standard specification
and in less than pristine condition is a
thing of the past. You’re more likely to get
people asking what the story is behind
your personalised air-cooled classic, and
we’re sure you’ll enjoy telling them. l
 London’s leading Porsche specialist
for over 45 years

Ivey House, Hollyfield Road, Surbiton, KT5 9AJ

info@charlesivey.com 020 7731 3612 www.charlesivey.com

May 2021 105

FROM SPEEDSTERS
TO STUTTGART
In 1961, former Ferrari works driver, Dan Gurney, joined Porsche for two years of sports car and F1
racing. In the first instalment of a fascinating two-part feature, automotive historian, Karl Ludvigsen,
looks back at events leading to the legendary racer’s time with our favourite manufacturer…
Words Karl Ludvigsen Photography Porsche

106 May 2021

 DAN GURNEY

C
Above A gearbox huck Stoddard, the pair, bought a 1956 example, trading which caught the attention of Ferrari
problem at Brussels founder of the famous in his Triumph TR2 and paying $100 importer and owner of North American
in April was Gurney’s
only retirement in the Cleveland-based a month to the bank. “They probably Racing Team, Luigi Chinetti, who offered
1961 season Porsche parts and didn’t realize what I was going to do Gurney a drive in a 250 TR for the 1958
sales centre bearing his with the car!” What he did do with it was 24 Hours of Le Mans. Running hard in
family name, recalled take to local roads and race the similar fifth place before handing the controls
how the Speedster tempted some of his Speedster bought by his buddy, Ronald to teammate, Bruce Kessler, earned an
customers into a 356. “They became ‘Skip’ Hudson. “We slammed our cars invitation to test for the Ferrari works
enchanted with the Porsche driving around turns, skidded them, downshifted team and, following the successful path
experience, but many began to hate how and had ourselves many a two-man of Phil Hill, Gurney became a Maranello
Facing page In the cold and leaky a Speedster could be,” Porsche race,” Gurney said many years man in 1959, scoring two podium
1961 Monaco GP,
Gurney (pictured he said. “They soon traded up to a ‘real later, acknowledging how much the pair finishes in four races.
being chased by Phil quality’ Porsche coupe. The unexpected learned from their Porsches, as well as
Hill’s Ferrari), finished consequence of this trend was that how their high-speed sparring opened EYES WIDE OPEN
fifth, two laps behind
winner, Stirling Moss many used 356 Speedsters became the door to the big time, with Gurney In 1960, he switched to Britain’s BRM,
available at low cost and were snapped going on to become one of America’s which presented a new mid-engined
Below Reims tradition up by budding SCCA racers working most celebrated racers. Formula One car at a time when Ferrari
for slipstreaming
duels is spectacularly with limited budgets. These Porsches His big break came in 1957, when he still believed the horse had to pull the
upheld in July 1961 then began showing up in quantity at was invited to test a 4.2-litre Maserati- cart. “I had a front-row seat for the
in the battle between weekend racing events. Needless to say, powered Arciero Special with Ferrari design contest,” said Dan. “I could see
eventual winner,
Giancarlo Baghetti, this gave Porsche tremendous exposure running gear. The car was very fast, that an engine in the rear, behind the
in a Ferrari and to the USA’s growing sports car crowd.” but handled terribly. Even so, Gurney driver, was the way to go.” BRM, however,
Gurney’s Porsche In California, two friends and eager managed to push the Mistral-bodied suffered what was essentially the exact
(12), with occasional
intervention from Jo competitors saw 356 Speedsters as their brute to a second-place finish at the opposite of the Ferrari season. “There
Bonnier (10) way forward. Dan Gurney, the younger of inaugural Riverside Grand Prix, a result were quite a few instances where the

May 2021 107

cars just fell apart. Jo Bonnier, Graham
Hill and I were teammates with twenty-
seven starts between us in 1960, but we
could only manage three finishes, taking
one each. One! I liked the people at BRM,
especially the mechanics, but the team
just couldn’t keep it together.”
Ahead was the 1961 season, with a
big change in displacement from 2.5
litres to 1.5 litres for the engines of
Formula One cars, equivalent to a drop
from 270 to 170 horsepower for the first
units to roll out. Gurney, a big man who
had made his name in big cars, wasn’t
a fan of the new regulations. He likened
driving the resultant four-wheelers to
pushing hard in a Volkswagen Beetle,
keeping the pedal to the metal while
rowing along with the gear lever. “They
were so underpowered that you reset
your hourglass and started going up
through the gears!” As a getting-to-
know-Porsche exercise on 24th July
108 May 2021
1960, however, Gurney raced a works
single-seater, the Type 718/2, at the
Solitude circuit near Stuttgart, a sinuous
seven-mile road course through forested
countryside. “It’s a great track. It gets
your attention. It demanded a lot of
finesse, very definitely.” His mount
was an experimental version of the
Formula Two Porsche with more angular
coachwork penned by Ferdinand ‘Butzi’
Porsche. Enzo Ferrari spoiled this home-
town Porsche party by sending his first
rear-engined F2 car, which Wolfgang von
Trips drove to an impressive victory.
FIVE ALIVE
Only Zuffenhausen’s Hans Herrmann,
who was driving the F2 Porsche for the
first time, gave ‘Taffy’ Trips a strong
challenge, placing second. In a clump
of cars half a minute behind him were
the BRM trio of Bonnier, Hill and Gurney,
all in Porsches. “I’ve never had to drive
so hard just for fifth place!” gasped the Above Gurney
latter when interviewed after the hard- driving a 718 at
Karussell during the
fought 142-mile race. Exhausted he may 1,000 Kilometres of
have been, but his efforts were enough to Nürburgring in 1961
secure an offer to drive for the Porsche
factory team in 1961.
He was signed by the firm’s racing
director and public relations chief,
Huschke von Hanstein, who had a
good eye for talent. Pleasingly, unlike
Gurney’s contract with BRM, the Porsche
paperwork gave him the advantage
of being able to compete for the
works team in sports cars as well as
Formula racing, just as he’d done for
Ferrari. Things could have got off to a
better start, though — Gurney courted
controversy when, instead of piloting a Bottom left Preparing
to leave the pits after
Porsche, he arrived for the 1961 season a long stop to fix an
in a Chevrolet Corvair he’d shipped to ignition problem,
Europe with the intention of using the car while Huschke van
Hanstein leans into
to ferry him to and from each race. At the cockpit next to co-
least it was rear-engined and air-cooled! driver, Jo Bonnier

“I thought he was just fine,” Gurney
said of von Hanstein. “We had an
understanding fairly early on. I caught
him doing a couple of things that I wasn’t
very happy about and I let him know of
my dissatisfaction in a big way, in front
of others. The two of us developed
a certain amount of respect for one
another. I remember he had a twinkle
in his eye all the time and covered the
whole waterfront pretty thoroughly. He
ALTHOUGH AWARE ITS RSK-DERIVED
718/2 WAS LESS THAN A FULLY-FLEDGED
FORMULA ONE CAR, PORSCHE STRUGGLED
TO PRODUCE A DEFINITIVE RACER
Below and facing knew human nature and had a great
page Reims tradition sense of humour. Importantly, he held
for slipstreaming
duels is spectacularly himself to a very high standard. He was
upheld in July 1961 old aristocracy, in a way that was very
in the battle between complementary. He had links to all these
eventual race winner
Giancarlo Baghetti great families in Europe and managed to
(in the no.50 Ferrari) get them thinking that it was good to be
and Gurney’s Porsche seen driving a Porsche.”
(12), with occasional
intervention from Gurney’s two seasons with Porsche
teammate, Bonnier — 1961 and 1962 — were fulfilling, as he
told actor and automotive historian, Tim
Considine. “That’s when I learned how
to drive. It’s difficult to learn anything if
your car keeps breaking down. You need
time to get a feeling for what’s going to
happen, which ensures you don’t make
the kind of silly mistakes a young charger
is prone to. With Porsche, here was a
platform that just would hang in there.
The cars weren’t terribly quick, but they
were fast enough to always be a threat.”
After gearbox problems in a pre-season
event at Brussels — the shift linkage to
the six-speed box was fallible — Gurney
enjoyed a trouble-free 1961. He had the
satisfaction of scoring Porsche’s first
Formula One World Championship points
at Monaco, the first qualifying race of
the season. Starting from the fourth row,
Gurney and Swedish teammate, Bonnier,
surged forward, taking third and fourth
DAN GURNEY
position by lap five. Gurney held fifth at
the finish. It was an important result —
the first six across the finish line were
awarded points. Herrmann soldiered
home in ninth.
FAST IN FRANCE
At season end, Gurney tied with Stirling
Moss for third in World Championship
points, closely behind a triumphant Hill
and von Trips, both Ferrari-mounted.
Gurney’s best finishes were second at
the Italian (Monza) and United States
(Watkins Glen) Grand Prix, as well as
at the French event (Reims-Gueux)
after a fantastic slipstreaming battle
in which he was pipped at the flag by
Ferrari Dino-driving winner, Giancarlo
Baghetti. Gurney was just 0.1 seconds
shy of victory. “Maybe half a dozen times
during the race, I tried to find out what
was the best of the options I had to take
the flag first,” he told Considine. “I could
either come out of the last turn behind
him and draught by — but not before the
start-finish line — or come out ahead of
him, risking him passing before the start-
finish line.” Unfortunately, that’s the way
it happened. “I could have been first out
of the last turn and then blocked him,”
May 2021 109
Gurney reasoned, “but in those days,
guys were regularly getting killed when
pulling moves like that. It wasn’t that I
couldn’t hold my own against the best of
them, but we were sitting in cars without
a seat belt, cars with conformal fuel
tanks all the way around them. Gasoline
was registering at least three-hundred
degrees in temperature, front, sides and
back. Moreover, the seat was part of the
fuel tank and was made from aluminium.
It wasn’t what you’d call a fuel cell by
modern standards. It’d catch fire quicker
than a Ronson!”
TIGHT MARGINS
In 1961, Porsche was out in strength,
as usual, for the non-championship
Formula One race at Solitude, held on
23rd July. “I finished third, behind Innes
Ireland and Bonnier,” Gurney recalled. “I
thought I was winning — the pair tangled
on the last lap. Ultimately, Ireland passed
110 May 2021
Bonnier on grass leading into the turn
at the end of the top stuff, where there
was a restaurant on the right. He came
down the hill on the grass. That was
pretty exciting! I figured neither one of
them would make it, but Ireland ended
up maintaining the lead. I tried to make
a pass on the outside, but it simply didn’t
work.” At the flag, Bonnier was a tenth of
a second behind Ireland. Gurney was just
two tenths short of the Swedish speed
merchant. Nail-biting stuff.
Although well aware its RSK-derived
Type 718/2 was less than a fully-fledged
Formula One car, Porsche struggled to
produce a definitive racer to compete
under the new rules. An inducement for
Gurney to sign for the works team was
sight of a completely new flat-eight,
the Type 753, which he witnessed in
December of 1960, when the unit first
ran. It was, however, painfully reluctant
to produce anything approaching
competitive performance. “They told Above Exhilarating
me it was delivering two-hundred racing at Reims
comes to a close
horsepower, but years later, I discovered
the team could only extract 118 from
it.” Nor was there much satisfaction
from a new chassis, the Type 787, first
used at Monaco in 1961 by Bonnier
and Herrmann. Its longer wheelbase Bottom left At the
and parallel-wishbone front suspension Nürburgring in 1961,
Gurney (pictured
were supposed to be forward steps, but outside right at the
delivered disappointment. At Zandvoort, start, with Brabham
eight days later, “Gurney was driving very leading, followed
by Moss, Bonnier
hard indeed,” according to motorsport and Hill) starts and
correspondent, Denis ‘Jenks’ Jenkinson, finishes seventh
“lifting his inside front wheel on corners,
Below Although
though the spring rates fore-and-aft Gurney judges that
didn’t look right, the car developing a the new 1.5-litre
curious pitching motion under hard formula for 1961
is exactly what he
acceleration out of a bend.” Regrettably, doesn’t need, he finds
The Type 787 was soon shelved as a a safe haven with
failure, but a year later, at Zandvoort Porsche and its well-
built cars, including
in 1962, the definitive F1 Porsche was his Type 801, pictured
ready at last. More next month. l in readiness for 1962
 Limited

AMAZING VALUE USED CAR SALES

MINOR SERVICE COME AND SEE
FROM £220 OUR SELECTION
MAJOR SERVICE OF HAND-PICKED
FROM £299 PORSCHES
991 TO 924 £4,000 TO £40,000
Porsche specialist since 1973
PRE PURCHASE INSPECTION FOR 911 & PORSCHE
WORLD READERS SPECIAL PRICE £150 Servicing, MOT’s and repairs for all Porsches
Up to 40% off main dealer rates
Courtesy cars available
Close to Northampton train station
(Direct lines to London & Birmingham)
CALL 01242 620 180 OR VISIT Modern workshop with latest
WWW.COTSWOLDSPECIALISTS.CO.UK German technology and 9 service bays
OVER 30 YEARS EXPERIENCE - FAST DIAGNOSIS & REPAIR
www.elitemotortune.co.uk
Unit 4 Alpha, Orchard Trading Estate, Toddington, Gloucestershire, NORTHAMPTON
GL54 5EB. Less than 60 minutes from Bristol, Coventry, Birmingham,
South Wales, Oxford, Swindon and only 90 minutes from London. Tel: 01604 757510

PORSCHE PARTS

www.douglasvalley.co.uk
01257 472866 eBay shop stevestrange007 07801 456066
May 2021 111
 BUYING YOUR NEXT PORSCHE
PRIZE PORSCHE
As the owner of this 991 GT3 can attest, the emergence of online automotive
prize draws has given enthusiasts the opportunity to own their dream drives
for less than the cost of a takeaway…
Words Dan Furr Photography Dan Sherwood
£10 +
Yes, really!
W
in the car of your
dreams for a
tenner. Maybe
less. Anyone
with a social
media account
exhibiting a clear interest in all things
automotive will have seen pages, posts
and stories infiltrating their timeline with
exactly this message. From Cosworth-
badged Fords to lairy Lamborghinis, from
monstrous McLarens to awe-inspiring
Audis, the rate at which these online
competitions are popping up is nothing
short of extraordinary.
The odds look too good to be true, of
course. It must be scam. Actually, it’s
112 May 2021
not. That’s not to say every company
hosting these prize draws can be trusted
to conduct themselves in proper (and, it
has to be said, legal) fashion, but there
are ‘car raffle’ businesses operating with
complete transparency, observing every
competition law in the book. With this
unexpected phenomenon taking the
automotive world by storm, we thought it
a good time to get the lowdown from one
of the field’s biggest players.
Based in Worcestershire, a historic
county based in the West Midlands
region of England, Dream Car Giveaways
occupies an unassuming building
on an equally unassuming industrial
estate. The firm’s Marketing Manager,
Joe Emms, greet us. “Ah, yes. Won by
a chap named Paul Wilmott on 4th
December 2020,” he recalls, in response
to our talk about the low-mileage 2013
991 GT3 given away in one of the
company’s recent raffles. “Tickets for
that particular competition were a tenner.
We sold 13,812 tickets, which equates
to amazingly good odds. In addition to
the car, we added £5,000 of a tax-free
cash to the prize.” It’s a common feature
of Dream Car Giveaways competitions.
“We appreciate not everybody who wins
a high-end sports car is necessarily
prepared for the initial running costs,
such as insurance, which might demand
more spend than cover for the vehicle
991 GT3

May 2021 113

they already possess. Bolstering prize
draws with the promise of a cash
lump sum gives entrants peace of
mind, knowing we’re supporting them
through the early stages of their exciting
ownership experience.”
THE TEAM BROADCASTS LIVE DRAWS
ACROSS SOCIAL MEDIA TO LARGE
AUDIENCES FROM THE COMFORT OF A
SPECIALLY PREPARED STUDIO
Of course, not every entrant is
prepared for their ticket to be the winner.
A flutter resulting in the acquisition
of a supercar, for example, might
cause anxiety, especially if the victor’s
114 May 2021
age or other personal circumstances
unexpectedly prevent them from being
able to accept their prize. “These
situations are very rare indeed, but it has
happened. In April 2020, for example, a
Lamborghini Aventador, the biggest prize
we’d given away up to that point in time,
was won by Chloe Green, an eighteen-
year-old. We always ensure Dream Car
Giveaways prizes carry a trade value
agreed through our network of specialist
dealers, meaning winners are welcome Above At the point
to accept a cash alternative if the prize Paul won his 991
GT3, it was wrapped
puts them in a difficult position with an in grey vinyl, which he
insurer. This was the route Chloe opted has since removed
for,” confirms Joe.
Demonstrating how quickly the car
raffle scene has grown in the recent past,
he tells us Dream Car Giveaways was
incorporated in April 2018. Operated by
brothers, David and Michael Andrews, as
well as their business partner, Marcus
Hickling, the company’s origins can be
traced to a single raffle for two cars: a
Mazda RX-7 FD and a Nissan R32 Skyline
GT-R. “They were vehicles personally
owned by the guys,” continues Joe. “A
single ticket to win both cars was £35
and the competition lasted three months
until the winner, Richard Glear, was
picked with ticket number 1092.” How
991 GT3

May 2021 115

times have changed — today, Dream Car
Giveaways is busy with no fewer than
thirteen draws a week and, whereas the
brand’s first prize draw took place in
a local pub, the team now broadcasts
live draws across social media to
IN THE PAST THREE YEARS,
DREAM CAR GIVEAWAYS HAS GIVEN
AWAY MORE THAN 1,500 PRIZES WORTH A
COMBINED VALUE OF £19,000,000
large audiences from the comfort of a
specially prepared broadcasting studio
within the building housing the eclectic
mix of prize cars eagerly waiting lucky
new owners.
116 May 2021
Recent Porsches given away include
three 991 GT3s (including Paul’s car,
pictured here), two Macans, a selection
of 997s, a 986 Boxster, a duo of 981
Cayman S and various air-cooled 911s,
including a 964 Carrera 2, a Carrera 3.2
and pair of 930 Turbos, all in excellent
mechanical and cosmetic order. A Speed
Yellow 996 GT3 was also won. “There
were only 1,398 tickets available for that
draw. Needless to say, the competition
was wrapped up quickly!” smiles Joe, Above Porsches
before going on to tell us how his always draw big
interest from the
colleagues ensure the cars they supply company’s huge
are always treated to corrective work number of social
where necessary. “A stone chipped front media followers
end might be treated to a respray, while
kerbed or tired alloys will be refurbished,”
he adds. “We want winners to be pleased
with the condition of the car they’re
presented with and we do everything in
our power to make sure this is the case.”
Additionally, the team operates a
respected aftercare policy, taking care of
work on winning cars in the rare instance
a mechanical issue might be detected
after the winner has taken delivery or
completed collection of their new toy. It’s
an approach promoting trust (something
this burgeoning industry must maintain
at all times in order to ensure long term
March 2021 87
survival) in the brand. It’s also the kind
of practice which clearly separates
cowboys from the professionals. With
this in mind, let’s take a look at how
Dream Car Giveaways manages each of
its competitions.
In the first instance, via the company’s
website and popular social media
channels, each prize (automotive and
non-automotive, such as luxury watches,
games consoles and tax-free cash) is
outlined in detail. A set number of tickets
is available, with ‘early bird’ entries
usually attracting a discounted price. At
the point of placing their order, entrants
must answer a multiple-choice question,
exercising skill and judgment. Then,
when the tickets have sold out, a full list
118 May 2021
of entrants and their corresponding ticket
numbers is published on the Dream
Car Giveaways website — this is of
paramount importance when considering
the lack of proof provided by many rogue
raffle outfits simply out to make a quick
buck through bogus prize draws.
After the list is made public, a live
draw takes place online. Broadcast
from the previously mentioned studio
space, Michael and Marcus take care
of proceedings, using Google’s random
number generator as the means to
determine the winning ticket. Well, you
didn’t think they were going to pull it out
of a hat, did you?! Demonstrations of the
Google app precede the draw, which is
immediately followed by a telephone call
(or Facetime) to the winner, all broadcast Above All Dream Car
live. “We get thousands of viewers, but Giveaways prizes
are treated to any
sometimes, the winner has forgotten necessary cosmetic
when the draw is taking place,” laughs or mechanical
Joe. “They can be completely taken attention to ensure
they’re in excellent
aback when we call to give them the order before the firm’s
good news!” We wonder if a winner has competitions begin
ever been unavailable? “We had a guy
who’d incorrectly entered his telephone
number into the prize draw ticket order
form and wasn’t responding to emails.
It took a lot of investigative work on our
part, but we eventually tracked him down
to a town Ireland. He was bowled over
when we explained what had happened!”
Another example of where Dream Car
Giveaways, as well as other equally well-
established brands in the same arena,
991 GT3

May 2021 119

inspire confidence is through product
knowledge — Marcus, Michael and David
have lived and breathed modern and
modern classic sports cars for as far
back as they care to remember, certainly
long before joining forces to form their
company. This authenticity shines
through in the way the brand has become
so well respected, contributing to almost
180,000 followers on Facebook, all of
them keen to win their dream drive for
pocket money. And plenty of them have
— in the past three years, Dream Car
Giveaways has given away more than
1,500 prizes worth a combined value
of £19,000,000 (yes, dear reader, that’s
120 May 2021
the correct number of zeros), with that
figure set to rise sharply in the coming
weeks. “Forthcoming prizes include a
718 Cayman GT4, another 991 GT3 and a
V8-equipped 997,” smiles Joe. “Not many
people know we usually award tax-free
cash as runner up prizes for each draw,
too,” he reveals.
Though many don’t recognise it as
such, a prize draw — much like buying
a lottery ticket — is a form of gambling.
With online car raffles, the risks are
low and the odds are good, but it’s
easy to get carried away. Worse still,
it’s easy to be ripped off, which is why
we recommend only participating in
competitions operated by recognised Above This car cost
organisers with a proven track record of Paul less than a
takeaway pizza. Just
honesty and transparency in the way they think about that for a
go about their business. Participating in second...
a car raffle can be great fun, but as the
oft rolled out (and sensible) slogan goes,
when the fun stops, stop. Certainly, don’t
spend more than you can afford in the
hope of winning.
For those that do participate safely
and sensibly, however, the chance to
own the car of your dreams for a tenner
is an amazing opportunity and, if you’re
as lucky as Paul, your driveway could
soon become home to a hugely desirable
Porsche for peanuts. Good luck! l
May 2021 121
TECH: TOPICS

CONTACT
SPORT
Sportomatic was Porsche’s first
stab at an automatic gearbox,
right? Well, yes, except it wasn’t
really an automatic…
Words Shane O’Donoghue and Dan Furr
Photography Porsche, Matt Woods

122 May 2021

 T
oday, regardless of
your preferred gearbox,
it’s inconceivable
there would be no
availability of automatic
transmission across
the Porsche product range. Indeed,
PDK significantly outsells its manual
counterpart. Things were rather different
sixty years ago, when Porsche was still
a fledgling maker of two-door sports
cars. Its strong image was built around
the 356 and the early 911, but sales
became relatively stagnant in the mid-
1960s and, with the demise of the 356 in
1965, Porsche embarked on a program
to broaden appeal of the six-cylinder
flagship. Given that the USA accounted
for the largest proportion of Porsche’s
sales, and considering drivers in North
America had already moved en masse
in the direction of automatic gearboxes,
it made perfect business planning
sense for Porsche to do likewise. Enter
Sportomatic, unveiled in 1967, ahead of
the 1968 model year.
Prior to the introduction of
Facing page Sportomatic, there wasn’t an off-the-shelf
Porsche's own
transmission Porsche deemed suitable
cutaway model of a
Sportomatic gearbox for the 911. In fact, Ferry Porsche once
said, “if you make a sports car with an
automatic gearbox, there’s a part of
your clientele that says it’s not a sports
car.” Somewhat contradicting that train
of thought, several different automatic
gearboxes were fitted to the 356 for
research purposes, including a two-
speed semi-automatic unit from German
engineering firm, Voith. The gears were
selected by the driver, though clutch
operation was automatic. Porsche didn’t
end up using this particular transmission,
but the production-ready Sportomatic
bore more than a little similarity, and it
must be said, this configuration is also
found in same-era VWs and NSUs.
At the heart of Sportomatic is a near
regular four-speed manual gearbox.
There’s even a fairly normal-looking gear
lever in the cabin. There is, however,
no clutch pedal. So, how does it work?
When the driver touches the gear lever, a
microswitch activates the vacuum servo
motor-driven clutch and disengages it
through a mechanical linkage, allowing
for a smooth shift. Once the driver lets
go of the lever, the clutch automatically
re-engages. As there is no clutch slip,
and hence less heat build-up, a smaller
and lighter single-plate clutch disc is
sufficient, though a vacuum reservoir
is necessary to cover conditions where
there happens to be little vacuum in
the inlet manifold.
At the opposite end of the gearbox,
where reverse gear is found, Porsche
fitted a mechanical parking brake using
a counterrotating shaft to lock the output
shaft and, therefore, the rear wheels of
the car. Arguably the most important
addition to the system was a torque
converter. To understand the operation
of a torque converter, picture an electric
cooling fan blowing air at a child’s
handheld windmill toy. The electric fan
is the engine-driven side of the torque
converter, or pump, while the toy fan is
the turbine. Turn on the power, and the
air flowing from the electric fan to the toy
will make it spin, even though there is no
physical link between the two.
AHEAD OF THE GAME
Replace the air with oil and enclose it all
in a sealed housing, and you start to get
the picture of a simple fluid coupling.
Note that, if the toy fan is prevented from
turning, it has very little effect on the
electric fan. In automotive terms, this
means the engine can continue to turn,
May 2021 123
TECH: TOPICS
even when the gearbox does not, such as
when in gear and the wheels are stopped.
The clever part of the torque converter
is the addition of a ‘stator’ between
the pump and the turbine. The name
suggests a static component, which
this part of a torque converter once
was, but by the time of Sportomatic’s
design, the stator was also free to rotate,
though it was prevented from rotating
in the opposite direction to the engine.
Nonetheless, what’s important is how
the stator alters the path of oil as it flows
between the two sides of the converter
so as to multiply torque through
kinetic energy in the moving lubricant,
essentially operating like a reduction
gear. This effect is directly proportional
to the difference in speed between the
engine and the gearbox input shaft,
meaning torque multiplication is at its
most when the car is stopped.
This enables a smooth take-off and, in
fact, allows the driver of a Sportomatic-
equipped 911 to leave the gearbox in any
124 May 2021
gear at all, even when moving away from
a complete standstill. Naturally, the car
takes much longer to get up to speed
when one of the higher gears is selected
in this scenario.
Replacing the flywheel, the torque
converter considerably smoothed
shifting and removed any need for
precise control of the 911’s clutch
beyond it being engaged or disengaged.
Fichtel and Sachs (a transmission
company which has evolved into what
we now know as ZF) provided Porsche
with the torque converter and more than
a little engineering know-how — final
drive ratio was altered to compensate
for slippage in the unit, which will
always occur at higher engine speeds.
Modern equivalent systems use lock-up
clutches which effectively ‘lock’ the
pump and turbine speed together under
certain conditions. This technology
wasn't available for Sportomatic, which
is why torque converter slippage is
approximately 3.5 percent at high
engine speeds, hence the altered gearing Above This SC (retro-
fitted with 930 arches
to compensate. and wheels) is one
The gearbox housing was filled with of the last 911s to
be equipped with
regular transmission fluid, while the Sporto before its
torque converter shared the same oil discontinuation
system as the engine. This necessitated
an increase in the overall volume of oil in
circulation. Delivery of fluid to the torque
converter was carried out by a camshaft-
driven oil pump. Back in the cabin, as
we’ve already mentioned, there’s no
clutch pedal. To fill the void, Porsche
fitted a wider brake pedal. The gear lever,
meanwhile, looks standard enough, until
you scrutinise the shift markings on its
top. It’s a regular double-H pattern, but
not as we know it in any other manual
gearbox. Top left is P (park). This
operates the lock in the gearbox we
talked about earlier. Sportomatic has to
be in either this position or neutral before
you can start the host Porsche. Bottom
left is R (reverse). Nothing too strange so
Below It's gear
far. The other four positions, however, are shifting, Jim, but not
labelled L, D, D3 and D4. A road test of a as you know it...
 Sportmatic-kitted 911 by Car and Driver
in 1968 humourlessly addressed this
oddness by reporting how Porsche had,
so it seemed, made an error. “Save your
stamps if interested in finding where
D2 went,” read the article. “We haven’t a
clue. A thorough search uncovered not a
single trace of it, and we looked hard. Its
whereabouts will forever remain one of
the mysteries of Sportomatic.”
Porsche recommended using D for
moving away from rest, unless parked
on a hill, in which case, selection of the
lower-geared L was advisable. Additional
road tests at the time of Sportomatic’s
BOTT, A SHREWD THINKER, RECOGNISED
HOW TAKING PART IN THE RACE WAS
CHEAPER THAN CARRYING OUT THE SAME
AMOUNT OF TESTING AT THE GREEN HELL
introduction indicated the 911 recorded
better acceleration times when the
driver used L as they would first gear.
There are suggestions Porsche used the
unusual labelling to help its Sportomatic
cars pass noise regulations, a suspicion
raised as a consequence of testing being
carried out in D!
Incidentally, the owner’s handbook
that came with Sportomatic-equipped
911s advises drivers to keep an eye on
the oil temperature gauge, especially
Below PR assault
in the wake of the in mountainous regions when running
84-hour endurance
higher gears — the torque converter’s
race, plus the original
Sporto handbook operation generates heat in the oil.
The remedy? The advice was simply
to change down a gear. Another tidbit
from the manual describes altering idle
speed with a hand throttle between the
seats. This was considered necessary
to prevent stalling when the car was
stopped in gear with a cold engine,
though contemporary road test reports
suggest stalling happened frequently
in such conditions, regardless of
driver input. The same handbook also
describes how to adjust the clutch
operation for downshifting while
slowing, as well as how to upshift while
accelerating. It seems to suggest that a
gearchange should take in the order of
0.3 to 0.5 seconds. Certainly, motoring
journalists testing Sportomatic when it
was new reported the system swapped
cogs as quickly as they could move
the gear lever.
PROVING THEM WRONG
Despite the speed at which the gearbox
could operate, few deemed it suitable
for motorsport. Porsche (being Porsche)
wanted to prove otherwise, but did so
in a rather unusual way: entering the
technology into the manufacturer’s first
ever Marathon de la Route. This eighty-
four-hour endurance race (yes, really)
effectively took over from the Liège-
Sofia-Liège (previously Liège-Rome-
Liège) road race, an event running on
public roads from 1931 to 1964, covering
over three thousand miles and taking
more than ninety hours. In 1965, it was
reinvented as a track event, held at the
Nürburgring. Incorporating the south and
north loops, the total lap distance was a
whopping 17.5 miles.
The durability of participating cars
was critical, as was the capability of
drivers and their support teams, but
the race mixed in peculiar rules, giving
it the appearance of a regularity time
trial. For example, entrants had to
complete the same number of laps in
the last twelve hours of the race as it
did in the first dozen. And to discourage
lengthy pitstops, every sixty seconds a
car was worked on by mechanics in the
pits resulted in a lap taken off the total
distance covered. There were, mercifully,
scheduled windows where this rule
didn’t apply, and it should be noted, an
unassisted driver could work on their car
elsewhere on the track without incurring
a penalty, but the upshot of these rules
— and many more besides — was that
Marathon de la Route was a serious
endurance test for any vehicle.
Helmuth Bott, former Chief Engineer
in Development at Porsche, was
frank about what all of this meant for
spectators and, ultimately, drivers. “It’s
a bitterly boring race, but we couldn’t
buy the results it provides for our
experimental work — they’re not even
May 2021 125
TECH: TOPICS
obtainable on our Weissach test track.
There, we don’t drive constantly at the
limit. We just don’t have it in us!” Bott,
a shrewd thinker, also recognised how
taking part in the race was cheaper than
carrying out the same amount of private
testing at the Green Hell.
THE RACING LINE
Ahead of Sportomatic’s public debut at
the 1967 Frankfurt Motor Show, Porsche
entered three cars into the Marathon
de la Route. One was a manual 911 S,
another was a 911 S with a Sportomatic
gearbox and the third was a prototype
911 R, also fitted with Sportomatic. The
911 R story is for another day, but it’s
worth mentioning that each of these
cars was fitted with a tuned flat-six
making over 170bhp, much more than
Sportomatic usually had to deal with.
Out of fifty-three starters, only thirteen
cars finished the gruelling endurance
event. The manual 911 S crashed, while
the other suffered an engine problem.
In contrast, the two-litre 911 R (with
Sportomatic, remember!) made it all the
way to race end. Not only that, but the
car also won outright at the hands of
Vic Elford, Hans Herrmann and Jochen
Neerpasch. Between them, they covered
6,148 miles at race speed, averaging
126 May 2021
more than 73mph for the full eighty-four
hours. There could be no better durability
test for Porsche’s new transmission.
With few changes, Sportomatic
remained in production until 1979 and
was offered on the 911 SC, though the
system never really set main dealer sales
charts alight. In 1975, the number of
forward gears was reduced to three, a
response to the fact the 911’s smallest
engine, by then a 2.7-litre flat-six,
delivered plenty of torque. The four-
speed Sportomatic gearbox was also
offered as an option in the six-cylinder
version of the 914.
As far as the UK is concerned, fewer
than two hundred Sportomatic 911s
were imported into Blighty between 1968
and 1973, but it would be churlish of
us to pretend many owners of ‘Sporto’
911s didn’t commission conversions
to manual transmission. After all,
the obvious problem with a clutch
disengaging when the shift knob is
touched is the chance it’ll act when
you accidentally make contact. This
regrettable occurrence might result in
massive revs and blind panic because
you won’t have lifted the Sporto-
harnessed car’s accelerator pedal in
anticipation of the clutch taking a break.
Add to that the huge number of drivers
in the bad habit of leaving their hand Above Sportomatic
was a key feature
on their car’s gear knob and it quickly
of three powerful
becomes clear why so many 911s Porsches entered into
the Marathon de la
originally equipped with Sportomatic
Route in 1967
were soon being switched to a more
conventional gearbox. That’s not to say
the system should be dismissed — when
operated correctly, it can be huge fun
and, from 1972, was strengthened to
cope with the 911’s increased power
output. Also, many applaud Porsche’s
efforts in producing a transmission
enabling fast shifting at speed, as well
as the lack of clutch pedal, which, as
owners of automatics know, is useful if
you spend your days in heavy traffic.
A few years ago, Sportomatic 911s
commanded a far lower purchase price
than the equivalent model with a manual
cog swapper, but the seldom seen
system’s scarceness (more so following
the aforementioned conversions) has
seen values rise dramatically. What was
once considered unpopular is a now
seen as a desirable rarity. It’s also an
interesting piece of Porsche history with
its own fanbase, especially in the Far
East, where Sportomatic 911s are held in
high regard. Perhaps most importantly,
Sportomatic paved the way for Tiptronic.
We’ll examine the system in the next
issue of 911 & Porsche World. l
 HILLCREST
SPECIALIST
CARS Highly skilled
SPECIALIST IN PORSCHE coach trimming
SPECIALISING IN PORSCHE
SINCE 1998

Interiors and more

BESPOKE AND AFTERMARKET HOODS, TONNEAU COVERS, CARPET SETS,
FOOTWELL MATS, HEADLININGS, TORN OR WORN SEATS, TAILORMADE SIDE
SCREENS AND HOOD BAGS, HANDSTITCHED STEERING WHEELS, RETROFIT
HEATED SEATS, EMBROIDERY, BROKEN SEAT FRAMES, CIGARETTE BURNS,
WORN SEAT PIPING, TORN OR WORN SEATS, DOOR PANELS

see even more

01908 585 039 | 07825 873 535

dave@davethetrimmer.com
davethetrimmer.com
www.hillcrestspecialistcars.com 01491 642911
Whitehouse Garage, High Street, Nettlebed, Henley on Thames RG9 5DB

FOR TRADE
ADVERTISING
ENQUIRIES

Please contact
James Stainer

Tel:
07948 802130

Email:
james.stainer@
kelsey.co.uk

May 2021 127

 SPECIALIST IN ALL
THINGS PORSCHE

• Fixed Price Servicing

• Engine & Transmission Rebuilds
• Restoration
• Full Diagnostic Facilities
• Pre-Purchase Inspection
DISTRIBUTORS FOR

Tel: 020 8500 2510 Email: info@hpporsche.co.uk

01895 814446
www.hpporsche.co.uk porsche-torque.com
181 FOREST ROAD, HAINAULT, ESSEX IG6 3HZ Unit C2, Arun Buildings, Arundel Road, Uxbridge. UB8 2RP

At JMG, we are dedicated to helping you get

the best experience from your Porsche.

Classics through to the current day models for servicing,

fault finding, repair and even personalisation in our
South of England workshop. SERVICING, REPAIRS & SALES
Numerous Porsche models in stock for sale
JMG Porsche are a family run business built on a Buyers of all Porsche vehicles – please call
foundation of three generations of Porsche experience Factory trained / 15 years dealer experience
Personal attention / Free advice
stretching back to the early 1970’s. Dealer standards maintained
Purpose built premises
Pre-purchase inspection
Full diagnostic facilities
All models of Porsche

JMG Porsche
98 Cobham Road
Ferndown Industrial Estate
Wimborne
Dorset
BH21 7RE

Tel: 01202 488800

Email: service@jmgporsche.co.uk
mailorder@jmgporsche.co.uk

www.jmgporsche.co.uk
128 May 2021
 Specialising in Porsche
SERVICING | REPAIR | PARTS | VEHICLE SALES
T: 01282 697171

2002 Porsche 911 996 Turbo £35,995.00

With a Polar Silver exterior and an Olive
interior this 996 is a rare colour scheme.
Our car has covered only 57,750 miles
and has a full service history including
nearly OPC and Independent service
and other well known garages stamps. A
C16 car registered in July 2002, with four
previous owners.

2006 Porsche 911 997 c4s £25,995.00

We are pleased to offer, on behalf of a
customer, this lovely Porsche 911 997
C4S in Arctic Silver with Black Leather
Upholstery. Professionally refurbished
19” Carrera S Alloys. Internally the car
presents very well with perforated black
leather seats. Fitted with a Porsche Sports
Exhaust System.
Looking to sell your Porsche? We can buy your car, sell your vehicle on
your behalf, or part exchange against one of our cars in stock. Call 01282
697171 or visit our website: www.jasmine-porschalink.co.uk for further
details.

JASMINE PORSCHALINK UK
3A Pendleside Lomeshaye Industrial Estate Nelson Lancashire BB9 6RY
T: 01282 697171 E: info@jasmine-porschalink.co.uk W: jasmine-porschalink.co.uk
VAT Registration No. 712436363 Company Registration No. 3997925 (Cardiff)

The Porsche seat belt specialist

PORTIACRAFT
INDEPENDENT PORSCHE SPECIALISTS
ESTABLISHED 1982

Sales, servicing & everything Porsche

We usually hold 20-25 cars in stock prepared to a
Period and modern style seat belts high level & competitively priced.
for your Porsche. Classic belts, All cars we sell are fully serviced prior to sale with
modern belts & re-webbs. a new MOT & warranty included in the price.
• Seat belts and harnesses supplied and fitted
• Bespoke service • Original belts refurbished
• New original equipment available on certain vehicles

Be safe not sorry, in your Porsche! PHONE: 020 8959 1604

EMAIL: sales@portiacraft.com
Call: 0208 206 0101 Email: sales@quickfitsbs.com
quickfitsbs.com
www.portiacraft.com
May 2021 129
ON THE ROAD
TO REIMS
In the final episode of our series documenting a tour of the French Alps in a new
Macan Turbo, the super-SUV makes an unmissable pitstop on the way home...
Words and photography Dan Furr
A
fter spending the best
part of a week bombing
around amazing French
Alpine mountain roads,
darting in and out of
Italy and experiencing
what seemed like every weather and road
condition the region had to throw at the
Crayon-coloured Macan Turbo carrying
me, it was time to head home. There
was, however, time for one last fling on
four wheels: a pitstop for the Porsche at
Circuit de Reims-Gueux.
I have no doubt many of you will
have visited this fascinating historic
130 May 2021
motorsport site when travelling through
France, but for the benefit of readers
unfamiliar with the venue, here’s a brief
history lesson. Reims-Gueux, located five
miles outside the Champagne capital,
Reims, was one of the fastest Grand Prix
circuits in the world. Opened in 1926, the
triangular(ish) track layout was made up
of three different public roads. A pair of
uninterrupted 2.2km straights made for
exhilarating racing, with many of history’s
most famous Formula One and sports
car drivers engaged in thrilling slipstream
battles at the track until it closed in 1972.
Road layout changes and local building
SUBSCRIBE TO
SEE PAGE 84
FOR DE TAILS
work during the past five decades means
much of what Gurney, Moss, Hawthorn,
Fangio, McLaren, Clark, Brabham, Stewart
and their colleagues raced along is no
more. Those fast-paced straights, for
example, are now interrupted by pesky
roundabouts. Nevertheless, the main
grandstands, timekeeper’s building, pit
boxes and the all-important high-speed
start/finish straight remain. Moreover,
they’re entirely accessible to the public,
meaning you can rock up in your Porsche,
hop out and take a wander around these
famous structures. You can even climb
steps to the top tower, affording you a
 MACAN TURBO

Above Heated GT magnificent bird’s eye view of the place. to Reims-Gueux took almost six hours, Macan Turbo’s near 440bhp 2.9-litre
multifunction steering A local charity currently takes care of the covering near four-hundred miles of twin-turbocharged V6 (working in tandem
wheel is a must-have
Macan Turbo option site, regularly restoring tired infrastructure fairly plain motorway. Though it won’t with a seven-speed PDK transmission
and sympathetically reintroducing circuit go down as the most inspiring drive to deliver 403lb-ft torque and a 0-62mph
sponsor graphics. Not long before this I’ve ever experienced in a Porsche, it time of just 4.3 seconds) and this
issue of 911 & Porsche World went to certainly gave me the perfect opportunity particular example’s optional Sport
print, the same charity announced the to reacquaint myself with the Macan Chrono Package (£804), Porsche Ceramic
2021 Reims-Gueux Légende, a historic Turbo as a capable cruiser, as opposed Composite Brakes (£3,578) and various
Below Eighteen-way motorsport event intended to bring a to the ballistic sports car I’d demanded additional dare-you-to-throw-it-into-corners
seats come with the
choice of a Porsche flavour of yesteryear to what was one of it imitated in the days previous. Regular driver aids make the model too excitable
crest in head rests motorsport’s most celebrated circuits. readers will recall how I wanted to for leisurely driving? In short, the answer
and ‘smooth finish’ COVID permitting, the event will take discover whether the model — part SUV, to both questions is a resounding ‘no’.
costing £1,154
place on 19th September. part sports car, all crossover — was, in Where the Chelsea tractor brigade
Bottom Colour-coded fact, all compromise. Was it simply too might baulk at the drama and shove of a
seat belts (Pebble BOULDER DASH practical and too big to perform well V8-powered Cayenne Turbo at full chat,
Grey pictured) are a
great inclusion for any The drive from our base in Megève enough to excite the 911 owner in me? the Macan Turbo is altogether more
Macan Turbo cabin (ninety minutes south of Lake Geneva) Similarly, did the 167mph all-pawed accommodating, powering along with

May 2021 131

precision and nimbleness quite at odds
with the amount of bulk being carried
around. Remember, this is no lightweight
sports car. Even so, the handling of the
IT WOULD BE GREAT TO KNOW WHAT THIS
BRILLIANT FORCE-FED V6 WOULD BE LIKE
IN A PORSCHE LOWER, SMALLER AND
LIGHTER THAN A CROSSOVER SUV
cool cargo carrier is exceptional, so
much so that it’s easy to forget you’re
behind the wheel of an SUV. Of course,
the different driving modes play their part
here, with pronounced differences in the
Macan Turbo’s character noted when
132 May 2021
switching from ‘sedate’ to ‘bonkers’ (or
words to that effect) and back again.
For casual cruising along lengthy
stretches of open motorway, the
former delivers a flawless ride. The
extraordinarily comfortable Adaptive
Sports seats (standard equipment
providing eighteen-way adjustment), the
optional heated GT steering wheel (£383)
and hugely effective sound deadening
material must be given credit for their Above James Stewart
contributions to proceedings, ensuring and his 964 doing
battle with the ghosts
calm and comfort at all times, allowing of Kling and Fangio
the driver to climb out feeling just as along the high-speed
refreshed as they did when entering the Reims-Gueux straight,
which is a public road
vehicle many hours beforehand. I found
fuel economy to be pretty reasonable, too.
The electromechanically assisted
steering is perfectly weighted and, aside
from sharper cornering under load and
the change of bark emanating from the
model-specific tailpipes, is where most
Macan Turbo pilots will notice an obvious
difference when switching between
driving modes, all of which leads us
back to that all-important question: is Below Many decades
the new Macan Turbo really all things redundant, the
circuit’s pit boxes
to all people? I’d say so. The option of a and grandstands are
manual gearbox would be nice (PDK is accessible to all

Top right Spend even the only transmission available), though
a short amount of for fast-paced tackling of tight twisties in
time at Reims-Gueux
and you’re sure to the Alps, I was quite content having both
witness an amazing hands gripping the steering wheel, which
array of rare and delivered useful feedback throughout.
interesting sports
cars come and go On reflection, a braver me (or a more
from the pit lane confident you) would have made better
use of the nifty paddle shifters, and, as
I’m sure you’ll concur, it would be great
to know what this brilliant force-fed V6
would be like in a Porsche lower, smaller
and lighter than a crossover SUV. The
Below A local charity
takes care of the price also provides food for thought — a
remaining buildings base Macan Turbo retails at £68,530,
and restores classic which sounds attractive enough, but the
sponsor decor in
consultation with Individual Options I was lucky enough
generous benefactors to enjoy take that figure all the way to
£86,143. I wouldn’t want to tackle the
same tour without the ceramic brakes,
Porsche Torque Vectoring Plus (£1,052),
Sport Chrono and the multifunction
steering wheel, but I could live without the
carbon sideblades (£429) and black paint
for the roof rails (£245). Those colour-
coded belts (£312) are pretty tidy, though.
The three 964 RS evocations, 968
Sport, two 981 Spyders and 981 GT4 on
this trip set the pace, with the Macan
Turbo offering a different flavour of
Stuttgart-crested speed machine.
Coupled with active all-wheel drive, the
model’s generous 500 litres of luggage
space, not to mention its 75-litre fuel tank,
made it, in many respects, the perfect
MACAN TURBO
Porsche for a magazine editor carrying
a mountain of camera equipment on a
road trip venturing into isolated areas.
Would I choose a Macan Turbo for a
similar tour in the future? I cant think of
a single reason why not, other than the
fact there’s a certain romanticism about
these kind of adventures taking place
from the behind the wheel of a traditional
sports car. If however, your family or work
life dictates the requirement for a vehicle
far more practical than a 911, but you
still want to feel the thrill of pushing a
modern, powerful Porsche to the limit on
challenging B-roads, then this genuinely
magnificent all-rounder is the one for you.
It’s the Porsche that can do everything. l
May 2021 133
TECH: THE FLEET
We don’t just write
about and work on
Porsches — we drive
DINING IN DINANT
and live with them, too! Having loitered beside Brittany’s prehistoric standing stones, Tipler’s 986
traverses France’s westernmost department for a sojourn on the coast...
DAN FURR
1986 944 TURBO

Discovered (the hard way) the car’s

all-singing, all-dancing double-DIN
touchscreen head unit doesn’t retain
personalised EQ
settings if the
battery runs flat.
Trickle charger now
working its magic.

DAN FURR
2006 997 CARRERA 4S

Suspected alternator/starter cable

fault, typical of first-generation 997s.
Slow engine cranking when warm and
being tricked into
thinking the battery
is done for saw me
needlessly buy a

B
new one. Drat.
ack in the olden days
(pre-Porsche, though
JOHNNY TIPLER post-Neolithic), Mrs
2003 986 BOXSTER S
T and I lived aboard a
60ft Dutch barge sur le
A bonus of having 986 maintenance continent, cruising the
carried about by William Hewitt is European waterways with our daughter,
the firm being near Wells-next-the
Zoë. We found ourselves moored up for a
Sea, presenting a
fantastic beach and few days on La Meuse at Dinant. During
quayside, but also our recent road trip, I recalled a town in
the best fish and Brittany named, similarly, Dinan, boasting
chips for miles!
a harbour for yachts and barges on the
River Rance, just inland from the Gulf of
GARY CONWAY St Malo. This memory provided an excuse
2008 957 CAYENNE TURBO to dip into exploration mode, and without
recourse to a single main road, let alone
This month’s update focuses on the an Autoroute, Mrs T spurned satnav and
refurbishment of my 957’s wheels and navigated the Boxster along a network of
brake calipers, as well as the fitting
of new tyres and a country lanes by means of that archaic
clever aftermarket device known as a road atlas. We travelled
tyre pressure a full 180km, all the way from Brittany’s
monitoring system.
southern shores to its northernmost
Now window tints!
beaches, beside La Manche. Mellow,
limestone villages, crumbling chateaux,
CHRIS WALLBANK café-bars with outside tables, longhorn
2016 981 CAYMAN GTS cattle, streams, canals and lock keeper’s
cottages; we were provincially rustic
A delay in parts from the EU means enough to feel we were immersed in La
my new LED side repeaters haven’t France profonde.
arrived. At least I’ve managed to take
By way of straights long and short,
the GTS on a few
photo shoots. bends easy and tight, and by crossing
Without fail, it puts undulating farmland, the 986 S lapped
a smile on my face up the routes de campagne. There
every journey!
wasn’t a lot of use for sixth gear, though
the 3.2 flat-six harnessed sufficient Above Ignore anyone
who tells you a 911 is
torque to motor along in a highish cog, the only way to cross
while its snick-slick shift operated continents in style —
as Tipler’s S proves,
fluently, especially in second, thanks to a 986 Boxster is a
technicians at SCS Porsche in Honiton, capable mile muncher
ready to provide you
who fitted the cigar-sized ‘detent pin’ with plenty of fast fun
operating on the input selector shaft. We
did have another wheeze up our sleeve,
which was to do a trackday at Circuit de
Lohéac, just south of Rennes, but the
venue turned out to be shut. Never mind,
because Dinan was a pleasant surprise:
a post-medieval walled hilltop town,
embracing narrow streets and alleyways,
crammed with stylish boutiques, trendy
bars and restaurants. When it came to
topping up on the fashion items, Mrs
T was a pushover for the sweet-talking
vendeuse, and over a bottle of Bordeaux
blanc and bowls of moules marinières,
we vowed we’d make this an annual
pilgrimage. Ah, best laid plans. Still,
the waterside moorings and port-de-
plaisance (which motivated us to visit
Dinan in the first place) were an enticing
prospect, viewed from on high behind
the crenelations of the elevated town’s
substantial walls.
Anyway, after a couple of nights at
the amiable Maison de la Tortue Bleue
B&B and some relaxed sightseeing, not
to mention retail therapy, we pushed
off for Caen and the return crossing
to Blighty aboard Brittany Ferries’ SS

134 May 2021

Above Dinan is a Mont St-Michel. Once again, my co-pilot driver, even though, by and large, the car and Cargraphic’s silencer manufacturer,
pretty walled Breton
town and commune plotted a course on minor roads from only gets used for work trips. The 986 S Phoenix Exhausts in Cullompton. We
in the Côtes-d’Armor Dinan through La Cotentin, covering has much to commend it: it’s free-spirited, found time for tea and a quick hello.
department of
northwestern France roughly 200km, pausing at an old haunt, offers peerless handling, and it’s plenty When the shackles are off, Mrs T and
La Chapelle-sur-Vire, for a picnic in a quick enough. Top down if it’s sunny, I have a road trip planned to the Orkney
watermeadow beside the babbling snug as a bug if not. Before hitting the Islands. Standing stones? Apparently, as
Vire. We made a point of revisiting a arterial roads for the long-haul trek back a phenomenon, prehistoric stone circles
nearby hamlet where an enjoyable tipple to Norfolk — spurning the motorways started in the Orkneys and moved south,
(Calvados… who knew?!) was spent whenever possible — we popped in to see via Stonehenge and Avebury, ending up
in an auberge agréable. After that, we Mrs T’s Devonian cousins, who happen to at Carnac. Whether they’ll ever retire is
bimbled over to the D-Day beaches, which live near SCS (where my 986 was bought) anyone’s guess. l
were still swarming with tourists, late
afternoon. From there, it was a decent run
to the port for the evening sailing. Quite a
few chancers milled around, looking for
lifts and passage to a supposedly brighter
future in Great Britain.
Another night crossing, another bowl
of good old Freda Mare (aka fruits-
de-mer). Shortly after rolling off the
Right It’s amazing to
enormous Brittany Ferries leviathan,
think the 986 Boxster
reaches its twenty- another milestone was passed when the
fifth anniversary
odometer clicked up 50,000. That’s what
in 2021, such is its
timeless look happens when your Porsche is your daily

May 2021 135

TECH: THE FLEET
UNDER PRESSURE
Fed up with the poor cosmetic condition of his Cayenne Turbo’s wheels, GCAP Performance boss,
Gary Conway, commissions a refurb with a custom finish and the installation of TPMS...
B
elieve it or not, the
wheels you’re looking
at are the very same
Porsche multi-spokes
my Cayenne Turbo was
rolling on when it left
the factory. Not that you’d be able to tell
from photographs of the V8-powered
load lugger published in recent issues of
911 & Porsche World, but the outer rims
were badly kerbed. Worse still, two of
the wheels had been painted a different
shade of silver by a previous owner and
the other pair were starting to show
corrosion as a consequence of what I
think must have been the use of acidic
wheel cleaner. With the creeping need
for new tyres, I recognised the time had
finally come to restore the Porsche’s
wheels to ‘as new’ condition.
I decided to call upon the services
of Peter Misiewicz, owner of First Aid
Wheels, based in Hampstead. His team
have refurbished all my alloy wheels for
136 May 2021
the past decade, but beyond returning
rims to show-quality standard, Peter’s
knowledge of the performance tyre
market makes him the perfect person to
speak to when choosing black circles.
He’s also aware of the condition of roads
I travel along to and from my workshop
in the heart of Notting Hill, insight which
led him to suggest a set of Dunlop SP
Sport Maxx in the Cayenne Turbo’s stock
295/35/21 profile.
For the wheels themselves, I decided
to venture away from OEM silver and
have the spokes finished gloss black
with a Shadow Chrome outer lip. To
achieve this finish, after all necessary
stripping and straightening, the whole
wheel is powdercoated black, before the
centres are masked and a light coating
of silver is dusted over the rim. More
silver paint is applied until the desired
shade is achieved.
It’s a method and finish made popular
by BMW, which released Shadow Chrome
as the factory wheel colour for the Above The difference
a change of wheel
mighty E39 M5, though it has since been colour can make
copied on everything from MV6-badged to the overall look
of a Porsche never
Vauxhalls to, erm, twin-turbocharged V8 ceases to amaze
Porsche SUVs!
Before the new tyres were fitted to the
revived rims, I bought a Steelmate tyre
pressure monitoring system (TPMS).
My Cayenne Turbo wasn’t optioned with
TPMS when new, and though I toyed
with the idea of retro-fitting a genuine
Porsche kit, the much lower cost of the
Steelmate package made it a no-brainer.
As you can see on the facing page,
the kit comes with four sensors and a
TPMS control module equipped with a
variety of AV connectors to send real-
time tyre pressure and temperature data
to wide range of devices. Peter installed
a sensor on each wheel before fitting the
new tyres. I was soon testing the system
(via my Cayenne’s head unit) back at
base. The option of activating a warning
sound when pressures or temperatures
Above Not content reach user-defined values (high or low) is
with refreshing his
a particularly useful safety feature.
Turbo’s rims, Gary
treated its calipers to I wasn’t done there, though. Having
a lick of colour, too
such amazingly clean wheels served
to highlight how tired the sporty SUV’s
brake calipers were looking. Back to
Peter I ventured. I was probably a little
more demanding than he was expecting,
requesting the exact yellow Porsche
used when these awesome anchors
were new. A generic yellow powdercoat
simply wouldn’t do — too bright or too
Below Steelmate dark and, to my mind at least, the colour
TPMS kit is available
to buy through GCAP
of the calipers would stand out like a
Performance direct sore thumb, highlighting an obvious
error. I needn’t have worried. Once again,
Peter came up trumps, leaving me to
rebuild the freshly finished calipers with
new seals in readiness for repatriation.
When considering new tyres, it’s
always worth keeping in mind how a
manufacturing process, the materials
used in construction and the overall
design of wheel can result in a heavier or
lighter product than the next, even when
different brands are manufacturing to
the same overall size. This is especially
true on the aftermarket. Having an expert
like Peter on hand is hugely helpful in the
decision making process. l
May 2021 137
TECH: Q&A
DEALER TALK
Following years spent serving discerning collectors away
from the public eye, the duo behind Horsepower Hangar
have forged an enviable reputation as first-class suppliers
of immaculate classic cars to the wider enthusiast scene.
We took time out to discover more about the brand...
When was Horsepower Hangar established?
We’ve been trading to the general public since
2016, but before then, my business partner and I
spent many years working privately with classic
car collectors, sourcing and trading rare and low-
mileage examples of standout vehicles, including
modern classic Porsches. We wanted to develop a
strong brand for our services and, when increased
demand for us to use our hard-earned network
of contacts to source special cars boiled over
beyond the clientele we were already serving, we
knew the time was right to open up to the world.
Horsepower Hangar was born!
How would you describe the kind of cars
Horsepower Hangar sources and sells?
Classics and modern classics. We don’t really
concern ourselves with too many new cars
unless they’re specifically requested by clients or,
as is the case with the 2014 991 GT3 currently
advertised on our website, a vehicle has covered
an unusually low number of miles. Ultimately,
it’s an eclectic mix of many high-end marques,
including Porsche, Jaguar, Rolls-Royce, BMW, Alfa
Romeo, Lotus and Ferrari, but we also like pristine
examples of cars from non-premium brands, such
as the Citroën 2CV Azam, Ford Escort Harrier
and Austin 7 Pram-Hood Chummy currently in
our custody. A collector may have a fondness
for a particular manufacturer’s output, but most
appreciate excellent examples of all makes and
models, an attitude reflected in our stock list.
How has trading been during the pandemic?
We attended the London Classic Car Show in
February 2020, taking a fantastic selection of
cars to display in the main exhibition hall at the
138 May 2021
Jonathan May is a
partner in Horsepower
Hangar, a premium
marque classic (and
modern classic)
car dealer based in
Lincolnshire. To view
the firm’s current
stock, which includes
a variety of 911s, visit
horsepowerhangar.com
Olympia in Kensington.
We successfully sold
vehicles and enjoyed
a huge number of
enquiries, but as
lockdown kicked in
a month later, those
hot leads turned cold,
with apprehension
notable from clients
who were relying on
the sale of properties
or other large assets
to finance their classic
car purchase. Obviously, we prepared for the leather and pinstripe cloth interior. The bodywork
worst and hoped for the best. Thankfully, our is excellent and there is no sign of corrosion
worries were unfounded — many collectors and occurring in any of the usual G-Series weak
enthusiasts soon found themselves sitting on spots. It’s a really lovely 911 coupe, much like the
disposable income as a consequence of not being Hellbronze 930 we’re currently in the process of
able to go out and spend their earnings. We were restoring. On a Y-plate, the car’s upholstery is a
promptly in the fortunate position of sourcing and mix of brown leatherette and Pasha.
trading a high number of premium classic cars for
a reignited client base. You carry out corrective work on sourced
cars where required, then?
Does Horsepower Hangar serve customers Yes. Through a network of trusted service
outside the UK? providers, we always make sure every aspect of a
Absolutely. We’ve sent cars to many different car, including bodywork and engine mechanicals,
countries, including Singapore and locations is in tip-top condition. We pride ourselves on being
all over mainland Europe. We also source cars open and honest about every aspect of what we
from across the globe, which is why you’ll find a do. This has been our calling card since before
selection of left-hand drive vehicles in the stock the business went public and is the cornerstone
list published our website. on which it operates today. Client satisfaction is
of paramount importance. To achieve this, it’s
Tell us about the standout Porsches you’ve essential we supply cars in the very best condition.
supplied to clients in recent months.
We recently sold an immaculate 1988 Carrera 3.2 What trends do you see developing in 2021?
Sport with the most extensive and ridiculously With lockdown restrictions easing and summer
fastidious history fast approaching, I anticipate huge demand for
file we have classic cars. Forty-somethings are becoming
ever seen. First particularly restless, seeking out the modern
registered on the classics they grew up admiring as teenagers. It’s
20th September a generational thing. This is partly why the 964
1988, the car and 993 have become so popular in recent years
was supplied and why good examples of the 996, particularly in
new by Porsche Carrera 4S and Turbo guise, are now sought after.
GB through AFN
Guildford and Can we follow Horsepower Hanger online?
finished in Baltic Visit our website at horsepowerhangar.com. You
Blue Metallic over can also find us on social media. Search for
a Marine Blue @bhp_hangar on Insta, @BHPHangar on Twitter.
www.clubautosport.co.uk
Porsche Specialists since 1971

WORKSHOP FACILITIES -
servicing, repairs, diagnostics,
inspection engine & gearbox rebuilds,
MOT work

FULL BODYSHOP & REPAIR

FACILITIES - paintwork, bodystyling
& conversions, restoration, welding,
accident damage repairs, bespoke
modification i.e backdates/updates

NEW AND USED PARTS -

any part for any Porsche, from engines
and gearboxes, body panels to
small trim parts

LIGHTWEIGHT COMPOSITE
PANELS - manufactured in house
panels and styling conversions. All
models from early SWB 911’s to 997 RSR
Supplied in fibreglass, Kevlar or carbon
doors, roofs, bonnets. The list is endless
SINGER INSPIRED CONVERSIONS
AVAILABLE NOW

Next day delivery or collection

Tel: 01384 410879

email: club_autosport@outlook.com
or richard@porscha.co.uk
Park Lane, Halesowen, West Midlands, B63 2RA

May 2021 139

TECH: AUCTION
MARKET WATCH
From mild to wild, the Porsches being served up by
specialist auction houses in the coming weeks are set to
excite prospective buyers and curious enthusiasts in equal
measure, with former magazine feature cars and special
Porsche charity projects taking centre stage...
W
hen scanning
classifieds and
viewing auction
lot lists, it’s always
exciting for us to
stumble upon a
former 911 & Porsche World feature car. With
this in mind, you can imagine how thrilled we
were to see the slammed, Rothmans-liveried,
slant-nosed, first-generation 997 — the cover
star of our August 2018 issue — due to go
under the hammer at the Historics Auctioneers
sale to be held at Ascot Racecourse on April
17th. Created in tribute to the 935 and 962
Rothmans racing machines, the modified
Porsche was pieced together by Reflex Auto
Design, the company responsible for several
award-winning modified sports cars and being
involved with the launch of the first UK-based
RAUH-Welt Begriff (RWB) 911.
PHILLIPS PREVIOUSLY COLLABORATED
WITH PORSCHE ON THE CREATION OF A 911
RSR ART CAR DRIVEN TO FIRST-PLACE IN
THE GTE-AM CLASS AT LE MANS
It’s estimated a build to this standard,
including bespoke research and development,
would run into six figures. It’s a claim reflected
in the estimated top bid, which Historics
anticipates as anywhere between £88k and
£105k. We eagerly await the outcome of
the sale, which sits on the same lot list as
the stunning 1995 993 drop-top pictured
to the right. Loaded with a manual gearbox
and having covered less than 95k miles, this
gorgeous Cabriolet is presented in the ever
popular Polar Silver Metallic paired with classic
grey leather and a blue fabric hood. Lowered
suspension, Sport seats and wind deflector
were all specified by the original buyer, while
the vendor recently treated the car to fresh
tyres and a new rear silencer, as well as a
comprehensive service at Northway Porsche.
The lower estimate is a reasonable £35k.
Any car would have a hard job prying
eyes away from the Rothmans 997, but the
140 May 2021
2020 Taycan 4S art car being offered by RM
Sotheby’s has done exactly that. The story
of Porsche’s first all-electric sports car is,
of course, only just beginning, but a special
collaboration with artist, Richard Phillips,
marks a distinctive chapter for the model,
kick-starting what’s hoped will become a
Taycan art car movement, using Phillips’ 2010
Queen of the Night design (a tribute to Swiss
artist, Adolf Dietrich) as the catalyst. Phillips
previously collaborated with Porsche on the
creation of a 911 RSR art car driven to first-
place in the GTE-Am class of the 2019 24
Hours of Le Mans.
The sale of the Taycan carrying his art
— applied by SIGNal Design in the Leuehof
pop-up restaurant on Zürich’s famous
Bahnhofstrasse — will benefit the Swiss
non-profit organization, Suisseculture
Sociale, aiding creatives impacted by the
COVID-19 pandemic, a move adding
yet another dimension to the already
compelling collaborative project. The
online auction closes on 13th April.
Other forthcoming lots commanding our
attention include the beautiful 1986 928 S2
estimated to fetch between £13k and £17k on
The Market’s online auction website, as well
as a 2004 996 Carrera 4S due to pass through
Anglia Car Auctions at the beginning of May.
With a lower estimate of £14k, this might
well be our pick of the bunch, representing
amazing value for money at a time prices of
good examples of the 996-generation 911
are on the up. Back at Historics, those feeling
flush can look forward to the chance to bid on
a 1969 911 S coupe with just 72k miles to its
name (lower estimate of £74k) or the 2005 911
Carrera S due to hit the same auction — with
a shade over 12k miles from new, this black
beauty is definitely one to watch out for. l
 ELIMINATE CAR DRYING WATER SPOTS

NO
NO MORE MORE CAR CAR
Experts for classic and new Porsche
DRYING
DRYING -- EVER!
EVER!
Norfolk specialists with over 40 years experience Filter out all dissolved
Filter out all dissolved
Filter out for
minerals all dissolved
NO water spots
Repairs & servicing • Air con testing & refresh minerals
minerals★for
for NO
NO water
water spots
spots
Engine builds • Tyres & Re-Balancing • Restoration 0ppm pure filtered water leaves no
IMS bearing replacements ★ 0ppm
★ 0ppm
pure filteredeven
ugly watermarks water
pure filteredeven
ugly watermarks water
leaves
when yourno
leaves
when yourno
car iswatermarks
ugly left to dry in bright sunlight
car is left to dry ineven when
bright your
sunlight
car is left to dry in bright sunlight
★ 7 litre filter produces 400 litres,
★ 7 litre
14 litrefilter
filterproduces
produces400 1100litres,
litres
For friendly advice, call 01328 821 429 or 07825 992 021 ★ 7 litre
14 litrefilter
filter produces 400 litres,
of pure
14 litre waterproduces
filter produces
1100
1100
litres
litres
Unit A, Bunkers Hill, Egmere, Norfolk NR22 6AZ | whporsche@outlook.com of pure water
★ of pure water
Eliminate drying swirls, save
★ Eliminate drying swirls, save
time for driving
★ Eliminate drying swirls, save
time for driving
★ time for driving
Refillable & reusable filter
★ Refillable
saves money & reusable filter
long term
★ Refillable
saves money & reusable filter
long term
★ saves money long term
Standard 7 litre filter will
★ Standard 7 litre
typically last filter will
a year
★ Standard 7 litre
typically last filter will
a year
typically last a year
The best car cleaning product I have bought
Theinbest
my car
life.cleaning
Wish I’d product I have
bought one bought
years ago
Theinbest
my car
life.cleaning product
Wish I’dLongden, I have
bought one bought
years ago
in my life. WishJ.I’d bought Huddersfield
one years ago
J. Longden, Huddersfield
J. Longden, Huddersfield
Can’t recommend this product enough!
Can’t recommend thisJproduct
Weaver,enough!
Bristol
Can’t recommend thisJproduct
Weaver,enough!
Bristol
J Weaver, Bristol
★★★★ AutoExpress & EVO reviews
★★★★ AutoExpress & EVO reviews
★★★★ AutoExpress & EVO reviews
See our full range of Concours-winning car care products online
See our full range of Concours-winning car care products online
See our full range of Concours-winning car care products online

Race Glaze Ltd | +44(0)1780 654065 | www.raceglaze.co.uk

Race Glaze Ltd | +44(0)1780 654065 | www.raceglaze.co.uk
Race Glaze Ltd | +44(0)1780 654065 | www.raceglaze.co.uk

Top rated - read the reviews

May 2021 141

CLASSIFIEDS
356 PORSCHE 911
26000 miles, £82,995. Turbo S with
9E Powerkit. Please call 01293 226911,
South East.
106016
PORSCHE 911
2013, 26000 miles, £84,995. White
with full black leather, 20" RS Spyder
centre lock alloys, adaptive sports
heated electric memory seats, cruise
PORSCHE 356 control, Bose, carbon interior pack,
panoramic sliding roof system, Porsche
ceramic brakes, PDK transmission,
sports chrono package plus, white dials,
Porsche dynamic lighting system, crest
embossed head rests, Porsche torque
vectoring, touch screen navigation,
climate, tyre pressure monitoring, plus
more. Please call 01189714333, South
1963, 1236 miles, £75,000. Totally East.
rebuilt 2008. Extensive restoration
106017
carried out bodily and mechanically. Full
details on request. Lack of use dictates
sale. Please call 01236 823210, PORSCHE 911
Scotland.
106627
911
2002, 42000 miles, £48,999. Finished
in Basalt Black, with Black extended
stitched leather interior, top tint
windscreen, electric sunroof, Porsche
crested wheel centre caps, heated front
and rear screens, rear parking sensors,
aluminium gear selector and handbrake,
CDC-3 CD 6 disc auto-changer, PCM
(Sat Nav), carpet over-mats, rear wiper,
and more. Please call 02085 679729,
Greater London.
106067
PORSCHE 911
PORSCHE 911
1996, 35259 miles, £54,999. Carrera
cabriolet, 6 speed manual, in excellent
original condition in midnight blue with
marble grey leather, complete service
history and books pack, last service
10265 miles, £84,995. We are at 35,066 miles (main dealer). 17”
delighted to offer this 991.2 Carrera 4 alloys, beautiful, well cared for classic
GTS in GT Silver Metallic with Black/ Porsche. Please call 07595 218406,
Alcantara Interior. Please call 01293
South West.
226911, South East.
106015 103944
142 May 2021
PORSCHE 911
2002, 16380 miles, £79,950. Features
an all-wheel drive system and was
available with either a 6-speed manual
or a 5-speed Tiptronic transmission. It
has revised styling and a wider stance
than the naturally aspirated 996
Carrera models, along with new bi-
xenon headlamps and a fixed rear wing.
The Turbo also came with VarioCam
Plus and stability management, and
on the US models, an electronically
adjustable rear spoiler was included
which would rise at a speed of 76 mph
(122 km/h) and lower at 36 mph (58
km/h). The bodywork was also revised
to allow airflow to 3 radiators up front
and to accommodate 18-inch wheels
and tyres. Please call 07850 888880,
South East. (T)
101292
PORSCHE 911
1986, £41,995. A great example of
a nicely maintained example of a 3.2
Carrera. Originally supplied in Germany,
this car was imported into the UK in
2001 by Formulae Fuchs before being
supplied to the current owner later that
year !. Please call 01623 411476, East
Midlands.
103036
PORSCHE 911
2006, £23,995, 88000 miles. 997
Model 3.8 Carrera S. In silver. 4
owners from new. Originally sold by
Porsche Centre East London, with an
abundance of extras. These include,
Tiptronic transmission, Auto dimming
mirrors, Rain sensors, Heated seats,
MF steering wheel/smooth leather,
Tiptronic buttons for steering wheel,
Porsche cast wheel caps, Automatic
speed control, Top tint windscreen,
Park assist and Sunroof. Full Service
History, with recent services. Please
call 01636812700, East Midlands.
103175
PORSCHE 911
1972, £139,995. 2.4 E. This is the
very rare Oil Flap edition , which was
made for only one year. The first owner
was classed by Porsche as a Privileged
Client and was able to order her cars
direct from the factory, which she did
in 1972. The car is painted in Velvet
Green, a Rolls Royce colour. The only
Porsche to leave the factory in this
special colour. The client collected the
car on the 30/12/72 and drove it back
to London, registering it in the UK on
the 28/06/73 as PMD227L. The interior
has also been done by a specialist
trimmer and is stunning. Please call
01636812700, East Midlands.
103196

Independent Porsche Specialist
Servicing, MOTs, mechanical repairs/restorations, N !
engine and gearbox re-builds, four wheel alignment,
performance upgrades. Competitive labour rates.
Tel: 01892 652994 Email: info@octanegarage.co.uk
www: octanegarage.co.uk
Unit 6 Lexden Lodge Industrial Est. Crowborough, East Sussex, TN6 2NQ
PORSCHES WANTED
ANY MODEL • ANY AGE
ANY CONDITION
USED PORSCHE PARTS ALSO WANTED
CAN COLLECT
Please contact Edward
Northwood, Middlesex
M: 07774 484 497
E: ejwclassiccars@btinternet.com
mgandporsche.com
PORSCHE 911
1983, 114000 miles, £79,995. 2dr,
finished in Zinc Silver with Navy Blue
Full Leather. Electric sunroof, electric
windows and central locking. Comes
with a Large History File. New tyres
recently fitted. Please call 01485
541526, East of England.
103814
PORSCHE 911
2006, 50000 miles, £29,995. 3.8
C4S, 6-speed. Finished in Carmon red
metallic with sand beige full leather
interior and with options costing close
to £15,000. This Porsche has just been
inspected and serviced and has no
known faults or issues and wants for
nothing. Please call 07885742090, East
Midlands. (T)
103815
NCO
MI WEB EW
NG SIT
SO E
O PORSCHE 928
PORSCHE 911
1982, POA. Built by respected marque
specialist RPM Technik as a race or
distance rally car. RS-looking replica
featuring a ducktail, fibreglass doors
and bumpers and lightweight roof
panel. Good history file including old
MSA logbooks, a UK V5c. Versatile
car that could have a number of uses;
track days, sprint, circuit racing or
perhaps endurance and long-distance
rallying. Please call 01246 451772,
East Midlands.
103816
PORSCHE 911
2015, 6600 miles, £80,900. 991.1
Carrera GTS 3.8 manual. Quite possibly
the most desirable spec for 991.1
Carrera GTS. Please call 01623 411476,
East of England.
103319
928
1990, £32,000. 2 owners from new. Last
owner for 25 years. Exceptional Condition.
Please call 01732 886002, South East.
103228
PORSCHE 928
1991, 111000 miles, £23,500. Finished
in Sternrubin (violet) with parchment
leather and piped upholstery this car is in
a beautiful condition and benefitting from
a superb recent respray costing in excess
of £8000. Please call 07885742090, East
Midlands. (T)
103509
944
PORSCHE 944
1982, 22000 miles, £3,800. 1982
Porsche 944, 22k on the clock.
Unfortunately no paperwork as was lost
during the last 9 years of storage. Please
do not expect a perfect, restored car at this
price - this was rescued after being stood
since 2011, bringing it back to running and
driving. The car is a running project, which
runs and drives with interior and cosmetic
work remaining as well requiring a
service. Black leather interior (needs a
few bits cleaned up). Cookie Cutter Alloys.
Good Engine and Gearbox, fully running.
Mechanically Restored. V5 in hand. Tax
/ MOT exempt in two years. Only light
work required to finish With a bit of work,
the car will be worth more. Please email
taddv@live.co.uk , South East.
104964
PORSCHE 944
1988, 91,000 miles, £34,195. Turbo
S, genuine Silver Rose car, very rare,
only one in this colour combination,
Guards Red with Porsche script beige
linen sports seats. Porsche specialist
maintained, full engine rebuild 2000
miles ago! Personalised 944 Reg.
Drives like a dream, five speed, power
steering, A/C, electric windows and
seats. Always garaged. Please call
07791 697435, South East.
103332
PORSCHE 944S2 CABRIOLET
1992, £12,000. In Cobalt Blue and grey
electric interior, ill health forces sale after
spending one year renovating. Stripped
and resprayed after new sills, wing tips
etc, engine has been thoroughly serviced
to the tune of £4000. Turbo twist alloys
with as new N-rated tyres. This car
needs viewing to fully appreciate all
the work completed with invoices and
photos to prove. Please call 07774
287713 or email paulskid.coombs@
gmail.com, Wiltshire.
951
PORSCHE 951
1986, 82000 miles, £29,995. 951
Turbo. The price, history of the car, the
extensive work that has been undertaken
during my ownership and nearly 50
photographs can all be found at the
website www.Porsche944Turbo.info
The previous owner of the car owned it
for 31 years and it comes with extensive
service documentation and history. Car is
registered with The Independent Porsche
Enthusiasts Club and was on the club's
display at Beaulieu last year The car
was MoT July 2020 and passed with no
advisories. Please call 07974688813,
South East.
105222
993
PORSCHE 993
1997, 36000 miles, £289,995. UK
supplied Artic silver metallic with full
grey leather. 450 BHP from factory,
hard back sports seats, sunroof
delete, carbon interior package, air
conditioning, chrome silver finish to
alloys, speed yellow callipers, Turbo S
factory aero kit, full Porsche dealer and
more recently specialist history, recent
clutch and tyres, previously serviced
and sold by ourselves. Please call
01189714333, South East.
106018
May 2021 143
CLASSIFIEDS
BOXSTER PORSCHE BOXSTER PORSCHE CARRERA GT PORSCHE CAYMAN

PORSCHE BOXSTER
1999, 117000 miles, £3,500. Resprayed
black. new hood, new leather seats, new
lights. MOT 1 year, nice car. Please call
07973 763448, East of England.
104165
PORSCHE BOXSTER
64400 miles, £11,950. Everything on
the car works exactly as it should and
it has the added benefit of the factory
fitted hard top which was an expensive
option at the time. The car comes in a
really stunning colour combination and
it performs beautifully on the road.
Please call 01420 520635, South East.
103443
2006, 13087 miles, £650,000. Our car,
which is in our West London showroom,
has been shrewdly used, covering just
21,063km since new. Presented in
superb condition inside and out. It is
believed to be 1 of around 120 Carrera
GTs which were specified in Basalt 2008, 100300 miles, £11,950.
Black, making this car a very rare 987-series, 2,700 5-speed manual 2
proposition in the highly desirable Black door Coupe, Jul 2008. Please call 01420
on Black combination. As you would 520635, South East.
expect from thoughtful usage, the 104522
interior remains in a stunning condition,
as is the paintwork all around the
vehicle. The wheels are all unmarked, SPEEDSTER
and the electric controlled rear wing is
working correctly. Please call 07850 PORSCHE SPEEDSTER RECREATION
888880, South East. (T)
101293

PORSCHE BOXSTER CAYMAN

74000 miles, £7,499. Service history,
new mot and service, amber lights
model, modern classic, excellent
condition. Manual gearbox. Please call
07595 218406, South West.
103946
PORSCHE BOXSTER
2002, 129000 miles, £4,950. Silver
2001, 140100 miles, £9,950. One
owner, finished in rainforest green
metallic with black leather interior,
climate control, driver, passenger and
side airbags, electric black retractable
soft top, electric seats, headlamp
washers, rain sensitive windscreen
wipers, dimming mirrors, and more.
Please call 01420 520635, South East.
102889
PORSCHE CAYMAN S TIPTRONIC
3.4
2006, 67,574 miles, £13,995. Atlas
Grey metallic, grey leather interior,
superb colour combo with front Zunsport
grille set. Used daily, unmodified car,
excellent condition, unmarked 19”
Carrera classic wheels, Bose sound 1957, 30477 miles, POA. Please call
system. Maintained regardless of cost, 01509 881106, East Midlands.
recent expenditure approx £5000 inc
103813
4 new Pirelli P Zeros + new pad and
discs, 2 keys, recently serviced by
Auto Umbau Porsche, mature owner. PARTS & ACCESSORIES
Please call 07979 512974 or email
geoffbrown7@hotmail.com, Herts. PORSCHE 993 TURBO 'S' WHEELS
PORSCHE CAYMAN

with black leather. 2.7 Engine with 5
speed manual transmission. Recent
work includes 4 new tyres, electric
Mohair hood, new glass window, Uprated
brakes and sports exhaust. Please call
020 8501 5044, South East.
102228
PORSCHE BOXSTER
2015, £32,995. Stunning Cayman
PORSCHE BOXSTER 981 981 PDK Finished In White With Black
Leather and Alcantara Interior. Fantastic
Spec Inc: Upgraded Custom Exhaust
System, Heated Seats, Upgrade 20"
Porsche Turbo Alloys In Black, Auto
Xenon Headlights, DAB, PCM Prep,
Navigation Prep, Front Sensors, Rear
Sensors, Carbon Style Stripes, Carbon
Wrapped Rear Spoiler, Sports Steering
Wheel With Paddles. Full Porsche
Service History. Low Miles!. Please
call 01484543728, Yorkshire and the
Humber. (T)
£4,750. Full set of four, delivery miles
only. Came off a genuine new Porsche
993 Turbo 'S' back in 1998. One of only
21 UK cars. Hollow spoke technology, as
new, 2-8J x 18" - ET52 + 2-10J x 18"
- ET 40. These wheels new have been
unavailable for many years. The wheels
also have old Bridgestone N2 Tyres with
full tread. Please call 07831 822555,
Staffordshire.

2012, 30,000 miles, £22,500. in Basalt

2004, 52000 miles, £9,995. Strong
performance from the 228bhp 2.7 flat
six engine, a lovely light feel to the
handling and steering, plus the updated
interior and glass screen hood of the
face lift cars in a great colour. Please
call 01487 842085, East of England.
103308
144 May 2021
Black metallic, low miles with FSH,
MOT due March 2021. Car in pristine
condition, 20” Carrera classic alloys
with great tyres, Bluetooth phone/iPod
set up, PCM, air con, CD, black leather
interior, electric windows. Reduced
price as space needed. Please call
07837 107436 or email sueandjohne@
icloud.com, Cheshire.
CARRERA
PORSCHE TOOLS PORSCHE T-SHIRT REGISTRATIONS
£10. In grey, gents small 36"-48"
chest. Martini Racing logo. Postage
free. Please call 01475 726360,
Scotland.
100278

NEW PORSCHE 911 997 AIR

FILTER HOUSING
£350. Porsche 911 997 Mk2 air
filter, OE-99711002231, 3.8L, brand
1972/3, POA. Assortment garage clear new, complete, collection Chester.
out. Please call 07477 414999, South
Please call 01244 370886or email
East.
101040
davidbrown.chc @btinternet.com,
Cheshire.
PORSCHE GARAGE CLEAROUT
NUMBER PLATE
£500. WRO 1M. Sensible offers invited
contact: info@zorinenergy.com, East
of England.
ADVERTISEMENT INDEX
PORSCHE 911 997 GEN 2 LED
TAIL LIGHT LENSES Adrian Flux 141 Northway Porsche Specialists 32
POA. Porsche air compressor unused £250. Genuine Porsche, used and from Auto Forever 25 Paragon Porsche 15
boxed, early type,Jaguar E wire my own car, working perfectly but Beverly Hills Car Club 35 Parr Garage 147
wheels, 2' Tr2/3/4 4 steel wheels, the lenses are separated slightly and Brey Krause Manufacturing 4 Patrick Motorsports 129
Lamborghini bolt on wheels magnesium let in water, even with this problem Car Bone 139 PIE Performance 55
4, Lamborghini jack and bag early type, everything works fine. I put 2 new
espada bumper and grill items, special Cavendish Porsche 105 PMO 127
ones on my 911 just for looks really Charles Ivey (Specialist Cars) 105 Porsche Club of GB 73
factory tools.other items. Please call
07477 414999, West Midlands. at almost £1000! Possibly they could Classicline Insurance 139 Porsche Torque 128
102447 be repaired but never tried, would suit Club Autosport 139 Portiacraft 129
as backup or for track day car etc, can
PORSCHE 911 RADIUS ARMS Cotswold Porsche Specialists 111 Quickfit Safety Services 129
send photos if required. Please call
CSF Inc 29 Raceglaze 141
07894 465066, Co.Tyrone.
Dansk 103 Rennline Inc 19
Dave The Trimmer 127 RGA Porsche 74
OTHER Design 911 43, 81 Richbrook International 127
LARGE BUILDING PLOT Douglas Valley Breakers 111 Rim Savers 34
1980, £25. Pair of vulcanised radius Dream Car Giveaways 121 RPM Specialist Cars 51
POA. Situated high on a hill in Barbados
arms, never used and still in box. Fits EBS Racing Inc 17 RSJ Sports Cars 65
911 from 1974 to 1986. Please call with spectacular views of both the
Caribbean Sea and the Atlantic Ocean. Elephant Racing 59 Sportwagen Eckert 89
01983853500, Channel Islands.
102769 It has full planning permission and is set Elite Garages 27 Steve Bull Specialist Cars 128
on one of the world's most prestigious Elite Motor Tune 111 Stoddard Parts 39
PORSCHE BACKPACK
£39. Backpack by Porsche with logo golf courses. Exchange fro classic EPS Vertex Automotive 67 Tarett Engineering 34
Polyester 100% in black 17"x11"x6" car(s) or classic Porsche(s). Porsche Evans Waterless Engine Tech 9 Motorsport 148
Still in bag. Unsuitable gift and unused.
Please call 01475 726360, Scotland. club member for 40 years. Please email Coolants 74 ThyssenKrupp Bilstein 5
100047 info@zorinenergy.com. Export 56 30 TwinSpark Racing 32
Fabspeed Motorsport 117 Westwood Cylinder Liners 8
FVD Brombacher 2 William Hewitt Porsche
PORSCHES WANTED! GCAP Performance
Hartech Automotive
32
30
Specialist
Woolies Workshop
141
93
Buying and selling Porsches for over 40 years Heritage Parts Centre 69
Hillcrest Specialist Cars 127
HP Porsche 128
Jasmine PorschaLink 129 CLASSIFIEDS
Jaz Porsche 93 CMS Porsche
JMG Porsche 128 DSD Motorwerks
For a good, old-fashioned,
polite service contact Paul Liberty Classic Cars 8 EJ White Cars
LN Engineering 47 Octane Garage
T: 07836 617 916/01225 742 142 Manor Park Classics 4 Prestige & Performance Cars
E: paul@theporschebuyer.co.uk Maundrell & Co 23 Related Registrations
www.theporschebuyer.co.uk Nine Excellence 34 Roger Bray Restorations
Ninemeister 9 The Manor Garage Box
www.classicporsches.co.uk
May 2021 145
 ORDER OUR NEXT ISSUE TODAY
AND ENJOY FREE DELIVERY*
GREEN WITH ENVY
718 CAYMAN GT4 PDK
DON’T
MISS OUT!
E
GET THE MAGAZIN UR
TO YO
DELIVERED DIRECT COST*
A
DOOR AT NO EXTR
ORDER
TODAY!

JUNE ISSUE ON SALE FRIDAY 7TH MAY

ORDER ONLINE AT SHOP.KELSEY.CO.UK/NPW323
CALL NOW ON +44 (0)1959 543747**
Terms and conditions apply. *Delivery is included in the cover price for UK customers only. An additional £1 will be added to any overseas addresses.
**Lines open Mon-Fri 8.30am–5.30pm (GMT). Calls charged at your standard network rate. Image for illustration purposes and subject to change.
LEVEL UP YOUR PORSCHE.
TECHART TECHTRONIC Powerkits.

TECHART TECHTRONIC powerkits put you in Sport Mode whenever you’re

in the mood. Its intelligent engine management provides both impressive
and reliable power gains, while protecting your engine at the same time.

Without touching your factory engine management, the installation of

your TECHART TECHTRONIC powerkit is easy and quick. And it can be
done by every authorized TECHART sales partner.

www.techart.com/techtronic

TECH 9 PARR TECHART Germany

Hale Garage, Hale Road, Hale, Liverpool L24 5RB 5 The Faraday Centre, Faraday Road, Crawley RH10 9PX Roentgenstrasse 47, 71229 Leonberg
T: +44 151 4255 911, sales@tech9.ms T: +44 1293 537 911, performance@parr-uk.co.uk T: +49 7152 9339 0, info@techart.de
www.tech9.ms www.parr-uk.co.uk www.techart.com