TARGA BUYI NG GUIDE

‘EUROPEAN RS’ RESTOMOD

993-engined G-body concept DRIVEN

www.total911.com

LIVING THE LEGEND

GT3 R HYBRID TECH
BEST OF CAR WEEK
AND MORE

Modern classic

M A N U A L M E Z G E R M AG I C
W I T H 9 9 7. 1 VS
P LU S 9 9 6 G T 3 R S

PORSCHE RACE TURBO! ISSUE 248

DESIGNERS JAGER 934

Ben & Cheryl Dimson on Full history and insight into
life inside Weissach the boosted ’70s racer
 3

Welcome ar Week was once again spectacular this Werks, featuring a new nat-asp engine with motorsport-
year, with the California extravaganza now derived slider valves on the throttle bodies, paired with drive-
cementing itself as THE annual event for by-wire… on an air-cooled engine. I was lucky enough to
Porsche and car enthusiasts around the planet. test a prototype of this engine in a Gunther Werks mule last
It’s now the epicentre of restomod companies autumn, and found it to be absolutely sensational. If Porsche
launching new products for the year ahead – built an air-cooled GT3 engine, this would surely be it.
and each year, the bar gets higher and higher. Regardless, the reimagined cars on show at Car Week
Last year, no less than six new projects were announced taught us two things. First, although these cars are built
by reimagineers in the space of 48 hours. This year, the all around the world, it’s clear the US market is the focus
glitz-fest continued with world-renowned companies in the in terms of customers. Second, what a glorious era of
restomed sphere such as Tuthill, Singer and Gunther Werks automotive wonder we live in, where older Porsche can
lavishing the lawn at The Quail with their new wares. be revived and completely reinterpreted with modern tech.
My favourite? It’s difficult to choose, for while Tuthill’s GT Whether you’re a stickler for originality or not, this
One is achingly stunning, I also love the craziness of RUF’s movement brings new energy and enthusiasm to the arena,
Rodeo project. Then there’s the outrageous GWR by Gunther which can only be a good thing in my book.

“What a glorious era of automotive

wonder we live in, where older
Porsche can be revived and LEE SIBLEY • Editor at large
completely reinterpreted” E: lee.sibley@futurenet.com

Facebook Twitter YouTube www.total911.com

/total911magazine @total911 /total911magazine Visit us for up-to-date news and debate
4 Carmel, California

Photograph courtesy
Alex Penfold for Tuthill Porsche
Introducing the GT One by Tuthill
Porsche, a glorious reinterpretation
of the 993-based GT1 Straßenversion.
Only 22 will be built, each one the
result of 3,500 build hours of
“meticulous construction”. Tuthill’s
GT One is our highlight of Car Week
2024, where a host of reimagined
Porsche made their debuts. More
details can be found on page 8.
5
6 Contents

Contents I S S U E #248 SEPTEMBER 2024

ESSENTIALS F E AT U R E S

Update Modern classic Rennsports: 997.1 v 997.2

8 A comprehensive round-up of your latest Porsche-specific news, 16 The 997 GT3 RS is a scintillating Rennsport, but which is best –
including a look at unique Porsche for sale around the world the Gen1 or Gen2? We test them back to back to find out

Views Modern classic Rennsports: 996 GT3 RS

10 Highlights from your Porsche correspondence
28 The first GT3 RS is now highly sought-after among collectors.
via email, social media and Total911.com Total 911 finds out why with a modern-day drive

Subscriptions Design icons: Ben & Cheryl Dimson

36 38 In the second of our two-part interview, Ben and Cheryl Dimson share
Become a loyal subscriber and get the
magazine delivered right to your door insights from their careers in the design department at Porsche

Living the Legend 38 Porsche Index: 911 Targas

70 46 The ‘sunroof’ era of the 911 Targa spanned the 993, 996 and 997
Real-world reports from our global
collective of 911 owners generations. We present everything you need to know

Premier Porsche Thornley Kelham restomod

81 All the industry contacts you need to buy, 54 We get a first drive in a new, Rennsport-inspired restomod
tune, restore or upgrade your Porsche 911 by British outfit Thornley Kelham

Data file Jägermeister 934

82 62
Stats, specs and updated market values The 934 was a crucial yet short-lived era of 911 racing. We take
for every 911 model from 1963 to 2024 a look at a special car and its historical significance

Porsche Moment
98
Total 911 studies the details behind a significant YO U R 9 1 1 H O M E
snapshot from Porsche’s fascinating past For Total 911 back issues & subscriptions
visit www.magazinesdirect.com

28 38
 7

16

54

46 62
 8 Update

Update MONTEREY CAR WEEK 2024 SPECIAL

Latest news, key dates, star products & race results from the world of Porsche

911 Turbo 50 Years revealed

Celebrating five decades of its turbocharged icon, Porsche has unveiled the 911 Turbo 50 Years
August saw Porsche whipping the covers off a the hat, joined by a special ‘Turbo 50’ model logo alternatively, the standard 911 and Paint to Sample
special model created to mark the 50th anniversary that’s designed to set this car apart. The wheels are colours. The Heritage Design Package includes a
of the 911 Turbo. Revealed at The Quail during Turbo S Exclusive Design rims, finished in Turbonite, satin white decorative graphic, with a roundel and
Monterey Car Week in California, the aptly named and when the door is opened, LEDs project a race numbers (pick between 0 and 99) appearing
911 Turbo 50 Years is heavily based on the latest turbocharger outline on to the ground, mirrored by alongside the 50 years of Turbo and Porsche logo.
generation 992 Turbo S. Just 1,974 examples will be an illuminated Turbo 50 logo on the kick plates. A historic 1960s-style Porsche crest is fitted to the
built, the number picked in honour of the year that The interior features the iconic McKenzie tartan bonnet and the Sport Classic wheel centre caps,
the first 911 Turbo made its debut – 1974. seat centre and door panels, familiar from the which are painted in Brilliant silver or Satin white.
The anniversary 992 pays tribute to its 1970s original car. Turbonite accents on the seat belts, On the rump, the Turbo 50 and Porsche logos are
forefather, making several references to the 930 controls, stitching and trim strips are partnered with picked out in Gold. Inside come additional leather
Turbo – the car that started it all. The 911 Turbo 50 black leather. Inside the glove compartment there’s features and tartan design elements, while the
Years takes the recipe of the already astonishing an anniversary plaque that bears both the Turbo centre console storage compartment bears an
911 Turbo S, with its 3.7-litre twin turbocharged 50 logo and the individual limited-edition number embossed Porsche Exclusive Manufaktur logo.
engine delivering 650PS and 800Nm of torque, and of the car. The A-pillar, sun visors and roof lining Green dials finish things off nicely.
adds several nods to motoring days of old. Painted are upholstered in perforated Race-Tex, while an The limited-edition 911 Turbo 50 Years
in a Turbo-exclusive colour of Turbonite, its vinyl analogue Porsche Design clock, with a special Turbo anniversary model can be ordered now, priced
graphics replicate the historic livery of the 911 RSR 50 design, sits in pride of place on the dashboard. from £200,600, with deliveries starting in the
Turbo, the forerunner to the 911 Turbo that was first Owners can option the 50 Years of Turbo autumn. Owners can also purchase a matching
seen at the Frankfurt Motor Show in 1973. Heritage Design Package should they wish to make Porsche Design Timepiece, paying homage to the
The use of Anthracite grey on the rear wing, rear things even more special. This affords access to anniversary model. Just like the vehicle, the watch is
apron, mirrors and air intake trims is another tip of striking Aventurine green metallic paintwork, or limited to 1,974 units.
Sonderwunsch creates unique 993 Speedster
Thanks to Porsche’s Special Wishes programme, one lucky
customer will be receiving a 993 Speedster with a difference…
Porsche’s Sonderwunsch programme has created During the design stage, Trazzi visited the
a unique 993 Speedster, revealed at Monterey company archives to generate ideas. Trazzi arrived
Car Week. The result of a three-year build at the at his first meeting with his scrapbook full of
factory in Stuttgart, the car is one of only three 993 drafts and sketches, and a clear vision of how he reinterpreted. Inside, black and yellow trim is a
Speedsters ever built by Porsche, the other two wanted his individual Speedster. Even the car’s visual highlight while, for the first time in a 993,
993s also being one-offs, and created in 1995 and luminous yellow paint, Otto yellow, was developed the carbon door sill trims are illuminated with an
2001 as part of factory restoration projects. specifically and named after Trazzi’s dog. individual logo. Of course, there’s also a state-of-
Designed and built for Porsche enthusiast Luca The car started life as a 1994 993 Carrera the-art infotainment system.
Trazzi, this version is characterised by its shortened Cabriolet, and has undergone comprehensive Trazzi said, “My dream was to complete my
windscreen and rear deck lid – both typical of technical modifications. On the outside, the line collection with a 911 Speedster of Type 993. Out of
the Speedster. However, it showcases numerous for the rear lid has been redesigned, while black, passion, I designed what this model might look like.
personal touches, and employs components from conical mirrors in the vein of 1960s sports cars I wanted the project to unify the stylistic elements
the Carrera RS, namely its engine, chassis, steering and modern Porsche four-point daytime running of all previous Speedster models. Because although
and braking system. The 3.8-litre, air-cooled, six- lights are just some of the elements at play. The this body version has always continued to develop
cylinder boxer motor was the most powerful option front spoiler, side skirts and rear bumper, alongside throughout its history, it preserved the elegance of
from Porsche, producing 300PS. the indicators, tail lights and light strip, have been its predecessors and stayed true to its beginnings.”

Tuthill unleashes GT One at The Quail KALMAR Debuts 9X9

Tuthill’s GT One is a street-legal tribute to the 911 GT1 – KALMAR Automotive has released the 9X9, a 959
a darling of the 1990s sports car endurance racing scene tribute that it calls the world’s first “retro hypercar”
Tuthill Porsche’s latest creation, designed KALMAR Automotive presented its 9X9
by Florian Flatau, salutes the 911 GT1. at The Quail. With a hint of 992 about it,
Paying homage to the GT1 race class the carbon-bodied creation is a 959 for
created in 1993 for Le Mans, and the modern era. It’s powered by a choice
specifically the Porsche 911 GT1, the GT of three engines. Leading the charge is
One supercar features a full carbon-fibre a 3.8-litre turbocharged unit producing
body. It’s powered by a 4.0-litre, six- a huge 930PS, linked to a double-clutch
cylinder engine – available in both naturally aspirated and forced induction transmission and active AWD system. Adaptive suspension and rear-wheel
versions. In normally aspirated guise, the car will produce over 500PS, while steering, active engine mounts and a lightweight Inconel exhaust system
the forced-induced offering will produce more than 600PS. Linked to a are just some of the engineering highlights. The 9X9 weighs 1,450kg, and
choice of either a seven-speed dual-clutch or a manual equivalent gearbox, KALMAR’s simulations indicate a Nürburgring-Nordschleife lap time of 7:00.
the GT One also boasts twin wishbone front and rear suspension, carbon- The 9X9 will appear as three versions: 9X9, 9X9 Sport and 9X9 Leichtbau
ceramic brakes and bespoke brake calipers. It weighs just 1,200kg. Tuthill will (Lightweight). While the 900hp 9X9 has been created with touring in mind,
construct 22 examples, each requiring 3,500 hours to complete. the Sport version offers more driver involvement, with its 3.0-litre 650hp
The GT One runs on Michelin’s Pilot Sport 4S tyres, and promises to turbocharged engine, seven-speed manual transmission and all-wheel-drive
showcase its innovative engineering by setting a benchmark for all-round system. The 9X9 Leichtbau, aimed at motoring purists, uses a nat-asp
performance, feel and handling. Tuthill is also considering an ‘aero pack’ for 4.0-litre engine with a six-speed manual gearbox, and power is sent to the rear
track use. There’s no word on pricing yet. Visit tuthillporsche.com for more. wheels. Keep on top of developments and pricing at kalmarautomotive.com.

GWR breaks cover RUF Rodeo emerges

Gunther Works’ 993 is said to be the firm’s lightest yet RUF’s latest is an off-road 911 inspired by the Wild West
Gunther Werks presented its 993 GWR, Remastered One of the wildest debuts at The Quail came from RUF.
by Gunther Werks, at The Quail. The Californian firm is The RUF Rodeo is inspired by Ralph Lauren’s Double
no stranger to remastered 911s (it showed the world RL Ranch, and it’s said to be ready for whatever the
its first 993 variation back in 2017), but this latest car road ahead may hold. This 911 tribute to the Wild West
is said to be the company’s lightest yet, tipping the features a 610PS, 3.6-litre turbocharged engine linked
scales at just 1,089kg. As you might expect with such to a six-speed manual transmission, fully adjustable all-
a low figure, it features lashings of carbon fibre that wheel-drive system with limited-slip differential, double-
help to keep weight down, while its 4.0-litre, naturally aspirated flat six engine wishbone suspension, carbon-fibre monocoque chassis (with integrated roll
develops 500PS and reportedly revs to a heady 9,000rpm. cage), and a carbon-ceramic braking system. It’s shod with Goodyear all-
The 993 GWR, Remastered by Gunther Werks, is clearly focused on terrain tyres. A RUF Bi-LED lighting system helps illuminate the route ahead.
aerodynamics, with scoops, vents and vanes that are tough to ignore, while a Championing the “do anything, go anywhere” philosophy that was
double-bubble roof gives a definite nod to motorsport. Gunther Werks plans prominent in the Old West, the RUF Rodeo is certainly something a bit
to build 25 examples. Navigate to guntherwerks.com to see more. different. Check out ruf-automobile.de/en for more details.
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If you submit material to us, you warrant that you own the material and/or have the
necessary rights/permissions to supply the material and you automatically grant
Future and its licensees a licence to publish your submission in whole or in part in
any/all issues and/or editions of publications, in any format published worldwide Dear Sir, lifeboat stations as our calling points. We made it
and on associated websites, social media channels and associated products. Any
material you submit is sent at your own risk and, although every care is taken, I don’t know if my car cuts the mustard – no it’s back with seven minutes to spare!
neither Future nor its employees, agents,
subcontractors or licensees shall be liable for not a GT, no it’s not a classic (not yet, anyway) and Since then we’ve devised an RNLI-911 Challenge
loss or damage. We assume all unsolicited
material is for publication unless otherwise no I’m not a former rally driver or Le Mans winner around each of the home nations: Scotland (2019),
stated, and reserve the right to edit, amend,
or adapt all submissions. – but it’s a 911 and I’m a retired woman who’s Wales (2021), Ireland (2022) and last year England
We are committed to only using magazine paper which is
devised and completed five (soon to be six) serious and its Isles. This year we’re hoping to improve
derived from responsibly managed, certified forestry and road challenges. However, it is the only Porsche on our 2018 personal best with our ‘last blast’
chlorine-free manufacture. The paper in this magazine was
sourced and produced from sustainable managed forests, 911 to have raised enough funds via the RNLI-911 @rnli_911_challenge to drive to all 238 lifeboat
conforming to strict environmental and socioeconomic
standards. The manufacturing paper mill and printer hold full FSC and Challenges to buy a D-class lifeboat, and the first stations around England, Scotland, Wales, Ireland
PEFC certification and accreditation.
911 that will save lives at sea. (north and south), Jersey, Guernsey, Alderney,
In February 2018 my brand new, out-of-the- Isles of Wight, Scilly, Isle of Man, the Inner and
box Lava orange 911 4S Cabriolet arrived. After Outer Hebrides, Orkneys and Shetland… and all
running it in to a few nearby events to promote within 911 hours. We’re aiming to boost our current
our first-ever RNLI-911 Challenge, we set off from fundraising total from £83k to over £110,000 – the
Teddington Lifeboat Station in west London with price of a D-class and the base price of a 911.
911 miles on the clock. We wanted to see if we For more on our challenge, and how Total 911
could circumnavigate the whole of the UK and the readers can help, visit www.rnli-911challenge.co.uk.
whole of Ireland in 911 hours using all 238 RNLI Belinda Richardson
12 Views

992 S/T review

Dear Sir, I know some might say that it’s just a GT3 stakes in my eyes. I’ve included a photo from a
I just thought I’d drop you a quick line to ask if you Touring on steroids with the 3RS engine and manual recent Porsche day out at Balmoral Castle, to show
plan to review the 992 S/T? I was lucky enough gearbox, etc., but it’s much more than that. The you what I mean!
to be at Knockhill recently when there was a 992 stance, the presence, the performance, the styling… Paul Barlow
S/T out on track. The car was in the unique S/T surely it’s a case of the whole being much greater
colour Shore blue and looked absolutely amazing. than the sum of the parts. We absolutely intend on testing the S/T, Paul.
I’m tempted to say that it was the most beautiful While we’re on the subject of 911s, we still Watch this space for a video on 9WERKS TV!
water-cooled 911 I’ve ever seen. Definitely up there have our 997 C4 GTS (now sitting alongside a 718 The 997 C4 GTS is looking stunning in Ipanema
with the 997 Sport Classic, which was my number Boxster GTS 4.0). We’ve had the 997 for almost blue – a rare a beautiful colour on the elegant
one until now. eight years now and it’s still up there in the beauty hips of a 997.

Funny mirrors!
Dear Sir,
You guys make a great magazine, but I found some
funny mirrors in issue 247. Damn Photoshop!
Felix

Great spot, Felix! We should have seen this

coming. After a period of reflection, we’ll resolve
to better check all objects on the page before
going to print!
 14 Spotted

S otted Total 911 assesses the rare and unusual

Neunelfers currently for sale from around the world

S
ummer, such as it is in the UK, means That low starting price usually means mileages also certainly down to infrequent use and plenty
Spotted gets distracted a lot of the time in excess of 100k, which is fine of course, but one of time being garaged. Scotland’s weather is even
looking at open-topped cars and pondering example particularly piqued our interest. George poorer than it is south of the border.
silly things like VW beach buggies, all while wishing Mackay Cars, based in Edinburgh, is advertising That said, weather be damned. The idea of
Photography by George Mackay Cars

our climate was a little bit nicer. While doing so a very tidy Guards red, 1988, 3.2 Carrera Cabriolet jumping on a plane or train up to Edinburgh,
we’ve noted a decent number of 3.2 Carrera with just over 53,000 miles on its odometer. Priced handing over the necessary payment and pointing
Cabriolets, as well as a sizeable price disparity at just a fiver under £55k, the pictures underline the 3.2 Carrera Cabriolet north for a run up through
between them. that the car’s in incredible condition, with the the glorious Scottish Highlands is something we’d
Mileage seems to matter (although it shouldn’t interior – black leather with red piping – looking advise any buyer does. Head up around some
as much as it appears to), while prices range from absolutely immaculate. lochs before making a run south through the
the entirely reasonable £40k-60k region, right up Apparently, it’s had just four previous owners, all borders – I’d suggest taking the A702 if doing so –
to near double that – more in some particularly who have been fastidious in its upkeep. That much roof down, or up as may be necessary, enjoying all
optimistic cases. That lower price point got us very is obvious from how it presents in the photos as the road in the narrow-bodied Carrera and ample
interested, because it makes 3.2 Carrera Cabriolets well as the extensive history file that accompanies performance from the 231bhp, 3.2-litre flat six.
among the most accessible entry point into air- it. Now, I can say this because Edinburgh’s my Do that, and it’ll be some of the best days driving
cooled 911 ownership. home city, but that low mileage and condition is you’ll ever have.
16 997.1 v 997.2 GT3 RS
Rennsports
Both the Gen1 3.6 and Gen2 3.8
are superlative examples of the 911
Rennsport genre, but which is best?
Written by Kyle Fortune Photography by Alisdair Cusick
18 997.1 v 997.2 GT3 RS

t was the 996 that started the GT3 RS the 997 might never have been offered as an RS. That version. The 997.1 GT3 RS debuted at the 2006 Paris
dynasty, fusing a new GT3 platform with designation was instrumental in Porsche realising the Motor Show, or correctly ‘Mondial de l’Automobile’,
those hallowed RS letters which have commercial value of these focused, enthusiast cars, along with the 997 Targa 4S, which couldn’t be much
long signified a Porsche to be significantly not just as another model line to sell, but as a tool to further removed from its track relation.
special. That first liquid-cooled RS was bring credibility to the rest of the 911 range as a direct There would be one similarity, though: the
something of a toe-in-the-water for link to the company’s racing activities. adoption of the wider body from the four-wheel-drive
Porsche. The management was sceptical What’s almost certain is that while Porsche was cars that saw the rear arches swell by 44mm over
that the Andreas Preuninger-led, after-hours built, struggling to sate the appetite of customers wanting the slimmer-hipped GT3, for the wider track and, as
overt (for then) GT3 RS would find customers. It did, the 996 GT3 RS, the 997 GT3 RS was already under it was described back then, “transverse acceleration
and convincingly so, with Porsche unable to make development. The GT3 it was based on was shown potential”. That’s cornering speed in case you’re
enough of them for the demand that it created. at the Geneva Motor Show in March 2006. No wondering. Obviously, it remained rear-wheel drive,
So, these two cars, and all of us who enjoy driving, management concerns this time, with Porsche taking with the 3.6-litre Mezger engine’s output hitting 415hp
have a lot to thank that 996 for, because without it very little time to follow its new GT3 with an RS at 7,600rpm (800rpm short of its 8,400rpm redline).

ABOVE The 997.1 GT3 RS made its debut in the autumn of 2006 at the Paris Motor Show. It was originally available in four colours: Arctic silver, Black, Viper green and finally Pure orange, as shown
here. The 19-inch alloy wheels are painted black, as is part of the rear wing and wing mirrors, helping to create focal points that draw the viewer’s eye across and over the car
 19

The high-revving motorsport engine was lifted from 997.1 GT3 RS came with its warpaint already applied. In case you missed it in the photos, the car we’re
its GT3 relation, itself essentially the flat six from the Without going down a wormhole of rarities, or in today was optioned by its first owner in that
996 GT3 RS before it. I remember receiving the press special orders and requests from favoured customers, orange, which means black wheels and decals. It
release when the 997.1 GT3 RS was announced. It or the “my mate’s got one in…” claims, the 997 GT3 looks as good now as it did when it was new. The
was added to the release about the GT3 with a scant, RS was officially offered in four different hues: Arctic GT3 RS suits strong colours, and there are few more
almost apologetic eight paragraphs and without silver metallic or black, or as an option in orange or vivid than here. Not so much that it doesn’t enable
much in the way of detail. Greenlit as a model or green. To that the “vehicle insignia and the wheels you to drink in the details. The front is far more
not, it was evident that there was a bit of a hangover themselves are styled in orange or black to contrast obviously sculpted to channel air into, around, under
within the company as to how to communicate its with the body paintwork”, to use Porsche’s then press and over it, with the signature vents atop that front
most focused 911 development for road and track. release parlance. Those optional colours would prove bumper now looking like they were always meant to
No such issues in the GT department where, popular. When was the last time you saw an Arctic be there, rather than the somewhat jigsaw-cut-out-
rather than the somewhat racer homologation look silver or black 997 GT3 RS? They do look wonderful during-a-hot-race look of those on the simpler-lined
of its 996 GT3 RS predecessor’s white-only body, the when so specified, mind. 996 GT3 RS before it.

ABOVE The wheel arches of the 997.2 GT3 RS were widened to take into account the slightly longer front axle. The wheels differ from the Gen1’s, and are now of the central locking variety. The rear
wing is wider, and sits on taller uprights. The model for sale at RPM Technik was optioned in Carrara white by its original owner, with red accents across the bodywork
ABOVE AND BELOW
Subtle changes to the front
of the 997.2 GT3 RS better
manipulates air into, around,
under and over the car,
improving its aerodynamic
performance and downforce
 21

Indeed, it’s difficult to comprehend that just three There is carbon fibre in its make-up, though, with get your hands dirty and start messing around with
years or so separate this car and its ancestor. Such is the adjustable rear wing being made of the black shims on those split arms.
the pace of development – particularly when that’s weave (as are the bucket seats inside), while the rear You’re unlikely to want to, because out of the box
accelerated with the desire to race – that the 997 GT3 windows were plastic, with a good deal of the sound the GT3 RS feels sensational. It’s something that’s
RS looks far more aggressive than that car and any of deadening also binned in the pursuit of weight loss. not dulled one bit since the days where we could
its GT or RS predecessors. Time and its ever-more Other key changes include adjustable suspension call up the UK Porsche press fleet and borrow one.
pugnacious successors has dulled that feeling slightly, elements, with that suspension now coming with The 3.6-litre, with its quoted 415hp, has a keen-edged
but it’s still a car that unashamedly exhibits its intent. electronically adjustable dampers, while the GT3 ferocity that’s largely a result of its significantly
The body might have been wider, but thanks to the RS also gained traction control with either ‘on’ or lightened single mass flywheel. The gearshift has
usual RS diet the 997.1 GT3 RS weighed in at around ‘off’ settings. If you want a bit more freedom with some heft, particularly before it’s got some heat into
20kg less than the standard GT3. It didn’t go to quite it on, push the Sport button. Doing so not just ups it, but the action through the gate is a real delight.
the lengths of its predecessor to achieve that, with the threshold of the traction control, but opens the Sitting in the cabin, you’re embraced by the clutch
this car featuring an aluminium bonnet rather than exhausts for significantly reduced back pressure that of the brilliant seats, with the cage criss-crossing
the carbon-fibre one of the 996 RS. Similarly, this car’s increases the torque slightly, too. Two buttons… that’s the interior – that cage featuring more bracing than
badge was exactly that: a badge rather than a sticker. all the adjustability you’ve got, unless you want to that in a GT3 Clubsport for greater stiffness. The

“It’s a supremely capable, ridiculously engaging

point-to-point car that takes everything you
give it and keeps asking for more”
22 997.1 v 997.2 GT3 RS

steering wheel is covered in Alcantara – a nod to

Preuninger’s love of the Lancia Delta Integrale. It feels
and looks RS, as it should. If you’re used to the genre
today there are some things missing. The door cards
feature proper handles rather than pulls, and similarly,
outside there are five lugs holding on each of the
wheels, behind which sit PCCB brakes, which were
still an optional item on the RS when new.
On the road it feels every bit as fantastic as
it always did. The 997.1 GT3 RS is so faithful to
inputs, fast and surprisingly fluid given the focus
of its suspension. The engine’s ample low-rev urge
underpins a maniacal quest for revs that’s difficult to
ignore whenever the opportunity arises. The steering
is a step on from its predecessor, with the 997.1 GT3
RS’s nose turning in with greater authority and
holding on for longer, and here the rear axle aids with
mighty grip and similarly impressive traction.
It’s a car that Preuninger is particularly fond of,
explaining that when he would visit his wife and
new-born son in hospital, he did so in the then-new
997 GT3 RS. It was the car he actually brought his lad
home in. His son apparently doesn’t know that, but
when asked what’s his favourite GT car from his dad’s
greatest hits, he’s drawn to that Gen1 997.
All this is against the general consensus: that
the best RS is the next RS. That’s irrefutable if you
measure things like lap times, with the 997.2 GT3
RS bettering the 7:42 that Walter Röhrl achieved
around the Nürburgring in its predecessor by around
nine seconds. That doesn’t really come as a surprise
when you consider that the 997.2 GT3 RS’s goal was
to create a wider gap between it and its ‘regular’
GT3 relation. It’s got 15hp more power than the GT3,
thanks to a combination of a development of the now
3.8-litre Mezger that hung out the back of the GT3.
Like the Gen1, it revved quicker because of the
fitment of a single mass flywheel, which is 8kg lighter
than the regular GT3, and 1.4kg lighter than that of
the Gen1 997 GT3 RS. The maximum engine speed
rose to 8,500rpm, with the maximum 450hp
produced at 7,900rpm, and peak torque of 430Nm
coming at 6,750rpm.
The Sport button again adds some more torque
into the mix, with an additional 35Nm produced
at lower revs. This gain doesn’t add to the overall
peak output, but increases flexibility. It’s quicker, but
today we’re not crunching the 0-62mph or top speed
numbers. They really don’t matter. What does is how
the cars feel, and both are fantastic.
To the Traction Control of the Gen1, the Gen2
benefitted from PSM (Porsche Stability Management),
which offered the possibility of being switched off,
or the intervention levels heightened with that Sport
button pressed. Significantly, the Gen2 car gained
a bit of track width on the front axle, necessitating
some add-on wheel arches. The whole exterior look
of the Gen2 RS becomes even more in your face than
before. The decals, once relatively respectfully kept at
wheel centre level, kick up over the rear arch on the
Gen2, with the front wing gaining an evocative GT3
RS script, too.
Inside the car, you feel not just the march of
that technology and those driver aids, but the
 23

ABOVE AND BELOW

Both cars are fitted with
a roll cage and bucket
seats, with carbon fibre
used to reduce weight
inside the driver’s cabin.
The use of Alcantara
on the steering wheels
underlines the sports
heritage of Porche’s
esteemed RS line-up
24 997.1 v 997.2 GT3 RS

ABOVE The 997.2 GT3 RS 3.8-litre flat six achieves 450hp at

7,900rpm, while 430Nm peak torque of arrives at 6,750rpm

involvement of the marketing people in the GT3 RS is arguably the best looking of the RSs. It then, to drive a Gen2 RS is never one that I’ll pass up,
specification, with things like those pull-straps balances its purposefulness while still retaining a or ever be disappointed with.
instead of the Gen1’s proper handles. It gains a more degree of purity. Just park one alongside the very And so it proves today: the 997.2 GT3 RS is
blatantly racer schtick: these straps accepted as the busy-looking 992 GT3 RS and you’ll understand what sensational. It’s a supremely capable, ridiculously
norm now but in reality they add little and – if we’re I’m saying. It has for a long time, along with the 996 engaging point-to-point car that takes everything
being brutally honest – don’t work as well as the GT3 RS, been a favourite of mine. I attended a launch you give it and keeps asking you for more. It’s an
handles in the Gen1 do. event for it back in 2009, where a drive of a grey and incredible car, feeling more polished and more
Along with the showier decals, that bigger rear gold example on the roads climbing up from the back complete than the orange car here. It rides with
wing (placed higher on cool-looking metal struts) as of Nice, France, on roads that the Monte Carlo rally remarkable composure, that front axle even more
well as details like the centre-lock wheels, the 997.2 is held, remains a career highlight. The opportunity, predictable and precise. The Gen2’s engine is an
 25

ABOVE The 997.1 GT3 RS has a less powerful 3.6-litre

engine than its replacement, but can still achieve 415hp

absolute screamer, too, and the gearshift is similarly unequivocally singled out the Gen2 car as the one possibly – and likely – change. Even so, the Gen1 is
brilliant – the engagement that it delivers so rich to buy. the one I’ve enjoyed the most today, and that’s before
and pure. It is, but regardless of all the reasons that make even considering the sizeable price differential
Mightily impressive as it is, it doesn’t necessarily it so brilliant, and quantifiably better than its between them (enough to have the Gen1 and another
make it better. Indeed, there’s a bit of me that yearns forerunner, there are elements of the earlier car I 911). Both these cars are currently on sale at RPM
for the slightly rawer, edgier experience that the think I prefer. Preuninger’s son might just be on to Technik. Go check them out. They’re both superb
Gen1 car delivers, the way it demands a bit more of something. That’s not ‘better’ necessarily, but for me, examples of incredible cars, but perhaps go in with
your attention even, and especially when travelling and today, the Gen1’s the more compelling car. It’s a one in mind and with intent to buy, because if you
at lesser speeds. That’s pretty revelatory, because close-run thing and on a different road, changeable don’t, drive both and you may just end up changing
had you asked me prior to driving I would have conditions, or throw a track into the mix, and it’d your mind, repeatedly…
26 997.1 v 997.2 GT3 RS

Total 911 verdict

There’s no such thing as the wrong choice
when deciding on buying a 997 GT3 RS,
because they’re epic drivers’ cars. The
differences are arguably bigger than between
any other RS generational revisions, but
that doesn’t preclude the desirability of the
earlier car and, depending on your outlook,
it might actually make it more appealing.
Get either, now, before they become even
more unattainable.
“The 997.1 GT3 RS is so faithful to
997.1 GT3 RS
L I K E S
• Still a very pure car, looks sensational,
inputs, fast, and surprisingly fluid
seats feel lower and tighter than the
Gen2, plus it’s raw and engaging given the focus of its suspension”
D I S L I K E S
• Everyone will say you should have bought
a Gen2 THANKS The cars in our pictures are for sale
at RPM Technik (rpmtechnik.co.uk). For more
information call +44 (0) 1296 663 824.
997.2 GT3 RS
L I K E S
• Greater polish and poise, still an
incredibly exciting, involving and
ridiculously rapid car
D I S L I K E S
• Mad as it sounds, the greater track
focus makes it slightly less appealing
as a road car
28 996 GT3 RS MR

Wh te
The 996 GT3 RS is brilliant out of the box, but Porsche always
intended for customers to make some changes…
Written by Kyle Fortune Photography by Alisdair Cusick
29
30 996 GT3 RS MR

ull disclosure here. The 996 but my interest was suitably piqued. Similarly, if you Even with that reverential nod to Porsche royalty,
GT3 RS was the first RS I ever subscribe to the RS philosophy then this car should Preuninger and his team had to fight to secure board
drove and it left something of an also be of interest to you. approval. Many of those within country marketing
impression – so much so that I’ll All RSs add the possibility of adjustability to the teams were sceptical that such an overt-looking
always look for an excuse to drive 911s they’re based on (easier today with a 992.1 GT3 car – this being 2003 – would find customers. Thus,
one. That first car was owned by a RS thanks to steering wheel dials). The expectation – the projections for sales were pessimistic and some
friend, Neil Primrose, who had the desire, even – is that you’ll rejig things to suit you and markets, notably the USA and Canada, weren’t even
first UK car in the country back in 2003. It arrived your intended use of it. If that means modifying it, offered it. The original press release stated it would
before the UK press car and he was kind enough to then so be it. These are legitimate near-race cars after only build around 200, though latterly Porsche said it
let me borrow it for a day. This experience, coupled all, and meant to be enjoyed as such. If doing so, then anticipated a maximum build number of 400. Of that
with subsequent drives of that delayed UK press where better than to go than Manthey Racing? It’s a 400, a sizeable figure of 99 cars were pencilled in for
car, Porsche’s own museum car and other privately company that’s so intrinsically linked with Porsche UK buyers. However, that would increase to 114 C16
owned examples over the years, have only reinforced and the GT department that not long ago Porsche UK cars at the end of production.
my opinion that the 996 GT3 RS is among the formalised the relationship by taking a 51 per cent Indeed, the UK would have taken even more.
greatest of all RSs. If you truly covet purity and want controlling stake in the business. It was vindication that the GT department’s RS
to enjoy your car on both road and track, the 996 RS As a true homologation car the 996 GT3 RS was experiment was justified, with demand far exceeding
is a hugely compelling machine. spun off its already impressive 996.2 GT3 relation, as supply. The company could have sold two or even
Inevitably then, while checking out the RPM a product of necessity to improve Porsche’s customer three times the number it would eventually produce,
Technik website for the specifications of the two 997 racing car. The project was one of secrecy, too: GT with that final output reaching 682. Porsche would
GT3 RS that appear elsewhere in this issue, this 996 boss Andreas Preuninger admits it was carried out have built more, but the original production tooling
GT3 RS caught our eye. Not just because at £149,995, without management knowledge. These kind of that was created for that anticipated 400 number was
like all 996 GT3 RSs, it’s criminally undervalued in the skunkworks, after-hours projects built by enthusiasts worn out. All this makes the first liquid-cooled RS the
current marketplace, but because it’s a car that’s been for enthusiasts always create something very special. rarest of the series production naturally aspirated RS
modified. Originality obsessives can stop reading, And so it proved with the GT3 RS. models, with only specials like the later 997 GT3 RS
The story gains even more romance due to the 4.0 being produced in lower numbers.
fact that Preuninger based the car’s look on his The changes made to the 996 GT3 to turn it into
boyhood poster car, the 2.7 RS. The 996 GT3 RS is an RS followed the well-proven route taken by its air-
the manifestation of those childhood dreams, and cooled predecessors. A reduction in sound deadening
specifically, young Preuninger’s love of a blue decal dropped some mass and increased the soundtrack
on a white ’73 car. ‘His’ RS would be offered in either inside the pared-back, two-seater only cabin. The
that combo, or like here, red over the Carrara white glass from the B-pillar back was replaced by acrylic,
paint. Of the two, red is more common, with around while the bonnet was made in carbon-fibre composite
two thirds said to be so specified, and while there’s no upon which, famously, the enamel and metal badge
official number for blue over white we’ve heard “181” was replaced by a sticker. Those saved a few grams,
uttered among people who should know… along with the use of more carbon-composite
31
32 996 GT3 RS MR

RIGHT The roll cage inside

this Manthey Racing example
hasn’t been painted white,
and thus makes for more
harmonious surroundings

ABOVE Unapologetically raw,

the 996 is the only narrow-
bodied GT3 RS, and the only
one without any traction
controls
 33

panels – the rear wings, door mirrors (left unpainted ambassador and occasional test driver Walter Röhrl
to show the back weave) – as well as a lighter, plastic managed a Nürburgring lap time of 7:43, which back
rear-engine cover. That engine lid featured a scoop in 2003 was very brisk. Remember, too, that the 996
to deliver a ram-air effect to boost engine power, by GT3 RS does without any stability or traction control.
around 15hp, at 187mph. The weight savings meant It’s the only GT3 RS to do without such driver aids.
a kerbweight of 1,360kg, which is around 20kg less It’s been around 14 months since I last drove one
than a 996.2 GT3 Clubsport. Other visual changes and getting into the car at RPM Technik is a quick
that also aided performance included venting fore of reminder of how basic the 996 cabin is. It’s compact,
that lightweight bonnet and a carbon-fibre wing that too, and feels like a small car. The weather is hot,
added around 35kg of downforce at 125mph. so it’s heartening to see that this car was fitted with
Perhaps most significantly for homologation were air conditioning. There’s the tangle of the cage to
the chassis revisions, which brought strengthened negotiate and the racing seat belts, too, although
wheel carriers that benefited camber control – we’re on the road today and are using the inertia reel
these were hollow cast for weight saving. Similarly, belts. That cage isn’t, like many are, optionally painted
the suspension top mounts were adjustable and in white, and it’s all the better for it, because it does
strengthened, while the control arms front and rear hide it a touch. What’s obvious is the replacement of
allow adjustment, all these bits essentially being RSR the standard air-bagged 996 RS steering wheel for
parts. Attached to those hubs were new alloy wheels. a MOMO one. It has quite a deep dish and lengthy
The part-painted, part-polished finish was heinously boss, which means it can be up close and personal.
expensive to productionise, but worth it, with the You’ll have to be keen-eyed to spot the Manthey
owners having the choice of optioning PCCBs changes. There’s a nod on the tailpipes, which instead
(Porsche Carbon Ceramic Brakes) behind them – as of being partially oval to fill the lower rear bumper
most did – or sticking with steel items. cut-outs are round, with Manthey script engraved
Riding around 3mm lower than the GT3, the into the top of them. That’s it for the visual cues,
springs and dampers were unique to the RS. The unless you’ve spotted the shims that allow some
springs were progressive rate rather than linear, additional rear-wing adjustment. Those pipes make it

“It’s a car that’s unquestionably

rawer and more intense than its
unmodified alternative”
while the dampers were tuned to suit the spring’s pretty clear that this 996 GT3 RS isn’t quite standard
characteristics. What wasn’t included in the when it starts up – there’s an appreciable increase in
homologation paperwork was the engine revisions, bark when the engine fires. It sounds more racer in
because when the GT3 RS went on sale it did so its note than the standard car, which is a good thing.
with the same 381hp quoted output of the GT3. This If it’s clear outside it’s even more so in that pared-
was done to simplify the homologation process, back interior, though while it’s more obvious it’s
with engine changes requiring an additional and not to the point of being obnoxious. It’s not enough
unnecessary layer of testing and complication. It did to drown out the chunter from the clutch release
mean, however, that Porsche couldn’t publicly boast bearing at idle, either. That sound is always welcome
any gains in power. because it means there’s a Mezger behind you.
Preuninger is now on record saying that none Sounds aside, what’s clear is that there’s been some
of the 3.6 RS Mezger engines left the building with revisions to the suspension, with the car riding on
less than 400hp. That fact was borne out by many fully adjustable coilover suspension and a geometry
customers having taken them to dynos and always setup developed by Manthey. The front axle on a
witnessing numbers beginning with a four. Figures of standard 996 GT3 RS is more precise than its regular
410-415hp are often quoted. These are dyno ratings, GT3 relation, but even so there’s still some evidence
and don’t take into account the ram-air effect when of a bit of float at speed. That’s eradicated with the
running at close to maximum speed. Changes to the Manthey setup, with the nose feeling absolutely
engine included reshaped intake and exhaust ports, planted. Grip is mighty, as is traction, both improving
which were instrumental in the greater output. The thanks to 21 years of tyre development, with the
fitting of a single mass flywheel resulted in a faster, Michelin Pilot Sport Cup 2s this car’s wearing
freer-revving engine. It produces its maximum power, unquestionably aiding here. The ride gets busy on
whatever that may be, at 7,400rpm before reaching its the worst roads, which makes the proximity of that
redline at 8,200rpm. steering wheel helpful, but it’s also transformative, and
Use all that power and it’ll reach 62mph in 4.4s brings with it an even greater level of detail of what’s
on its way to its 190mph top speed. Yet top speed going on under the front wheels.
and acceleration numbers were never really the key If there’s a bit of a trade-off it’s a slight loss of self-
goals for the RS. It was more about how they were centring when returning lock. This is something that
achieved and exploited. In the right hands, Porsche you quickly adapt to, though. And the additional
34 996 GT3 RS MR

input is well worth it, because you’ll benefit from road and the modifications would be sensational
greater feel, precision and the ability to cover ground. on track, with that greater low- and mid-range
The gearshift feels much the same as standard, bringing additional pace in slower, more technical
taking a bit of time to warm through, but once corners, while losing none of the high-rev rush on
there’s heat in it the shift’s wonderfully precise and the straights. There you’d work the brakes harder
quick. The small gearknob fits in your hand far more too, being Alcon steel discs, which isn’t unusual in
comfortably than those in the later 997 GT3 RS – tracked GT3 RSs. The brake pedal is firm and full of
even more so if you’re shifting wearing racing gloves. feel, with those discs washing off the easily gained
Improved as the steering is, there’s a sizeable speed. It’s a car that’s unquestionably rawer and
increaset in the performance from the engine. It’s more intense than its unmodified alternative, but
fitted with Manthey’s K410 conversion – back in it achieves that without removing the purity and
2006 – which is said to add around 30hp and a finesse that make these cars so appealing to drivers.
corresponding 30Nm of torque. That sees the 3.6-litre Again, and as ever, clambering out I’m thinking
unit pull from lower revs with a muscularity that’s how I might ever be able to buy one, especially as
missing with the standard engine. The effect of that the 996 GT3 RS is approaching 25 years old, which
is further enhanced by the owner specifying the means it can be easily imported into the USA. That,
fitment of a 996 Cup specification final drive, which combined with its rarity and historical significance,
shortens all the gear ratios and makes for improved will undoubtedly push values higher than they
acceleration in every gear. That combination makes presently are, which means I’ll likely never have one
for ferocious pace at lower revs, to the point that in my garage. Yet as long as there are owners and
more often than not I find myself short shifting at magazine editors willing, it’s a car I’ll happy revisit,
around 5,500rpm, the car feeling indecently brisk as it really is one of the greats, if not the greatest –
when doing so, certainly on the road. whether standard or not.
Up the revs further and that increased
performance keeps on coming. This GT3 RS loses THANKS The car in our pictures is for sale via
none of its high-rev ability, despite what it’s gained RPM Technik (rpmtechnik.co.uk). For more
elsewhere. It feels a bit more rounded on the information call +44 (0) 1296 663 824.
 35

Total 911 verdict

The 996 GT3 RS has for too long been
overlooked as one of the all-time greats. This
car taps into the real RS philosophy of taking
the base car and improving it, to great effect.
L I K E S
• Modifications build on the foundations
of a brilliant 911 to make it even more
focused and fun
D I S L I K E S
• Slight trade-off in comfort
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38 Ben & Cheryl Dimson

PART 2

Archive photography courtesy Ben and Cheryl Dimson

In part two of our in-depth conversation, Ben and Cheryl discuss their
careers at Porsche throughout the ’80s and ’90s with Total 911
Total 911: Porsche as a company was much Porsche appointed an outsider, the American the world, Porsche is very clear, in the lineage of the
smaller during the 1980s and 1990s than it Peter Schutz, as CEO in 1981. Did this help design from the 356 Speedster to the current cars.
is today. Did this mean you saw more of the boost innovation at the company? You can still see hints of the 356 in the new cars, even
Porsche family and other company hierarchy BD: It probably did because when the Porsche family the Panamera. Back in those days, the people who
day-to-day? decided it needed fresh blood as far as management were so in love with the 911 refused to buy the 944s
Ben Dimson: The Porsche family was always a part was concerned, it was taking as many of the family or 928s. There was that ‘snobbishness’ about them.
of their products and company. They were integrated members out of management and trying to bring They wouldn’t consider them a real Porsche. There
and hands-on. They brought in new management, in more professional or versed managers to run the are still people who are like that today.
and major members of the family like Dr Porsche company. There was probably some influence in that.
and Louise Piëch were very involved in Porsche. There was also some desire to grow the product Did that make the styling of those cars’
Ferdinand would also show up every now and lineup to improve sales and the only way to do exterior harder or easier?
then. Wolfgang and Butzi would visit during major that was through volume. Back then, Porsche was BD: The 928 S4 was the first project that I worked on.
presentations for a new car or the colour shows. producing less than 30,000-40,000 cars a year. That When it was developed and approved, it became the
They would be walked through the design was with the 928 and 924. When Peter Schutz was signature design language for all the cars that followed,
department and then shown the new products. brought in, it wanted to increased that substantially. from the 944 Turbo to the 959 and eventually to
They would then hold court over the presentation We also got brought into the Flugmotor, for the the 964. It then went on to the 993s. The softness
on the engineering, the technical aspects and finally paint jobs, the graphics. Porsche was experimenting – of that front end inspired me to go in that direction
the visuals of the cars. If there were more cars to not just with the Flugmotor but they were also doing – considering at the time, the wedge design form
be presented, they went from seeing the cars in the work with Harley-Davidson to redo some engine language was very popular for car designs.
design viewing yard where there was a viewing table, work. We also did the Airbus cockpit and designed But for me, the 356 was the original Porsche – the
to the race track. Because as the models grew, they steering wheels for tanks. voluptuous look the 365 had. I had to maintain that
needed more space for all the cars. somehow and bring it to the 928. The 944 Turbo
The studio was on the bottom floor of With 911 design, there’s a clear need to was quite edgy and had very tight radii. I wanted
Weissach’s Research and Development Centre and balance tradition and innovation. Do you to soften them up as much as I could. That’s where
the rock wall was to make sure that no one could feel that principle is still prevalent? the challenge was: finding the right balance of that
photograph anything that was happening in the Cheryl Dimson: I do. It’s a traditional product and had homogeneity and softness of the form language on
design department. It was very difficult to attain spy a certain image that had to be followed. I think we the cars. That was done through endless modelling.
shots – back then, the spy shot was a big thing! Car were all very respectful of that. The surfacing the clay modellers did on the car, and
magazines would pay a lot of money for a blurry BD: There always had to be that level of consistency of course, the management would keep pushing to
photo of whatever was going to come out. in the product. I think, of all the car companies in put more time into it until it looked just right.
39
40 Ben & Cheryl Dimson

Back then, it took so long to develop tools and creative artists, but you had to take that piece of work on it until late. We’d clock out, but we couldn’t
parts, they needed to get it right from the get-go creativity and engineer it to pass the safety test. The clock in the next morning because our 10 hours off
rather than relying on being able to change the face 928 is a perfect example of that. The soft front end, hadn’t finished, so we’d have to wait and clock in at
two years down the road, like some companies do. A back then, was made from RIM urethane – a material noon. It was definitely a fun time in the studio.
lot of that had to do with the form development that that would crumple – and then there was a certain BD: The fact that it was developed for Group B racing
Möbius introduced on the 928. The way he treated amount of styrofoam hidden behind it to create that was the assignment for Le Mans. The design brief
surface development was always based on how light 5mph impact. It would then return to its original form had to incorporate the fact that it had to be a 200mph
hits that surface. It was very important to him. without damaging anything in the sheet metal. car, so the aerodynamics were paramount. Everything
That same principle was applied throughout all had to be about how aerodynamic we could make
the Porsche cars. Every time the sculptors interpreted The challenges of the 959 being developed the car, while making it look good. The technology
a designer’s ideas, they’d use fluorescent lights on the are well documented. Did that ever pull they were going to introduce to it, with the adjustable
cars to see how the light would reflect. They were through to you guys working on it? suspension – basically active aerodynamics. Even the
lined up in rows, so you could literally see this on BD: No, because it was such an exciting project! twin turbos: they require a lot of air to be sucked in
the reflective film that was applied to the clay model. It came out, first as the Group B show car, but the to produce that much horsepower without water-
That was how we judged it. assignment was just so exciting that everybody cooling the engine. There were a lot of challenging
couldn’t wait to get their hands on it. parameters, but we found ways around them.
Were you still governed by crash protection CD: It was in the studio for a very short time. When CD: The other thing about it was that everything
and pedestrian safety? How much did that that project came in, it wasn’t just another day on the was being worked on at the same time. The interior
govern your design? job. We all knew it was special and we worked really was being developed while the exterior was being
BD: Absolutely. You were given certain math long hours. developed as the brochure was being developed. I was
parameters. The engineers would guarantee that BD: Yeah, 60 to 70 hours a week. Weekends! Which working on the brochure while the engine wasn’t even
there would be minimal damage if we retained in Germany was not heard of because they have very in. You had questions when actually, we didn’t know
certain distances from the sheet metal parts. Those strict labour laws that you had to comply with. what the answer was because the car wasn’t ready!
were the parameters that we had to work around to CD: We had to leave 10 hours between each day. BD: The width of the car was also dictating a lot of
get it right. There was that, on top of not just being Because we were young, we wanted to stay there and things, because of the wider tyres and the fact that
 41

“All the wheel lips… the fact that they’re rounded

was based on the aerodynamics”
FACING PAGE Weissach
engineers worked on the
design of an ergonomic
cockpit layout for passenger
aircraft between 1981 and
1984, such as the Airbus A310

ABOVE The 959 project fired

up the imagination of the
Porsche designers, who were
more than willing to put in
extra hours for the project

LEFT Cheryl at work in the

design studio at Weissach in
the 1980s
42 Ben & Cheryl Dimson

thing with the mirrors. We went from the ping-pong

paddles to the more triangular shape because of how
much resistance the original ones had. The target for
the 959 was 200mph-plus. The biggest challenge was
actually the tyres: no street tyres were developed for
a car that could go that fast.

The 959’s dashboard instruments were

inspired by the 911. Was this an area of the
car that you worked on, Cheryl?
CD: Yes, I did. If it involved dials and working with
VDO and how we were going to develop it, I was
involved. I believe, at that time, some were with the
very first rear lip, but I don’t know whether it actually
made it into the car. I also developed the graphics for
the suspension. I developed those little springs and
how the car would sit.

How does the 964 make you feel today?

BD: It’s amazing it’s still around. When we were
designing the 964, I never imagined it would get this
much of a following. When it was being developed,
I had reservations about the overall design: one of
it would be set up for Group B homologation at With the 959’s rear wing, a detail that’s often the biggest things that bothered me was the front
the time. That was a big challenge because it was missed is the rubber lip running across the fender and the ‘Widow’s Peak’. I always wanted the
considerably wider than the normal Turbo. trailing edge of the car. How significant is that? pillar further back and to drop the lid down, but that’s
We didn’t want a high wing because it would ruin BD: It was added after the wind tunnel tests. We probably why it’s called the Widow’s Peak! If it was
the silhouette of the car. The 935 car had a high wing. needed a higher tear-off point. Imagine the air flow brought down and rounded off a bit more, it would
We wanted to get the same amount of downforce, but going over the fenders and into the cavity where the help the car’s overall performance. The front fenders
also reduce the lift. We managed to do that with the spoiler is. The tear-off point for the air that was being – because it’s the 911 and my work on the 928 and the
lower tail – the slot in the back for the rear wing. Wind challenged through that necessary additional height. inspiration of the 356 – I wanted to bring that front
tunnel testing started almost immediately. We weren’t fender down a bit more. But at the time, the headlight
even finished with the design and we were already How early on did the rain gutters get ditched technology was a big hurdle (for the kind of speeds
tunnel testing to see how that would work. All the on the 959? the car could reach) and Porsche insisted we had to
wheel lips, the shaping of them, the fact that they’re BD: Very early! Not just from a design point of view, have so much headlight projection capability. You
rounded was based on the aerodynamics. but also from the point of aerodynamics. Same couldn’t do that with a smaller headlight.
 43

“The reactions that I get nowadays…

you can’t help but feel a lot of pride
for the things you did back then”
ABOVE For it to compete
in Group B rallying the 959
needed a road-legal version,
which Ben and Cheryl
helped develop

LEFT Ben reveals he has

reservations over the look
of the 964’s tail, confirming
Chery’s belief that designers
are “never happy”
CD: But also, designers are never happy. That’s part of At the time of the design of the 964, did you I don’t agree with some of the details that are a
our DNA. It can always be a little better. know that the 993 would come up so soon? little more rigid. I feel they may be a little too stiff
BD: The biggest issue I had was trying to balance the BD: No, we didn’t envisage the 993. When the 964 was for the softness of some of the cars. I guess some of
volumes of the rear bumper with the front bumper. developed, they figured that after so many models the customers are asking for a slightly crisper look
That’s why I wanted the fenders to be a part of that were built, there were ways we could improve the versus the super softness of Porsche of the ’80s and
change. When you look at the car, in side view, the car. When the negative camber was introduced in the ’90s. That’s probably because it’s being influenced by
car still has a tendency to look like it’s a bit of a tail- suspension they changed the wheel design, therefore what’s happening in the market. There are so many
dragger. Some of the owners of 964s have tweaked the typical Fuchs wheels could no longer be used. brands and cars out there, so you have to increase the
the suspension somewhat so they sit right, by moving That’s how we ended up with the ‘trash lid’ design! appeal somewhere. You do that by design.
the wheels out, for example. I don’t know if they As designers, you introduce things that are more
handle any better, but they definitely look better. Was it your work to tweak the 964’s later acceptable or friendlier in the eye of the consumer,
For the 911 Turbo versions, I always wanted the mirror design too, Ben? rather than forcing them to accept your way. You put
front fenders to be a bit more generous, as far as the BD: The ‘tear drop’ style, yes. That was introduced in design elements that appeal to a greater audience.
surface is concerned. The lip is fairly frail in relation with the Group B show car. There was a slight
to the rear fender on the Carrera. As a designer, you’re aerodynamic improvement in the car, so they moved What are you most proud of from your time
always looking for balance. You look at the volumes from the ‘paddle’ design to these. at Porsche?
and you want to match the front to the rear as best you BD: For me, it’s this era of cars. At the time, you just
can, to create a more homogeneous feel. How do you both feel about design in the don’t realise how good they’re going to be. You’re just
modern day, looking at it particularly from doing your job as best as you can. The reactions that
Was the 964’s hydraulic rear spoiler always a Porsche perspective? I get nowadays… you can’t help but feel a lot of pride
factored in from the start? CD: I think design in general is awesome. The world for the things you did back then. It turned out great
BD: Yes, because we wanted to move away from is so much more aware of design and when we were for Porsche – that consistency through the car lines
having a fixed spoiler. The moveable spoiler was an working and Ben would tell people he was a designer, – and they’ve maintained it. You can still see a lot
introduction, as part of the technical package for the they didn’t really get it. Now, it’s so celebrated and of it evolving into the new cars and that gives me
car, to say this is going to be the first four-wheel-drive I think that’s awesome. Designers, whether industrial tremendous satisfaction.
Porsche that you could buy. So the aerodynamics had or not, people notice them. CD: It’s the crest for me. It’s the jewel that I know
to be improved and nobody wanted a fixed spoiler on BD: There’s always your personal taste versus other isn’t going to change for a long time. It’s something
the street car. The Turbo would have it of course, but people’s taste. In general, I think the current Porsche that not a lot of people notice or know – but I know
not the standard. that are coming out maintain that family heritage. it, and that’s important to me.
46 Porsche Index: 993, 996 & 997 Targas

Written by Kieron Fennelly

SLIDING
ROOF TARGAS
PORSCHE
INDEX

For the 993, Porsche changed the Targa to an innovative sliding-roof

design, which would stay for the following 996 and 997 generations. More
practical than the ‘roll bar’ design, here’s everything you need to know
 47

HISTORY & TECH

N
ecessity is the mother of invention. The declining anyway and with only a few hundred sold From the 911’s outset, Ferry had wanted an
Targa idea came about when, as 356 in the last years of the 964, the lift-off roof Targa opening rear window, but his chassis engineers
production ran out in 1965, Porsche disappeared from Porsche’s catalogue. always told him that body stiffness would suffer.
discovered that the 911 shell lost critical rigidity Its successor, the sliding-roof variety, had He lived long enough to see the launch of the first
when the roof was cut off to make a Cabriolet. to wait for the 993, but although it was on the water-cooled 911s, but not the 996 Targa.
An open Porsche was vital for the US market, market for barely two years, in terms of sales this Once again, the 997 reprised this design, but
so Porsche devised a lift-off roof panel called was pro-rata the most successful of this variety of such was demand for this Grant Larson-styled
the ‘Targa’ top. Chassis integrity was ensured Targa. Strikingly elegant, especially from the side 911, with its hints of the much-missed 993, that
by the striking brushed-steel hoop that became where the 911’s C-pillar was completely redrawn, the Targa wasn’t launched until 2006. Externally,
the Targa’s trademark, and the first cars had a the electrically operated roof panels whose the 997 Targa had the same resculpted C-pillar
removable rear window panel held in place by a aperture could be adjusted almost infinitely as the 993 and 996, but polished aluminium
zip. This was replaced by fixed glass from 1969 seemed very sophisticated, especially as a sun strips from the A- to C-pillars gave the 997 Targa a
and the design remained unchanged until 1992. blind could be raised independently. noticeably rakish profile and distinguished it from
A proper 911 Cabriolet appeared in 1983 The 996 carried this design over except for the Coupe. Four-wheel drive now became the
(thanks to pressure from Peter Schutz) and by one detail: it now had an opening rear panel. This only option as Porsche sought to take the Targa
1986 its hood was electrically operated, making was the top pane of glass hinged to the left for discreetly (and profitably) upmarket. Significantly
the manual Targa seem anachronistic. Sales were ease of loading small items into the rear seats. heavier than the Coupe, the factory-fitted softer
springs (but harder anti-roll bars) was Porsche
correctly sensing many Targa buyers’ taste for a
slightly more boulevard ride.
 993 RS
48 Porsche Index: 993, 996 & 997 Targas

T H E VA LU ES STO RY

A
nnounced in autumn 1995, the first for the rest of the sliding-top Targa’s career. The The most expensive today is the 993, which
right-hand-drive 911 Targas appeared 996 Targa would appear in 2002 just after the started to overtake 996 Targa values before
in showrooms early in 1996. A Porsche introduction of the larger 3.6 996.2. The 997 2010 and had passed the 997 Targa by 2015. The
Targa had been absent from the market for more Targa was AWD only, the ‘S’ version adding a 996 Targas are the poor relation, though some
than three years and the entirely new design further £6,000 to the retail price. have popped up on the 9WERKS Marketplace
generated much interest. The new model was None of the sliding roof Targas are rare – there at around £25,000-£30,000. The latter figure
priced at £64,250 when the base 993 Carrera were between 5,000 and 7,000 made of each is generally where the 997.1 Targa starts. In
cost £59,000. Porsche would maintain a price generation. Their values have therefore always contrast, late, low-mileage 997.2 models have
differential of around 10 per cent between them tended to reflect the going rate for the Coupe. asking prices as high as £45,000.

MARKET 993 Targa 996 Targa alternative 997.2 Targa

R I VA LS alternative Budgeting up to £20,000 for a 996 Targa alternative
Unless those looking for a 993 Targa leaves little scope for other usable (as The third category, up to £45,000,
There are three
in the suggested £60k-£90k bracket opposed to restoration case) 911s. For does produce several interesting
distinct price
are specifically after an air-cooled car, the fresh-air fiend, the best bet might be open-air alternatives to the 997
categories here,
they might also consider the handsome a 996 Cabriolet. Mostly with Tiptronic Targa, including a manual 991.1
so we’ve picked a
991.1 Targa. This reprises the original transmission, these cars often led quiet Carrera Cabriolet. A comparably
market alternative
Targa look, but then folds it – glass and lives and a good example with consistent specified 991.1 C2 Coupe would
to a 993 Targa, then
all – miraculously out of sight with that history and which has reposed largely in normally cost between 10 and 15
a 996 Targa, and
clever “Transformers” roof. a garage could be a bargain. per cent more.
finally a 997.2 Targa.
 49

“Roof open, all

three versions
provide a level of
wind noise at speed
that’s superior to the
Cabrios with their
hoods tucked away”
DRIVING EXPERIENCE

T
arga or not, any 911 feels like a 911. conditions in the cabin, only the most pernickety that’s superior to the Cabriolets with their hoods
This may seem obvious, but anyone of drivers would complain. The 993 Targa creaks tucked away, and impart a feeling of airiness that
who’s driven a few 911s of any vintage and groans on uneven surfaces, but as with a lot obviously you don’t feel in the confines of the
quickly notices they all have certain innate of the equipment that was shoehorned over the Coupe. With the Targa roof fully open, visibility
characteristics. Steering feel – the way the driver years into the original 911 shell – air conditioning, through the rear-view mirror driver’s mirror is
can always place the Porsche accurately on the AWD transmission or the Cabriolet, the Targa compromised and the driver needs to use the
road; the response of the throttle; how the car mechanism was another add-on, having to be door mirrors. At very high speed, both Targa
reacts to the driver’s input... All the old clichés inserted from the top. and Cabriolet create slightly more wind noise
emerge, but that is and always has been the The water-cooled 911s were designed from than the Coupe, but at three-figure speeds the
reality of driving the 911. the outset to accommodate the Targa roof and predominant interference in a water-cooled 911 is
In dynamic terms, the Targa doesn’t alter are more rigid by design. Roof open, all three tyre noise, noticeable at rather lower speeds on
this at all. Indeed, apart from the different light versions provide a level of wind noise at speed the rough tarmac of many UK highways.
50 Porsche Index: 993, 996 & 997 Targas

B U Y I N G A TA R G A

T
he Targas are all stock-production 911s and should be unobtrusive if not imperceptible. The four, with the extra ratio making more efficient
so buying advice, other than the specifics transmission fluid should be clear – if it’s brown, use of the flat six’s torque curve.
relating to the roof, is as suggested in it’s been neglected. The engine bay will be clean The 997 Targa was made from 2006 to 2012.
these articles before. The most expensive 911s (rather than looking recently scrubbed) with no It encompasses two mechanically different
here are the 993. In the £60k-£90k segment oil mist apparent. At this price, air conditioning though visually very similar models, and their
a buyer should expect to find good usable if fitted should be producing cold air and the prices reflect this. At the lower end, the 997.1 was
examples, with 993 Targas at the higher price in all-important Targa roof slide effortlessly when effectively a reclothed 996, but a more developed
almost collectible condition. Externally, paintwork commanded. Any reluctance or ‘stickiness’ chassis brought more taut handling and a better
should be correct with no sign of corrosion, panel means trouble waits. ride. Anecdotally, the run-out M97 engines of the
gaps should be consistent and window seals Given their more modest price point, you’d 997 Targa were more reliable. Cabin design and
free of verdigris. The Targa’s 18-inch alloy wheels expect 996 Targas to require even greater fittings were also much improved.
should have no kerb or other significant damage. vigilance. This is true, but the 993 is sought-after The 997.2 introduced an entirely new 3.4 (3.8
Nevertheless, it’s vital to look out for the in a way that its successor is not. Certainly, the for the S) flat six and the PDK gearbox, which
usual 993 weaknesses: paint blistering around 996 wasn’t as hard wearing: the foibles of the soon became the 911’s default transmission.
the windscreen (an expensive repair involving M96 engine have been aired at length and after Dynamically this was quite an upgrade (indeed
screen-out, possibly new metal and partial 20 years many examples sport aftermarket the 9A1 engine series would prove the last
respray) and oil leaks (as opposed to weeps) from intermediate shafts, which in many cases needn’t naturally aspirated production engine (excluding
the plastic cam covers that shrink over time (a have been fitted. Suffice to say, a 996 Targa with a the GT3s and 4s) that Porsche would build.
simple replacement). Lift the carpet in the boot full service history and relatively few owners (and For a 997.2 Targa, the buying advice already
and look for signs of painting. The factory didn’t they do exist) is a good place to start. stated applies, starting with service history,
topcoat these areas so new paint suggests frontal Checking the body is as with the 993 (or moving on to body and cabin condition and
accident repair. Any signs of dampness imply any older Porsche): any signs of corrosion, the usual checks to ensure all the ancillaries
inadequate work. The quality of the fit of the front or dampness in the cabin or boot, suggest and electrics are working. As with the 996, the
bumper – very hard to realign perfectly – is often questionable repairs. Most Targas were specified 997 Targa roof was a more rigorous installation
a giveaway. with leather upholstery and particularly in than the 993’s and its mechanics rarely cause
With the engine, evidence of regular (annual) examples that have seen only the limited use difficulties. Any reluctance or slowness suggests
attention is essential. Beware a car that appears of many Targas, the cabin can look remarkably leaves and other detritus have found their way
to have been stored for extended periods. A road fresh. At an asking price of around £15,000 all into the mechanism, and owners make this worse
test should reveal smooth acceleration with a equipment should be working (market offers by squirting ever-greater quantities of WD-40
beefy mid-range and increasing enthusiasm all suggest there should be far better than mere into it. Northway Porsche advises that as soon
the way to the red line. If it’s a Tiptronic, the shifts restoration candidates at this level). The five- as the roof starts to hesitate, dismantling and
should be reactive to throttle, and gear changes speed Tiptronic is a better gearbox than the 993’s reassembly by a specialist is essential.
 51

DESIRABLE OPTIONS
Most Targas were originally ordered with many
of Porsche’s expensive extras, which always
makes a well-specified car more desirable.
The leather interior and air conditioning are
worthwhile, aftermarket wheels less so (they
might even detract value and certainly will if
non-Porsche – as will any kind of non-standard
suspension). The manual is preferable to the
(four-speed) Tiptronic on the 993, but for the
water-cooled cars, many buyers will be happy
with the five-speed. On the 997.2, the PDK
gearbox will be the choice of most Targa buyers.
52 Porsche Index: 993, 996 & 997 Targas

INVESTMENT POTENTIAL

T
hese Targas were all made in several ever bigger and more tech laden, interest has now seems to be static, the better 996s and
thousands and none has a rarity value. quietly increased in the last analogue 911s, 997s are discreetly appreciating. Purchased
Air-cooled prices seemed to take on generally felt to include the 996 and 997. While wisely, all three sliding-roof Targas seem likely
a life of their own years ago, but as 911s get 993 pricing of all (common) production types to retain their values.
 53

“Market values show that for T O TA L 9 1 1 V E R D I C T

Market values show that for many the

many the air-cooled 993 is the air-cooled 993 is the most desirable
Targa here. While it may win the

most desirable Targa here”

aesthetics competition, the 993’s
sliding roof works less reliably and
creaks (because structurally it was an
after-thought) and the 993 is altogether
a heavier and more demanding 911 than
the later cars. Its greater immediacy
appeals to (now aging) air-cooled
diehards, but for relaxed touring the
water-cooled cars are better. Their shells
are more rigid and their roofs generate
less wind noise. The 997 Targa has the
looks of the 993, but is a much more
resolved model and in 997.2 PDK guise
especially, a GT that’s quite something.
Careful searching among 996 Targas will
also (eventually) unearth the proverbial
one owner example and – subject to the
usual due diligence – could prove quite a
bargain, and eminently tour-able at that.
With the 993 Targa, the buyer is paying
a fat air-cooled premium and will need
to decide whether their priority is a 911
Targa or a 911 993.
54 Thornley Kelham restomod
 55

Euro
The Thornley Kelham European RS results
from one man’s obsessive quest to create the
perfect Porsche 911. We get behind the wheel
Written by Tim Pitt Photography courtesy Thornley Kelham
56 Thornley Kelham restomod

magine if you could combine the essentially – as its starting point. “The motivation is
characteristics of the greatest 911s to to save weight,” says Thornley. “The basic car is up
create your perfect Porsche. That was Hal to 300kg lighter than a 964, which brings enormous
Walter’s vision and – two years and 6,000 benefits on the road.”
hours later – the European RS is the result. For European RS ‘car zero’, the chosen donor
His labour of love will now form the basis was a 1972 2.4-litre 911T: a rare ‘oel klappe’ car, with
for a series of 25 restomods, to be built its oil filler on the offside rear wing (a configuration
by the Cotswolds-based firm Thornley Kelham. And abandoned after one year because many drivers
those ‘greatest’ 911s? Hal wanted the nuance and mistook it for the petrol flap), that had suffered
feedback of a Carrera 2.7 RS, the raw excitement of an engine fire. The body was stripped back to
a 2.8 RSR, and the performance and poise of a 997 bare metal, then rebuilt to Hal’s requirements. “He
GT3 RS 4.0. Talk about setting a high bar… designed the body and measured everything to the
Perhaps less familiar in Porsche circles, Thornley millimetre,” recalls Thornley. “This car is Hal’s baby,
Kelham is well known in the champagne-fuelled pages, specifying everything from optimum gear but we had to deliver it.”
world of international concours events, having won ratios to the design of the exhaust tips, and it would Inspired by both the 2.8 RSR and Thornley’s
trophies at the likes of Pebble Beach and Salon Privé. go through another 22 versions before the car was Kelham’s first restomod project, the customised
Established by Simon Thornley and Wayne Kelham completed. However, despite his exacting approach, Lancia Aurelia B20GT ‘Outlaw’, the European RS has
in 2008, the company specialises in meticulous Walter’s emphasis was always on a 911 to be driven a brawny, hot-rod aesthetic, with hugely powerful
restorations of rarefied classic cars. When I arrive, the and enjoyed – “maximum throttle steerability is a haunches, deep-dished 18-inch Fikse FFR wheels and
eye candy in the workshop includes a Lamborghini priority” states the first paragraph of the introduction a bespoke ducktail – created in consultation with an
Miura, a vintage Rolls-Royce Phantom and a custom- – with light weight and unfiltered feedback valued aerodynamicist. Square of jaw and squat of stance,
bodied Bugatti. above all else. With Thornley’s personal 911 Carrera the car bristles with latent aggression. It’s a classic 911
Thornley leads me upstairs to his office, its 2.7 RS Touring and Walter’s 997 GT3 RS 4.0 available that refuses to grow old gracefully.
shelves overspilling with motoring books and to serve as “bookends for the driving experience”, the The distended wheel arches (220mm wider at the
magazines. “2019 was our best-ever year as a only missing detail was a suitable donor car. rear) are hand-crafted from steel, while the bumpers
concours restoration business,” he explains. “Then Thornley acknowledges that ‘reimagining’ a 911 is and rear spoiler are made from carbon fibre. On
Covid hit and everything stopped, not least because hardly, well, imaginative. “Following some research, Walter’s 911, the doors and bonnet are also skinned
most of our customers were overseas. Luckily, we we reckon 911s account for more than half of the in carbon, although the 25 ‘production’ cars will use
received a phone call from Hal, followed by a very entire restomod market. It’s a crowded space.” Unlike aluminium. The body is seam welded for greater
detailed briefing document. It led us, eventually, to almost every other Porsche restomod, though, rigidity, then further strengthened with an integrated
the European RS.” this car didn’t leave the factory as a 964. Instead, roll cage. The paint is a bespoke solid colour that’s
Walter is a retired architect and his brief was Thornley Kelham uses an A-J series model – any not dissimilar to Gulf blue, although it gleams
worthy of a civil engineering project. It ran to 36 long-wheelbase 911 built between 1968 and 1989, turquoise in bright sunshine.
57
58 Thornley Kelham restomod

Thornley Kelham will offer Intrax adaptive would prefer something peakier, Thornley Kelham to apply those same standards to modifying classic
suspension as an option, but Walter’s car uses a is working on a 3.6-litre flat six that can muster cars and make them more relevant to the 21st century.
passive setup. The key components are Eibach around 380hp and 410Nm, and spin to a stratospheric We thought our main demographic would be bored
springs, JRZ Motorsport coilover dampers, bespoke 10,000rpm (potentially mated to a Hewland gearbox supercar and hypercar drivers – and some of our
front wishbones based on those fitted to a 992 GT3, to cope with its higher crank speeds). “That’s the one customers do fit that description. But there are also
and an adjustable anti-roll bar. Brakes are steel discs I’d choose,” says Thornley with a smile. plenty of classic car enthusiasts who simply want
with six-piston calipers at the front and four pots Inside, Walter’s dream 911 is unapologetically something more comfortable and reliable, which they
at the rear, or you can upgrade to carbon-ceramic a road racer, with wind-up windows, leather door can drive on a regular basis.”
stoppers (as here) and save 17kg in unsprung weight. pulls, no air conditioning, no rear seats and no audio On that note, Wayne Kelham has just entered the
There’s more choice when it comes to engines, system. Customer versions of the European RS will room holding an authentically dainty 1970s Porsche
although all three are air-cooled flat sixes. The be more luxurious, I’m told, with features such as an ignition key. It’s time to experience the European RS
‘standard’ motor in Walter’s car is based around a air-con setup that weighs just 14kg, Porsche PCCM on the road. The prospect of driving a one-off passion
993 block enlarged to 3.8 litres, then fitted with billet Classic infotainment, heated seats and a centre project that has taken thousands of hours to create is
aluminium cylinder heads, forged Mahle pistons, console with a built-in smartphone holder. a daunting one, but I try to push such thoughts from
custom camshafts, individual throttle bodies and a As Thornley reveals, each of these 25 cars will my mind and focus on the familiarity. This is still a
motorsport-spec Life Racing ECU. Driving the rear be unique, with the first three already spoken 911, after all.
wheels via a modified G50 six-speed manual ’box for (I’m later shown a partially assembled 4.0 in The 993-sourced dials seem familiar, for starters.
(the first five ratios are closely stacked, with sixth an Fjord green with satin gold stripes) at prices from Look closer, though, and you realise the front-
overdrive geared for 179mph) and a Wavetrac limited- around £580,000. And the 911 is only the first car in and-centre tacho now reads to 8,000rpm: a subtle
slip differential, the hand-built engine develops 385hp Thornley Kelham’s ambitious ‘European Collection’, indication of what lurks beyond the back axle.
at 7,700rpm – just short of its 8,000rpm limiter. which is soon to include reworked versions of the Hugged by a fixed-back Recaro Pole Position seat,
Maximum torque is 393Nm at 6,000rpm. Porsche 356 and Jaguar XK120: the European SL and I fumble with the four-point harness and admire
Want more muscle? The 4.0-litre engine option European GT, respectively. the view of the 911’s huge hips in the Cup door
– still to be dyno-tested – will deliver up to 450hp, “A concours restoration can be fascinating, but mirrors. Twist the key – no superfluous start button
circa. 450Nm of torque and rev to 9,000rpm. Or if sir also very constraining,” Thornley adds. “We wanted here, thank you – and the hand-built engine coughs
59
60 Thornley Kelham restomod

abruptly into life. Exhaling through an F1-style more freely; probably the Michelin Pilot Sport 4S
Inconel and titanium exhaust system, it sounds tyres also offered. Lastly, I’d be tempted to swap the
belligerent and brutal even at idle. carbon-ceramic brakes, which feel slightly wooden at
The Momo Prototipo steering wheel is a joy slower speeds, for standard steel discs.
to hold and the lengthened gear lever, with its The beauty of such builds, of course, is they can
Lotus-like exposed linkage, is perfectly placed. The be tailored to your taste, even if those requirements
adjustable AP Racing pedal box, however, presents run to 36 pages and many thousands of words. This
more of a challenge. Its beautifully minimalist is Walter’s perfect car, which will be ‘driven, not
drilled pedals are floor-hinged, as in every air-cooled hidden’ – to borrow a phrase from our friends at
911, but they’re positioned very upright, while the 9WERKS – and nobody can argue with that. “I
clutch is more sensitive than an overtired toddler. chose my 997 GT3 RS 4.0 as the benchmark and,
Needless to say, my exit from the Thornley Kelham together with Thornley Kelham, worked to match its
car park isn’t exactly graceful, and I almost stall a captivating performance, precision and progressive
few times until my brain recalibrates from a ‘fire and handling while ensuring the European RS still fizzes
forget’ electric car (my test vehicle this week) to with old school character,” said a clearly satisfied
really, truly driving again. Walter in an email.
And this is driving. The 911’s unassisted steering In terms of quality, the European RS also stands
jostles with incessant feedback and its taut comparison with the biggest names in the restomod
suspension seems hard-wired into the road surface. business, including Singer Vehicle Design. And with
You can sense the car’s lack of weight – 1,070kg with a maximum of 25 examples to be built, exclusivity is
fluids, meeting Walter’s stipulation of it being lighter guaranteed. So, does it combine the best of the
than a 2.7 RS Touring – in every action and reaction. Carrera 2.7 RS, 2.8 RSR and 997 GT3 RS 4.0? Clearly,
It feels tenacious, hyper-alert and ready to let rip. we need a ‘greatest 911’ group test to decide that.
That moment arrives as we join a dual- Walter and Thornley, we’re game if you are…
carriageway and blast through second, third and
fourth gears. An exultant bellow overwhelms
everything as the 911 piles on speed, its individual
throttle bodies smothering the distinctive howl of
the flat six with a sound that’s fuller, angrier and raw
like a racing car. “The induction noise is completely
addictive,” shouts Kelham over the commotion. “It’s
like a Tasmanian devil for the road.”
Thornley Kelham hasn’t quoted any performance
figures, but the European RS feels almost supercar-
quick. Indeed, a blast in this ‘standard’ 3.8 leaves you
wondering why anyone might want more. Intense
and visceral, it elevates the original 911 to a level
of performance far beyond any example sold in a
showroom – and seemingly on a par with a GT3 RS
4.0. “Hal ran his RS 4.0 at the same time when we
tested on-track at Bicester Heritage,” says Kelham.
“The cars were pretty evenly matched in terms of lap
times. Neither one of us could catch the other.”
Equally impressive is this engine’s tractability.
Following a dawdling caravanner through the
Cotswolds, it cruises comfortably in fifth gear, pulling
strongly from around 2,000rpm when the road opens
up. It never totally relaxes, and it isn’t a 911 you’d
want to drive every day, yet like the genuine, made-
in-Flacht version, nor is Thornley Kelham’s RS too
highly strung for regular use.
This ‘Rennsport’ character is perhaps what
sets the European RS apart from the other 911
restomods we’ve driven, including Theon Design’s
4.0-litre ‘Chile’ commission and the Paul Stephens
AutoArt 993R. While those cars felt more akin to ABOVE The engine of
Hal Walter’s European
a retro-bodied GT3, this one is even sharper and
RS was taken from a 993,
more focused. and enlarged to 3.8 litres
For me, though, the dial is turned slightly too before undergoing further
far. The rose-jointed suspension setup is somewhat modifications. Other engine
punishing on British B-roads, although it’s probably options include a 3.6 and 4.0

nothing the optional adaptive dampers couldn’t fix.

LEFT The 3.8-litre powerplant
I’d also lose the track-oriented Michelin Cup 2 rubber develops 385hp at 7,700rpm
for something that enabled the car to move around and can achieve 179mph
“This ‘Rennsport’ character is perhaps what sets the
European RS apart from other 911 restomods we’ve driven”
62 Jägermeister 934

Total 911 gets up close and personal with

an iconically liveried 934 that has raced at
Le Mans, Nürburgring, Daytona and Sebring

uring the 1974 and 1975 seasons, The CSI’s (Commission Sportive Internationale –
Porsche’s 3.0-litre 911 Carrera part of the FIA) decision to delay the introduction
RSR reigned supreme in of the revised Group 4, 5 and 6 regulations, originally
international GT competitions, planned for 1975, until the start of the following
helping Weissach to win titles season had enabled Porsche to use the newly
on both sides of the Atlantic. introduced 930 road car as the basis for its latest
During each year of its tenure as GT racer. The 911 Turbo’s production figures more
the top racing 911, the 3.0 RSR secured both World than satisfied the Group 4 rule book’s stipulation
Championship and European GT honours, while that at least 400 examples needed to have been built
Stateside a similar feat was achieved in the Trans-Am in a two-year period. The 934 (so named because
and IMSA GT series. The naturally aspirated car was it was a Porsche 930 built to Group 4 specification)
no slouch in the hands of seasoned professionals was more closely related to the road car than its
and the numerous privateers who campaigned them silhouette-style brother, the 935. Led by Wolfgang
around the world. However, for the 1976 season, Berger – the man who oversaw the 2.7 RS project –
Porsche had a new ace up its sleeve: the 934. development of the 934 began in earnest in May 1975
In January, Weissach’s valued customers were and Porsche’s engineers soon found the restrictive
invited to the Nürburgring to watch Porsche’s rule book a problem.
latest GT contender in action. At the helm of the The larger-than-standard KKK turbocharger in the
prototype was test driver, Manfred Schurti, a man 934’s 930/71 flat six engine generated a lot of heat,
no stranger to success behind the wheel of 911s, especially when run at the maximum boost pressure
having won the GT class at the 24 Hours of Le Mans of 1.4 bar. At these speeds, the red-hot turbo would
just six months prior. When Schurti stopped the heat the inducted air to around 150 degrees Celsius
stopwatch, the order books opened with most of the (300 degrees Fahrenheit), reducing the charge’s
established teams switching to the new car. Why? power and increasing the likelihood of the fuel pre-
The Liechtensteiner had lapped the Nürburgring detonating. What was needed was an intercooler
15 seconds faster than the outgoing 3.0 RSR. but, unlike the Group 5 rules, the limitations on
63
 air dam chin splitter to be fitted (although the The actual output was adjustable via a knurled metal
impact bumpers, complete with concertinas, had knob that was mounted in the cockpit where the
to be retained). radio unit would normally sit, enabling each driver to
The intercoolers improved the charge density tailor the levels of insanity to the track conditions.
drastically, reducing the intake temperature to 50 Slowing the 934 from 170mph-plus were a full set
degrees Celsius (120 degrees Fahrenheit). The of 917-style brakes, comprising drilled and internally
design also improved front downforce and helped vented discs and four-piston, finned calipers. Placed
to feed fresh, cooling air to the brakes, as well as at each corner, these were housed behind centre
accommodating an oil cooler. locking, 16-inch BBS split-rim wheels (10.5-inches
Inside the 2,994cc flat six, the rule book again wide at the front, 12.5-inches wide at the rear)
dictated much of the specification. The crankcase, suspended with adjustable Bilstein coilover dampers
crankshaft, con-rods and cylinder heads were front and rear, complete with stiffer bushings. The
aerodynamic development in Group 4 required identical to the 930/50 engine used in the 911 Turbo, MacPherson struts at the front were stabilised with
Porsche to use the standard decklid from the road the car used to homologate the 934. Although new an aluminium cross-brace, while front and rear
car. While the whaletail wing may have looked pistons were fitted, the compression ratio remained anti-roll bars helped to control the car’s side-to-side
impressive (and provided more downforce than the at 6.5:1, but Hans Mezger and Valentin Schäffer were weight transfer.
old ducktail design), it didn’t leave enough space for able to fit larger intake and exhaust valves (seated The bodyshell itself had to be taken from the 930
the large air-to-air intercooler that was used on the above 41mm ports). The talented engineers made production line and, with the rule book determining
Carrera RSR Turbo 2.1 in 1974. it possible to fit more aggressive camshafts and a minimum weights based on engine capacity, the
Weissach’s engineers went back to the drawing revised Bosch K-Jetronic electronic injection system. 934 fell into the over 4.0-litre category once the
board to see what could be done and found a way of Compared to the 260hp road car, the changes turbocharging coefficient of 1.4 was taken into
mounting two Behr air-to-water intercoolers (one for were good for a mighty 485hp in the 930/71’s initial consideration. This meant a fairly conservative
each bank of cylinders). Unlike the 935 – which was configuration. A reworked camshaft soon saw that weight limit of 1,120kg was achieved, which was just
soon fitted with those sloping flatnose fenders – the figure jump beyond the 500-mark though, with 75kg less than a 1976 model year Turbo. Lightening
934 had to use the idiosyncratic upright front wings, 530bhp on tap at 1.35 bar of boost, fed through the car to the levels of the previous RSR would
yet under the centre line of the front wheels there a reinforced version of the 930’s four-speed 915 have been an unnecessary hassle for Berger’s team
was more freedom, allowing an aggressive gearbox (complete with three different sets of ratios). (although Norbert Singer still wanted to prepare the
 65

PORSCHE 934
Year: 1976
ENGINE
Capacity: 2,994cc
Compression ratio: 6.5:1
Maximum power: 530bhp @ 7,000rpm
Maximum torque: 588Nm @ 5,400rpm
Transmission: 915 four-speed
syncromesh manual
SUSPENSION
Front: Independent; MacPherson strut;
wishbones; coilover Bilstein dampers;
longitudinal torsion bars; anti-roll bar
Rear: Independent; semi-trailing arm;
coilover Bilstein dampers;
transverse torsion bars; anti-roll bar
WHEELS AND TYRES
Front: 10.5x16-inch BBS
three-piece wheels
Rear: 12.5x16-inch BBS
three-piece wheels
DIMENSIONS
Length: 4,235mm
Width: 1,775mm
Weight: 1,120kg
SPEED
0-62mph: Unknown
Top speed: Unknown

cars to a level suitable of a Porsche race car, so the mirrors must have been an intimidating experience, simple, striking Jägermeister cars, stag head proudly
sound-deadening, rear seats and much of the interior with the beautifully blistered arches, deep chin adorning the bonnet and doors.
trim was removed). splitter and nose-down stance lending the Group 4 For the 934’s debut season, two Jägermeister-
An aluminium roll cage was bolted in (along contender real menace. It’s outrageous, but it just sponsored cars – chassis nos. 0167 and 0168 – ran
with the rest of the required safety equipment), looks right. And it looks even better in the legendary, under the Max Moritz Porsche banner, a Porsche
widened, glass-fibre arches were riveted on and a bright orange Jägermeister livery as sported here by dealer just south of Stuttgart. Driven by Reinhart
huge, 144-litre fuel tank occupied much of the space chassis no. 0158 (‘930 670 0158’ to give it its full 934 Stenzel and Helmet Kelleners, the two cars achieved
under the bonnet. However, despite these additions, name) – one of just three Porsche 934s to race in the modest success in the Deutsche Rennsport
the racer hit the scales at 40kg under the weight iconic auburn hue in period. Meisterschaft (Germany’s premier national racing
limit. This enabled Berger to position ballast in the Sportingly (as it had done with the 3.0-litre championship). With a handful of podiums between
nose of the 934 (which was not a new trick on 911s), RSRs), Porsche chose not to run a works team in them, the Max Moritz duo finished the 1976 DRM
helping the weight distribution of the rear-engined the Group 4 category, instead focusing on Groups season in 7th and 8th (Kelleners leading Stenzel in
car. It also meant that, inside, the standard door 5 and 6 with the Martini-striped 935s and 936s, the standings). Both cars would forego backing from
trims and even the electric windows (still completely respectively. This meant that independent outfits the drinks maker in 1977, before no. 0168 returned to
operational) were retained – something that was were free to campaign the 934s without fear of being the colours in 1978 for a handful of DRM and World
unheard of in almost any racing GT car. beaten by the better-funded Weissach factory. It Sportscar outings.
In the metal, the 934 is truly captivating (maybe also meant that Porsche’s ‘entry-level’ turbo racer Meanwhile, chassis no. 0158 was delivered to
more so than a 935 because its 911 DNA is even would wear a number of unique liveries during its the Cologne-based Kremer brothers, Erwin and
more evident). Seeing one chasing you down in your life. None captured the imagination quite like the Manfred (who had run Clemens Schickentanz to
Porsche Cup success in 1973) ahead of the 1976

“Seeing one chasing you down in season. The 934’s purchase was bankrolled by
wealthy amateur, Gerhard Holup, who chose to

your mirrors must have been an

predominantly campaign the car in the Deutsche
Rundstrecken Pokal (the German Race Trophy, a
second-tier national series) and the DRM, with

intimidating experience” it painted predominantly in white. Holup’s

agreement with Kremer enabled the team to
66 Jägermeister 934

use the car in a number of high-profile events with

other drivers, though.
“Porsche’s entry-level Turbo racer would
wear a number of unique liveries”
The first such event for chassis no. 0158 was the
1976 24 Hours of Le Mans, where Kremer’s entry,
running race number 65, was bedecked with large red
‘Elf’ decals, one of France’s largest oil companies and factory aces Reinhold Joest and Jürgen Barth to win Dören’s Jägermeister backing with them. Teamed
the main source of funding for a number of up-and- the GT class at the Six Hours of Dijon, the final with Frenchman Hervé Poulain and Luxembourg-
coming French drivers, including Didier Pironi (who round of the 1976 World Championship for Makes. based driver Romain Feitler, the bright orange
would go on to be a Grand Prix winner for Ferrari in 1977, once again, saw the car bereft of Jägermeister Porsche didn’t finish after another bout of gearbox
the early 1980s). Pironi was teamed with countryman, sponsorship as Dieter Schornstein purchased gremlins at La Sarthe. However, the Jägermeister
Bob Wollek (a Porsche stalwart) and Marie-Claude 0158 and partially updated it to 934.5 specification, colours would remain for the rest of 1978 as the
Beaumont, a member of Elf’s roster of female racers. including a large, 935-style rear wing. The highlight German duo finished either 1st or 2nd in the GT
Having qualified 20th overall, the French trio had a of Schornstein’s year was a 5th place finish at the class at seven other international sports car events.
solid if unspectacular run to 4th in class. Nürburgring 1,000km in the blue-and-white Sekurit- 0158’s brief soirée in orange was over by 1979,
Pironi had obviously shown something, though. sponsored car. However, when Holup bought the with Dören’s new sponsors, Weralit, bringing in a
For the next season he was racing Renault-Alpine’s chassis back for the 1978 season, the future for this new white design with bold green and red stripes.
Group 6 prototype with which he would win Le 934 was very much orange. The year turned out to be perhaps the 934’s most
Mans outright in 1978, beating the factory Porsche After starting the season in the hands of Max successful, though, with Dören winning four times
936s. Wollek would race the car again at the ADAC Moritz, Holup and co-driver Edgar Dören (who was in the DRM to take the overall title against the faster
Norisring Trophy (where transmission failure would using 0158 in the DRM) returned to Kremer Porsche Group 5 machines. By the end of the year though,
prevent him from finishing) before teaming up with in time for the 24 Hours of Le Mans, bringing the 934’s competitiveness in European competition
was coming to an end, leading Holup to sell the
car to American privateer, Jack Refenning. Now
Horizontal fans – the how and why Stateside, 0158’s stay of execution was extended and
At the back of the engine bay of any air-cooled Porsche provided more equal cooling of the cylinders (with led to the car competing at the 24 Hours of Daytona
911 road car is a vertically mounted fan. Driven off the reports showing that cylinder temperatures varied by twice (in 1980 and 1981, finishing 9th in the latter)
crankshaft via a belt, its function is to draw air into the less than six degrees Celsius/43 degrees Fahrenheit). and the 1981 12 Hours of Sebring.
back of the car and cool the engine. However, look under By controlling temperatures more efficiently, Porsche With its racing career finally over, no. 0158
the decklid of a 934 or 935 and you’ll notice the cooling could run higher levels of boost without the risk of
resurfaced at the turn of the millennium in the hands
fan is mounted horizontally, directly above the flat six. pre-detonating the fuel, improving reliability and
of renowned Porsche racing specialist, Manfred
Porsche’s horizontal fan design was first seen in the increasing the power output.
Freisinger, whose eponymous concern completed a
2.2-litre, flat eight version of the 907 sports prototype,
before becoming famous atop the flat 12 motor of the Le nut-and-bolt rebuild of the car in 2011, returning the
Mans-conquering 917. Like any air-cooled 911, the fan in chassis to its 1976 Le Mans livery. After being brought
the 934 still takes its initial drive from the crankshaft via to the UK, and entrusted to the care of Maxted-Page,
a belt and pulley setup, but Porsche had to transfer this chassis no. 0158 was soon after repainted in its
drive up to a gearbox using a shaft-driven set of bevel famous Jägermeister livery before going on sale a
gears to turn the motion through 90 degrees. number of years ago. It remains an iconic piece of
The complex system robs the 930/71 engine of history from Porsche’s illustrious roster of significant
15-30bhp. So why did Porsche use it? Compared to
race cars. The chances of ever seeing it again in the
the vertical fans in the road cars, the horizontal design
metal, in public, are slim. For now, you’ll just have to
make do with these photos, like the rest of us.
 67

LEFT At first glance the

934’s stripped-out interior
is typical of any 911 racer,
until you notice the standard
door cards and electric
window switch

BELOW LEFT The original

welded aluminium X-brace
under the bonnet of the 934
is a rare piece of standard
equipment

BELOW CENTRE The centre

console is dominated by
a VDO boost gauge and
knurled adjustment knob

BELOW RIGHT The 934’s

widebody – courtesy of
fibreglass arches riveted
to the shell – makes for a
captivating sight
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70 Living the Legend – 911 owner reports

Our contributing enthusiasts from

around the world share their real-life
experiences with their Porsche 911s

The 991.1 GTS went from Goldfinger), Grimsel, Brünig Factory options include a sunroof and
into Paragon for a and Glaubenbielen, all of which were cruise control, but no air conditioning
service, MOT and an spectacular fun. which saves weight, plus the later three-
investigation of some On our penultimate evening we stayed spoke steering wheel that’s smaller than
minor issues. The at the Meilenstein Hotel in Langenthal, the standard four-spoke design. It has
driver’s seat belt clip Switzerland owned by a former F1 driver, the 285bhp VarioRam 3.6-litre flat six
Nick Jeffery
Surrey, UK needed two new felt pads on the rear which had a fantastic display of F1 cars, that pulls like a train, with only 76,000
adjacent to the central console, which classic cars and motorbikes. Our final recorded miles. It has genuine hollow
@npjeffery also required the sticky residue deposited evening was spent in Laon again, looking spoke Turbo twist alloys wheels shod with
@npjeffery by the old pads to be removed. back on another epic adventure! brand new Michelin Pilot Sport 4 tyres.
I also had a clicking sound from the In other news, I scratched my air- Paragon has fitted new brake discs
Model 991.1 GTS
Year 2015 central console when Start Stop was cooled itch earlier this year during a and pads all around together with new
Acquired AUGUST 2022 disengaged, and the parking sensor 9WERKS trip to Norway, when I fell for brake flexi hoses and front disc shields,
Model 993 CARRERA was going off every now and then when a Guards red 993. After doing a fair new Eibach Pro springs and Bilstein
Year 1997 I changed gears using the PDK lever. amount of research, I concluded I wanted dampers set to ‘M030’ ride height, giving
Acquired AUGUST 2024
Paragon investigated the issues, but a narrow body 993 Carrera Coupe – and the car the perfect stance, coupled with
couldn’t find any faults. Strangely, the Paragon came up with the goods! I’m new drop links, camber and toe arms,
car has behaved ever since! now the proud owner of one of the very track rod ends and lower ball joints. It
I took the GTS on European Driving last air-cooled cars registered 29 August even has a new battery, speakers all
Tours’ Italian Lakes and Mountains 1997 on an R registration when the 996 round, centre-dash vents, headlights,
13-day trip covering 1,937 (s)miles. We was already rolling off the Stuttgart front fog light covers, a refurbished
had 14 cars on the tour: 13 Porsche production line. It has a superb history engine fan and a new fan cowling.
and one Ferrari. The tour kicked off in and provenance, with only five previous At my request, Paragon fitted a
Laon in France, followed by Offenburg owners in the past 27 years. Banner battery charger lead, a Blaupunkt
in Germany, then Feldkirch in Austria The specification is rear wheel drive, Bremen SQR 46 DAB head unit and
visiting the Zeppelin Museum on the edge narrow body, Arctic silver with black a Motorsound airbox, which sounds
of Lake Constance. We then made our leather interior, and manual transmission. fantastic! Will update you all next month!
way across to Lake Garda (Desenzano
del Garda) for three nights via the
Flüela Pass, Lake Como (Gravedona ed
Uniti) for two nights and Lake Maggiore
(Stresa) for a further two nights. This
gave us the opportunity to visit the Mille
Miglia Musuem and explore each of
the lakes by boat, visiting other nearby
towns like Sirmione and The Borromean
Islands. We also enjoyed the San Marco
Pass before moving on to several Swiss
passes including the Simplon, Nufenen,
Gotthard, Furka (reenacting the scenes
 71

Sometimes you just

need to drive your
911. Sounds obvious
I know. But last month
I wrote of how I just
wasn’t feeling the
Andy Gaunt love for my 964. Over the past week I
Melbourne, Australia
can say the affair has been rekindled. My
@last_rasp daily driver has been off the road for a
Last Rasp few days with an annoying problem – the
Curb and Canyon driver’s door won’t open. While the dealer
awaits parts, it’s sitting in their yard.
Model 964 C4 Of course, I still need to commute to
Year 1990
Acquired MAY 2017 work every day. Which is how I’ve found
myself daily driving the 964. Now, to be
honest, I don’t think it’s the best car as
a daily. The clutch can be a little tricky
and it’s certainly heavy. On Melbourne’s
freeways, choked with large trucks and
dual-cab utes, the car feels somewhat
small and vulnerable. But there are car thinking it needs the air con serviced that makes me look at the car with brand
moments – that happen on every trip – or that the clutch has a worrying shudder new admiration.
that serve to remind me of how incredibly on take-off. Their response to the car is Finally, no matter how bad the traffic,
fortunate I am to own this car (and have the raw, unfiltered response of someone no matter how clogged the roads, there’s
had me feeling somewhat sheepish seeing a vehicle that makes them feel always an opportunity – even a short one
regarding my proclamation of love lost in something. It reminds me to do the same. – to open the car up and let that flat six
last month’s column). The second moment – which howl. It might be an on-ramp, or the right-
Firstly, there’s always a moment of somewhat continues from the previous hand turn that leads into a steep, short
outward appreciation from another road – is when I inevitably step outside of bridge. No matter how short, that one
user or pedestrian. It might be a thumbs my office at some point during the day chance to feel the mechanical grind of
up on the freeway, a pedestrian nodding and spy the car sitting in our car park, the 3.6-litre engine and hear the exhaust
at the car as I slowly cruise along the surrounded by chunky SUVs, hatchbacks note brings an instant smile.
inner-city suburban streets near my office and utes. It looks so out of place, and It’s been a pretty stressful week at
or a tradesman at the 7-Eleven where I almost other-worldly in its proportions work but every night, as I’ve gotten
stop for fuel, yelling, “That’s a classic! and timeless design. The reaction I have into my little 964, with its surprisingly
Don’t you ever sell it!” These moments to it is very similar to how I feel when effective heating, makes for a day’s end
remind me to see the car through the I see another 911 on the road – almost that brings real joy. So yes, love affair
eyes of others. They’re not looking at the like it’s not mine. And it’s this moment officially rekindled!
72 Living the Legend – 911 owner reports

After a four-year hunt

for the right M491, it
was only natural that
emotions ran high
when we finally found
CP Morey
Atlanta, USA The One. As the reality
of owning a 40-year-old car started
@gtsence
to bring me back to a more rational
Model 997.2 CARRERA GTS state of mind, it was time to think more
Year 2011
Acquired 2013 analytically about the purchase.
With the Bring a Trailer victory laps
Model 992 GT3
Year 2022 behind me, I set out on a few shakedown
Acquired 2022
runs to compile a list of items to address.
Model 991.1 CARRERA GTS A squeak here, a rattle there, and a 915
Year 2016
Acquired 2020 transmission that seemed less deliberate
than the Aisin or ZF boxes in the newer
Model 3.2 CARRERA
Year 1985 cars under my care all made the list.
Acquired 2024 A good friend, who has owned a
Carrera 3.2 for over a decade, suggested auction timer is counting down. With deferred maintenance and probably a
a breakfast meet-up and a car swap. my shakedown drives behind me, it new clutch within the next year.
This gave him the chance to nitpick my was time to take the car to my trusted After weighing up the pros and cons,
new ride and me the opportunity to see mechanics in the Atlanta area, Goldcrest I opted to do it all now. It’s a bit more
how a well-maintained car with long- Motorsports. They service street cars like expensive out of the gate, but perhaps
term ownership drives. It was a great mine and support track cars through the more economical in the long run. Plus, it
benchmark to help me further assess Carrera Cup and other series. My logic gives better odds for enjoying the car in
the M491. For example, it became clear says these guys see the cars put through its best form as soon as possible.
that something was amiss in the shifter, their paces. They know what these cars Beyond the mechanical work, I’ve
which turned out to be worn bushings. are capable of, what goes wrong when started a list of small projects to address.
Despite the transparency of the they’re stretched to the limit, and how to Cocomats would look great and provide
auction process, with the world weighing fix them when they do. some protection for the rear shelf. Do
in on potential issues via comments, We dropped the car at Goldcrest for I keep the Turbo badge installed by
nothing beats an inspection by a Porsche a Post Purchase Inspection and waited the dealer at delivery? Is the tool roll
mechanic. While you’d prefer to do it anxiously for the verdict. It was a relief complete? The spare tyre is 15 years old.
before committing to the transaction, when the call came, letting us know the A Griffiths air-con upgrade might be a
it’s not always practical when the car was in great shape, but needed some wise investment. Time will tell.
 73

Remarkably, it’s been his business. The newly purchased 986 step back from daily duties with less
12 months since I Boxster has found its home there. need for warranty coverage.
picked up my 997 Porsche Portsmouth, a similar I close this month’s write-up with an
GTS from Paragon. My distance headed south, is also an appeal to readers. While I’m fortunate
father keeps telling me enticing prospect. My 997 has four (of to have lots of history for my GTS
time speeds up as you seven) OPC stamps in the book, it offers covering prior ownership from 2019 to
get older, but this past year has really a collect and deliver service (or day pass 2023, attempts to learn more about the
@997gtsmanual flown by. It certainly hasn’t been a quiet to a local gym/spa), and I’d like to start first eight years of its life haven’t been
one – the odometer now sits at 20,115 to build a relationship with them. Pricing fruitful. I respect and fully appreciate
Model 997 GTS
Year 2011 miles (as at 31 July), which represents is also competitive, with some latitude the merits of GDPR legislation; however,
Acquired 2023
nearly 6,600 miles in Year One. Well given as a Porsche Classic registered I hope our small and well-connected
short of my targeted 10,000 miles, but car and member of PCGB. Nevertheless, community may be able to help. Note:
undoubtedly legs have been stretched the Paragon coffee is excellent, the I’m not trying to gather personal details,
after 12 years of mostly garage time. conversation as good as therapy, and but rather the history of the car.
The car is overdue its MOT so I’ll be the thought of spending a day in their The car was initially delivered by and
taking it back to Paragon in due course. showroom is enticing. serviced twice at Porsche Nottingham
I’m insistent on annual servicing, so will Despite a flawless first year, I’ve (2013, 2015), then 911 Sport (2017),
elect for a minor service at £550+VAT chosen to extend the Paragon warranty whom I believe may have sold the
and ask for a couple of small items to for a further two years. At £1,770 car as well, and Porsche Tewkesbury
be checked. With Paragon 80 miles including VAT, I feel it’s money well spent (2017). The original registration is
from home (taking the cross-country to place a protective jacket around the AJ11 EBG and has carried the private
route), I’ve considered the merits of car, and competitively priced against the plates C8 DVL and P90 RCB. If you’ve
alternatives: Wrightune in Wallingford Porsche Approved Warranty at £2,110. come across the car at events and would
and OPC Portsmouth. I hope to double the car’s mileage be willing to share, or happen to have
I’m a big fan of Chris at Wrightune, over the next two years, and while I’m owned it (!), sold it or serviced it, I would
the drive is just under an hour (33 miles) confident in its provenance, the potential be immensely grateful for anything
from home, Wallingford has some lovely for big and unexpected bills looms large. and everything. The easiest way to
coffee shops to sit in with my laptop for By August 2026, the car will be just over reach out is through my Instagram:
the day, and I’m very keen to support 15 years old, finance paid off, and likely @997GTSManual. Thank you so much.
 74 Living the Legend – 911 owner reports
ST
NI
M
LU
CO
T
ES
GU

What do you love about the Goodwood those two cars were on the stand for I look forward to the most. Goodwood is
Flat Six show? For me, it’s got to be the Bournemouth Porsche. Amazing! a really cool place – there’s something
track action! I’m 12 so I don’t get to see At Goodwood Flat Six you never know extra special about it. It’s got a lot of
many track days. But at Goodwood Flat what’s going to be hiding away in the racing history, it’s got an airfield in the
Six, the track is a big part of the show paddocks. There were some really special middle of it and it’s the perfect place to
and you can move around the place to cars on show this year. My top three showcase Porsche. We’ll be there again
get really close to the action. cars were the new Richard Tuthill 911K, next year and I can’t wait.
My favourite spot was where the cars the latest 911 S/T, and right in the front I’d like to say a big thank you to my
launch out of the pit lane. This is where of the Porsche stand was an old Martini friend, Phil Farrell, for letting me take over
the excitement really builds. It’s crazy racing Turbo. his column for this issue of Total 911.
loud, it smells of engines and I love it! Me and my dad go to a lot of Porsche Normal service resumes next month. See
Luke Sandach
Dream Porsche The best action for me was early on in events, but Goodwood Flat Six is the one you on a Sunday drive soon, Phil!
992 GT3 RS the day when there was a 991.2 GT3 RS
and a 992 GT3 RS coming through the
chicane up the straight, really close to
the pit lane wall. They were absolutely
hooning, full send!
Flat Six is much more than the track,
though. For a start the journey up to
Goodwood was exciting because we
drove up in a convoy of six Porsche.
Nearly all of them were on the track, so
it was an early start, but we had enough
time for a quick breakfast stop. We
always make time for breakfast!
Back on the road and in our rear view
mirrors came a white 997 GT2 and 992
Sport Classic. Later on, we found out
 75

This month it was that fitted, I took Little Irish to Trident readings were), but I do know I’ve taken
dreaded MOT time Vehicle Services where it was passed multiple measures to shave several
for Little Irish. It’s roadworthy for another year. kilograms off my 996.1 during the course
funny, because I never Most interesting from the forms I of my ownership.
worry when it comes got with the car’s pass certificate was These include a carbon-fibre ducktail
to the MOT of my 40 its weight, stated as 1,240kg. I queried (which saves over 10kg alone), plus
Lee Sibley
Poole, UK Jahre, owing to its pristine condition – this and asked the guys how it was genuine Fuchs wheels (these save a few
alongside the fact it’s had clean MOTs calculated. Ken, the proprietor at Trident, kilograms of unsprung mass at each
@9werks_lee (that means no advisories, if you’re told me the rollers built into the floor corner, which I couldn’t fail to notice
9WERKS TV reading this from outside the UK) for the before the firm’s MOT ramp weighs the when driving thereafter), a single-mass
9WERKS Radio past eight years. It’s an incredible feat front axle and then the rear as you drive flywheel, KW coilovers, Dansk sports
considering the car itself is 21 years old. over it. The system then adds the two mufflers – all of which were lighter than
Model 996.1 CARRERA Little Irish is different. It’s a little (okay, together to get overall mass, which is stock. I mentioned at the time that
Year 1998 quite a bit more) rough around the edges, needed to calculate braking efficiency. not only are my 997 Sport seats much
Acquired JANUARY 2019
and I constantly have to spend money I was quite amazed by this, as the comfier than the 996 thrones they
Model 996 40 JAHRE to keep it in fine fettle. My two 996s are 996.1 Carrera’s official weight quoted by replaced, but they’re also much lighter,
Year 2003
Acquired APRIL 2023 chalk and cheese, and represent the Porsche is 1,320kg (DIN) – indeed, the so that will have contributed positively.
two gateposts when it comes to the 911 996.1 Carrera is the lightest 911 of the Oh, and I removed the rear wiper and
Porsche ownership experience. entire water-cooled era. associated wiring! Even my PCCM+ unit
After a thorough pre-check to ensure The figures from my MOT mean Little was noticeably lighter than the original
all was well, I found my rear licence Irish has come in some 80kg lighter item when swapping them over. Whether
plate was delaminating and, while it was than stock, and that was with the driver this all adds up to 80kg, I don’t know,
still legible and therefore legal, I bought on board! I’m not quite sure how I’ve but I’ve long loved how light and nimble
a new rear plate just to be sure. With achieved this (or how accurate the this car feels on the road. Less is more!
76 Living the Legend – 911 owner reports

Dragons have been driver’s heaven has given an incredible and just staggering. Both nat-asp and
slain this month. yet very different experience. This year’s twin-turbo experiences are first class.
That’s right, my adventure in the 991.2 was no different, Equally satisfying and thrilling in their
road trip to the in that once again it was different. own right, but also quite different.
Smoky Mountains of This year, of course, my 911 is a The one thing this recent trip really
Tennessee and North 3.0-litre twin turbo-powered fire cracker did impress upon me, though, is how
Carolina to drive the famous Tail of with an automatic PDK transmission. much ‘better’ (ridiculously subjective
James McGrath the Dragon was a screaming flat six- The monster low-end torque this 911 term, obviously) the manual experience
Minneapolis, USA powered success! delivers made approaching and exiting is over the automatic, even with the
For those who don’t know, the Tail – every one of the 300-plus turns a heart- insanely wonderful PDK transmission.
@auto.amateur as the indoctrinated refer to it – is an pounding ride. The pace and the gains As much as I’ll be a diehard fanboy for
Auto Amateur 11-mile segment of US Highway 129 that were so explosive I think my fingers the PDK forever, I’m finally now resolute
boasts not only some incredible views could have left grooves in the steering in the opinion that there really is no
Curb and Canyon of the famous Smoky Mountains, but wheel from holding on too tightly. substitute for the manual gearbox,
a driving enthusiast’s paradise of over This was remarkably different to the especially in sports cars like the 911
Model 991.2 CARRERA
Year 2018 300 twists and turns. I’ve written about naturally aspirated experiences with and particularly on roads like the Tail.
Acquired 2023
my adventures to the Tail before so I my previous three 911s, where every As much as I’m still drooling over my
won’t tread (too much) old ground this opportunity to make gains on the car new graphite blue 991.2 ‘dream spec’ of
month. Instead, I’m reflecting on how my ahead required determination and effort a car, I definitely missed the enjoyment
991.2 performed on this trip compared – there’s a huge focus on getting the that I got from taking my manual 996
to the times I’ve taken on the same most from the engine in short windows and 997 on this trip. Those who know
challenge in my former 991.1, 996 and of time. The 991.2’s ability to explode me, who know much I love my PDK, are
997. Every generation and model of 911 out of turns and claw back fractions of probably a little aback by this revelation,
that I’ve driven on this 11-mile strip of valuable seconds was instantly apparent and quite rightly so.
 77

When I drove the I jumped at the chance to try it out. I’m a It’s all a bit trial and error really – almost
Magnus Walker STR2 dab hand at taking the gear mechanism a black art.
car a while back I apart – I’ve done it a few times – so had What have I learnt from all my
commented that the the new coupler installed quickly and messing with the gear change on my
gear change was a the necessary adjustments made for 915 gearbox? I’ve found that improving
delight. It had the an initial setup. I also have the JWest and adjusting the gear change in a
Andy Brookes same JWest RennShift shifter I had RennShift coupler clamp, which enables 915-equipped car isn’t the easiest thing
Poole, UK
on my car, but also had the Stormski you to tighten the clamp with just one to achieve, but once you have it sorted
@993andy coupler. I felt that the coupler gave the hand, simplifying adjustment. the gear change is an intrinsic part of
9WERKS Radio gear change a lovely free action that I’ve learnt that tiny adjustments can the character of these cars. They need
was missing in my SC. I’d upgraded the make big differences to the quality of time and skill to change gears, which
Model 911 SC bushes in the standard coupler to brass the gear change on the 915 gearbox, only adds to the analogue feel.
Year 1978
Acquired MARCH 2023 from the standard plastic bushes that so I jumped into the car and went for a The enjoyment is in achieving a
had worn out, but this change had led to test drive. The improvement in the feel smooth change. Try and rush the
the gear change feeling stiff, and not free of the gear change was immediate. It process and you’ll be disappointed
like the STR2. felt free like the STR2 and any stiffness with a change that will balk at your
By chance, a friend had a Stormski had been removed. A few tweaks to the impatience. Revel in the delicacy of this
coupler that he no longer wanted, so adjustment yielded even better results. Porsche-designed gearbox.
78 Living the Legend – 911 owner reports

The days are getting

away from me quite
quickly. We’re on
the downhill side of
summer and I haven’t
made the time to get
Alabama, USA out to the garage and start working on
the longhood suspension refresh.
@240kar
I called a local shop that restores
mostly 911s funnily enough, and they
Model 993 CARRERA
Year 1996 may have some time to weld on the
Acquired JANUARY 2021
RSR front strut bar mounts closer to the
Model 911T end of summer. That gives me a couple
Year 1970
Acquired DECEMBER 2022 of weeks to get everything else sorted,
and fortunately I’ve just had my project
at work pushed back for a month. This
means I’ll be at home with no excuses.
I still find it hard to gain the
motivation to get out in the heat and
start working. Cars have taken a back
seat because it gets too hot to enjoy
driving. Sadly, I don’t live near any fun
roads that I could just hit up on an
early morning jaunt. That, and a lot of
the automotive stuff, is more fun with
friends and I don’t have a group that just
gets out and drives for the enjoyment of
driving. I blame the roads somewhat, but
still. I’d love to take a nice weekend trip
seeking out the twisty roads.
The countdown starts now for real.
In one month I’ll have all the parts
installed and it sitting how I want. I
have a friend who wants to do a photo
shoot using medium-format film and I
couldn’t be more excited. I’ve changed
the look a fair bit since the last time I
took some pics. Get ready because the
next article should have all the updated
medium-format film goodness. I’ve still
had thoughts of wrapping the car, but
I’m trying not to bite off any more than I
already have with the suspension stuff.
 79

The GT car bug is a Unexpectedly, the car for me became tastes, rather than searching for outright
strong affliction that available just as summer arrived from performance gains. The installation of
snares its victims one of my long-term trusted Porsche a short shifter from the 997.2 GT3 is a
from many different sources: Ashgood Classic & Sportscars. well-regarded addition to 996 models,
points of attack. A low-owner, sensible mileage car that as was the upgrading of brakes from
James Bullen
Hertfordshire, UK Having owned a had spent the previous 16 years in the Gen2 996 cars that adds significant
number of the more modern variants the careful custody of an enthusiastic stopping power. These reversible, value-
@greenandtheblue
over the past few years in both 991 and owner, who had rigorously serviced, adding modifications are appreciated
Model 991 50 JAHRE 992 guises, I’d been harbouring thoughts maintained and lightly modified the by enthusiastic owners and viewed as
Year 2014
Acquired 2022 of ownership of an earlier-generation car car with marque and track specialist ways to sympathetically enhancing
for some time, and had a singular focus Parr, which is based in Crawley. The the cars, rather than taking them in an
Model 992 GT3 TOURING
Year 2024 when it came to which model. Clubsport was delivered to the UK in unwanted direction.
Acquired 2024 While acknowledged by some as extremely low numbers – just 28 of The final major change that the
Model 996.1 GT3 the less desirable of the two 996 GT3s, these cars arrived between 1999 and previous custodian made to the car was
CLUBSPORT
Year 2000 I had no doubt in my mind that the 2000, with a reported eight of those the replacement of the factory shocks
Acquired 2024 car I wanted to add to my garage was ordered in Black. This likely makes this with fully adjustable Bilsteins all round.
Model 911 SC TARGA the first generation – the very genesis one of the rarest cars I’ll ever own. This last modification is one that I’ll be
Year 1983 of the GT3 itself, which celebrates Roll cage, fixed bucket seats and unwinding, and that’s simply because
Acquired 2023
its 25th anniversary this year. Built lightweight flywheel were standard the hardware was fitted almost a decade
as a true homologation special (and fitment on these cars, and intact ago, is now past its best, and the shocks
accordingly produced in low numbers) versions are highly sought-after as a themselves are in need of a rebuild
and aesthetically appealing with its result. Imagined for the track, designed to bring back former performance
distinctive ‘Eggs and Taco’ look, I also for the track, built for the track and levels. Since the cost of this is rapidly
knew I’d like one of the even more proven on the track – there’s no approaching the investment required to
limited Clubsport variants. mistaking what this car is. Its road revert the car back to ‘stock’ setup, I’ve
Having spent the early part of the manners are actually pretty good on chosen to go with the latter and have the
year out of the UK, a good amount of smoother tarmac, but this is not a car booked in with a local specialist to
time was invested during evenings and crossover 911. Shopping trips and undertake the work.
weekends, building up a picture of what school runs are not part of the repertoire Apart from that, the car is ready to
I wanted versus what was available for this star performer. But if you accept run and with the benefit of new brake
and what had recently sold, to get an that, then you’ve got one of the most pads, a clean fill of brake fluid and a
understanding of how much to pay and direct, focused and (even by today’s few service items, will be good for the
what to look for. Similarly, time spent standards) quickest point-to-point track. It’s a fantastic feeling to have two
trawling forums and speaking with Neunelfers ever built. GT3s parked in the garage – the first
current and former owners would help to The long-term former owner also and the latest – and be able to enjoy
identify what to expect in the real world invested wisely in some logical light them both for what they were designed:
and pitfalls to note. upgrades to the car to suit his personal track and touring.
 81

PREMIERPORSCHE
E V E RY T H I N G YO U N E E D FO R YO U R 9 1 1

Data file
Full specs, ratings and
market values of every
Porsche 911 model from
1963 to 2024 can be
found starting
on page 82

Showroom Servicing & tuning Porsche lifestyle Insurance & finance

Looking for a new 911? The classifieds Get the very best from your Helping you make the right lifestyle Get your Porsche covered
from our independent specialist Porsche 911 with the help of choices to complement you and with the best insurance deals
partners are the first place where our selected performance and your 911. Don’t just drive Porsche – for road and track to ensure
you should start your search maintenance specialists live the brand happy, safe motoring
 82 Data file in association with Beverly Hills Car Club

(A series)
911R 1968

The lightest 911 of all time, the

R was essentially a prototype
racer fitted with a 906 flat six
engine producing 210hp. Of the
19 produced, four would stay at
the factory as works cars.
(0 series) Production numbers 9,250 Production numbers 19

911 2.0-litre
Issue featured 123 Issue featured 94
Engine capacity 1,991cc Engine capacity 1,991cc

1964-1967 Compression ratio

Maximum power
9.0:1
130hp @ 6,100rpm
Compression ratio
Maximum power
10.5:1
210hp @ 8,000rpm
The 911 that started it Maximum torque 149Nm @ 5,200rpm Maximum torque 152Nm @ 6,800rpm
all when the prototype 0-62mph 8.3s 0-62mph 5.9s
appeared in 1963, this car Top speed 131mph Top speed 152mph
Length 4,163mm Length 4,163mm
set the style for all 911s Width 1,610mm Width 1,610mm
to follow. Developed to Weight 1,075kg Weight 800kg
Wheels & tyres Wheels & tyres
replace the 356, a four-pot F 4.5x15-inch; 165/80/R15 F 6x15-inch; 185/70/R15
912 was also made. R 4.5x15-inch; 165/80/R15 R 7x15-inch; 185/70/R15

Definitive facts and figures

(C & D series)
911S 1970-1971

for every 911 model from

1964 to the present day An upgrade in engine size gave
the 911S 180bhp. Unlike the
911E, the S didn’t gain improved
low-down power and torque, so
you had to keep the revs up for
good power.
Production numbers 4,691 (C & D series) Production numbers 15,082

911T
Issue featured 120 Issue featured 107
Engine capacity 2,195cc Engine capacity 2,195cc
Compression ratio
Maximum power
9.8:1
180hp @ 6,500rpm
1970-1971 Compression ratio
Maximum power
8.6:1
125hp @ 5,800rpm
Maximum torque 199Nm @ 5,200rpm Like the E, the 911T’s Maximum torque 169Nm @ 4,200rpm
0-62mph 6.6s torque curve was flatter, 0-62mph 7.0s (est)
Top speed 145mph making the car more Top speed 127mph
Length 4,163mm Length 4,163mm
Width 1,610mm drivable. Ventilated discs Width 1,610mm
Weight 1,020kg from the S were fitted, Weight 1,020kg
Wheels & tyres Wheels & tyres
F 6x15-inch; 185HR
and a five-speed gearbox F 5.5x15-inch; 165HR
R 6x15-inch; 185HR became standard. R 5.5x15-inch; 165HR

(G series)
Carrera 3.0 RS 1974

Updated version of the 1973

2.7 RS, complete with impact
bumpers and Turbo-spec
whaletail rear wing. Steel arches
added by hand at the factory,
with 917 brakes.
(F series) Production numbers 16,933 Production numbers 109

911T
Issue featured 127 Issue featured 145
Engine capacity 2,341cc Engine capacity 2,994cc

1973 Compression ratio

Maximum power
7.5:1
130hp @ 5,600rpm
Compression ratio
Maximum power
8.5:1
230hp @ 6,200rpm
US-bound F series 911Ts Maximum torque 197Nm @ 4,000rpm Maximum torque 275Nm @ 5,000rpm
were the first 911s to 0-62mph 7.6s 0-62mph 5.3s
Top speed Top speed
have Bosch K-Jetronic 128mph 152mph
Length 4,163mm Length 4,135mm
fuel injection, improving Width 1,610mm Width 1,680mm
emissions. This was Weight 1,077kg Weight 900kg
Wheels & tyres Wheels & tyres
mainly mechanical, with F 5.5x15-inch; 165HR F 8x15-inch; 215/60/VR15
some electronic sensors.
911s in the data file are organised in rows according
R 5.5x15-inch; 165HR R 9x15-inch; 235/60/VR15

to release date, beginning with the very first model in

930 3.0 1975-1977
1964. Many models were available in Coupe, Targa
and Cabriolet forms, with the option of automatic
transmission. Here, data has been provided from the
Fitted with a KKK turbo, this
Coupe variants unless stated. All data here has been was the world’s first production
Porsche to be turbocharged.

compiled, where possible, from Porsche’s own figures. Flared arches, whaletail rear
wing and four-speed gearbox
were standard.
Production numbers 2,850 Production numbers 5,807 (plus ’78 to ’79

930 3.3
Issue featured 157 Cali cars)
Engine capacity 2,994cc Issue featured 116
Compression ratio
Maximum power
6.5:1
260hp @ 5,500rpm
1978-1989 Engine capacity
Compression ratio
3,299cc
7.0:1
Maximum torque 343Nm @ 4,000rpm A larger engine resulted Maximum power 300hp @ 5,500rpm
in extra 40bhp, and an
General valuations Ratings
0-62mph 5.5s Maximum torque 412Nm @ 4,000rpm
Top speed 155mph
intercooler on top of the 0-62mph 5.4s
Length 4,291mm Top speed 160mph
This reflects the general market trend for a Each model is rated out of five in Width 1,775mm engine led to the adoption Length 4,291mm

model’s used value compared to the previous our half-star system according Weight 1,140kg of a ‘teatray’. Brakes were Width 1,775mm
Wheels & tyres Weight
upgraded from 917 racer. 1,300kg
financial quarter. The review for 2024 Q4 will be to their performance, handling, F 7x15-inch; 185/70/VR15 Wheels & tyres F 7x16-inch; 205/55/VR16
R 8x15-inch; 215/60/VR15 R 8x16-inch; 225/50/VR16
October. The review for 2024 Q3 was July. appearance and desirability.
 83

(A series) (A series) (A series) (B series) (C & D series)

911S 1968 911L 1968 911T 1968 911E 1969 911E 1969-1971

Porsche soon produced more In 1967, the 911 was updated To save money, the 911T’s The 911 received its first major Engine improvements
powerful variants. The first and the range expanded: engine used cast-iron cylinder update, evolving into what’s included revised cylinder
of these was the 911S – for the 911L (Lux) was standard heads, unlike the Biral known as the B series. The heads, larger valves and
Super – which had a higher and sat alongside the high- aluminium/iron items, which 911E replaced the 911L as the stronger con rods. The 1970
compression engine and twin performance 911S and the gave more efficient cooling, and ‘standard’ car. The ‘E’ stood for ‘D’ series cars had hot-zinc
Weber 40IDS carburettors. entry-level 911T. carbs instead of fuel injection. ‘Einspritz’ (injection). coated undersides.
Production numbers 4,015 Production numbers 1,603 Production numbers 6,318 Production numbers 2,826 (B series) Production numbers 2,106 Production numbers 4,927

911S
Issue featured 148 Issue featured 138 Issue featured 127 Issue featured n/a Issue featured n/a Issue featured 107
Engine capacity 1,991cc Engine capacity 1,991cc Engine capacity 1,991cc Engine capacity 1,991cc Engine capacity 1,991cc Engine capacity 2,195cc
Compression ratio
Maximum power
9.8:1
160hp @ 6,600rpm
Compression ratio
Maximum power
9.0:1
130hp @ 6,100rpm
Compression ratio
Maximum power
8.6:1
110hp @ 5,800rpm
Compression ratio
Maximum power
9.1:1
140hp @ 6,500rpm
1969 Compression ratio
Maximum power
9.1:1
170hp @ 6,800rpm
Compression ratio
Maximum power
9.1:1
155hp @ 6,200rpm
Maximum torque 179Nm @ 5,200rpm Maximum torque 173Nm @ 4,600rpm Maximum torque 156Nm @ 4,200rpm Maximum torque 175Nm @ 4,500rpm Like the E, the S gained Maximum torque 183Nm @ 5,500rpm Maximum torque 196Nm @ 4,500rpm
0-62mph 8.0s 0-62mph 8.4s 0-62mph 8.8s (est) 0-62mph 7.6s a fuel injection, boosting 0-62mph 7.0s (est) 0-62mph 7.0s
Top speed 137mph Top speed 132mph Top speed 124mph Top speed 130mph power to 170bhp. To Top speed 140mph Top speed 137mph
Length 4,163mm Length 4,163mm Length 4,163mm Length 4,163mm Length 4,163mm Length 4,163mm
Width 1,610mm Width 1,610mm Width 1,610mm Width 1,610mm help cope with the extra Width 1,610mm Width 1,610mm
Weight 1,030kg Weight 1,080kg Weight 1,020kg Weight 1,020kg demands on the engine, Weight 995kg Weight 1,020kg
Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres
F 4.5x15-inch; 165/80/R15 F 5.5x15-inch; 185HR F 5.5x15-inch; 185HR F 5.5x15-inch; 185HR
an additional oil cooler was F 6x15-inch; 185/70/R15 F 6x15-inch; 185HR
R 4.5x15-inch; 165/80/R15 R 5.5x15-inch; 185HR R 5.5x15-inch; 185HR R 5.5x15-inch; 185HR fitted in the front right wing. R 6x15-inch; 185/70/R15 R 6x15-inch; 185HR

(E series) (E series) (E series) (F series) (F series)

911E 1972 911T 1972 911S 1972 Carrera 2.7 RS 1973 911S 1973

2,341cc was achieved by A lower compression ratio and A 2.4-litre engine increased The RS had a 2,687cc engine The 911S had the same
increasing the stroke from the inclusion of Zenith 40 TIN torque. The mostly chrome that developed 210bhp. The upgrades as the 911E, including
66mm to 70.4mm while at triple-choke carburettors led brightwork had a black decklid body was lightened and fitted deletion of the external oil filler. It
the same time leaving the to the relatively lower power grille with a ‘2.4’ badge. External with flared rear arches and an also adopted black trim around
bore unchanged. The new 915 output of 130bhp, despite the oil filler on the right rear wing optional ducktail. Sport and the front and rear lights and
transmission was stronger. new 2,341cc engine size. confused some. Touring available. black front quarter grilles.
Production numbers 4,406 Production numbers 16,933 Production numbers 5,054 Production numbers 1,590 (F series) Production numbers 4,406 Production numbers 5,054

911E
Issue featured 117 Issue featured 107 Issue featured 120 Issue featured 145 Issue featured 144 Issue featured 120
Engine capacity 2,341cc Engine capacity 2,341cc Engine capacity 2,341cc Engine capacity 2,687cc Engine capacity 2,341cc Engine capacity 2,341cc
Compression ratio
Maximum power
8.0:1
165hp @ 6,200rpm
Compression ratio
Maximum power
7.5:1
130hp @ 5,600rpm
Compression ratio
Maximum power
8.5:1
190hp @ 6,500rpm
Compression ratio
Maximum power
8.5:1
210hp @ 6,300rpm
1973 Compression ratio
Maximum power
8.0:1
165hp @ 6,200rpm
Compression ratio
Maximum power
8.5:1
193hp @ 6,500rpm
Maximum torque 206Nm @ 4,500rpm Maximum torque 197Nm @ 4,000rpm Maximum torque 211Nm @ 5,200rpm Maximum torque 255Nm @ 5,100rpm After incidents of people Maximum torque 206Nm @ 4,500rpm Maximum torque 211Nm @ 5,200rpm
0-62mph 7.5s 0-62mph 7.6s 0-62mph 6.6s 0-62mph 5.8s filling E series 911s with 0-62mph 7.5s 0-62mph 6.6s
Top speed Top speed Top speed Top speed
137mph 128mph 140mph 152mph
petrol via the external oil- Top speed 137mph Top speed 140mph
Length 4,163mm Length 4,163mm Length 4,163mm Length 4,163mm Length 4,163mm Length 4,163mm
Width 1,610mm Width 1,610mm Width 1,610mm Width 1,652mm filler, the filler returned to Width 1,610mm Width 1,610mm
Weight 1,077kg Weight 1,077kg Weight 1,077kg Weight 975kg (Sport) under the engine decklid. Weight 1,077kg Weight 1,075kg
Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres
F 6x15-inch; 185HR F 5.5x15-inch; 165HR F 6x15-inch; 185/70/R15 F 6x15-inch; 185/70/R15
Fitted with the front spoiler F 6x15-inch ATS; 185HR F 6x15-inch; 185/70/R15
R 6x15-inch; 185HR R 5.5x15-inch; 165HR R 6x15-inch; 185/70/R15 R 7x15-inch; 215/60/R15 of the 911S. R 6x15-inch ATS; 185HR R 6x15-inch; 185/70/R15

(G & H series)
911 Carrera 2.7 1974-1976

From 1974, Carrera name was

given to range-topping 911.
Essentially the same engine
as previous year’s RS for all
markets except USA. Whaletail
available from 1975.
(G, H, I, J series) Production numbers 9,320 (G, H, I, J series) Production numbers 17,124 Production numbers 1,667 (G & H series) Production numbers 3,687

911 911S 911 Carrera 3.0

Issue featured 121 Issue featured n/a Issue featured 134 Issue featured 148
Engine capacity 2,687cc Engine capacity 2,687cc Engine capacity 2,687cc Engine capacity 2,994cc

1974-1977 Compression ratio

Maximum power
8.0:1
150hp @ 5,700rpm
1974-1977 Compression ratio
Maximum power
8.5:1
173hp @ 5,800rpm
Compression ratio
Maximum power 210hp @ 6,300rpm
8.5:1
1976-1977 Compression ratio
Maximum power
8.5:1
197hp @ 6,000rpm
‘911’ was now the entry (165bhp from ’76) 911S was now a mid-range Maximum torque 235Nm @ 4,000rpm Maximum torque 255Nm @ 5,100rpm Not sold in the US, the Maximum torque 255Nm @ 4,200rpm
level. Bumpers were Maximum torque 235Nm @ 3,800rpm model comparable to the 0-62mph 7.0s 0-62mph 6.3s Carrera 3.0 was basically 0-62mph 6.3s
added to conform to US (4,000 from ’76)
previous 911E. It had the Top speed 142mph Top speed 148mph
the same model as the Top speed 145mph
0-62mph 8.5s Length 4,291mm Length 4,291mm Length 4,291mm
regulations. From 1976, Top speed 130mph same body changes as Width 1,610mm Width 1,652mm previous Carrera, only Width 1,610mm
all 911s were hot-dip Length 4,291mm the base model, and came Weight 1,080kg Weight 1,075kg fitted with a new 2,994cc Weight 1,093kg
Wheels & tyres Wheels & tyres Wheels & tyres
coated and fitted with Width 1,610mm
as standard with ‘Cookie F 6x15-inch; 185VR F 6x15-inch; 185VR
engine, essentially from F 6x15-inch; 185/70/VR15
Weight 1,075kg
‘elephant ear’ mirrors. Wheels & tyres F&R 6x15-inch; 185VR Cutter’ rims. R 6x15-inch; 185VR R 7x15-inch; 205VR the 911 Turbo. R 7x15-inch; 215/60/VR15

SC RS 1984 959 1986-1988 930 SE 1986-1989

True homologation special built Had tech later used on 911s Slantnosed and based on
so that Porsche could go Group including 4WD, ABS and 935 race cars, with pop-up
B rallying. Six Rothmans cars twin turbos. A 959S was also headlamps. Front spoiler
used fibre glass front wings and available, featuring lighter made deeper to accommodate
lid. Tuned 3.0-litre engine had its cloth Sport seats, five-point extra oil cooler, rear intakes fed
basis in 930’s crankcase. harnesses and a roll cage. air to brakes.
Production numbers 60,740 Production numbers 21 (I & J series) Production numbers 70,044 Production numbers 337 Production numbers 50 (UK only)

911 Carrera 3.2

Issue featured
911 SC
Issue featured 156 Issue featured 158 148 Issue featured 142 Issue featured 146
Engine capacity 2,994cc Engine capacity 2,994cc Engine capacity 3,164cc Engine capacity 2,850cc Engine capacity 3,299cc
1978-1983 Compression ratio
Maximum power
8.5:1/8.6:1/9.8:1
180/188/204hp @
Compression ratio
Maximum power
10.3:1
255hp @ 7,000rpm
1984-1989 Compression ratio
Maximum power 231hp @ 5,900rpm
10.3:1 Compression ratio
Max power
8.3:1
450hp @ 6,500rpm
Compression ratio
Maximum power
7.0:1
330hp @ 5,500rpm
From 1978, the SC 5,500rpm Maximum torque 250Nm @ 6,500rpm Almost the same Maximum torque 284Nm @ 4,800rpm Max torque 500Nm @ 5,000rpm Maximum torque 432Nm @ 4,000rpm
was the only normally Maximum torque 265/265/267Nm 0-62mph 4.9s galvanised body as the 0-62mph 5.6s 0-60mph 3.9s 0-62mph 4.6s
aspirated 911. Developed 0-62mph 6.5s Top speed 153mph SC. Engine was claimed to Top speed 152mph Top speed 196mph Top speed 173mph
Top speed 141/146mph Length 4,235mm Length 4,291mm Length 4,260mm Length 4,291mm
from the Carrera 3.0, but Length 4,291mm Width 1,775mm be 80 per cent new, and Width 1,652mm Width 1,840mm Width 1,775mm
produced less power. Width 1,652mm Weight 940kg the first production 911 to Weight 1,210kg Weight 1,450kg Weight 1,335kg
Wheels & tyres Wheels & tyres Wheels & tyres
Upgraded Sport options. Weight 1,160kg (1978)
Wheels & tyres F 6x15-inch; 185/70/VR15 F 7x16-inch; 205/55/VR16
feature an ECU to control F 7x15-inch; 195/65/VR15 F 8x17-inch; 235/45/ZR17
Wheels & tyres
F 7x16-inch; 205/55/VR16
R 7x15-inch; 215/60/VR15 R 8x16-inch; 225/50/VR16 ignition and fuel systems. R 8x15-inch, 215/60/VR15 (16” for ’89) R 9x17-inch; 255/40/ZR17 R 9x16-inch; 245/45/VR16
 84 Data file in association with Beverly Hills Car Club

3.2 Clubsport 1987-89 930 LE 1989 964 Carrera 2 1990-1993

Removing ‘luxuries’ sliced off Essentially an SE but without a Rear-drive Carrera 2 offered an
around 40kg of weight. Revised slantnose front, the LE had the emphatically more traditional
engine management gave a same engine, front spoiler, sill 911 experience, and was 100kg
higher rev limit of 6,840rpm. extensions and rear air intakes. lighter, but looked identical to
Suspension was uprated and One made for every OPC of the Carrera 4. Tiptronic was a
LSD came as standard. the time. new option.
Production numbers 340 Production numbers 2,274 (for both wide Production numbers 50 Production numbers 13,353 (Coupe) Production numbers 19,484

964 Carrera 4
Issue featured 126 and narrow-bodied) Issue featured 110 Issue featured 111 Issue featured 119
Engine capacity 3,164cc Issue featured 128 Engine capacity 3,299cc Engine capacity 3,600cc Engine capacity 3,600cc
Compression ratio
Maximum power
10.3:1
231hp @ 5,900rpm
1989 Engine capacity
Compression ratio
3,164cc
10.3:1
Compression ratio
Maximum power
7.0:1
330hp @ 5,500rpm
1989-1993 Compression ratio
Maximum power
11.3:1
250hp @ 6,100rpm
Compression ratio
Maximum power
11.3:1
250hp @ 6,100rpm
Maximum torque 284Nm @ 4,800rpm Carrera 3.2 with a steeply Maximum power 235hp @ 5,900rpm
Maximum torque 432Nm @ 4,000rpm Heavily revised bodywork, Maximum torque 310Nm @ 4,800rpm Maximum torque 310Nm @ 4,800rpm
Maximum torque 284Nm @ 4,800rpm
0-60mph 5.1s raked windscreen and 0-60mph 6.0s
0-62mph 4.6s deformable bumpers over 0-62mph 5.7s 0-62mph 5.6s
Top speed 152mph
hood and stripped Top speed 148mph Top speed 173mph
coil-spring suspension Top speed 162mph Top speed 162mph
Length 4,291mm Length 4,291mm Length 4,291mm Length 4,250mm Length 4,250mm
Width 1,650mm interior. Porsche Width 1,775mm Width 1,775mm and four-wheel-drive Width 1,652mm Width 1,652mm
Weight 1,160kg claims the hood wasn’t Weight 1,220kg Weight 1,335kg marked this radical Weight 1,450kg Weight 1,350kg
Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres
F 6x16-inch, 205/55/VR16
designed to be 100 per Wheels & tyres
F 6x16-inch; 205/45/VR16 F 7x16-inch; 205/55/VR16
overhaul of the ‘87 per F 6x16-inch; 205/55/ZR16 F 6x16-inch; 205/55/ZR16
R 7x16-inch, 225/55/VR16 cent watertight. R 8x16-inch; 245/60/VR16 R 9x16-inch; 245/45/VR16 cent new’ 911. R 8x16-inch; 225/50/ZR16 R 8x16-inch; 225/50/ZR16

964 C2 Speedster 93-94

Combined the 964 bodyshell

with the hood and windscreen of
the Carrera 3.2 Speedster, plus
RS interior. It’s thought Porsche
planned to build 3,000, but
demand fell.
(C & D series) Production numbers 55 Production numbers 701 Production numbers 911 Production numbers 936

964 3.8 RS 964 RS America 964 Anniversary

Issue featured 12 Issue featured 157 Issue featured 112 Issue featured 128
Engine capacity 3,746cc Engine capacity 3,600cc Engine capacity 3,600cc Engine capacity 3,600cc

1993 Compression ratio

Maximum power
11.6:1
300hp @ 6,500rpm
1993 Compression ratio
Maximum power
11.3:1
250hp @ 6,100rpm
1993-94 Compression ratio
Maximum power
11.3:1
250hp @ 6,100rpm
Compression ratio
Maximum power
11.3:1
250hp @ 6,100rpm
Identifiable by lightweight Maximum torque 359Nm @ 5,250rpm Offered in five colours, Maximum torque 310Nm @ 4,800rpm ’30 Jahre’ anniversary Maximum torque 310Nm @ 4,800rpm Maximum torque 310Nm @ 4,800rpm
Turbo bodyshell, large 0-62mph 4.9s fixed whaletail wing and 0-62mph 5.5s 964 utilised a ‘Turbo’ 0-62mph 5.7s 0-62mph 5.5s
rear wing and 18-inch Top speed 169mph
two cloth sports seats, Top speed 164mph
wide body melded to the Top speed 162mph Top speed 161mph
Length 4,250mm Length 4,250mm Length 4,250mm Length 4,250mm
Speedline wheels. Power Width 1,775mm with just four options: Width 1,650mm four-wheel-drive Carrera Width 1,775mm Width 1,652mm
came from a new 3.8-litre Weight 1,210kg air con, sunroof, 90 Weight 1,340kg running gear. Available in Weight 1,470kg Weight 1,340kg
Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres
unit with hot-film air F 9x18-inch; 235/40/ZR18
per cent locking rear F 7x17-inch; 205/50/ZR17
Viola metallic, Polar silver F 7x17-inch; 205/50/17 F 7x17-inch; 205/50/ZR17
sensor and twin exhaust. R 11x18-inch; 285/35/ZR18 differential and stereo. R 8x17-inch; 255/40/ZR17 or Amethyst. R 9x17-inch; 255/40/17 R 9x17-inch; 255/40/ZR17

993 Carrera RS 1995-1996

Lightweight body as per RS

tradition, teamed with a 3.8-litre
engine, VarioRam intake
system and remapped ECU to
create 300bhp, fed to the rear
wheels only.
Production numbers 1,014 Production numbers 5,937 Production numbers 6,948 Production numbers 3,714

993 Turbo
Issue featured 147
993 Carrera 4S 993 Carrera S
Issue featured 119 Issue featured 109 Issue featured 118
Engine capacity 3,746cc Engine capacity 3,600cc Engine capacity 3,600cc Engine capacity 3,600cc
Compression ratio
Maximum power 300hp @ 6,000rpm
11.5:1
1995-1998 Compression ratio
Maximum power
8.0:1
408hp @ 5,750rpm
1997-1998 Compression ratio
Maximum power
11.3:1
285hp @ 6,100rpm
1997-1998 Compression ratio
Maximum power
11.3:1
285hp @ 6,100rpm
Maximum torque 355Nm @ 5,400rpm Fitted with two KKK Maximum torque 540Nm @ 4,500rpm The 4S was effectively Maximum torque 340Nm @ 5,250rpm The features that come Maximum torque 340Nm @ 5,250rpm
0-62mph 5.0s turbochargers in order 0-62mph 4.3s a Carrera 4 with a Turbo 0-62mph 5.3s with the Carrera S are 0-62mph 5.4s
Top speed 172mph to reduce lag. Power Top speed 180mph
wide bodyshell, albeit Top speed 168mph
similar to the Carrera 4S’s, Top speed 168mph
Length 4,245mm Length 4,245mm Length 4,245mm Length 4,245mm
Width 1,735mm went to all four wheels Width 1,795mm lacking a fixed rear wing. Width 1,795mm only this time in rear-wheel Width 1,795mm
Weight 1,279kg using the Carrera 4’s Weight 1,500kg Also boasted Turbo Weight 1,520kg drive. Sought after for its Weight 1,450kg
Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres
F 8x18-inch, 225/40ZR18
transmission system. F 8x18-inch; 225/40/ZR18 suspension, brakes and F 8x18-inch; 225/40/ZR18
superb handling and wide- F 8x18-inch; 225/40/ZR18
R 10x18-inch, 265/35ZR18 Brakes were ‘Big Reds’. R 10x18-inch; 285/30/ZR18 Turbo-look wheels. R 10x18-inch; 285/30/ZR18 body looks. R 10x18-inch; 285/30/ZR18

996 GT2 2002-04

A lightweight, Turbo-
bodied 996 with uprated
turbocharged engine and
suspension. PCCB was
standard. Revised ECU later
gave an extra 21bhp.
Production numbers 20,499 Production numbers 23,055 Production numbers 1,287 Production numbers 29,389

996 Turbo 996 Carrera 4S 996.2 C2

Issue featured 152 Issue featured 155 Issue featured 127 Issue featured 136
Engine capacity 3,600cc Engine capacity 3,596cc Engine capacity 3,600cc Engine capacity 3,596cc
2001-2005 Compression ratio
Maximum power
9.4:1
420hp @ 6,000rpm
2002-04 Compression ratio
Maximum power
11.3:1
320hp @ 6,800rpm
Compression ratio
Maximum power
9.4:1
462hp @ 5,700rpm
2002-2004 Compression ratio
Maximum power
11.3:1
320hp @ 6,800rpm
Distinguished by wide Maximum torque 560Nm @ 2,700- Basically a C4 featuring a Maximum torque 370Nm @ 4,250rpm Maximum torque 620Nm @ 3,500- Facelifted with Turbo-style Maximum torque 370Nm @ 4,250rpm
rear arches, air intakes 4,600rpm Turbo bodyshell, without 0-62mph 5.1s 4,500rpm headlamps and revised 0-62mph 5.0s
and deep front wing, 0-62mph 4.2s
rear air intakes, but with Top speed 174mph 0-62mph 4.1s
front and rear bumpers, Top speed 177mph
Top speed 189mph Length 4,435mm Top speed 196mph Length 4,430mm
plus part-fixed, part- Length 4,435mm a full-width rear reflector Width 1,830mm Length 4,450mm fitted with more powerful Width 1,770mm
retractable rear wing. Width 1,830mm panel. Suspension and Weight 1,495kg Width 1,830mm 3.6-litre engine and Weight 1,370kg
Wheels & tyres Wheels & tyres
Different engine Weight 1,540kg
Wheels & tyres F 8x18-inch; 225/40/R18 brakes were similar to the F 8x18-inch; 225/40/R18
Weight 1,440kg
VarioCam Plus. Manual and F 7x17-inch; 205/50/R17
Wheels & tyres F 8x18-inch; 235/40/
to 3.6-litre 996 unit. R 11x18-inch; 295/30/R18 Turbo spec. R 11x18-inch; 295/30/R18 R18 R 12x18-inch; 315/30/R18 Tiptronic ’boxes updated. R 9x17-inch; 255/40/R17
 85

964 Turbo S 1992-1993

180kg lighter than Turbo.

Intakes in the rear arches
funnelled air to the brakes,
while the engine power was
boosted by 61bhp. RS-spec
uprated suspension.
Production numbers 22 Production numbers 3,660 Production numbers 2,405 Production numbers 81

964 C4 Issue featured

Engine capacity
131
3,600cc 964 Turbo
Issue featured
Engine capacity
160
3,299cc 964 RS
Issue featured
Engine capacity
131
3,600cc
Issue featured
Engine capacity
108
3,299cc
Lightweight 1991 Compression ratio 11.3:1
1991-1992 Compression ratio 7.0:1
1991-1992 Compression ratio 11.3:1 Compression ratio 7.0:1
Maximum power 265hp @ 6,720rpm Maximum power 320hp @ 5,750rpm Maximum power 260hp @ 6,100rpm Maximum power 381hp @ 6,000rpm
964 Leichtbau made Maximum torque 304Nm @ 6,720rpm This used the revised Maximum torque 450Nm @ 4,500rpm 120kg saved by deleting Maximum torque 310Nm @ 4,800rpm Maximum torque 490Nm @ 4,800rpm
use of surplus parts from 0-62mph 4.5s 964 bodyshell, extended 0-62mph 5.4s ‘luxuries’ and fitting 0-62mph 5.4s 0-62mph 4.6s
953 Paris-Dakar project. Top speed 125mph
arches and ‘teatray’ Top speed 168mph
magnesium Cup wheels. Top speed 162mph Top speed 180mph
Length 4,275mm Length 4,250mm Length 4,250mm Length 4,250mm
Highlights include four-way Width 1,652mm wing. The engine was Width 1,775mm Power was boosted Width 1,650mm Width 1,775mm
adjustable differential, Weight 1,100kg essentially the 3.3-litre unit Weight 1,470kg by 10bhp, suspension Weight 1,230kg (Sport) Weight 1,290kg
Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres
short-ratio gearbox and F 7x16-inch; 205/55/ZR16
from the previous model, F 7x17-inch; 205/50/ZR17
lowered by 40mm and F 7.5x17-inch; 205/50/ZR17 F 8x18-inch; 225/40/ZR18
stripped interior. R 9x16-inch; 245/55/ZR16 but updated. R 9x17-inch; 255/40/ZR17 uprated, as were brakes. R 9x17-inch; 255/40/ZR17 R 10x18-inch; 265/35/ZR18

993 Carrera 4 1994-1997

As per the 993-model Carrera,

but with four-wheel-drive.
Transmission was half the
weight of the previous Carrera 4,
and was designed to give a more
rear-drive feel.
Production numbers 1,437 Production numbers 38,626 Production numbers 2,884 (Coupe) Production numbers 173

964 Turbo 3.6 993 GT2

Issue featured 120 Issue featured 160 Issue featured 111 Issue featured 131
Engine capacity 3,600cc 993 Carrera Engine capacity 3,600cc Engine capacity 3,600cc Engine capacity 3,600cc
1993-1994 Compression ratio
Maximum power
7.5:1
360hp @ 5,500rpm
1993-1997 Compression ratio
Maximum power
11.3:1
272hp @ 6,000rpm
Compression ratio
Maximum power
11.3:1
272hp @ 6,000rpm
1995-1996 Compression ratio
Maximum power
8.0:1
430hp @ 5,750rpm
The engine is based on a Maximum torque 520Nm @ 4,200rpm Restyled bodywork had Maximum torque 330Nm @ 5,000rpm Maximum torque 330Nm @ 5,000rpm 911 Turbo, but with Maximum torque 540Nm @ 4,500rpm
modified 3.6-litre 964 unit. 0-62mph 4.8s swept-back headlamps, 0-62mph 5.6s 0-62mph 5.8s reduced equipment. Also 0-62mph 3.9s
Top speed Top speed Top speed Top speed
Distinctive 18-inch split-rim 174mph
curvaceous wings and 168mph 166mph
included rear-wheel-drive, 189mph
Length 4,250mm Length 4,245mm Length 4,245mm Length 4,245mm
Speedline wheels covered Width 1,775mm blended-in bumpers. Width 1,735mm Width 1,735mm making it a better track Width 1,855mm
the Big Red brake calipers. Weight 1,470kg The 3,600cc engine was Weight 1,370kg Weight 1,420kg car. Fitted with huge front Weight 1,290kg
Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres
Suspension was lowered F 8x18-inch; 225/40/ZR18
revised, with VarioRam F 7x16-inch; 205/55/ZR16 F 7x16-inch; 205/55/ZR16
and rear wings and bolt- F 9x18-inch; 235/40/ZR18
by 20mm. R 10x18-inch; 265/35/ZR18 available from 1996. R 9x16-inch; 245/45/ZR16 R 9x16-inch; 245/45/ZR16 on arch extensions. R 11x18-inch; 285/35/ZR18

993 Turbo S 1998

The final hurrah for the last

air-cooled 911. With 450bhp for
UK models, it was the fastest
and most luxurious road-going
model Stuttgart had ever
produced. Manual only.
Production numbers 346 Production numbers 56,733 Production numbers 22,054 Production numbers 1,886

996.1 Carrera
Issue featured 115 Issue featured 160 Issue featured 111
996.1 C4 996.1 GT3
Issue featured 117
Engine capacity 3,600cc Engine capacity 3,387cc Engine capacity 3,387cc Engine capacity 3,600cc
Compression ratio
Maximum power
8.0:1
450hp @ 5,750rpm
1998-2001 Compression ratio
Maximum power
11.3:1
300hp @ 6,800rpm
1998-2001 Compression ratio
Maximum power
11.3:1
300hp @ 6,800rpm
1998-2000 Compression ratio
Maximum power
11.7:1
360hp @ 7,200rpm
Maximum torque 585Nm @ 4,500rpm An all-new 911 with larger, Maximum torque 350Nm @ 4,600rpm 4WD transmission fed Maximum torque 350Nm @ 4,600rpm Commonly called the Maximum torque 370Nm @ 5,000rpm
0-62mph 4.1s restyled bodywork and 0-62mph 5.2s five per cent of power in 0-62mph 5.2s Gen1 GT3, this was a 0-62mph 4.8s
Top speed 186mph
a water-cooled engine. Top speed 174mph
normal driving, increasing Top speed 174mph
lightweight 996 with Top speed 188mph
Length 4,245mm Length 4,430mm Length 4,430mm Length 4,430mm
Width 1,795mm Interior was redesigned Width 1,765mm to 40 per cent when Width 1,765mm power driving the rear Width 1,765mm
Weight 1,583kg in order to enable better Weight 1,320kg required. PSM used Weight 1,375kg wheels. Suspension was Weight 1,350kg
Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres
F 8x18-inch; 225/40/18
ergonomic efficiency F 7x17-inch; 205/50/R17
for first time, rolled out F 7x17-inch; 205/50/R17
lowered by 30mm and F 8x18-inch; 225/40/R18
R 10x18-inch; 285/30/18 and more room. R 9x17-inch; 255/40/R17 across the range in 2001. R 9x17-inch; 255/40/R17 brakes were uprated. R 10x18-inch; 285/30/R18

996 Anniversary 03-04

Painted in ‘Carrera GT’ GT silver,

and included a Turbo front
bumper and polished Carrera
wheels. Powerkit, -10mm
M030 sports suspension and
mechanical LSD standard.
Production numbers 10,386 Production numbers 1,963 Production numbers 2,313 Production numbers 682

996.2 C4 996.2 GT3 996 GT3 RS

Issue featured 107 Issue featured 112 Issue featured 142 Issue featured 161
Engine capacity 3,596cc Engine capacity 3,596cc Engine capacity 3,600cc Engine capacity 3,600cc

2002-2004 Compression ratio

Maximum power
11.3:1
320hp @ 6,800rpm
Compression ratio
Maximum power
11.3:1
345hp @ 6,800rpm
2003-2005 Compression ratio
Maximum power
11.7:1
381hp @ 7,400rpm
2004-2005 Compression ratio
Maximum power
11.7:1
381hp @ 7,400rpm
Facelifted in line with Maximum torque 370Nm @ 4,250rpm Maximum torque 370Nm @ 4,800rpm Based on facelifted Maximum torque 385Nm @ 5,000rpm Same 3,600cc engine as Maximum torque 385Nm @ 5,000rpm
rear-drive Carrera, though 0-62mph 5.0s 0-62mph 4.9s 996 Carrera, but with 0-62mph 4.5s in GT3, but with weight 0-62mph 4.4s
the all-wheel-drive version Top speed 177mph Top speed 175mph
new wings. Suspension Top speed 190mph
saving, offering 280bhp Top speed 190mph
Length 4,430mm Length 4,430mm Length 4,435mm Length 4,435mm
drives very much like Width 1,770mm Width 1,770mm lowered and uprated, Width 1,770mm per ton – an improvement Width 1,770mm
its rear-driven brethren. Weight 1,430kg Weight 1,370kg PCCB optional. Full-spec Weight 1,380kg of four per cent over the Weight 1,360kg
Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres
Cabin received minor F 7x17-inch; 205/50/R17 F 8x18-inch; 225/40/R18
interior unless Clubsport F 8.5x18-inch; 235/40/R18
996 GT3 Clubsport. F 8.5x18-inch; 235/40/R18
updates over Gen1. R 9x17-inch; 255/40/R17 R 10x18-inch; 285/30/R18 option was ordered. R 11x18-inch; 295/30/R18 PCCB optional. R 11x18-inch; 295/30/R18
 86 Data file in association with Beverly Hills Car Club

Sales debate
Has the moment passed for the
online auction market?

Production numbers 1,563

Issue featured
996 Turbo S
132 Production numbers 25,788
Engine capacity 3,600cc
997.1 Carrera
Issue featured 112

2004-2005 Compression ratio 9.4:1 Engine capacity 3,596cc

Maximum power
Maximum torque
450hp @ 5,700rpm
620Nm @ 3,500-
2004-2008 Compression ratio
Maximum power
11.3:1
325hp @ 6,800rpm
A 911 Turbo with the 4,500rpm Fully revised Porsche Maximum torque 370Nm @ 4,250rpm
previously optional 0-60mph 4.2s 911 with 993-influenced 0-62mph 5.0s
30bhp power upgrade, Top speed 191mph
bodywork and a new Top speed 177mph
Length 4,291mm Length 4,427mm
with larger turbochargers, Width 1,830mm interior. Engine was Width 1,808mm
uprated intercoolers Weight 1,590kg like 996, but refined for Weight 1,395kg
Wheels & tyres Wheels & tyres
and a revised ECU. F 8x18-inch; 225/40/R18
more power. Five-speed F 8x18-inch; 235/40/R18
PCCB are standard. R 11x18-inch; 295/30/R18 Tiptronic option available. R10x18-inch; 265/40/R18

Online auctions surged in popularity over the past five

years, with everyone trying to claim a slice of the pie. Lately
though, the picture hasn’t looked quite so rosy in that
corner of the used 911 arena. Have the wheels come off the
Production numbers 1,242
remote auction format? Production numbers 1,106 Issue featured 127

997.1 GT3 RS
Issue featured 156 997 GT2 Engine capacity 3,600cc
Avi Tandon is a private seller who’s been an enthusiastic Engine capacity 3,600cc
2007-2009 Compression ratio 9.0:1

user of online auctions. He highlights some of the potential 2006-2007 Compression ratio
Maximum power
12.0:1
415hp @ 7,600rpm
Maximum power
Maximum torque
530hp @ 6,500rpm
680Nm @ 2,200-
Similar to GT3, with Maximum torque 405Nm @ 5,500rpm Essentially a 997 Turbo 4,500rpm
frustrations of the platform, both as a seller and buyer. wider rear bodyshell of 0-62mph 4.2s but with rear-wheel drive 0-62mph 3.7s
the Carrera S. 20kg of Top speed 194mph
only. Had a more track- Top speed 204mph
“Transparency has always been an issue, in terms of the weight saved from GT3
Length 4,460mm Length 4,469mm
Width 1,808mm orientated suspension Width 1,852mm
quality of cars for sale, and on final sales price – indeed, thanks to carbon engine Weight 1,375kg and brake setup, with Weight 1,440kg
Wheels & tyres Wheels & tyres
cover and rear wing, and GT3-style interior and
if they even sold at all,” Avi says. “That’s a big concern, as plastic rear window.
F 8.5x19-inch; 235/35/R19 F 8.5x19-inch; 235/35/ZR19
R 12x19-inch; 305/30/R19 extra power. R 12x19-inch; 325/30/ZR19
some cars return to the market, but you never know why.”
The anonymity of the platform isn’t necessarily always
helpful, perhaps. 997.2 GT3 RS 2009-2012 997 Sport Classic 2010

“One bad example of a model can damage the market

value within auctions, as that is then taken as a reference,”
Tandon adds. He also points out that those concerns –
Wider front arches and a larger Based on 3.8-litre Powerkit,
especially with classic 911s – can mean the used market wing. Dynamic engine mounts rear-wheel-drive Carrera S, but
and PASM are standard. with 44mm wider rear arches.
isn’t always clear-cut when viewed solely online. Air con is optional, with no Retro styling including iconic
door handles, wheel brace ducktail and large Fuchs wheels.
Philip Raby, an independent dealer with a real-world or sound proofing. Production numbers 250
Production numbers 1,500 Production numbers 356 Issue featured 146
showroom, says you should remember that someone
997 Speedster
Issue featured 125 Issue featured 128 Engine capacity 3,800cc
Engine capacity 3,800cc Engine capacity 3,800cc Compression ratio 12.5:1
buying online will be expecting a bargain, so sellers should Compression ratio 12.2:1
2010 Compression ratio 12.5:1 Maximum power 408hp @ 7,300rpm
Maximum power 450hp @ 7,900rpm Maximum power 408hp @ 7,300rpm Maximum torque 420Nm @ 4,200-
expect to achieve lower prices. “You can’t use auctions to Maximum torque 430Nm @ 6,750rpm Built to mark Porsche Maximum torque 420Nm @ 4,400- 5,600rpm
0-62mph 4.0s Exclusive’s 25th year. 5,600rpm 0-62mph: 4.6s
value cars,” he says. “Those cars won’t have a warranty, Top speed 192mph
Shorter windscreen, but 0-62mph 4.4s Top speed: 187mph
Length 4,460mm Top speed 190mph Length: 4,435mm
and the – often flowery – description will likely have been Width 1,852mm rake angle same as 997 Length 4,440mm Width: 1,852mm
Weight 1,370kg Carrera. Wide body with Width 1,852mm Weight: 1,425kg
written remotely, purely from seeing photographs. We Wheels & tyres
19-inch Fuchs wheels. Weight 1,540kg Wheels & tyres
F 9x19-inch; 245/35/ZR19 Wheels & tyres F 8.5x19-inch; 235/35/ F 8.5x19-inch; 235/35/ZR19
know our sales cars, have prepared and driven them – and R 12x19-inch; 325/30/ZR19 Rear-wheel drive. ZR19 R 11x19-inch; 305/30/ZR19 R 11x19-inch; 305/30/ZR19

customers know that.”

“The instability in the economy is definitely having an
effect,” says Tandon, noting the quieter bidding action
of late. Both experts point out the pressure sellers can
receive from auctions to lower a reserve when bids aren’t
forthcoming. If auction buyers already expect a bargain,
then being encouraged to drop the price further on a quiet
auction isn’t an appealing proposition as a seller.
“Ultimately, it’s just got a bit boring,” says Tandon. “In Production numbers 2,000 Production numbers Unknown

the early days, where there was lots of content about, it 997 Turbo S 991.1 Carrera
Issue featured 123 Issue featured 137
Engine capacity 3,800cc Engine capacity 3,436cc

was good. Five years on, all that has worn off.” 2011-2013 Compression ratio
Maximum power 530hp @ 6,250-6,750rpm
9.8:1
2011-2015 Compression ratio
Maximum power
12.5:1
350hp @ 7,400rpm
A standard 997 Turbo The first of the newest and
We should remember that buying a 911 is an event in but with more power and
Maximum torque 700Nm @ 2,100-
4,250rpm latest Gen7 911s, it takes
Maximum torque
0-62mph
390Nm @ 5,600rpm
4.8s

itself. We should look, ask, learn and road test before we higher level of standard 0-62mp
Top speed
3.3s
195mph
styling hues from the 993. Top speed
Length
179.6mph
4,491mm
equipment including A redesigned chassis
know we’ve found the right car. In that respect, the market PCCB, centre-lock wheels,
Length
Width
4,435mm
1,852mm with lengthened
Width
Weight
1,808mm
1,380kg
Wheels & tyres
might be realising that clicking online may be convenient, crested sports seats and Weight 1,585kg
Wheels & tyres F 8.5x19-inch; 235/35/
wheelbase reduces the F 8.5x19-inch; 235/40/ZR19
Sport Chrono Plus. ZR19 R 11x19-inch; 305/30/ZR19 overhang of the engine. R 11x19-inch; 285/35/ZR19
but doesn’t compare to seeing the actual car yourself.
 87

997.1 Carrera 4 2005-08 997.1 C4S 2005-2008 997.1 Turbo 2005-2008

Like the 997 Carrera, but with The same 3.8-litre, 355bhp Similar to 997 C4S body, but
drive to all four wheels via a engine as the Carrera S, with with extra intakes at the front
multi-disc viscous coupling, four-wheel-drive system on C4. and sides. Essentially the 996
transferring between five and 44mm wider than Carrera S to Turbo engine, but with all-new
40 per cent of traction to the accommodate for wider rear twin turbos. VTG gave best of
front. 44mm wider at rear. wheels and tyres. small/large turbos.
Production numbers 41,059 Production numbers 8,533 Production numbers 30,973 Production numbers 19,201 Production numbers 2,378

997.1 Carrera S 997.1 GT3

Issue featured 107 Issue featured 3 Issue featured 111 Issue featured 159 Issue featured 117
Engine capacity 3,824cc Engine capacity 3,596cc Engine capacity 3,824cc Engine capacity 3,600cc Engine capacity 3,600cc

2004-2008 Compression ratio

Maximum power
11.8:1
355hp @ 6,600rpm
Compression ratio
Maximum power
11.3:1
325hp @ 6,800rpm
Compression ratio
Maximum power
11.8:1
355hp @ 6,600rpm
Compression ratio
Maximum power 480hp @ 6,000rpm
9.8:1
2006-2007 Compression ratio
Maximum power
12.0:1
415hp @ 7,600rpm
As per the 997 Carrera, Maximum torque 400Nm @ 4,600rpm Maximum torque 370Nm @ 4,250rpm Maximum torque 400Nm @ 4,600rpm Maximum torque 620Nm @ 1,950- Track focused, but Maximum torque 405Nm @ 5,500rpm
but with more powerful 0-62mph 4.8s 0-62mph 5.1s 0-62mph 4.8s 5,000rpm based on narrow-bodied 0-62mph 4.3s
3.8-litre engine and Top speed 182mph Top speed 174mph Top speed 179mph 0-62mph 3.9s Carrera with reworked Top speed 192mph
Length 4,427mm Length 4,427mm Length 4,427mm Top speed 193mph Length 4,445mm
PASM. 19-inch wheels Width 1,808mm Width 1,852mm Width 1,852mm Length 4,450mm 996 GT3 engine. PASM Width 1,808mm
as standard, with bigger Weight 1,420kg Weight 1,450kg Weight 1,475kg Width 1,852mm as standard, revs to Weight 1,395kg
ventilated brakes. Featured Wheels & tyres
F 8x19-inch; 235/35/R19
Wheels & tyres
F 8x18-inch; 235/40/R18
Wheels & tyres
F 8x19-inch; 235/35/R19
Weight 1,585kg 8,400rpm, 200 higher Wheels & tyres
F 8.5x19-inch; 235/35/R19
Wheels & tyres F 8.5x19-inch;235/35/
quad exhaust tailpipes. R11x19-inch; 295/30/R19 R 11x18-inch; 295/35/R18 R 11x19-inch; 305/30/R19 R19 R 11x19-inch; 305/30/R19 than the Gen2 996 GT3. R 12x19-inch; 305/30/R19

997.2 Carrera S 2008-12 997.2 GT3 2009-2012 997.2 Turbo 2009-2013

Altered as per the Carrera, but Updated as per the Carrera, Same as the original 997 Turbo
with larger 3.8-litre engine – but with a unique front and rear but with new LED tail-lights
again using fewer components wing, revised PASM, centre-lock and front driver lights. Larger
and Direct Fuel Injection. Had wheels and better brakes. tailpipes and DFI engine, with fuel
seven-speed PDK optional, like 2010 MY GT3s recalled to fix consumption cut by 16 per cent.
the Carrera. rear hubs. Production numbers 3,800
Production numbers 10,500 Production numbers 15,000 Production numbers 7,910 (Coupe) Production numbers 2,200 Issue featured 152

997.2 Carrera 997.2 C4S

Issue featured 144 Issue featured 61 Issue featured 111 Issue featured 117 Engine capacity 3,800cc
Engine capacity 3,614cc Engine capacity 3,800cc Engine capacity 3,800cc Engine capacity 3,797cc Compression ratio 9.8:1
2008-2012 Compression ratio
Maximum power
12.5:1
345hp @ 6,500rpm
Compression ratio
Maximum power
12.5:1
385hp @ 6,500rpm
2008-2012 Compression ratio
Maximum power
12.5:1
385hp @ 6,500rpm
Compression ratio
Maximum power
12.2.:1
435hp @ 7,900rpm
Maximum power 500hp @ 6,000rpm
Maximum torque 650Nm @ 1,950-
Revised with restyled Maximum torque 390Nm @ 4,400rpm Maximum torque 420Nm @ 4,400rpm Body as per C4 but with Maximum torque 420Nm @ 4,400rpm Maximum torque 430Nm @ 6, 250rpm 5,000rpm
LED rear lights and front 0-62mph 4.9s 0-62mph 4.7s larger engine. Utilised 997 0-62mph 4.7s 0-62mph 4.1s 0-62mph 3.4s
driving lights. M97 engine Top speed 179mph Top speed 187mph
Turbo’s 4WD and PTM. Top speed 185mph Top speed 194mph Top speed 194mph
Length 4,435mm Length 4,435mm Length 4,435mm Length 4,460mm Length 4,450mm
replaced with a 91 DFI unit, Width 1,808mm Width 1,808mm Viscous coupling gives Width 1,852mm Width 1,808mm Width 1,852mm
using fewer parts – Weight 1,415kg Weight 1,425kg way to electromagnetically Weight 1,480kg Weight 1,395kg Weight 1,570kg
Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres
with no problematic F 8x18-inch; 235/40/ZR18 F 8x19-inch; 235/35/ZR19
controlled multi- F 8x19-inch; 235/35/ZR19 F 8.5x19-inch; 235/35/ZR19
Wheels & tyres
F 8.5x19-inch; 235/35/ZR19
Intermediate Shaft. R 10.5x18-inch; 265/40/ZR18 R 11x19-inch; 295/30/ZR19 plate clutch. R 11x19-inch; 305/30/ZR19 R 12x19-inch;305/30/ZR19 R 11x19-inch; 305/30/ZR19

997 GT2 RS 2010-2011 997 C2 GTS 2010-2012 997 C4 GTS 2010-2012

GT2 went back to its roots with C4’s wider rear body, and Like C2 997 GTS but slightly
lightweight body and interior, powered by the 3.8-litre Carrera heavier and with 4WD. In either
plus extra power. Recognisable S engine, with a Powerkit C2 or C4 form, it represented
thanks to carbon fibre bonnet, producing extra 25bhp. GTS is a great saving over optioning
air intake and mirrors. laden with Porsche options. up a 997 Carrera counterpart.
Production numbers 500 Production numbers Unknown Production numbers Unknown
Production numbers 600 Production numbers 121 Issue featured 155 Issue featured 157 Issue featured 125

997 GT3 RS 4.0 997 918 Edition

Issue featured 125 Issue featured 74 Engine capacity 3,600cc Engine capacity 3,800cc Engine capacity 3,800cc
Engine capacity 3,996cc Engine capacity 3,800cc Compression ratio 9.0:1 Compression ratio 12.5:1 Compression ratio 12.5:1
2010 Compression ratio
Maximum power
12.6:1
500hp @ 8,250rpm
2010 Compression ratio
Maximum power 530hp @ 6,250-6,750rpm
9.8:1 Maximum power
Maximum torque
620hp @ 6,500rpm
700Nm @ 2,500-
Maximum power
Maximum torque
408hp @ 7,300rpm
420Nm @ 4,200-
Maximum power
Maximum torque
408hp @ 7,300rpm
420Nm @ 4,200-
Engine was upgraded and Maximum torque 460Nm @ 5,750rpm These exclusive 997 Turbo Maximum torque 700Nm @ 2,100- 5,500rpm 5,600rpm 5,600rpm
aerodynamically tweaked, 0-62mph 3.9s S-spec 911s were only 4,250rpm 0-62mph 3.5s 0-60mph 4.6s 0-62mph 4.6s
Top speed 0-62mph
with the angle of the rear 193mph
available to those who 3.3s Top speed 205mph Top speed 190mph Top speed 188mph
Length 4,460mm Top speed 195mph Length 4,460mm Length 4,435mm Length 4,435mm
wing increased and dive Width 1,852mm had paid a deposit for a Length 4,435mm Width 1,852mm Width 1,852mm Width 1,852mm
planes on either side of Weight 1,360kg 918 Spyder. It featured Width 1,852mm Weight 1,370kg Weight 1,420kg Weight 1,480kg
Wheels & tyres Wheels & tyres
the front nose. A future F 9x19-inch; 245/35/ZR19
acid green badging and Weight 1,585kg
Wheels & tyres F 8.5x19-inch; 235/35/
Wheels & tyres
F 9x19-inch; 245/35/ZR19 F 8.5x19-inch; 235/35/19
Wheels & tyres
F 8.5x19-inch; 235/35/ZR19
collectors’ gem. R 12x19-inch; 325/30/ZR19 brake calipers. ZR19 R 11x19-inch; 305/30/ZR19 R 12x19-inch; 325/30/ZR19 R 11x19-inch; 305/30/19 R 11x19-inch; 305/30/ZR19

991.1 Carrera 4 2012-2015

22mm wider body than C2,

with 10mm wider tyres and
connecting rear tail light as
standard. Also features a torque
distribution indicator on the
digital dash clock.
Production numbers Unknown Production numbers Unknown Production numbers Unknown Production numbers 3,000 (estimate)

991.1 Carrera S 991.1 Carrera 4S 991.1 GT3

Issue featured 114 Issue featured 98 Issue featured 118 Issue featured 143
Engine capacity 3,800cc Engine capacity 3,436cc Engine capacity 3,800cc Engine capacity 3,800cc

2011-2015 Compression ratio

Maximum power
12.5:1
400hp @ 7,400rpm
Compression ratio
Maximum power
12.5:1
350hp @ 7,400rpm
2012-2015 Compression ratio
Maximum power
12.5:1
400hp @ 7,400rpm
2013-2015 Compression ratio
Maximum power
12.9:1
475hp @ 8,250rpm
Same as Carrera, with Maximum torque 440Nm @ 5,600rpm Maximum torque 390Nm @ 5,600rpm Same wider body Maximum torque 440Nm @ 5,600rpm Wide body from 991 Maximum torque 440Nm @ 6,250rpm
seven-speed manual 0-62mph 4.5s 0-62mph 4.9s styling as C4, coupled to 0-62mph 4.5s Carrera 4 was used for the 0-62mph 3.5s
’box but utilising bigger Top speed 188.9mph Top speed 177mph
3.8-litre 400bhp engine. Top speed 185mph
first time. Mezger engine Top speed 196mph
Length 4,491mm Length 4,491mm Length 4,491mm Length 4,545mm
engine. Slightly larger Width 1,808mm Width 1,852mm Also features six-piston Width 1,852mm from previous GT3s Width 1,852mm
front brakes than the Weight 1,395kg Weight 1,430kg brake calipers at front. Weight: 1,445kg replaced with revamped Weight 1,430kg
Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres
standard Carrera, PASM F 8.5x20-inch; 245/35/ZR20 F 8.5x19-inch; 235/40/ZR19
PTV spread torque F 8.5x20-inch; 245/35/ZR20
DFI version of Carrera S F 9x20-inch; 245/35/ZR20
as standard equipment. R 11x20-inch; 295/30/ZR20 R 11x19-inch;305/35/ZR19 more evenly. R 11x20-inch; 305/30/ZR20 engine. PDK only. R 12x20-inch; 305/30/ZR20
 88 Data file in association with Beverly Hills Car Club

Technology explained
991.1 Turbo S 2013-2015

088 GT3 R HYBRID SYSTEM Same dimensions as the 991

Turbo, but with a tweaked map
to provide extra 40bhp. Turbo
options standard, including

The new 992.2 GTS is the first road-going 911 to centre-lock wheels and PCCB.
Production numbers Unknown
Production numbers Unknown Issue featured 115

adopt hybrid tech, but the first hybrid 911 was a 991.1 Turbo
Issue featured
Engine capacity
109
3,800cc
Engine capacity
Compression ratio
3,800cc
9.8:1

2013-2014 Compression ratio 9.8:1 Maximum power 560hp @ 6,500-

race car. Here’s how it worked… New Turbo marks the

Maximum power
Maximum torque
520hp @ 6,000rpm
660Nm @ 1,950rpm
6,750rpm
Maximum torque 700Nm @ 2,100-4,250
introduction of rear axle 0-62mph 3.4s 0-62mph 3.1s
steering, plus PDK-only Top speed 195mph Top speed 197mph
Length 4,506mm Length 4,506mm
transmission to forced- Width 1,880mm Width 1,880mm
induction 991 models. Weight 1,595kg Weight 1,605kg
Wheels & tyres Wheels & tyres
F 8.5x20-inch; 245/35/ZR20 F 9x20-inch; 245/35/ZR20
R 11x20-inch; 305/30/ZR20 R 11x20-inch, 305/30/ZR20

991.2 Carrera 4 2016-08

New 9A2 turbocharged engine

fused with all-wheel-drive
running gear, now electro-
hydraulically controlled.
Distinguishable by wider body
and full-width rear brake light.
Production numbers Unknown Production numbers Unknown

991.2 Carrera S
Issue featured 132 Issue featured 133
Engine capacity 2,981cc Engine capacity 2,981cc

2016-2018 Compression ratio

Maximum power
10.0:1
420hp @ 6,500rpm
Compression ratio
Maximum power
10.0:1
370hp @ 6,500rpm
Shares Carrera’s Maximum torque 500Nm @ 1,700- Maximum torque 450Nm @ 1,700-
3.0-litre turbocharged 5,000rpm 5,000rpm
9A2 engine, and 0-62mph 3.9s 0-62mph 4.1s
Top speed 191mph Top speed 181mph
features revised turbos, Length 4,499mm Length 4,499mm
exhaust and engine Width 1,808mm Width 1,852mm
management to produce Weight 1,440kg
Wheels & tyres F 8.5x20-inch; 245/35/
Weight 1,480kg
Wheels & tyres F 8.5x19-inch; 235/40/
an additional 50hp. ZR20 R 11.5x20-inch; 305/30/ZR20 ZR19 R 11.5x19-inch; 295/35/ZR19
The 992.2 GTS is the first production 911 to feature a hybrid powertrain, but it
isn’t Porsche’s first dabble with the tech. The 997 GT3 R Hybrid race car of 2010
was, in fact, the first 911 to feature hybrid technology. 991 R 2016

Built for GT3 Class Endurance Racing, the GT3 R was intended as little more
than a rolling experiment, ultimately laying the groundwork for the 918. Unlike
the battery-powered hybrid system of the 992.2 GTS, the 2010 GT3 R instead
991 GT3 RS engine mated to six-
took a standard GT3 R and added a Kinetic Energy Recovery System (KERS), speed manual gearbox. Features
Cabriolet active rear wing with
that was developed by Williams Hybrid Power (WHP) in the UK. diffuser aiding downforce.
Lightweight flywheel optional.
KERS is simply a storage system to harness the energy produced under Production numbers 991
Issue featured 153 Production numbers Unknown
braking, before passing that energy on to a motor to create rotational energy.
991.2 C2 GTS
Engine capacity 3,996cc Issue featured 150
Compression ratio 13.2:1 Engine capacity 2,981cc
Instead of fitting a battery to store energy, it uses WHP’s flywheel, mounted Maximum power 500hp @ 8,250rpm 2017-2019 Compression ratio 10.0:1
Maximum torque 460Nm @ 6,250rpm Maximum power 450hp @ 6,500rpm
alongside the driver, for weight distribution. As the car brakes, that energy 0-62mph 3.8s
Similar specification and Maximum torque 550Nm @ 2,150-
Top speed 201mph ‘black accent’ styling as 5,000rpm
(usually lost as heat) is harnessed to rotate two electric motors in the front Length 4,532mm per 991.1, available in both 0-62mph 4.1s
Width 1,852mm Top speed 194mph
wheels, which are used as generators under braking. A third generator on the Weight 1,370kg
rear-wheel and all-wheel Length 4,528mm
Wheels & tyres drive form. C4 GTS Width 1,852mm
flywheel then makes it spin, at up to 40,000rpm. F 9x20-inch; 245/35/ZR20
quicker than C2 GTS. Weight 1,450kg
R 12x20-inch; 305/30/ZR20 Wheels & tyres F 9x20-inch; 245/35/ZR20
This energy, under the driver’s command, can then be discharged back to R 12x20-inch; 305/30/ZR20

power the 60kW motors in each of the front wheels. For up to eight seconds,
this both supplements the 480bhp of the flat six, and gives the added driving
991.2 GT3 RS 2018-19
benefits of powering the front wheels. All this is dispensed as required by
pressing a button on the steering wheel.
Originally developed for the Williams F1 team, the energy storage system
traces its origins back to technology used in uranium-enrichment centrifuges,
Latest GT3 RS gets GT3 facelift
but was further honed for motorsports. At the time Porsche acknowledged it but with NACA ducts and
suspension from GT2 RS. 20hp
was a test bed for the hybrid tech of the 918 racer, explaining, “It would provide increase over Gen1, with chassis
and aerodynamic revisions.
know-how in the subsequent use of hybrid technology in road-going sports cars.” Production numbers 5,000 Production numbers 100 UK cars (est)

991 Carrera T
Issue featured 162 Issue featured 164
At the time Porsche was the first to go public with WHP’s KERS system, and Engine capacity 2,981cc Engine capacity 4,000cc

it was hoped that as volume increased, costs would lower. The flywheel system 2018 Compression ratio
Maximum power
10.0:1
370hp @ 6,500rpm
Compression ratio
Maximum power
Unknown
520hp
Purist take on the 991.2 Maximum torque 450Nm @ 1,700- Maximum torque 480Nm
offered 60-80 per cent weight savings over battery hybrid systems of the time, Carrera with 20kg 5,000rpm 0-62mph 3.2s

while being suitable for internal combustion, battery or hydrogen host vehicles. of weight saved and 0-62mph 4.1s Top speed 193mph
Top speed 183mph Length 4,549mm
regearing of seven-speed Length 4,499mm Width 1,880mm
A decade after the experiment, it would be a battery hybrid system that manual gearbox. Same Width 1,808mm Weight 1,420kg
Wheels & tyres
debuted in the 911 hybrid road car, rather than KERS. 370hp engine as Carrera, Weight 1,410kg
Wheels & tyres F 8.5x19-inch; 245/40/ R19 F 9.5x20-inch; 265/35/ZR20
PDK optional. R 11.5x19-inch; 295/35/ZR19 R 12.5x21-inch; 325/30/ZR21
 89

991.1 GT3 RS 2015-2017

Unprecedented aero package

now delivers 997 RS 4.0’s max
downforce at just 93mph.
Modified 4.0-litre DFI version
of 991.1 GT3 engine; PDK-only.
Production numbers 6,000
Production numbers 1,963 Production numbers Unknown Production numbers Unknown Issue featured 136

991 Anniversary 991.1 Carrera 991.1 C4 GTS

Issue featured 112 Issue featured 157 Issue featured 125 Engine capacity 3,996cc
Engine capacity 3,800cc Engine capacity 3,800cc Engine capacity 3,800cc Compression ratio 12.9:1
2013-2014 Compression ratio
Maximum power
12.5:1
400hp @ 7,400rpm
GTS 2014-16 Compression ratio
Maximum power
12.5:1
430hp @ 7,500rpm
2014-2016 Compression ratio
Maximum power
12.5:1
430hp @ 7,500rpm
Maximum power 500hp @ 8,250rpm
Maximum torque 460Nm @ 6,250rpm
Exuberantly styled Maximum torque 440Nm @ 5,600rpm Big-spec GTS utilises Maximum torque 440Nm @ 5,750rpm Almost the same as the C2 Maximum torque 440Nm @ 5,750rpm 0-62mph 3.3s
Carrera S with wide body 0-62mph 4.5s wide body and a host of 0-62mph 4.0s GTS, but with additional 0-62mph 4.4s Top speed 193mph
and generous spec. Many Top speed 188mph
good options including Top speed 190mph
traction offered by four- Top speed 188mph Length 4,545mm
Length 4,491mm Length 4,491mm Length 4,491mm Width 1,880mm
styling cues inside and out Width 1,852mm Powerkit, PASM, Sport Width 1,852mm wheel drive. As a result, Width 1,852mm Weight 1,420kg
taken from original 901. Weight 1,420kg chrono, Sport exhaust to Weight 1,425kg performance times are Weight 1,470kg Wheels & tyres
Wheels & tyres Wheels & tyres Wheels & tyres F 9.5x20-inch; 265/35/ZR20
Powerkit only came as F 9x20-inch; 245/35/ZR20
name a few, all for £7,000 F 9x20-inch; 245/35/ZR20
altered slightly over its F 9x20-inch; 245/35/ZR20 R 12.5x21-inch; 325/30/ZR21
standard spec in US. R 11.5x20-inch; 305/30/ZR20 more than Carrera S. R 11.5x20-inch; 305/30/ZR20 rear-driven variant. R 11.5x20-inch; 305/30/ZR20

991.2 Turbo 2016-2018

Revised 9A1 engine from 991.1,

producing 540hp thanks to
modified inlet ports in cylinder
head, new injection nozzles and
higher fuel pressure.
Production numbers Unknown
Production numbers Unknown Production numbers Unknown Issue featured 135 Production numbers Unknown

991.2 Carrera 991.2 Turbo S

Issue featured 137 Issue featured 154 Issue featured 145
991.2 Carrera
Engine capacity 3,800cc
Engine capacity 2,981cc Engine capacity 2,981cc Compression ratio 9.8:1 Engine capacity 3,800cc
2016-2018 Compression ratio
Maximum power
10.0:1
370hp @ 6,500rpm
4S 2016-18 Compression ratio
Maximum power
10.0:1
420hp @ 6,500rpm
Maximum power 540hp @ 6,400rpm 2016-2018 Compression ratio
Maximum power
9.8:1
580hp @ 6,750rpm
Maximum torque 710Nm @ 2,250-
Facelift model Maximum torque 450Nm @ 1,700- As per C4 but using Maximum torque 500Nm @ 1,700- 4,000rpm
As per 991.2 Turbo, but Maximum torque 750Nm @ 2,250-
substantially changed 5,000rpm revised turbos, exhaust 5,000rpm 0-62mph 3.1s with power boosted to 4,000rpm
0-62mph 0-62mph 0-62mph
underneath with power 4.2s
and engine management 3.8s Top speed 199mph 580hp thanks to new 2.9s
Top speed 183mph Top speed 189mph Length 4,507mm Top speed 205mph
coming from completely Length 4,499mm from C2S to produce Length 4,499mm Width 1,880mm
turbochargers with larger Length 4,507mm
new 3.0-litre 9A2 Width 1,808mm extra 50hp. Faster Width 1,852mm Weight 1,595kg compressors. Faster ever Width 1,880mm
turbocharged engine. Weight 1,430kg
Wheels & tyres F 8.5x19-inch; 235/40/
0-62mph than C2S for Weight 1,490kg
Wheels & tyres F 8.5x20-inch; 245/35/
Wheels & tyres
F 9x20-inch; 245/35/ZR20
911 from 0 to 62mph. Weight 1,600kg
Wheels & tyres F 9x20-inch; 245/35/ZR20
PASM now standard. ZR19 R 11.5x19-inch; 295/35/ZR19 first time. ZR20 R 11.5x20-inch; 305/30/ZR20 R 11.5x20-inch; 305/30/ZR20 R 11.5x20-inch; 305/30/ZR20

991.2 C4 GTS 2017-2019

As 991.2 Carrera GTS but with

PTM four-wheel drive electrically
controlling drive between both
axles (rear always driven). Red
connecting strip on rear.
Production numbers Unknown
Issue featured 151 Production numbers 222 (UK, est) Production numbers 2,000 (estimate) Production numbers 500
Engine capacity 2,981cc
991.2 GT3 991 Turbo S
Issue featured 153 Issue featured 161 Issue featured 170
Compression ratio 10.0:1 Engine capacity 3,996cc 991 GT2 RS Engine capacity 3,800cc Engine capacity 3,800cc
Maximum power
Maximum torque
450hp @ 6,500rpm
550Nm @ 2,150- 2017-2019 Compression ratio
Maximum power 500hp @ 8,250rpm
13.3:1
2017-2019 Compression ratio
Maximum power
9.0:1
700hp @ 7,000rpm
Exclusive Edition Compression ratio
Maximum power
9.8:1
607hp
5,000rpm New 4.0-litre engine from Maximum torque 460Nm @ 6,000rpm Fastest factory 911 of all Maximum torque 750Nm @ 2,500- The work of Porsche’s Maximum torque 750Nm @ 2,250-
0-62mph 3.8s 991.2 Cup car. Retains 0-62mph 3.9s (manual) time. Highly modified 4,500rpm Exclusive department, 4,000rpm
Top speed 193mph
Length 4,528mm
9,000rpm redline; Top speed 199mph
Turbo S engine with 0-62mph 2.8s
with extensive use of 0-62mph 2.9s
Length 4,562mm Top speed 211mph Top speed 205mph
Width 1,852mm six-speed manual Sport Width 1,852mm sprayed intercoolers. Length 4,549 carbon on the bonnet, Length 4,507mm
Weight 1,515kg transmission is a no-cost Weight 1,413kg (manual) Rear wheel drive, PDK Width 1,880mm roof and side skirts. Power Width 1,880mm
Wheels & tyres Wheels & tyres
F 9x20-inch; 245/35/ZR20 option. Revised airflow to F 9x20-inch; 245/35/ZR20
only. New inlets on bonnet Weight 1,470kg
Wheels & tyres F 9.5x20-inch; 265/35/
is hiked to 607hp, Turbo Weight 1,670kg
Wheels & tyres F 9x20-inch; 245/35/ZR20
R 12x20-inch; 305/30/ZR20 front and rear. R 12x20-inch; 305/30/ZR20 feeds air to brakes. ZR20 R 12.5x21-inch; 325/30/ZR21 Aerokit standard. R 11.5x20-inch; 305/30/ZR20

992.1 Carrera 2020-2024

The base 992 was revealed some

nine months after the S. Visually
different to the C2S thanks to
smaller wheels and two single-exit
exhaust tips.
Production numbers 1,948 Production numbers In production Production numbers In production Production numbers In production

991 Speedster 992.1 C2S 992.1 Carrera

Issue featured 172 Issue featured 174 Issue featured 174 Issue featured 189
Engine capacity 3,996cc Engine capacity 2,981cc Engine capacity 2,981cc Engine capacity 2,981cc
2019 Compression ratio
Maximum power
13.3:1
500hp @ 8,250rpm
2019-2024 Compression ratio
Maximum power
10.5:1
450hp @ 6,500rpm
4S 2019-2024 Compression ratio
Maximum power
10.5:1
450hp @ 6,500rpm
Compression ratio
Maximum power 385hp @ 6,500rpm
10.2:1

Limited-edition special Maximum torque 460Nm @ 6,000rpm All-new eighth Maximum torque 530Nm @ 2-5,000rpm As with the 992 Carrera S, Maximum torque 530Nm @ 2-5,000rpm Maximum torque 450Nm @ 5,000rpm
from Flacht to mark 70 0-62mph 3.9s generation of 911 carries 0-62mph 3.5s but with active all-wheel 0-62mph 3.4s 0-62mph 4.0s
Top speed
years of Porsche. Engine 199mph
over 9A2 engine from Top speed 191mph
drive providing variable Top speed 190mph Top speed 182mph
Length 4,562mm Length 4,519mm Length 4,519mm Length 4,519mm
taken directly from 991.2 Width 1,852mm 991.2, though all cars are Width 1,852mm torque to the front axle. Width 1,852mm Width 1,852mm
GT3 with its six-speed Weight Unknown now wide bodied with Weight 1,515kg Identifiable by silver Weight 1,565kg Weight 1,505kg
Wheels & tyres
manual compulsory. Wheels & tyres
subtle visual tweaks. F 8.5x20-inch; 245/35/ZR20
decklid slats (C2S has Wheels & tyres
F 8.5x20-inch; 245/35/ZR20
Wheels & tyres
F 9x20-inch; 245/35/ZR20 F 8.5x19-inch; 235/40/ZR19
R 12x12-inch; 305/30/ZR20 R11.5x21-inch; 305/30/ZR21 black slats). R11.5x21-inch; 305/30/ZR21 R 11.5x20-inch; 295/35/ZR20
 90 Data file in association with Beverly Hills Car Club

992 Turbo S 2020- 992 Targa HDE 2020- 992.1 C4 GTS 2021-2024

3.8-litre version of 992 Carrera’s First of four Heritage Design As with 992 C2 GTS, albeit with
engine, with intercoolers now on specials from Porsche AWD system and therefore
top and air filters housed behind Exclusive, inspired here by a 50kg weight penalty. Rear
side air intakes. PSE and Sports Porsche sports cars of the decklid features grey slats
chassis optional for first time. 1950s and 1960s. instead of black.
Production numbers In production Production numbers In production Production numbers 992 Production numbers Unknown Production numbers Unknown

992.1 Carrera 4 992 C2 GTS

Issue featured N/A Issue featured 190 Issue featured 193 Issue featured 213 Issue featured n/a
Engine capacity 2,981cc Engine capacity 3,745cc Engine capacity 2,981cc Engine capacity 2,981cc Engine capacity 2,981cc

2020-2024 Compression ratio

Maximum power
10.5:1
385hp @ 6,500rpm
Compression ratio
Maximum power
8.7:1
640hp @ 6,750rpm
Compression ratio
Maximum power
10.5:1
450hp @ 6,500rpm
2021- Compression ratio
Maximum power
10.0:1
480hp @ 6,500rpm
Compression ratio
Maximum power
10.0:1
480hp @ 6,500rpm
Same spec as the 992 Maximum torque 450Nm @ 1,950- Maximum torque 800Nm @ 2,500- Maximum torque 530Nm @ 2-5,000rpm More of a Turbo-lite Maximum torque 570Nm @ 2-5,000rpm Maximum torque 570Nm @ 2-5,000rpm
Carrera, albeit with 5,000rpm 4,000rpm 0-62mph 3.6s option than a bridge 0-62mph 3.4s (PDK) 0-62mph 3.3s (PDK)
variable torque sent to 0-62mph 4.0s 0-62mph 2.7s Top speed 189mph
between C2S and GT3. Top speed 193mph Top speed 192mph
Top speed 180mph Top speed 205mph Length 4,519mm Length 4,533mm Length 4,533mm
the front wheels in an Length 4,519mm length 4,535mm Width 1,852mm Has Powerkit, centre-lock Width 1,852mm Width 1,852mm
improved multi-plate Width 1,852mm Width 1,900mm Weight 1,675kg wheels and GTS-specific Weight 1,510kg Weight 1,560kg
clutch AWD PTM system Weight 1,555kg weight 1,640kg Wheels & tyres
interior. Manual option Wheels & tyres
F 8.5x20-inch; 245/35/ZR20
Wheels & tyres
F 8.5x20-inch; 245/35/ZR20
Wheels & tyres F 8.5x19-inch; 235/40/ Wheels & tyres F 8.5x20-inch; 255/35/ F 8.5x20-inch; 245/35/ZR20
over the 991.2. ZR19 R 11.5x20-inch; 295/35/ZR20 ZR20 R 11.5x21-inch; 315/30/ZR21 R 11.5x21-inch; 305/30/ZR21 features stubbier shifter. R 11.5x20-inch; 305/30/ZR21 R 11.5x21-inch; 305/30/ZR21

992.1 Carrera T 2023-24

More focused and lighter

version of the base Carrera, with
manual gearbox, PASM Sports
suspension, sports exhaust, PTV
and Chrono package.
Production numbers Unknown Production numbers Unknown Production numbers Unknown Production numbers 1,250

992.1 GT3 992 Sport

Issue featured 199 Issue featured 224 Issue featured n/a Issue featured 231
Engine capacity 3,996cc 992 GT3 RS Engine capacity 3,996cc Engine capacity 2,981cc Engine capacity 3,745cc
2021-2024 Compression ratio
Maximum power
13.3:1
510hp @ 8,400rpm
2023-2024 Compression ratio
Maximum power
13.3:1
525PS @ 8,500rpm
Compression ratio
Maximum power
10.0:1
385hp @ 6,500rpm
Classic 2023-24 Compression ratio
Maximum power
8.7:1
550hp @ 6,750rpm
New swan neck wing Maximum torque 470Nm @ 6,100rpm 992 GT3-based albeit Maximum torque 465Nm @ 6,300rpm Maximum torque 450Nm @ 5000rpm A unique setup of manual, Maximum torque 600Nm @ 2,000-
design, double wishbone 0-62mph 3.4s with KERS system 0-60mph 3.2s 0-62mph 4.5s (manual) RWD, Turbo. The second 6,000rpm
Top speed Top speed 0-62mph
front axle and GT3 R 199mph
used for the first time 184mph Top speed 182mph
of four Heritage Design 4.1s
Length 4,573mm Length 4,572mm Length 4,519mm Top speed 196mph
diffuser. 50 per cent Width 1,852mm on a Porsche road car, Width 2,027mm Width 1,852mm Edition cars from Porsche Length 4,535mm
more downforce over Weight 1,418kg (manual) adjustable damping and Weight 1,450kg Weight 1,470kg (manual) Exclusive, considered Width 1,900mm
991.2 GT3, sub seven- Wheels & tyres
a large, central radiator in Wheels & Tyres Wheels & tyres
a softer GT2-style 911. Weight 1,570kg
F 9.5x20-inch; 255/35/ZR20 F 10x20-inch; 275/30/ZR20 F 8.5x20-inch; 245/35/ZR20 Wheels & Tyres F 8.5x20-inch; 255/35/
minute ‘Ring time. R 12x21-inch; 315/30/ZR21 the front boot. R 13x21-inch; 335/30/ZR21 R 11.5x21-inch; 305/30/ZR21 ZR20 R 11.5x21-inch; 315/30/ZR21

992 Dakar 2023-24

Special edition 911 built for

off-road use. GTS engine with
bespoke, raised chassis, roof
bars and all-terrain tyres.
Features Off-road and Rallye
traction modes.
Production numbers 346 NEW Production numbers 1,963 Production numbers n/a Production numbers n/a

992 S/T
Issue featured 115 Issue featured n/a Issue featured 245
992.2 Carrera 992.2 Carrera
Issue featured 246
Engine capacity 3,600cc Engine capacity 3,996cc Engine capacity 2,981cc Engine capacity 3,600cc
Compression ratio
Maximum power
8.0:1
450hp @ 5,750rpm
2024 Compression ratio
Maximum power
13.3:1
525hp @ 8,500rpm
2024- Compression ratio
Maximum power
TBC
394hp
GTS 2024- Compression ratio
Maximum power
10.5:1
541hp
Maximum torque 585Nm @ 4,500rpm Anniversary model to Maximum torque 465Nm @ 6,300rpm Twin turbocharged flat Maximum torque 450Nm The first road-going Maximum torque 610Nm
0-62mph 4.1s celebrate 60 years of the 0-62mph 3.7s six taken from the 992.1 0-62mph 3.9s 911 to feature hybrid 0-62mph 3.0s
Top speed 186mph
Porsche 911. Featuring Top speed 186mph
Carrera, tweaked to Top speed 183mph
technology. Porsche Top speed 193mph
Length 4,245mm Length 4,573mm Length 4,542mm Length 4,553mm
Width 1,795mm the 992 RS engine in a Width 1,852mm include intercoolers taken Width 1,852mm Active Aerodynamics Width 1,852mm
Weight 1,583kg subtle, de-winged body. Weight 1,380kg from 992.1 Turbo and Weight 1,520kg uses movable front Weight 1,595kg
Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres
F 8x18-inch; 225/40/18 F 9.5x20-inch, 255/35/ZR20;
turbochargers from 992.1 F 8.5x19-inch, 235/40/ZR19;
bumper slats and front F 8.5x20-inch, 245/35/ZR20
R 10x18-inch; 285/30/18 R 12x21-inch, 315/30/ZR21 GTS. Updated interior. R 11.5x20-inch, 295/35/ZR20 diffusers (underneath). R 11.5x21-inch, 315//30/ZR21

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Production numbers n/a

992.2 Carrera
Issue featured 245
Engine capacity 3,600cc

4 GTS 2024 - Compression ratio

Maximum power
10.5:1
541hp
As per 992.2 Carrera GTS Maximum torque 610Nm
albeit with the same all- 0-62mph 3.0s
wheel-drive system taken Top speed 193mph
Length 4,553mm
from the 992.1 Carrera 4. Width 1,852mm
Weight 1,645kg CHECK OUT PAGE 36 FOR MORE DETAILS
Wheels & tyres
F 8.5x20-inch, 245/35/ZR20
R 11.5x21-inch, 315//30/ZR21
Issue 249 in shops and available for download from 08 Oct

MICHAEL MAUER
Porsche’s chief of design talks to Total 911

993 RSK PORSCHE OUR GREATEST

EXPLORED DETAILING GUIDE DRIVES
The inside story on Tuthill’s Step-by-step instructions Which are the best 911s we’ve
stunning 993 recreation to protecting your 911 driven in 249 issues?

*Contents may be subject to change

98 Porsche Moment

Porsche Moment
Total 911 recounts the story behind a famous picture from Porsche’s past…
Written by Kieron Fennelly Photograph courtesy of Porsche Corporate Archives

As Weissach developed the 911 3.0 RSR, Porsche’s the capacity of the flat six had to be reduced from both racing enthusiasts, are trying to get into
ambitions shifted away from the GT category, 2,994 to 2,142cc. Porsche’s approach was to use the discussion. Beside the 911 is a man actually
where the 911 was already the most consistent the old 2.0-litre crankshaft that reduced stroke working: mechanic Gerhard Küchle (who gave
winner, and towards the World Championship to 66mm with an 83mm bore, and the cylinder Total 911 a highly entertaining interview in issue
of Makes. From 1975, competitors would have to head of the 2.3 S/T. Experience from the Can-Am 231). Further over, driver Schurti is on the counter
be production car-based anyway and Weissach series enabled relatively quick development of while to his left Wolfgang Berger, the man who
saw an opportunity to gain experience with a the turbocharger and for the first time, a Porsche developed the RSR (and would later design and
turbocharged 911. turbo used an intercooler. The 2.1 would be the manage the 936), listens to Müller, the Swiss
In the short term, with a factory chassis and last 911 to use mechanical fuel injection. always recognisable from his blonde crew-cut.
body, the 911 Turbo would be at a considerable Porsche’s then racing subcontractor, Martini, Porsche’s photo caption does not specify, but
weight disadvantage compared with current ran two of these 2,142cc 911 Turbos during the judging from the relaxed atmosphere, and
3.0-litre sports racer prototypes from Alfa Romeo, 1974 season with driver pairings Herbert Müller plethora of photographers and journalists, this is
John Wyer’s Gulf Fords and the V12 Matras. Yet and Gijs van Lennep, and Manfred Schurti and a picture from a practice session. In the event, for
Porsche was keen to show it was active in high- Helmuth Koinigg. The company might have an ‘experimental’ outing, Porsche did quite well.
profile sports car-level racing, and the experience been keeping its competition activity at arms The Alfa team failed to appear, the Wyer cars
gleaned would also be useful. Undoubtedly, a length, but the above shot of the Le Mans pits expired, as did three of the four Matras, and the
handful of optimists in Weissach thought the shows Porsche personnel were there in strength. Schurti-Koinigg 911 blew up spectacularly at half
first Turbo might even reach a podium or two. On the left, racing and PR manager Manfred distance while in 5th place. Müller looked set to
The rules stated any form of supercharging Jantke is identifiable in a safari suit and on the pit record Porsche’s third Le Mans victory until loss
– whether mechanical or exhaust driven – was counter the ever-present Peter Falk holds court. of fifth gear slowed him enough for the surviving
subject to an ‘equivalence formula’. This meant To his left, Ernst Fuhrmann and Helmuth Bott, Matra to take the flag.
9000 9001