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After the soarawayPorsche prices at theinternational classic carauctions at Pebble Beachin August, the annualLondon sale hosted by RMAuctions was somethingof a damp squib as far asthe German marque wasconcerned. A mere fourPorsches were offered forsale at the 8th Septemberevent at BatterseaEvolution, located inBattersea Park, with twofailing to reach theirreserve and anotherselling below its pre-saleestimate.The highest price paid,

£134,400 including buyer’spremium (only slightlyabove the lower range ofthe pre-sale estimate),was for a right-hand drive1974 911 Carrera 2.7,equipped with the rare

sunroof and having beenfully restored in early2014. This model’spowertrain is the same asthat of the iconic andhighly sought after RSversion.A red 1993, 964-series

911 Carrera RS America (aUS market model that, tocomply with safetyregulations, lacked someof the lightweightfeatures of the European-spec Carrera RS) wentunder the hammer for£64,000, against a£70,000-£80,000 estimate,while the high bid of£215,000 on a 1996 993Carrera RS 3.8 was belowreserve. The otherPorsche that found nobuyer was a 1962 356BSuper 90 Cabriolet byReutter, the biddingrunning out at £120,000.

But while some mightfeel that Batterseareflected observers’predictions over the lastyear that premium classiccar prices would eitherlevel off or even fallslightly, the latest dataappears to show that theboom continues.According to HistoricAutomobile Group, whichcompiles a classic carprice index along stockmarket lines, Porschevalues dipped five percent in April and four percent in May, but climbedeight and five per cent inJune and July. ‘Betterprices were achievedprivately and at auctionfor rare Porsches from allperiods, including 911RSand 959 types,’ theLondon-based firmcommented.

911 & PORSCHE WORLD8

PORSCHE NEWSCLASSICS STAY AWAY

pic David Sutherland

pic Tim Scot

pic Simon Clay

pic Robin Adams

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911 & PORSCHE WORLD 9

NEWS – PEOPLE – PERSPECTIVES

GRIPPING TESTAfter several weeks of testing during the summer using models such as the 356,early 911 G-Series Carrera and 930 Turbo, Porsche engineers have compiled a newlist of approved tyres for all its past models. It can be seen on the Porsche Classicwebsite, and the company claims to be the only carmaker offering such anextensive list for older models – 183 tyre recommendations for summer tyres forPorsches between 1949 and 2005, and 129 for winter tyres.It’s an initiative to ensure that its older models can benefit fully from constantly

evolving tyre technology, Porsche pointing out that around two thirds of all its carsever built are still being driven on the road. ‘Porsche cannot abandon owners withregards to the right tyre types, because many owners are still lovingly taking care ofand driving their Porsche models that reach back into the fifties and sixties,’ it says.‘Independent tyre businesses, if faced with a 1963 Porsche 356 and tyre format185/70 R 15, would for instance probably use those tyre types that are generallyavailable for the remaining VW Beetle population and the various Transportermodels.’ Porsche also stresses that the benefit of the correct tyres on older modelsis felt most in the wet.The tests also highlighted the effect age has on a tyre. After evaluating a 12-year-

old tyre on a 1988 930 Turbo, Expert tyre tester Dieter Röscheisen concluded, ‘Thistyre offers very little traction, particularly when wet, with correspondingly weakbraking performance, and is therefore extremely tricky to drive, especially in vehicleswithout ABS, due to the high blocking tendency of the front wheels.’The cars used in the tests, at Continental Tyres’ Contidrom near Hanover in

Germany, were liberated from the Porsche Museum, and the testing proceduresincluded brake testing, aquaplaning and steering movement. The tests are updatedevery two years. For decades, tyres approved for Porsches have carried an “N”followed by a number on the sidewall – Porsche originally wanted this to be a ‘P”, buthad to bow to international standards of approval.




Porsche has modified therear suspension on all 918Spyders after thediscovery of a possiblefault. The carmaker saysthis did not amount to anofficial recall, because allthe cars affected – thosebuilt between 7th Mayand 18th June this year –were rectified before theywere delivered tocustomers. The actionwas made publicfollowing a press releasefrom The NationalHighway Traffic SafetyAdministration in the US,which said that fivevehicles in the US werepotentially affected bythe fault.An estimated 45 of the

£650,000-plus hybridsupercar have been

delivered to customersworldwide. The issue wasthe rear axle’s controlarms, which could havebroken, ‘causing difficultycontrolling the vehicle,’the NHTSA said in itsstatement.Porsche, which noticed

the fault whileundertaking ‘heavy dutydurability testing’ at theNardo test track in Italy,phoned customerswarning them not to taketheir Spyders on a track.The fault can only bepotentially embarrassing

for Porsche, not onlybecause it was on theflagship model, butbecause it came shortlyafter all 785 991-seriesGT3s sold were recalledfor an enginereplacement followingincidences of fire.


It doesn’t matter howmany vehicles, and ofwhat type, Porschemakes, Zuffenhausen’ssports cars will always bespecial, David Sutherlandargues

As Porsche’s productionsoars towards 200,000 peryear, some analystsunderstandably wonder ifthe German carmaker canhold on to its hard wonreputation as the nameplatemost people aspire to. Oneexpert reckons the marque’sprestige is dwindlingalready, with the streets ofLondon so crammed withthem that the cars nolonger seem special.

The “problem” is largelythe Cayenne, Macan,Panamera and, in the comingyears, possibly a shortenedversion of the Panamera tocompete with the BMW 3-Series. With styling that isnot so different to that ofrivals’ products – 20 yearsago you could never haveimagined a Porsche and aMercedes looking anythinglike each other, but comparethe Macan with Mercedes’GLA – their wow factor ismuch reduced.

In a decade Porsche hasachieved incredible successindustrially, going from alittle over 71,000 cars in2003 to 162,100 last year,despite undergoing asudden near bankruptcy anda change of owner in themidst of these years. Butthe more of a particular carbuilt, the less exclusive itcan be, and you can see thateven with the 911. This isemphasised by values of anyair-cooled 911 rising as fastas those of 996s and afterare falling.

Porsche has no choice butto live with this, and nodoubt foresaw it when in themid 1990s it designed boththe Boxster and the 996around one platform, andramped up production.However, the company willsurely never allow its sportscars to be become“ordinary”, and the one wayit can avoid this, regardlessof how many are on theroads, is to pull out anengineering lead. So, itmight not be rare, but aPorsche is always going tobe the best – not aprediction too many willargue with, surely.

OUR TAKEVOLUME CONTROL

SPYDER HASSUSPENSIONISSUE

Porsche appears to beheading unstoppablytowards its target of200,000 cars per year wellahead of its 2018timetable, that figureachievable either in 2014or 2015 – but thequestion that increasinglyneeds answered, some

say, is whether theGerman manufacturer canmaintain its exclusiveimage with thesenumbers. ‘They are nowgoing to squeeze thebrand by using the VWtoolbox, re-engineering afew bits here and there,rebadging it as a Porsche

and then selling 50,000 to100,000 units, since theyknow the Chinese will buythem,’ Arndt Ellinghordst,head of research at ISI inLondon told the USindustry publication,Automotive News.‘It’s a sales driven

business and Porsche is

going for volume,’ headded. ‘The question thenbecomes, at what pointdo you lose your premiumimage? Porsche is alreadybecoming a prettymainstream product insome markets such asLondon.’ A poll organisedby Autoblog reports that47.6 per cent of thosetaking part believed thatPorsche expanding salesto 200,000 sales per yearwould ‘erode itsdesirability’, while 47 percent felt it would not,with 5.5 per centundecided.The Automotive News

article goes on to sound awarning that a rapidlyincreasing output canalso lead to qualityissues, linking this to therecent GT3 engine recalland a brake boostercheck on the Macan(pictured). However,Porsche points to theclutch of quality awardsits cars receive each yearfrom the likes of JD Powerin the US.

PORSCHE IMAGE IN DANGER


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NEWS


The boss of Tuthill Porsche,which campaigns 911s inclassic rallies, andmorerecently a Tuthillhomologated GT3 in theWorld Rally Championship

How old are you andwheredo you live, andwork?I’m 39, live in Deddington,Oxfordshire and work inWardington, near Banbury.

What was your big breakinto themotor industry?Being the son of my fatherFrancis, which means bydefault I was straight inthe mix.

Summarise your careerIn 1992 I was the youngestever driver to take part in aWRC rally, when I drove a VWBeetle. Then followed theBritish junior championship in1996 in which we won. Ifinished second in the Britishproduction cupchampionship, driving aSubaru Impreza, beforespending two years in theAmerican rally championship,again in 4WD machinery. Ijoined Tuthill Porsche in 2003and am still flat out everyday working with Porsches.

Are you a petrolhead?I would actually say no! I lovedoing what I do and allaspects of the business anddriving cars, but I am not atraditional petrolhead.

What was your first car?VW Beetle aged seven, whichI rolled in a field, aged eight.

What was the first Porscheyou ever drove?A 1965 Porsche 911.

Which Porsche past orpresent do you like best?Impossible to say, but any356 or 911 is great.

What car do you drivedaily?If I am not driving a Porsche, aŠkoda Octavia estate.

What gets you out of bed inthemorning?Children, or the Teasmade –whichever comes first.

What has been the biggestchallenge in your workinglife?Transition between fatherand son – we have managedvery successfully, and withgood humour, I am pleased tosay. Now I look forward to thenext generation coming in.

CATCHING UP WITHRICHARD TUTHIL

In January to August, Porsche delivered over 120,000 new cars, an increase of 12 per cent over the same period in 2013. The fastestclimbing model was the Panamera, up 23 per cent to 16,700. China’s consumption of Porsches rose 15 per cent to 28,000 vehicles, butEurope actually grew faster, at 16 per cent to 39,000 cars.Australia based Carbon Revolution plans to launch what is claimed to be the first aftermarket carbon fibre road wheel to bemanufactured on a cost effective basis. The lightweight, one-piece rim will have TüV approval, says the firm’s Brett Gass, and to see ittested on a 911, look up Jay Leno’s garage on YouTube.It is now eight years since Porsche management of the time allegedly indulged in illegal share dealings while trying to buy acontrolling interest in Volkswagen Group, but the affair is still far from over. A German court has revived charges of stock marketmanipulation against former Porsche CEO Wendelin Wiedeking and his chief financial officer Holger Haerter.Porsche is planning to open a “record store” in London which will allow visitors to see and hear everything about Porsches. Similar tothe “Porsche Pop Up” in New York, “The Sound of Porsche: Stories of the Brand” will have three areas: the Sound Lab Experience, MediaStations, and the Design Corners, where visitors can draw what the sound of a Porsche means to them, and upload it to social media.Our friends at Audi Driver magazine are holding their annual track day at Castle Combe on October 11. If you fancy mixing it up with abunch of hot Audis, then all are welcome. The guys at Audi Driver magazine are keen to attract other VW Group cars, includingPorsches. Above all, perhaps, it’s a rare opportunity to do some laps at Castle Combe (www.audidriverinternational.co.uk).

NEWS IN BRIEF

‘What did you do on yourholidays, kids?’ will havebeen asked many times inschools recently as thenew term began. And itseems this is also arelevant question forPorsche’s class of 2014,including former F1 aceMark Webber, who pilotsthe works LMP1-H cars inthis year’s FIA WorldEndurance Championship– they all had plenty ofactivities organised tokeep them frombecoming bored duringthe three-month summerbreak between Le Mansand 6 Hours of Circuit ofthe Americas in Austin,Texas in mid September.After Le Mans, Webber

swapped his 919 Hybridfor a 918 Spyder,metaphorically donnedhis chauffeur’s cap andran fellow Porsche brandambassador andWimbledon tennis starMaria Sharapova aroundLondon, before joining hisformer F1 employer at itsparty at the AustrianGrand Prix. Though quite

what Red Bull Racing wascelebrating beyond thereturn of the race toAustria is hard to fathom,seeing as Ricciardofinished eighth and Vettelnot at all.From there he

participated in theGoodwood Festival ofSpeed and then turned upat the British Grand Prix,after which he lived out aschoolkid’s dream holiday– a three-week trip toColorado, including lots ofmountain biking. But allplay can make a boybored: ‘By August I couldhardly wait to get backtesting again,’ hecommented.LMP1-H team mate

Romain Dumas wisely hasnot placed all his eggs inthe Porsche basket – andhence devoted himself tohis own rally team, twoweeks after Le Mansturning out for thefamous Pikes Pike hillclimb in Colorado, andwinning the 13-mile eventin a 600kg prototype(Norma M20 RD Limited).

There was time for a two-week trip to France’s Côted'Azur with his youngfamily, for lots of watersports.Neel Jani seemed to

spend a lot of time drivinga six-geared go-kart on acircuit near his home inSwitzerland. He didmanage to squeeze in afew days’ holiday with hiswife Lauren on Mallorca inthe Mediterranean,though admits that one

reason he went there wasto check out the Spanishisland’s racetrack.The youngest of the

LMP1-H squad, 24-year-old Brendon Hartley,spent time driving classicPorsche racers, notablythe 1998 Le Mans winningGT1 98. There wasanother short holiday, inthe Caribbean, where hetook and passed hisdiving test. Presumablyfor Caribbean roads only.

SUMMER DAZE


1 9 8 9 P O R S C H E 9 3 0 T U R B O L E - R H D

WWW . H E XAGONMOD E RNC L A S S I C S . COM

BESPOKE FINANCE ARRANGED AND PART EXCHANGE WELCOME - WE ARE ALWAYS LOOKING TO BUY CARS OF EXCEPTIONAL QUALITY. A SIGNIFICANT PROPORTION OF THE CARS WE HAVE SOLD THIS YEAR HAVE BEEN BOUGHT TO ORDER.

IF THERE IS A SPECIFIC PORSCHE YOU REQUIRE THAT IS NOT LISTED ON OUR WEB SITE - PLEASE CALL JONATHAN FRANKLIN: 07522 911 911

1997 PORSCHE 993 TURBO - RHD Only 46,100 miles with full service history. Desirable Metallic Black with Grey full leather interior. In stunning condition.

Hexagon Modern Classics, 90 Fortis Green, London, N2 9EY | Tel: +44(0)208 3485151| Mob: +44(0)07522 911911 | Email: [email protected]

1988 PORSCHE 930 TARGA TURBO - RHDOne owner car with only 10,200 miles - Solid Guards Red with Beige Full leather interior. Absolutely stunning condition.

1962 PORSCHE 356B SUPER T6 CABRIOLET - LHDDesirable ‘Twin Grill’ model with period chrome luggage rack Exquisite example in Jet black with Tan Leather interior.

1989 PORSCHE 930 TURBO G50 - RHDExcellent Condition throughout. Many extras and upgrades - great value. 71,700 miles.

1989 PORSCHE 911 3.2 - LHDOnly 49,350 miles with FSH. Option of air-conditioning. One of the best examples we have come across for some time.

1987 PORSCHE 911 SUPERSPORT CABRIOLET - RHDOriginal factory wide body example comes with full service history. Full black leather with electric soft top. 60,000 miles.

1995 PORSCHE 993 CARRERA 2 COUPE - RHDOnly 38,700 miles, with full service history, a number of upgrades and is in stunning condition throughout.

1989 PORSCHE 911 SPEEDSTER - RHDOnly 9000 miles - the car is in as new condition and drives as if it had just left the factory. A true opportunity for the collector.

2008 PORSCHE 997 TURBO - RHD23,000 miles with FSH. - Extensive features including Sport chrono package - 911 (turbo) - a modern classic in the making.

Metallic Baltic Blue with White Full leather interior - the car has covered a mere 29,100 miles and has full service history.

This stunning 930 Turbo LE is in immaculate condition - a rare opportunity.

013POR248:AI Template 9/19/14 10:43 AM Page 13

PPaauull DDaavviieess cchhaarrttss tthheeiimmppoorrttaanntt ccoonnttrriibbuuttiioonn aann eeaarrllyymmeemmbbeerr mmaaddee ttoo PPoorrsscchhee CClluubbGGrreeaatt BBrriittaaiinnWith the death in August of RonSmith, Porsche Club GreatBritain has lost the last of its“founding fathers”. One of theoriginal seven Porsche ownerswho met at the Grand Hotel,Birmingham, to establish theclub, Ron helped organise thefirst ever national meeting, wasa long-serving committeemember, and a loyal supporter.Ron, a successful architect,

owned a fair cross-section ofEuropean motoring historythrough the years in addition toseven Porsches. He was madean Honorary Member of PCGB

for his part in setting up theclub, and at one time held themembership number 005. When I last interviewed him, in

2007, he paid tribute to theenjoyment he gained from beinga member, and the large part ithad played in his motoring life.‘My first sight of a Porsche 356was in July 1959 when I saw apair parked under the trees inthe paddock at Aintree racecircuit,’ he recalled. ‘It was loveat first sight.’He said his interest in the

marque started, in part, fromreading stories by ‘Jenks’, DenisJenkinson, who ran a 356 whilstreporting on European racemeetings for Motor Sportmagazine. Ron bought his first356A in 1961, and in August ofthat year attended the GrandHotel meeting.The original 356 was replaced

by a ‘B’, previously the propertyof club member (and well-knownhillclimber) Betty Haig, while histhird Porsche was also a 356B –a later T6 model – that hadbeen owned by founderchairman Arthur Sheffield. Eachof these first three cars costthe same £1050 to buy!His fourth Porsche was also a

356, this time a C model, which,he said, had ‘rather a lot of filler,but went very well’. Two 911sfollowed, before Ron acquiredhis last Porsche, a 928 S2. Healso owned an Alfa Romeo-engined replica 550 Spyderwhich his son, Adam, sprinted.Among mourners at Ron’sfuneral was his ‘favourite’ 356,the car originally owned byArthur Sheffield and now – after40 years of searching – theproperty of Arthur’s nephew,John Arnold.

SHOWS AND EVENTSOctober 5Goodwood Breakfast ClubGoodwood Circuit, West SussexGreat excuse for an early morning drive.Theme is ‘Hot hatch Sunday.”wwwwww..ggooooddwwoooodd..ccoomm

October 11Audi Driver magazine track dayCastle Combe, WiltshireFancy mixing it up with some hot Audis?Our friends at Audi Driver magazine arehaving a track day at Castle Combe and allare welcome. Well, we’re part of the samehappy family now!wwwwww..aauuddiiddrriivveerriinntteerrnnaattiioonnaall..ccoo..uukk

October 12Shelsley Walsh Breakfast ClubShelsley Walsh Hillclimb, WorcestershireOK, so maybe taking a leaf out ofGoodwood’s book, but frankly ShelsleyWalsh is a stunning venue for a Sundaydrive as the world’s oldest runningmotorsport venue. Walk the hill, have agreat breakfast. Hell, think we’ll go too!wwwwww..sshheellsslleeyy--wwaallsshh..ccoo..uukk

October 26Brooklands Autumn Classic BreakfastBrooklands, SurreyBlimey, we’ve really got a theme goinghere, and why not? Get up early, enjoy agreat drive, have some breakfast.Brooklands is dripping history and stuff to see, toowwwwww..bbrrooookkllaannddssmmuusseeuumm..ccoomm

November 14-16Lancaster Insurance Classic MotorShowNEC, BirminghamThe biggest classic show of the year andall under the roof of the NationalExhibition Centre. Club displays, tradestands and morewwwwww..nneeccccllaassssiiccmmoottoorrsshhooww..ccoomm

SportOctober 4Porsche Club Speed ChampionshipRound 12Prescott, Gloucestershirewwwwww..ppoorrsscchheecclluubbmmoottoorrssppoorrtt..ccoo..uukk

October 11Porsche Supercup/Russian GPRounds 9-10Sochi, Russiawwwwww..ppoorrsscchhee..ccoomm

October 11-12Porsche Carrera Cup/BTCCRounds 19/20Brands Hatch, Kentwwwwww..ppoorrsscchhee..ccoomm

October 17MSA British Historic RallyChampionshipRound 8Rallye Sunseeker, Poolewwwwww..hhrrccrr..ccoo..uukk

October 18-19BRSCC Porsche ChampionshipRounds 15/17/17Donington Park, Derbyshirewwwwww..ppoorrsscchheerraacciinnggddrriivveerrss..ccoo..uukk

THE PORSCHEMONTH AHEAD

EVENTS


NEWS

New face for Porsche watchesHaving recently bade farewell to Eterna, the Swiss watchmaker thathas supplied its chronographs for over four decades, Porsche Designhas set up a new company to produce them. Porsche DesignTimepieces AG will operate from the Jurasuedfuß region ofSwitzerland, with Porsche Design in Ludwigsburg, Germany,marketing the watches, as before.

A highly regarded watch expert, Patrick Kury, who developed thePorsche Indicator, said to be the most complex watch mechanism inthe world, has been hired as CEO, and Porsche wants to revive theglory days of its early watches – the first of which was theChronograph I (pictured) in 1972 – which are now collectable. Thefirst of the new generation of watches are due imminently.

‘As part of the new strategic realignment, we are consciouslygoing back to the roots of Porsche Design timepieces,’ Kury says.‘These revolutionised the industry in the 1970s and 1980s in termsof design and the materials used, as they included the world's firstblack watch as well as the world's first titanium watch.’

RON SMITH 1931-2014


MMaarrttiinn SShhaarrpp rreeccaallllss wwiitthhaaffffeeccttiioonn tthhee ffoorrmmeerrPPoorrsscchhee rraallllyy aaccee,, wwhhooddiieedd iinn AAuugguusstt,, aaggeedd 7700..Rally Barbados, 2008. Asole 911 sat in lineawaiting its scrutineeringslot. It was just great tohave a Caribbean chatwith its driver, the firstever World RallyChampion (in 1979). Overa cold beer, of course.I knew Björn for years,

we often met for coldbeers and chats onevents: Paris-Dakars,Safari Rallies and manyother WRC events. Thetime we met beforeBarbados was on the EastAfrican Safari Classic theyear before, when he wonin a Mk 1 Escort, with hisson Matthias co-driving. Anybody who knew

Björn was privileged toknow a genuine, honest,calm, thoroughgentleman with a subtleSwedish sense of humour– and a lasting ability todrive cars faster thanmost on all surfaces,applied to manycompetition Porschesover the years,predominantly at thebeginning and toward theend of his five-decade

driving career. During a pre-Rally

Barbados test he told me,typically modestly: ‘Ididn’t feel the oversteerin a 911 in my youngerdays – when you havesuch a quick car you arebeating everybody... andof course when you getthe helmet on you try!’He was always a

thoughtful man. On that2007 Safari Classic, whileother competitors satdown to sumptuousSafari Lodge dinners,Björn would be out in theservice park, he andMatthias attending to themultitude of maintenancerequirements needed tokeep the Escort on thewinning pace. It was onlywhen those requirementshad been fulfilled that theman would allow a sorelyneeded beer down histhroat.He was 65 when he

drove Steve Perez’s 911 inthat Barbados rally; hewas 25 when he droveofficial Porsche works911s to victory in the1969 Monte Carlo andSwedish Rallies. In 1970Porsche entrustedWaldegård with most ofthe testing of the works

914/6 rally car, but hewas convinced the 911’ssuperior direction changeresponse and tractionmade it a better rally car. But Porsche didn’t

listen. Before the threeworks 914s started the1971 Monte, Waldegårdinsisted that the 911would have been a betterchoice and could likelyhave won again. Alpinestook the top two places,with Björn’s 914/6 jointthird – with an Alpine.Moving to drive the

Stratos for the worksLancia team in 1975,

Björn won the Swedishand Sanremo Rallies, andwas third on the Safarithat year. He and theStratos were secondoverall on the 1976 Monteand the combinationscored a stunning firstoverall in Sanremo thatyear. Waldegård's Stratoswent to the final stageof that Italian rally, ColleLangan, with a four-second overall leadadvantage over teammate, Italian idol SandroMunari. After Munari had

started that stage, Lanciateam boss Cesare Fiorioordered Waldegård to bedelayed four seconds,supposedly to give hisdrivers an equal chance,but actually to helpMunari, the popular Italianstallion. Fired-up, Björnblasted that stage tobeat Munari by that veryfour-second margin, andwin the rally.A second on the RAC

Rally that year in a worksFord Escort RS1800 camenext, beginning thehalcyonMikkola/Waldegård Escortdays. Then, in 1991, camethe legendary ToyotaTeam Europe (TTE) years,where he saw out hisprofessional career.

Waldegård won theSafari Rally four times andthe Ivory Coast Rallythrice. In testing,preparing for andcompeting on the Safari,Björn calculated that hespent a total of threeyears of his life in Kenya.He loved Kenya andKenyans loved him,christening him ‘Simba’ –The Lion of Safari. He firstdrove the Safari in 1971,in a 911, but crashed.Returning in 1973, againin a Porsche, he againretired, but this time dueto engine failure. His firstSafari win came with Fordin 1977.He won the Safari again

in 1984 in a Toyota CelicaTwin Cam Turbo,repeating this in 1986.Then Björn, at 46, becamethe oldest driver ever towin a World Championshiprally when he won theSafari, in a Celica GT-Four,in 1990.Fittingly, in 2011 Björn

won his final Safari – theSafari Classic. In a TuthillPorsche 911. As RichardTuthill so correctlyrecorded: ‘One of themost gifted men ever toget behind the wheel of a rally car.’ A superstar rallyman to

the end.


NEWS

Björn Waldegard in flying form en route to winning the 2011 Safari Classic Rally in a Tuthillprepped 911. It was his third Safari win and an event that he was synonymous with

Waldegard (left) with long time rival and friend, Stig Blomqvist, on the Safari Rally in 2013.The Kenyans christened Waldegard ‘Simba’ - The Lion of Safari

BJÖRN WALDEGÅRD – 1943-2014



FUN IN THE SUNAT THEYORKSHIRE FESTIVAL OF PORSCHE,WHICH JUST KEEPSGETTING BETTERANDBETTER

NORTHERN SOUL

Itwould seem theYorkshire Festival ofPorsche has come along way since itshumble beginnings 19

years ago. Then it wasjust a handful of folk andtheir cars from Strasseand Specialist Cars ofMalton, who were alsomuch smaller (not tomention somewhatyounger, too). Timeschange, events andbusinesses grow.So fast forward, and

over 400 cars attendedthis years event atLotherton Hall, for a day ofcatching up with Porschefriends old and new.Displays there were many,from tractors to the motorsport activities of Strasse,including Richard Ellis’s993, Any Toon’s 968, theStrasse racing Caymanand Tim Mason’s historicrally 911. Porsches aside,Strasse head honcho,Dave Forrest, couldn’tresist displaying his rally

Mk 2 EscortThere were plenty of

cars to buy too, withPorsches for sale fromStrasse and SpecialistCars. Oh, and mustn’tforget the master class indetailing from GlynO’Donnell or the homemade ice creams,delicious coffees andpastries, fab hog roastand the Strasse bar, withice cold beer andrefreshing Pimm’s, all ofwhich was topped off

with live music andsunshine!The concours cars

gleamed and shone, withfront-engined Porschesdoing particularly well.The Ian Parkin MemorialTrophy, awarded bySpecialist Cars’ JohnHawkins, was won by TonyBooth and his 944 TurboS. The Mark PendletonTrophy, awarded inmemory of late Strassepartner, Mark Pendleton,was awarded by Strasse’s

Sam Forrest. His choice?The stunning 924 CarreraGTS of Chris Whittle.Finally, over £4500 was

raised for CandlelightersChildren’s Cancer Charityand we’re pleased toreport that Dave Forrestand John Hawkins bothdipped into their walletsand pulled out a bag ofsand each – as they rarelysay in Yorkshire.A top show. We’re

looking forward to nextyear’s event already! PW

Over400Porsches turnedoutat LothertonPark.Agreatdaywashadbyall. Below left: Alfie

represented theCandlelightersChildren’sCancerCharity, forwhichover£4500was raised. Below:

Let themeatcupcakes!

showch.qxd:PW Template 9/19/14 2:54 PM Page 16

BBiitt ooff aa wwrreenncchhThe wheel wrenches that manufacturers including Porschesupply with their cars look insubstantial, and certainly not upto the job of loosening the wheel nuts if the local tyre fitter haspreviously torqued them up with a vengeance (recommended torqueon a 911 is 130Nm, or 96lb ft). You might think this is the carmakerbeing mean, or perhaps if in a more generous frame of mind, that they arekept small to save weight. However there is another reason – if owners weresupplied with something that afforded massive purchase on a nut to loosen it,the temptation would be to over-tighten it when the wheel went back on, possiblydamaging something. That health warning aired, with owners increasingly changing over sets of wheels, be

it for track day use, or fitting winter tyres, it makes sense to have a decent wrench, andthis one from the extensive Laser Tools range, the Power Bar with ½-inch drive and priced at £22, is agood compromise. It is substantial enough to loosen really tight nuts but doesn’t give you too muchtightening power, and, measuring 430mm in length, is still sufficiently compact to carry in the car.You need the right socket, and Laser also offers a wheel nut socket range. Super strong and with

thin walls, they are designed specifically for alloy wheels, having a plastic shroud to protect the rim.Typically priced at £21 (you need 19mm for a Porsche), they are not cheap, but are claimed to last fivetimes as long as normal sockets. To see the firm’s range of wrenches, visit www.lasertools.co.uk

TTaakkiinngg nneeww gguuiiddaanncceeIn the last issue we reviewed Garmin’s recently launched nüvi 65/66 satellite navigator, with its six-inch screen and clever features, and concluded that despite the availability of route guidance onsmartphones, there might be life in the stand alone device yet. At the same time, the firm, a leader inGPS products, introduced the Garmin HUD+ that projects the information onto the windscreen, andwhich also draws the smartphone into the equation. The user downloads the HUD (head up display) app to a phone, then inputs the destination to it.

Route details are then seen and heard on the phone, while the Garmin unit – which with its stickybase sits securely on top of the dash – reflects directions, speed, speed limit and so forth on thescreen. A plastic reflector is included, which is attached to the screen for improveddefinition. The phone is integrated into the operation – forexample, if you’re playing music into the car’saudio, the volume dips when an instruction is voiced.So is it better than the traditional

navigator? We think, and many on-linereviewers agree, that this is clevertechnology that doesn’t offer any clear cutadvantage. Utilising the phone entails two

rather than one power lead, andwithout the reflector attached(which is a semi-permanent,though not especiallypretty, fixture) the clarity ofthe information on thewindscreen leaves a lot tobe desired. But it mightappeal to some, andtypically costs around £100,about the same as the nüvi65. More information isavailable at www.garmin.com

20 911 & PORSCHE WORLD

The tyre depotAccurate tyre balancing makes your Porsche smoother – andcheaper to run.

Incorrect tyre balancing not onlycauses vibration in the steering wheeland dashboard, but can cost youmoney! It also brings on prematurewear on tyres and also on suspensionparts.

If you find that your steering“wobbles” above a certain speed, thismay be a sign that your wheels are notbalanced properly. This will not onlyleave your Porsche uncomfortable todrive, but can affect its performance.Wheel balancing is the process ofequalising the weight of the combinedtyre and wheel assembly, so that itspins smoothly at high speed.Balancing involves putting the wheeland tyre on a “balancer”, whichcentres the wheel and spins it todetermine where the weights should go.In reality, wheels and tyres are never

exactly the same weight all around.The wheel's valve stem hole subtractsa small amount of mass from that sideof the wheel. Tyres will also have slightweight imbalances, whether from ajoining point of the beads, or a slightdeviation from perfectly round,because that kind of perfection isimpossible to achieve.At high speeds, a tiny imbalance in

weight can easily become a largeimbalance in centrifugal force. Thisusually translates into a vibration inthe car as well as some very irregularand damaging wear on the tyres. Bearin mind that balancing cannoteliminate vibrations from bent rims orirregularly worn tyres.The latest wheel balancing machines

have an increased ability tocompensate weight. They allow formore variation on the placement ofweights, meaning they can be hiddenbehind the spokes of the wheels onyour Porsche, giving it a cleanerappearance. Balance weightsthemselves are now also available in arange of colours and styles so if youhave a 911 with black wheels you canhave black balance weights colouredto match.

PRODUCTSch.qxd:PW Template 19/9/14 12:24 Page 20

29535ZR21 Michelin £260.9527540R20 Michelin £214.95

23535Z19 Pirelli £165.9530530ZR19 Pirelli £234.95

20555ZR17 Goodyear £122.9523550ZR17 Goodyear £153.95

24535ZR20 Pirelli £198.9530530ZR20 Pirelli £249.95

22540ZR18 Bridgestone £115.9529530ZR18 Bridgestone £220.95

ELITE 248:AI Template 19/9/14 16:17 Page 21

BBiitt ooff aa wwrreenncchhThe wheel wrenches that manufacturers including Porschesupply with their cars look insubstantial, and certainly not upto the job of loosening the wheel nuts if the local tyre fitter haspreviously torqued them up with a vengeance (recommended torqueon a 911 is 130Nm, or 96lb ft). You might think this is the carmakerbeing mean, or perhaps if in a more generous frame of mind, that they arekept small to save weight. However there is another reason – if owners weresupplied with something that afforded massive purchase on a nut to loosen it,the temptation would be to over-tighten it when the wheel went back on, possiblydamaging something. That health warning aired, with owners increasingly changing over sets of wheels, be

it for track day use, or fitting winter tyres, it makes sense to have a decent wrench, andthis one from the extensive Laser Tools range, the Power Bar with ½-inch drive and priced at £22, is agood compromise. It is substantial enough to loosen really tight nuts but doesn’t give you too muchtightening power, and, measuring 430mm in length, is still sufficiently compact to carry in the car.You need the right socket, and Laser also offers a wheel nut socket range. Super strong and with

thin walls, they are designed specifically for alloy wheels, having a plastic shroud to protect the rim.Typically priced at £21 (you need 19mm for a Porsche), they are not cheap, but are claimed to last fivetimes as long as normal sockets. To see the firm’s range of wrenches, visit www.lasertools.co.uk

TTaakkiinngg nneeww gguuiiddaanncceeIn the last issue we reviewed Garmin’s recently launched nüvi 65/66 satellite navigator, with its six-inch screen and clever features, and concluded that despite the availability of route guidance onsmartphones, there might be life in the stand alone device yet. At the same time, the firm, a leader inGPS products, introduced the Garmin HUD+ that projects the information onto the windscreen, andwhich also draws the smartphone into the equation. The user downloads the HUD (head up display) app to a phone, then inputs the destination to it.

Route details are then seen and heard on the phone, while the Garmin unit – which with its stickybase sits securely on top of the dash – reflects directions, speed, speed limit and so forth on thescreen. A plastic reflector is included, which is attached to the screen for improveddefinition. The phone is integrated into the operation – forexample, if you’re playing music into the car’saudio, the volume dips when an instruction is voiced.So is it better than the traditional

navigator? We think, and many on-linereviewers agree, that this is clevertechnology that doesn’t offer any clear cutadvantage. Utilising the phone entails two

rather than one power lead, andwithout the reflector attached(which is a semi-permanent,though not especiallypretty, fixture) the clarity ofthe information on thewindscreen leaves a lot tobe desired. But it mightappeal to some, andtypically costs around £100,about the same as the nüvi65. More information isavailable at www.garmin.com


The tyre depotAccurate tyre balancing makes your Porsche smoother – andcheaper to run.

Incorrect tyre balancing not onlycauses vibration in the steering wheeland dashboard, but can cost youmoney! It also brings on prematurewear on tyres and also on suspensionparts.

If you find that your steering“wobbles” above a certain speed, thismay be a sign that your wheels are notbalanced properly. This will not onlyleave your Porsche uncomfortable todrive, but can affect its performance.Wheel balancing is the process ofequalising the weight of the combinedtyre and wheel assembly, so that itspins smoothly at high speed.Balancing involves putting the wheeland tyre on a “balancer”, whichcentres the wheel and spins it todetermine where the weights should go.In reality, wheels and tyres are never

exactly the same weight all around.The wheel's valve stem hole subtractsa small amount of mass from that sideof the wheel. Tyres will also have slightweight imbalances, whether from ajoining point of the beads, or a slightdeviation from perfectly round,because that kind of perfection isimpossible to achieve.At high speeds, a tiny imbalance in

weight can easily become a largeimbalance in centrifugal force. Thisusually translates into a vibration inthe car as well as some very irregularand damaging wear on the tyres. Bearin mind that balancing cannoteliminate vibrations from bent rims orirregularly worn tyres.The latest wheel balancing machines

have an increased ability tocompensate weight. They allow formore variation on the placement ofweights, meaning they can be hiddenbehind the spokes of the wheels onyour Porsche, giving it a cleanerappearance. Balance weightsthemselves are now also available in arange of colours and styles so if youhave a 911 with black wheels you canhave black balance weights colouredto match.

PRODUCTSch.qxd:PW Template 19/9/14 11:01 Page 22

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911 (997) "4S"3.8 cab (56 -2006)Silverwith black leather,38,000miles.......................... £33,000

911(997)"2S"3.8(06 -2006)Basalt blackwith black leather,Sat Nav, 43,000miles........... £30,000

911(997)"2S"3.8tip (55 -2005)Silverwith black leather,Sat Nav, 56,000miles..........£27,000

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911 (997) "4S"3.8 PDK(09-2009)Basalt black with black leather,Sat Nav, 41,000miles............£45,000

911(997) TurboPDK (10-2010)Basalt black with black leather,Sat Nav, 27,000miles...........£67,000

911(997)"2S"3.8PDK(59-2010)Basalt black with black leather,Sat Nav, 48,000miles...........£44,000

911 (997) "2S" PDK (58 - 2008)Silver with black leather,Sat Nav, 46,000miles...........£42,000

911(997) "2S"3.8(57-2007)Basalt black with black leather,Sat Nav, 46,000miles............£33,000

911 (997) Turbo3.6 tip (08-2008)Basalt black with black leather,Sat Nav, 43,000miles............£47,000

911 (997)Turbo3.6tip (57 -2007)Basalt blackwith black leather,Sat Nav, 31,000miles........... £47,000

911 (997) "4S"3.8 (58 - 2009)Basalt blackwith black leather,Sat Nav, 37,000miles...........£38,000

911 (997) "2S"3.8 (08 -2008)Basalt blackwith black leather,Sat Nav, 35,000miles........... £35,000

911 (997) "2S"3.8 (57 -2008)Silverwith black leather,44,000miles.......................... £33,000

911(997) "2S"3.8(07-2007)Basalt black with black leather,Sat Nav, 46,000miles............£32,000

911(997)"2S"3.8 (07 -2007)Basalt blackwith black leather,Sat Nav, 42,000miles..........£32,000

911 (997) "2S"3.8 tip (05 -2005)Slate greywith black leather,19,000miles.......................... £30,000

Cayman"R"3.4"Gen2"(12 -2012)Whitewith black leather,Sat Nav 20,000miles...........£42,000

911(996)"4S"3.6tip (04 -2004)Midnight bluewith ocean blue leather,Sat Nav, 49,000miles........... £24,000

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GOT SOMETHING TO SAY? NEED TO EXPRESS AN OPINION ON THEPORSCHE WORLD? WELL, HERE’S YOUR CHANCE…

LETTERS

McLAREN BEATER?Youwere kind enough topublishmy letter about trying aCarrera 4S but coming awaypreferring to stick tomyCayman (911 & Porsche World,July 2014, Letters) and I think itwould be right to say a numberof your colleagues agree thatthe Cayman is potentially thebetter ‘sports’ car.It was very interesting, then,

to read Steve Bennett’s articlein the current edition aboutSVP’s Special Cayman. (Mustget down there and have a look,as they are literally just downthe road fromme.) However, ascomplimentary as hewas, Idon’t think Mr Bennett’s gonefar enough.Without boring youwith the

details of howandwhy, I wasprivileged recently to take a testdrive in aMcLaren 650S. (Well,you’re not going to turn thatdown are you?)Quite honestly I was

anticipating something like amadgo-kart on steroids, butwas very pleasantly surprisedand impressed. The 650S is verycivilised at normal road speeds,with comfortable seating fortwo and all the comforts you

would expect fromapremiumbrand: satnav, reversing camera,comfy seats, butwith the addedbonus of being able to switchthe power and suspensionindependently betweenNormal,Sport and Track.In fact themore I drove it and

considered its layout – luggagein front, strict two-seater,engine in themiddle,tremendous grip and roadholding – themore I was struckby its similarity to another car:my Cayman. Except, of course,theMcLaren hadmore thantwice the power from its V8turbo, but only48 per centmore than SVP’s Cayman.So, then, here is the open

letter to Porsche: give theCayman the power it deservesand youwon’t just have a 911beater but also a car capable ofholding its own in the companyof the best of the supercars(not that the 911 Turbo isn’t asupercar, of course).And at probably around just

half the price of a McLaren, itwould surely be a best seller –wouldn’t it?JohnCarter,viaE-mail

Keith Seume replies: Not quite

sure the Cayman has thecredentials to match theMcLaren, but it does deservemore power…

DISAPPOINTMENT…The 2014 Le Mans 24-hourevent was a hugedisappointment for Porschefans like myself, surely theworst result in decades.Look at LMP1, with both cars

failing to finish, the legendaryreliability now questioned. GT(Pro and Am), no class win oreven second place.After looking at the class

limits, I was shocked to see theunlimited engine capacity forLMP1, and 4000cc forcedinduction/5000cc naturallyaspirated for GT.Why use only 2000cc for the

LMP1, and why a V4? A boxerflat-six is what Porsche ismostly known for, so why notuse a 956 turbomotor as abase for the new project, oreven a flat-eight or 12?

The 911 GT3 has surelyreached its limit with 4000cc innaturally aspirated form, sowhy not use a 4000cc turbo orflat-eight of up to 5000cc?I waited for decades of

stupid politics to end and forPorsche to return to top levelracing, only to see two LMP1V4 2000cc ‘economy runproject’ cars expire before theend of the race, and for theGT3s to be passed by all otherrace cars on the circuit.How can Porsche walk away

from their tradition once again,by entering a non-boxerengined flagship anduncompetitive GT cars?I truly hope Porsche uses

this low point in its long andsuccessful racing history toreflect on its fantastic past,and to find traditional solutionsfor the future.Christo Stander, via E-mail

Keith Seume replies: I think it’sfair to say that at this level ofracing, adhereing to traditions,such as using a flat-six engine,would be of secondaryimportance to the overall raceeffort. As for using an old 956engine as a base, technologyhas moved on a long way sincethe 1980s. There’s no way anengine from that period couldbe competitive today, let alonefrugal enough…

LONDON RULESI’ve just put down the latestissue of your excellentmagazine after reading theBand of brothers story for thethird time. .I have to admit that until

now I had always disregardedthe 964 on the grounds of itsstyling, feeling it looked a littletoomuch like a cheapmid-year911 that had been fitted with abody kit in an effort to‘modernise’ it.However, thanks to the guys

(and girls, or so I gather fromtheir Facebook page) in the L9Ogroup, I can now look at the964 in a different light.I was struck most by the red

car with gold BBS wheels – it isso simple and perfectly‘stanced’ that I am now havingserious thoughts aboutchopping in my Carrera 3.2 fora 964 instead of the 993 whichI had set my heart on.The other thing that is

starting to makeme changemymind is the way prices aredoing something of an about-turn: a while ago, the 993 wasin the ascendancy, with pricesheading steadily skyward. Nowit looks like the 964 is the oneto watch.Perhaps I had better stop

thinking and get buying beforeit’s too late.Robert Parsons, via E-mail

Right: Christo Stander isdisappointed by Porsche’sefforts at Le Mans this year,especially in LMP1…

lettersNovv7ch.qxd:PW Template 19/9/14 11:05 Page 30

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ROGER BREY 248:AI Template 19/9/14 11:13 Page 31


JULIETTE EASEY YOU AND YOURS

There’s a delicious irony to the fact that afamily that has made its fortune in the pigtrade should have a couple of prime Porkerssitting in the farmyard. And rare breeds atthat – a 1989 911 Carrera Supersport

Cabriolet, of which just 45 right-hookers wereproduced, and a 997 Turbo S Cabriolet from a 2010litter, of which a mere 117 were sold in the UK.We’re here today to see the latter, owned by Juliette

“Jules” Easey, and it comes as a bit of surprise to see itin the company of the Supersport. With disarmingmodesty, Jules is in two minds as to whether sheshould have gotten the older 911 out of the garage – ‘Iwasn’t really sure if it would be of any interest to you,and I can put it away again if you don’t want it in thepictures.’ Actually, Jules, we’re quite excited to see iton the driveway, and are more than happy for you toleave it where it is…The Supersport belongs to Jules’ husband, Malcolm,

whose agricultural company, Easey Pigs, is well knownthroughout East Anglia and beyond. The drop-topCarrera appears in spectacular condition and when wecomment on that fact, Jules explains that the car hasonly done 17,900 miles. And then when we opine thatMalcolm did well to find a car in such brilliant conditionand with so few miles, Jules puts us straight: ‘ActuallyMalcolm has had the Supersport since new! He’salways had a special fondness for Porsches despite notever owning very many of them, and the Supersportreally only gets used on high days and holidays, hencethe low mileage. He’s utterly fastidious in its care

though, and whatever needs doing gets done.’As you might expect, the Supersport’s bodywork is

flawless and the interior looks like new. Jules can’tremember if the black-spoked BBS alloys were orderednew with the car or whether they were an optionalafterthought, but they give the Supersport an “ofthe era” appearance and set it apart from all itsFuchs-shod contemporaries.As it’s obviously a treasured possession, does

Jules ever get to drive the Supersport? ‘I drove itonly last week,’ she says. ‘I am absolutely the world’sworst passenger – just ask Malcolm – so I tend todrive everywhere as it keeps the peace. Besideswhich, Malcolm is always on the phone doingbusiness. Compared with my Turbo S the Supersportis a completely different kettle of fish. Obviously itcontains far less technology, yet it’s superblytrustworthy: you always know where you’re goingwith it.’Jules is clearly a keen driver and while her Turbo S

Cab is a real gleamer, the paint around the inner lips ofthe wheel-arches is chipped and a few little bits ofunder-body trim have fallen victim to hard road miles.And then there’s the fact that with a fairly meagre11,000 miles on the odometer, Jules’ car is on itssecond set of tyres.‘I really love speed,’ she confesses, ‘and I use the

Turbo whenever I can. It’s not quite an everyday car,though, because I have a dog and as much as I adorehim, he’s not going in the Porsche! I have a Smart fordog carrying duties, and while its semi-automatic

The 3.2 Supersport Cab hasa mere 17,900-miles on theclock. In white, with BBSsplit rim wheels, it really isa piece of the ’80s

Since Juliette ‘Jules’ Easey commandeered herhusband’s 997 Turbo S Cabriolet, she hasn’t lookedback, save perhaps for the odd drive in the otherPorsche in the family, a Carrera 3.2 SupersportWords and photography: Brett Fraser

PRIME PORKERS

You & Yoursch.qxp:PW Template 9/18/14 3:15 PM Page 34



Juliette and her 997 TurboCabriolet S. It was herhusband, Malcom’s, butwhen something elseturned his head, she soldher AMG Merc and kept thePorsche for herself. “Isimply adore driving thePorsche,” she says

gearbox is pretty dreadful, the car fulfils its purpose.’Jules’ interest in cars started at a very early age. ‘I

started driving aged eight. A friend of mine, BeverleyFiske, her father Derek Fiske was a Hot Rod champion,and she had access to various cars that we couldstorm around the fields behind her house. I used toinvest all my pocket money in petrol. A bit later on myfather, who was a haulier, let me drive his pool cars

around the yard, and it was strange how some ofthose cars ended up minus wing mirrors or withbroken headlights…‘I passed my driving test a week after my 17th

birthday – I took one of those intensive weeklongcourses and it worked. My first car was a Mini 850 thatwas later replaced by a Mini 1100. After that came aMk1 Ford Capri, a yellow 1600 that was affectionatelyknown as Fyffe, as in the banana company. I had aCitroën 2CV when I lived in London for a while, and

then a Triumph Spitfire 1500 that was the biggest pileof trouble I ever bought. Afterwards came a VWScirocco, a white one that kicked off my fondness forwhite cars, and a bit later on an XR3i, also in white.‘The first car that Malcolm bought for me was a

Mercedes SL500, which was quite old but didn’t havemany miles on it. I enjoyed it and everyone smiled andwaved when I drove by, but it was somewhat roly-poly

on challenging roads, not as tight as I would like. Iteventually made way for an Audi TT 225 quattro: whenhe sees the value of those old Mercs now, Malcolm stillwonders if that was such a great decision! But anotherMerc, a CLK, replaced the TT, and after that came amore modern SL350.‘And then there was the SL55 AMG… It was

outrageously good, stupendously fast, I thought I’dnever tire of it. I got into more trouble in it than I’veever done in the Porsche: it didn’t stick to the road with

“After that came a yellow Mk1 Ford Capri. It wasknown as Fyffe after the banana company”




as much tenacity as the Turbo S does, and had a friskybottom. Still, I had the AMG for three years, was veryhappy with it and had no intention of changing it.‘But then Malcolm tempted me with the Turbo S

[seemingly ordered with just about every optionincluding carbon interior package, Sport Chrono, PDKtransmission and PCCB discs]. It was his car originally.He’d hankered after one for a while but they wereextremely rare; when one finally did materialise he feltcompelled to buy it. A while later something elsecaught his eye, but he didn’t want the Porsche to leavethe family and so suggested that I took it and he soldthe AMG.‘At first the idea didn’t really appeal, but then I drove

the Porsche… I never thought for one moment thathe’d really give it to me – he still loves to drive it and Ioccasionally let him if he pays me enough.‘Living on a farm in the heart of rural countryside, the

four-wheel drive makes a world of difference: it alsogives the Turbo more composure and a greater senseof driver confidence than I got with the SL. The sheerspeed of the thing and the way it accelerates is utterlysensational. The noise it makes is fabulous, too,especially roof down through long tunnels.‘I have to confess that I never use the flappy paddles

of the PDK gearbox – I don’t see the need as the ’boxseems to know what it’s doing without myintervention. I seldom use the Sport or Sport Plusbuttons, either, as the Turbo never feels short ofspeed, but I occasionally make an exception whenthere’s a boy racer up my bum.’Talking of racers, has Jules ever taken the Turbo S

onto the track? ‘In a manner of speaking. Last year(2013) as part of the 911’s 50th anniversarycelebrations in the UK, we joined the 911-strongconvoy setting a world record on the Silverstone circuit

– Malcolm has since stolen the commemorative stickergiven to participants and put it on the Supersport. ButI’ve never been to a trackday: I would like to go arounda circuit in it, though, and be shown by a professionalprecisely what my car is capable of.’And what about long journeys, epic adventures? ‘Do

you know, we haven’t been very far in the Turbo at all,’confesses Jules. ‘It’s only been about as far as London– isn’t that sad? The trouble is, when we go away wedon’t travel light – not in the slightest – and thePorsche doesn’t have a big enough boot. We’re verylucky, too, in that Malcolm also owns a Bentley GTCthat will not only accommodate our luggage, but issupremely comfortable, too.‘But if I’m heading the 100 miles south to stay with

friends in London I will always take the Turbo S and Inever worry about parking it in the street: there’s nopoint in having a car if you don’t use it. And while I do

garage it at home, the Porsche is a year-round car inour household.’Not that you’d really expect any serious issues with

an 11,000-mile Porsche, but to date the Turbo S hasbeen largely problem-free, except for the Road Angelspeed camera detector interfering with radio reception.And with such low mileage there’s not been muchcontact with the dealer network. ‘We have had itserviced with Porsche Colchester,’ reveals Jules, ‘andthey seemed pretty good. They even came up here tocollect the car, which is about an 80-mile round trip,and I was grateful for that fact.’Jules is grateful to Malcolm, too. ‘I have my very

generous husband to thank for this car and I seemyself hanging on to it for a very long time – to behonest, I’ve yet to see anything else that would be aworthy replacement. I simply adore driving the Porscheand it certainly satisfies my craving for speed.’ PW

This is one fully loadedmachine. Not only is it Sspecced, but it features thefull carbon pack, thoselovely centre-lock wheelsand carbon ceramic brakes.There can’t be manyquicker ways of gettingaround the countryside

“I seldom use the Sport or Sport Plus buttons,either, as the Turbo never feels short of speed”


43

991 C4S ON THE TOUR OF BRITAIN

911 & PORSCHE WORLD

how I was going to pull this round) on the third stage, the‘Queen Stage’ no less of the Tour of Britain, with a 991Carrera C4S. This is Porsche v Peloton.What seriously? Yes, seriously. Pro bike riders move

fast. In a group they can slipstream along at 40mph on anopen road with nothing to slow them. Blink and you’ll missthem, left with just a rush of air, colour and the faintmechanical hum of turning cranks and narrow tyres onTarmac. If you’re lucky you might get hit by a discardedbottle, but these boys shift and achieve average speedsthat most four-wheeled traffic, encumbered by otherroad residents, can only dream about. That is of coursewhen they’re on it. There are days when they simply can’tbe bothered, but in a one-week race, like the ToB, thereisn’t the luxury of a let up or a day taking it easy.It is, of course, the road sharing aspect that will stop

this contest from being a walkover for the Porsche, and intruth I’m not expecting the Porsche to lose this. Thatwould be a bit far-fetched, but I’m not expecting there tobe a great deal in it. Seconds? Minutes and multiples of?Half an hour? Over half, but under an hour? You know Ijust don’t know, but here’s the fact of the matter: Thestage is 179.9km or 111.9-miles if you prefer. The Pelotondeparts Newtown at 11am and with a following wind andsome nifty pedalling are expected to rumble up theTumble shortly after 3pm via a route that in terms ofprofile can only be described as spiky.It’s a route too that will suit the C4S and there is a

reason why it’s a C4S too. In fact there is a reason why it’sa 911 full stop. It’s been over two years now, since thelaunch of the 991 gen of the 911, and truth be told, I’venot really gelled with the all newmachine. There have

been moments of connection, but overall I’m not gettingit. For me it’s the ‘King’s new clothes’ scenario, and I’macutely aware of how out of step I am with that thought.Editor of Porsche magazine doesn’t rate new 911, shock.It’s a headline that I’m not entirely comfortable with.Of course I’ve analysed it at some length. In the past it’s

been pretty easy. Basic manual Carrera 2 wins every time.It’s the motoring journo’s default option, but not this timeround. The base 3.4-litre Carrera is just not quick enough.Ridiculous as that may sound with 350bhp, but it’s theway the power is delivered, which is to say right at thetop end. It’s hard work, and not at all like the old 3.6-litre997 Carrera, which is just about perfect. The manual isn’tan option either on any 991. There’s nothing wrong withthe shift itself, in terms of physically swapping cogs, it’sjust the action of moving through the gate and, inparticular, coming down from the dogleg seventh, whenit’s very easy to get lost. The loading takes the leverbeyond the sixth to fifth plain and into fourth to third.Nine times out of ten you’ll get it right, but when itmatters, when you’re driving for the thrill of it, you will atsome point get into a right muddle and you’ll hate it andwish, for the first time ever, that it was a PDK. It’s justnot intuitive.And to make matters worse, you just know that the

Gen 2 991 Carrera, which will be coming soon, will begetting a 3.6-litre engine, because that’s how thesethings work. So, surely, the Carrera 2S or the C4S is theanswer. More power, ditch the manual, go PDK, job done.Well not so far. Maybe the whole collective drivingexperience just hasn’t aligned itself yet. Yes, the 3.8-litreengine has, as you would expect, got the get up and go.

We’ll take ours in stealthgrey, please. Sometimes it’seasy to take the familiarshape of the 911 forgranted, but the high waistand low roofline of the 991gives the 911 a sleeker look51 years into its life

Above: Bennett is ‘King ofthe Mountain’ at the firstsummit finish. Newtown,Powys, is the stage start,while towns along the waysignal their support

991 C4Sch.qxd:PW Template 9/18/14 2:49 PM Page 43

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The PDK beats the manual, but it’s not just about thepowertrain and how it changes gear. There’s the smallmatter of handling and steering and some confusingmessages therein.A week with the retro inspired 911@50 Anniversary

model, with wide body and rear drive, should have been991 nirvana, but frankly it was awful, thanks to PASMsuspension with zero tolerance to body roll, but at theexpense of any sort of ride quality. Remember the 997GTS, again rear drive and wide-bodied and derived fromthe limited edition Sport Classic? That was just 911heaven in the way it dealt with our broken roads. And thesteering? Don’t get me started.And then there was a recent dalliance with a 991 Targa,

which significantly had passive rather than activesuspension. All of a sudden ride quality restored, perhapshelped further by 19in wheels. But that had a manual ’boxtoo and once again shift confusion crept in just when youdidn’t need it.And so here we are giving the 991 another go. The C4S

is the everyman choice, the one that ticks the mostboxes for customers, and in the right spec too, althoughI’m not sure about PASM given recent experiences.Chasing down the cyclists is an added frisson, and I won’t

deny that it taps into a personal passion of mine. I amno stranger to lycra, carbon fibre and the obsession thatcomes with cycling.Of course we didn’t come all this way and not see a bit

of the stage ourselves. After a bit of Google Earthresearch we set up seven miles out of Newtown to watchthe riders come through and contest the first King of theMountains (first rider across the line scores pointstowards the KoM jersey) segment. The riders areexpected at around 11.30am, which is pretty impressivegiven that it’s a constant climb all the way, but thenthey’re not pros for nothing I guess.There wasn’t quite the fever that surrounded the Tour

de France Grand Depart, but you can’t help but getcaught up in the buzz and the anticipation as the coursecars and Police outriders come zooming though and thenthe event helicopter rises from the horizon, nose pitchedto the ground, seemingly scanning the landscape. Andthen the Peloton crests the hill and sweeps through,cutting a perfect apex and moving in one fluid arc. Gone insixty seconds or less as they whirr out of sight. A coupleof days later, when I get home, I watch the recordedhighlights of the show, and there we are clearly visiblefrom the helicopter, standing next to the C4S!

Left: Camera helicoptercaught Bennett and Fraseron film and put them onthe telly! At the start ofthe 512 metre climb to thesummit of The TumbleRight: At the top!

It takes a lot of vehicles tokeep the Tour on the road.Team Sky can claim to havethe best team cars running,as they do, a fleet ofJaguar estates. All theteams run estate cars,which tells you everythingyou need to know aboutSUVs and the like!


So time to give chase. Well not quite. We need to givethe race time to get ahead for obvious reasons. A chanceto study the route and get back down into Newtown tomake a proper start and get some fuel. The route? Wellit’s a mix of hilltop moorland B roads and fast valley-levelA roads taking in villages and a couple of major towns onthe way, notably Crickhowell and Abergavenny. Some ofthe roads are known to us already as we’ve used themfor testing over the years, South Wales being a popularproving ground for motoring ‘mags looking for quietdriving roads.A final word on our Peloton Pusher. Fuelled up and

sitting on the forecourt it looks, quite simply, thebusiness. That is certainly one thing that the 991 has inits favour. It’s colour sensitive too, but in dark metallicgrey, with matt grey 19in wheels, it really does work, the911 profile accentuated by its deep waistline and lowroofline that, compared to the 996 and the 997, makesthe 991 look as if it’s been chopped.Newtown centre is solid with the aftermath of the tour

depart and it takes some time to grind and climb out oftown on the uphill switchbacks. The PDK transmission is

switched to Sports mode in anticipation of any gap to getpast the meandering, late summer dawdlers. At slowspeeds the C4S seems disinterested and slightly wrong-footed, but soon we’re off the main road and up, up ontothe moors and the first King of the Mountains segment.How are we doing? Well, shockingly, with the congestionin Newtown and the grind out, we’re barely ahead of ourleg and lung powered bike heroes!This is a cracking, testing wiggle of Tarmac now

though. To the left are the Black Mountains and to theright expansive views over the valley and we’re highenough to be sharing air space with the buzzards surfingthe thermals. Then the road starts to drop down and thegoing gets tight and twisty making the C4S really start towork. It’s too much for the PDK to keep up with and aswitch to the paddles is called for. No hardship. Thedamped click of each up or down change might lack thetactile quality of manual interaction, but there’s nodisputing the speed of the shifts, and to make this sort ofseamless, stable progress in a manual 991, you’d have tobe very deft on the pedals.Periods of rapid progress are hindered and halted out of

47


911 & PORSCHE WORLD

“How are we doing? Shockingly, we’rebarely ahead of our leg powered heroes”



respect to 30mph limits through villages and the odddawdling tractor/tourist. Frustratingly, given the twistsand turns, it takes a bit of luck rather than judgement toget through on occasion, not helped by the C4S’s extrasize. The 991 is borderline as a B road contender thesedays, but that said it’s still more at home than its Italianrivals. You just find yourself breathing in more often,particularly with oncoming traffic.Maybe it’s because we’re on the ToB route, but so far

the road surfaces have been excellent, and somestretches have been absolutely top quality black top, thesort that in most parts of our sceptic isle have becomejust a distant memory, replaced instead by molten tarsprinkled with loose chippings. Road surface aside I’moverdriving this new fangled 911. My direction changesare snappy, braking scruffy and I’m just hanging on. It’spartly because the straights are short and the bends arecoming thick and fast and it’s impossible to build up arhythm, and it’s partly because I’m going too fast to beneat and the C4 is just understeering in response to myinputs. Ah, that four-wheel drive understeer thing? Hmm,not so sure about that. It’s just the default setting thesedays and I doubt that the C2S would be any different.It’s the safe option.Strangely, perhaps, after all these years of refining the

rear engine layout, tweaking the suspension andlengthening the wheelbase, the 911 still responds best toslow in, fast out. It’s all relative though. The 991’s slow inis rather faster, than even a 997’s slow in. You just don’tappreciate it.I don’t know about Wiggo and co, but even behind the

wheel, this is exhausting. Quite where I am time wise I’ve

no idea, but there’s a welcome stretch of A road now for agood fewmiles. With space and well-sighted corners, wecan get a wiggle on. The 991 is more at home here. It cansettle into a bend and use its massive traction toslingshot out, not to mention power. It’s fast, effortlesslyfast with a never-ending powerband.Back on the B roads now for another lengthy stretch.

This is the sort of terrain that gets the Peloton all twitchy.Narrow enclosed roads are a nightmare and increase thechance of a Peloton pile up. One thing that the 991 is not,though, is twitchy. That really has been all but eliminatedfrom the 911’s repertoire of tricks. That constantmovement from the rear, and the unsettling of the frontwheels as the front-to-rear weight transfer moves downthe relatively short wheelbase has been checked by thelonger, more stable platform of the 991. It’s kind of stillthere, but it’s slightly slower, and lazier. And that in turnhas affected the steering. It’s not so much the electronicsteering rack that’s robbed the 991 of steering feel. It’smore the longer wheelbase that stops the front wheelsfrom weighting and un-weighting. Modern cars have somuch damping in their steering, to combat the potentialkick back frommassive wheels and tyres, that steeringfeel disappeared long ago. What the 911 had wasn’tsteering feel in the traditional sense, but steering feelinduced by its weight distribution. It was an anomaly, onethat’s now been dialled out.Fast A roads again through Crickhowell and into

Abergavenny and Monmouthsire. We’re not fargeographically from the finish, but in miles there’s stillanother 25 to go. The going has been tough or ‘draggy’ incycling parlance. Apart from the A road stretches it’s

Left: The Peloton rollsthough, completing the110-mile stage in 4hrs35mins, which is actuallypretty slow in bike raceterms, and is an indicationas to just how toughStage 3 wasMiddle: Bennett grabs theheadlines. There’s gonna bea Rumble on The Tumble!

The 991 C4S coversground at a rate that takesserious concentration tokeep up with. It is hugelycapable, carrying speed ina way that would havebeen unthinkable a fewyears ago


49


911 & PORSCHE WORLD

“With space and well-sighted corners,we can get a wiggle on”



been a relentless, leg busting up and down, with littlechance for a rhythm or to get the pack moving en masse.It feels the same where I am too. Every blind turn andcrest is treated with caution and I don’t mind admittingthat I’m knackered from the concentration.The pros blast through the middle of Abergavenny

town centre, while we crawl round the one-way system,hampered by road works. It takes a good half an hour andwe trundle to the foot of The Tumble, where we’re metwith a roadblock. The stage is, of course, over but thebarriers and stage furniture are being packed away. Stopthe clock, we’ll have to wait, and wait. Still gives us achance to catch up on the result, the ‘Rumble up TheTumble.’ Italian Edoardo Zardini takes the stage win, Wiggois back in fifth and eventual overall winner, DutchmanDylan Van Baarle is 12th. Apparently The Tumble has hadthe desired effect and hit the riders hard, with only theoverall favourites emerging to fight it out at the summit.And so what was Zardini’s overall time? Four hours, 35

mins and 2 secs. Is that fast? In terms of the terrain, andthe distance, yes, that’s fast. Had that been a flat stage,you could knock over an hour off that time, easily.And so finally we make it up The Tumble and to the

aftermath of the stage. I’ve done a few long distance

events, hell I’ve cycled up Box Hill, but The Tumble is arelentless low gear grind that even has the C4S droppingcogs to second on its fiercest inclines. And so we stopour own clock at 3hrs 15mins 47secs. Porsche thrashesPeloton on the Queen Stage? Well that’s what it looks like,but think about it? Despite having 400bhp on tap and theability to carry prodigious speed, that’s not much of amargin compared to human athletes on two wheelspowered by fresh air and energy gels.And the 991 C4S? Is the relationship restored? Partly.

This is easily the most convincing 991 that I’ve driven.After the 50th birthday edition, the PASM enhancedsuspension is much more compliant, although I still preferthe passive set up and that experience is shared withpassive v PASM Boxsters and Caymans too.The C4S is a hugely capable car and still easily the best

of its type. I guess what I miss is the interactivity of the997 and the 996. In the constant evolution of the 911, theimperfections that were/are part of its character arebeing engineered out. It seems wrong to hanker aftersomething that wasn’t as good, but that’s just the way Ifeel. But then my next road bike will probably haveelectronic shifters and in time I’ll forget about the lesseffective friction shifters. Progress eh? PW

Top left: At the wheel ofany 991 is a fine place tobe. Cabin quality is secondto none. Below: The C4S ishugely stable on the road.Body control is of the ‘ironfist’ variety with roll kept inconstant check


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RALLY FEATURE finalch.qxd:PW Template 19/9/14 10:43 Page 54

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65911 & PORSCHE WORLD

the first stage. At the end wewere all laughing because he toldus he’d never been so scared inhis life driving a rally car. He hadno idea how it would react incorners and the reaction of thesuspension after jumps. He didn’tknow the power of the engine,the braking capabilities and alsohe’d never competed with a carequipped with a sequentialgearbox before… But actuallymaybe there is no better driver

than Jani for this as he is aprofessional stunt driver andholds the Guinness World Recordfor going the fastest on twowheels!We also had a bit of bad luck.

After a hard jump the car landedon its nose and we think somestones went through the middleradiator. That slowed us quite alot but luckily everything else was

OK. We were still going andlearning, until the second day.Normally, when a team managerasks the driver if anythinghappened he always says, ‘no, Ididn't touch anything, I didn't hitanything, I don't know whathappened,’ but we think he hit astone or something at the side ofthe road which broke thesuspension arm and that in turnpunctured an oil pipe. The oil wentover the engine, ignited and

caused a serious fire that tookthree extinguishers to put out. Wegot it back to the service areaand were thinking about trying toget it ready for Rally 2 the nextday, but the harness, ignitioncoils, ECU and sensors were allburned and we didn't want to rushand do half the job and have it failthe next day, so unfortunatelythat's how it ended.

But it was a great event andgreat to know that the car was asuccess. Everyone absolutelyloved seeing and hearing it andwe have lots of videos wherespectators were shouting outwhen we came by. Also at theservice park there were always alot of people wanting to see us.We already have the strongersuspension arms and obviouslywe’ll need some more protectionaround the rear, which we’ll

design and fit so the same thingdoesn’t happen again.In the near future there will be

a couple of local FinnishChampionship rallies soon, butthe next big one for us will bewhether or not we do the RallyWales. The conditions are similarto Finland, but much slippier, sowe need to be very confident inhow the car handles before we

decide to do it.But in the winter things will be

more straight-forward for us. Thecar will be at the winter rallyschool for people to come and

drive for themselves. We have a996 already prepared and plananother couple of 997s for teamsto rent. Now we have a FIApassport and the parts alreadydesigned so, in comparison to thefirst build, it’s easy to makethe cars.”So two WRC 911s on the Rally

Wales? What better reason to getinto the forests to spectate? PW

On the loose! Kicking up thedust on Rally Finland. This is thefirst time a modern 911 hascompeted on gravel in a long,long time. Sadly the adventureended prematurely with an oilfire, but they’ll be back!

“Everyone absolutely loved seeing andhearing it, and we have lots of videos”

RALLY FEATURE finalch.qxd:PW Template 19/9/14 10:46 Page 65

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VANISHINGPOINTA silver arrow with a vengeance, the FVD 996GT2 is a 730bhp monster, propelling us towardsthe horizon faster than a howitzer shellWords: Johnny Tipler Photographer: Antony Fraser

fvdch.qxd:PW Template 9/18/14 2:55 PM Page 68

Strewth! This is quick. The landscape flashesby, edges of the autobahn a grey-green blur.Bridges zoom into view and zap overhead aswe whizz beneath them. I look as far into thedistance as possible, gauging gaps between

vehicles to see who’s likely to pull into the overtakinglane on this unrestricted section of blacktop. Thankgod, they check their mirrors in Germany. A glimpse atthe speedo says 300kph as we streak from one ‘kreuz’intersection to another. That’s 186mph. All too soonit’s over, but it’s a taster of just how mental this GT2can be when 730bhp is unleashed. Now, relax.We’ve come to Freiburg in the picturesque Black Forest

region of southwest Germany to pay our annual visit toWilly Brombacher, genial giant of components, tuning andrestoration specialists FVD. He and I are close rivals in thetonsorial department, and he always looks after us verywell, and that includes a project car for us to have a go in.This time it’s a customer’s 996 GT2, fruits of FVD’s techiesand backroom electronics wizards’ tinkering over the lasttwelve months. Always questing for the ultimate inperformance gains, or some other esoteric goal, Willy is

more than happy to tweak any top-line Porsche that’s tohand as FVD’s test bed. Cue the GT2.Historically, the turbocharged 2wd 996 GT2 was

announced in 1999, primarily as a road car, unlike thecompetition-focused 993 GT2; the 996 GT3 would doduty in the racing department. Just 1,300 GT2 996s werebuilt during a five year production run till the unveiling ofthe 997 GT2. As befits its flagship power status, the GT2has the widest version of the 996 bodyshell with modifiednose and fixed rear wing, plus those giveaway NACAducts in the leading edge of the rear wheelarches servingthe intercoolers. The suspension is set-up with a rideheight 10mm lower than the four-wheel drive 996 Turbo.Developing 462bhp, later 483bhp, from its 3.6-litre flat-six, the normal 996 GT2 derives its speed from two KKKturbochargers. It’s rear-drive only, with six-speed manualgearbox. So much for the standard car. After its technicalmakeover, the FVD GT2 tops even the 997 GT2 RS’s610bhp by more than 100bhp. How about that?!Willy will reveal all in a moment, but first let’s set the

scene. It’s all go here. The compact FVD workshop is ahive of activity. There’s a 964 Targa having its camber set


730BHP FVD GT2



“It’s most fun when it’s 650bhpmax, then the handling is nice.You still have control over the car,not the car over you”


71

730BHP FVD GT2

911 & PORSCHE WORLD

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A TRIO OF 959S

959ch.qxd:PW Template 9/18/14 2:45 PM Page 79


Like a spaceship darting warp-factor throughthe spiralling galaxy of moorland moonscape,the 959 seems like an extra-terrestrial visitor.Nearly thirty years on, this sublime stellarmodule still looks like no other Porsche. That’s

largely down to the bulbous flanks shrouding speciallymade wheels, vents and scoops, gutterless roof andfull width basket-handle rear wing. Open the engine lidand the powerplant barely looks like a 911 flat-sixeither, given all the additional space-shuttle tubing andcompressors. But isn’t there something familiar aboutthose headlights though? Of course, they also appearon the 993, thanks to Porsche in-house stylist RichardSoderberg’s original 959 renderings, though they werecertainly precocious in 1983 when first pencilled,because the 959 predated the 993 by a decade.Spaceship design cues were an obvious inspiration in1983, just as they’d been in Detroit stylingdepartments in the 1950s. Space travel was in thewind: it’s no coincidence that 1981 saw the first launchof NASA’s Columbia Space Shuttle, with Challengerlaunched in ’83, while on the silver screen we alsoanticipated the Return of the Jedi.The prospect of sampling three of these amazing

missiles brings us to Specialist Cars of Malton, NorthYorkshire. Proprietor John Hawkins gives us the lowdown.‘It’s a complicated car,’ says John. ‘Thirty years on, thereare certain parts you can’t get, so you have to have themmade. We’ve looked after the white car for probably thelast 15 years, and we made all the bushes for it, and whenwe put a new clutch in it last year we couldn’t get acentre plate so we had to have one made. The parts arequite scarce, generally. The tyres took a bit of getting; wehad to source them from Spain because they’re anunusual size and they’ve got the pressure sensors.’ The

tyres are Bridgestone RE71s, labelled 255/40 ZR17 on therear and 235/45 ZR17 on the front. The only variationbetween the three cars is that on the red car they areBridgestone Potenza S-02 but the sizes are the same.Like all Porsches, 959s fare better if they are usedregularly, but regrettably their exquisite and exotic naturedooms most of them to be shut away in privatecollections. ‘They’re better driven rather than shut away,’says John. ‘The moving parts deteriorate without use.’Here’s the model history. The 959 debuted as a design

exercise at the 1983 Frankfurt Show, a white car dubbedthe ‘Gruppe B’ study. It was Soderberg’s futuristic designexercise under the aegis of Porsche styling boss ToniLapine. Porsche had gone out of its way to create amasterpiece. Mechanically it was the brainchild of chiefengineer Helmuth Bott and incoming managing directorPeter Schutz who were convinced that the company’sfuture lay with the tried and tested 911, provided it couldcontinue to evolve. Back in 1980, the FIA’s impendingregulations for the hyper-quick Group B category providedPorsche with the focus to build a supercar that wouldshowcase its engineering expertise on road and track.The rules called for a minimum of 200 units, which suitedthe company’s aspirations, and it was clear thatsuccessful international rally cars needed to be all-wheeldrive, so that was another element of the 959’s spec.Like a projectile from Kennedy Space Centre, the 959 is

a technical tour de force: nothing so sophisticated hadever been available before, and it steals the show on itsFrankfurt ’83 unveiling. It flaunts a staggering array ofsophisticated componentry. The roof, front and rearwings, integral sills, rear bodywork and aerofoil wing areall in Kevlar, a medium not so well known in the early ’80s(when the 956 was an aluminium tub), while the frontpanel is polyurethane and the bonnet and doors are


81

A TRIO OF 959S

911 & PORSCHE WORLD

aluminium. The bodywork beneath A- and C-pillars revealsslight rippling, indicating bonding and strengtheningzones, racecar raw rather than limo-luxe. Theaerodynamic effect is a zero-lift body shape, where thesame downforce applies at any speed, while dragcoefficient is down at 0.32 – the same as a modern 991coupé – from the contemporary 3.2 Carrera’s 0.34cd. AsJohn says, indicating the red car, ‘the Sport is a really coolpiece of kit. It’s beautifully built, because they’re all Kevlar,and you can just make out the ripple down the sideswhere they’ve got strengthening bars in the doors, andhow the roof is stitched where it joins the rear wing, it’slike a thick bar of carbon fibre bonding it together.Especially when you think how old it is, when you lookinside it’s all the same 3.2 Carrera stuff from 1988, isn’t it.’The 959 is powered by a 2,848cc flat-six, derived from

the racing unit that powered the 935-inspired ‘Moby Dick’Group 5 Le Mans car, with air-cooled block and water-cooled cylinder heads, four-valves-per-cylinder, twinsequential KKK turbochargers with intercoolers,developing 450bhp. Two sequential turbos ensure powerdelivery is relatively smooth across the rev range, ratherthan the on-off character of the 930, though it is obviouswhen the first and then the second turbo becomeseffective; at 5,000rpm I brace myself for the second oneto kick in. It was prodigiously fast in its day. In a 1987 testat Volkswagen’s Ehra-Lessien test track by Auto Motorund Sport, the 959 Sport clocked 0-100kph in 3.7sblasting on to 200kph in 13s, and maxing out at 317kph,new world records for production cars at the time.The Komfort transmission consists of five forward

gears plus ‘G’ for off-road, with permanent all-wheel drive

and electronic torque monitoring that applies power tofront and rear axles according to driving conditions,ranging from wet and dry to ice and off-road. Suspensionconsists of double transverse links front and rear –wishbones in other words – with coil springs and fourpairs of Bilstein dampers, two at each corner, and anti-rollbars. It also has three settings for stiffness andautomatic damping management. Brakes are ventilatedfour-piston discs, working in conjunction with asophisticated ABS that controls each wheel individually.On the Komfort version the car’s ride height can beadjusted electrically for negotiating speed humps, afeature omitted from the track-orientated Sport variant.The 959 is a rare beast in the Zuffenhausen

hagiography, with 292 cars assembled by Baur between1986 and 1988, and eight cars made five years later fromleftover spare parts. There were five works rally cars – theRothmans liveried Paris-Dakar machines – and one racingcar, the 961. Thirty-seven prototypes were createdbetween 1983 and 1986 during three pre-productionepisodes identified as F-, N- and V-series, becomingincreasingly sophisticated as the model’s gestationprogressed. Price at launch was £142,667 ($225,000 orDm 420,000), rising to £326,767 ($515,345 or Dm747,500) for examples from the final batch. Punditsreckon the actual cost of producing the 959 was doublethat. During the early ’90s recession 959s changed handsfor a ‘bargain’ £100K, and although some of its genuinevalue was recouped subsequently, it never really regainedits true worth, relative to icons like the 2.7 Carrera RS.Until now. Wait for it: benchmark price for a 959 Komfortis now £750,000. ‘A white one sold recently for $1.12m,

Left: Now there’ssomething that you don’tsee every day!Above: The 959 retainedthe 911’s functional interior.Centre console andtransmission tunnel wouldlater turn up on the 964Below: ‘Komfort’ versionfeatures adjustable rideheight for uneven terrain



which sort of set the standard,’ says John. ‘I think theSport will be £1m in a year or so, especially because itcomes from the era of when McLarens first came out, andthey are £5- or £6m now. A RHD lightweight 2.7 RS is nowa million quid, so it’s not far fetched in that context.’The majority of production 959s are fully kitted out

Komfort models, while the Sport version is lighter by125kg, lacking the suspension-raising kit, air-con, electricwindows, passenger door mirror, central locking and rearseats, while manually-adjustable cloth-trimmed Recarosports seats are substituted for the Komfort’s electricallyadjustable leather seats. The Sport makes up for thatwith its four-point Autoflug harnesses and, in some cases,a factory roll-cage, though perversely if the cage is fittedit is necessary to revert to electric windows since thedoor bar impedes the manual window winder. Why therewere many more Komforts built than Sports – 265 unitsto 35 – seems to have been down to literally that, thecomfort factor: customers desired high-tech milemunchers rather than trackday pranksters.I asked erstwhile Porsche (and Ruf) stylist Richard

Soderberg what were the main considerations whendesigning the 959. ‘We went into the wind tunnel to findout the optimum parameters to get the aerodynamics tothe state where we had enough downforce, and weplayed with various wings, and that bread-basket handlewas the one we decided was the most functional andefficient, and so that became the styling theme for therear.’ Restricted development costs meant that the coreof the traditional 911 bodyshell’s styling was retained. ‘We

were still limited as to how far we could go; we couldn’tdo a completely new body shape, we were stuck with theoriginal. The only things we could change were the frontand rear wings; we couldn’t change the cabin and thedoors – the doors are one of the most expensive itemswhen you make a new body – and the ¾ panel is alsoexpensive to do. There’s a carry over to the nextgeneration of the 911 in the fenders, the wings, and theheadlights, which are evident on the 993. The 959 wasreally one of the first supercars, and Porsche were verysceptical they could find customers who would pay theastronomical sum of DM 250,000 at that time, but theywere sold out in a matter of weeks because it was suchan interesting vehicle.’ Its place in Porsche’s flagshiproster is almost unique, with only the Carrera GT its equal,incorporating cutting edge technical innovations and amodicum of production parts.So what are these intergalactic rockets like in practice?

The first one I drive is the red Sport. The roll cage meansit’s more of a leg-elevating contest to get into, and thebulging front wings (US = fenders) mean that neither ofthe doors opens as wide as a normal 911’s. Nevertheless,once installed, the Recaro seats are agreeably supportive,and I fasten up the neat inertia-reel Autoflug harness,anchored off the back shelf. The cabin interior is boundedby leather-covered roll cage bars, though the central polewhich goes directly behind the seats prevents the driver’sfrom going far enough back. Facing me, the instrumentsare familiar 3.2 Carrera dials, augmented by the turboboost gauge that goes right round to 2.5-bar, and the

Below left: With the reardeck open it’s easy toappreciate just how muchwider the 959 was over the911. Engine is dominated byturbo plumbing. Below:Extensive tool roll includesa pair of leather gloves!

Much as Porsche designersand engineers would haveliked to have created an allnew bodyshape/style forthe 959, they were stuckwith the basic architectureof the 911. A good thing wereckon as some of thedesign cues were used onlater cars, such as theheadlamps for the 993


right-hand dial is more about the four-wheel drivesensors, advising about sun, rain and snow, andwhichever the conditions are appropriate for it, via aschematic of the four wheels with warning lights thatflash when there’s a problem.There’s more weight behind the rear axle (not that you

feel it) on account of the additional pump for thesuspension levitation, plus associated pulleys, and pipesthat feed the water-cooled heads, as well as intercoolershoused in the front of the rear wheel arches. On theKomfort cars the oil tank filler is on the right hand sideand the level checker for the hydraulic fluid is on the lefthand side, while the Sport only has the oil checker, whichare accessed by little yellow flippers at the trailing edgeof the engine bay. The hydraulic pump for the suspensionraising and lowering system is obviously absent in theengine bay of the Sport.The fuel cell is accessed by pulling the cable to open

the cap in the bonnet that’s directly above the neck ofthe fuel tank. Three neat soft leather bags are stowed ina shallow luggage tray under the front lid of the black car.Paradoxically these high-class satchels contain all theworkman’s hardware, the tools, the jack and thecompressor for pumping up the spare tyre, lending morecredence to the proposition that this is an expensiveluxury car. There’s more equipment in here than most

people have in their regular toolbox. But the piece deresistance in the wrench bag is a pair of leather gloves soyou don’t get your hands dirty doing any work on it. Whichbegs the question, why would you need to be spanneringyourself if you can afford to buy such an expensive car,and could you cope with the higher-tech spec equipmentin any case? Ah, the chauffeur’s job, perhaps.I try the white car, a Komfort version, and use the

electronic seat adjustment to find a suitable drivingposition in the maroon seats. The additional switchgearon the centre console allows me to adjust the damperstiffness if I want (I don’t), and raise and lower the rideheight, a legacy of the Paris-Dakar all-terrain combatzone, which comes in useful when we’re shunting the carsaround for the photoshoot. As I elevate the suspension onthe white car it emits all sorts of strange little creaks andgroans as the body rises. It’s not as smooth operating oras highly elevated as the Citroën CX of my acquaintance,but still, it’s good to know it works. The left-hand switch isto firm or soften the suspension itself, so on the roughterrain when the car is all the way up I put it on thesoftest setting and then, when I drop it to its lowestsetting, I firm it up again. Odd that the Sport lacks thisfacility, but one could draw a comparison between theKomfort as a Paris-Dakar derivative and the Sport being adescendant of the one-off 961 Le Mans racecar.

83

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The off-road capability extends to the transmission onthe Komfort models. First gear is actually a crawler gear,marked G on the knob-top, for off-roading, so notional2nd is really 1st gear. The white Komfort’s steering isvery acute and it doesn’t require much input to make itweave, so I guess it must be quite heavily power assisted.It’s quite a bouncy ride, this particular car, but my qualmsabout that are temporarily eclipsed by the surge of powerI feel as the first turbo comes in at about 2,750rpm, andthen the second turbo kicks in at 5,000rpm. Sensationallyfast, though there is an errant tendency for it to want topull one way or the other going hard in a corner. In thatcontext it’s the least convincing of the three.The Sport cockpit has grey cloth fabric, which, frankly,

is singularly unappealing, while the white car with itspurple-dyed trim is symptomatic of mid-’80s taste,whereas the black car with its leather upholstery exudesan altogether more timeless aura. As I become betteracquainted with the Sport I revise my first opinion, and itdoes feel better balanced and less inclined to weaveunder power in the corner. Of the trio, the black Komfortis by some way the loveliest of the three to drive – andthey are each subtly different to one other in terms ofcreature comfort, ride and handling, a reflection of theirhand-crafted pedigree; the black car feels the loosest,the most compliant, most comfortable, and that’sbecause it’s got no-nonsense black leather seats andupholstery and a neater sports steering wheel than theother two with their standard 3.2 Carrera-era wheels. It’sdone a good 20,000 miles more than the other two, somaybe a higher mileage car means one that’s a little bit

more run in. It has smooth, easy steering, it’s light on thethrottle, catapult acceleration, and everything feelsbalanced, nicely weighted, controllable. The anti-lockbrakes slow it phenomenally quickly, and the run-flattyres are further confidence inspiring. It’s a fabulous drive,especially on a smooth surface, and there’s a certainintimacy about it – until the second turbo kicks in and allhell breaks loose! But I could get used to that. The 959 isa superlative machine, as Porsche intended it to be, andthe North York Moors are a great environment to givethese cars their head.There’s a strong impression with the 959 that Porsche

is asking its customers to participate in a greatexperiment. That’s because a lot of the equipment is acombination of well-proven 3.2 Carrera augmented by thelatest state-of-the-art materials, technical equipment andgizmos. For this reason, the 959 is in quite a differentleague from the mainstream 964 and 993. There is a lotof new kit on board, such as twin turbos as opposed toone big one, highly sophisticated transmission andsuspension, and neat detailing like the teardrop mirrorsand gutterless roof. Conversely, none of the cabinfurniture fits very well, the glove locker is shallowerbecause there’s a box underneath the dash so there’sless space, and of course the transmission tunnel for thedriveline coming through to the front axle. Most of it iswell finished, but here and there the quality of executionis not commensurate with Porsche’s flagship, leading tothe conclusion that we’re dealing with a prototype, albeita heroic one. The 959 is the Starship Enterprise, boldlygoing where no one has gone before. PW

CONTACT:John HawkinsSpecialist Cars of MaltonYork Road Business ParkMaltonNorth YorkshireYO17 6YBTel: 01653 697722www.specialistcarsltd.co.ukEmail: Sales and Underwrites –[email protected] –[email protected]

Above: Red ‘Sport’ modellooks sensational on theroad. Imagine what it musthave looked like in 1983?Below: Interior is rathermore basic than ‘Komfort’version and features afactory roll cage. Wheelswere unique hollow-spokedat the time


PORSCHE 997 – GT3/TURBO / C4S / C2S / C22010 - 997 GEN II TURBO COUPE MANUAL (CARRERA WHITE)19,000 MILESMetropole Blue Lther Intr, PSM/PASM/PCM-Touchscreen Sat Nav, BOSE SurroundSound system, CD Changer, Telephone, Heated & Memory Seats, Rear wiper,White Dials, Rear Park Assist, Xenon Headlights, 19" Turbo Alloys (GEN II), FullPorsche Service History

2008 - 997 TURBO COUPE TIPTRONIC S (BASALT BLACK)19,000 MILESBlack Leather Intr, PSM/PASM/PCM-Sat Nav/Telephone, BOSE, CD Changer,Chrono Pack Cruise Control, White Dial, M/F/S-Wheel, Memory/Heated/SportsSeats, Sunroof, Porsche Crest Headrest, Xenons, Rear wiper, Rear Park Assist, FullPorsche Service History

2007/56 - 997 TURBO COUPE MANUAL (GT SILVER) 26,000 MILESFull Black Leather Intr, PSM/PASM/PCM –Sat Nav, Telephone, BOSE, CD Changer,Sunroof, Chrono Package Plus, White Dial, Heated Seats, Memory/Electric Seats,Rear Wiper, Rear Park Assist, Xenons, 19" Turbo Alloy Wheels, Full PorscheService History

2007 - 997 TURBO COUPE TIPTRONIC (BASALT BLACK) 47,000 MilesBlack Leather int, Sports Chrono, PASM/PSM/PCM-Sat Nav, Telephone, Sports &Heated Seats, Part Electric Seats, Sunroof, Rear Wiper, White Dials, PorscheCrested Headrest, Climate Control, Traction Control, Rear Parking Sensors, 19"Turbo Alloy Wheels,Full Porsche Service History

2010 - (997 GEN II) C2S COUPE MANUAL (BASALT BLACK)15,000 MILESFull Black lther Intr, PSM/PASM/PCM-Touch screen sat nav/Telephone, ChronoPackage Plus, Cruise Control, White Dial, Electric/Heated/Memory Seats, BOSESurround system, CD Changer, MF/Steering wheel, Rear wiper, Rear park Assist,Xenons, 19" Split trim Alloys, Full Porsche Service History

2007 - 997 TARGA 4 MANUAL (COBALT BLUE) 44,000 MilesGrey Lther Intr, PSM/PCM-Sat Nav, telephone, Heated Seats, Climate Control,Rear park Assist, 19" Splitrim Alloys, Full Service History (Just been Serviced)

2007 - 997 CARRERA 2 COUPE MANUAL (METEOR GREY) –41,000 MilesBlack Grey Lther Intr, PSM/PCM-Sat. Nav/Telephone, BOSE, CD Changer, HeatedSeats, Cruise Control, Alcantara Headlining, Rear park Assist, 19" Carrera S Alloywheels, Full Service History.

2006 - 997 CARRERA 4S COUPE MANUAL (BASALT BLACK)39,000 MilesBlack Lther Intr, PSM/PCM/PCM-Sat Nav, Telephone, Heated/Memory/Sports &Fully Electric Seats, Sunroof, White Dials, M/F/Steering wheel, AlcantaraHeadlining, Rear Wiper, Rear Park Assist, Sports Exhausts, Climate Control, FullMain Dealer Service History

2006 - 997 C2S COUPE TIPTRONIC (BASALT BLACK) - 55,000 MilesFull Black Lther Intr, PSM/PASM/PCM-Sat Nav/Telephone, M/F/S wheel, BOSE,Heated/Sports Seats, White Dials, Switchable Sports Exhaust, AlcantaraHeadlining, Rear Wiper, Rear Park Assist,Climate Control, 19" Splitrim Alloywheels, Full Main Dealer Service History. (Just been carried out major service)

2006 - 997 C2 COUPE MANUAL (BASALT BLACK) - 56,000 MilesSand Beige Lther Intr, PSM/PCM-Sat Nav, Telephone, Alcantara Headlining,BOSE,CD Changer, Climate Control, Sports Exhausts, 18" Carrera Alloys, Full maindealer Porsche Service History.

PORSCHE 996 - GT3 / GT2 / TURBO / C4S / C2 / C42003 - 996 TURBO COUPE MANUAL (POLAR SILVER) – 70,000 MilesDark Metropole Blue Lther Intr, PSM/PCM-Sat Nav, Telephone, BOSE, CD Changer,Fully Electric Seats, Sunroof, Rear wiper, Rear Park Assist, Alcantara Headlining,18" Turbo Alloys, Full Service History.

PORSCHE 993 - TURBO / C2S / C4S / C2 / C4 / TARGA1998 – 993 TURBO “S” COUPE MANUAL (SPEED YELLOW)60,000 MilesBlack Leather/Carbon Fibre Interior, Litronic Lights, Sports Seats, Electric Seats,Electric Mirrors, Yellow Dials, Porsche Radio & Single CD Changer, Yellow SeatBelts, Sunroof, Rear wiper, Yellow Callipers., 18” Turbo S Alloy Wheels, fullService History.

1996 - 993 TURBO COUPE MANUAL (MIDNIGHT BLUE) 21,000 MILESGrey Leather Interior, Sunroof, Part Electric Seats, Electric Windows & Mirrors,Rear Wiper, Air Conditioning, Becker Radio Player, 18" Turbo Alloy wheels, FullMain Dealer Service History

1995 - 993 TURBO COUPE MANUAL (ARENA RED) 31,000 Miles.Grey Leather Interior Wood Package Electric Sunroof/Seats Sports Seats CruiseControl Uprated Becker CD Player/Bluetooth/Speakers/Sat-Nav CompatibilityClimate Control 18" Turbo Alloys (OPC Service History)

1997 - 993 C2S COUPE MANUAL (ARCTIC SILVER) 71,000 MilesVarioram, Metropole Blue Lther Intr, Sunroof, White Dials, SONY Single CD player& Radio, Electric Window & Mirror, Air Bag, Air Conditioning, Factory Fitted AlarmSystem, 18" Turbo Alloys, Turbo Spoiler, Fully Documented Service History

1997 - 993 C4 CABRIOLET MANUAL (MIDNIGHT BLUE) – 92,000 MilesMarble Grey Lther Intr, Air Conditioning, Radio & CD Player, Electric Window &Electric Mirror, 17" Carrera 4 Alloys, Full Service History

1995 - 993 C2 COUPE MANUAL (IRISH BLUE METALLIC)109,000 MilesBlack leather Interior, Electric seats, Wondow, & Mirror, Sunroof, Porscheimmobiliser System, Spare keys, Rear wiper, Electric spoiler, UK Supplied car(C16), Full Service History

1995 - 993 C2 COUPE MANUAL (MIDNIGHT BLUE) 99,000 MilesSunroof, Black leather electric seats, No accident damage, Clear lenses, Porscheimmobiliser and spare keys, Recent cosmetic paintwork carried out to removestone chips, Porsche document wallet and manuals, Rear wiper, Electric spoilerrisers and falls as it should Porsche inscribed mats, The car is always garaged andis a C16 UK car, A very nice example in excellent condition.

1994 – 993 C2 COUPE TIPTRONIC (BLACK METALLIC) – 73,000 MilesBlack Lther Intr, Kenwood CD Player & radio, Sunroof, Rear Wiper, ElectricWindow/ Mirror, 17" Alloy wheel, Factory Fitted Alarm System, Full Main Dealer &Porsche Specialist Service History

1994 - 993 C2 COUPE TIPTRONIC (BLACK) 99,000 MILESMarble Grey Lthr Intr, Sunroof, Becker Radio, Electric Seats, Electric Windows, &Mirrors, Rear Wiper, 17 " Alloy wheels, Full Porsche & Specialist Service History.(Just been Serviced)

1987 PORSCHE 930 TURBO COUPE MANUAL (BLACK METALLIC)140,000 MilesDEEP Plum Lthr Intr, 3.3L engine, KKK27 Turbo, Manual Gearbox (915), PorscheSports Steering Wheel, Fully Electric Seats, Heated Seats, Alcantara Headliner,Full Climate Control (AC) converted to modern AC gas, Upgraded Bi-XenonLights, Front Suspension Strut Brace, Rear Wiper, Original 16' FUCHS Alloys withnew Continental N1 tyres fitted. Upgraded High End Sound system, Full ServiceHistory with Invoices and photographs documenting the full restoration. Subjectto a full and extensive restoration, just recently completed.Concours conditionthroughout

1987 PORSCHE 911 CARRERA 3.2 CABRIOLET 1989 (G50 GEARBOX)126.000 Miles, Manual Gearbox (G50), Matching Numbers Example, ImmaculateBlue Metallic Exterior, Full Marble Grey Interior, Matching Dark Blue Hood, FullyElectric Softtop, Electric Windows and Mirrors, Period Correct Fuchs Alloy Wheels,Comprehensive Service History, Very Original Condition, 10 Years With TheSame Owner, Kept with the same specialist for a number of years

FERRARI - MODELS FROM 1967 +2008 - FERRARI F430 SPIDER F1 TITANIUM SILVER 20,000 MILESF1, Titanium Silver Exterior, Rosso Leather Interior, Carbon Fibre Trim, FerrariStereo with a telephone module, Manettino with Sports and track settings, ClimateControl, Ferrari Crested Headrests. FFSH.

2003 - FERRARI 360 SPIDER F1 (GRIGIO SILVER) 28,000 milesF1 Gear box, Grigio Silver Coachwork, Black Leather Interior, ASR, Chellenge Grill,Climate control, CD changer, 19" Ferrari Alloy wheels, Full Ferrari Service History,Two previous Keepers

1998 – FERRARI 550 MARANELLO COUPE MANUAL (SILVER)53,000 Miles.Navy Leather Interior Satellite Navigation with DVD ASR Sports Mode ElectricSeats Upgraded Radio & 6 CD-Changer Climate Control (Ferrari Service History)

1996 - FERRARI F355 SPIDER (MANUAL) GIALLO MODENA28,000 MilesGiallo Modena Yellow, Full Nero Black Int. Optional Sports Mode, ElectricSeats, Electric Hood, Tonnau Cover, AC, R/Parking Sensors, Electric Windows& Mirrors, 18' Ferrari 355 Alloys, Original Toolkit, FSH, Recently Serviced, Thiscar has been known to us for a period of 5 years.

1973 – FERRARI 365 GTB/4 DAYTONA RHD (ROSSO RED)38,000 Miles.Black/Red Leather Interior Red Carpets Climate Control "Ferrari Classiche" FullContinuous History Superb Provenance 3 Owners From New.

1967 – FERRARI 275 GTB/4 MANUAL LHD (ARGENTO SILVER)59,000 Miles.Full Black Leather Interior Detailed Restoration History Full History OriginalBuild Sheets/Sales Invoice/Tool Kit/Wallet/Hand Books Numerous Concourse &Awards Winner Engine Rebuilt By Ferrari In Johannesburg 26,000 KMS AgoComprehensive photos showing The Repaint & Work Done By FerrariExceptional Condition Throughout.

LAMBORGHINI2011 LAMBORGHINI GALLARDO (YELLOW) 9,700 MilesPaddle shift Gearbox (Automatic), Interior in Nero Leather, 19 inch LamborghiniCrested Alloys with Yellow Callipers, Satellite Navigation, Fully Electric Seatswith Lamborghini Crests, Aluminium Crested Flat Bottom Steering Wheel,Aluminium Dash Dials and Fascia Trims, Fully Electric Heated Seats withLumbar Support and Lamborghini Logos, Tracker Fitted, Bi-Xenon Lights, RearView Camera, Rear Parking Sensors, Full Official Lamborghini Service History,recently Serviced, New Lamborghini Pirelli Tyres Fitted

CLASSICS - AC / BENTLEY / JAGUAR /PORSCHE 3561991 - AC COBRA LIGHTWEIGHT (BLACK METALLIC) 5,000 Miles.1 of 26 RHD Lightweights Black Leather Black Metallic Coachwork with WhiteStripes Full Black Leather Interior Full Weather Equipment Absolutely StunningCondition Very Rare With Approximately ONLY 26 Vehicles Manufactured.

1964 - PORSCHE 356 SUPER 90 COUPE LHD (SIGNAL RED)Manual,2600km since a full restoration, Soft Beige Leather Interior, 1600 cc,Left Hand Drive, Eligible For Many European Events, Supplied with PorscheCertificate of Authenticity1 owner for the last 15 years

1958 PORSCHE 356 A COUPE 1600cc (SILVER) LHD73,000 Miles, Silver Coachwork, Green Leather Seats, Sunroof, 15" WheelsSuperbly restored, concours condition.

1962 - JAGUAR 3.8 MARK II AUTOMATIC LHD (BLACK)16,478 Miles.Automatic Black Coachwork Red Leather Interior Power Assisted Steering WireWheels, Recent Restoration To Virtually Concours Standard

1962 JAGUAR 'E' TYPE ROADSTER 3.8 SERIES I(OPALESCENT SILVER BLUE)Refurbished by one of the UK's most renowned E-Type specialists restored toConcours level. Manual, Series I, palescent Silver Blue Coachwork, BlackLeather seats with Navy Blue Carpets, Aluminium Centre Console, Dark BlueSoft top, Restoration work Fully documented. Chromed wire wheels.

1936 - BENTLEY 4 1/4 PILLARLESS COUPE (MIDNIGHT BLUE)Grey Leathr Gurney Nutting Coachwork 1 Owner 40 Years Extensive History ATrue Classic Completely Original Throughout & Has Been Exhibited At LuoisVuitton Concours D'Elegance In Paris 2003. Sunroof Produced By GurneyNutting Chassis Completely Original Throughout

1998 FIAT BARCHETTA CONVERTIBL MANUAL LHDBlue with a new black mohair hood, It has done just over 51,000 miles, Weimported it from Germany at 6 months old in 1998, It had previously beenowned by Hertz Germany, The car is clean, but not concours, This is a wellloved Italian thoroughbred, which provides an excellent entry into sports carownership.

Tel: +44 (0)208 202 8011 Fax: +44 (0)208 202 8013 www.hendonwaymotors.comAddress: 393-395 Hendon Way London NW4 3LP email [email protected] established 1952

www.hendonwaymotors.com

HENDONWAY 248:AI Template 18/9/14 16:08 Page 85


1987 PORSCHE 959 COMFORT

www.specialistcarsltd.co.uk


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cat bypass which, together withthe ITG filter, makes this 964sound very rude indeed. Insidethere are Recaro fixed bucketsand a neat Momo suede rimmedwheel. The suspension has beenslightly lowered (Stewart hassome split rim BBSs to go on too)and the overall effect is of animmensely enjoyable, chuckablecar to drive. Indeed we take it fora run down Lotus’s own favouritepiece of chassis developmentroad, which runs past thefactory, and it feels fantastic,

with a sharp turn in and a wigglefrom the rear, particularly oversome of the crestingswitchbacks. Frankly we didn’twant to give it back, and onelucky 911&PW scribbler with arather well known 964, will bemaking the trip to SC for a fittingvery soon. Lucky git!So this is a well thought out

conversion from a company andenvironment where engineeringdevelopment runs deep. An extra45bhp is a significant boost andthe ‘plug and play’ DIY element is

a nice touch. So here’s the bigquestion: How much? Well, youdon’t need to sit down... This isbolt on power, not open enginesurgery and so we think that£1650 is pretty reasonable.Actually, that’s damming withfaint praise. For thetransformation that it gives, it’sactually a complete bargain and,given 964 owners’ enthusiasmfor a spot of tuning, I reckon SCneed to get a few kits ready andon the shelf, because they’ll soonbe flying off it. PW


Above left: The power graph oftruth. From 238bhp to 283bhp,that’s a pretty impressive result fora bolt on kit. The standard figurereflects the ignition detuned specof the US market engine

“An extra 45bhp is a significant boostand the ‘plug and play’ element a bonus”

CCoonnttaacctt::Specialist ComponentsNorthfield Mill,Poynt Close,Wymondham,NorfolkNR18 0UBTel: 01953 859785Email: [email protected]

964 NEWch.qxd:PW Template 19/9/14 10:04 Page 92


PORSCHE PARTS

www.douglasvalley.co.uk

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Sportwagen

Ambergstr. 3 · 86633 Neuburg/Donau · Tel. (+49) 84 31 / 40 740 · Fax (+49) 84 31 / 42 174 · www.sportwagen-eckert.de · [email protected]

Porsche spare parts for all models since 1950

Piece price (Euro) exclude 19% VAT, Dealer enquiries welcome!

Door outer skin 356 AT2 - C 559 Euro each

Door outer skin 911 all Models 198 Euro each Bumper front without hole

for fog light 911 ´69 -´73449 Euro each

Bumper front with hole for fog light 911 / 912 ´65 -´68449 Euro each

Bumper front with hole for fog light 911 ´69 -´73485 Euro each

Bumper front 911 S 2,4 ltr ´69 -´73669 Euro each

Bumper rear, left/right911 ´65 -´68 / ´69 -´73

Lower bumper corner, rearleft/right

911 ´74 -´76 117 Euro each911 Turbo 135 Euro each

Front wing left/right911 ´69 -´73

Floor panel, left/right911 265 Euro each

Cross panel, front911 ´65 -´67 279 Euro911 ´68 -´73 269 Euro911 ´74 -´89 179 Euro

Quarter panel left/right911 Targa ´69 -´73 / ´74 -´77911 Coupé ´69 -´73 / ´74 -´77

911 inner sill, left/right66 Euro each

911 outer sill, left/right59 Euro each

Tank support, center911 ´65 -´68 78 Euro911 ´69 -´89 59 Euro

695 Euro

335 Euroeach

629Euro

each

each

Front lid 911 / 912

´65 -´73 999 Euro each

Front lid 911 ´74 -´89999 Euro each

964 ´89 -´94949 Euro each

Floor panel, complete911 / 912 ´68 -´89 1299 Euro

911 Tank suspension repair panelfront 138 Euro complete 349 Euro

Floor panel, rear356 A/B/C 129 Euro each

Floor panel, front356 A/B/C 139 Euro each

Fuel tank 911: ´65 -´73 / ´74 -´89 279 Euro356 A/BT5 279 Euro356 T6/C 279 Euro

Powered by Sportwagen Eckert - Made by Dansk

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ACHIVEv7KSch.qxd:PW Template 19/9/14 10:09 Page 100

BODYSHELLPREPARATIONSFull or partpreps to thevery higheststandards fromhistoric tomodern shellmods. Coachworks available.

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NOW STOCKING915 GEARBOX PARTS AVAILABLE FROM STOCKRACE/RALLY RATIOS AVAILABLE,MANUFACTURED TO THE HIGHEST SPECSUTILISING ORIGINAL PORSCHE DOG RINGS.STOCKING GEAR SETS @ £500/PR-17.35/20.32/22.29/30.33/26.26SINGLE PIECE BEARING RETAINER @ £210BILLET DUAL RAMP ANGLE LSD UNIT @ £1585ALL THE ABOVE PRODUCTS ARE OF THEABSOLUTE HIGHEST POSSIBLE QUALITYMANUFACTURED EXCLUSIVELY FOR US TOOUR SPECS BY THE LEADING PORSCHETRANSMISSION MACHINE SHOP AND ARETRIED AND TESTED NOT JUST BY OURSELVESBUT BY MANY OTHER SUCCESSFULCOMPETITIORS.FULL BUILDING AND MAINTENANCE SERVICEON ALL PORSCHE GEARBOXES ANDDIFFERENTIALS-PLEASE CALL WITH YOURREQUIREMENTS OR JUST ADVICE ON RATIOS.

TOP QUALITY FIBREGLASS PANELSRS Ducktail ....................................£350/€420RH Drive/LHD dash top panel....£148/€1803.0 RS type rear bumper ............£350/€4203.0 RS type front panel ..............£350/€420911s bumper with lip & notchout ....................................................£200/€240RS long bonnet..............................£250/€300SC bonnet ......................................£240/€290Turbo front wings (add£45 for steel bowls)..........£300/€360 eachTurbo rear 1/4 panel..........£280/€340 eachStd 911 front wings (add£45 for steel bowls) ........£245/€290 eachRSR rear spoiler (10kg) ..............£900/€1080

911 UNDERBODY PROTECTIONFront tank/under bodyguard in aluminiumfull width, fits from front bumper backrear of front wheel. Complete with fittingkit (welding required) ................£290/€350Rear engine/transmission guard, fullwidth covering heat exchangers levelwith rear shock absorbers, cover rearexhaust silencer going forward to centretuned at gear linkage point. Completewith fitting kit (welding required)£420/€500Front & rear guards available with extra‘skid ribs - add £100/€120front/£150/€180 rear.Rear available with clutch adjustmentaccess - add £30/€36.Under body aluminium skidded floorguard, covers whole centre section of car,manufactured from high gradelightweight with TIG welded sides andstrengthening skids....................£300/€360Moulded under bodyguards, 2 pcs, fit oneach side of floors, eligible for historics£300/€360 pair

Rear arch protectors - bond - on£140/€170 pair

BILSTEIN COILOVER SHOCK ABSORBERSFront coil over including spring etc (choiceof rates) complete uses original topmount ..................£400/€480 pair exchangeRear coil over - conversion inc threadedtube, spring seats,spring top and choice ofspring rates ............................£200/€240pairComplete front Bilsteinleg & inset - new ................£460/€550 eachRear Bilstein - 911 ..............£123/€148 eachStrengthening mods for front leg RINGFOR DETAILS

THE OFFICIAL SAFETY DEVICESAPPOINTED FITTING CENTREStocking weld-in and bolt-in Porsche rollcages.

Weld-in 911 ..........................................................Full spec - CDS..............................£560/€670Full spec - T45 ............................£960/€1150Fitting prices to a stripped shell - CDS£750/€900T45 ..................................................£750/€900TIG WELDED - Add £350

SD911 bolt-in multi-point cage......£500/€600door bars ..................................£46/€55 each993 bolt-in multi-point cage ....£500/€600door bars ..................................£46/€55 each996 bolt-in multi-point cage ....£600/€720door bars ................................£90/€108 eachNEW PRODUCTSSD 911 rear half cage forroad use..........................................£295/€354with diagonal ....£340/€408 inc fitting kits

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ONE PIECE QUICK RELEASEPIAA LAMP PODLatest design, fully adjustable on car£895.00/€1074.00Mill-spec bonnet connectors + loom£260/€310

RSR TYPE FIA LEGAL ‘TURBO’ 4POTBRAKE SYSTEMDesigned to bolt directly onto an SC fronthub and SC rear alloy arm.Front kit consists of:2 Porsche 4 pot turbocallipers, 2 cross drilled discs, adaptoralloy bell to bolt to SC hub, allbolts/fixings etc ..............£2000/€2200/setRear kit consists of: 2 Porsche 4 potturbo callipers, 2 cross drilled rear discs,adaptor bracket to fit directly onto an SCrear arm - no mods. All bolts/fixings etc ................................................ £2000/€2200/setRace pads for front/rear ....£148/€178/set

RSR rear turrets,accuratereproduction of theoriginal, necessaryfor FIA use,manufactured byourselves, in stock.

911 PROFILED AND SWAGEDLIGHTWEIGHT ALLOY DOOR CARDSMachined closure slot, hole to utiliseoriginal door release rod & supplied alloyopening lever £140/€170/pr plus £60/€70powder coated.

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TWIN BOX STAINLESS REPACKABLEEXHAUSTSBolt directly onto SSI’s, sounds superbwith power gain £470/€560 complete kit.

911 PERSPEXWINDOW KITSWith slider & formed rear screen - topquality ..............................£320/€390 full set911 heated front screen ............£270/€320

911 WORKS RS SPEC DUAL CYLINDERBIAS PEDAL BOXComplete with cylinders - £470/€560exchange, dash adjuster with machinedalloy turn knob..........£45/€54Now available 964 bias pedal boxcomplete...................£470/€560 exchange

OFFICIAL MINILITE DEALERUsually available from stock15 x 5 1/2 aluminium minilite £105/€13015 X 6 aluminium minilite £112/€13515 x 7 aluminium minilite £125/€15015 x 8 aluminium minilite £135/€16015 x 9 NEW aluminium minilite £145/€17015 x 10 NEW aluminium minilite £150/€180

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Prepfab 246:AI Template 25/7/14 12:20 Page 91

103

THE SPECIALISTS: FABSPEED

911 & PORSCHE WORLD

Ft.Washington, Pennsylvania’s FabspeedMotorsport was born much the same as manybusinesses. There was a guy (investmentbanker Joseph Fabiani) with a car, a need (for abetter exhaust system) and an idea (for a

better exhaust system). That was in 1992 and Fabianiwas heavy into club racing Porsches, and had what hefelt was an idea for a better performing and higherquality exhaust system than he could buycommercially at the time. He connected with a friendwho owned a small muffler shop, and they executedhis plan. The system performed as he felt it would, andthen other clubby types showed interest. Thus wasborn what is now Fabspeed. Their first shop was Joe’sgarage, then he expanded, and now, two decades later,Fabspeed occupies an immaculate, well organised andsuper safety and emissions-compliant purpose built22,000 sq ft showroom, office, customer lounge,manufacturing facility and install shop that does a lotof things but is still dedicated primarily to the designand in house production of high performance exhaustand intake systems.The business began as a Porsche-only venture, but

since has expanded to encompass all of the premiumEuropean brands including Maserati, McLaren, Bentley,Aston Martin, Audi and BMW; Fabspeed is also nowheavy into Lamborghini and Ferrari. 60-70% of thebusiness is still Porsche; about 90% of its sales are mailorder, even though local clients often bring their cars into be fitted and tuned on site, and certain clients shiptheir cars in from other areas of the country andFabspeed has customers all over the world.Virtually all of the product design work is done in

house using very high tech computer aided design and

FABSPEEDEXHAUST SYSTEMS AND

MORE, MANUFACTURED INTHE HEART OF

PENNSYLVANIA, USA

103

Words: Matt Stone,photos by the author and courtesy Fabspeed

FABSPEEDch.qxp:PW Template 19/9/14 10:53 Page 103


digital scanning equipment. Of equal importance is thatFabspeed produces nearly all of its exhaust and airintake system products between its four walls as well.About the only items not produced in house are airfilter elements, and catalytic converters, for which thecompany has found a supplier that meets their qualityand performance objectives. This place is so muchmore than a fancy exhaust shop, which you must seeto fully comprehend and appreciate.The exhaust systems begin life as raw unfinished

stainless steel tubing stock of varying lengths anddiameter. The factory floor combines an interestingarray of millions and millions of dollars of computerisedbenders, welders and cutters, plus a skilled staff ofwelders, benders and polishers. Fabspeed’s Germanmade mandrel bender is capable of ‘U-bending’ a pieceof pipe nearly completely back on itself, whilemaintaining the tubing’s diameter and structuralintegrity; this piece of equipment is the same one usedby the US Military.The “handwork vs. computerised” process decision is

easy. Fabiani insists that “we do it whichever way yieldsthe best result.” The finish and structural properties ofthe best automated welding machines are spectacular,but that equipment is somewhat limited in the placesand shapes it can weld. So then “we go old school” andskilled, space programme level welders do the job byhand using the very best gas/electric welding rigs.

Most of Fabspeed’s exhaust systems are modular inthe sense that they are tailored to the car and thecustomer’s needs and requests; a system can bespec’d out to replace everything from the headers tothe exhaust tips, and in between. Others may be onlyfrom the headers back. Customers have many choicesbetween high performance “sport” catalyticconverters, sport muffler, cats only with no mufflers,or for the race track, mufflers only with no cats, etc.There’s a wide choice of tip designs available, too.Fabspeed’s “X-pipe” or crossover is a thing of industrialbeauty in and of itself: instead of being welded up ofan assembly of pipe pieces, this X-pipe is a cast piece,designed for maximum internal flow, with no roughspots or welds where individual pipes would ordinarilyconnect. One process that remains decidedly oldschool is polishing; there is computerised, automatedpolishing equipment available in the industrialmarketplace, but it’s not yet able to handle thecomplexities, twists and bends of an exhaust system,so Fabspeed dedicates a special room and team oftechnicians who, using a variety of rouges andpolishing equipment, make all the pipes sparkle byhand. It’s not a fast or inexpensive proposition, but thefinish quality cannot be bettered by other means.Along those lines, Fabspeed maintains its own qualityassurance staff and process.A few exhaust and intake system customers are


Fabspeed has yet to find amachine that can handlepolishing the intricatepipework, so they do it byhand. The X-pipe is a castpiece, designed formaximum internal flow

It seems a shame to hidethis sort of craftsmanshipand shiny tubing, but that isthe lot of the perfrormanceexhaust. Still, at leastbereft of rear apron and offthe the deck, we canappreciate the quality ofFabspeed’s work



likely happy with zoomier looks and better enginesounds, but not most; the primary reason to upgradethose components is performance gain. “We don’t trustanybody’s ‘butt dyno’ around here” says Fabspeedgeneral manager Alex Kononchuk, so the company hasinstalled an OEM level four-wheel drive chassis dyno sothey can test and verify results and incremental powergains or losses as the case may be. This piece canhandle well over 1000 horsepower and is accurate to

the most minute output readings. Virtually every carthat comes in the door for performance upgrade workis run on the dyno for “baseline,” pre-mod numbers. Itcan be run again after each small change, or when thejob is completed in order to ascertain the total effectof the mods. This is particularly beneficial whendeveloping new products, or for cars the developmentteam is not familiar with. They can measure the benefitof each individual component change as they go along,and determine if a design is optimised, or needs furtherdevelopment work. Although Fabspeed doesn’t

produce suspension systems or wheels, it can facilitatetheir acquisition and installation.

To that end, Joe and his team made available to us asmacking new, customer owned 991 Turbo S, whichhad just been given a complete “Power pack” exhaustmakeover, and treated to a pair of high performance airfilter elements. Kononchuk comments that Porsche’sfactory intake system is already efficient, and theywere not sure they could better the intake plumbing

hardware, other than to test out freer flowing aircleaners. This car is resplendent in black over anupgraded cashmere tan leather interior, heavily andbeautifully optioned, including centre lock wheels andall the fancy alloy and carbon trim bits. Luverly.

If you’ve heard the exhaust note of the new Turbo,you’re likely underwhelmed a bit. It sounds niceenough, but somewhat pedestrian, highly subdued andnot very racy. Twist the key on this FabspeedifiedTurbo S and it speaks volumes, literally and figuratively.It fires with a bassy bark, and at idle, softly rattles the

The Fabspeed workingenvironment is huge andspotlessly clean, dedicatedto the art of pipe bendingand creating top qualityexhaust systems

Fabspeed systems are, byand large, hand made andfinished. The German mademandrel bending machine iscapable of ‘U-bending’ alength of pipe fully 180degrees, while stillmaintaining consistentwall thickness

“Twist the key on this Fabspeedified Turbo S and itspeaks volumes, literally and figuratively”



Fabspeed building’s floor to ceiling glass windows.Flicking the PDK into Sport mode, yet letting it shiftitself, brings a throaty, but not over the top, roar fromthe four big stainless pipes, and a satisfying spit-popon each upsift. Better yet are the snaps and pops offthrottle and during downshifts; we found ourselvesrunning up some speed just prior to cresting hills, thendownshifting a gear and letting it burble and spit itsway down the hill, off throttle. The FAB pipes aren’tover the top, never intruding on the Turbo’s mission asa super performance luxury grand tourer withobviously sporting pretensions, but now sounding likean exotic Porsche instead of a hot rod Hoover.

And besides all the good motor music, there’sdefinitely measurable performance on hand. Thisparticular car “baselined” at 468.09 rear wheelhorsepower and 572.04 lb ft torque at the rear wheels.After the exhaust, intake, and tune mods, power shotto 501.30 and torque to an oceanliner like 626 lb ft of

torque. And yes, the “butt dyno” could feel it.If you’re ever near the Philadelphia area, Fabspeed

welcomes your visit and is happy to give you the tour.The showroom houses a large, leather conversationcouch, and the big screen TV always has something carrelated playing; often the site of company open housesand customer days. Some customers drop in and havecoffee and buy nothing; others walk out with abootload of parts, while others still drop off their carsand say “call us when it’s done.” Fabiani and his teamopen their doors to you either way, and their largeparking area will easily hold a club meet or drivegathering. If nothing else, make sure to pick up acopy of the company’s marketing DVD, which containslots of production information, and videos of somewicked dyno runs.

In the meantime we won’t be forgetting theFabspeed 991 Turbo S in a hurry. It shows what agood exhaust can do. PW

Left: It’s not just Porsches,Fabspeed cater for mosthigh-end sportscar makes.Below: New 991 Turbo Swith Fabspeed exhaust,intake and tuning modsmakes 500+bhp and 626 lbft of torque

FFaabbssppeeeedd MMoottoorrssppoorrtt155 Commerce Drive Fort Washington, PA 19034USATel: 1 215 646 4945 Fax: 1 215646 9828 – Google+www.fabspeed.com




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REPLACE 996/986 STEERING-RACK PIPES

So far, then, so relativelysimple. How hard can it possiblybe to replace a single hydraulicpipe? Two of the things, at thevery worst? Well, the firstcomplication is that in order toaccess the side of the steering-rack housing you need not onlyto raise the car on a garage lift,but also to lower the entirefront-suspension subframe a fewinches. (You could arguably dothe job with the car raised safely

on axle-stands alone, but itwould almost certainly double oreven treble the effort required.)The second is that even afteryou have done so, and thenundone that M10 screw andremoved the securing plate, thepipe will most likely remain stuckfast – our friend corrosion again.Next comes the small matter

of separating the union at theother end of the pipe, below androughly midway along the left-

hand sill member – at whichjuncture you will no doubt realisehow worryingly corroded yourbrake lines are, too. And afterthat you have to extricate theentire pipe from around the manyother components mountedunder the car’s floorpan – notleast the coolant pipes. Finally,you must correctly thread thenew pipe – currently all £223worth, including VAT – back in tothe same extremely restricted

space, and obviously withoutbending and thus damaging anypart of the rigid steel section, asyou most likely did to get the oldone out. You get the picture.Thanks, then, to the team at

Cavendish Porsche in Long Eaton,near Nottingham – proprietorsSimon Petty and Adam Caulfield– and specifically to technicianAshley White, who confidentlyand quickly dealt with the seized-in pipe union that would have

If you are lucky the plate will pull cleanly away from the rack, but it will probably need persuasionwith a screwdriver blade. The hydraulic lines, too, should slide out as easily as they must have gonein, but corrosion – which is why you’re changing the pipe(s) in the first place, remember – will mostlikely put a stop to that. Cavendish’s Ashley White first tried a Mole wrench alone, then a Molewrench tapped sideways with a hammer, and finally an air chisel (carefully!) to vibrate the pipe, andso break up the particles of rust and dirt. New return line (far right) shows what you are dealing with

Leaving a generous dose of penetrating fluid to do its work, Ashley next turned his attention to theconnection at the rear end of the return line, midway along the underside of the left-hand sill, andnormally hidden above a moulded plastic tray. Intermediate pipe mounts are easy enough to unclip.To break connection with next section, counter-rotate the two hex sections through a few turns(19mm spanners), until pipe to be discarded can be pulled forward. No need to dismantle connectionfully, as shown bottom right; you will be binning the entire thing. Be ready to catch leaking fluid

how to v6-finalch.qxp:PW Template 9/18/14 3:09 PM Page 111

had most of us roundly cursingPorsche’s miserly resistance toassembling its cars with anythought for the poor people whomight one day have to take themapart. No less impressive wasthe practised ease with which he

threaded the new pipe into placein such a way that it wasimmediately perfectly alignedwith the under-sill union.Total cost, including that

frankly outrageously expensivepipe, and around three-and-a-half

hours’ labour at their standard£65/hour plus VAT, would havebeen in the region of £500. Thatother steering-pump line, had itneeded replacement, costsanother £223 including VAT fromPorsche, and obviously with only

a marginal extra labour charge –and so on that basis alone fallsvery firmly into the While You AreIn There category. You reallydon’t want to have to do – or topay for – this job more than onceper car. And ideally never. PW

After some deliberation we concluded that best way to fit new pipe was to feed the transverse frontend in from behind the rack, and then lift rear section up between the various other pipes and hosesbeneath the floorpan. Rear end simply pushes over male end of the next pipe until it clicks and locks;no tightening is needed. No bending necessary, either: pipe clipped neatly into all the original fixings.(Shame about the state of the brake lines, though.) Final stage is to refit the front end of the pipeinto the rack, secure with plate and screw, and then lift subframe back into position. Job done

Loosen coolant-pipe mounts and other connections to give yourself enough room to extract returnline (and fit new one, of course); installations vary depending on car’s specification. Might be a goodopportunity to fit new pipes – and coolant, too (see text). Return line’s securing flange eventuallycracked, allowing oil to work its way in, and subsequent rotation with Mole wrench finally persuadedit to come loose. Make sure hole(s) in rack housing is/are undamaged and spotlessly clean beforefitting new pipe(s). Ashley pulled old pipe down and forward; it doesn’t matter if it gets damaged

REPLACE 996/986 STEERING-RACK PIPES


how to v6-finalch.qxp:PW Template 9/18/14 3:10 PM Page 112


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WE DON’T JUST WRITE ABOUT PORSCHES,WE DRIVE AND LIVE WITH THEM, TOO

THE TEAM

PROJECTS

Project cars, eh?Don’t you just love’em? We start offwith best

intentions but inevitablylife gets in the way andthat tight schedule ofwork starts to slip andbefore you know it thewhole thing is on hold.Well in the case of my944, that’s not strictlytrue, but there hascertainly been a severecase of ‘mission creep.’However, regardless ofthat, the car is now backin my garage and it’s 95%sorted, mainly thanks toDavid and Tom Barker atAugment Automotive.Now there are plenty of

folk who would say thatthere was absolutelynothing wrong with my944 in the first place, andthey’d be kind of right.Aside from the normalwear and tear associatedwith 27-years on the road,my 944 was a lovely, low-mileage example, so whystart to fiddle around withit? Well, those with longmemories will recall that Iwas rather taken withAugment Automotive’selectronic wizardry withthe 944’s enginemanagement system

which, compared tomodern systems, is ratherprimitive and relies on therather woolly informationprovided by the restrictiveair flow meter.Yes, it works, and

compared to carbs it’s awonder of modern science,albeit 1980s science.Things have moved on andAugment Auto’s systemreplaces much of theelectronics within theBosch ECU, retaining justthe injector drivingsoftware, and does awaywith the air flow meter alltogether. That takes out amajor blockage en route tothe inlet manifold andallows the engine tobreathe more efficientlyand use the air/fuelmixture to better effect.This modification on itsown is worth around 15bhpat the top end and up to15lb ft of torque acrossthe rev range. AugmentAutomotive also replacethe standard distributorand coil feed to the sparkplugs with a wasted sparkset up, which sends aconsistently bigger chargeto the plugs and so abetter burn to the air fuelmixture. Finally, a modifiedair box replaces the

restrictive square outletwith a circular one, furtherimproving air-flow.And so this is what my

engine received around ayear ago and I was mightilyimpressed, with not onlythe power and torqueincrease, but also the fueleconomy gains, too. Torecap, we started with144bhp and ended up with157bhp and more torqueeverywhere. Maybe weshould have left it at that,because the next phase iswhere the developmentcurve hit a spike. I waskeen to further improvethe efficiency of theengine and envisaged awin-win situation withASNU’s new PerformanceInjectors, with theirimproved spray patternsdesigned to moreefficiently fill thecombustion chamber.Augment were very keen

Well,ElChuchoisalmostthere! WemadeittoClassicsattheCastlelastmonth–onatrailer–andtheresponsefromvisitors

seemedprettypositive.Allthat’s leftisthewiring,fuel lines,hydraulics,suspensiongeometry(soanotheryearthen?Ed)...Hmmm,maybeI’dbetterstopwritingandgetbackintheworkshop.

KEITH SEUME912/6 EL CHUCHO

NotsureI’vegotanythingtoaddtothesagaopposite,saveperhapstosaythatinthespaceofthreedaysafterpickingthe

944upfromAugmentAutomotive, Iwentona1000+miletriptakinginvariousfamilyeventsandculminatingwiththe911&PWPicnic.Despitetheusualtrafficissues,thecarranprettymuchfaultlessly.

STEVE BENNETT944 LUX

Fortunefavoursthebrave.OrmaybeIwasjusttakinganunnecessarygamble.Eitherway,the924Snotonlymadeitto

SilverstoneandbackforaPorscheCarsGBmediaeventinAugust,butalsomanagedseveral lapsoftheExperienceCentrecircuitwithoutasinglesignificantfault.AndIhadn’tevencheckedthetyrepressures...

CHRIS HORTON944, 924S

AwokeonemorningrecentlytofindthebootlidofmypreviouslysparklingBoxsterbesmirchedwithmossandmud–clearly

thepigeonshadbeenknockingthestuffofftheroofofthehouse.Butno...Thegrimewasdepositedbyafallingrooftile; itdidn’thitmetalwork,butdidgougepaintoffthebumper.Bugger.

BRETT FRASERBOXSTER 3.2S

PROJECT 944It’s been quite a few months for Bennett’s944 and, after what seems like a fullrebuild, it’s back on the road. Worth it?Well he seems to think so!

ProjectTargaismovingforwardslowly,whichisfrustrating,buthavingmorethanoneprojectonthegousesupalot

of time.Plus thefactI’vejustfoundoutI’mgoingtobeadadforthefirsttimeismakingmypresenttimeveryimportantandIneedtomakethemostofit.Getoutthetools, it’sgonnagofast. I’vebeentold!

PETER SIMPSONCARRERA 3.4 TARGA

Occupation: Editor, 911 &Porsche WorldHome town: Hoxne, SuffolkPrevious Porsches owned: 7Car: 944 LuxYear: 1986Mileage: 98,500Owned for: 18 monthsMods/options:Modified ECU,injection and ignition systemContact:[email protected] IN BRIEF:Just managed to stop short ofa full rebuild! Well that’s whatit seems like!

STEVE BENNETT944 LUX

our cars pt1ch.qxp:PW Template 9/18/14 3:19 PM Page 116

911 & PORSCHE WORLD

OUR CARS

to try these too, butbetween all of us, we justcouldn’t get them to work.In optimum conditions

they worked just fine,noticeably enhancing thesmooth running of theengine, which was alreadypretty good. However, forno apparent reason theignition curve would throwa wobbly and allsemblance of smoothrunning would disappear,most notably in heavytraffic, or evenoccasionally when cruisingat steady or part throttle,when a spike would sendthe revs up or down.Various theories wereinvestigated, most notablythat of a voltage spikefrom the ECU to theinjectors, but the signalwas measured and foundto be nothing other thanconsistent, particularlyafter the alternator hadbeen reconditioned. FinallyTom and David at Augmentconcluded that theinjectors, with their very

fine atomisation, were verysensitive to under bonnetambient temperature andsignificantvapourisation/condensingof the fuel in the intake,which causes a change infuel volume, displacing avarying amount of air andso altering the mixture.This is not a fault of theinjector as such, butexposes a limitation of theAugtronic ECU, whichalthough vastly moreflexible than the standardset-up, would require avolumetric or massmeasurement of air flowinto the engine.For the moment we’ve

reverted to the standardBosch injectors, but ASNUare working on a newspray pattern that won’tbe quite so fine and willwork with what we’ve got.But we still have thebenefits that theAugtronic ECU brings tothe party, which includedthe ability to tailor thefuelling and ignition to

specifics such as acamshaft change.Yes, that’s right. Ever

since I’d got behind thewheel of Augment’s camenhanced demo car, Iknew that this was a modthat I needed for my car.The standard 2.5, 8-valvecam is a very conservativemeans of opening andclosing the valves,designed seemingly toneuter the top end of therev range, which manifestsitself in a general lack ofinterest much above5000rpm. Augment havedeveloped their own cam,giving more lift and somore top end bite, but notat the expense of torqueand mid range. On therolling road, and combinedwith Augment’s ECU, thecam produces around175bhp and, at 3000+rpm,you can really feel it.So engine sorted my

attention was turned toother problems. With justapproaching 100,000-milesthere are lots of bits that

are just plain wearing out.The main culprit is thesuspension, or morespecifically the dampers.They’ve never beenchanged and while theyweren’t leaking oranything, they weren’treally doing much to propthe car up either. My initialthought was to just gostandard, but David andTom persuaded me thatKonis were the way to go.Hmmm, I wasn’t sure. I’vemessed up cars beforewith dampers that werejust too stiff, but thenagain I’ve have verypositive experiences withKonis and they are whatPorsche fitted to the M030spec 944 Turbo and 968Club Sport.OK, I was convinced and

so a set duly arrived. Thefronts are inserts and sothe standard frontsuspension legs have tobe modified slightly toaccommodate them. Therears are just straight bolton. For the moment, and

117

Above, left to right: Theheart ofthematter: AugmentAutomotive’s ECUbringsmoderninjectionmapping to theparty.Bosch injector (left),withASNU.This is stillwork inprogress. Konidampersareabig improvementoverworn, standard items

Below, left to right: RarepictureofBennett’s 944not inpieces.On the rolling road for oneofmanymappingsessions.We’llbebackon the rollers togetafinal figure for thecam. Fullfrontal. HowmanyD-plate carsdoyousee regularlyon theroads thesedays?



OUR CARS

Below: New front discs and padshave improved the braking. Rearsnext. Rear Konis in situ attachedto the swing arms. No springs?No, the 944 uses torsion bars atthe rear like the pre ’89 911s.Gearbox and everything elseremoved for clutch swap

Above: On the road, Bennett’s944 is much improved, but then itshould be! Most noticeable is theextra power from the engine,closely followed by thesuspension, thanks to newKoni dampers

as recommended byAugment, we’re runningthem fully soft and Isuspect that is how theywill stay.So it’s all mounting up,

and that’s not the half ofit. I knew the clutch wason its way out. Last timethe car was up on theramps at Autowerke inNorwich, a good 18-months ago, we had apeek at the clutch throughthe little inspection hole inthe bell housing. It wasshowing three quartersworn back then and morerecently the biting pointhad been getting higherand higher. Time to bitethe bullet and get it donewhich, as every 944 ownerknows, is an expensive job,mainly because so manylarge and heavy parts ofthe car have to beremoved to just get to it.It was just in the nick of

time, too. The clutch wasoriginal and the frictionmaterial was starting tobreak up. Well, I like to get

my money’s worth – can’tcomplain at 27-years andnearly 100,000 miles!Of course it didn’t end

there. Whilst the clutchwas out Augment replacedthe clutch fork and theclutch fork bearings, plusthe crankshaft oil seal,which was leaking slightly.Anything else? Well, it willcome as no surprise thatthe torque tube bearingswere past their best, sothey were replaced too.Look out for a ‘How to’ onthat job in the not toodistant future.So there are the

complications that face944 owners. The aboveprocedures don’t need tobe done very often (every27-years in this case), butwhen they do it’s all majorwork. But then if you’vedriven a 944 with rattlytorque tube bearings, awheezing clutch forkbearing and a worn outclutch, you’ll know it’s notvery pleasant. Labour forall that amounted to 19

hours! Ouch!Anything else? Oh, yes.

Finally, after months ofbleating on about 944engine mounts, I’ve hadthe O/E mounts that I’vehad squirreled away fitted.What’s the big deal here?Well only the Porsche O/Emounts are fluid filled, andso can be legitimatelycalled hydro mounts. Thiswas one of the measuresthat Porsche took tocombat the vibrationsinherent from a large four-cylinder engine. The other,of course, was the use ofbalance shafts.There is much mystery

surrounding 944 enginemounts and even Davidwas sceptical as towhether the O/E mountsreally were fluid filled,having been told byPorsche a couple of timesthat they weren’t (I shouldadd that David knows a bitabout rubber things, beingthe world’s onlymanufacturer and supplierof rubber suspension

donuts for the originalMini). However, he recentlychopped an O/E mount inhalf while stripping a 944S2 and low and behold, themount did contain a fluidfilled chamber. So thereyou are. The O/E mountsare expensive at £300+but they are the real deal.Anything else is effectivelysolid rubber and will notfilter out the bad vibes aseffectively.Nearly there? Yes,

nearly. The brakes havebeen frankly a bit rubbishfor some time and so itwas no surprise that thefront discs and padsneeded changing. Therears need doing too, butthey can wait for a while.Oh, and finally Augmentfitted a short-shift kit,which works really well.So now you can see why

the car has beenholidaying in Gloucesterfor so long, although mostof the time was spentpuzzling over the injectorconundrum. So, what is it



RUNNING REPORTS

CONTACTAugmentAutomotivewww.augmentautomotive.co.ukTel: 01594821136

KoniUKwww.koni.uk,com01252543900

Above, left to right:Howtogetthemost fromyour clutch.After27-years andnearly 100,000-miles, the frictionmaterialwasstarting to separate.This iswhy it’s expensive toreplace theclutchona944 –allthis has tocomeoff. Inevitably,with the torque tubeoff, itwassensible tochange thebearings

like to drive now? Well Ihave to say I couldn’t waitto find out. It was, after all,going to be like a new carin many respects, with somuch of the drivetrainhaving undergone work.Best, then, to take one

thing at a time. Davidpicked me up fromGloucester station and sothis was my first timebehind the wheel. Startthe engine and thoseengine mounts are doingtheir job. Even at idle theyreally keep the enginesmooth. This is what I’vebeen trying to replicateever since I swapped toO/E mounts with my firstever 944 13-years ago.There is no substitute.Next, the clutch felt lightand with the pedaldepressed there was nobearing chatter. Excellent.On the move it’s now lightand bites way down thetravel. Job done and,added to that, there’s nospurious rattles from thetorque tube bearings.Double job done. Oh, and

that short-shift gives alovely mechanical feel tothe change.On the road now back to

Augment’s workshop. Thesuspension is firmer, butnot harshly so. In fact it’s atransformation becausenow the dampers areactually controlling thesprings and torsion bars.There’s less body roll andthe front end, with re-setcamber, really wants topoint into a corner. Onmost surfaces thesuspension is perfectlycompliant with only harshbroken Tarmac or worn outsurfaces creating aresonance through thebody, but that is acommon 944 issue,possibly accentuated bystiffer damping. Whatever,the pluses far outweighthe negatives and now the944 wants to be driveninto a corner and thatcertainly wasn’t thecase before.So the engine? Well, first

impression is it’s supersmooth and it really pulls.

The standard engine is allmid-range and torque, andso is this, but now it willrev strongly and smoothlytoo. The power band iseffectively much wider,starting low and finishinghigh at 6500rpm. Third isnow a very effective gearfor the twisty stuff, fourthand fifth have an addedflexibility, and with theimproved handling androad holding from theupgraded suspension, youcan really position andlean on it in the bends anduse the power to messaround with the balance.And of course on skinny195 profile, 15in tyres itlikes to move around too.So all good? Yes, in the

main. The engine andsuspension are the stars.The clutch, torque tubebearings, engine mountsetc are effectively likegoing back to factorysettings. Certainly the caris very satisfying to drive,whether it’s on thetwisties or on themotorway, where the

engine feels particularlystrong in fifth.Don’t ask how much it all

cost please. It’s rarely thatso much work is carriedout at the same time, andyou would expect the 944to be absolutely perfect bynow. Well, it’s certainlyclose. It certainly looks aspresentable as ever andAugment haven’t finishedwith it yet. We need to geton the rollers to get adefinitive power figure. Iwhisked the car away toget it to the 911&PWPicnic, so we were unableto absolutely finish the job.There is a slight idle issue,and the world’s mostirritating buzz from thegear lever at certain revs,which is a perennial 944problem as they get older.Oh, and that rear hatch isstill creaking despite newcatches, latches andeverything else (anyoneknow of an effectivecure?). But if it wasfinished, what would therebe to do, and what would Ihave to write about?


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CAYMANMINOR COOLANT LEAKS: IGNORE THEMAT YOUR ENGINE’S PERIL

Q&A

E-MAIL US AT [email protected],ANDWE’LL PASS THEMONTOOUR RESIDENT EXPERTS TOANSWER

PORSCHE PROBLEMS?

OLLIEPRESTONRPMTechnik

Welcome to 911 & Porsche World’s Q&A pages, edited and assembled by themagazine’s technical man and incorrigible do-it-yourselfer, Chris Horton (right).It’s much the same format as you would expect – you ask, and our expertsanswer – but we have recently added more detail (including part numbers andtypical costs, and also contact phone numbers and websites where relevant),and not least as many illustrations as we can squeeze in. Please note that allprices quoted were to the best of our knowledge correct – for the UK market– at the time of writing, and for the sake of consistency generally exclude VAT,unless otherwise stated. We naturally do our very best to make sure that theinformation given is both accurate and useful, but unfortunately we canaccept no responsibility for any effects arising from it.

CHRISHORTON911 & Porsche World

PAULSTACEYNorthwayPorsche

PETERTOGNOLATognolaEngineering

PERSCHROEDERStoddard ImportedCars

MEETTHETEAM

My 987-model Cayman ‘S’ appears to beleaking engine coolant from somewhere inthe vicinity of the right-hand radiator, butby looking in through the air intake in thefront apron I can see that the lower part ofthe radiator itself is completely dry. Do youhave any suggestions as to what theproblem might be? And am I likely to beable to do anything about it myself?DavidWeir

Chris Horton: 911 & Porsche World:Mymoney, given your description, would beon a leaking joint where one or other – oreven both – of the two longitudinal rubbercoolant hoses meets each radiator. Thesehave specially designed quickly detachableends, secured by spring clips. They wereintended to speed initial assembly of thecar at the Porsche factory, and althoughthey are normally remarkably effective theirmetal ferrules can eventually corrode.This weakens the grip of the spring clip,

allowing slight but obviously still unwantedmovement between the two halves of thejoint, and thus a leak such as the one youappear to be experiencing. In particularlybad cases one or other of the two raisedtangs on the ferrule will rust away to suchan extent that the clip can suddenly let gocompletely, allowing the rapid escape ofmost of the coolant, if not all of it, andobviously bringing with it the very realdanger of the engine overheating.Replacing all such hoses (and if one joint

has started to weep, then it’s a fair bet the

remainder won’t be far behind) entails firstdraining the coolant, and then removing allof the relevant under-body shielding foraccess – which for most owners will meanputting the car in to a Porsche Centre or anindependent specialist. It is relatively easy,however, to take out the lower front partof the plastic wheelarch liner, and this willat least enable you to have a closer look atthe radiator connections in your car.Cavendish Porsche in Long Eaton,

Nottinghamshire (and which is where I shotthe accompanying photographs), charges£630 plus VAT to change the total of eightsuch hoses that, in a 987 Cayman such asyours, are known to suffer from thisproblem. Call 0115 972 2001 for details.You might wish to have the coolant

changed at the same time, especially if itis more than two or three years old. As youmay know, we are enthusiastic users ofEvans Waterless Coolant, which as its namesuggests – and if used correctly – shouldprevent the corrosion problem recurring,as well as guarding against the localisedoverheating within the water jacket that webelieve to be one of the causes of cylinder-bore scoring in these engines. More on thatin the June and October 2013 issues of911 & Porsche World, or else on-line atwww.evanscoolants.co.uk.

Front part ofwheelarch liner can be removedseparately from largermain section, to revealconnections between rubber hoses and radiator.Unclip those – after draining off the coolant – andyou’ll quite likely find this kind of corrosion on themetal ferrules. Don’t take a chance: replace them!

Q&ANEWv6-finalch.qxp:PW Template 19/9/14 15:40 Page 127


Q&A

I am a newcomer to Porsche ownership, having recently bought a 1986 911 Carrera3.2. I have always done my own basic servicing, and some relatively simple repairs,and if possible I would like to continue that tradition with this latest acquisition.

My question, then, is this. What is the best way of raising the rear of the car foraccess to the underside of the engine, the transmission, and so on? I can see thatthere is a jacking point midway along each sill, but each of those will raise only oneside of the car at a time – and I would like to have the entire rear end in the air.

Someone has told me that it is permissible to position a jack directly beneaththe engine, but that seems completely counter-intuitive to me, if not downrightdangerous. Surely the light-alloy crankcase can’t possibly be sturdy enough forthat? I would appreciate your advice.Tony Adamson

Chris Horton, 911 & Porsche World: You can, indeed, safely raise the rear end ofyour Carrera 3.2 – and, in theory, almost any other air-cooled 911 – by carefullyplacing a suitably low-slung trolley jack under the centre line of the crankcase,exactly as shown in the accompanying photograph (below, right). Unlike in most– if not all – other engines, this is an immensely strong area.

That said, and for the benefit of those readers with much earlier models, withmagnesium-alloy crankcases, we would probably suggest avoiding this practice if atall possible. This rather exotic material is now both inherently more fragile than thelater aluminium alloy, and also difficult and so expensive to repair successfully if itshould happen to suffer any damage. Better safe than sorry.

Note, too, the use of a soft pad between the saddle of the jack and the undersideof the engine. Obviously this is partly to provide a cushion to prevent any possibledamage from metal-to-metal contact, but also to help avoid slippage as the carrises, and the previously flat surface on the crankcase begins to tilt.

The pad shown in the photo below is a piece of folded hessian sacking, but asuitably thick wad of newspaper does the job, too. Better still, cut a roughly four-inch square from the tread of an old tyre – that will provide both cushioning andplenty of grip. Do not attempt to raise the car with any kind of jack on anythingother than a perfectly smooth, level and solid surface.

Once the car is raised, of course, you need to support it safely on axle-standsbefore even thinking about venturing beneath it. The best place for those is eitheras suggested in the other photograph – again with suitable padding or perhaps asmall block of wood to prevent metal-to-metal contact – or else beneath the outerends of the transverse torsion-bar housing (arrowed).

My 996-model 911 Carrera 4 seems to have developed an increasinglyannoying steering-wheel shake at anything over about 70mph.I thought it must be simply because a balance weight had fallen off oneof the rims, but so far my local garage has been unable to get rid of thevibration by rebalancing the wheels – or even reduce it.They have tried rotating the two front tyres around the wheels by

180 degrees, but with no discernible improvement. I am the only personwho drives the car, so I can state with some certainty that it hasn’tbeen kerbed, or even hit a bad pot-hole. What might be wrong?Peter Briggs

Chris Horton, 911 & Porsche World: Your steering-wheel wobble couldbe the result of several factors, including wornwheel bearings and/orweak suspension dampers, but with any situation such as this it usuallypays to start with the easiest (and cheapest) to deal with. Assuming,then, that all four wheels and tyres appear to be basically serviceable,make sure that you don’t simply have a build-up of water in them.Filling-station air-lines rarely incorporate an effective system for

filtering out themoisture that builds up inside any compressor and/orits storage tank, and over a period of time can inject a surprisingly largeamount into each tyre, particularly if you have had a slow air leak, and souse the facility fairly regularly.You say that your garage has

rotated the tyres on thewheels,but unless they physically removedthem from the rims they still mightnot have realised that there waswater inside them – and even asmall quantity of liquid sloshingaround inside can have amarkedeffect on thewheel’s overallbalancewhen it is turning at thehigher rotational speeds routinelyachieved on the road, as opposedto a balancingmachine.

WHEELWOBBLE COULD BEWATER RETENTIONLIFTING A CLASSIC 911; I’M ALRIGHT, JACK

I really enjoyed your Tried & Tested story onthe high-mileage, 2006 Cayman ‘S’ in theOctober 2014 issue of 911 & Porsche World.As the owner of an exactly similar vehicle –same year, same colour, same specification– I agree with everything you said: you havethere a very rapid mid-engined bargain.Interestingly, my car has done only 46,000

miles, against the 105,000 of the one youtested, but the air-conditioning temperatureand fan-speed buttons are showing exactlythe same unsightly wear pattern.The car is otherwise mint, so I suspect

that there must be some sort of inherentdesign and/or manufacturing fault with thebuttons. Perhaps they don’t respond well tocertain harsh cleaners – but they do lookpretty bad. I have found several companiesselling stickers to go over them, to make itlook like they haven’t faded, but they arethemselves pretty horrible, in my opinion.Has anyone else encountered this rather

annoying situation? Better still, does anyonehave any ideas as to how I might rectify it?Chris Morley, Cheshire

Chris Horton, 911 & Porsche World:Just as I am sure you must have done, Chris,my first step was a Google search. As well asconfirming that this is a common problem inboth the 987 Boxster and Cayman and the997-model 911 Carrera, that led me towww.climarepair.com, which for around £25offers a set of two decals, plus cleaningwipes, a special tool (shaped not unlike aguitar plectrum) for pushing said decals intoposition on the switches, and not least thenecessary instructions. The kit is said to besuitable for all 987s and 997 Carreras. (Boththe 996 Carrera and the 986 Boxster haveelliptical push-button controls.)I can’t comment on how good the finished

repair might prove to be, but like prettymuch anything else that involves stickingone small and rather delicate component toanother it looks to me like a world of painand frustration to tackle – although I have tosay that your switches do look a great dealworse than those in the Cayman I featured,and so might be worth the effort. I doubt ifany other simple DIY remedies would

improve matters, either, so maybe it’s justone of those things – like stone-chips on thefront apron, or minor scrapes on wheel rims –that ultimately we might all have to learn tolive with. It would be interesting to hearothers’ views and experiences, though.

WORN 987/997 HEATER-CONTROL BUTTONS: CLEARLY ANOTHER COMMON THEME

Chris Morley’s Cayman ‘S’ showsmuch the samewear pattern on its heater controls as our recentTried & Tested candidate. Fix it, or just livewith it?



Q&A

944 BEARING NOISE: TRANSMISSION OUTPUT SHAFTS OR TORQUE TUBE?

My 944S has started making a loud droningnoise from the rear, especially under power.I thought it might have been a worn wheelbearing, but my local garage – albeit with onlylimited experience of these Porsche models –suggests that it could be a bearing, orbearings, inside the transmission itself. Thissounds worryingly expensive to fix, so I wouldappreciate your experts’ second opinion.Robert Hale

Chris Horton, 911 & Porsche World:It is plainly impossible to give you a precisediagnosis without hearing for ourselves thenoise you describe, but from my ownexperience I would say that you probably haveworn output-shaft bearings in thetransmission. I suffered exactly the samescenario in my own 944 about 10 years ago,and the accompanying photos show why.Those individual bearing rollers (top right)should, of course, be perfectly smooth.

Their replacement, if I am correct, is going tomean at least a partial transmission stripdown(the final drive has to come out of the casingfor access to the left-hand bearing’s innertrack), but that is probably no bad thing in thecircumstances. For a start, it will allow yourgarage, or whoever does the work, to checkfor damage that may have been caused by the

swarf that will have come off the bearings.There is one other thing to check – or more

likely to have checked for you – before you goto those lengths, though. Instead of aconventional propeller shaft, your 944 haswhat is known as a torque tube connectingthe engine and clutch to the rear-mountedtransmission. It is essentially a long driveshaft, supported in bearings inside a rigid tube.

Those bearings, too, can wear and generatea huge amount of noise inside the cabin(it’s more like a high-frequency rattle than adrone, however), and while replacing themis in its own way no less awkward than dealingwith the transmission itself (you still have totake the complete transaxle out of the car inorder to remove the tube), it should certainlybe a little less expensive.

Good second-hand torque tubes cost fromaround £100 apiece – and it is possible toreplace the internal bearings relatively easily,as we hope to show in one of our how-tostories in the near future. If you get to thatstage, however, it would be prudent to havea look at the clutch, at the very least, andarguably to replace it while you have theopportunity – which will obviously push up theoverall cost again.

Perhaps, then, you had better hope it’s justthe differential bearings that are at fault!

POP-OFF VALVE HELPS 911SC AND EARLIER CARS STOP GETTING IN A FLAP

Output-shaft bearings in Horton’s 944were badlyworn and commensurately noisy, but replacementwas relatively straightforward – if you call removingand stripping the transaxle straightforward, that is

Back in the August 2014 issue of 911 & Porsche World (Q&A, see pages 127–130) I explained how Auto Umbau proprietor Robin McKenzie(www.classicporscherepairs.co.uk) had replaced the airbox in a customer’s 911SC, after the original had been irreversibly damaged by a backfire.I concluded by suggesting that if you were going to those lengths yourself then you might also wish to fit a so-called pop-off valve, to help

prevent any repetition of the backfire subsequently wrecking the new airbox. (Although I also suggested that it would be equally sensible torectify the fault that was most likely causing the backfire in the first place; ie incorrect ignition timing and/or a worn fuel metering unit.)During one of my subsequent visits Robin was able to showme exactly what is involved in this once popular but now rarely seen modification.

I shall have to let the photographs below tell the story, but suffice it to say that the keys to success are first very accurately marking the centreof the hole that is to be cut in the ribbed base of the airbox, with the aid of the paper template that should have been provided with the valve,and then – no less obviously – making as neat a cut as possible.For that you will need a good, sharp hole saw of exactly the right size, or in other words very slightly bigger than the diameter of the valve.

That will allow the latter to slide in neatly without binding, and then to sit perfectly square. The joint can then be sealed with some sort offlexible, non-setting mastic. Robin uses a Sikaflex product (221, actually), but there are plenty of alternatives on the market.Use a vacuum cleaner to suck out the plastic swarf during the drilling process (it doesn’t really matter if a few tiny particles end up in the inlet

manifold, but it’s naturally best to avoid that if at all possible) and, finally, remember to position the valve in such a way that the flap will be ableto open beneath the air-filter element. It needs to sit with the spring-loaded hinge toward the rear of the car, essentially.Where to buy the valve? Porscheshop (www.porscheshop.co.uk) is a good source here in the UK, but a Google search will doubtless turn up all

sorts of others wherever in the world you happen to live. Pelican Parts (www.pelicanparts.com) is one of the major suppliers in the United States,and there is always eBay, of course.

Paper template helps find the spot; that is then ‘found’ againwith a scriber, and a very small pilot hole can be drilled. Hole sawneeds to be exactly the right diameter;extract plastic swarfwith a vacuumcleaner. Making sure valve is correctly seated, position it so that the flap can open beneath the air filter; otherwise it’s useless


BOXSTER BRAKES FORA911 CARRERA 3.0: THEWHYSANDTHEWHEREFORES

As a long-term subscriber to 911 & Porsche WorldI have very much enjoyed your stories over the years,particularly the technical ones.

I am currently restoring and upgrading a 1976-model 911 Carrera 3.0. I would like to improve thebrakes (the car has no servo assistance, of course)and remember an article of yours, Chris, showing howthe front calipers and discs from a 986-model Boxstercould be fitted to an early car such as mine.

I wonder if you have any record of which issue thatstory appeared in, and could point me in the rightdirection as far as my suggested modifications areconcerned? Many thanks!Richard Holt

Chris Horton, 911 & Porsche World: The story Ibelieve you must be referring to was published in ourJuly 2009 issue. I have e-mailed you a PDF copy, and Ihope that helps.

Are you sure, though, that you wouldn’t achievesimilar improvements in the car’s overall brakingperformance simply by completely overhauling the

existing system? The Porscheshop conversion I wroteabout in that story is undeniably effective, but withthe benefit of hindsight I think that would probably bemy favoured option, at least to start with – and if onlybecause originality is becoming increasingly importantas far as these earlier cars are concerned. It would beinteresting to hear what you decide to do, anyway.

Richard Holt: Many thanks for your speedy reply,Chris. I still have the July 2009 magazine, so I shall goand dig it out of my collection very shortly!

I am currently completely rebuilding and/orrefurbishing the front suspension and brakes on mycar. It’s all in pretty sad condition. Even the light-alloyfront crossmember is so badly corroded that the anti-roll-bar brackets’ attachment holes have broken away,and the wishbones are so corroded that I havereplaced those, as well.

I got a good second-hand crossmember via eBay,and the wishbones were brand-new from SportwagenEckert. Most of the other parts I have obtained fromthe Car Parts 911 division of Euro Car Parts.

As far as the brakes are concerned, my rationaleis that the original calipers will need refurbishinganyway, and I am replacing the master cylinder partlyon the basis that it looks pretty rusty externally, andpartly because – while everything else is apart – I can.

As I am sure you already know, it is possible to fita master cylinder with a 23mm piston (compared tothe current 19mm unit), so I am going to use this inconjunction with the Boxster calipers.

I have actually got a pair of the latter, which Iacquired a couple of years ago when I owned aBoxster, but never got around to using. They camefrom a relatively low-mileage 986-model 2.7 datingfrom 2003, so at this stage I am not planning to domore than simply clean and repaint them.

Incidentally, the cost of the mounting bracketsfrom Porscheshop is now £121.70, compared to £99.71when you wrote your 2009 article.

Anyway, that’s the masterplan, and I shall be morethan happy to let you know how things progress,particularly when I eventually get the car back on theroad. I’m looking forward to that!

After a recent thunderstorm Iwas shocked to discover that thecarpet in the driver’s footwell inmy 987 Boxster ‘S’ was soakingwet. I have owned the car forabout three years, and this hasnever been a problem before –even during last winter’s storms,when it seemed to be raining allthe time. So why should it startnow? And, no less important,how might I cure the leak?Peter Willis

Chris Horton, 911 & PW:I think the most likely culprit willbe the foam-rubber seal at thebase of the door’s so-calledcomponent carrier – the pressed-steel panel that has mounted onit the windowmotor and liftmechanism, the loudspeaker, andnot least the airbag mechanism.I would guess that the hotweather we had during the

summer caused the finaldeterioration of the foam thathas allowed it to break up and socease to work effectively.The ‘official’ way of dealing with

the problem is to fit a newcomponent carrier, complete witha new seal; Porsche doesn’t sellthe latter separately. But thoseare quite expensive – typicallyaround £120 plus VAT for your987 Boxster – and there is plainlyno guarantee that you won’t be inprecisely the same situationagain in a few years’ time, if youwere to keep the car.My suggestion, then, especially

if you are up for some fairly easyDIY, would be to buy a roughly£50 roll of the generic mastic-style ‘cord’ that Porsche sells forvarious other applications (notleast sealing 944 rear lights tothe body shell), and thereby makeyour own seal. I recently tried the

same technique on my 2004VW Passat, which has exactly thesame kind of layout inside thedoors, and thus the same water-leak problems, and so far it hasbeen 100 per cent successful.You will also avoid the need totransfer all of the variousindividual components from onepanel to the other, of course.The only drawback with this

method is that you will have toremove all traces of the old foamrubber, but at the same timeavoid scraping away the paintprotecting the inside face of thecomponent carrier – and that canitself be a rather laboriousprocess. (The Passat’s carrierseems fairly robustly plated, butPorsche seems to prefer a brown,primer-style paint.) Use a plasticscraper, then, rather than (say) asteel screwdriver blade, and ifyou do damage the surface on

the edge of the panel give it acoat of some suitably protectiveaerosol spray paint – andobviously let that dry before youattempt to refit the carrier.Make sure, too, that the edge

of the component carrier isperfectly straight and true. Thepanel on the car shown belowhad plainly been off at least oncebefore, and showed all the tell-tale signs of having been roughlylevered away from the door shell,and so was quite badly distorted(see arrow). If yours is similarlydamaged you might well be ableto straighten it, but it will reduceyour chances of a successfulcure first time round.The part number of that mastic

sealing cord is 000 043 172 00 (itcomes as a number of individualstrips, with a total length of 10metres), and any Porsche Centreshould be able to order it for you.

PANEL GAMESMIGHT CURE A 987 BOXSTER’SWATER LEAK

Likemany current and recentVAGvehicles, 987Boxster/Cayman and997Carrera have a pressed-steel ‘component carrier’ inside each door, behind fabric trimpanel.It should be sealed against the door shell by a foam-rubber strip, but that eventually perishes (middle twopics) and allowswater into the cabin. Strictly correct fix is acomplete (and expensive) newcarrier, but buy somemastic-style 944 rear-light sealing ‘cord’ (far right) and you can at least have a go at reclaiming the original panel

Q&A




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PART TWO: DEEP CLEAN & DECONTAMINATION (TIME REQUIRED 2-3HRS)

DETAILING SCIENCE

In the previous issuewe covered theprecursor to alldetailing, the safewash. In this second

article, ProfessionalValeters & Detailersmember Rich March ofClassic Details inGloucestershire(wwwwww..ccllaassssiicc--ddeettaaiillss..ccoo..uukk) shows ushow to make our GT3truly clean – an autoexfoliation.The safe wash removed

the easy stuff: mud,grime, oil and bio stains.The decontaminationprocess removes the

ingrained detritus: tar,industrial fall-out, birdlime, and brake dust. The first step is to

assess the car to seewhat types ofcontamination you aredealing with and then usethe specific product (egtar remover) to treat eacharea. Once any heavilycontaminated areas aredealt with the next stepwould be to clay bar thepaint. There are variousgrades of clay: heavierversions remove moreingrained marks quicklybut cause marring; lighterversions take more effort

but create a finer finishand are less inclined tomark the paint. In thisinstance Rich used amedium clay with plentyof lubricant as the paintwill in due course becorrected so slightmarring wasn't really a problem.The next step was the

grime that gets stuck indrainage gullies, aroundwindow rubbers, in grilles,and on badges. As thephoto shows, the 'GT3'badge was hiding a lot ofmuck, despite lookingclean. Rich sprayed onsome All-purpose cleaner

(APC), left it to work forapproximately fiveminutes, and then used adetailing brush to loosenall the dirt. It was thenrinsed thoroughly. The key to deep

cleaning a car is toremember all areas, notjust those you can see.For example, all door, bootand bonnet shuts shouldbe cleaned using dilutedAPC and a suitable microfibre. Remember to turnthe micro fibre regularly,particularly on heavilystained areas to avoidmarring the paint with thedirt particles.

Finally, the rathernice split rimwheels got someattention as theywere covered in a

mix of road grime, tar andbrake dust. Rich used aspecialist genre ofproduct known as 'Iron' or'Fallout' removers, in thiscase Iron X by Car Prowhich uses pH neutralammonium thioglycolateas opposed to the oxalicacid that cheaperproducts use. These react

with the iron content ofbrake dust, usuallyturning purple and makinga somewhat disturbingsmell. A differentdetailing brush was thenused to clean inside thelug holes and a specialistwheel brush allowed Richto clean the inner wheelwhich made a huge visualdifference. This is thenfinally sprayed off with alow pressure hose,remembering to spray rightinside the inner wheel. With

the GT3 the falloutsolution seeped from thecentre cap so it wasimportant to double checkeverything had beenremoved. Though safewhen used correctly onvehicles, this type ofproduct needs to betreated with care, and youshould always wash yourhands after use. For cars that are not

going to be detailedfurther than this stage, it ishighly recommended to

add a paint sealant or waxto protect the bodywork.Most good paint sealantsare a two stage process,one to removed anyresidue and create aperfect surface for sealing,and the second to add apolymer layer with gloss

enhancers and UV filters.We would also recommendusing a tyre dressing toadd a satin finish, howeverall these products usuallycontain silicone so shouldonly be used if no furtherpaint enhancement isplanned. PW

EQUIPMENT LISTDetailing brushes & APC – Envy Car Care: www.envyvaleting.co.uk Fallout/Iron Remover – Iron X: www.carpro.co.uk Clay bar and lubricant – Formula Clean: www.formulaclean.co.ukAt least five or six micro fibres for all the door shuts and grubby areas.Somewhere protected from direct sunlight and with access to a hose

GET YOUR PORSCHE FEATURED!If your Porsche has a specific aesthetic malady, send photos

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944S2, ‘91 model year, MoT till May2015, full service history, Janspeedrear silencer box, won PCGB SWregional concours, electric sunroof,Sport seats, full Linen leather, £4000.Tel: 07754 450822. Email:[email protected] (Devon).P1114/007

CHERISHED NUMBER PLATE ‘KEL 1B’,super name plate that easily readsKELI B, great present for Kelli, Kelly orKellie, or your initials KEL, £3995. Tel:01560 0480862. Email:[email protected]. P1114/005

‘JJI 9115’, number on retention,£2000. Tel: 07810 058297. Email: [email protected]. P1114/001

PORSCHE REG PLATE ‘P4WKE’ onretention, will look great on 911, 944,993, priced to sell, £600. Tel: Alan,07791 747980 or 0151 526 2857.P1114/010

‘H1 BXT’, HI BOXSTER! Great friendlynon-dating plate for any age Boxster,no illegal spacing required, onretention cert for quick transfer,bargain at £725 ono. Tel: Ian, 01463831668. Email:[email protected]. P1114/014

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944 S2 CABRIOLET, stunning carthat drives as good as it looks,finished in white with blue leatherand blue hood complete withtonneau cover, 159K miles, £5995,call to make offers. Tel: 07887931632. Email:[email protected](Berkshire). P1114/032

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911 SUPERSPORT COUPE, 1989,5400 miles, 2 owners, in privatecollection and only covered 1000miles in the last 23 yrs, amazingcondition, metallic grey withspecial wine/mink interior, all insuperb order, condition isremarkable and a great testamentto original build quality, numberplate is not included and not forsale, a current classic that can onlybecome more desirable in the yearsto come, almost as new condition,serious enquiries pls, any questionsanswered, £69,995. Seewww.911porscheworldmag.co.ukfor full description. Tel: 07967368221. Email: [email protected] (Worcs). P1114/003

1996 911/993 TURBO X50 PACK,2 owners, only covered 54K miles,exceptional condition, Polar Silverwith Flamenco Red soft leather, 6speed, 4WD, twin turbo, PorscheX50 pack, Motorsport 430bhpupgrade, twin K24 turbo chargers,sports exhaust and additional oilcooler, other options include anti-lock brakes, twin air bags, air con,alarm, alloy wheels, central locking,electric windows/sunroof/seats,CD changer, upgraded soundsystem, car phone, crested centrecaps, red brake calipers, graduatedgreen tint windscreen, full servicehistory, lovingly maintained,immaculate, service and MoT onsale, £94,995, call for moreinformation. Tel: James, +44(0)1937220360. Email: [email protected]. P1114/016

‘JAZ 4911’ private number plate,dateless number plate currently ona car, can be moved onto retentionor onto your car, (JAS, JAS 911),£1000. Tel: 44 7944 494840. Email:[email protected]. P1114/031

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Classified pages November.qxp 19/9/14 13:43 Page 140

Background: An early and sohigh(ish)-mileage Cayenne V6.Manual transmission and steelsprings (ie not ‘air’ suspension),but has a host of useful extras,including air-conditioning,PCM, Park Assist, Tracker, andnot least a space-saver sparewheel. Two owners, a goodhistory – for the last five yearsin the capable hands ofNorthway – and will go out witha warranty and a year’s MOTWhere is it?Northway Porsche is atGrange Place, Grange Lane,Beenham Industrial Area,Bath Road, Reading, BerkshireRG7 5PT; tel: 0118 9714333;www.northway.co.ukFor: Condition, provenance andhistory. Has a pretty enticingspecification, too, witharguably ‘future-proof’ manualtransmission and (relatively)simple coil-spring suspension.Nice, tasteful colour scheme.Oh, and that eye-catching price,of course. Makes you realisehow massively over-valuedcertain other Porsches still are...Against: It’s a Cayenne – andan early one, at that, so aboutas fashionable with the SUV setas one of last year’s handbags.That small engine (and manualgearbox) makes it definitelymore a plodder than a road-burner, and it will probably bequite thirsty, too. Mileage couldcount against it, as wellVerdict: Personally, I think thisis a huge amount of Porschefor the money, and for anyonegenuinely looking for one of theworld’s best off-roaders – barnone – I’d say it’s well wortha look, and certainly if you doonly a modest annual mileage.Winter draws on, as they say...


WITH 911 & PORSCHE WORLD’S CONSULTANT EDITOR, CHRIS HORTONTRIED&TESTED

Tobe brutally honest, I wasn’t expecting greatthings of an £8000, 107,000-mile Cayenne V6– even from an independent with as gooda reputation as Northway. First impressionsweren’t overly encouraging, either. The car

was covered in a layer of late-summer dust – it clearlyhadn’t merited being parked in the barn, with all thebest stuff – and the company’s valeter was on holiday.(But then I had turned up more or less unannounced.)Nothing for it but to set to with hosepipe and sponge.Washing any car is always a great way to get to know it,

though, and immediately this Cayenne’s many qualitiesbegan to show through (no pun intended). The CrystalSilver paintwork, barring a few very light scratches – mostlikely from suburban bushes – is by and large excellent,and the front and rear aprons show no sign of groundingduring off-road excursions. (And they are way too high tosuffer the kerbing that seems endemic to low-slung 911sand the like.) There is a minor scrape at the right-hand endof the front bumper, and a rather odd-looking blister onthe plastic trim along the bottom of the driver’s door,but that apart it could pass for a 20,000-mile two-year-old.Same story inside. The steering wheel, gear shift and

centre-console grab handles are all a bit grubby, and theblack-leather front seats have that patinated look youwould expect – and the rears would benefit from somegentle cleaning and ‘feeding’. The pedal rubbers arepredictably worn, too. But the expansive fascia top(also in black leather, of course) is unmarked, and likewisethe headlining, the door cards and the carpets, those lastitems protected by genuine Porsche overmats. All of thefiddly bits, too – glovebox, cup-holders, cubbyhole lids –still look and feel reassuringly robust (and clean), likewisethe roller-blind luggage cover; and it was nice to see amoulded-plastic load-space floor protector. The carpetbeneath that is thus good to excellent, and those of youwho recall my early history in Cayennes will knowwhy Iwas so pleased to find beneath that a space-saver sparewheel – so far unused. All the tools and other emergencyequipment appear to be present and correct, as well –including both the original warning triangle and first-aid kit.Outside again, the 19-inch Cayenne Design wheels

(one of a number of extra-cost options; more on those in amoment) are all good, and the Bridgestone (front) and

C0ntinental (rear) tyres have plenty of tread remaining.The wheel bolts are the standard rusty mess, but it wouldhardly break the bank to fit new ones. The brake discs aresmooth and polished, the pads thick enough to forgetabout for the foreseeable future, and the calipers lookclean and fresh. There are no dramas underneath, either,and the dust in the engine compartment is a sign of good,honest toil that has required nothing more than routinemaintenance. Speaking of which, the car has just had afull service at Northway (which has looked after it for thelast five years), and it will leave with just about a full year’sMOT certificate. The only major replacement parts to date– again fitted by the Northway team – are an exchangepropeller shaft in September 2012, and a front final drivein May this year. ‘The old one was just a little bit noisy,’ saidNorthway’s Paul Stacey, ‘but the then owner, who is a veryfastidious chap, insisted that we change it.’If all that was unexpectedly encouraging, then the icing

on the cake was seeing howmany extras the first of thecar’s so far two owners had specified. (Interesting, too,that he went for the standard six-speed manual gearboxand steel springs. Both are now deeply unfashionable, butwill stand the test of time andmileage far better than thehigh-tech alternatives everyone now demands, I reckon.)Lack of space precludes much detail, but suffice it to saythat they include that Crystal Silver paint, smooth black-leather trim (£1845 according to the original invoice!),Park Assist, the 19-inch wheels and 18-inch space-saverspare, PCMwith phonemodule and handset, air-con(which blasts out a gale of cold air), a three-spoke steeringwheel, floormats, and even a Tracker system. Total costof the car, in October 2004, was a whopping £43,681.94.Unsurprisingly for a petrol engine with only 250bhp and

310Nm this roughly 2200kg Cayenne is no fireball to drive,and at an average 21mpg you will likely be a fairly frequentvisitor to your local filling station. It’s all pleasantly quietand refined, though, with a smooth and progressive clutchaction and somewhat notchy but precise gear shiftallowing satisfying progress, both in traffic and on theopen road. Ride is good, the steering light and fairly sharp,and the brakes predictably powerful . No clonks or bangsfrom beneath, either, reinforcing the notion that, with care,these now often casually dismissed early Porsche SUVsreally can – and do – last the distance. PW

CHECKLIST

Value at a glanceCondition ��Price ��Performance ��Overall ��

� Poor �� OK �� Fair��Very good �� Excellent

CAYENNE (3.2 V6) � 2004/54 � 106,648 MILES � £7995

T&T Northway Cayenne-finalch.qxp:PW Template 9/18/14 4:08 PM Page 141

‘PYJ 993’ FOR SALE, currently onretention certificate, £1100. Tel:07500 600499. Email: [email protected]. P1114/021

‘PAZ 930’, registration for sale, privateplate on retention, £2500. Tel: 07590079291. Email: [email protected]/022

REGISTRATION NUMBER ‘ARH 911S’available, on retention, offers over£3000. Tel: 07767 703615. P1114/023

‘GT 03 GPT’, available for transfer,perfect plate for your GT3, £800. Tel:07711 182888. P1114/019

EXCELLENT 16-INCH PORSCHE spacesaver spare wheel from 911 Carrera,giveaway £45. Tel: 07872 490760.Email: [email protected] (Scotland). P1114/011EXCELLENT STEREO from my 911Carrera, uprated front door speakers,uprated rear parcel shelf speakers(£300), 6 disc changer, radio, tapecassette, remote control, £200. Tel:07872 490760. Email:[email protected](Scotland). P1114/012

964 PARTS, air box complete withK&N filter and air metering device,£100; pair of rear seat belts, £40; rearwiper assembly including motor, armand blade, £150. Tel: 01325 377125.Email: [email protected](North Yorkshire). P1114/024PORSCHE 914 PARTS, very good dashand lower dash, $150; valance, $125;brain, $25; doors right, $35, left, $35;brakes, shocks with spring, rear lightmisc, all cheap. Tel: 802-349-7375.Email: [email protected](USA). P1114/025

COMPLETE M030 SPORTSSUSPENSION for early 996, unused,£450; K&N air filter, £25; hard topstand, £65. Tel: 0121 554 1650 or07936 172959 mob (West Midlands).P1114/026TWO 235/35 ZR 19 ContinentalContiSportContact 3s (91Y XL FR),brand new, £180 the pair (collect only).Tel: 07850 654911 (Surrey, close M25).P1114/018

911 CARRERA COUPE WANTED 1986-1989, original with service history, allcolours considered, private buyer.Email details including photos pleaseto: [email protected](Cheshire). P1114/002

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SADLY BREAKING MY BOXSTER2.7 986, 2001, with passenger sidedamage, 65,000 miles, good engine,smart suede/leather interior, goodhood, all bits available. Tel: 07967884809. Email: [email protected](Worcs). P1114/008

GENUINE RUSPA PORSCHECARRERA GT cognac leather suitbag/garment bag supplied as partof a luggage set specifically for theCarrera GT, if you are reading thisyou will know that they retail forabout £5000 for the 7 piece set,yes, you read that right. £350,postage within UK free of charge.Tel: 07841 464135. Email:[email protected] (Yorks).P1114/009

‘P918 SPY’, the perfectregistration number for the 918Porsche Spyder model, £10,000. Tel:07773 078074. Email:[email protected]/006

YOU CAN UPLOAD YOUR PRIVATE ADVERT AT: www.911porscheworld.comOR YOU CAN EMAIL: [email protected]

ADVERTS ARE FREE! YOU MAY INCLUDE A PHOTOGRAPH AND UP TO 30 WORDS OF TEXT (thereafter it’s 30p perword). Copy can be submitted online or by email, fax (+44 (0)1883 740361) or post, with remittance if

applicable, to: 911&PW Private Classifieds, CHP, 1 The Alma Building, Brewerstreet Dairy Business Park,Brewer Street, Bletchingley, Surrey RH1 4QP, United Kingdom. Don’t forget your contact details!

Deadline for inclusion in the December issue is 16th October (January issue deadline 13th November).

Classified pages Novemberv3.qxp 19/9/14 10:20 Page 142

Background: An early Panamwith the 400bhp, non-turbo4.8-litre petrol V8; seven-speedPDK transmission, and all-wheeldrive. Fully loaded with bothstandard equipment and someuseful options. Recently fittedwith a new engine (see text),and has a good service history.Will leave with a full year’s MOT;minor cosmetic flaws will bedealt with. Private registrationnumber is not includedWhere is it?Maundrell & Co is based inLetcombe Regis, OxfordshireOX12 9LJ; tel: 01235 762033;www.maundrelland.co.ukFor: Everything that makes anyPanamera – as I have recentlydiscovered – such a wonderfullong-distance cruiser. Safe,secure, fast, comfortable – andsurprisingly entertaining, too.Plus, in this case, price (roughly40 per cent of new), thatreplacement engine, and notleast Maundrell’s warranty.Would you want to buy a car likethis privately? I wouldn’tAgainst: Colour scheme couldbe considered a bit, well, bright– certainly inside the cabin.There are some minor paintblemishes, too (see main textagain). And it’s never going tobe cheap to fuel or to keepsupplied with tyres and brakepads. Other than that – not a lotVerdict: I’ll freely admit thatuntil my 2200-mile drive in a V6diesel this summer I had alwaysbeen a bit of a Panamera-sceptic. But I do like big, fast,solid cars that offer such afeeling of security – if notsuperiority – and this 4S, whileperhaps not quite as sublime oras economical as my test-car, isa hard act to follow. Give it a try.You might like it, too


WITH 911 & PORSCHE WORLD’S CONSULTANT EDITOR, CHRIS HORTONTRIED&TESTED

Iwanted to try this Panamera 4S for several reasons.One: we have – so far – done precious little on thisoften overlooked modern Porsche. Two: it is nearlynine months since we last went to see the team atMaundrell & Co, who always manage to have some

nice stuff in stock. And three: having just driven to Italyand back in a brand-new Panamera V6 diesel (more onthat trip in due course), I was understandably keen tosee how an older petrol-engined model would compare.And the short answer is, very well, indeed. Registered in

December 2009, so now approaching its fifth anniversary,the car has clearly been driven far and presumably fastby its so far three owners. Overall, though, the Dark Bluemetallic paint is showing commendably few signs of wearand tear, and the interior is literally almost spotless. Thereis the usual crop of small stone-chips on the front apron –highlighted by the white primer showing through the darktopcoat – and a few very minor scrapes beneath it. Therear end of each sill member is similarly peppered with tinymarks, and there is a blemish in the plastic film protectingthe lower part of the right-hand rear door. Hardly the endof the world, though, and all easily fixable – should youwish to be made painfully aware of the gravel rash yourown tenure would no doubt quickly generate, of course.All four 20-inch RS Spyder design wheels, refurbished inDecember 2013, are unmarked – although you will neednew tyres within perhaps 5000 miles – and likewise thebrakes: discs all good, but pads beginning to look a bit thin.It is, if anything, an even more encouraging picture inside

the extremely well-appointed cabin (and I’ll come to theequipment manifest in a moment). The so-called CognacNatural Leather is spotless, with matching steering wheel,door cards, dash top and carpets, the last of those itemsprotected by genuine Porsche overmats. Those are black,unfortunately, and so look a little bit like an afterthought,but at least they will hide any dirt. Slightly disappointing,too, are the gadgets left over fromwhat I presume to besome sort of hands-free phone kit (which is odd, becausethe PCM3 system has both telephone and Bluetoothconnectivity): one next to the right-hand windscreen pillar,the other dangling from the interior rear-viewmirrormount, but no doubt they could be removed without traceif necessary. There is also a slightly sticky residue on andbehind the ‘AC’ button on the centre console – and it was a

bit of a shock when the bonnet release quite literally cameoff in my hand (but easy enough to replace it withoutdamage). Out back, as it were, the substantial cargo areais similarly clean and tidy (this time with a matching tan-coloured overmat to protect the carpet beneath it), andthe emergency kit appears to be present and correct.Mechanically the car both feels and performs like new –

which is another way of saying that it can behave likea bit of an animal, especially when you hit the Sport andeven Sport Plus buttons. As it happens, the engine wasreplaced quite recently with a brand-new Porsche unit(because of what is believed to have beenmisfuelling,rather than anything more sinister), but I have no doubtthat even on the original motor it would still have gone likethe wind. Who needs a 911...? Servotronic steering makespredictably light work of low-speed manouevres, quicklysharpening up on the move, and even with those thinningpads the brakes pull straight and true. Not a trace of noisefrom the suspension, either – although in any of these bigPorsches you are always conscious that there’s a lot ofrather heavy hardware thrashing about beneath you.Optional equipment, as I’ve suggested, is extensive –

and the standard kit (seven-speed PDK auto, bi-xenonlights etc) can hardly be called sparse. The wheels, theleather, the Servotronic steering, the PCM3 and the matsI have already mentioned, but the first owner also went for– deep breath – air suspension and PASM; Porsche-crestedwheel centres; Park Assist (front and rear); Sport ChronoPlus; a tilt/slide sunroof; the Bose sound upgrade; a multi-function steering wheel; heat-insulating privacy glass –and not least a power-assisted tailgate. The total musthave been somewhere north of £100,000, making thecurrent £40,000 asking price seem evenmore of a bargain.The car’s history, too, is impeccable. The most recent

service was at Porsche Centre Swindon in August 2013,so it will have another before it is sold, and both the brake-fluid changes and condition report are up to date, as well.The car will also have a full year’s MOT, and not leastMaundrell’s standard no-quibble, three-month warranty,which is not only extendable to one, two or even threeyears, but is also ‘invisible’. ‘Customers deal direct with us,’says the company’s Steve Rogers, ‘and not the warrantypeople, so in the highly unlikely event of any problemwedo literally all of the work.’ Sounds perfect to me. PW

CHECKLIST

Value at a glanceCondition ��Price ��Performance ��Overall ��

� Poor �� OK �� Fair��Very good �� Excellent

PANAMERA 4S � 2009/59 � 74,031 MILES � £39,995

T&T Maundrell & Co Panamera-finalch.qxp:PW Template 9/18/14 4:01 PM Page 143

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