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shop.kelsey.co.uk/myaccount Porsche. Specifically, each of the cars we will be
CONTACT US presenting in these pages played a vital role in
For customer service support, please visit:
help.kelsey.co.uk pushing the Stuttgart concern’s production and
Customer service and subscription postal address: motorsport efforts forward.
Classic Porsche Customer Service Team,
Kelsey Publishing Ltd, The Granary, Downs Court, Yalding Hill, Yalding, Okay, I’m teasing you. Let me put you out
Kent, ME18 6AL, United Kingdom
of your misery by revealing the first of these
CLASSIFIEDS
Tel: 0906 802 0279 (premium rate line, operated by Talk Media Sales
wonderful sports cars. It’s the 356 A 1500 GS
on behalf of Kelsey Publishing Ltd. Calls cost 65p per minute from
a BT landline. Other networks and mobiles may vary. Lines open
pictured at the top of this page. The very first
Monday-Friday, 10am-4pm)
right-hand drive Carrera ever manufactured, 715
Classifieds email address:
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GMT was one of only two such cars built to UK
View and upload classifieds at: motorfreeads.co.uk
lorious Goodwood. Granted, specification in November 1955. Subsequently
DISTRIBUTION
this is a well-worn reference delivered to Archibald Frazer Nash (the sole
Distribution in Great Britain
Seymour Distribution Limited
used to describe the world- UK concessionaire of Porsche products until
2 East Poultry Avenue
London
famous Chichester estate’s the arrival of Porsche Cars Great Britain in
EC1A 9PT five-day horse racing festival, 1965), this beautiful blue 356 was used as the
Tel. 020 7429 4000
seymour.co.uk but to be honest, any event or company’s demonstrator from February 1956
Distribution in Northern Ireland and the Republic of Ireland visit to Goodwood can be considered ‘glorious’. until March the following year.
Newspread Tel: +353 23 886 3850
Consider, then, how lucky I was to work with If you think 715 GMT’s survival to the present
Kelsey Media 2024 © All rights reserved. Kelsey Media is a trading
name of Kelsey Publishing Ltd. Reproduction in whole or in part is leading historic Porsche sales and restoration day is impressive, consider the fact its sister car
forbidden except with permission in writing from the publishers. Note
to contributors: articles submitted for consideration by the editor must specialist, Export 56, in securing exclusive is also enjoying a long life here in the UK. If we
be the original work of the author and not previously published. Where
photographs are included, which are not the property of the contributor, access to Goodwood for an entire day of could travel back in time, I’m sure the original
permission to reproduce them must have been obtained from the owner
of the copyright. The editor cannot guarantee a personal response to all photographing a selection of air-cooled classics. owners of these spectacular Porsches wouldn’t
letters and emails received.
Yep, having the iconic Goodwood Circuit as a believe their cars would be alive and kicking
The views expressed in the magazine are not necessarily those of the
Editor or the Publisher. Kelsey Publishing Ltd accepts no liability for private playground for playing with Porsches almost seventy years down the line. Then again,
products and services offered by third parties. Kelsey Media takes your
personal data very seriously. For more information of our privacy policy, is the stuff of dreams, but in mid-May, those as you’ll discover across the following pages,
please visit Kelsey Media takes your personal data very seriously. For
more information of our privacy policy, please visit kelsey.co.uk/privacy- dreams came true. Doctor Who decided to ditch the T.A.R.D.I.S. in
policy. If at any point you have any queries regarding Kelsey’s data policy,
you can email our Data Protection Officer at [email protected]. Classic In coming issues of Classic Porsche, we’ll be favour of 715 GMT, so perhaps they wouldn’t be
Porsche is entirely independent of Dr. Ing. h.c. F. Porsche AG. Contents may
not be reproduced in any form or stored on any electronic system without showcasing each of the rare and historically quite so surprised after all? Enjoy the magazine.
written permission. No responsibility accepted for any unsolicited material.
Classic Porsche recognises and abides by copyright laws and attempts to significant Porsches we got to play with. I won’t
correctly credit all material used. If we have used or credited some of your
work incorrectly, please contact us and we will do our best to fix the error. spoil surprises by revealing details of each and Dan Furr Editor
every car we sampled, suffice to say every one
@FurrsFleet
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44 TROUBLESOME TRANSITION
Porsche's struggle with the 911's birth.

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58 ENEMY WITHIN
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IN THE HOT SEAT
This 1965 short-wheelbase 911 motorsport machine’s glory days were in the
1990s, when rallying supremos, including Björn Waldegård, Jimmy McRae
and Stig Blomqvist, twirled the steering wheel. Time for a reprise?
Words Johnny Tipler Photography Dan Sherwood

8 August 2024
911 SWB

August 2024 9
 colour change doesn’t necessarily crashed the car on a special stage in County Kerry. Above This beautiful blue 911
impact a car’s career, but the repaint He didn’t get the repair work done, leading to my has been driven by some the
rally world’s biggest names
of this rally-ready 911 in 1999 certainly purchase of the car, which back then was essentially an
marks a change of fortune. Back in the unmodified 911. Yes, it had a roll cage, and there was a
day — this is to say, the 1990s, when protective sump guard in place, but in essence, it was a
it was a red Porsche — it belonged to standard 911.” Things would change when Francis Tuthill
legendary navigator, Beatty Crawford, and was driven arrived on the scene, as we’ll discover shortly.
by rallying gods (and goddesses), including Björn Beatty waxes lyrical about the short-wheelbase 911’s
Waldegård, Jimmy McRae, Billy Coleman, Stig Blomqvist suitability as a classic rally car. “It was way ahead of
and Louise Aitken-Walker. Beatty and his star drivers any other sports car available at the time. It was so
enjoyed many successes in a litany of top-line historic advanced. And providing there was a good driver at the
rallies, from Ypres to Boucles de Spa, from the Jim controls, it could be very competitive in rallies, even with
Clark to RAC Historic. “I simply contacted my favourite
sporting personalities and asked if they’d like to drive
my 911,” he explains. “This is all I had to do. I paid their
expenses, but they weren’t paid to drive. They simply
loved driving and did it for the craic.” They especially
loved driving Beatty’s 911. Indeed, as the late Waldegård
commented, “the 911 is so predictable, you always know
what it is going to do.” The coalition gelled on the 1994
24 Hours of Ypres Historic Rally in Belgium, when Björn
and Beatty finished first, ahead of Geoff Crabtree and Liz
Jordan, also in a 911.
First delivered to Fleischhauer (now Porsche Centre
Cologne) in May 1965, chassis 301048 was originally
painted Light Ivory. The car seems to have been
imported from Germany into the UK in November 1992,
whereupon it was registered FKJ 32C (judging from what
passes for a UK logbook document), although Beatty
points out he bought the car from Northern Irish rally
star, Ronnie McCartney, for £14,500 in 1993.
This Porsche had already led an interesting life.
“Ronnie rallied it a fair bit,” Beatty recalls. “In fact, he

10 August 2024
 911 SWB

Above and below Functional specification almost entirely as it left the factory.” Frances’ son, Richard, now runs the business and
rally car cabin features The first such driver Beatty asked to pilot the 911 endorses the claim. “Throughout Beatty’s tenure with
everything required for
continued action in the was super-Swede, Stig Blomqvist. “Stig drove for me this 911, the car was run by my father. I fondly recall
historic rally scene in the 1993 Charringtons RAC Rally. Unfortunately, we driving the Porsche from Sweden to Finland for 1992’s
experienced a lot of trouble with the car, primarily due 1,000 Lakes Rally, despite passing my driving test just
to the fact it wasn’t two weeks before
properly set up as
a rally machine. We BJÖRN HAD NEVER BEFORE the event. Historic
rallying was just
finished sixth, but I
was soon seeking
COMPETED IN IRELAND, BUT getting going,
but this 911 was
the services of HE HAD AN INNATE SENSE OF always a front-
Frances Tuthill, who
knows all there WHAT WAS DANGEROUS runner. Its finest
hour was definitely
is to know about in the mid-1990s,
preparing air-cooled 911s for rallying. I asked him to when anybody who was anybody in rallying seemed
ready this 911 for competition work, as well as to service to get behind the wheel. Unfortunately, on the 1,000
and maintain the car during events. In many respects, Lakes, which served as a round of the 1992 World Rally
this car helped launch the world-renowned Tuthill brand.” Championship, Beatty damaged his back. His Ridgard
seat broke its mountings. It’s true what he says, though
— this was an important car for development of the
Tuthill brand. No question, we cut our teeth in historic
rallying by running Beatty’s 911. I remember being just
as feted by the event’s organisers, who gave us free fuel
and accommodation just to run the car.”
Thereby hangs a tale, as Beatty points out. “Great as
the early 911 was and is, there is a big drawback insofar
as when the model was initially homologated, Solex
carburettors were in place. The problem with Solex
carbs is the associated delay in operation, a bit like
turbocharger lag on an early 930, when you put your foot
on the accelerator, nothing seems to happen, and then
the power comes in all at once. This tells you something
about the genius of Francis Tuthill, that he was able to
overcome a manufacturing deficiency and get the parts
to work instantaneously. He is a brilliant engineer.”
After Blomqvist, the second celebrity Swede helming
the car alongside Beatty was the aforementioned
Waldegård. “I’d never met Björn, but I knew who he
was. He told me he’d love to drive the car and arrived in
Killarney for a route recce in a rental vehicle. He asked

August 2024 11
what sort of notes I would like to use during events. I and expressed his concern for how dangerous the route Above Two-litre flat-six is
a peach of an engine and
really didn’t know what he meant. I soon discovered he was. I’d never thought anything of it. To my mind, if you
delivers plenty of poke
wanted to know if I worked with descriptive or numeric go off the road, it’s dangerous. That’s all there was to it!
references, essentially the way in which a navigator There were no big drop-offs to speak of. I asked him to
describes a bend. For example, ‘one’ is a hairpin, ‘two’ explain his concerns, which resulted in him highlighting
is an open hairpin, the high number of

BEATTY AND JIMMY WON THE

‘three’ is a medium little crests along
bend, ‘four’ is a fast the route. Ultimately,
curve, and ‘five’ is
a very fast bend.
1995 MILLER OILS INTERNATIONAL the navigator has to
pay special attention
If you’re using RALLY OF GREAT BRITAIN to pinpointing a

AHEAD OF SIX OTHER 911s

numbers, a ‘seven’ bend in relation to
left or a ‘five’ right, a crest. In other
for instance, then words, a ‘five’ left
you’re using numeric references, as the term suggests.” could be a ‘crest-and-five left’, a ‘five-left-over-crest’ or
Descriptive references are exactly as it reads on the even a ‘five-left-and-crest’. Understandably, Björn was
tin. “Slow, medium, fast, very fast, and so on,” Beatty adamant I nailed every single crest on the stage.”
laughs. “Some drivers use descriptive, some drivers use Björn had never before competed in Ireland, but he
numeric.” Horses for courses. had an innate sense of what was dangerous, learned
Björn expressed his preference for numeric from many years rallying. “At the end of the first day, we
references. “Top rally drivers can decide on the spot if were lying twenty-fifth overall,” Beatty tells us. “The entry
they want their navigator to use descriptive or numeric list comprised some 160 cars. This illustrates how good
terms of reference, often choosing what they think Björn was, and how good this 911 was. We easily won
appropriate for the given event. I remember coming to the historic section.”
the Gortnagane special stage in County Kerry, which I Beatty soon owned another 911 prepped for historic
knew relatively well. During our recce, Björn turned to me rallying. Dressed in white, KBD 92C was formerly rallied

12 August 2024
 911 SWB

Above and below This very by the previously mentioned Crabtree and McCartney. another car. I thought we’d have to follow it through the
911 helped launch the now During Beatty’s ownership, it was driven by Louise Aitken- corner, but Walter didn’t consider this course of action,
famous Tuthill, an Oxfordshire
business dedicated to the Walker, Sandro Munari, Jimmy McRae, Adrian Boyd and instead pulling out of the tracks laid down in the snow,
restoration and maintenance Cahal Curley. Walter Röhrl driving for Beatty in the 1993 manoeuvring the 911 up onto a verge, passing on the
of Porsches, with special Rally Britannia (in a Tuthill-prepared 911) was a real outside, then dropping back into the tracks, as if this was
focus on historic rallying
eye-opener. “The rally started in Harrogate,” he recalls. totally normal driving behaviour. I don’t know of any other
“It snowed overnight. We were looking forward to the rally driver who could have achieved the same feat. This
start of the planned special stage at Harewood, but there incident conveyed to me just how good the world’s top
was close to six inches of white stuff on the ground. rally drivers really are.”
Even so, we started the first special stage and finished
third overall. A good result. We then had to complete DOWN ON THE FARM
the same special stage for a second time. We entered Back to FKJ 32C. The list of rally aces who’ve handled
a right-hand bend and, to my surprise, caught up with our star car is quite a saga. “Billy Coleman drove it,”
Beatty enthuses. “We won the 1995 Killarney Rally of the
Lakes. Billy is a farmer who happened to be a good rally
driver, but his big interest, to this day, is farming. Anyway,
I asked him to drive for me. We did a couple of days
recce and won the event fairly easily. Interestingly, Billy
only ever drove as fast as he needed to, nothing more.”
Jimmy McRae drove both of Beatty’s 911s. “Jimmy drove
for me at the RAC Historic in 1994 and at Ypres in 1995.
For the latter event, I think we finished second behind
Belgian champion, Robert Droogmans.”
And there’s more. Beatty and Jimmy won the 1995
Miller Oils International Rally of Great Britain ahead of
six other 911s. The September 1995 issue of Classic
and Sportscar magazine, meanwhile, reported Louise
Aitken-Walker (ably assisted by co-driver, Jane Bourne)
won the year’s Glenvarigill Jim Clark Rally, driving the
Tuthill-prepared FKJ 32C, setting fastest time on all
seven Kielder Forest stages. Smiling, Beatty recalls a
rather less successful rally he participated in with Louise
at the wheel. “She is a lovely woman and a very, very
good driver,” he eulogises, half-apologising for what he’s
about to reveal. “Hamilton’s Folly is a special stage on
the Circuit of Ireland. It features a big jump. We landed,
but engine revs didn’t match the speed of the rear
wheels. Long story short, the limited-slip differential was
mangled, and that was the end of our rally together.”

August 2024 13
Perhaps more surprisingly, FKJ 32C was driven by Derek documents further restoration in 2000, but no details Above Successive
Bell in a Jersey-hosted rally in 1995, when Richard are given regarding who did the work or how extensive it restorations ensure the car is
in excellent overall condition,
Hollick navigated the Le Mans legend to seventh overall. was. Coincidentally, there is a bill from Francis Tuthill for affording the buyer an
Beatty sold the car for £30,000 later that year. Sadly, works costing £14,548, although there are no dates and exciting opportunity to simply
the new owner died soon after purchase, leading title no outline of jobs carried out. get in and go rallying

to pass to accountant and Morgan racer, Clive Fidgeon. We can confirm a tranche of work was undertaken by
“I bought the car via Tuthill in the late part of 1995,” Herefordshire-based John Price Rallying (at a cost of
he confirms. “This 911 had experienced a hard life £10,516) at the behest of FKJ 32C’s next owner, Richard
with Beatty and his star drivers. Needless to say, as a Hudson-Evans, a television broadcaster who rallied Minis
seasoned rally car, it in the 1970s and
was a little tired. Bit won the 1997 Safety
by bit, a friend and THE SLOT IN THE GATE Devices Historic
I worked through
the Porsche. My
FOR SECOND IS VERY CLOSE Rally Championship
in a 911. An official
wife, Kathy, and I TO FOURTH, BUT THIS IS FIA certificate
competed in it a few (dated 2000) shows
times, but eventually QUICKLY FAMILIARISED the car resplendent
decided to strip the in its blue paintwork
car to a bare shell, after which, we gave it to the Tuthill and rolling on gold Minilite wheels. There’s also a picture
team to work their magic.” of the car riding on a set of entirely black Fuchs.
In went a six-point welded-in roll cage. The colour In 2008, ownership transferred to Simon Tate, who,
was switched to Galaxy Blue and the engine was fully along with Stuart Lawson, used the car for circuit racing.
rebuilt. “I reassembled the car and continued to use it Stuart had a complete suspension overhaul (at a cost
until a change in regulations governing historic rallying, of £3,500) undertaken at The Body Werkes, Perivale,
essentially allowing much newer cars to compete,” Clive presumably to convert specification from rally to race.
continues. “Kathy and I had a great time competing with The pair finished twenty-eighth in the 2009 Grand Prix de
this 911 in mainland Europe and Ireland, as well as all l’Age d’Or at Dijon-Prenois. Four years later, the car was
over the UK. Indeed, by the time I learned to drive the sold via historic vehicle sales specialist, Robert Barrie,
car properly, we were achieving really good results — for £75,000.
our first outright win was the Coronation Rally at Epynt In 2014, Tuthill once again worked on FKJ 32C,
in 1997.” According to the car’s history file, Clive and charging £60,796 (not limited to £33,000 for labour
Kathy scored third at the Mira Stages in 1996, third at and £17,663 for parts) for the privilege. There is no
the Killarney Rally of the Lakes in 1997, top honours at actual invoice, though, and Richard Tuthill can’t recall
Epynt that year, seventh in the 1998 24 Hours of Epynt, specifically what work was carried out, just that the
first in the 1999 Harry Flatters and second at the same Tuthill team consistently looked after this potent
year’s daylong enduro at Ypres. The same paperwork Porsche. By now, it had passed to Howard Redhouse,

14 August 2024
 911 SWB

Above Both long- and short- who entered into the Ypres Historic Rally in 2015 (and atop the Solex carburettors feeding the engine. Ahead of
range ATL fuel cells occupy 2016) with Calvin Cooledge. The red-and-white stripes the navigator, there’s a Brantz 2 trip meter, an exposed
the car’s luggage area
over the body were applied after this event. fuse box on the dash panel, navigator footplate and non-
Right Our man, Johnny Tipler, As I scribble these words in mid-June 2024, the car slip matting on the floor pans, with Lifeline extinguisher
contemplates selling a vital is up for grabs once again. I drove it on North Norfolk bottle and handy wheel brace located on the co-pilot’s
body organ or two in order to
become the car’s next owner backroads during the course of our Classic Porsche side. A plumbed-in Firesense extinguisher lives behind
photo shoot. This 911 is a formidable machine, the driver’s seat.
Below A period photograph immaculate for a rally car, save for the right-hand Thank heaven for those opening front quarter-light
of the car taken back in its
hugely successful heyday front indicator lens, deliberately left in its faded state. windows to let a bit of air in — the roll cage door bars
The screens are clipped in place and there are tow preclude opening the main side windows with the regular
eyes, as well as Dzus fasteners for front and rear lids. winders. The inner door-pulls are RS-style thongs, one to
The Fuchs wheels remain, shod with tall-walled Avon close and the other to open.
competition tyres. This 911 certainly looks the part, Climbing in, one leg at a time, the first task is
every bit an iconic rallying 911 from the 1960s. It has all negotiating the mighty scaffold tubes constituting the
the appropriate kit on board, from a Custom Cages roll roll cage and getting comfortable behind the wheel,
cage, Racetech seats, Tuthill harnesses, drilled organ which is easy enough to achieve. The start-up procedure
throttle pedal, suede-rimmed MOMO steering wheel, involves activating not one, but two fuel pumps, plus the
Aero Tec Laboratories long-distance (eighty-litre) and ignition and cranking the starter, catching the revs and
short-range fuel tanks, as well as a battery of trumpets keeping the engine at 3,000rpm. Now fasten the three-
point harness.
As you’ll have observed, this 911 is a left-hooker. The
shift has a dog-leg first, with reverse closest to my right
knee. The slot in the gate for second is very close to
fourth, but this is quickly familiarised.
There’s nothing quite like a small-capacity flat-six.
It’s responsive, and delivers a raucous, soul-lifting
bark as I floor the throttle and rush down the straight,
pitching heart-in-mouth into the bendy bits. This 911 is
awesome and awe-inspiring, exactly what a classic 911
should be. With a bit more practice, I could seriously get
used to time in charge of this Porsche. Unfortunately
(fortunately?), for once, the roads in this neck of the
woods are dry, meaning I can’t emulate those Swedish
deities and try out the much-vaunted Scandinavian flick
to generate oversteer. “Good job,” says the vendor, Frank
Michie, who runs nearby prestige vehicle storage facility,
Preservacar. He reveals the asking price, which I won’t
repeat here, suffice to say it makes for something of a
bargain. Time to search down the back of the sofa. CP

August 2024 15
 65-67 USA HEADLIGHT ASSEMBLIES
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16 August 2024
NEWS

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POLAND’S PORSCHE COMMUNITY TURNS

OUT IN FORCE FOR LUFTGEKUHLT MEET
Luftgekühlt, the hit Californian-born gathering of air-cooled Porsches,
lay down new roots in Europe in mid-June, when the event visited
Poland for the first time. The restored Dworzec Świebodzki railway
station in Wrocław provided a stunning backdrop for more than two
hundred of Zuffenhausen’s finest sports cars, with some travelling from
as far as Scandinavia and the UK to soak up the special atmosphere.
Near 3,500 visitors came together across two days for what was the
largest Porsche event ever held in Poland, with Mateusz Klawiter, one
of the organisers, confirming the event sold out quickly. “This is exactly
what we’ve been dreaming of for many years,” he beamed.
Former Porsche works driver and Luftgekühlt co-founder, Patrick
Long, travelled from California to attend the Wrocław gathering and
emphasised the importance of the event. “Luftgekühlt aims to take
visitors out of their everyday world and offer them new perspectives,”
he told us. “This year, we have broadened our horizons and discovered
new stories by choosing to host a meet in Poland.” Luftgekühlt Creative
Director, Jeff Zwart, emphasised how much fun it is to dive into a new
Porsche scene. “It’s thrilling to explore a new culture, a new country.
Poland has good music, good food and, of course, these fantastic
Porsches. All these things bring people together.”
A runway was established in the centre of the train station — under
what remains of the venue’s original roof — to showcase some of the
special classic Porsche sports cars on display. These included two
restored 356 Speedsters belonging to Polish Porsche owners. The
Porsche Museum sent a selection of four-wheeled favourites from
Stuttgart, including the 908/03 Spyder famous for winning the 1,000km
race at the Nürburgring in 1970. Additionally, a 911 SC Safari, a 964
Carrera RS and the fastest road car of its generation, the 959, were
shipped from the museum’s vaults. When asked to name his favourite
cars in attendance, Long highlighted a 917 and the 1977 935 ‘Baby’.

BRINGING HOME THE BACON

Visitors were able to stroll around the venue’s extensive grounds and
admire, among other cars, the oldest Porsche registered in Poland
(a 356 Pre-A), as well as a Polo Red 911 T, which its owner has left
in original cosmetic condition, while restoring the car to perfection
beneath the bodywork. In addition, a colourful and spectacular
collection of 911s from every air-cooled generation were in attendance,
many lovingly ‘individualised’ by their owners. Each had an exciting
story to tell, leading to many long and fascinating conversations
between fellow enthusiasts. Indeed, it was noticeable many families
visited the event, something of which the organisers are particularly
proud. “The love of classic Porsches runs through all age groups,” Zwart
smiles, “which makes us especially happy, because it shows Luftgekühlt
is much more than just a car show.”
Luftgekühlt’s tour of Europe continues with an event scheduled to
take place at Vilhelm Lauritzen Terminalenin Copenhagen, Denmark,
across the weekend of 6th and 7th September. To buy tickets as a
spectator, or to register your interest in displaying your Porsche, visit the
event’s website at luftgekuhlt.com.

18 August 2024
HCVA CALLS ON CLASSIC CAR ENTHUSIASTS
TO HELP FUTUREPROOF HISTORIC VEHICLES
Not long before this issue of Classic Porsche went to print, Mark Harper, the
UK’s Secretary of State for the Department for Transport, spoke at an Historic
& Classic Vehicles Alliance (HCVA) event at Bicester Heritage, asking the
classic car industry and community to help future-proof historic vehicles.
Harper launched an eight-week consultation into how to best support Britain’s
classic car sector and industry (worth a staggering £18 billion annually)
following criticism from the HCVA and the wider historic vehicle community
on how the DVLA deals with classic cars.
The DVLA administers the UK’s vehicle registration system and has
sole responsibility for the curation of vehicle records. Ten years ago, the
organisation closed all its thirty-nine local offices, run by teams with extensive
knowledge of classic cars. This change caused owners numerous problems
when attempting to register their restored or modified classics via a series
of unhelpfully worded forms. In the worst cases, this change of approach
has seen many owners being issued with Q-plates for legitimate classics.
Countless others have experienced long delays and laborious processes when
attempting to re-register a newly restored or upgraded classic car.
“The DVLA’s current system treats restoration and rebuilding of historic
vehicles as having a negative impact on their historical record and UK
registration, a misconception that must be corrected,” says Guy Lachlan,
Executive Director of the HCVA. “Maintaining a car’s registration number is
a vital part of the history of the UK’s vehicles and is a viewpoint consistent

THE CALL FOR HELP COMES AS

A RESULT OF TIRELESS HARD WORK
BY THE HCVA, WORKING WITH THE
DVLA AND MPs DIRECTLY
with those applied to historic buildings, fine art, and other protected heritage
industries.” Harper has asked the classic car industry and community for its
help in future-proofing classics, news delighting the HCVA, which has been at
the forefront of efforts to protect the historic vehicle industry since 2021.
The current call for help comes as a result of three years’ tireless hard work
by the HCVA, working with the DVLA and MPs directly, as well as through
the Historic Vehicle User Group, but it needs the full support of the classic
vehicle community. ”We want the industry, we want motorists, and we want
enthusiasts to have their say,” Harper laboured. “The more responses we get,
the better. This demonstrates to government how important the issue is.”
The HCVA warns it is vital for individual responses to be clear and
constructive. The Call for Evidence is complex, with no less than forty-six
individual questions, most leading the respondent to acquiesce to current
arrangements and categories. To help interested parties compile their own
effective contribution, the HCVA has published a draft detailed response,
which can be found at hcva.co.uk, and encourages all potential respondents to
consider its contents when making their own individual responses.
“We must all act on this hard-fought and welcomed opportunity to respond,”
says HCVA Chairman, Mark Roper. “Owners and enthusiasts now have a
unique opportunity to offer a clear response to government and the DVLA on
the challenges we face. Doing so will enable a bright and confident future for
the industry — our passionate community can deliver effective feedback.“
Lachlan is in total agreement. “Our detailed response to the Call for
Evidence will reduce DVLA workload, help to avoid counterproductive legal
actions and remove the uncertainty around vehicle restoration currently
hindering the UK specialist industry. It is now vital the classic car industry and
the UK’s enthusiasts come together to do all we can to protect the future of
our cherished classic cars for future generations.“

August 2024 19
NEWS

KAMM PRESENTS FIRST PRODUCTION

SPECIFICATION 912 C TO NEW OWNER
KAMManufaktur has presented the first of its production 912-based
restomods to the car’s new owner, Carlos Garcia, a Porschephile hailing
from Miami, Florida. Garcia placed his order after reading about the 912 C
project in the pages of our sister title, 911 & Porsche World magazine.
This very special car has been hand-crafted by KAMM engineers
using an original short-wheelbase 1966 912 sourced in the USA. Every
element has been tailored to Garcia’s exact requirements, from the ultra-
lightweight carbon-hybrid wheels, to the electric air-conditioning system,
which will ensure comfortable use in Florida’s glorious sunshine.
This semi-carbon 912 C features KAMM’s 2024 model year
specification, including a host of technical and interior improvements
designed to make the car faster and more comfortable, while retaining
its road weight of 750kg, as well as driver-focused ethos. “I am humbled
and honoured to be able to add such a magnificent car to my collection,”
Garcia told us, after taking delivery of the gloss black beauty, which
boasts exposed carbon weave. “Every piece of the car, be it simple or
complex, has been meticulously redeveloped and re-engineered. You can
feel the heart and soul within. Nothing has been left untouched, making
this an incredible work of art offering a truly analogue driving experience.
My thanks go to the KAMM team for creating such a special car. I can’t
wait to drive it following its arrival in Miami.”

THE HOST OF TECHNICAL UPGRADES

ON 2024’S 912 C SPECIFICATION
INCLUDES A MORE POWERFUL
AIR-COOLED FLAT-FOUR
Originally launched in 2022, the KAMM 912 C has received high praise
around the world for its blend of high performance and light weight.
Chassis no.1 retains its original (albeit restored and highly upgraded)
steel roof and rear quarter panels, blended with KAMM-manufactured
carbon-fibre panels and extensive use of lightweight weave throughout
the rest of the car.
“It is a hugely proud moment for all of the KAMM team to present our
first customer car to its owner from our headquarters here in Budapest,”
commented KAMManufaktur founder, Miki Kazmer. “Less than two years
ago, I presented the first iteration of the 912 C to the world, and now we
are starting a year of client deliveries, with a vastly more accomplished
and refined version of the 912 C than was originally shown. Despite this
evolution, the model remains a lightweight, analogue and classic-looking
sports car. Moreover, it is truly unique within the restomod market.”
After final shake-down testing, Garcia’s 912 C will land the USA in July,
when it will immediately attend a number of automotive shows, as well
as being used for a select number of US media drives and walkaround
presentations. Kazmer confirms the host of technical upgrades on the
2024-edition 912 C’s specification includes a more powerful air-cooled
four-cylinder engine, new KAMM-designed seats, improved aerodynamics
for enhanced high-speed stability and reduced wind noise, upgraded
air-conditioning and an improved in-car audio system, offering driver
convenience and improved smartphone connectivity, although from our
experience, the sound of the 912 C’s fettled flat-four at full chat is all the
soundtrack anyone really needs.
Our first-hand experience of these specification changes will be
showcased in a forthcoming issue of Classic Porsche. In the meantime,
to find out more, to register your interest in buying a 912 C, and to delve
into KAMM company history, visit kammanufaktur.com.

20 August 2024
 Carrera GT 911 GT2 R (993) 911 Carrera 4 (993) 911 GT3 (996.2)
GT Silver • Ascot Brown/Black GT Seats Polar Silver • Recaro Racing Bucket Seat Arena Red • Classic Grey Leather Seats Guards Red • Black Leather Sports Seats
19/20”GT Centre Lock Wheels • Porsche Close Ratio Manual Gearbox • 18” BBS 17” Cup Alloy Wheels • Air Conditioning 18” GT3 Wheels • Air Conditioning
Ceramic Composite Brakes • Certificate of Centre Lock Wheels • Clubsport Pack Porsche Classic Navigation System Body-Coloured Centre Console
Authenticity • Full Luggage Set • Previously Endurance Brakes • Fantastic Racing Previously Sold & Serviced by Paragon Guards Red Seat Belts • Bi-Xenon
Sold by Paragon • 989 miles • 2005 (05) History including Le Mans • 1996 48,957 miles • 1997 (R) Headlights • 26,396 miles • 2003 (53)

£1,349,995 £999,995 £89,995 £84,995

911 Turbo (991) 911 GT3 (996.2) 911 Turbo S (997) Cayman GT4 (981)
Basalt Black • Black Leather Sports Seats Atlas Grey • Black Leather Sports Seats Carrara White • Black Leather Sports Jet Black Metallic • Black 918 Bucket
PDK Gearbox • 20” Turbo Centre Lock 18” GT3 Wheels • Air Conditioning Seats • PDK Gearbox • Porsche Ceramic Seats • 20” GT4 Wheels • Touchscreen
Wheels • Carbon Interior Package Cruise Control • Bi-Xenon Headlights Composite Brakes • 19” Turbo Centre Satellite Navigation • Clubsport Package
Sport Chrono • Touchscreen Satellite Previously Sold & Serviced by Paragon Lock Wheels • Previously Sold & Serviced Switchable Sports Exhaust • Sport
Navigation • 16,070 miles • 2015 (15) 38,697 miles • 2003 (53) by Paragon • 30,432 miles • 2010 (60) Chrono • 20,341 miles • 2016 (65)

£84,995 £82,995 £74,995 £72,995

911 Carrera 2 GTS (997.2) 911 Carrera 4 GTS (997) 911 Carrera 2 S (997.2) Cayman GTS (981)
Carrara White • Black Half-Leather Sports Meteor Grey • Black Leather Sports Seats Basalt Black • Black Leather Sports Seats Carrara White Metallic • Manual Gearbox
Seats • PDK Gearbox • 19” GTS Centre PDK Gearbox • 19” GTS Centre Lock Manual Gearbox • 19” Sport Design Black Half-Leather Sports Seats • 20”
Lock Wheels • Touchscreen Satellite Wheels • Switchable Sports Exhaust Wheels • Cup Aerokit • Touchscreen Carrera S Wheels • Touchscreen Satellite
Navigation • Sport Chrono • Switchable Sport Chrono • Previously Sold & Serviced Satellite Navigation • Switchable Sports Navigation • Sport Chrono • Switchable
Sports Exhaust • 38,059 miles • 2011 (60) by Paragon • 57,959 miles • 2012 (12) Exhaust • 19,453 miles • 2010 (10) Sports Exhaust • 27,533 miles • 2015 (65)

£66,995 £64,995 £59,995 £48,995

01825 830424 [email protected] www.paragongb.com

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

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

NEWS

LEGENDARY HILL CLIMB aforementioned 24 Hours of Le Mans and the

KING, RUDI LINS, REACHES Targa Florio road race in Sicily. After taking
EIGHTIETH BIRTHDAY part in the 1971 1,000km race at Zeltweg in a
Between 1964 and 1971, Rudi Lins started at 911 S, however, Lins concluded his motorsport
the 24 Hours of Le Mans and the Targa Florio. career. The winter sports enthusiast spent the
He won the European Hill Climb Championship next few years travelling and, in the mid-1970s,
for sports cars in a 906. On 28th June, the took over running of his family’s business.
former works driver celebrated his eightieth Since his retirement, Lins has been involved
birthday. “All the best to Rudi Lins on his with the Porsche Heritage and Museum team
big anniversary,” beamed Michael Steiner, as a witness and interview partner. He has
Porsche’s Member of the Executive Board also taken part in the occasional historic rally
for Research and Development. “Everyone at and regularly gives talks on his experiences
Porsche sends him best wishes and thanks competing with Porsche sports cars, not
him for many races and competition wins.” limited to his third-place finish at the 1970 24
Lins was born Hours of Le
on 28th June Mans, when
1944 in Bludenz PRIOR TO HIS SUCCESS he partnered
in Vorarlberg,
Austria. He
WITH THE 906, LINS with Helmut
Marko in the
grew up with ENJOYED A SERIES OF number twenty-
a passion for seven 908/02.
sports cars. His RACES IN THE 904 This race is,
father owned of course,
an authorised Volkswagen workshop in the considered Porsche’s most significant victory,
family’s home town and was one of the first not only because it was the manufacturer’s
Porsche dealers in the country. After training first overall win at Circuit de la Sarthe since
to become a mechanic, Lins the Younger first entering the competition in 1951, but
worked at his father’s dealership and began for locking out the podium — Marko and
his career as a racing driver at the Austrian hill Lins finished behind the number three
climb event, Axamer Lizum, in a 356. In 1965, Martini Racing 917 long-tail driven by Gerard
he became Austrian national champion. Larrousse/Willi Kauhsen and the victorious
While still in his early twenties, Lins secured Porsche Salzburg 917 short-tail driven by Hans
the title of Austrian hill climb champion. Herrmann/Richard Attwood.
He celebrated his greatest triumph in 1967, Prior to his success with the 906, Lins
however, when he won the European Hill enjoyed a series of races in the 904, arguably
Climb Championship for sports cars in a 906. the most beautiful racing Porsche of them
The following year, he took second place. all. Additionally, he took part in a range of
Decades later, Lins continues to rave about the endurance events, including the 12 Hours
super-quick race car, complete with tubular of Sebring, 24 Hours of Daytona and long-
spaceframe and lightweight plastic body. distance battles at Monza, Spa, Aspern,
As the 1970s got underway, together with Paris, Mugello, Brands Hatch, Watkins Glen
veteran works driver, Hans Herrmann, Lins and Kyalami, piloting a variety of Porsches,
started at various endurance races for Porsche including the 910, 907, 908 and various 911s.
Salzburg KG in a 917, most notably at the Stunning results for such a short career.

22 August 2024
PRODUCTS
Hot new products for you and the precious
air-cooled Porsche in your life…

PORSCHE AIR-COOLED CLASSICS BOOKAZINE

During more than five decades of production, Porsche’s now legendary air-cooled
sports cars afforded the Stuttgart brand a reputation for delivering formidable
racing machines capable of dominating motorsport. Away from the track, the
manufacturer’s road cars were just as impressive, bringing automotive technology
developed in the heat of battle to the world’s dealer showrooms. In this chunky
164-page celebration of air-cooled classics, the makers of 911 & Porsche World and
Classic Porsche magazines chart the design and evolution of Porsche’s air-cooled
sports cars, from events leading to the development of 356 no.1, all the way to
discontinuation of the 993. Along the way, we get behind the wheel of key models,
delve into owner stories, explore ground-breaking engineering and salute racing
success. Essential reading (and a great gift!) for you or the Porsche fan in your life.
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PERMA-TUNE IGNITION UPGRADE FOR

2.4-LITRE AND 2.7-LITRE FLAT-SIX
The Perma-Tune 911MF623 package is your all-in-one solution for
overhauling the ignition system of your mechanically injected or
carburetted 2.4- or 2.7-litre air-cooled 911. The included components not
only serve as suitable replacements for the original parts, but also offer
a significant performance boost. This comprehensive kit comprises the
Perma-Tune 911906 premium ignition module, an SC010 ignition coil,
and an 911MF126 ignition distributor. The latter is equipped with a cap,
rotor, and a built-in electrical harness, ensuring hassle-free plug-and-play
installation by the end user. Similar kits are available for the CIS-kitted
2.7-litre 911, as well as the 911 SC. Order direct from Stoddard.
Price: $2,100.00
stoddard.com or call +1 440 869 9890

RENNLINE TUNABLE ENGINE MOUNTS

Replacing your 911’s factory mounts with polyurethane-equipped
alternatives will decrease engine movement, resulting in better
acceleration, handling and significantly increased shift feel. The
Rennline tunable engine mount kit for the classic 911 (including 930)
is CNC-machined from billet aluminium and include three pairs of
polyurethane inserts in varying densities, allowing you to personalise
in accordance with your driving style. Use the softer yellow inserts to
reduce engine slop and avoid missed shifts in your street car, or utilise
the super-stiff red inserts to get the most from a focused track car.
Blue inserts offer an aggressive street ride, but remain compliant for
occasional track work. You can even mix and match, giving you nine
possible combinations. Order direct from the Rennline online store, or
by visiting the dedicated Rennline page on the Pelican Parts website.
Price: $249.00
rennline.com or pelicanparts.com/rennline

24 August 2024
 01
PMO fuel level sight glasses allows instant fuel level
monitoring without special tools or disassembly.

OE Carb design requires special tools to view and

set fuel levels.

02
PMO Integrated Fuel Rail design has much larger fuel
flow capacity and significant reduction in leak points.
Direct bolt on AN fitting option for race applications.

OE Carb Fuel Inlet design has multiple connections

with rubber hoses that are flow restricted and prone
to leakage.

03
PMO utilizes 1 piece 303 Stainless Steel
Throttle Shafts, with sealed Ball Bearing

toleranced to 0.005” total runout.

OE Mild Steel Throttle Shafts are a 2-piece

design with a Coupler. They ride in plain
bushings within the Carburetor housing.
They quickly become worn and misaligned

of running and tuning issues.

04 05 06 07
PMO Carb Air Inlets and Velocity Stacks PMO CNC Machined Billet Main Venturis PMO has a taller, more robust one-piece PMO Composite Float design cannot
52.5mm base with 74mm mouth. are highly accurate for equal and Secondary Boost Venturi that provides a sink, less susceptible to fuel slosh and
CNC Machined Billet are highly accurate precise flow and fitment. More sizes stronger off Idle transition signal. less costly to replace.
for equal and precise flow and fitment. available than OE for greater tunability
OE Secondary Boost Venturi is short OE Brass Float design more costly
on various engine configurations.
OE Carb Air Inlets and Velocity Stacks style with weaker mounting design. and susceptible to inconsistent fuel
47mm base with 65mm mouth. OE Cast Main Venturis are less metering.
precise in regards to fitment and flow
capabilities.

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empius.com PMO Products are exclusively available through PMO and EMPI distributors
 ISSUE No.93 MARCH 2023 £5.99
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MAXILITE RANGE OF REPLICA

PORSCHE WHEEL DESIGNS
There are many reasons not to drive a classic car on
its original wheels. The obvious concern of risking
unrepairable damage to date-stamped parts immediately
springs to mind, but depending on the materials and
manufacturing processes used during period production,
it may simply be safer to run a modern facsimile. There is
also the not inconsiderable cost of restoration to consider,
notwithstanding the fact refurbishment doesn’t favour
strength and an old wheel may not run true. Sometimes, it
makes sense to store original parts in a safe place, where
their value remains protected. Then again, you might
simply want bigger wheels! Enter Maxilite’s TUV-approved
replica classic Porsche wheels. As beautiful as the
originals, but as fast and safe as modern rims, they now
come in sizes ranging from 4.5x15 inches to 10x17 inches.
Price: From $258.26 per wheel
sierramadrecollection.com

NOONAN ULTIMATE RACE ENGINEERING

BILLET ALUMINIUM CASE FOR 964/993
M64-SERIES 3.6/3.8 FLAT-SIXES
Noonan Ultimate Race Engineering now offers the world’s first
billet all-aluminium classic 911 engine case, bringing a new level of
strength and rigidity to extend engine life for endurance road racing
applications or to build the ultimate performance street engine.
CNC-machined in the USA from 6061 aluminium (USA-sourced),
Noonan Ultimate Race Engineering’s billet 911 engine case is a
direct replacement for the factory die-cast engine case used on 964
and 993 models with 3.6- and 3.8-litre flat-sixes. Each Noonan case
features standard deck and 109mm case registers with o-rings for
improved cylinder sealing. During on-track testing with Renn-Link
Racing, this robust 911 engine case showed incredible durability and
reliability, successfully logging almost sixty hours of track time. “The
host 911 engine has exceeded our expectations beyond belief,” says
team crew chief, Tim Carey. “We have always had to replace bearings
at around twenty-five to thirty hours of test time and, generally, end
up scrapping the old engine case due to fatigue and cracking in the
known weak zones. This billet aluminium case from Noonan Ultimate
Race Engineering has by far outperformed any case we’ve worked
with to date. We are excited to see how far we can push it.”
Price: $12,500
lnengineering.com or call +1 815 472 2939

26 August 2024
NEW CLARKE BOLTLESS SHELVING RANGE
Tool manufacturer, Clarke, has launched a new range of shelving solutions
for workshops and garages. Combining tough steel construction with quick
and easy boltless assembly (only a hammer is required), a wide selection of
options is available. For starters, you can choose between silver, grey, red, blue
or even orange and blue powdercoated finishes, select different frame widths
and depths, shelf load rating and, of course, the number of shelves you require.
High-quality chipboard is used for the shelving, which is capable of holding
huge weight (evenly distributed) and is height adjustable — simply position
the shelves to accommodate the height of your tools and other workshop
equipment. Super-strong and free of the hassle of fiddly nuts and bolts, this
easy-to-assemble collection of shelving solutions can be ordered direct from
the website of Clarke product retailer, Machine Mart, Britain’s number one
specialist tool and equipment supplier. You can also order the shelving of your
choosing in any one of Machine Mart’s sixty-five nationwide superstores, or
call the company’s dedicated order line to take advantage of quality branded
products and fiercely competitive prices.
Price: From £52.79
machinemart.co.uk or call 0115 956 5555

WEBCON CLASSIC POWER PERFORMANCE

UPGRADE FOR 911/914 FLAT-SIXES
As highlighted in a recent issue of Classic Porsche, where we presented a
behind-the-scenes look at the design, development and manufacturing of
products to roll out of fuel system and carburettor specialist, Webcon, the
company has released new genuine 40 and 46 Weber IDA3C power kits for
air-cooled Porsche flat-six engines, as fitted to the 911 and 914/6. These
superb new carburettors have been produced in Weber’s factory in Spain,
with all-new tooling created from original 1960s drawings. The new kits
also feature Webcon’s own UK-manufactured inlet manifolds and throttle
linkage set, as well as a pair of top quality re-usable air filters. To develop
the kit, which includes everything you need for the conversion, such as
manifolds, linkages, fittings and air filters, as well as the carburettors
themselves, Webcon UK consulted various respected Porsche specialists.
This crucial feedback ensured the kits could be tailored to offer the best
fit, performance and longevity possible.
Price: 40IDA3C £4,914, 46IDA3C £5,154
webcon.co.uk or call 01932 787100

CFS ETHANOL-FREE 99 RON AND 103 RON FUEL

We’ve covered this topic before, but we cannot overstate how important it is to
be aware of the ethanol content of the fuel you put in your classic Porsche. In
short, ethanol absorbs moisture, turns acidic and consequently corrodes internals
of fuel systems, especially components manufactured from aluminium, copper
or brass. The ethanol molecule is smaller than a fuel molecule and therefore
‘infiltrates’ fuel lines not designed to accommodate E10 petrol, which makes them
brittle and can therefore cause leakages. Even new race cars and performance
motorbikes are suffering when running ethanol-blended pump or race fuels.
CFS’s zero-ethanol, zero-oxygen storage fuels are designed to stop all ethanol
issues and, thanks to their high octane values (99 RON unleaded and 103 RON
leaded), can be used in any vehicle. CFS storage fuels can be bought through
Anglo American Oil Company’s network of more than five hundred Aspen garden
machinery fuel retailers.
Price: Check in-store
aaoil.co.uk or call 01929 551557

28 August 2024
CARGRAPHIC GT SPORT EXHAUST
SYSTEM FOR 964 TURBO 3.3/3.6
Featuring a manifold set with heat exchangers, thirty-five-millimetre ID
primaries and a three-into-one spliced collector with 2.5-inch flared Aeroquip
conical ends, as well as a linkpipe set with 2.5-inch secondaries and flanges
for turbocharger and bypass valve, this superb 964 Turbo GT Sport exhaust
system from Cargraphic comes complete with heater hoses, a full fitting
kit and a mini-catalyst welded into a bypass outlet linkpipe with 2.75-inch
Aeroquip flare and olive. Manufactured from CNC mandrel-bent SS304L
lightweight stainless steel pipework, retaining full heater functionality and
offering reduced operating temperatures, as well as reduced back pressure
through freer flowing gases, the system delivers improved acoustics with
no drone, resonation or vibration after installation. Reinforced laser-cut
brackets and full dyno testing promote peace of mind, while additional
turbocharger-back components from Cargraphic’s extensive portfolio of
Porsche products can tailor the system to your requirements.
Price: From €6,495
cargraphic.de or call +49 6341 968 9110

GAS COFFEE CO. APPAREL COLLECTION

As an official refreshments supplier to Porsche Club Great Britain, Gas
Coffee Co. will be well-known to those who have ventured onto a circuit
hosting any of the club’s motorsport events. Porsche to its core, the
supplier of tasty hot brown stuff has launched a range of fantastic t-shirts,
sweaters and hoodies with a variety of designs penned by artist, Mark
Morgan, better known by his strikingly apt handle, Triple Espresso. Sure to
please fans of classic Stuttgart speed metal, top of the pile is a depiction
of the no.46 356 SL Coupe (Porsche’s first entry at the 24 Hours of Le
Mans), while other illustrations include the very Kremer 935 K3 to win
at Circuit de la Sarthe in the hands of Klaus Ludwig and the Whittington
brothers in 1979. T-shirts are 165g 100% combed cotton, sweatshirts are a
mix of 85% organic ring-spun combed cotton and 15% recycled polyester,
while hoodies are made from 80% 320gsm combed cotton and 20%
polyester. Sizes range from 2XS to 4XL, with black, charcoal, navy, grey
and khaki colours available to choose from when ordering direct from the
website of automotive lifestyle brand, Cool Flo.
Price: From £25
coolflo.co.uk or email [email protected]

BREY-KRAUSE FIRE EXTINGUISHER MOUNT

FOR 1.5-INCH OR 40MM ROLL BAR TUBEWORK
Brey-Krause’s 68,000ft2 manufacturing facility in eastern Pennsylvania is
equipped with a full range of state-of-the-art fabrication equipment. Tube
bending and welding, powder coating, sheet metal, machine shop, foundry,
metal stamping and plating facilities enable the company to maintain full
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30 August 2024
 356 A CARRERA GS

COME THE REVOLUTION

Porsches don’t get much rarer than the first right-hand drive 356 A Carrera GS, complete
with 1.5-litre Type 547 four-cam engine. A chance to drive the car on a sunny day at
Goodwood? It’s a tough job, but someone’s got to do it...
Words Steve Bennett Photography Adrian Brannan and Dan Sherwood

e can thank 1950s racer, Roy and taken in the rarity of this 356, which is to say it is
Salvadori, for the quote. “Give no ordinary 356.
me Goodwood on a summer’s If ever there was a Porsche defined by one thing, it’s
day and you can forget the the 356 A 1500 GS Carrera, with its exotic ‘Fuhrmann’
rest,” he famously commented. four-cam flat-four, plus the legendary Carrera
His words certainly come designation, applied in recognition of the similarly
to mind on this spring-into-summer day in May, with equipped and similarly powered works 550 Spyders of
Goodwood Circuit looking its glorious time-capsule best. La Carrera Panamericana legend. It doesn’t stop there,
A Supermarine Spitfire loops overhead, its Merlin engine though. 715 GMT (chassis number 55161, finished in
lazily rumbling hornet-like in the vivid blue sky. Sounds super-sophisticated Aquamarine Blue Metallic over a
idyllic, doesn’t it? But we’ve only just started. This Wine Red leatherette interior) is the very first right-hand
strange old job throws up all sorts of memorable days drive Carrera. Built in November 1955 and delivered
and moments, to Archibald Frazer
but by the law Nash (AFN, the UK’s
of diminishing DESIGNING AND CONCEIVING sole concessionaire
returns, such days
become fewer as
ADVANCED-FOR-THE-ERA of Porsche products
prior to the forming of
time passes. Not CONCEPTS, INCLUDING SPECIAL Porsche Cars Great
today, though. Britain) in February
Thanks to our CAMSHAFT PROFILES 1956, this beautiful
good friends blue 356 was put to
at independent classic Porsche sales and restoration use as a company demonstrator until March 1957, when
specialist, Export 56, as well as two of the company’s it was offered for sale at £2,900. Rare? Just a bit. Indeed,
generous clients, we have Goodwood Motor Circuit to of the 447 356 A 1500 GS Carreras built between 1955
ourselves for an entire day. and 1958, only ten were right-hand drive. Only four of
Currently being removed from a covered six-car these were delivered to the UK.
pantechnicon transporter — featuring a swish elevating If the Carrera GS is all about its engine, then we should
roof — is a sextet of historically significant classic start there. The impetus for what was to be the Type
Porsches in need of exercise and appreciation. ‘Classic 547 flat-four was Porsche’s need for rather more power
Porsches’ is a broad term, isn’t it? Perhaps I should than could be fettled from the Volkswagen-derived
qualify with an explanation? Today’s magnificent six is four-cylinder pushrod units, which had been taken to
both classic and uber-rare, taken from two collections (and beyond) their full potential by the early 1950s. The
Export 56 curates and maintains. This is a day that’ll design engineer behind this project was the mercurial
keep giving to the pages of Classic Porsche, but right Ernst Fuhrmann, who had been in the Porsche fold since
now, in this moment, I’m pinching myself — the stars the company’s Gmünd days, designing and conceiving
have aligned and Editor Furr is stuck at his desk, while advanced-for-the-era concepts, including special cam
yours truly lands the gig of the year to get behind the profiles. With a single cam serving each bank of opposed
wheel of such an amazing collection of sports cars. Also, cylinders, the standard flat-four was limited. Its ability
I get to fill in important gaps in my Porsche education. I to rev was equally limited by the pushrods. Needless to
just hope I can do these air-cooled classics justice. say, Fuhrmann wanted to show what he was capable of
To reveal the full line-up of cars being sampled creating, given the space and parameters to do so.
today would be to somewhat spoil things in this world
of instant gratification. Besides, this is why paper FROM RACE TO ROAD
magazines still exist, to provide a tactile throwback to As is so often the case, the cut and thrust of competition
slower times, with the now seemingly obtuse adherence provided the catalyst. Quite simply, in order for Porsche
to publication dates and shop shelves. A bit like to go faster in racing, a new engine (or range of engines)
Facing page What could be
better than blazing sunshine, Goodwood itself. With no further ado, we are starting was required. Fuhrmann had backing from Fritz
a restored and historically here, with (fittingly enough) the first machine off the Huschke von Hanstein, the manufacturer’s then head of
significant classic Porsche,
transporter. There’s not a lot of point in fanfare, because motorsport, who shared the talented engineer’s vision
plus Goodwood Circuit for use
as a private playground? you’ll already have processed the images on these pages and need for more speed. And so, Fuhrmann created a

August 2024 33
flat-four way beyond its contemporaries. Indeed, it could litre pushrod engines. It’s also one of the reasons for the Above Doctor Who star, Jon
Pertwee, once borrowed the
very much be described as way ahead of is time, such four-cam’s distinctive churn and sound.
car from AFN, running out of
were its innovative features. If it’s possible to call an engine a work of art, then the fuel somewhere near Bristol
Other than air-cooling and the traditional boxer Fuhrmann Type 547 four-cam is exactly that: a compact,
Below Distinctive fan
configuration, the as yet unnamed Carrera motor shared jewel-like work of engine art, with its delicately finned,
cowling is a trademark of the
nothing mechanically with what had gone before. In horizontally opposed cylinder heads, turbine-like fan ‘Fuhrmann’ four-cam look
fact, its DNA owed more to Porsche’s pre-war Auto and all-aluminium construction. Aside from, perhaps,
Union heritage and the stillborn Type 360 Cisitalia Grand a smattering of competition from Italy, there really was
Prix car. Fuhrmann had been involved in designing the nothing else quite like it. Consider how a comparable
model’s 1.5-litre twin-supercharged four-overhead-cam British-designed engine of the time would typically have
flat-twelve, and his ‘clean sheet’ Porsche four-cylinder been side-valved with an iron block, or at the absolute
motor relied heavily on knowledge gained from the best, twin-cam or straight-six.
project — rather than chains and belts to drive the cams,
Fuhrmann chose to use shafts and bevel gears.
Mechanically complex, the resulting Type 547 flat-
four required skill, patience and many manhours to set
correct valve clearance (using shims), but when done
properly, the engine proved itself to be incredibly reliable
and inordinately tough, capable of completing a whole
season’s racing without the need to be opened up. The
extremely short-stroke, dry-sumped, hemi-headed unit
utilised a built-up Hirth roller-bearing crank and featured
twin ignition, with the distributors positioned on the ends
of the inlet camshafts, firing up the eight spark plugs.
Fuelling was, of course, aided by twin downdraught forty-
millimetre Solex carburettors. The four-cam’s defining
cooling fan was the work of Franz Xavier Reimpress, an
engineering tour de force, who configured two fans in
one housing, essentially encouraging inhaling from front
and rear openings, revolving at crankshaft speed and
shifting a healthy 2,750 cubic feet of air per minute at
peak revs. This is twice that of the fan on the earlier 1.5-

34 August 2024
 The first Type 547 was running by spring 1953. By for sale and requested homologation in the FIA’s Grand Above Aquamarine Blue
Metallic is the perfect colour
the summer, a new racer (550 Spyder chassis number Touring category. How many times have we seen
for the 356 A, complementing
three) had been built as a test rig. It went really rather homologation as the catalyst for a road-going ‘hero’ the model’s stunning curves
well, producing 130bhp and revving happily to 7,000rpm. Porsche over the years?
Class wins at Le Mans and the name-donating La Carrera While mid-engined installation was relatively
Panamericana followed, but that’s really all for another straightforward in the 550 Spyder, shoe-horning the four-
story, because this cam in the back

BEING AN EX-AFN DEMO CAR

is the tale of how a of a 356 bodyshell
Porsche race engine was not without its
found its way into a
Porsche road car.
MEANS THIS AIR-COOLED issues. The engine
was, to put it mildly,
It was kind CLASSIC POSSESSES PERIOD a tight squeeze, with

HISTORY NOT SO HARD TO FIND

of inevitable, access to the inward
considering most spark plugs
Porsche’s healthy difficult to nigh-on
curiosity for pushing boundaries. Fittingly, it was impossible, even with a special ‘wobbly’ plug spanner.
Fuhrmann’s own car that became the willing recipient Indeed, throwing a wobbly was the default for most
for factory hot rod treatment. A spiky and high-revving mechanics attempting the job.
engine it might have been, but the Type 547 proved to be As per Porsche tradition, the four-cam powered
surprisingly tractable when pottering around downtown machine was to be unveiled at the Frankfurt Motor Show.
Stuttgart. The engine’s reliability and endurance was In a new exhibition of marketing flair, instead of using a
demonstrated on the Liege-Rome-Liege rally, the Type number, Porsche created an icon (I use this word
toughest European motorsport event, taking place sparingly), with the inspired idea to label the new car-
across high peaks. There, in 1954, the fearsome flat-four engine combo Carrera in homage to recent success on
was installed in an aluminium-bodied Gmünd coupe. The the punishing race of the same name. Of course, this
car’s impressive performance was enough to convince evocative Spanish word (translated into English as race)
Fuhrmann and his fellow engineers that a four-cam- is used on the 911 to the present day and is unlikely to
powered 356 production model was a viable proposition. ever be retired.
The ever hands-on Ferry Porsche took on further road The Carrera GS (Grand Sport) was hailed as the first
testing and evaluation duties, adding a bit of style to 1.5-litre production car to best 200kph, which was
proceedings with a four-cam-powered 356 Cabriolet. rather more significant on the continent, being of metric
He sanctioned one hundred Type 547-propelled 356s persuasion. Here, in the mph world of Blighty (and the

36 August 2024
 356 A CARRERA GS

Above Red leatherette interior US, for that matter), 200kph equates to 124mph, which difficult they were to access. The perils of running a race
looks fantastic alongside the we might as well round up to a neat 125mph. Whatever, car engine on the road.
blue paintwork, which lends
itself to the dashboard centre aided by the 356’s slippery teardrop-style shape, this is Predictably, the Carrera GS was pricey, but for the 447
significant speed from an car powered by an air-cooled buyers taking the challenge, it was surely the Q car of
Below This superb 356 1.5-litre engine. its day? The 356 B replaced the A in 1960, and with it,
is presently in the care of
Cranfield-based Porsche Just like Fuhrmann and Ferry Porsche, road testers Porsche continued to develop the Carrera, homologating
restoration and sales getting their mitts on the new Porsche were impressed a 115bhp 1600 GS Carrera GT for 1961, and the 130bhp
specialist, Export 56 at the low-speed tractability and torque of the Type 547, 356 B 2000 GS/GT Carrera 2 in 1963. In both 1600 and
given what was then a high state of tune. It became 2000 guises, production amounted to just 310 cars.
apparent, however, that just because the engine would Not that this meant much. Rarity and complexity
tolerate pulling from low speed and low revs, this didn’t worked against the Carrera — the Type 547 slipped down
necessarily mean it should. Why? Well, because the roller the food chain, its exotic specification and maintenance
bearing crankshaft didn’t appreciate such low-speed requirements beyond AFN and even Stuttgart, evidenced
lugging, to the point the roller bearings would stop, er, by the factory contracting-out Carrera work. Many four-
rolling. The failure rate was such that Porsche swiftly cams suffered the indignity of a being replaced by a
issued a missive advising the engine shouldn’t be run chugging pushrod engine.
below 2,500rpm for extended periods. The four-cam
was also prone to fouling its spark plugs. This was NATURAL HABITAT
tricky, considering there were so many of them and how Not so this splendidly original and fully matching-
numbered example, which looks entirely at home at
Goodwood. Indeed, it’s safe to assume this is far from
the first time our star car has entered the hallowed
aerodrome near Chichester. It would surely have visited
in its 1950s and 1960s prime, likely with AFN and
subsequent enthusiastic owners.
In the care of Export 56 for fifteen years, this blue
belter has passed from one collector client to another,
it’s current custodian happy to let yours truly get
behind the wheel. The spirit and generosity of Porsche
enthusiasts, who firmly believe these historic cars
should be used and seen, never fails to amaze me.
Being an ex-AFN demo car means this air-cooled
classic possesses period history not so hard to find.
No surprise, then, to discover 356 aficionado and
legendary Motorsport journalist, Denis ‘Jenks’ Jenkinson,
references this very Carrera GS in his book, A Passion for
Porsches. As anecdotes go, it’s a good one.
Jenks (also known as DSJ to the Motorsport faithful)
recalls being asked by AFN’s Michael Burn to travel
with him to Gloucestershire to rescue and tow in the

August 2024 37
demonstrator Carrera, which had been loaned to actor, 356 Carrera GT by Fritz Huschke von Hanstein and Above Powerful and practical,
Jon Pertwee, for a trip to the BBC Bristol studios. proceeded to complete a lap of the Targa Florio in 1957. it’s easy to see why the Carrera
GS was such a good idea,
Pertwee, best-known for his Doctor Who heyday, had The Motorsport man was captivated by the Carrera four- although only two examples
conked out just outside Bath and abandoned the Carrera cam’s by-then near 8,000rpm capability, 120mph top were manufactured for UK
on a garage forecourt. Jenks and Burn were planning to speed and its special, close-ratio, four-speed gearbox. distribution in November 1955,
715 GMT being the first
tow the car back to London behind a DKW, one of AFN’s He would go on to become AFN’s archivist, performing
other concessions. That’s quite a tow, but Jenks was the role throughout the 1980s and into the 1990s. In
keen to point out both he and Burn had many a long- fact, part of 715 GMT’s extensive history file contains
distance towing correspondence

STRIPPED IN 1987, THE

adventures under directly from him,
their belt. “Happy, confirming the
carefree days, when
we towed anything
PORSCHE MADE ITS WAY TO ERNIE car’s history and
provenance as the
and everything on a GREGORY, THE PERIOD’S LEADING very first right-hand

UK-BASED 356 RESTORER

slack rope. Nobody drive example of its
bothered about kind. “Yours is of
insurance, trailer particular interest
boards, winkers, brake lights, mudguards or any other because it was the first example to appear on our books.
legalities,” he offered. You have to love such cavalier In addition, it was the first car to be built with right-hand
attitude. Then again, this is the man who also took a steering by the Porsche factory in Stuttgart.”
Lotus Formula 2 single-seater for a spin on the public By coincidence, this 356 has road-race heritage, too.
roads (around his home village of Hartley Witney) on Following its tenure with AFN, the first of five owners (a
Christmas Day 1957. Manchester-domiciled Reginald McBride) drove the car
Had Worzel Gummidge run the roller bearings? Were across Europe to attend the 1957 Mille Miglia. Export
the plugs fouled? No, Pertwee had simply neglected to 56’s Mick Pacey wistfully recalls surviving grainy cine-
switch to the reserve fuel tank when petrol was running camera footage and sepia tinted photographs of the
low. Primed with this ‘knowledge’, Jenks fired-up the adventure. On this note, in 2027, Mick and his team plan
Carrera and got his first experience of the fabulous to replicate the trip on its seventieth anniversary, taking
Fuhrmann four-cam. 715 GMT back to Italy for the annual tribute event.
Jenks being Jenks, he was entrusted with a works This pretty Porsche currently stands at sixty-nine years

38 August 2024
old. It has a sibling in the form of KBW 777, the second The restoration spanned several years, and remained Above The car was in its
right-hand drive 356 GS Carrera to roll off production with Bill until 2012, when Export 56’s client persuaded element blasting around the
world-famous Goodwood
line in late 1955. Amazingly, this car also survives to sale of the car. Further work was carried out in 2014, Motor Circuit near Chichester
the present day. It’s in the ownership of well-known when the notably smoky engine was dispatched to
356 doyen, Fred renowned four-cam
Hampton. Fred’s man, Karl Hloch, in
Carrera, though, has THIS FEELS RATHER SPECIAL, Germany.
led a rather more
exciting life, being
TRAVELLING BACK IN TIME, WHICH And so, to
Goodwood in the
rebodied early in IS FITTING, CONSIDERING DOCTOR here and now. I can
its life. confirm 715 GMT’s
715 GMT’s past WHO ONCE SAT IN THIS SEAT current owner is a
is not quite so charming fellow,
chequered. In 1963, the car was acquired by a Harry as we stand and survey the frankly gorgeous teardrop
Sutcliffe of Oldham. MOT records indicate the car shape of his 356, resplendent in its lick of shimmering
stayed in Oldham until 1971. The trail cools off until ten blue, sitting perfectly poised on chrome-domed steel
years later, when joint ownership was agreed between wheels and displaying (for the first time in Porsche’s
Tony Standen and Bob Garretson, two well-known and history) the Carrera name and script in gold on the
prominent figures in the 356 world. They began the front wings. With the tiny key in my mitts, this is quite a
process of restoration. moment — this car and Goodwood to myself.
In 1985, Bill Stephens, another well-known enthusiast Inside, 715 GMT is typically 356, which is to say,
and 356 racer, bought the car, which was by then compact and bijou. It’s a tight, but not uncomfortable fit,
partially restored. Bill carried on where Tony and Bob even with my thirty-four-inch pins. Of course, the pedals
left off. Stripped in 1987, the Porsche made its way to sprout from the floor, while the big steering wheel sits
the workshops of Ernie Gregory, the period’s leading upright in my lap. No safety belts to faff with, just turn
UK-based 356 restorer, who carried out complete body the key in the ignition, prime the fuel pump and let the
restoration. Moto Technique applied paint. The interior 1.5-litre four-cam shriek into life. It’s got character and
trim was supplied by Autos International in California. sounds markedly different to the slower-revving pushrod
Crucially, the four-cam engine was rebuilt in the US by flat-four. The large, centrally located rev counter is a
Jim Wellington, while the gearbox was overhauled by dead giveaway regarding the Type 547’s high-revving
Mike Smith of PR Services in Billericay. character, with a redline starting at 6,000rpm and not

40 August 2024
 356 A CARRERA GS

Above Immaculate from nose tailing until 7,500rpm, which is way past the traditional skinny 4.5x15-inch tyres, requiring just a gentle turn of
to tail, this superb classic 5,000rpm of most 356s. the steering wheel to get settled into Goodwood’s many
Porsche is one of the finest
356s we’ve had the privilege of
On to the track. I’ve enjoyed a few laps around off-camber corners. The mantra is very much ‘slow in,
featuring in our pages Goodwood over the years, from sprinting Caterhams fast out, and no sudden movements’.
(when this venue was very much down at heel in the The remaining thirty percent? That’ll be the four-cam
Below The very first right-hand
drive Carrera manufactured,
mid-1990s), to glossy Porsche launches. This feels rather motor, such is its influence, not so much in outright
pictured during a delightful day more special, travelling back in time, which is fitting, speed, but in sheer charisma. The dual fan, which sucks
at Goodwood in May, when we considering Doctor Who once sat in this seat. To all in air front and back, is geared to spin fast and shrieks,
sampled a selection of cars in
the care of Export 56
intents and purposes, the driving experience is seventy- rather than churns. There’s a distinct and sophisticated
percent trad-356. Everything is kind of delicate — it’s the mechanical thrash of shafts, cams and bevel gears at
feel transmitted through the controls. The floor-sprouting play. Up to a point, this Porsche feels no faster than a
clutch is light and spring-loaded. The slender, curved gear torquey pushrod 356, but then it reaches the sweet spot
lever also has a distinct and light spring to its action. It between 4,000rpm and 5,000rpm, where the pushrod-
takes just a nudge to cross the gate fore and aft. limited plodder hits the wall and the Type 547 gets into
The steering is a touch vague (as you might expect its stride, its cams and roller bearing crank spinning-up.
from any sports car with a steering box), but once the I mentioned outright speed. Sure, in conventional terms,
slack is taken up, things are pleasantly loose, but without 110bhp is nothing special, but it’s the manner in which
feeling sloppy. This is to say 715 GMT drifts along on its the four-cam gets there. Engines weren’t big on revving
in the 1950s, unless they were very exotic and very racy
indeed. To have such an engine in a road car was very
special, very different. And from just 1.5 litres, too. This
was really something, as was sustained high-speed
cruising capability.
Around Goodwood’s high-speed curves, 715 GMT is a
joy to pilot. I confess, I’m mindful of the massive financial
value of this car (and its engine), which is verging on
priceless. To 7,000rpm and beyond? Well, just the once,
and a glorious experience it was too, the engine not
feeling or sounding the remotest bit strained. For the
remainder of today’s laps, however, I contain myself to
6,000-ish-rpm, which is more than enough, and allows
me to revel in the sound and propulsion of mechanical
genius. Back in the pits, there’s profuse thanks to 718
GMT’s generous owner, who I’m delighted to witness
taking the car out on track and gives it a proper spanking.
That’s the spirit! Fuhrmann would have approved, as
would Jenks. Salvadori was correct — Goodwood on a
summer’s day is where very special things happen. CP

August 2024 41
TROUBLESOME TRANSITION
A lifelong student of all things Porsche, Karl Ludvigsen shares his views
(and those of others) on the transition from the 356 to the 911, plus the
later campaign to release the 911 from the threat of the 928... TO
SUBSCRIBE
Words Karl Ludvigsen Photography Porsche Corporate Archives, Ludvigsen Partners

8
uring the late 1950s, while senior bodies and related components. Butzi, on the other
SEE PAGTEA1IL0S
engineers at Porsche struggled hand, saw himself as a Bauhaus-educated stylist whose F O R D E
through studies for a successor to inherited skills descended from decades of experience
the 356, a new generation of Porsche earned by his illustrious forebears.
family members was entering the Butzi had strong opinions regarding the next Porsche
business. Ferry Porsche’s eldest sports car. He felt it should not be a fastback, a style he
son, Ferdinand Alexander Porsche, joined the family considered outdated, heavy-looking and unfashionable,
firm in 1957. Butzi (as he was known) spent his first certainly when compared to a notchback. “I always
nine months at Zuffenhausen working with veteran maintained a Porsche was not necessarily a fastback,”
engineer, Franz Reimspiess, learning the details of he said later. “Also, I was of the opinion the requirements
the four-cam Carrera engine, showcased elsewhere of a four-seater and a fastback body were mutually
in this magazine. From there, Porsche the Younger exclusive.” He also had great distaste for the bumpers
moved over to the factory department run by stylist, used on the later 356, which he called “bulbous
Erwin Komenda, in order to gather knowledge about projections”. Nevertheless, he was certain the next
the design of car bodies. Ferry’s idea of having his son Porsche sports car must maintain the company’s design
learn many aspects of the business was sound, but language, particularly with regard to the front end and
putting Komenda and Butzi in the same room was like the 2+2 seating arrangement. Above Butzi Porsche (right)
mixing matter and anti-matter. Komenda was of the old- Several of Butzi’s beliefs put him in conflict with the had every reason to claim
authorship of the 911, but it
school. He was an engineer with decades of hands-on proposals of Komenda. In fact, Ferry had to commission was Heinrich Klie (left) who
experience in sketching, designing and building car draughtsmen at the Reutter coachworks to produce modelled its fastback lines

44 August 2024
 911 STRUGGLES

Above Erwin Komenda fought

to the last for his ideas engineering drawings because Komenda’s people began to emerge with 356 DNA. American designer,
about a 356 successor, but were constantly reinterpreting Butzi’s ideas. Adding Freeman Thomas, had insight into these events. “The
he proved to be more of an
to hostilities, cars bodied to
engineer than stylist

PROPOSALS REDUCING THE

Komenda’s team Komenda drawings
Top Ferry brought Albrecht created a full-scale have a perfect

SHEET METAL OVERHANG OF

Goertz in to develop a new
model with a more combination of both
look for Porsche products
bulbous appearance form and function,”
Top right Butzi was liberated
from the design school in Ulm
than Butzi wanted. THE WHEELHOUSES, A MAJOR he explains.

KOMENDA TRADEMARK
While the 356 “Every styling line
Above middle An early version was created is the cleanest,
of the Goertz design shows under adverse the simplest
why Ferry didn’t consider it a
conditions precipitated by a war of nations, the 911 was and most edited possible. Komenda created a set of
true Porsche design
developed under adverse conditions caused by a war drafting curves his body men called ‘the Komenda
Below Ferry Porsche (left) of personalities, which would probably have escalated sweeps’ on account of their unique elegance. The
believed in exposing Butzi
into a disaster for the company had not Ferry stepped integrated culmination of these sweeps yields a car
(right) to all aspects of car
making at Porsche in and settled two major disputes. As he dictated, the with both wit and whimsy. Komenda’s cars have a
new Porsche sports car was to have 2+2 seating — not friendly, approachable and reliable personality. His
full four-seater capacity — and it was to be a fastback. design philosophy incorporates features appearing
With these parameters set in stone, the new 901 design to float on an invisible hidden shell. This is true of the
hood, doors and engine lid of the 356, as well as the
model’s headlamps and engine lid grille. All of this
is accomplished in homogeneous fashion giving the
Komenda car a humanistic shape, which might have
been produced by Mother Nature herself.”
Freeman continues with his praise. “Komenda was
a mechanical engineer and therefore thought like an
engineer. Fortunately for the Porsche company and, of
course, marque enthusiasts, he also had an amazing
talent for drawing beautiful lines. Butzi, on the other
hand, thought like an industrial designer. He was
tremendously conscious of the way things looked and
wanted his designs to reflect very modern styling.”
The Komenda-penned 356 was, however, expensive
to manufacture and assemble. “Consider the compound
lines on the floating 356 hood and the difficulty of
preserving a three-millimetre uniform gap where it mated
with the body,” Freeman muses. “The same problem is
found with the doors and engine lid. All this required a
huge amount of manual labour to get right.”
Enter the 911. “On the six-cylinder Porsche, the same

August 2024 45
surfaces and shut lines have far more tolerance for a Porsche,” Ferry relayed. It was a priceless lesson for Above Only the rear-deck
imperfection,” Freeman summarises. “This is very much Goertz. “It is easy to design a car for oneself, but much grilles still had to be resolved
in this first 901, seen on test
a Butzi trademark and reflects thinking in the context more difficult to design one specifically for others,”
of industrial design. Looking at the Komenda-designed he conceded. Below Drivers of the 356
Volkswagen, one can only smile. Looking at the Even so, having paid Goertz for his work, the thrifty adored its biddability and
lively handling, just the job for
Komenda-designed 356, one can only smile. By contrast, Porsche company paid attention to his ideas. Another rallying and races
the 911 was a more serious car.” full-size model was developed. It used elements of the
Goertz proposals, albeit under Klie’s direction. The more
SPREAD YOUR WINGS extreme elements of the Goertz design were moderated,
The influence of an intermediary played a part in these
negotiations. Impressed by the rakish styling of the BMW
507, Ferry Porsche commissioned German-American
designer, Albrecht Goertz, to work at Zuffenhausen and
develop a new look for Porsche output. In 1957-58,
Goertz produced a fastback design with wraparound
rear glazing. It was completed as a full-size model in the
Porsche studio under the supervision of Heinrich Klie,
who had founded the model shop in 1951.
“In the course of conversation,” Goertz related,
“Ferry told me he had a son who was studying at the
Hochschule for Design at Ulm. Lacking faith in the
formal training offered by design schools, which is
usually over-weighted to the theoretical, I suggested
Butzi leave school and work with me on this project at
the Porsche studio, which was part of the factory. Butzi
didn’t return to the reinstated Bauhaus at Ulm. This was
probably my biggest contribution to Porsche.”
As for his design proposal, Goertz, who passed away
in 2006, was doomed to disappointment. “I well recall its
presentation to Ferry’s sister, Louise Piëch,” he related,
long after the event. “Ferry walked around the model
several times, talked to his sister, then came to me with
his conclusion.” The review was nothing if not to the
point. “This is a very beautiful car, but it is a Goertz, not

46 August 2024
 911 STRUGGLES

Above Butzi’s T7 notchback most significantly proposals reducing the sheet metal This was a transition unparalleled in Porsche history
proposal had a front end that overhang of the wheelhouses, a major Komenda until the water-cooled 996 succeeded the air-cooled 993
would win through
trademark. This important influence was evident in the in the mid-1990s. As before, such a major shift in the
Top right Larger glazing at 911’s final design. Meanwhile, Klie also worked with company’s product offering provided the opportunity
the rear of the 901 makes its Komenda on design proposals for the new 2+2 Porsche. for significant stylistic change. “Some designers simply
mark, as do the bumpers and
overriders, integrated rather Still vigorous at fifty-six years of age in 1960 (when cannot do a Porsche,” says Harm Lagaay, styling chief
than added on these ideas were being explored), Komenda’s strong on the 996 project. Porsche designs, so he says, demand
preference for rounded lines contributed to a look of subtlety. “Simplicity has always been a key Porsche trait.
Right The first 901 depicted
lines that would become excessive bulk in a car larger than the 356. “I came to Proportions and graphics are important, but above all,
immortal in the final realise a body engineer was not necessarily a styling form language is crucial. It’s sheet metal being shaped
development of production man,” learned Ferry in this period, “and vice versa.” Of in such a way you cannot compare it with anything else.”
Below In one of his proposals, Butzi, “he soon showed remarkable talent for styling.” That this language was evident to experts outside
Komenda departed from his On later reflection, Butzi highlighted how “the new the company is made clear by Walter Maria de Silva,
wheel-enveloping style to have model was to resemble the 356, yet would have stylist of successful Alfa Romeo, Seat and Volkswagen
more Goertz-like flanks, but as
Ferry Porsche surmised, this a distinctive style of its own.” He and Komenda models. “The 911 has a basic shape remaining the
wasn’t a positive step forward accomplished this objective much better than they could same across decades,” he said at the time of the 996’s
ever have imagined. Thus, the spirit of the 1948 356/2 launch. “All its model generations speak the same
finally vaulted the generational change between the Formsprache. They are merely adapted optically to the
356 and 911. relevant timeframe. I’m enthused by this. Not least, the
996 convinces by its harmonious interaction of styling,
technology and functionality.”
On more than one occasion, however, there
was trouble in paradise. As the 1980s drew near,
a formidable threat to the 911 hit the road — from
Porsche’s own stable came the 928. After years of
massaging the handling of the rear-engined 911, how
had Porsche’s engineers managed the transition to a
powerful front-engined sports car? “The steering is not
so precise and direct as a 911’s — what car’s is? — but it
is almost that good,” I wrote of the 4.5-litre 928 following
model launch. “Only a slight numbness hints at its power
assist. Its controlled road handling is the definition of
neutral. The 928 is so predictable, you simply track it
through turns faster and faster until, near the limit, the
front tyres shudder a warning and the rear rubber gently,
controllably slackens its grip on the road.”
My colleague, Tony Curtis of Motor, agreed. “The 928
handles magnificently”, he announced. “There is a sense
in which the 928 has no handling at all. It simply goes
around corners where the driver wants it to, without

August 2024 47
effort or fuss.” What could be better than balanced, made unusual noises, providing a soundtrack for true Above Schutz proved his point
neutral handling? The self-adjusting Weissach rear axle driving enthusiasts. Light and powerful, the 911 had by citing the Fairchild PT-23A
— its tail-dragging inspired
was doing its job, helping to position the 928 as the 1978 unique handling characteristics. In the hands of a respect for the pilot
European Car of the Year, a competition in which the capable driver, it was extremely quick.”
Porsche ‘land shark’ beat the Ford Granada and BMW 7 The 911 wasn’t easy to drive, though. “It had a Below 928 was a radical
departure from the 911,
Series to the top spot. To date, the 928 is the only sports tendency to spin in a fast curve if mishandled. The although squint and classic
car to have won the highly coveted title, an achievement 911 had its origins in the Volkswagen Beetle. Although Porsche design cues are clear
illustrating how advanced the V8-powered Porsche was highly evolved from that machine, the Porsche retained
when compared to the output of other European car some of the cantankerous handling characteristics
makers during the period. of its ancestor. In the early 1970s, the Porsche and

SPREAD YOUR WINGS

In 1981, Germany’s auto motor und sport compared the
then new 4.7-litre 928 S with a same-age 911 Turbo
(930). On curving country roads, the publication’s
writers found the Turbo’s “hectic” throttle response
less satisfying than the “beautiful balance” of the V8’s
power production. After five hours on the autobahn,
the 930 driver “is visibly bushed and figuratively gives
himself a pat on the back,” so the resulting article read.
“The 928 S pilot steps out of his capsule relaxed and
without bands of perspiration under his armpits. There’s
no doubt about it: almost immune to the effects of side
winds and responding stoically, even in 125mph curves,
the unerringly straight-rolling 928 S is here the Porsche
nearer perfection.”
Was perfection really what people wanted from a
Porsche? Had this striving for immaculate handling led
to a more banal, perhaps even boring driving sensation?
Some light on this relationship between the 911 and the
928 was shed by remarks from former Porsche chief,
Peter Schutz, who was CEO at Zuffenhausen from 1981
through 1987. “In the mid-1960s, Porsche introduced the
911 as a successor to the 356. Confirming the direction
established with the older car, the 911 extended the
growth of a successful Porsche automobile business.
Its unique, six-cylinder, rear-mounted, air-cooled engine

48 August 2024
 911 STRUGGLES

Above Peter Schutz (centre), Piëch families withdrew from active management of make it turn. It goes in the direction in which it is steered.
here with Norbert Singer (left) their company. The first head of Porsche not a family On the other hand, some drivers love a car changing its
and Manfred Jantke, had to
find a means to defend the member was Ernst Fuhrmann, a brilliant engineer. During heading as a function of actions, rather than steering
“wiping” ways of the early 911 his tenure as CEO, however, Fuhrmann undertook the alone. For example, highly manoeuvrable sports cars,
task of replacing including race cars,
Top right Only when the
the 911 with two can be steered with
356 and 911 are seen
together does the much water-cooled, front- IN MANY DISCUSSIONS WITH the throttle and
larger windscreen of the 911
become obvious
engined sports cars:
the 924 and 928.”
EMPLOYEES, OWNERS AND brakes in fast turns.”
The layout adopted
Right The 911’s main
challenge was posed by Ernst
A great deal of CUSTOMERS, SCHUTZ HAD AN for the 924 and
sound technical 928 eliminated the
Fuhrmann’s launch of the 928
and 924 transaxle models thinking went into INKLING OF WHAT WAS WRONG cranky characteristic
these new Porsche of the rear-engined
Below The 901 nailed the models. One objective was to eliminate the perceived 911, which had a tendency for the rear to be chasing its
future of Porsche product
design by introducing a style instability (or ‘nervousness’) of the rear-engined 911. nose if the driver released the gas pedal too suddenly in
taking influence from the 356 This characteristic (its directional instability) can be a fast turn.
and continuing to present-day described in positive terms as manoeuvrability. Prevailing opinion at Porsche was that the 911’s air-
Porsche production
“It depends on the driver’s point of view,” Schutz cooled boxer couldn’t be brought into compliance with
reasoned, prior to his death in 2017. “Some drivers love anticipated noise and exhaust emission legislation.
a stable car remaining straight until the driver acts to Consequently, a decision was made to move beyond the
firm’s traditional production practices and technologies.
Accordingly, the 911 was scheduled to be discontinued
at the end of the 1982 model year.
“This was the posture of Porsche in the spring of 1980,
when the Porsche family decided to replace Fuhrmann
as CEO,” Schutz recalls. “On January 7th 1981, my wife
and I arrived in Stuttgart to become a part of the Porsche
team. It was time to get down to business and begin the
task of rebuilding the firm.”
In many discussions with Porsche employees, owners
and customers, Schutz had learned enough to have
an inkling of what was wrong. “Whenever I talked with
Porsche enthusiasts, the conversation eventually came
back around to the company’s two major challenges,
namely the lack of profitability and poor morale among
the workforce, which appeared to have its foundation
in planned discontinuation of the 911.” It should be
noted, the 911 was challenged on numerous occasions.
“Many wondered why Porsche persisted in propagating
strange handling characteristics, when state-of-the-

August 2024 49
art engineering could facilitate far more civilised its dealers. “The sense of impending catastrophe was Above Ferry Porsche
at the Porsche plant in
performance,” Schutz shrugged. “Porsche’s Australian overpowering,” Schutz revealed. “It was essential for us
Zuffenhausen in 1968
importer visited me in my Stuttgart office and asked why to recognise what our hardcore customers were looking
Porsche continued to build such a difficult-handling car, for and to make sure we gave it to them.” Below The 911 has gone
down in history as the world’s
which required a driver with above-average skill t The decision to keep the 911 in production came one
greatest sports car
drive competently.” afternoon in the office of Helmuth Bott, the Porsche
Schutz’s response was derived from experience board member responsible for the firm’s engineering
of flying. “I had been a pilot for several decades,” and development programmes. “I noticed a chart on
he revealed. “The majority of aircraft I’d owned and Bott’s office wall,” Schutz remembered. “It depicted
flown made use of a tail-wheel landing gear instead the development schedules for the three primary
of the more modern tricycle landing gear. A tail-wheel Porsche product lines: 944, 928 and 911. The transaxle
aeroplane has more treacherous ground-handling model lines stretched far into the future, but the 911
characteristics than its tricycle-gear counterpart. A programme stopped at the end of 1981. I remember
tail-wheel airplane will ground-loop, careen in a sharp rising from my chair, walking over to the chart, taking
circle and even end up on its back if not handled with a black marker pen and extending the 911’s line clean
skill and respect.” One such aircraft was the Fairchild off the end of the chart. I’m sure I heard a quiet cheer
PT-23, a wartime Army Air Corps workhorse Schutz from Bott. I knew I had done the right thing. The 911 was
had flown for many years. “I explained to my Australian saved. And I believe the company was saved with it.”
visitor that after I flew this aeroplane to a small airport Born with a struggle to depart from the 356, the 911
and performed a chandelle following a high-speed pass faced many challenges during its formative years.
over the runway, every eye on the airfield was waiting to Thanks to an apt analogy with tail-wheeled airplanes,
see who got out of the cockpit. This is to speak nothing however, it survived to fight another day. CP
of my perfect wheel landing. They knew it took a bit
more than average flying skill to carry this series of
manoeuvres to such high standard. It was a matter of
piloting pride. In like manner, when a 911 owner drives
their car well, it garners the respect of peers, a matter of
driving pride. The point had been made.”
A few weeks later, Schutz received a gift from several
Porsche importers. It was an aircraft tail-wheel mounted
on a beautiful wooden plaque inscribed with a simple
tribute: To the Porsche tail-wheel philosophy.
A deep sense of loss — almost heartbreaking grieving
— was gathering like a storm. Elegantly engineered
though they were, the 924 and the 928 weren’t ‘proper’
Porsches in the eyes of the period’s 911 enthusiasts.
The same was perceived of the 944. Put simply, none of
these newer Porsches were able to replace the 911 in
the hearts of the company’s traditional customers and

50 August 2024
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w w w. c o c o m a t s . c o m
STOP AT NOTHING
Brake fluid is one of the most important components of your Porsche’s braking
system, but the quality and type of brake fluid used is often overlooked. In this
article, we examine how brake fluid works and the different products available...
Words Dan Furr Photography Dan Furr, Dan Sherwood, Adrian Brannan

hen it comes we have developed a new DOT 5.1 brake Ultimately, the fluid needs optimised dry
to modern fluid for EVs,” he says. “Essentially, and wet boiling points, something DOT
motoring, it’s because regenerative braking sees an 5.1 EV is able to offer.”
easy for us electric motor also acting as a brake Before we delve deeper into EV brake
to consider making energy for the batteries, the fluid considerations, it’s worth reminding
the only real traditional mechanical braking system ourselves what brake fluid is and how
difference between an electric vehicle of an EV is used less frequently. This it works. Brake fluid, also known as
and the equivalent combustion engined can lead to spot corrosion, requiring clutch or hydraulic fluid, is responsible
car is the powertrain, but there are other special additives to the brake fluid, for moving component parts within
factors to consider, not least brakes. Of hence our new DOT 5.1 EV formula.” your car’s braking system. When the
course, both types of car feature braking Regenerative braking doesn’t mean brake pedal is pressed, the compressive
systems, and both require a brake fluid an EV’s anchors do little work, though. effect builds pressure, forcing the fluid
change, usually every two years, but this “These cars are generally heavier than to push caliper pistons against brake
is about as far as the similarities go. their combustion engined counterparts pads, which, in turn, are pushed against
“The requirement for electric vehicles and rapidly reach high speed, from the discs, bringing your car to a halt.
is often completely different,” says which they often have to slow abruptly,” Braking is a high-stress, high-friction Above The high
David Kaiser, head of the research and David continues. “As a result, the brakes system. Because of this, you must be output of air-cooled
engines treated to
development department at German quickly become hot, meaning the brake able to rely on your Porsche’s brake fluid modern engineering
automotive lubricant and additive giant, fluid needs to be highly effective when to operate at extremes of pressure and means stopping
power needs to be
Liqui Moly (liqui-moly.com). “This is why operating temperatures rise sharply. temperature. With this in mind, it’s vital carefully considered

52 August 2024
 911 STRUGGLES

Above R high- to check brake fluid regularly to ensure which sets safety regulations for the You’ve probably heard of various
performance brake
your car’s braking system will perform acceptable performance for different types of brake fluid, such as DOT 4
fluids cater for cars
driven hard on the perfectly in all conditions. brake fluids. The DOT ratings given to and, as David mentioned earlier, DOT
road, as well as those
A brake fluid tester pen offers a quick brake fluids are based on the liquid’s dry 5.1, but what are the differences? Put
competing in top-tier
motorsport series and easy way to check the health of and wet boiling points, as David implied simply, DOT 3, DOT 4, Super DOT 4 and
your Porsche’s DOT 5.1 are based
Right 991 RSR

IT’S NOT UNUSUAL TO FIND DOT 4

braking system brake fluid. Simply on polyglycol
dip the pen’s compounds, while
Below Readily
available test pen
will let you know the
sensors into the
fluid and the tool’s
BRAKE FLUID WITH HIGHER BOILING DOT 5 is based
on silicone. It’s
condition of your car's
brake fluid in seconds indicator lights will POINTS THAN SOME CURRENTLY important to note

AVAILABLE DOT 5.1 PRODUCTS

give you a reading different types
illustrating water of brake fluid are
content. As little as not compatible
two percent moisture will generate earlier. ‘Dry’ refers to the boiling point with one another and should never be
a warning, with readings of three of fresh fluid, whereas ‘wet’ refers to mixed in a braking system. Theoretically,
percent and above demanding the boiling point of a fluid which has you could mix DOT 4 and DOT 5.1
immediate fluid change. absorbed moisture. Generally speaking, (both polyglycol products), but we
“Moisture is one of the biggest the higher the boiling point, the longer don’t recommend doing so — boiling
inhibitors of brake fluid performance,” the brake fluid will last. points will be altered, impacting the
says Guy Barnard, head of lubricant
and servicing component retailer, Opie
Oils (opieoils.co.uk). “When brake fluid
ages, it can absorb small amounts of
moisture from its surroundings. If the
amount of moisture absorbed becomes
too great, it can cause problems when
the fluid rises in temperature under
braking conditions. The moisture can
effectively turn into vapour inside the
car’s brake lines, leading to a soft-
feeling pedal. Obviously, this condition
will stop your car braking as well as it
should. This potential for contamination
is why most car makers suggest
changing brake fluid every two years
or every twenty-four thousand miles,
whichever comes first.”
Every kind of brake fluid is given a
DOT rating, which outlines specification
of the fluid. This is assigned by
the United States Department of
Transportation (hence the DOT name),

August 2024 53
effectiveness of your car’s braking design considerations in braking As we’ve just mentioned, DOT 5.1 is Above No matter the
system under heavy load. systems. “Furthermore,” Guy stresses, a fluid for hydraulic brake and clutch Porsche you own, its
important to observe
“Glycol-based DOT 4 brake fluid is “because DOT 5 doesn’t absorb systems with a boiling point of at least the correct brake fluid
the current mainstream standard,” moisture, water in the fluid remains 260°C, but it also has an extremely high service intervals

Guy confirms. “Its specification is as globules, which can pool in low wet boiling point of 185°C. Compare
considerably better than DOT 3, spots in the braking system and cause these performance characteristics to
which it replaced. DOT 5.1 has higher component corrosion. This water can those of DOT 3 (250°C dry, 140°C wet),
specification still, and is usually put to also vaporise when it gets hot under DOT 4 (230°C dry, 155°C wet), DOT 5
use in fast-road cars, as well as those heavy braking, delivering a disastrous (silicone, remember, carrying boiling
occasionally taken to a track. DOT 5.1 effect on the efficiency of the car’s points of 260°C dry, 185°C wet), DOT
features similar specification to DOT 4, ability to slow as required.” 5.1 (the same as DOT 5, at 260°C dry,
including a boiling point above 260°C,
but it has lower viscosity at -40°C,
typically nine hundred centistokes,
compared to between 1,500 and 1,800
centistokes for DOT 4 and Super DOT
4.” A centistoke, in case you were
wondering, is an established unit used
for the measurement of kinematic
viscosity, where a centistoke is equal to
one-hundredth of a stoke.

JOIN THE DOTS

DOT 5 was originally introduced to give
higher temperature performance over
glycol-based DOT 4. Silicone fluid also
has other advantages, including not
damaging paintwork and not absorbing
moisture, but silicone-based brake fluid
is a poor lubricant — it doesn’t lubricate
ABS pumps as well as polyglycol fluids.
Silicone is also more compressible,
which can result in sluggish or spongy
pedal feel. It therefore requires special

54 August 2024
 911 STRUGGLES

Above As its name 185°C wet) and Super DOT 4 racing fluid boiling points than some currently What to consider when shopping for
suggests, Liqui Moly's
(300°C dry, 195°C wet). available DOT 5.1 products. brake fluid, then? “Choose a product
DOT 5.1 EV brake
fluid is specially It's important to note, these You might have read brake fluid from a reputable brand and buy from
formulated for battery
boiling points are the Department of labelling referring to glycol-based a respected retailer,” says Anders
electric vehicles,
including conversions Transportation’s Hildebrand,
— due to regenerative
braking technology,
mechanical brakes
minimum
requirements. AN ELECTRICAL SYSTEM founder of Anglo
American Oils
on an EV aren't
used as much as
they would be on an
Individual
manufacturers
COULD BE INSTALLED NEAR THE HOST (aaoil.co.uk)
and owner of
equivalent ICE car, a
consideration when
may modify their EV’S BRAKING SYSTEM WITHOUT R racing fuels
it comes to selecting
the right brake fluid
brake fluids to
suit different SUFFICIENT SHIELDING and lubricants,
designed for
applications, as the motorsport
David outlined at the beginning of fluids as PAG, an abbreviation of market with formulations not readily
this article. This means the figures polyalkylene glycol. In truth, polyalkylene available from major manufacturers. R
can be improved upon for different glycol, polyglycol and glycol are Extreme brake fluid, for example, covers
vehicle types, driving behaviour and the interchangeable terms of reference the needs of braking systems operating
environments a given car is likely to be for the same thing, indicating fluid at higher-than-normal temperatures,
used in. Consequently, it’s not unusual manufactured to be water or oil soluble, such as those with carbon brakes. The
to find DOT 4 brake fluid with higher the former being the most common. product’s boiling points are 325°C dry,
210°C wet and have proved popular with
teams in British GT, GP2, Mini Challenge
and Historic F1. In contrast, R 5.1+ high-
performance brake fluid is designed for
road use, where above average brake
system operating temperatures are
expected. “Importantly, R 5.1+, which
is sold in 500ml bottles, is compatible
with magnesium brake components,”
Anders smiles. “Typical dry boiling point
is 270°C, while the product’s wet boiling
point is set at 184°C.”
The R range of brake fluids also
features a DOT 4 formulation used by
many top-flight race teams competing
at the highest level of motorsport.
Named R 600+, it’s aimed squarely
at cars running brake discs at high
temperatures in the heat of battle
(hence boiling points of 315°C dry,
204°C wet) and is popular among the
paddock in Formula 3 and Radical race
series. “We even manufacture a fluid to

August 2024 55
assist with the assembly of hydraulic fact motorcycle brake fluid tends to be “As with engine oil, flow behaviour Above DOT ratings
are the minimum
brake and clutch components,” Anders sold in smaller bottles.” If in doubt, the is decisive for the performance of safety standards
adds. “The product conditions rubber handy parts finder app on the Opie Oils brake fluid,” he reasons. “The lower laid out by governing
bodies, with many
seals for best performance from website can help you choose the best the viscosity, the faster parts become manufacturers
first use. It also provides corrosion brake fluid for your Porsche. lubricated, but a low-viscosity brake developing their own
formulas with custom
protection and high lubricity, especially Back to David’s DOT 5.1 EV fluid. fluid also transmits pulses in the boiling points
where elastomers braking system
are in contact more quickly.
with metal AIMED SQUARELY AT CARS The result is
surfaces.”
For all driving,
RUNNING BRAKE DISCS better function of
driver assistance
whether road AT HIGH TEMPERATURES equipment, such
or race, each as ABS and
of our experts IN THE HEAT OF BATTLE electronic stability
offers the same control systems,
advice. “Make sure the brake fluid’s “One of the priorities we had when which respond even more sensitively.”
boiling point is sufficient for your car, developing this product was the need During the course of the past few
but also the way you intend to use for the end result to offer the lowest decades, automotive engine oil has
it,” Guy warns. “You can’t have brake possible electrical conductivity,” he developed from simple liquids to high-
fluid ‘too good’ for your Porsche, so says. An increasing number of classic tech formulas, with various grades
buy the best specification you can cars, not least air-cooled 911s, are and specifications launched to suit
afford. Change brake fluid regularly, being converted to electrification in the ever more modern manufacturing
at least in accordance with your car’s aftermarket. Recognising it’s not only practices and the many different
manufacturer’s recommendations, and OEMs playing with battery power, Liqui environments vehicles operate in. As
never, ever mix DOT 5 with glycol brake Moly considered the fact an electrical this article demonstrates, brake fluid
fluids.” Fortunately, the chance of this system could be installed near the is no different. Unsure which product
happening is slim — silicone-based host EV’s braking system without is best for your Porsche? Get a custom
DOT 5 brake fluids are mainly used in sufficient shielding. “As is the case recommendation from our experts by
military applications. with the wireless, inductive charging contacting Opie Oils or by speaking to
“It’s also worth being aware of the of an electric toothbrush, electrical the team at Anglo American Oils. With
fact some manufacturers market car voltage can be induced in a car’s the bosses of both companies owning
and motorcycle brake fluids separately,” braking system, which can decompose Porsches, you can rest assured your
Guy advises. “There is no difference the brake fluid or promote corrosion.” air-cooled classic's lubrication needs
between these products, other than the Viscosity was also a major concern. are in safe hands. l

56 August 2024
BEVERLY HILLS CAR CLUB
SPECIALIZED DEALER OF EUROPEAN AND AMERICAN CLASSIC CARS

1989 Porsche 930 Coupe

#14613

The Porsche 930 Turbo was an utterly unique supercar, the maker’s top-of-the-range 911 model for its entire production duration. The 1989 models were the first
and last versions of the 930 to feature the highly desirable Getrag G50 five-speed manual transmission. For $259,500

1969 Porsche 911E Targa #16619 1994 964 Carrera 4 Widebody 5-Speed #17572 1970 911S Coupe 5-Speed #17506 1958 Porsche 356A Sunroof Coupe #17569
This highly collectible 1969 Porsche 911E Targa This 1994 Porsche 964 Carrera 4 Widebody Coupe This 1970 Porsche 911S Coupe 5-Speed featured This 1958 Porsche 356A Sunroof Coupe that is
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1973.5 Porsche 911T Targa #17274 1966 Porsche 912 3 Gauge Coupe #16872 1974 914 2.0 LE Can Am Creamsicle #16963 1987 Porsche 911 Carrera Targa #15716
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1997 993 Carrera Coupe 6-Speed #17386 1962 Porsche 356B Super 90 Coupe #15214 1989 Carrera Sunroof Coupe #17432 1985 Porsche Carrera Coupe #17206
This low-mileage 1997 Porsche 993 Carrera Coupe This 1962 Porsche 356B Super 90 Coupe featured This 1989 Porsche Carrera Sunroof Coupe featured This 1985 Porsche Carrera Coupe has 50,420 miles
6-Speed featured with merely 22,106 miles on the with matching numbers (Kardex copy included) with matching numbers. Finished in its factory on the odometer. Finished in its factory special
odometer. Comes in a color scheme of Midnight and finished in its factory color Signal Red (6211). color Black Schwarz with a Silk Gray (QM) interior. order Meteor Metallic (961) with a Red interior.
Blue with a Midnight Blue interior. Equipped with Manual transmission and flat-four engine. An This iconic sports car comes with a 5-speed G50 Equipped with a 5-speed manual transaxle, and
a 6-speed manual transmission and a 3.6-liter excellent opportunity to acquire such a sought- manual transmission and a 3.2-liter air-cooled an air-cooled 3.2-liter flat-six. An excellent opportunity
6-cylinder engine. This German classic is the perfect after and highly collectible Reutter-bodied 356B flat-six engine. This air-cooled Carrera is a great to acquire a desirable air-cooled Carrera 3.2 Coupe
choice and is mechanically sound. Super 90 Twin Grille that is mechanically sound. find that is mechanically sound. that is mechanically sound.

For $129,950 For $98,500 For $89,950 For $86,500

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 914/6 GT EVOCATION

Porsche was never quite sure what to do with the 914. It could have been so much more,
as Paul Herbert’s epic 914/6 GT evocation proves…
Words Steve Bennett Photography Dan Sherwood

story of what could have been? The manufacturer’s production car line-up (and, after the
1970 24 Hours of Le Mans is etched 914, there wouldn’t be another until the Boxster). On
into Porsche’s DNA. Amazingly, this the Volkswagen side of things, the only vaguely sporty
was the first overall victory for the machine available was the Beetle-based Karmann Ghia.
Stuttgart sportscar stalwarts, in which Enough said.
the mighty 917 driven by Richard Styling-wise, Porsche wanted something that didn’t
Attwood and Hans Herrmann headed up a locked-out look like a 911 and Volkswagen needed something that
Porsche podium. As if this wasn’t enough, this very didn’t look like a Volkswagen. Outside help was sought,
running of Le Mans is when Steve McQueen filmed his but the usual styling houses were shunned in favour of
indulgent Le Mans movie, entering his privately owned Gugelot Design in Nue-Ulm, just fifty miles up the road
Solar Productions 908/2 into the race as a camera car. from Stuttgart. Gugelot had already designed a sports
It was driven by car with which it had

WHAT ELSE WAS THE

Herbert Linge hoped to stimulate
and Jonathan interest among several
Williams.
Amazingly, it
RELATIVELY NEW WEISSACH manufacturers,
Porsche and
finished in the RESEARCH AND DEVELOPMENT Volkswagen

FACILITY FOR?
top ten, albeit not included. And while
classified. the prototype was
Indeed, in a race for a front-engined
of attrition, Porsche won every class in which there was design, it was restyled to accept a mid-mounted motor,
a finisher, all in the shadow of the Salzburg 917’s overall as per the Volkswagen-Porsche concept. In a nutshell,
win. So often forgotten, but no less of an achievement, this is largely the reason the 914 looks the way it does.
is the sixth-place finish scored by the Sonauto-entered Controversial? Most certainly, but sympathetic to those
914/6, driven by the French duo of Claude Ballot-Lena who really love the 914, we would suggest ‘leftfield’ is a
and Guy Chasseuil. The race-prepared roadster was rather more fitting term of reference.
entered into the lowly two-litre GT class, but finished Production started in 1970. Engine choices were an
ahead of hordes of 911s. This was more than a clue 80bhp 1.7-litre Volkswagen flat-four on Bosch D-Jetronic
regarding the 914’s potential ¬— even with just 220bhp injection, or a pukka two-litre Porsche flat-six with a
and entered by a Porsche customer, the 914 showed it more wholesome 110bhp and carburettors. The four-
could humble its far more illustrious half-brother. cylinder cars were assembled by Karmann in Osnabrück,
We refer to the 911 as the 914’s half-brother simply while the sixes were built alongside the 911 in Stuttgart.
because Porsche was never entirely clear whether In time, the 1.7 would grow to 1.8 and finally to two litres
the 914 was a Porsche, a Volkswagen, a Volkswagen- and 100bhp. The 914/6 was quietly dropped after three
Porsche or even a Porsche-Audi, as it was often referred years or so in production.
to in the USA. The 914 was, of course, a collaboration
with Volkswagen unveiled in 1968. You don’t need a TRIED AND TESTED
history lesson outlining the historical links between In order to turn around the 914’s fortunes, Porsche
Porsche and Volkswagen. Suffice to say, then as now, decided it might benefit from a bit of win on Sunday, sell
the two brands are inextricably linked. It therefore on Monday. What else was the relatively new Weissach
seemed logical the two companies should collaborate research and development facility for? Porsche’s
on a joint venture to build a low-cost Porsche, which engineers were keen to demonstrate the benefits of the
could double-up as a high-level Volkswagen. Throw in 914’s mid-engined layout and its low centre of gravity.
Volkswagen-Porsche badging and it could be both. Preparations for competition 914/6s began in early
It might have been a recipe for marketing disaster, but autumn 1969. Twelve works GTs would be built by the
the 914 project had a lot going for it. For starters, despite summer of 1970, these cars forming the basis of the
the fact 356 no.1 was mid-engined, and notwithstanding 914’s competition life.
Facing page No Porsche has
benefited form the wide-arch
the fact Porsche had much success racing mid-engined The dozen-car line-up comprised three prototypes,
treatment as much as the 914 sports cars, there was no mid-engined model in the two Targa Florio entries, three for the Marathon de la

August 2024 59
Route (an eighty-four-hour endurance event held at the The 914/6 GT’s competitive career — in Europe, at Above and below Amazingly
purposeful look is bolstered
Nürburgring, rather than a race over Europe’s highest least — was short but bright, making more than a fair
by a near 320bhp three-litre
peaks), three Monte Carlo Rally cars and one RAC rally impression. When pitched against the contemporary flat-six making use of many
participant. Pretty impressive, given Porsche’s top brass 911, the 914 was very much the Porsche flagship’s genuine (and rare) Carrera
RS 3.0 components
weren’t entirely sold on the idea, but had been persuaded equal, if not better. The GT’s first outing was in May
by the race department. Note the 914/6 was clearly 1970 at the ADAC Nürburgring 1,000km race, where four
intended as very much an endurance racing machine. 914/6 GTs finished, taking nineteenth, twentieth, twenty-
The GT package had substantial reinforcement to first and twenty-third place overall, plus second in the
the rear of the host 914’s chassis, front suspension two-litre class, directly behind a 911 L. Le Mans came a
incorporating stronger front wishbones, plus anti- few weeks later.
roll bars front and rear, unlike the road car, which More 911 vanquishing would follow. The three
had neither. Ride height was reduced by four inches. Marathon de la Route 914s locked out the podium, giving
Plexiglass replaced side and rear windows, while plastic
bumpers took the place of the steel production items.
Under the visibly wider engine grille sat a twin-plug flat-
six designated 901/25 and based largely on the 210bhp
911 R motor. Downdraught Weber carbs, cylinders with
special bores, forged connecting rods, a steel crank and
additional counterweighting rounded out specification.
With 10.3:1 compression ratio, the 914/6 GT’s boxer
developed 220bhp.
In addition to the dozen works cars, forty-seven
customer 914/6 GTs were built, each offered with the
full M471 racing option. These cars were assembled
by Bauer at Cannstatt on the east of Stuttgart and were
finished off in Zuffenhausen.
Of the works prototypes, two were scrapped, one of
which being the Monte Carlo Rally entry driven by none
other than Björn Waldegård. Another was sold to Recaro
and built into a Nürburgring rescue car, while the third
test car now resides in the UK. Indeed, we recently drove
it for a forthcoming magazine feature.

60 August 2024
 914/6 GT EVOCATION

Above Paul has lavished a the onslaught of 911s a through savaging. By contrast, too fast. Developing it would have made it faster still. In
huge amount of time, money the 1971 Monte Carlo Rally wasn’t quite the giant-killing modern terms, its rather like a Cayman outdoing a brand-
and attention to detail on this
amazing build, which drives performance many in Weissach hoped for. Set for dry new 911. 914/6 GT beats 911 S/T was not a headline
every bit as well as it looks asphalt, the event the manufacturer’s

FORTUNATELY, PAUL GOT

was hit by heavy marketing
Below Competition ready, this
fantastic Porsche is heading snow. Waldegård’s department wanted.
to auction with a lower
estimate close to what the
Porsche had to give
best to the nimbler
THE ENGINE TOGETHER EARLY The 914’s
competition career
engine alone is worth — grab
yourself a bargain! (and rear-engined) ON, WHICH IS VERY MUCH ON carried on with

THE PLUS SIDE

Alpine. The Swede privateer entrants,
reckoned he could most notably in
have gone quicker America, where
in a 911. In truth, he probably could have done, but the model was much better understood, particularly
nonetheless, third for the GT’s rally debut was pretty on the West Coast, where the Targa panel could be
good going, especially considering the first 911 home dispensed with near permanently. In the land of Uncle
finished in fourteenth position. Sam, the 914/6 slotted into International Motor Sports
And that was pretty much that for the 914/6 GT in Association (IMSA) and Sports Car Club of America
competition, certainly as far as Porsche was concerned. (SCCA) series events and regions. In the myriad classes
You don’t need to read between the lines. The GT was and categories, cars could be run stock or extensively
modified. The 914/6 was perfect for either scenario.
Cue a motorsport career continuing to this day. Cue also
the inspiration behind this fabulous IMSA-themed GT
evocation belonging to Paul Herbert. There is a story to
tell, but first up, Paul has history with the 914, so much
so he was featured in our sister title, 911 & Porsche
World, way back in 2004, when the Porsche scene was a
very different place.

HOME TIME
Paul had returned to the UK after working at Bavarian
Coach Werkes (BCW) in Ohio, purveyors of wild modified
Porsches, with special focus on the early 911 Turbo
(930). His 2004 feature car was a lurid yellow 914/6
imported from BCW, which he ran as a road-legal race
car, competing in the Porsche Open Championship,
which in those days was very ‘open’ indeed, certainly in
terms of permitted vehicle modification. Hence, in Paul’s
road racer, a 964 Carrera RS engine mounted amidships
and a spaceframe front-end, plus a whole bunch of
other go-faster bits.

August 2024 61
 Clearly, Paul is a 914 convert and happily subscribes The minus? Sadly, the Intermarque series ceased Above Though the factory
914/6 sold in low numbers,
to our suggestion it’s the educated-if-leftfield choice of to be some years ago, leaving Paul without preferred
the wider 914 model range
classic Porsche. “Yes, absolutely,” he beams. “Plus, it’s playground or any other suitable series. Historic was a massive success
faster than a 911 and handles better. If Porsche had motorsport? “No chance,” he says. “Historic racing is
Below Polycarbonate
stuck with the 914 as a race car and developed it beyond a closed shop, unless a car is completely original and
windows feature sliders as a
the 914/6 GT, the 911 wouldn’t have seen which way it carrying FIA papers, even if back in the day, Porsche was means of keeping the cabin
went.” Our point exactly. Indeed, had Porsche carried messing about, mixing and matching parts.” cool in the heat of battle
on with 914/6 development, it wouldn’t have been too This setback took the wind out of the project for some
long before Weissach’s engineers arrived at something time, but fortunately, Paul got the engine together early
like today’s star car, namely Paul’s take on what could on, which is very much on the plus side. “No way I could
have been. There’s a lot of ground to cover here, but the commission the build of that flat-six now,” he sighs. “It
headline act is a three-litre RS engine, built to produce would probably cost north of sixty grand. Porsche prices
nearly 320bhp, a full 100bhp up on the aforementioned have gone stupid in recent years.” We should stress,
works racers. And while Rome wasn’t built in a day,
Paul’s latest 914 project has taken some nineteen years,
commencing shortly after we sampled his yellow 914.
“Life got in the way,” he sighs. “I bought the shell in 2005,
minus everything bar a few suspension components.
It was painted by 2008, but only put through its MOT a
month ago.” That’s some gestation period, but in many
respects, the delay has worked in his favour. Then then
again, in others, it really hasn’t. Allow us to explain.
On the minus side, Paul was specifically building
his IMSA-inspired homage to race in the then popular
Aston Martin Owners Club Intermarque series. Despite
being Aston-affiliated (as Intermarque suggests), the
competition was a catch-all for different sports car
makes. The real draw was how it encouraged ‘anything
goes’ modifications. Cue, then, some incredible racers,
from ground effect (seriously) DB7s with design input
from Adrian Newey, to Richard Chamberlain’s famous
orange 935-inspired racer, which has also featured in
these pages over the years.

62 August 2024
CLASSIC
PORSCHE BY

1963 Porsche 356 Super 90 Coupe

Originally sold to Sweden. Fully restored by 356 experts
Sportwagen. Great colour combination with stunning red
leather interior. Engine, transmission and running
gear built by us at Jaz Porsche.

£125,000

1973 Porsche 911S 2.4 Coupe LHD

Unrestored original example. Full history since it arrived
from Italy. Recent recommissioning works carried out by us
at Jaz Porsche. If you are looking for an original,
unmolested car, this is the one.

£185,000

1965 Porsche 356 SC Coupe RHD

LD
SO

One of the last RHD 356 SC’s built, finished in Dolphin

grey with beautiful dark red leather interior. Restored
by world renowned 356 specialists Sportwagen.
Engine built by us at Jaz Porsche. Ready to enjoy.

SOLD

For more information and a viewing, or if you’re thinking of selling your classic Porsche,
contact us on [email protected] or call 07864 307849.

www.jazweb.co.uk • St Albans • 01727 866075

I N D E P E N D E N T S E R V I C I N G , R E PA I R A N D R E S T O R AT I O N S P E C I A L I S T S F O R C L A S S I C & M O D E R N P O R S C H E
his current 914’s engine isn’t just Carrera RS 3.0 in body shell prepped and ready to bolt all the componentry Below Chassis stiffening
features throughout, aiding
specification, it’s Carrera RS 3.0 in original parts, hence to was equally vital, of course.
the mid-engined layout in
its value. “It’s been built by Steve Winter at JAZ in St The 914/6 GT look absolutely rocks. Indeed, if ever delivering a mind-bogglingly
Albans. He really knows how to put together a powerful a Porsche has benefited from the pumped, wide-arch compliant ride
air-cooled engine. This project wouldn’t have been treatment and fat wheels ‘n’ tyres, it’s the 914, taking the
possible without him.” basic design from slightly oddball to full-on desirable.
Externally, then, this IMSA homage has been fitted
SEARCH PARTY with factory-style GT panels, flared steel arches, and
Paul and Steve scoured most of Europe, if not the a lightweight fibreglass boot and bonnet, with correct
world, for correct parts, including alloy casings (which balsa wood strengthening to keep the panels rigid. The
came from Switzerland), fully balanced RS internals,
pistons, crank, rods and big-valve flowed cylinder heads.
A period-correct Bosch mechanical fuel injection unit
pumps petrol via carefully machined injection towers,
which taper to match the inlet manifolds. Fine-tuned on
Neil Bainbridge’s dyno, the engine produces a crisp and
responsive 318bhp, which is a very impressive figure for
a normally aspirated three-litre flat-six and testament to
advances in modern engine build techniques. “Usually,
for that sort of power, you’d have to go to 3.4-litres,” Paul
reasons, “but then you’d lose the revvy nature of the
three-litre boxer.”
Putting the power down is an oil-cooled Type 915
transmission with a shorter top gear, a WEVO 906-
style shifter and a short-shift aluminium tower. As Paul
confirms, this setup eliminates the 915’s traditional
vagueness. Granted, when it comes to a build menu,
sorting the engine and gearbox first is, perhaps, a little
arse about face, but as we want to make clear, the
skewed timeline brought financial benefits. Having a

64 August 2024
 914/6 GT EVOCATION

Right Coincidentally, JEU front and rear aprons are also fibreglass. The finish is Talking of which, Paul has opted for Pro-line Protrac
694N is but a few digits obviously arresting, and while Paul hasn’t modelled the racing shock absorbers, adjustable for bump, rebound
away from the registration
of the Carrera 2.7 MFI Targa colour or livery and ride height. Being
on any particular a road racer, there’s no
A RECENT TRACK DAY SAW
featured on the cover of last
month’s Classic Porsche period IMSA racer, need for rubber bits in
Below Genuine Minilites are
the perfect wheel for this car
they reflect the
appearance of the
PAUL WORKING ON THE DAMPING the suspension, hence
the appointment
Porsche-Audi US TO ACHIEVE A SETUP FOR BOTH of Elephant Racing
dealer race cars, Polybronze bushings,
driven by Peter FAST AND SLOW CORNERS ensuring maximum
Gregg and Hurley compliance.
Haywood. The car was corner-weighted and aligned at JAZ, with
Paul did the majority of the work on the shell himself, weight distribution being split 49/51 front/rear. If ever
but had Custom Cages fit a full FIA-approved roll cage, an illustration was needed as to the benefits of a mid-
which is tied into the suspension pick-up points. “The engined layout, this is surely as good as any?
shell is incredibly stiff and strong. You can jack up one Despite Paul’s previous 914 racer running on 930
corner and the other three wheels lift. By comparison, brakes, the car on these pages stops just fine on 911
a standard 914 is very wobbly.” Stiff is exactly what’s SC calipers loaded with vented discs and joined by an
required for the suspension to really work properly. uprated AP Racing master cylinder and balance bar. It
grips pretty well, too, on its genuine staggered Minilite
wheels, wrapped as they are in semi-slick Nankang tyres.
The interior is stripped for action, the cabin occupied
by FIA-approved Sabelt seats and harnesses, RS-style
door cards and a quick-release MOMO Prototipo steering
wheel, plus sliding Perspex side windows and a heated
windscreen. The colour-coded instruments we recognise
from Paul’s previous 914 racer, complete with the No
Fear logo on the rev-counter, which rather takes us back.
That’s an overview of the nineteen-year build. A recent
track day at Castle Combe saw Paul working on the
damping to achieve a setup suitable for both fast and
slow corners on the mainly-very-fast Wiltshire track. “I
managed to get down to one minute and twenty seconds,
with another couple of seconds to come.” That’s pretty
fast, putting Paul’s 914/6 firmly into Combe’s top twenty-
five lap times and on the pace of a Cayman GT4. He also
rates his 914 on the road, its suspension proving to be
surprisingly compliant.
What does the future hold? Well, it’s good news and

August 2024 65
bad news. We’ll start with the bad, which is to say bad will cross the Atlantic. The US racing scene is stronger, Above This zesty 914 is
for Paul. He’s decided that without a race series to too, and then there’s Stateside appeal for the IMSA look,” available to buy at the
forthcoming Historics
compete in, he’s Paul muses. The Auctioneers sale at

THIS CAR IS FOR SALE,

going to sell the car. IMSA look? The Windsorview Lakes on
“It’s a pragmatic whole look, we’d Saturday 20th July

decision,” he says.
“I intended to build
MEANING SOMEONE GETS say. This is one
tough-looking racing
a 914 I could drive TO ENJOY THE FRUITS OF machine. Short and

PAUL’S LABOUR
to the track, race squat with all the
and drive home. right details, topped
The Intermarque off by quad SEV
series is gone, and folk just don’t want to race like that Marchal endurance racing lamps.
anymore. It’s all big transporters, massive motorhomes Porsche got the 914/6 GT absolutely right. Too right,
and hotels. The old camaraderie of ‘pitch a tent and have in fact. Oh, what might have been. CP
a BBQ in the paddock with your fellow racers’ is all but
gone. Also, I really can’t afford to bend this car or for the
engine to go bang, which is a sign of current times and
where the classic Porsche market is right now.” A great
shame indeed, but Paul’s other passion is Triumphs — he
owns a 1965 Spitfire converted for rallying. “The parts
are literally pence,” he laughs.
The good news? This car is for sale, meaning
someone gets to enjoy the fruits of Paul’s labour. You’ll
have to roll yer sleeves up and get bidding, though,
because this superb 914/6 GT evocation is one of the
star lots at Historics Auctioneers Summer Serenade
event at Windsorview Lakes (visit historics.co.uk),
scheduled to take place on 20th July. The lower estimate
of £68,000 isn’t much more than the engine is worth, and
Historics is understandably confident of serious interest.
Even among what is proving to be an eclectic auction lot
list, this Porsche absolutely stands out.
“The 914 is far more appreciated in the US than in the
UK and mainland Europe, which is why I suspect the car

66 August 2024
August 2024 67
 959 ORIGINS

PRETERNATURALLY PORSCHE
From a simple exercise for a Group B sports racer, Porsche’s unstoppable
engineers fashioned the company’s first great supercar. Their only failure
was not charging enough for it…
Words Karl Ludvigsen Photography Ludvigsen Partners, Porsche Corporate Archives

orsche’s first ultra-great supercar, the Four-wheel drive was indeed a big deal at the time,
Type 959, was a consummate road not least because of Audi’s bold launch of Quattro,
car, master of any and all conditions aimed mainly at rallying. Pressure grew to create a
up to its peak 220mph. Launched at futuristic new Porsche — based on the 911 — acting as
the Frankfurt Motor Show in 1985, an advance guard for new features to be used in a range
this all-pawed Porsche was priced at of production models. Bott set out the ground rules
a then stunning DM420,000 (equivalent to $140,000 or for this mega-Porsche precisely as he saw them. His
£100,000). This was nearly three times the price aimed preferred power unit was a turbocharged 2.8-litre flat-
for at the project’s outset. Worst still, the cost to the six, ideally with water-cooled cylinder heads making use
company for manufacturing each 959 was DM1,300,000 of the latest Porsche thinking on four-valve chambers,
(approximately $720,000). Considering 337 cars were as had been incorporated in the 944 and 928. With the
produced, the total cost would have been close to FIA’s multiplication factor of 1.4, this would be rated as
DM368,000,000 (near $204,000,000) across the life a four-litre engine and, for Group B, would marry with a
of the project. Of this sum, only about one-quarter mandated minimum weight of 1,100kg.
could have been Initially, a single-

ROBUST LONGITUDINAL FRAME

recouped by sale row roller chain
of cars. drove the camshafts,
“The 959 is
an enormously
MEMBERS EXTENDED FORWARD TO but failures from
resonances mandated
competent car THE FRONT BUMPER MOUNTS TO a change to double-

ENSURE CRASH-TEST SUCCESS

representing row chains, adding
great investment, precious time to the
both in terms programme. With twin
of engineering expertise and customer buy-in,” wrote turbochargers, Bott foresaw output of up to 450bhp in
marque expert, Mike Cotton. “Were all this to be done for the road car, with up to 550bhp available for racing. He
merely 250 Porsche customers, it would unquestionably hoped this output could be transmitted through a PDK
have been a folly of the grandest proportions.” In the transmission to a four-wheel-drive system configurable
end, the 959 was just that, a folly, a fantastic coup to suit any given racing situation. The drivetrain was
de foudre on the part of the sober Swabians, albeit to be encapsulated in a fore-and-aft tube — like that of
benefiting more than three hundred customers who the 928 — and to be easily installed from beneath the
enjoyed an automobile remaining astounding to this very chassis platform. Forced induction specialist, Heinz
day, almost forty years after model launch. Dorsch, suggested the turbochargers be mounted
In 1982, the 959 began as a project to produce in series, rather than parallel, thereby providing an
a sports car capable of competing under then new innovative Porsche-specific two-stage boosting solution.
Group B rules specifying two-seated closed cars built
in quantities of at least two hundred units in twelve ARGUING THE POINT
months. Here was an awkward number. It was neither Dorsch succeeded in his advocacy, delivering a unique
high enough to yield to volume production efficiencies, system in which only one turbocharger was active at low
nor low enough to allow the cars to be hand-built by a speeds, but with both coming into play when full output
competition department. was demanded. This technology was dubbed Porsche-
Engineers at Porsche’s Research and Development Registeraufladung (PRA), the analogy being with
Centre in Weissach aimed at a mid-engined car for road ‘register’ or progressive carburettors, which open more
racing, rather than rallying. They wanted a machine for venturi throats when the driver presses throttle.
customers they knew well and looked to the 914 for Flanking the rear of the engine, the turbochargers
inspiration. Engineering chief, Helmuth Bott, thought were KKK’s new Type K26 water-cooled units, developed
otherwise. “We couldn’t learn anything from this for the 944 Turbo. The phrase “plumber’s nightmare”
approach,” he stressed, years later. “We had already came to mind when contemplating the pipework under
produced a high number of mid-engined cars. I was the 959’s rear deck. Air entered the system through a big
Facing page Two-time World fighting against the idea.” In 1983, he declared Porsche cleaner athwart the compartment above the engine, then
Rally Championship victor and
could not escape the era of four-by-four. “We had to was ducted back along the sides of the bay to the inlets
Porsche development driver,
Walter Röhrl, with the 959 be involved.” of the two turbochargers. The output from each unit

August 2024 69
was piped up to the top of an air/air intercooler placed engine was happy with 95-octane unleaded gasoline. Above Drawings of the 959’s
engine demonstrate its multi-
vertically behind the neighbouring rear wheel. To suit the complex technology of the 959, Porsche
pump lubrication system and
Pressurised and intercooled air was piped up to the developed a special electronic diagnostic device the finned cylinders providing
engine’s inlet manifold, which had an H-shaped central featuring both ‘reading’ and ‘writing’ modes of operation air cooling, despite the heads
being water-cooled
plenum from which ram pipes extended down to the helping the technician apply a system-checking routine
six cylinders. Fuel was delivered through two electronic and make adjustments. They could adjust the ignition Below A semi-cutaway
injectors for each cylinder, placed one above the other timing, for example, but only retard it, not advance it. technical drawing reveals
elements of the 959’s
in a short pipe just above the cylinder head. A Bosch The development team concluded time constraints
suspension and drivetrain —
Motronic ECU metered the fuel and controlled ignition would rule out the use of PDK transmission. A six-speed coil springs are doubled at the
timing. Overlaid on this basic system were the subtleties manual gearbox was specified instead. Another early front and single at the rear
of PRA, which incorporated a control valve at the exit sacrifice was the idea of maintaining the front luggage
of the right-hand turbocharger and plugged its exhaust volume — the demands of competition called for a more
outlet at low engine speeds. In this mode, all the gases space-intrusive parallel-wishbone front suspension. The
from the engine’s right bank flowed through a balance characteristics of the four-wheel drive system had yet to
pipe to drive the left-hand turbocharger, supplementing be defined, but it was announced to a waiting world that
gases from the left bank. This assured the quickest with “Porsche-typical innovation”, Weissach had scored
possible response from the left-hand turbocharger. Any
overflow of its air pressure into the right-hand inlet pipe
was blocked by a spring-loaded non-return valve.
Though peak output was unaffected by PRA,
substantial benefits were gained at speeds up to
4,000rpm. Similarly, PRA hugely elevated torque curve
at lower speeds. At 3,000rpm, for example, torque was
lifted from 190lb-ft to 300lb-ft, a fifty-eight percent
improvement. Maximum torque of 370lb-ft was reached
at 5,500rpm. Peak power of 450bhp was attained at
6,500rpm. The output objective for the 959 in its road
version had been handsomely achieved.
The dimensions of the 959/50 engine were 95x65mm
for 2,849cc. Its mechanical compression ratio was
8.3:1 but Porsche pointed out that with boost, this was
equivalent to 13.5:1 above 5,500rpm. Nevertheless, the

70 August 2024
 959 ORIGINS

Above The 959’s duo of turbos again, producing a unique system outperforming the the drive went forward through a small-diameter shaft
work of all rivals. — much like that of the 924 — to the front-mounted
Right Last-minute changes
were needed to make room Testing by Walter Näher and veteran Porsche differential, which turned the front wheels. At the input
for twin-row camshaft-drive engineer, Herbert Linge, at Continental’s proving ground to the differential’s pinion gear was a wet multiple-disc
chains in their housings at the included differentials controlled both by multiple-disc clutch referred to as Porsche Control Clutch (or PSK).
flat six’s anti-drive end
clutches and by Ferguson-patent viscous clutches.
Below Viewing the top of the Various driver-controlled options were also explored. FOLLOW YOUR NOSE
959’s engine bay at least gives One idea was to disengage the front anti-roll bar All the drive to the front wheels passed through PSK,
more of a view than Porsche
latterly provides — a flat belt and/or the front-wheel drive on tight turns. Another which was capable of transmitting up to 185lb-ft (250
drives the air-con compressor was to measure lateral acceleration in corners and Nm) torque. PSK’s operating range varied from complete
automatically declutch the drive to the front at high lock-up (for example, allowing the front wheels to
g loadings. These experienced testers were trying to pull if the rears were on ice) to the transmittal of only
overcome the “general all-wheel-drive problem,” which is twenty percent of torque to the front wheels. Changes
to say a driver who had exceeded the cornering limit had could be made at intervals of fifty to one hundred
few control options at his disposal, unlike a rear-drive milliseconds. Meanwhile, work went ahead on other
car, with its non-powered and steerable front wheels. aspects of the 959-to-be. The core of the car (its steel
A marriage of simplicity with sophistication described structure) was derived from that of the 911, from
the 959’s four-wheel drive system. Simplicity was in which the interior and cowl structure were carried over.
the drive system itself. From the transaxle at the rear, Unlike the 911, however, all exterior panels were either
aluminium or composite. The steel roof was replaced by
plastic. Robust longitudinal frame members extended
forward to the front bumper mounts to ensure crash-
test success. Doors and the front deck were made
of a special aluminium alloy containing 0.4 percent
magnesium and 1.2 percent silicon. Given a yellow-
chromated finish, these components weighed fifty
percent less than similar steel parts.
All other body panels were formed of resins
reinforced by Kevlar, DuPont’s trade name for aramid
fibre. With a vacuum-forming technique more commonly
used for aircraft, the panels were moulded against
plastic tools given a flame-sprayed metallic surface.
Skin panels were composed of six layers of glass and
Kevlar fibres in an epoxy resin. After being trimmed by a
water jet, the panels were bonded to the steel frame. In
fact, they were wrapped around the frame to ensure the
steel was fully enclosed.
The basic concept of the 959’s suspension was
established at an early stage. The goal was the most
rigid guidance of the wheels possible, but consistent

August 2024 71
 959 ORIGINS

Top left A close-up of the with comfort, together with control of camber angles of prior use. Porsche’s racing partner, Dunlop, stepped
959’s engine installation allowing the tyres to perform well with balanced wear up to the job. It brought to the party its patented Denloc
reveals the right-side
intercooler and the blue ducts and without overheating. At both front and rear, the hubs tyre/rim configuration. This matched a specially shaped
for cooled engine air rotated in spherical-roller bearings in cast-aluminium tyre bead to the rim in such a way a deflating tyre would
hub carriers. The rear hubs were very large in diameter stay attached to the wheel. Also used on the 956 sports-
Top right A pair of test 959s
pause to have their picture to ensure the outboard universal joints could be inside prototype race car, this was a textbook example of
taken in various climates them, thereby allowing the half-shafts to be as long motorsport improving the breed.
as possible. The 959 spurred Porsche’s effort to develop a family
Above left Wind-tunnel
testing of a 959 prototype Front suspension was by upper and lower wishbones. of brake calipers suitable for use among various product
assesses airflow over the top The lower wishbone of cast aluminium braced its front ranges. The largest of these was the A2 caliper, used for
leg well forward, leaving room behind its rear leg for the front wheels of the 928. The 959 used the A1 caliper,
Above middle Porsche took
the 959 to many venues the low-placed identical to the A2,
rack-and-pinion save for reduced
IN MARCH 1986, THE FIRST
during testing to be sure
the car could cope with all steering gear. front brake pad area.
challenges thrown at it

Above right The 959’s slotted

Fabricated from
steel, the upper
PRESS DRIVES OF THE 959 WERE The basic A caliper
of this family had the
front-end appeared on
numerous Porsche sports
wishbone sloped ORGANISED AT THE THEN NEW same pad area, but
gently downward was designed for a
cars following launch
toward its pivot NÜRBURGRING ROAD COURSE smaller-diameter disc
Facing page Pictured axis, which in turn, and was therefore
among the various vehicles
in the Porsche research sloped slightly down toward the rear of the chassis to used for the 959’s rear wheels. By road car standards,
and development garage at give a mild anti-dive effect. The forward-most damper these brakes were capable of impressive deceleration.
Weissach are several 959s unit was replaced by a hydraulic level-control ram. From 185mph, for instance, they could haul the 959 to
A similar pairing of a coaxial coil/damper with a a standstill at a rate 1.27 times gravity. Complementing
height-levelling ram was fitted to each side at the rear, them was a microcomputer-controlled anti-lock system.
where these acted on the lower wishbones. Bilstein was A newcomer to the Porsche design studio, Steve
Porsche’s partner for the development of these rams Murkett, joined Dick Söderberg in the refinement of the
and aluminium-bodied dampers. A large-diameter steel- 959 design for series production. Air inlets atop the rear
tube crossmember — nicknamed ‘ox horns’ after its wheels were new in the rear-fender leading surfaces.
appearance —curved under the gearbox and then high at The ‘breadbasket handle’ rear wing survived, albeit as
each side to provide mounting points for the rear legs of part of a wide rear deck lid requiring cuts in the rear
both upper and lower tubular wishbones. fender flanks. Grilled air exits appeared, those at the rear
Development of suitable tyres was crucial for a car releasing intercooler air. Front grilles, just ahead of the
weighing almost two tonnes when fully laden, not to wheels, released warm air not only from the adjacent
mention the not insignificant matter of it being able to oil radiators, but also from the main central radiator,
exceed 200mph. Test-stand conditions set by engineer, directing flow to a region where low pressure prevailed.
Hans Georg Persch, required the tyre be able to survive Finally, orders for the 959 were filtered and accepted
for twenty minutes running at that speed, even with the from the 1,600 enquiries received. Each confirmation
tyre exhibiting wear amounting to six thousand miles required a DM50,000 ($22,730) downpayment. Delivery

August 2024 73
was slated for August 1986 at the earliest. Included are always changing up! There is no time to relax. Such Above Unusual highlight
were all modern conveniences, with electric adjustment is the performance, you need to plan and think as in a stripes on this 959 accent
the manner in which the tail
for leather seats and fully automatic heating and cooling powerful race car.” Said Miles’ Autocar colleague, Mel stretches to contain the car’s
for climate control. Nichols, “the 959 demonstrates Porsche has achieved essential machinery
the fantastic goal it set itself in 1980: the creation of
Below Another engine view
TESTING TIMES a production car nudging the performance realms of of pictures the blades of the
After the Frankfurt event, select members of the press today’s race cars, yet which any driver with average blower for cylinder cooling and
were invited to visit Weissach and enjoy their first experience can master within a short learning period.” the slot feeding the air filter

experience of 959 motoring. They sat next to Günter “We hesitate to call any car perfect,” wrote Car and
Steckkönig for ten laps of the test track, which Mike Driver magazine. “In price, in availability, in performance,
Cotton described as “leaving the passenger weak-kneed the 959 defies comparison with lesser machinery. The
and full of wonderment at the race car capabilities of ultimate automobile, it is to an ordinary car as the F-15
the machine,” which, he added, “goes like the scary is to a hang glider. The Porsche 959 can accomplish
octopus at a funfair.” At home, the 959’s acceptance was almost any automotive mission so well that to call it
enthusiastic. By March 1986, Ludwigsburg booked 250 perfect is the mildest of overstatements.” For Weissach,
orders, complete with all required downpayments. it was job done. CP
In still-cool March 1986, the first press drives of
the 959 were organised at the then new 2.83-mile
Nürburgring road course. Three cars were available.
Each attending journalist was allocated half an
hour behind the wheel. Later, they rode shotgun for
demonstration laps by Steckkönig in a fourth 959, which
was loaded with PSK and a map suiting his driving style.
Lucky passengers got a ride around the old fourteen-
mile circuit through the Eifel mountains.
Porsche boasted how its fancy register-turbocharging
would make the engine feel like a normally aspirated
eight-litre unit, but testers were quick to discount this.
“To be sure, the high-performance power unit copes
with low revs with astonishing mastery,” reported auto
motor und sport, “but acceleration below 4,000rpm is
not at all breathtaking.” Above this engine speed, wrote
John Miles in Autocar, “the push in the back really
starts — a massive slug of torque. The transition to the
second turbocharger is a bit hesitant, but as it comes
in, there is this simply enormous shove from the rear
as the rev counter gathers pace toward 7,500rpm. You

74 August 2024
FIGURE OF EIGHT
Taking influence from its air-cooled boxer eights, from the 928 to development of hybrid
prototypes to take on Le Mans, Porsche has long maintained enthusiasm for V8s alongside
its four- and six-cylinder powerplants, but what are the engineering characteristics of a
bent-eight and what are the challenges in taming the design for regular road use?
Words Dan Furr, Matthias Penzel, Vincenzo Bevilacqua, Thomas Raab
Photography Richard Pardon, Dan Sherwood, Porsche Corporate Archives

76 August 2024
 V8 ENGINE DESIGN

or decades, powerful per the mighty 918 Spyder and Porsche’s valuable cabin space, depending on the
eight-cylinder engines new 963 LMDh competition car, overall vehicle design. Indeed, this was
have been as much built to tackle Le Mans and the World Porsche’s concern with the 928, leaving a
a part of the Porsche Endurance Championship. front-engined, rear-wheel drive layout as
story as the traditional In a four-stroke V8, there are four the preferred and obvious solution. Use
flat-six. Indeed, whether power strokes per crankshaft revolution. of a V10 (Ferdinand Piëch’s preferred
propelling a grand tourer, hypercar or The distribution of the engine’s choice) or a V12 might have encouraged
SUV, Porsche’s eight-cylinder combustion displacement among many cylinders a longer wheelbase and thus presented
engines enjoy an outstanding reputation, results in uniform torque output and disadvantages in terms of vehicle agility,
simultaneously embodying luxury, thus smooth running, but in terms of the and though special designs, such as the
comfort and W12, compensate for

ENGINEERS HAVE IMPORTANT ROOM

unbridled this drawback, they
sportiness. In the do so with a much
wider motoring
arena, the primary
FOR MANOEUVRE WHEN IT COMES TO higher degree of
technical complexity
reason for the THE CONFIGURATION OF THE CRANK and vastly increased

THROWS ON THE CRANKSHAFT

popularity of the production costs.
V8 is simply the The V8, then,
fact it need only represents a
be slightly longer than an inline-four with host vehicle’s architecture and axle load satisfying compromise, offering small
the same cylinder spacing, therefore distribution, a higher number of cylinders structural space requirements,
having only minor impact on engine (and their associated equipment) simple engine architecture, high power-
bay packaging — the slight increase in equates to increased weight, which to-weight ratio and smooth operation.
Facing page Five-litre, a V8’s required structural length is due is an obvious drawback when it comes Conventional vee engines possess
thirty-two-valve M28
V8 engine, as fitted to to the offset of the two cylinder banks. to performance. How, then, can this a special characteristic: the two
the 928 S4 The design has proved a successful be countered? connecting rods of an opposing cylinder
ingredient for Porsche’s hybrid A mid-engine layout is one way of pair are linked to a shared crank pin
Below Production of
the 4.5-litre M28 V8 drivetrains, complemented by an electric dealing with the problem, but the length of the crankshaft. The bank angle of
for the 928 in 1977 motor fitted to the crankshaft flange, as of the engine may well infringe on the vee is immaterial, because even

August 2024 77
where engines make use of horizontal offset on the crankshaft. This requires sporty and aggressive or with comfort- Above Ferdinand
opposing cylinders, two connecting rods split-pin crankshafts — or even flying focused smoothness and low vibrations. Piëch (left, pictured
inspecting the 917
connect to a shared crank pin. Engines arms with an angle offset — making The decision regarding the arrangement long-tail coupe at
such as that of the 917 are therefore up the difference. For a V6 with a bank of the crank throws is shaped by the Porsche’s Werk 1
grouped not with Porsche’s flat engines, angle of 90°, the requisite angle offset is dichotomy between maximum power plant) was keen for
Porsche to invest
but with vee engines, albeit with a 180° then 30°. potential and optimal balancing of the its resources in
bank angle. With the boxer engine of In the basic design of a V8, engineers free inertia forces and torque. Due to development of a V10
the 911, by contrast, the connecting have important room for manoeuvre the kinematic coupling in the crankshaft for the 928 project,
but the argument
rods of opposing cylinder pairs run to when it comes to the configuration of drive, the inertial forces are produced by for a bespoke V8
separate crank pins offset from each the crank throws on the crankshaft. This the oscillating motion of the piston and (pictured below)
other by 180°. For this reason, the flat has a crucial influence on the principle connecting rod masses. Depending on won the day

engine in modern Porsche architecture characteristics of the engine, whether whether these forces are produced one
has more main crankshaft bearings
than a comparable vee engine. In turn,
this results in further difference in the
offset of the two cylinder banks — in a
vee engine, bank offset is determined by
the width of the connecting rod, while
in a flat engine, it amounts to half the
distance between cylinders.

TRICKS OF THE TRADE

The bank angle of a vee engine
influences the unit’s height and width, as
well as its centre of gravity, but ideally,
the vee is configured to produce even
ignition interval. For a four-stroke V8,
this equates to a 720° cycle angle, the
result of two crankshaft revolutions for
a complete working cycle, divided by
the number of cylinders (eight), yielding
a 90° bank angle or a whole-number
multiple thereof. To compensate for the
resulting irregular firing order, engineers
fall back on an age-old trick: the
‘incorrect’ bank angle is compensated
for through an additional crankpin

78 August 2024
or two times per crankshaft revolution — have heard this condition referred to as which adversely affects the quality of the Above The 918
through the upward or downward motion pinking, detonation or knock. Persistent gas cycle. Spyder is powered
by a 4.6-litre V8
of the piston, for example — we speak of knocking leads to piston damage. In practice, this disadvantage can producing near
primary and secondary forces in relation In order to prevent this happening, a only be countered through greater 600bhp, with a duo
to engine speed. knock control system has to intervene, engineering complexity, such as through of electric motors
delivering an
Free inertial forces accordingly greater additional 280bhp

THE FLAT-PLANE V8 IS BEST

and/or torque are lengths of the individual
felt in the form of exhaust manifold Below Vee engine
with 90° bank angle
increased vibration,
which, particularly
SUITED FOR USE IN HIGH-END pipes — although limits
are generally defined
as primary and PERFORMANCE SPORTS CARS, by vehicle packaging

SUCH AS THE 918 SPYDER

secondary forces, constraints — or
are perceived as through cross-bank
unpleasant and can exhaust manifolds
only be partially dampened by the engine but then ignition can’t take place at for vee engines, in which the exhaust
mounts. For the most part, conventional the thermodynamically optimal time, a side is in the vee angle. As part of a
V8 engines feature one of two crank condition which leads to compromised recent V8 engineering project, Porsche
variants: the flat-plane crankshaft, in thermal efficiency. Engineering has broken new ground on
which all crank pins are on a single A V8 engine with a
plane, and the cross-plane crankshaft, in cross-plane crankshaft
which the crank pins of the four experiences this
cylinder pairs are arranged at 90° angles problem in particularly
to one another. pronounced form. Despite
A typical feature of the cross-plane V8 the generally even firing
engine is its characteristic sound, often order in the engine as
referred to as ‘burbling’. While this noise a whole, a 90° bank
is pleasant for those of us whose blood angle still influences an
has its own octane rating, it impacts the uneven firing order in
gas exchange in the engine. An efficient each cylinder bank. Two
gas cycle is therefore a fundamental cylinders per bank always
prerequisite for the optimal usage of fire in direct succession
the given displacement, both in terms of (90° ignition interval).
cylinder charge and volumetric efficiency What this means in
(and therefore power output). concrete terms is that the
The gas cycle can be impeded by exhaust pressure pulse of
two factors: flow resistance in the the subsequent cylinder
inlet and exhaust path, or incomplete already occurs while the
gas exchange (and thus residual exhaust valves of the
gas) in the cylinder. In petrol-powered previously ignited cylinder
engines, residual gas also promotes are still open. As a result,
a tendency toward hard, explosive exhaust is pushed back
combustion after ignition. You may into these cylinders,

80 August 2024
 V8 ENGINE DESIGN

Above Cross-plane this front — with specific control times two connecting rods. The similarity two inline four-cylinder engines running
V8 crankshaft for each individual cylinder, the residual to a four-cylinder is no coincidence. simultaneously. Putting all of these
Below Flat-plane gas problem can be eliminated with After all, the original idea which led characteristics together, the flat-plane
V8 crankshaft minimal effort. This was demonstrated to the development of V8 engines V8 is best suited for use in high-end
in impressive fashion both in simulation was essentially the combining of two performance sports cars, such as
exercises and on an engine test bench. inline four-cylinder units in angled the 918 Spyder.
The cross-plane V8 engine typically configuration. While firing order determines the
earns applause for its smooth running Of course, there are fundamental crankshaft rotation angle travelled
and low vibration during operation. advantages and drawbacks to this between ignition of two cylinders, it
Needless to say, in terms of free inertial design. Specifically, the secondary free defines the unique sequence of the
forces and torque, the cross-plane inertial forces of the four-cylinder are cylinders in succession. As fixed
configuration is ideal — while there is a retained and combine vectorially in the geometric variables, the bank and crank
remaining primary free inertial torque, vee configuration, but the gas cycle is angles only allow certain orders. The
this can be relatively easily counteracted considerably more harmonious. respective configuration defines which
through balancing masses on the outer The firing order in a flat-plane V8 pistons reach top dead centre. The firing
counterweights of the crankshaft. The jumps from one cylinder bank to the orders of flat- and cross-plane engines
result is perfect balance. other, which eliminates the residual therefore differ in principle — nearly all
The crankshaft for the flat-plane V8, gas problem of the cross-plane V8. modern flat-plane V8 engines fire in
meanwhile, looks like that of an inline- Alternating expulsion of the exhaust identical sequences, but cross-plane V8
four, with the exception of wide crank produces a completely unique engine engines, by contrast, tend to incorporate
pins, which in a vee, accommodate sound, not too dissimilar from that of manufacturer-specific firing orders.

August 2024 81
This explains a circumstance often deemed the best choice in view of all any case, one thing is clear: for all the Above M28 V8
installation in the 928
leading to confusion among enthusiasts characteristics. In fact, this firing order competition between different drive
and home mechanics: worldwide, has been adopted by all of Porsche’s technologies for tomorrow’s mobility Below The twin-
engine manufacturers adopt different cross-plane V8 engines since the concepts, the V8 will continue to have its turbocharged V8
powering Porsche’s
approaches to which cylinder is counted launch of the 928. Even so, alternative place in the realm of premium vehicles,
new LMDh race car
first and how the other combustion firing orders can be justified with not only as an icon of past glories, but
chambers are therefore numbered, respect to the objectives of individual because of the engine’s advantageous
consideration which can result in manufacturers and the intended technical characteristics. Sure, Porsche
differing firing orders between engines. application of the specific engines had already built engines with eight
If we remove different cylinder they’re producing. combustion chambers, but they were
counting methods, the variance in firing The results of Porsche Engineering’s air-cooled boxers and were only used in
order drops significantly. Moreover, if analysis also revealed another race cars.
we begin the cylinder count in each interesting point: there are certain The water-cooled V8 served a
case with cylinder number one, there firing orders which have never been different purpose — to power the 928,
are a total of eight theoretically possible implemented in production vehicles, but the brand’s first grand tourer, giving rise
firing orders for each rotational direction which demonstrate exceptional balance to a long line of impressive V8-propelled
in a flat-plane V8. With a cross-plane when the aforementioned objective Porsches of all varieties, a tradition
engine, the total is sixteen because criteria is taken into consideration. In which continues today. l
the angle position of the centre crank
pin is interchangeable. The objective,
however, is always the best possible
compromise between gas cycle, stress
on the main crankshaft bearings,
rotational irregularities and vibration
stimulation of the crankshaft drive
through deformation of the crankshaft
under load.
As you’d expect, Porsche Engineering
carefully examined the question of
optimal firing order for both flat-plane
and cross-plane V8 engines. Nearly all
flat-plane engines fire identically, with
alternation between banks always a
possibility, even with a deviating firing
order. The result for cross-plane variants
was likewise no surprise: with a focus on
robustness of the crankshaft bearings,
the firing order 1-3-7-2-6-5-4-8 was

82 August 2024
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August 2024 85
 911 RESTOMOD

QUESTION OF SPORT
We’re used to hearing about Sportomatic gearboxes being replaced with manual cog
swappers, but installing Porsche’s early stab at a semi-automatic transmission when
perfectly good manual units are available? Welcome to this highly personalised 911...
Words Dan Furr and Shane O’Donoghue Photography Simon Jessop

hat is it that made you seek out still a fledgling sports car manufacturer. The company’s
the Porsche in your possession? strong image was built around the 356 and the early
Of course, condition, mileage 911, but sales became relatively stagnant in the mid-
and, perhaps, even colour played 1960s and, with the demise of the 356 in 1965, Porsche
a significant role in the selection embarked on a program to broaden appeal of the six-
process, but taking specification cylinder flagship.
and trim options out of the equation, what was the Given how the USA accounted for the largest
motivating factor for buying the particular model you percentage of Porsche’s sales, and considering drivers
desired? For the owner of the 911 on these pages, it was in North America had already moved en masse in the
age. Hers and the car’s, in fact. You see, she was keen to direction of automatic gearboxes, it made perfect
own a 911 manufactured in 1974, the year she was born. business planning sense for Porsche to do likewise.
It doesn’t take a genius to work out the Porsche on Enter Sportomatic, unveiled in 1967, ahead of the 1968
these pages model year.

DUE TO THE FACT THERE IS NO

doesn’t look much Prior to the
like the G-series, introduction of
a generation of
911 (and 912, if
CLUTCH SLIP, A SMALLER AND Sportomatic, there
wasn’t an off-the-shelf
you’re being picky) LIGHTER SINGLE-PLATE CLUTCH transmission Porsche

DISC IS SUFFICIENT
launched for 1974 deemed suitable for
and continuing the 911. In fact, Ferry
on Porsche’s Porsche once said,
assembly lines for a wholesome fifteen years. This is “if you make a sports car with an automatic gearbox,
because the car has been treated to a backdate as part there’s a part of your clientele that says it’s not a sports
of comprehensive rejuvenation at the hands of Berkshire- car.” Somewhat contradicting this train of thought,
based Porsche sales, restoration and, latterly, motorsport several different automatic gearboxes were fitted to the
specialist, Rindt Vehicle Design. Company founder, Brian 356 for research purposes, including a two-speed semi-
Richardson, explains the background to this stunning, if automatic unit from German engineering firm, Voith.
somewhat unusual build. The gears were selected by the driver, though clutch
“Our customer was adamant she wanted a bespoke operation was automatic. Porsche didn’t end up using
911 based on a car originally manufactured in the year this particular transmission, but the production-ready
of her birth. She had specific requirements beyond Sportomatic bore more than a little similarity. And it
age of the donor vehicle, though. For example, despite must be said, this configuration is also found in same-
the competition-inspired look, which obviously takes era Volkswagens and NSUs.
heavy influence from Gulf racing livery worn by the JW At the heart of Sportomatic is a near regular four-
Automotive 917s fielded five decades ago, she explicitly speed manual gearbox. There’s even a fairly normal-
stated she wanted a 911 built to touring specification, looking gear lever in the cabin. There is, however, no
ideally with an automatic transmission.” clutch pedal. How, then, does the system work? When
We were as surprised as you to come across a 911 the driver touches the gear lever, a microswitch activates
looking very much like a derivative of the Carrera RS the vacuum-servo-motor-driven clutch and disengages
2.7, but lacking a manual gearbox. Well, kind of. What it through a mechanical linkage, allowing for a smooth
you’re looking at is a Sportomatic-kitted 911. We covered shift. Once the driver lets go of the lever, the clutch
the ins and outs of this technologically advanced (for automatically re-engages. Due to the fact there is no
its day) semi-automatic transmission system a few clutch slip, and hence less heat build-up, a smaller and
issues back, but for the benefit of readers new to Classic lighter single-plate clutch disc is sufficient, though a
Porsche, here’s a recap. vacuum reservoir is necessary to cover conditions where
Today, regardless of your preferred gearbox, it’s there is little vacuum in the inlet manifold.
inconceivable there would be no availability of automatic At the opposite end of the gearbox, where reverse
Facing page It look like an transmission across the Porsche product range. Indeed, gear is found, Porsche installed a mechanical parking
F-series 911, but this Gulf-look
restomod started life as an
PDK significantly outsells its manual counterpart. Things brake using a counter-rotating shaft to lock the output
early G-series built in 1974 were rather different sixty years ago, when Porsche was shaft and, therefore, the rear wheels of the car. Arguably

August 2024 87
the most important addition to the system was a torque to speed when one of the higher gears is selected Above Individualisation is
converter. To understand the operation of a torque in this scenario. more than skin deep, as
demonstrated by the engine,
converter, picture an electric cooling fan blowing air at Replacing the flywheel, the torque converter transmission and interior
a child’s handheld windmill toy. The electric fan is the considerably smoothed shifting and removed any
engine-driven side of the torque converter, or pump, need for precise control of the 911’s clutch beyond it
while the toy fan is the turbine. Turn on the power, and being engaged or disengaged. Fichtel and Sachs (a
the air flowing from the electric fan to the toy will make transmission company evolving into what we now know
it spin, even though there is no physical link between the as ZF) provided Porsche with the torque converter and
two. Replace the air with oil and enclose it all in a sealed more than a little engineering know-how — final drive
housing, and you start to get the picture of a simple fluid ratio was altered to compensate for slippage in the
coupling. Note, if the toy fan is prevented from turning, unit, which will always occur at higher engine speeds.
it has very little effect on the electric fan. In automotive Modern equivalent systems use lock-up clutches which
terms, this means the engine can continue to turn, even effectively ‘lock’ the pump and turbine speed together
when the gearbox does not, such as when in gear and under certain conditions. This technology was not
the wheels are stopped. available for Sportomatic, which is why torque converter
The clever part of the torque converter is the addition slippage is approximately 3.5 percent at high engine
of a ‘stator’ between the pump and the turbine. The name
suggests a static component, which this part of a torque
converter once was, but by the time of Sportomatic’s
design, the stator was also free to rotate, though it was
prevented from rotating in the opposite direction to the
engine. Nonetheless, what’s important is how the stator
alters the path of oil as it flows between the two sides
of the converter so as to multiply torque through kinetic
energy in the moving lubricant, essentially operating like
a reduction gear.
This effect is directly proportional to the difference in
speed between the engine and the gearbox input shaft,
meaning torque multiplication is at its most when the car
is stopped. This enables a smooth take-off and, in fact,
allows the driver of a Sportomatic-equipped 911 to leave
the gearbox in any gear at all, even when moving away
from a standstill. Naturally, the car takes longer to get up

88 August 2024
 911 RESTOMOD

Above and below 964 seats speeds, hence the altered gearing to compensate. The This operates the lock in the gearbox we talked about
join a stack of modern gearbox housing was filled with regular transmission earlier. Sportomatic has to be in either this position or
creature comforts to aid with
long-distance driving fluid, while the torque converter shared the same oil neutral before you can start the host Porsche. Bottom
system as the engine. This necessitated an increase in left is R (reverse). So far, nothing too strange. The
the overall volume of oil in circulation. Delivery of fluid to other four positions, however, are labelled L, D, D3 and
the torque converter D4. A road test
was carried out by of a Sportomatic-
a camshaft-driven DURABILITY OF PARTICIPATING kitted 911 by Car
oil pump. Back in
the cabin, as we’ve
CARS WAS CRITICAL, AS WAS and Driver in 1968
humourlessly
already mentioned, THE CAPABILITY OF DRIVERS AND addressed this
there’s no clutch oddness by
pedal. To fill the THEIR SUPPORT TEAMS reporting how
void, Porsche fitted Porsche had, so it
a wider brake pedal. The gear lever, meanwhile, looks seemed, made an error. “Save your stamps if interested
standard enough, until you scrutinise the shift markings in finding where D2 went,” read the article. “We haven’t
on its top. It’s a regular double-H pattern, but not as we a clue. A thorough search uncovered not a single trace
know it in any other manual gearbox. Top left is P (park). of it, and we looked hard. Its whereabouts will forever
remain one of the mysteries of Sportomatic.”
Porsche recommended using D for moving away from
rest, unless parked on a hill, in which case, selection
of the lower-geared L was advisable. Additional road
tests at the time of Sportomatic’s introduction indicated
the 911 recorded better acceleration times when
the driver used L as they would first gear. There are
suggestions Porsche used the unusual labelling to help
its Sportomatic cars pass noise regulations, a suspicion
raised as a consequence of testing being carried out
in D. Incidentally, the owner’s handbook supplied with
Sportomatic-equipped 911s advises drivers to keep
an eye on the oil temperature gauge, especially in
mountainous regions when running higher gears — the
torque converter’s operation generates heat in the oil.
Remedy? The advice was simply to change down a gear.
Another tidbit from the manual describes altering
idle speed with a hand throttle between the seats.
This was considered necessary to prevent stalling
when the car was stopped in gear with a cold engine,
though contemporary road test reports suggest stalling
happened frequently in such conditions, regardless of

August 2024 89
driver input. The same handbook also describes how was worked on by mechanics in the pits resulted in a Above Rebuilt 3.2-litre flat-six
to adjust the clutch operation for downshifting while lap taken off the total distance covered. There were, is bolstered by Jenvey fuel
injection and throttle bodies
slowing, as well as how to upshift while accelerating. It mercifully, scheduled windows where this rule didn’t
suggests a gearchange should take in the order of 0.3 apply, and it should be noted, an unassisted driver
to 0.5 seconds. Certainly, motoring journalists testing could work on their car elsewhere on the track without
Sportomatic when new reported the system swapped incurring a penalty, but the upshot of these rules — and
cogs as quick as they could move the gear lever. many more besides — was that Marathon de la Route
Despite the speed at which the gearbox could operate, was a serious endurance test for any competing vehicle.
few deemed it suitable for motorsport. Porsche (being Helmuth Bott, former Chief Engineer in Development
Porsche) wanted at Porsche, was
to prove otherwise, frank about what
but did so in a SPORTOMATIC REMAINED IN all of this meant
rather unusual
way: entering the
PRODUCTION UNTIL 1979, THOUGH for spectators and,
ultimately, drivers.
technology into the THE SYSTEM NEVER REALLY SET “It’s a bitterly boring
manufacturer’s first race, but we couldn’t
ever Marathon de la SALES CHARTS ALIGHT buy the results it
Route. This eighty- provides for our
four-hour endurance race (yes, really) effectively took experimental work — they’re not even obtainable on our
over from the Liège-Sofia-Liège (previously Liège-Rome- Weissach test track. There, we don’t drive constantly
Liège) road race, an event running on public roads from at the limit. We just don’t have it in us!” Bott, a shrewd
1931 to 1964, covering over three thousand miles and thinker, also recognised how taking part in the race was
taking more than ninety hours. In 1965, it was reinvented cheaper than carrying out the same amount of private
as a track event, held at the Nürburgring. Incorporating testing at the Green Hell.
the circuit’s south and north loops, the total lap distance Ahead of Sportomatic’s public debut at the 1967
was a whopping 17.5 miles. Frankfurt Motor Show, Porsche entered three cars
The durability of participating cars was critical, as was into the Marathon de la Route. One was a manual 911
the capability of drivers and their support teams, but the S, another was a 911 S with a Sportomatic gearbox
race mixed in peculiar rules, giving it the appearance and the third was a prototype 911 R, also fitted with
of a regularity time trial. For example, entrants had to Sportomatic. The 911 R story is for another day, but it’s
complete the same number of laps in the last twelve worth mentioning each of these cars was fitted with
hours of the race as it did in the first dozen. And to a tuned flat-six developing over 170bhp, much more
discourage lengthy pitstops, every sixty seconds a car than Sportomatic usually had to deal with. Out of fifty-

90 August 2024
 911 RESTOMOD

Top right Sportomatic is an three starters, only thirteen cars finished the gruelling fact the 911’s smallest engine, by then a 2.7-litre flat-six,
unusual choice for a 911 endurance event. The manual 911 S crashed, while the delivered plenty of torque. The four-speed Sportomatic
restomod, but this is precisely
what the owner asked for Sporto specimen suffered an engine problem. In contrast, gearbox was also offered as an option in the six-cylinder
the two-litre 911 R (with Sportomatic, remember) made version of the 914.
Below Group 4 wheels look it all the way to race end. Not only that, but the car won Right, that’s the history lesson taken care of. Back
great in a lick of orange
outright at the hands of Vic Elford, Hans Herrmann and to the beautiful blue 911 we’re in Windsor to spend
Jochen Neerpasch. Between them, they covered 6,148 time with on this sunny spring day. With Rindt Vehicle
miles at race speed, averaging more than 73mph for the Design’s customer’s desire for a Sporto-kitted 911 taken
full eighty-four hours. There could be no better durability into consideration, it’s safe to assume Brian sourced,
test for Porsche’s new transmission. er, a Sporto-kitted 911, right? Wrong. “The car was
With few changes, Sportomatic remained in production pretty much a bare shell and lacked both engine and
until 1979 and was offered on the 911 SC, though the gearbox,” he explains. “In fact, I bought it blind on eBay,
system never really set main dealer sales charts alight — without seeing the car in the metal. It came from a
fewer than two hundred Sportomatic 911s were imported seller in Northern Ireland and, true to how most of our
into the UK between 1968 and 1973. In 1975, the number restorations begin, the car was a total basket case in
of forward gears was reduced to three, a response to the need of full restoration.” The ideal blank canvas for a
bespoke build at the hands of a professional restoration
outfit with a customer offering a blank cheque, but in all
other scenarios, putting the car back on the road would
probably have made zero economical sense. Then again,
isn’t this true of most Porsche restoration projects?

ONE-STOP SHOP
Fortunately, Rindt Vehicle Design’s ‘everything taken care
of under one roof’ operating practice attracts a steady
stream of willing Porschephiles only too happy to take
a derelict 911 and return it to the road, no matter how
bad the starting point. Just as well, because as Brian
tells us, this particular G-series 911 was in need of major
surgery. “It was a rust bucket with a logbook,” he laughs.
“It spent four months on one of our body jigs. Obviously,
there were huge changes required in order to transform
the G-series body into the RS evocation you see here, but
on a fundamental level, we needed to replace a wealth of
rotten old metal with brand-new material before we could
get going.” Sure enough, the car needed “everything but
the bulkhead and the roof”, as Brian puts it, before the
application of new floor pans in a process shortening and
narrowing the donor body. Yes, this is another complete

August 2024 91
nut and bolt restoration from Rindt Vehicle Design, with to builds we’ve completed in the past, where Sportomatic Above One of the more
“a complete shed of a car” going from zero to hero at is ripped out in favour of a manual cog swapper, not unusual builds we’ve featured
in recent years
the hands of the firm’s talented technicians, who see installed instead of one.”
projects like this through from inception to completion. Client personalisation extends throughout the car,
Think of it like feeding a bucket of bolts into one end of including the addition of modern comfort equipment
the company’s charming barn-converted workshops, and to make long-distance cruising a doddle. There’s a
seeing an as-new air-cooled Porsche exit at the other. touchscreen Kenwood infotainment system (with
So, then. What exactly do we have here? “We’ve integrated satellite navigation), Classic Retrofit air-
removed all evidence of the car’s ‘impact bumper’ conditioning, plus the heated and electrically operated
origins, certainly as far as the exterior is concerned,” seats from a 964, originally finished in Linen leather,
Brian muses. As sure as night follows day, the RS look now carrying twin stitching reflecting the exterior Gulf
has delivered a pronounced ducktail, Rennsport-aping colour scheme. Similarly, Gulf-inspired Spirit of Le Mans
bodywork and tartan fabric has
has encouraged been used to cover
the appointment JENVEY DYNAMICS THROTTLE the dash centre,
of Group 4
Campagnolo replica
BODIES AND ONE OF THE FIRM’S which also plays
host to a pair of
wheels, which FUEL INJECTION KITS, COMPLETE Smiths shockproof
are painted Gulf stopwatches.
orange, perfectly WITH PROGRAMMABLE ECU Custom seatbelts
complementing from Quickfit Safety
the duck-egg-blue body paint. As the aforementioned Belt Services, aluminium cup holders, carbon-fibre trim
Sportomatic transmission suggests, however, this 911’s for the centre console, a MOMO Prototipo Black Edition
reconfigured specification is more than skin deep. steering wheel, leather for the dash top-roll, personalised
Flip open the composite engine lid and a 3.2-litre flat- dash dials (with the car’s owner’s initials), matching sill
six makes itself known. Of course, in keeping with the covers and a now-becoming-customary Rindt Vehicle
rest of the car, this is no ordinary 3.2-litre boxer. Yes, it Design dimpled aluminium key also take up residence in
has been thoroughly rebuilt, but now benefits from a set this touring-oriented cockpit.
of Jenvey Dynamics throttle bodies and one of the firm’s “From the gearbox to the owner’s year of birth
fuel injection kits, complete with programmable ECU. displayed on racing lozenges, this car boasts highly
The gearbox has been reinforced to cope with the power individual specification,” Brian smiles. “It drives
being asked of it. “The vacuum system has more oomph beautifully, too. You simply slot the shifter into D3
by way of a duo of independent pumps and reservoirs,” and you’re up to speed with today’s traffic.” This 911
Brian continues. “We spent quite a bit of time testing is also a showstopper, attending many events and
and incrementally upgrading the gearbox mechanicals in engaging enthusiastic attendees with its scene-stealing
order to get it to work as well as we intended. Naturally, looks, before conversation turns to the car’s unusual
I’d prefer to see a manual transmission in this car, but the configuration. Happy fiftieth birthday to both car and
customer is always right, and this is very much a car built owner. We’re sure they’ll be enjoying many smiles to the
to her exacting requirements. It’s certainly very different mile in their special joint celebratory year. CP

92 August 2024
 SPIRIT OF LE MANS

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Est- 1999

August 2024 93
993 (1994-1998)
Now in its thirtieth anniversary, the ultimate realisation of Porsche’s air-
cooled 911 concept was built in relatively big numbers and can be yours
in a variety of body styles and engine options…
Words Dan Furr and Shane O’Donoghue Photography Chris Wallbank

94 August 2024
 993 BUYING GUIDE

uring the early 1990s, Porsche Of course, Porsche being Porsche ended up
was in major financial turmoil. Its redeveloping the proposed 944 S3 with eighty
cars — chiefly the 964-generation percent new parts, the resulting model seen
911, the V8-powered 928 as original enough to carry its own nameplate:
‘land shark’ and the 944, once 968. Smoother, more integrated polyurethane
Porsche’s most successful bumpers, exposed pop-up headlamps and wider
offering — were being assembled on separate rear lights — all taking their cue from the same-
production lines with few shared components. age 928 — were designed to introduce a ‘family’
Meanwhile, impressively affordable, fast and look to Porsche’s products for the first time.
well-built sports cars from the Land of the Rising This collection of common styling elements also
Sun were eating into market share the Stuttgart served as the starting point for the aesthetic
brand enjoyed for many decades. The writing of the 993-generation 911.
was on the wall: Porsche needed to radically cut Introduced for the 1994 model year and
costs by developing new vehicles alongside one replacing the now hugely popular 964, the 993
another, regardless of the mammoth expense is the ultimate realisation of Porsche's original
involved in overhauling the plant at Zuffenhausen air-cooled 911 concept. It’s also considered by
and irrespective of the seismic change in thinking many Porschephiles to be the very best 911
required across the company. ever produced, built before the manufacturer’s
A new way of doing things arrived with the accountants dictated how its products should
adoption of Toyota’s Just-in-Time production be put together.
methodology, whereby inventory levels are kept High-quality assembly, extensive anti-corrosion
low and each technician receives only the parts protection, amazing engineering and superior
they need when they need them, resulting in chassis dynamics were a major part of the appeal
reduced waste, suppressed costs and greater then as they are now, but whereas the 964 fell foul
productivity. Changes at boardroom level and of a slump in interest for Porsche products during
a massive overhaul of the Porsche product the 2000s (meaning money spent on maintenance
line, including joint development of the 986 was often commensurate with the low value of
Boxster and 996-generation 911, not to mention the cars in period), the 993 was too new to be
discontinuation of the manufacturer’s ‘transaxle’ neglected before today’s unbridled enthusiasm
family of products in their entirety and the for Porsche products kicked-off in earnest.
development of a then controversial line of SUVs, Consequently, it’s almost impossible to find a
meant the German marque’s coffers would swiftly rusty example in the present.
return to the black, setting a path to its current And with a huge range of body styles and
status as the world’s most profitable car maker. engine options to choose from, as well as a
Before the company reinvented itself through sensible price point for entry-level Carreras,
major corporate restructuring, however, a shot in there’s never been a better time to delve into the
the arm for its existing product range was seen classifieds and buy a 993 to call your own. Here’s
to be a worthwhile exercise in the interests of what you need to be aware of when scanning
boosting flagging showroom sales. classifieds for a 993 to call your own.

August 2024 95
 ENGINE AND VARIORAM
The 993's 3.6-litre air-cooled flat-six developed
272bhp on launch, rising to 285bhp in its final
VarioRam form. This patented Porsche technology
has long been a source of confusion among
owners and enthusiasts, and though we’ve written
about the system in previous issues of Classic
Porsche, it’s worth reminding ourselves how it
works. VarioRam is, in short, an ingenious way to
alter geometry of the inlet manifold according to
engine needs under different operating conditions.
Intake air is fed into the manifold from the air filter,
but airflow can enter two separate butterfly throttle
valves. The upper valve opens by varying amounts
at all times, allowing air into a central plenum
distributing flow to the three runners atop the
engine, which lead to what appears to be further
plenum chambers with lower runners connecting
to the cylinders below.
What you can’t see from the outside is that
the top runners feed moveable sections, which
are vacuum-operated and computer controlled.
At low engine speed, they seal the top runners
to the lower runners, resulting in much longer
runner length, better suited to the creation of
low-speed torque. At this stage, the rest of the
manifold is redundant, but when engine speed
IDENTITY be found at bit.ly/dvlamot. The service will reaches 5,160rpm and the throttle is more than
If you’re new to Porsches, the 993 name return all test passes, failures and advisories fifty percent open, the moveable sections retract
may be confusing. It doesn’t appear on registered as far back as electronic records to allow air from the top runners into the lower
the model’s bodywork or even in official are stored (helpful in identifying any ongoing plenum chambers.
literature, but it’s cast on the crankcase, mechanical or safety issues) and, if you have The lower throttle valve also opens, increasing
defining the factory ‘type number’ and prefix the V5 document number at your disposal, overall airflow to the engine. In this scenario, the
for spares. This was the final incarnation you can even see which test centre carried runner length is much shorter from the lower
of the air-cooled 911 and, as such, the last out the inspection. plenums to the cylinders, which is better suited to
of the old-school Carreras. It has all the Damage may have been inflicted upon high-speed operation and develops more power.
plus-points of its predecessor’s running 993s driven in anger, so check panel gaps At 5,920rpm, further changes occur, resulting in
gear and, stylistically, the sleekly rounded to make sure they’re straight. Look for signs higher volumetric efficiency as the engine homes
curves grow on you. Although the 964's of mismatched colour and don’t be afraid in on its peak power point.
traditional ‘torpedo’ wings — with their to ask questions. You might be eyeballing a The first engine to make use of VarioRam was
stand-up headlights — were suppressed and Porsche which has simply been tapped with the 3.8-litre flat-six powering the mighty 993
the prominent bumper panels kneaded to a trolley in a car park, but then again, the Carrera RS. This was a significantly different
nothing front and rear, the 993 still manages car might have been stacked into a tyre wall engine to the 3.6-litre boxer propelling the same-
to perpetuate the classic 911 body shape. at a race circuit. Either way, Porsche body
Back in the mid-1990s, traditionalists repairs shouldn’t be done on the cheap, so
either lamented the design upgrades or ask to see receipts relating to the work, if
grudgingly admitted, at last, the 911 shape applicable. A paint thickness gauge will help
had achieved a homogeneity of form lacking you to determine if you’re looking at quarters
in the G-series concertina-impact-bumper full of filler.
models. Now firmly ensconced in classic Often, independent Porsche dealers
territory, the 993 is the antithesis of its and private sellers don’t know the full
water-cooled successors. specification of the cars they advertise for
Spend a couple of quid at mycarcheck.com, sale, which is why the Suncoast Parts VIN
where you can download a history report decoder (visit bit.ly/suncoastdecoder) is
outlining any insurance claims, change of a useful tool for new and existing owners.
registration number, recorded mileage and Simply punch the car’s VIN into the search
whether there’s any outstanding finance on field, part with $10 and you’ll receive a
the car you're looking at. You should also factory build sheet highlighting everything
enter the vehicle’s details into the DVLA’s from the differential type to all individual
free-to-use MOT history database, which can equipment paid for by the original buyer.

96 August 2024
 993 BUYING GUIDE

generation Carrera and all-wheel drive Carrera 4

— the RS lump featured lighter pistons and rocker
arms, along with large intake vales and a two-
millimetre increase in bore diameter. Peak output
of 296bhp at 6,500rpm and 262lb-ft torque at
5,400rpm are, understandably, usefully higher than
the 3.6-litre unit’s output (delivered at 6,100rpm),
the higher revs in the track-focused Rennsport
befitting its remit in life.
A more useful comparison can be made
between early 993 engines and those introduced
from 1996, when all 993’s benefited from
VarioRam. As we explained earlier, power wasn’t
radically improved, but VarioRam’s goal is to refine
and improve torque output across the whole rev
range. The 3.6-litre VarioRam-equipped 993 engine
also received bigger valves, which enhanced
breathing, especially at the top end. Weight may
have been hiked by thirty kilos, but the sprint to
62mph from rest dropped from 5.6 seconds to 5.4
seconds, with top speed increasing from 167mph
to 171mph. Fuel consumption improved, too. For
all these reasons, the short-lived VarioRam 993
is regarded as pick of the Carreras, although it is
more mechanically complex, a consideration when
it comes to servicing and maintenance.
Talking of which, air-cooled Porsche engines
can be expensive to repair, which is why you
should be presented with documentation
demonstrating regular oil and filter changes,
regardless of age or the amount of ground covered
— in Porsche circles, maintenance trumps mileage.
Paperwork from recognised independent marque
specialists or Porsche Centres will contribute to
the car's maintained value.
Lack of proof may be reflected in the asking
price, but keep in mind few cars are as expensive
as a ‘cheap’ 911. Thankfully, most 993 oil leaks are
easy to fix, but check the oil temperature gauge BRAKES, SUSPENSION are relatively inexpensive and are in huge
on your test drive — a high reading suggests the AND TRANSMISSION supply. This is a point worth noting —
oil cooler fan may be non-operational. It’s a time- The 993 was offered with a six-speed through Porsche Classic and the massive
consuming repair, even though replacement parts manual gearbox or Tiptronic semi-automatic network of aftermarket manufacturers
are reasonably priced from independent retailers. transmission. The latter is nowhere near as and retailers (Design 911, Heritage Parts
slick or as advanced as Tiptronic became in Centre, FVD Brombacher, Stoddard, Rose
the water-cooled 911 era (which preceded Passion and others) serving the Porsche
the arrival of all-conquering PDK). For this community, virtually every part remains in
reason, Tip-kitted air-cooled 911s tend to production, which is half the battle won when
command a far lower purchase price than maintaining a classic or modern-classic for
those with a stick shift. Clutches are hard- regular use on road or track.
wearing, but have a service life of 70k miles. The factory dampers are likely to have
Look at the car’s accompanying paperwork been replaced, but original supporting
to see when the part was last changed. equipment, such as rubber bushes and ball
Factor the cost of remedial work into what joints, might be showing their age. Once
you’re prepared to pay. again, a high number of retailers are at
The 993’s brakes were market-leading your disposal, but shop around — buying
when new and remain impressive today, even direct from Porsche is often cheaper than
on the base model Carrera, but be aware hitting the aftermarket. Incidentally, the 993
they require more legwork than you’d expect introduced a five-link all-alloy control arm
from stoppers on a modern servo-assisted arrangement to the rear of the 911, improving
car. All 993 braking system components handling and stability over earlier models.

August 2024 97
BODYWORK which slid inside the host 911’s rear window fancy sunroof. The lower purchase price you’ll
Available as a coupe, cabriolet, Targa or wide- at the push of a button. User convenience was expect to pay for a 993 Targa today makes its
bodied Carrera S and 4S, the 993 range ticked the order of the day, but at what cost? There coupe-aping aesthetic very appealing to tin-
all boxes, spawning a top-tier versions in the was no longer the need for a standalone roll top fans working with a modest budget. Find a
408bhp Turbo, the 430bhp GT2, the Carrera bar, meaning in profile view, the new Targa 993 Carrera Targa with Tiptronic transmission
RS and Clubsports. Door straps fail regardless was virtually indistinguishable from its coupe and you’ll have stumbled upon one of the most
of trim level. Open the doors and listen for a stablemate, the only notable difference being affordable routes into air-cooled 911 ownership.
cracking sound. If you hear it, the straps need the way the rear side window sloped to where it As mentioned earlier, rust is likely to be
replacing. It’s a labour-intensive job, but not met its neighbouring bodywork. There was no evidence of accident damage, rather than
essential (if you’re prepared to open the doors removable roof panel, no metal ‘hoop’. corrosion. Walk away if you’re presented
with a little more care than you otherwise might). Admittedly, the new panoramic view afforded with a doer-upper. Porsche used high-quality
The 993 introduced an all-new Targa top. The to occupants when the glass panel was in place galvanised steel during 993 assembly, but
“new Targa for a new generation” featured an was a great idea, but to all intents and purposes, check around the sunroof (if present), the top
electrically operated retracting glass roof panel the 993 Targa was a hatchback coupe with a of the windscreen and along the rear window
seals, where dirt can collect underneath rubber
gaskets and cause bubbling paint. Additionally,
check around the headlights — their cavities act
as a magnet for dirt, trapping moisture, requiring
corrective cosmetic work if left unattended.
Rear chassis legs can rot, especially if the
car in question has been left exposed to the
elements for long periods and driven daily in all
seasons. There is no way easy way to check for
problems at the side of the road, which is why a
pre-purchase inspection from a recommended
specialist is a wise idea. It might set you back
a couple of hundred quid, but the findings
of such an assessment could save you a
fortune in the long run.

98 August 2024
 993 BUYING GUIDE

ELECTRICS
The newest 993 is more than two decades old,
meaning there’s every chance a dodgy head unit,
alarm system and myriad other add-ons have
been butchered into the car’s wiring loom. Test
all switches, paying careful attention to electric
window and seat height operation. Failed adjuster
motors are the likely cause of complaint. They’re a
satisfyingly straightforward and cheap fix, but not
one you really want to be dealing with from the off.
Door harnesses become brittle and deteriorate
with age, and the air-conditioning system is prone
to failure. This can be costly, which is why you
should test the system thoroughly. Of course, you
might only be dealing with a re-gas (especially if
you’re looking at a 993 which hasn’t been used for
a while), but if the system has given up the ghost,
you can expect a four-figure bill to follow.

OWNER VIEW normally aspirated flat-six is great, too. It

The gorgeous black 993 Carrera 4S on delivers a satisfying roar, loads of torque
these pages is owned by Classic Porsche and, coupled with a low ride height, makes
reader, Seb Tangi. We were keen to find you feel as though you’re in a race car.”
out about his ownership experience. He splits servicing and maintenance
“I’ve been in possession of this Porsche between Revolution Porsche and Strasse,
for eight years,” he tells us. “As far as its the latter recently instructed to sort
mechanicals are concerned, I’ve only had creeping rust around the scuttle. The
to worry about routine maintenance and Strasse squad also refurbished the four-
servicing. The car has been super-reliable.” wheel-drive 911’s alloy wheels, which are
Carrying factory-fitted Turbo S bodywork, now wrapped in sticky Continental rubber.
this superb air-cooled classic might not “Despite what Porsche claims, you can’t
be the quickest 911 ever built, but driving really fit passengers in the back,” he laughs.
thrills are the order of the day. “It totally “Providing this isn’t a deal-breaker, I’d
clings to the road,” Seb continues. “It’s a recommend buying a 993 before they all
real driver’s car. Where you sense modern shoot up in value beyond reach.” When it
sports cars are doing the driving, you really comes to air-cooled 911s, perhaps Porsche
feel like an integral part of a 993. The really did save the best for last?!

August 2024 99
APPEALING ALTERNATIVE softening of the 911’s characteristic silhouette the starting point for so many recent restomod
The 964 was, for many years, the unloved didn’t meet with widespread approval. With projects. That said, the days of finding a bargain
911. Most were in the custody of owners who many enthusiasts seeing the technologically basement 964 are long gone, with only Targa,
couldn’t justify the expense of maintaining an simpler 964 as the last ‘true’ 911, it should come drop-top and Tiptronic (or a combination of all
old Porsche worth little more than eight grand, as no surprise to see an explosion of interest three) models hovering at forty grand or less.
which is why so many 964s were run into the in the model today. It’s this fresh appreciation As is always the case with classic Porsches,
ground. The 993 didn’t reach this stage of for the 964, plus the availability of many tired buy the best you can afford and you can’t go far
neglect (or rock bottom price point), but the surviving examples, that has seen it serve as wrong. Good luck and happy hunting! l

100 August 2024

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August 2024 101

Kyrre Birkeland’s desire to own a 911 capable of dealing with the rough road
to his holiday home resulted in the build of a Safari-spec 964 and
his new-found love of off-roading…
Words Robb Pritchard Photography Kyrre Birkeland, Beyond Adventure

102 August 2024

 964 SAFARI

orsche came bedroom wall, and reached its zenith of Porsche ownership and adventure
tantalisingly close a few years ago, when he achieved was revealed. He was immediately
to winning the East a lifelong ambition by becoming the given a warm welcome by the group’s
African Safari Rally owner of a 911. Taking the form of a 991 well-known Safari builders, including
in the 1970s. Along Carrera 4S, the car more than lived up Agostino Rizzardi (famous for his 964-
with the Middle East to expectation, but he soon came to the based rally-raider), who offered as much
Rally Championships of the mid-1980s realisation his dream 911 was a Carrera advice as needed. Kyrre was also bowled
(dominated by Saeed Al-Hajri and 3.2, which is why he bought an example over by images of the various off-road
his 911 SC RS) and the Paris-Dakar of the 964’s predecessor to keep his 911s owned by the group’s members,
Rally (won in 1984 by Rene Metge 991 company. With both modern and not least the gorgeous Russell Built
and Dominique Lemoyne in the 953), air-cooled Porsche ownership obtained, 911 Baha. Using today’s technology
the Kenyan classic is one of the most though, the next problem he faced — and engineering, Russell Built prepares,
challenging motorsport events ever and it’s a nice problem to have — was outfits and upgrades customer 964s to
devised. Today, encapsulating the spirit that neither of his 911s were suited become the most capable, versatile, dual-
of the tough Porsches put through their to tackling the pothole-ridden, four- sport air-cooled 911s out there, merging
paces on these demanding contests, kilometre-long off-road track leading modern engineering with classic styling
911s customised to ‘Safari’ specification to his holiday cabin in the hills of to deliver a state-of-the-art, hand-crafted
are hugely popular, as demonstrated Lillehammer, a popular ski resort in and custom-tailored Porsche for off-road
by Singer’s megabucks All-terrain southern Norway. racing. It was Russell Built’s work which
Competition Study (ACS), revealed Kyrre’s journey to owning a Safari- served as inspiration for what was follow
in early 2021. Back in the real world, themed 964 began with an idle look in Kyrre’s personal Porsche journey.
however, Kyrre Birkeland has just spent around the internet for advice about how With a good idea of what he wanted,
a week scrambling across rugged Alpine to make one of his 911s a little more but not mechanically competent enough
passes more than three thousand metres capable on rougher surfaces than they to undertake a Safari build himself,
above sea level, all from the comfort of were designed to accommodate. A few he enlisted the help of Norway’s only
his altered 964. clicks into the investigation led him to a Porsche Classic Partner Centre, located
Like many of us, Kyrre has been a Facebook group named Porsche Rally in the city of Son, around an hour’s drive
fan of Porsche products since he was Gruppe, pitching itself as a place for thrill north of Oslo. In the 2,000m2 building,
young. His story starts with a 911 Turbo seekers to enjoy the art of “flogging a up to six classic Porsches can undergo
(930) depicted in a poster stuck to his Porsche slideways”. A whole new realm maintenance, repair or restoration at any

August 2024 103

one time, the work carried out by five While sage advice came from many and was soon preparing for the Kalmar Above The road
highly qualified technicians, each the quarters, the main catalyst in Kyrre’s Beyond Adventure drive, setting off from less travelled
makes for a thrilling
recipient of comprehensive training from leap from owning an air-cooled classic Stuttgart and finishing in the south of — if somewhat
Porsche Classic in Stuttgart. configured for fast-road use to having a France via the off-road tracks of the Alps. challenging — take on
Finding a donor car was the easiest Porsche which performed almost as well Through morning mists, gravel a tour of the Alps

part of the project — next door, in the as a classic Land Rover across loose and rock trails switched back around Below Kyrre’s custom
neighbouring Porsche Centre Son, a 1989 surfaces was making the acquaintance innumerable hairpins with sheer drops to 964 build has opened
964 Carrera 4 subjected to engine and of Jan Kalmar, a Porschephile who their sides. The participating Porsches up a whole new world
of adventure for its
gearbox modifications was looking for knows more about off-roading Stuttgart’s reached spectacular heights, often up proud owner
a new home. The car had been painted finest than most. As the 964 build was to lofty glaciers. Winding down into
green, but after agreeing to buy the nearing completion in Son, Jan put nearby valleys, the many peaks scaled
tweaked and tuned air-cooled classic, the forward an invitation for Kyrre to join a few hours earlier were now towering
first thing Kyrre did was commission the an already planned off-road group tour over the Kalmar crew. Kyrre had his
guys in Son’s Classic Partner Centre to of the Alps. He reasoned the company 964 built to open up a whole swathe
sort a respray in silver, ensuring the new of seasoned Porsches adventurers of unpaved inland Norway, as well as
arrival matched the 991 and Carrera 3.2 seemed sensible when embarking the drive up to his cabin, but the tracks
already in his possession. on his first real experience of tough Jan led him along were much harder to
The most important part of a 911 territory in a 911. Needless to say, he navigate. Regularly, Kyrre would look
Safari build is, of course, suspension. To wasted no time in accepting the offer at obstacles his fellow trip attendees
get the desired twenty-five-centimetre
lift, instead of extensively modifying the
drivetrain or suspension components
to get the car to sit higher, the 964’s
subframe was lowered. This approach
ensures the stock driveshafts aren’t put
under any undue stress through much
increased articulation. With the needed
specifications worked out, a bespoke set
of dampers and springs was supplied
by JRZ Suspension Engineering, while
behind the front bumper, a two-tonne
Warn Axon winch was added, ensuring
the car could pull itself out of a tricky
situation, should the need arise. The
body, meanwhile, was backdated using
a mix of G-series parts – not least wide
911 Turbo (930) quarters and wings – to
replicate the look of the 911 SC RS.

104 August 2024

 964 SAFARI

Above and below were dealing with up ahead and wonder coax it along and over each hindrance. mountains, they argued, promised to
Stunning scenes how he’d manage to do the same. He Despite being taken far out of his be even more spectacular and more
and Kyrre’s talk of
exhilarating driving trusted the group leader’s judgement, comfort zone, Kyrre loved every minute challenging than the Baja peninsula.
have us wanting to of course, but his heart was often in of the challenging Alps tour. In addition
build a Safari-spec his mouth. Reassuringly, every inch of to his modified 964 and other privately PROTECT AND SERVE
911 of our own
the route had been checked by Jan on owned Porsches, including a variety of Largely because the modified 964
thorough reconnaissance trips. Besides, 964s and 993s, six 911s were rented was Kyrre’s first Safari 911 and wasn’t
he’s always leading the pack and, if from Kalmar Beyond Adventure by really built for the kind of challenge
there was a particularly difficult bump to participants, while Jan himself was Jan had mapped out, it quickly became
contend with (a rock slide covering the piloting one of two Cayennes. Not all of apparent improvements were needed.
track with nothing but the sheer slope of his organised adventure drives are quite On fast roads, for example, the coil
a steep mountain to the side was once so extreme – he admits Kyrre jumped in springs were far too hard, while on
such stumbling block), he’d get out of at the deep end, joining a tour designed rocky tracks, flying stones threatened to
his Porsche and help the other drivers to test just what road-legal Safari-spec take out the oil cooler. Extra protection
across. After all, if you make just a little 911s are capable of. was hastily added, including a crude
mistake in these circumstances, you The route was the result of the extension of the underbody protection
could be in real trouble. nucleus of event attendees being friends plates. The main issue, though, was how
Thankfully, Kyrre had the good sense who’d recently competed in the three- the 964’s previous owner had geared
to invite a co-driver to join him on the day NORRA Mexican 1000 historic the transmission to accommodate
trip – his close friend, Kai Getz, often had rally, before asking Jan to organise a 62mph in first, which isn’t exactly
to walk in front of the silver Porsche and particularly challenging Alps tour. These ideal for off-roading, where control at
walking speed is key. Unsurprisingly,
the configuration of Kyrre’s Porsche
resulted in serious clutch wear. In fact,
much to his annoyance, the clutch
became increasingly problematic until
the penultimate day of the tour, when the
part completely burned out. Fortunately,
Jan’s Cayennes double up as support
vehicles and are manned by mechanics
ready to hop out and help stranded
911 drivers. With the 964’s diff lock
disconnected a set of lighter and less
aggressive tyres fitted, Kyrre was able to
keep driving and was delighted to reach
Monaco, the final stop of the tour.
Jan is a world-renowned Porsche
specialist with several motoring records
to his name, such as driving from
Norway’s Nordcapp to the southern tip

August 2024 105

of South Africa in the shortest time. own signature line of adjustable shock joined by a six-speed sequential gearbox Above Inspired by
He also spent many years developing absorbers, complemented by fully with paddle shift controls and can be the legendary 911
SC RS, this modified
Porsche Driving Experience events for adjustable race-specification ABS and optioned as a 4.1-litre unit. A five-speed 964 Carrera 4 looks
Porsche AG. And, in partnership with centrelock Fuchs-style wheels shod in transmission is available if buyers prefer nothing like it did
nine-time Le Mans winner, to drop a cog, while a when Kyrre first laid
eyes on it

SEVENTY KILOS WILL BE LOST,

Tom Kristensen, Kalmar’s custom Gripper limited-
road car business has slip differential comes as
created a fine selection of
premium 964 backdates.
DESPITE KYRRE NEEDING TO KEEP standard equipment. With
a road car, you need a
Needless to say, the off- THE FOURBY SYSTEM TO ENSURE limited-slipper to activate

HE CAN REACH HIS CABIN

road 911s he offers for gently, ensuring it doesn’t
hire are awe-inspiring, disturb the balance of the
and not just because of car mid-corner. In an off-
their wide arches, long-travel suspension ultra-high performance (UHP) off-road road application, you want a the part to
and fifteen-inch wheels wrapped in big black circles. lock instantly. Momentum is the key to
tyres. Indeed, these capable all-terrain Powering the RS-R — two-wheel-drive, not getting stuck anywhere. It’s primarily
Porsches have the same amount of by the way — is a 355bhp 3.8-litre air- this concern which has influenced the
downward travel (or ‘droop’) as their cooled flat-six designed to competition configuration of the Gripper differential
equivalent road cars, but where standard specification. Managed by Kalmar’s in the RS-R.
classic 911s offer approximately 100mm own OBDII ECU, the custom boxer is Flanked by intakes, the air-conditioning
of suspension travel — roughly 50mm
up and the same down — Kalmar’s
Safari builds rely on double to ensure
the wheels can conquer large obstacles.
Hence, the flared wheel arches.
Away from Kyrre’s 964, all eyes were
on the Kalmar RS-R (Rally Special
Radical). This 1,289kg go-anywhere 911
might not be the lightest Porsche in
existence, but Jan has made extensive
use of aluminium, Kevlar and carbon-
fibre, the latter used for body panels,
including the engine lid, doors, roof and
bonnet. The front bumper was specially
designed to promote added ground
clearance and extra cooling for the twin
oil coolers, while chassis strengthening
plates and bespoke underbody panelling
keep the car’s vital organs in good
shape. Damping is provided by Jan’s

106 August 2024

 964 SAFARI

Below The formerly condenser is mounted on the duck wing. 964), the 911s Jan loaned to Alps tour with him to launch off-road designs for
green 964 undergoing Yes, Kalmar has loaded the RS-R with participants are two-wheel-drive. One classic 911s.
its transformation
into a wide-arched creature comforts, aiming to produce a of the secrets to their ability to scale Incidentally, talking of what’s in all four
silver mud machine at supremely comfortable Porsche despite seemingly insurmountable ridges corners, the eagle-eyed among you might
the Porsche Classic the environment it is destined to contend is the choice of tyres. It wouldn’t recognise the wheels on the loaned
Centre in Son
with. Options are limitless, but at its be unreasonable to assume they’re 911s. They’re lightweight magnesium
core, the RS-R’s interior features lashings specially created all-terrain products, spacesavers, though it should be noted,
of premium leather (contrasting with but Jan revealed to us they’re Michelin the RS-R rolls on a set of custom-made
charcoal Alcantara) covering not only snow tyres made for camper vans. The magnesium Fuchs-style rims.
the seats and dashboard, but also the extra thick side walls carry a classic Kyrre is now back at home and
fully integrated roll cage. Arguably more 911 very well on loose surfaces, while preparing for the harsh Norwegian
exciting when considering seat time in an the winter tread pattern on a set of winter. His 964, meanwhile, is having
off-road Porsche, the fly-off handbrake 205/70/15-profile tyres (slightly larger for its clutch replaced and a special slave
will put a smile on the face of anyone the RS-R’s UHPs and set at below 1bar cylinder fitted in Jan’s workshop in
when the surface below allows for use. pressure) is perfect for off-roading in the Denmark. Additionally, a much heavier
State-of-the-art navigation devices and Alps. He won’t be referring to them as flywheel will help with starts and
rally-bred tripmasters also feature in the van tyres for long, though – impressed offer more engine control. The main
high-end cabin. by what Jan is doing with these products, upgrade will be softer springs and more
Like the RS-R (but unlike Kyrre’s Michelin is now working in partnership comprehensive underbody protection,
and, though a 964 Carrera 4 will never
be a featherweight, seventy kilos will be
lost from overall weight, despite Kyrre
needing to keep the car’s fourby system
to ensure he can reach his cabin in the
woods. The car is also being fitted with
a tow bar – its enthusiastic owner has
bought a lightweight caravan to drag
along to camping adventures in Norway’s
wild interior.
He also plans to join Kalmar Beyond
Adventures on some of its forthcoming
tours. With fully supported off-road
driving holidays, including winter ice
and snow weekends, plus the Alps tour
you see across these pages, crossings
in the Republic of Georgia and even
an excursion to Republic of Uganda in
East Africa, there’s plenty of adventures
choose from, all of it enjoyed from the
comfort of a 911. l

August 2024 107

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August 2024 109

 MOTOR FREE ADS
TO ADVERTISE VISIT

WWW.MOTORFREEADS.CO.UK
CARS FOR SALE PORSCHE 911 PORSCHE 911 CARRERA PORSCHE 912
2
PORSCHE 996

1987, 48033 miles, £89,999. Boasting

a desirable factory specification.
2000, 16246 miles, £29,999. An Powered by a naturally aspirated 1969, 100300 miles, £50,000. Manu.
original right-hand drive ‘C16’-code 3.2-litre flat-six, delivering 231bhp to
1984, 208000 miles, £32,500. Bright 3/6/69. Porsche col 8A3 reg California
UK-market car. More usable all year the rear wheels through a five-speed
round thanks to the hard top and all- Red 3.2 911 Carrera, Left Hand Drive. Imported UK 1/5/98. BGU440G
‘Getrag G50’ manual transmission.
wheel-drive system, this Porsche 996 MOT till April 2025. Previous owner
This Porsche 911 Carrera Super Sport Exported to algarve Portugal
Carrera 4 Cabriolet is a wonderfully was the editor of Porsche World. Cabriolet is a highly collectible open-
capable sports car. Finished in the 29/10/2008. 2016 Total restoration
Please call 07871924318, East of top performance car, combining its
lesser-seen hue of Paladio Metallic
England. soulful air-cooled flat-six with an began. Back to metal. Photos. Like
and presented in excellent overall
involving G50 transmission and the original. Twin webbers. 2 batteries
condition. Please call 07999222999, 122960
Wales. (T) Turbo’s bodywork, suspension, brakes,
and spoiler. Please call 07999222999, on/off switch. Drilled and vented disc.
123709
PORSCHE 911 Wales. (T) Classic/mad. Radio. Undersealed rust
123711
protection. 20 min for Airport Faro. No
PORSCHE 911 996
CARRERA 4 UK tax to pay on import. Only 5% vat.
PORSCHE 911
Please call 00351964768068, Rest of
the world.
120121

1983, 8655 miles, £99,999. The

PORSCHE
912
‘Holy Grail’, for any British Porsche
enthusiast, is a sub-10,000 mile low- 1969, 59000 miles, £79,000.
2002, 73000 miles, £16,990. Finished
in basalt black with contrasting production C16 car. Fully matching Porsche 2.7RS Lightweight Evocation.
Built from a show quality 911T road
graphite grey leather upholstery.
Last owned for the past 11 years,
number Porsche 911. The odometer
car with zero corrosion. Freshly built Sales
the previous keeper had the vehicle
displays an incredible 8,653 miles from 2.7 competition engine. Fitted with Service
new. Under the rear engine lid is an genuine 40 IDF Webbers. £28k +
in dry storage and used purely on
occasional weekend 911 club drives. air-cooled 3.0-litre flat-six, delivering expenditure 2020-22. Specialists Resto
Club Autosport have been responsible
The vehicle comes with the certificate
of authenticity from Porsche UK also.
around 204bhp to the rear wheels via
for a large amount of the work since revival-cars.com
a five-speed manual transmission.
its arrival in the UK. Please call
www.kccarsales.co.uk. Please call
Please call 07999222999, Wales. (T) +447976440110, West Midlands.
07768 791802
01322226766, South East.
122959 123710 122551
Keeping the 912 faith

FEATURE YOUR MOTOR IN YOUR FAVOURITE MAGS! OR FIND YOUR NEXT!

110 August 2024

PORSCHE CAYENNE S

2012, 80000 miles, £16,500. Very

rare black Porsche Cayenne S that
drives absolutely as new. Extremely
good on fuel, just been used in a music
video. Full service history, no oil leaks,
lovely body work, pleasure to drive,
sunroof, electric tail gate, no warning
lights on the dash, SAT NAV. HPI
clear and ULEZ compliant. Please call
07355417118, South East. (T)
123263

PORSCHE 928
1987, £12,000. 4951cc immaculate PORSCHE 986 BOXSTER PORSCHE BOXSTER 987 PORSCHE CAYMAN 718
95k MOT recent service. Please call 2.5 CAR COVER
07399144780, South East.
122480 1999, 68000 miles, £7,250. Ocean
blue cream leather seats, 1 year MOT,
just done. New drive belts. New back
PORSCHE BOXSTER brake discs. New alternator. Drives 2008, 44400 miles, £10,500. 2687
great. Please call 01702 230362, East cc. Sport edition, 6spd. Blue. Sports
seats. Bose audio. New blue hood
of England.
2017. Excellent condition with FSH.
123007
MOT October 2024. Please call
+447939528614 or 01603400971,
East of England. £50. Classic Editions lightweight
PORSCHE BOXSTER 2.7 123261
outdoor car cover. Fits any 718 model
PARTS & MISC. and when not in use, folds up easily into
its own small bag. Excellent condition,
with no marks or tears. Plus postage,
PORSCHE 996/BOXSTER or free collection from North Bristol.
ALLOY WHEELS
Please call 07730588676, South West.
121738

2003, 51150 miles, £10,450. 3.2s-

260BHP. Full history. All original. Last
PORSCHE T-SHIRTS
main service at 50k. Recent wheel 2005, 75000 miles, £10,995. With
refurb. Summer use only, garaged blue paintwork and tan interior, sports £1,100. Fuchs design alloy wheels with £5 each. One grey and one white
in winter. VGC in and out. Hard top exhaust, recent service, full MOT, Pirelli P7 tyres. Less than 1000 miles and red. Very good condition. Gents
use. 7 x 17 front, 9 x 17 rear includes
and stand included. Please call genuinely immaculate condition. small size. Please call 01475 726360,
bolts. Please call 07941255877, South
07530773273, Scotland. Please call 07500714593, Scotland. East. Scotland.
123409 123115 121696 123125

TO ADVERTISE VISIT: WWW.MOTORFREEADS.CO.UK

August 2024 111
 MOTOR FREE ADS
BESPOKE AUTO TRIM
Classic, vintage & veteran trimmer
 SEATS, DOOR CARDS, HEADLININGS, SIDE SCREENS & CARPET SETS
 LEATHER, VINYL & FABRIC
 BESPOKE RESTOMOD INTERIORS
Call Piers on 07583 247533
Email: [email protected]
www.bespokeautotrim.com
Based in IVER, Buckinghamshire SLO 9AH

ADVERTISING INDEX
356 Panels 85 Restoration Design Europe 39
Adrian Flux 101 Rindt Vehicle Design 2
PORSCHE REGISTRATION PORSCHE 968 PARTS Art Wheels 101 Roger Bray Restoration 4
NUMBER Auto Foreign Services 16 RPM Technik 29
1993, £750. 2 No. 968 black comfort
seats, in excellent unmarked/unworn Automotion 17 Sierra Madre Collection 42,43
condition, recently removed from
my 1993 CS to allow the fitment of Awesome Classic Spirit of Le Mans 93
new Recaros. Buyer to collect from & Custom 93 Sportwagen Eckert 83
East Sussex. Email b.whalley708@
Beverly Hills Car Club 57 Stoddard 27
btinternet.com. Please call
01435813214, South East. Cargraphic 115 Tandler Precision 4
122413
Classic Car LEDs 93 Webcon UK 67
Coco Mats 51
1991, £1,800. X60 JOE personal PORSCHE 911 997 Dansk 116
registration number currently on CAYMAN CAYENNE
retention certificate ready for STEREO Design 911 5 Classifieds
immediate transfer. Please call Early 911S Registry 101 Bespoke Auto Trim
£275. Brand new Bose stereo with
07967024311, South East.
Bluetooth, sat nav etc. Never out of the Elephant Racing 35 Classic Passion 911
123259
box, cost £670. Suitable for 911 997/1
Export 56 31 Revival Cars
Cayman, and Cayenne. Price includes
postage. Please call 97746431792, Gaswerks Garage 16 Rose Passion
PORSCHE REGISTRATION
Ireland. German Car Festival 113
NUMBER
122958
Go Classic 85
Historics Classic and
PORSCHE 928 NUMBER
PLATE Sports Car Auctions 23
Jaz 63
Longstone Tyres 75
MCE Porsche 93
Mittelmotor 67
1966, £600. MOY 3D personal Paragon GB 21
registration currently on retention
Patrick Motorsports 85
certificate ready for immediate
£1,250. ESU 928 private registration/
transfer. Please call 07967024311, number plate on retention. Please call Perma-Tune 85
South East. 07702 232692, Wales. PMO Induction 25
123260 122125

FEATURE YOUR MOTOR IN YOUR FAVOURITE MAGS! OR FIND YOUR NEXT!

112 August 2024

BOOK NOW FOR LOW-PR IC E ADVANCE TICKETS!
GOODWOOD I 5th October 2024

UP
TO 44K%
ET
TICKETS
ON TIC START
PRICES FROM
£25

BACK FOR ITS

SECOND YEAR,
GERMAN CAR BRANDS.
From captivating Top German car A variety of German cars
static displays to brands, including provided by dedicated club
thrilling track action, VW, Porsche, Audi, displays. Top-notch products
an unforgettable Mercedes-Benz, for your German car all in one
automotive celebration. and BMW. place in our retail village.

Book online for the best ticket prices!

germancarfestival.co.uk
T&C’S: Book online at www.germancarfestival.co.uk Advanced tickets: £25 (Club), £30 (Public). Advanced ticket booking closes midnight Thursday 3rd October 2024.
Booking fee applies. All attractions are subject to change. See website for all ticket prices, offers and other terms and conditions.
 NEXT ISSU
E
ON SALE
FRIDAY 9TH
AUGUST

1960 RHD 356 B T5 ROADSTER

BELIEVED TO BE ONE OF FEWER THAN
THIRTY EXAMPLES OF ITS KIND
ORDER ONLINE AT SHOP.KELSEY.CO.UK/CP108
CALL NOW ON +44 (0)1959 543747**
Terms and conditions apply. *Delivery is included in the cover price for UK customers only. An additional £1 will be added to any overseas addresses.
**Lines open Mon-Fri 8.30am–5.30pm (GMT). Calls charged at your standard network rate. Image for illustration purposes and subject to change.
 Dansk pressed box - OE style prevents droning
- comes in versions with or without valve control

Solid collar
Combination of hand
and machine welding

Pipe Crimping

Pressed half shell

Angled brackets

Exact off-set position

Dansk makes the top performance sport exhaust system for your 996 & 997
Respecting the exact factory design principles, Dansk offers a high-quality, all stainless steel solution and the features above all ensure an extended
lifetime of the system - so that you get value for your investment. Furthermore the pressed half shell design – unlike any other aftermarket system –
prevents the droning in the mid RPM range. Even with the top down, you can enjoy the sporty ride!

A selection of tail pipes to enhance the look:

Porsche 996, 3.4, 09/97-09/01 Porsche 996, 3.6, 10/01-08/05 Porsche 996, 3.6, 10/01-08/05
Contact your local dealer for parts!

Tail pipe set, stainless steel, left/right

Porsche 997 Carrera S (use adapter), 3.6-3.8, 07/04-08/08 Porsche Porsche 997 GT2, 3.6, 09/07-12/12
Porsche 997 Carrera, 3.6-3.8, 07/04-08/08