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The Best Porsche Engines Ever Made

Collectively, Porsche is arguably our favorite automaker here at supercars.net, and they are most certainly my personal preference. My fanaticism is born from places far beyond the scope of the Stuttgart automaker’s most recent renditions; a storied history of motorsports success and automotive savant-ism are responsible for producing some of the greatest automobiles ever to grace our planet over the past many decades.

I think most of us would agree that the greatest cars are a product of the engines that power them. Now, one would be forgiven for assuming that the greatest Porsche cars—and as such, the greatest Porsche engines—is a shortlist dominated by the Porsche 911 flagship model, but I’m pleased to say that this list we’ve compiled is a little more diverse than that.

I believe every entry here is no less deserving of recognition than any of the others. Even so, I’ve thrown in a couple that are bound to be highly controversial too. Hint: one doesn’t use petrol, and the other never featured in any Porsche production road cars. Oh no!

Here are the Best Porsche Engines Ever Made.

Porsche M97.74 Engine

Appearing in the 997.2 GT3 RS 4.0, this truly special engine was the swan song for both the 997-generation (2005-2012) of Porsche 911 cars, as well as the Mezger engine design.

Borrowing a number of components from the RSR race car, the 3.8L engine in the ‘regular’ 997 GT3 RS was then upgraded to a 4.0L flat-6 (hence the name), which produced 500 hp and 339 lb-ft of torque, while having an astronomical 8,500 rpm redline.

So convincing was this move, even to Porsche’s own brass, that the following two generations (991 and 992) of 911 cars would continue to employ the 4.0L naturally-aspirated engine in the GT3 lineup, proving that the ‘godfather’ RS 4.0 was also well ahead of its time.

With the proliferation of PDK transmissions, amongst other safety-centric technological advancements, many consider the M97.74 and the GT3 RS 4.0 it powered, to be the final rendition of the purists’ GT3 RS.

Porsche 980/01 Engine

What makes the Porsche Carrera GT engine so special is that it is technically a race car engine. Not in that loosely-based sense—as is often used as a gimmick by salespeople—but in the true sense of the word.

In the late 1990s, Porsche engineers in Zuffenhausen were assigned the task of developing a naturally-aspirated V10 concept engine, which was to later be used in a race car for the infamous 24 Hours of Le Mans endurance race. Sadly, the completion of that race car never came to fruition, but the efforts of the engine builders would not go to waste.

Porsche decided to adapt the engine for use in the Carrera GT. They not only refined the engine to satisfy production car protocols but also managed to make it a more powerful version than the original unit.

The result is a 5.7L naturally-aspirated V10 engine, which produces 612 hp @ 8,000 rpm and 435 lb-ft of torque @ 5,750 rpm. This allowed the Carrera GT to accelerate from 0-60 mph in 3.8 seconds and 0-100 mph in 6.9 seconds, with a top speed of 205 mph.

Porsche MDH.NA Engine

Suffice to say, the 991 GT2 RS is the absolute peak of 6-cylinder performance. The GT2 RS in its entirety is more closely based on a Turbo S than it is to its closest GT relative, the 911 GT3 RS.

After all, at the heart of the GT2 is a revamped version of the Turbo S engine (known as MDH.NA), while the GT3 has its own unique naturally-aspirated 4.0L power plant. The 3.8L flat-6 was fitted with larger variable-geometry turbos and was given an increase in peak boost to 22.5 psi, which is 24% higher than the Turbo S.

Larger intercoolers, a water-spray system, larger exhaust manifold primaries and redesigned pistons work in synergy with the aforementioned to provide the GT2 RS with 700 horsepower @ 7,000 rpm and 553 lb-ft of torque.

Porsche has long buried the traditional notion of “turbo-lag” in its cars with VarioCam Plus, and the GT2 RS is no different, making peak torque from 2,250 rpm to 4,000 rpm. This helped the GT2 RS to a production car record at the Nürburgring-Nordschleife, where it set a lap time of 6:43.300.

Porsche 911/83 Engine

The 911/83 is our lone air-cooled-production-engine entry on this list, and is our pick out of all the amazing air-cooled options out there. Apart from that being in the interest of keeping this list compact and more easily digestible, there’s also some good reasoning behind this, as it was responsible for powering none other than the legendary 1973 Porsche 911 Carrera 2.7 RS.

This partnership between the 2.7 RS and its 911/83 engine culminated in the fastest production 911 of its time, and is considered to this day to be one of the best Porsche road cars ever produced.

Made for the purposes of homologation, the 2.7 RS and its 210 hp 2,687 cc engine—benefitting from the experience gained during the 917 racing program—elevated the 911 into the 2,500 cc–3,000 cc racing class, where it could compete with heavyweight opposition such as Ferrari Daytonas and DeTomaso Panteras.

Initially, the 2.7 RS was not legal in the U.S. for anything other than racing use or car shows. As a European-spec road-race car, it lacked virtually all of the emissions equipment required. Fortunately, the EPA would eventually relax emissions standards enough to allow Porsche 911 Carrera 2.7 RS owners to legally drive these cars on public roads, some years later.

Porsche TTE P01 (TAG Turbo) Engine

These days, Porsche and Formula One are names that are hardly synonymous with one another; but once upon a time, this was certainly the case. The Porsche-TAG TTE P01 engine—commonly referred to as the TAG Turbo—was an engine developed by Porsche and funded by TAG (yes, that TAG), specially for use by the McLaren F1 team in the mid-1980s.

The TAG Turbo was a 1.5L twin-turbocharged V6 engine which produced anywhere between 750 hp–1,000 hp depending on the selected tune, and was fitted to the McLaren MP4/2 and MP4/3 race cars.

Porsche-philes will be happy to learn that the engine actually did feature in a Porsche 930 Turbo, though this lone example strictly served as a test mule and no production versions of this amalgamation were ever made.

That’s probably a good thing, considering that the powerplant could rev in excess of 10,000 rpm, forgoing almost any possibility of it becoming a road-going model—at least one which could be kept compliant within road laws, emission standards and amateur-level driving abilities.

Between 1984 and 1987, the McLarens that were powered by the TAG Turbo would win 3 Drivers’ Championships and 2 Constructors’ Titles, with race driving legends such as Niki Lauda, Alain Prost, and Keke Rosberg behind their wheels.

Needless to say, Porsche’s brief appearance in Formula One is one which provides more than just an easter-egg of a cameo; in fact, their contribution is a pretty significant one.

Porsche Dual Permanent Magnetic Synchronous AC Motors

Porsche Taycan Synchronous AC Motors Drivetrain

Queue the pitchforks and torches! This isn’t your traditional engine (if you can even call it that) but it certainly is about to become a conventional one—and for good reason, so hear me out!

With breathtaking acceleration figures, along with its continuously and instantaneously available power output, Porsche’s new EV platform—currently represented exclusively by the Porsche Taycan—embodies everything you would desire in a true sports car.

The top-of-the-line Taycan Turbo S is able to produce up to 750 hp and 774 lb-ft of torque, allowing the car to annihilate the 0-60 mph benchmark in just 2.6 seconds (mind you, this is in a machine that weighs north of 5,000 lbs).

Crucially, with all of that also comes the notion of repeatable performance; the Taycan doesn’t suffer from the overheating issues that plague its competitors when the all-electric drivetrain is subject to prolonged racing conditions.

Despite this still being the early days—and the fact that charging the Porsche Taycan can be tricky, due to a lack of charging infrastructure in many places—Porsche’s new EV architecture has already established itself as the company’s driving force for the future.

While the emergence of biofuels may prolong the combustion engine of some time to come, there is no doubt that this technology will become the basis on which the company stays relevant and competitive going forward.

November 11, 2021 / Comments Off

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Best of the Current Porsche Lineup

Collectively, Porsche is arguably our favorite automaker here at supercars.net and they are most certainly mine, personally. So please bear with me, while you’re being subjected to the extra skip I had in my step while putting together this list (plus the monologue you’re reading right now). Porsche has come a long way since the company basically had to be “rescued” from the jaws of financial capitulation by the Boxster back in the mid ’90s, and has gone on to thrive as one of the world’s most respected car manufacturers.

The company’s first SUV – the Porsche Cayenne, which debuted in 2002 – really took the Stuttgart-based producer to the next level, first by broadening market appeal and then subsequently, expanding their customer base by significant proportions. For us enthusiasts, we really do have the Cayenne to thank for the proliferation of the brand’s performance cars, as the revenues from its sales were instrumental in funding Porsche’s most innovative and inspiring endeavors thereafter.

Fast forward to 2021, and where do we even begin with the brand? There are the fully-electric Taycan sports sedans/crossovers which can do 0-60 mph in as quick as 2.5 seconds. The GT lineup of cars are impressive as ever, with variants of the 718 and 911 being amongst the most revered performance automobiles on the planet, while GTS and Turbo models offer the very best in grand touring cars. The Cayenne continues to excel, offering a wide (and almost excessive) array of trims to cater to just about every taste that’s out there. The relatively new Macan has been tasked with bringing the company success in the increasingly competitive high-performance crossover segment. Perhaps the only model to be struggling right now is the Panamera, due to the significant overlap it has with the Taycan, despite having the opposite drivetrain philosophy.

Needless to say, there is a Porsche model for everyone out there. Here are the best of those, which can be purchased brand new today.

Porsche 911 GT3 (992)

Base MSRP: $180,300 USD (GT3), $180,300 USD (Touring)

Porsche unveiled its new 992-generation Porsche 911 GT3 via digital livestream on YouTube. First deliveries are just starting to trickle in now, making it likely to be designated as a 2022 model. Semantics aside, this new GT3 becomes the seventh iteration of one of Porsche’s most established and beloved automobiles. More importantly, it continues to embody the spirit of previous GT3 models by amalgamating all that is awesome about the 911 – and the Porsche brand – in a single road car.

The automaker has continued the use of the naturally-aspirated 4.0L 9A1 flat-6 power plant in the 2022 Porsche 911 GT3. The only key differences between the engine used in the race car and the one used in the 992 GT3, are the exhaust system and ECU. Otherwise, the two engines share virtually all the same components, such as individual throttle bodies. As such, the new GT3 needed no “sound engineering” and inherently sounds amazing. With its astronomical 9,000 rpm redline, the GT3 produces 502 hp @ 8,400 rpm and 346 lb-ft of torque @ 6,250 rpm.

Overall, the silhouette of the new 911 GT3 remains a largely familiar one – and that’s not a bad thing. In fact, this is probably great news for Porsche and GT3 enthusiasts, who would contend that there was never anything wrong with the previous GT3 in the first place. One of the most visually notable changes is the “swan-neck” rear wing derived from the 911 RSR competition car, which further emphasizes the link between Porsche’s race cars and its road cars. Those who desire something a little less extroverted, but no less capable, may now also opt for the Touring version which had been promised from the very beginning.

Porsche has even gone as far as pricing both cars with the exact same base MSRP, meaning that you only have to worry about making your decision – on what GT3 variant you really want – based on your personal tastes, and not be forced into one because of a difference in price. We see this as nothing but a good thing. Just pick what looks better to you. Which to be fair, might be easier said than done – oh Porsche, you make things so, so interesting.

Porsche 718 Cayman GT4 / 718 Boxster Spyder

Base MSRP: $101,200 USD (GT4) / $98,300 USD (Spyder)

The first iteration of the Porsche Cayman GT4 made its debut in 2015, drawing a conclusion to the third generation of Boxster/Cayman (981). Since that time, the GT4 has become a cult hero amongst purists with its absence of frills (not to be misheard as ‘thrills’), relative affordability and undisputable demi-god-status as one of the ultimate driver’s car. It is a Porsche model that every fan now lusts after. For Porsche’s GT department, the blueprint used in creating the GT4 was simple – a naturally aspirated engine, 6-speed manual gearbox, and access to the 911 GT3 parts bin. Combined with the Cayman’s mid-engine layout and a signature emphasis on performance and driving dynamics, the GT4 became an instant hit.

That was then, and this is now – some things have changed, while others haven’t. Shortly after the release of the 981 Cayman GT4, Porsche ushered in the fourth generation of the Cayman/Boxster (982) in 2016 which are marketed as the 718. The most welcome fact about the new 718 GT4/Spyder models is that they marked the reintroduction of the naturally aspirated 6-cylinder into the Cayman/Boxster series, and for the first time into the 982 generation; many were initially concerned about the possibility of a turbocharged engine being used for the range-topping models, which all the other 718 Cayman/Boxster variants had been using up to that point (until the GTS 4.0 was released, which gets mentioned later).

With the main difference between the two cars being that the GT4 is a coupe while the Spyder is a drop-top, both cars are mechanically identical and benefit equally from the typical GT-treatment we have all come to adore. Like the inaugural GT4, the new GT ‘twins’ once again infringe on Porsche 911 territory with their stunning performance metrics to rival Stuttgart’s own flagship car. However, there is some irony in this as a Porsche GT car has never put an emphasis on padding the spec sheet, and the new GT4 and Spyder are no different. The famed Motorsport division continues to use their cars to highlight the pinnacle of vehicle driving dynamics and enjoyment, so it’s safe to say that we are in for one hell (or two hells?) of a ride.

Porsche Taycan (All Models)

Base MSRP: Starting at $79,900 USD (Sedan) / Starting at $90,900 USD (Cross Turismo)

Porsche’s first EV was the statement car of 2020, proving that a future with electrification can still embody the soul of a true sports car in the Taycan Turbo and Taycan Turbo S. Shortly after their release, Porsche added a slightly detuned version of the Taycan in a trim level known as the Taycan 4S. The company has since expanded the Taycan sports sedan lineup with even more versions, including a rear-wheel drive base model, with a future GTS version rumored to be in the works.

With the introduction of the new Cross Turismo range of Porsche Taycan models in 2021, we’ve now entered the second act of the company’s electrification strategy. The Porsche Taycan Cross Turismo carries over the EV-platform and performance from its sedan counterpart, then amalgamates them with the utilitarianism of a sporty crossover/estate. What this means is that you can expect the same 800-volt battery architecture powering the car, with 93.4 kWh as the standard fare on all models (certain sedan trims could be had with a smaller 79.2 kWh pack). The Porsche Taycan Cross Turismo is currently available in four distinct trim levels – 4, 4S, Turbo, and Turbo S – with relative performance figures and standard features across the range, mostly in parallel with that of the sedans.

Now having two distinct body styles and enough trims to satisfy anyone from soccer moms to performance junkies, there are sufficient permutations to create a Taycan for every type of owner and occasion. With the introduction of the Taycan, and now the Taycan Cross Turismo, we’re amidst being ushered into a new age of Porsche cars and a new era for all automobiles. No longer are electric cars something that have to be a compromise. We’re just getting started, and things are only going to get better from here.

Porsche Cayman / Boxster GTS 4.0

Base MSRP: $88,150 USD (Cayman) / $90,250 USD (Boxster)

In the new 718 Boxster and Cayman GTS, Porsche has replaced the 2.5L turbocharged four-cylinder with a 4.0L naturally-aspirated flat-six engine, pulled from the GT4 and Spyder which were released earlier. The 4-pot turbo engine is still available in every trim level up to the Cayman S/Boxster S, but the new GTS gets the 6-cylinder powerplant, as it should. Granted it is a detuned version of those found in the GT4 and Spyder, making a little less power as it pumps out 394 hp and 309 lb-ft of torque. There’s more good news, too; this car can only be had with a 6-speed manual transmission. It also comes standard with Porsche’s symphonic sport exhaust system – a perfect compliment to its high-revving heartbeat.

Additional upgrades include a ride height that’s 0.8″ lower than the standard car, 20″ wheels finished in black, 13.8″ brake rotors up front and 13″ brake rotors in the rear, and 6-piston calipers. In addition to the performance upgrades, the GTS gets some blacked-out trim, more Alcantara on the inside, plenty of carbon fiber, and two different interior packages: Carmine Red or Chalk. For those who desire a true driver’s car – but are less interested in the hardcore-ness of the GT4 and Spyder – the GTS looks to be a really proper choice. Kudos to Porsche for acting on this opportunity to broaden their potential Cayman/Boxster customer base, while pleasing the company’s most hardcore fans, all at the same time.

Amidst all of these changes, the effort that Porsche makes to be in touch with their customer base has remained as concerted as ever. As if they were eavesdropping on every conversation ever had about the 982-gen, they have gone on to once again answer the wishes of the people with the release of the new GTS 4.0. It’s the ideal stablemate for the GT4 and Spyder models, and slots in perfectly within the 718 roster.

Porsche Macan GTS (2022 MY)

Base MSRP: $79,900 USD

As Porsche continues to refresh the Macan lineup, the company also unveiled an updated version of the GTS late in 2021. Orders for it can be placed now, but deliveries aren’t expected to arrive until early next year where it will be designated as a 2022 model. Currently, the new Macan GTS replaces the now-discontinued Macan Turbo as the highest trim offering; and with that promotion, it has also inherited the latter’s 434 hp twin-turbocharged V6. It’s a bit strange for the GTS to be the top dog in any range of models, yet the Macan GTS still seems to carry on its reputation of really hitting that “sweet spot” relative to other cars. This is in part, due to the fact that the whole Macan roster has been upgraded (with each trim getting an engine “hand-me-down” from last year’s step-up models).

With that being said, all of the new models (including the base and S trims) have been subject to a slight price bump, but not by a substantial amount. In the new GTS model’s case, the base MSRP has only increased by $7,800 over last year’s model, and is still $4,700 less than the outgoing Macan Turbo. That alone builds a pretty good argument to consider the new GTS, but you’re also getting other upgrades such as a retuned adaptive suspension, a revised front and rear end, and updated infotainment and convenience features. Changes aside, you can still expect the same world-class driving dynamics that you would get in a high-performance sports car, but in a crossover SUV.

As a selling point, one could think of the new model as “Turbo performance at a discount”, or a “GTS with Turbo Performance”. Outgoing 2021 models are likely to be offered with price reductions too, but based on all the aforementioned talking points, the new Macan GTS looks like a sure winner and we highly recommend taking a close and hard look at one, if you’re in the market – the premium and the wait, appear to be very much worth it. Either way, it’s a good time for anyone who’s looking to purchase a new Porsche Macan.

October 18, 2021 / Comments Off

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Porsche 964 Specs & Performance Numbers

As part of our ongoing process to organize all the information on Supercars.net, we pulled together the most important specs and performance numbers into one easy to read table. For the Porsche Type 964 you will find everything from model years to top level models as well as engine type and classification, power numbers and torque figures. We also have performance numbers like acceleration times and top speed. Specs-wise we decided to focus on the length, width and weight numbers for the 964 models. Below is an outline of what we cover:

Variant Grouping / Production Years / Production Numbers / Engine / Engine Code / Cooling Induction / Engine Capacity (cc) / Engine Capacity (liters) / Compression Ratio / Maximum Power & RPM (HP) / Maximum Power (HP) / Max Power RPM / Maximum Torque (NM) / Maximum Torque & RPM (ft lbs) / Maximum Torque (ft lbs) / Maximum Torque RPM / 0-60 mph (seconds) / 0-100 mph (seconds) / 1/4 Mile (seconds) / Top Speed (mph) / Top Speed (kph) / Length (MM) / Width (MM) / Weight (lbs) / Weight (kgs)

To see all the details simply click on the “+” button to see it for all the specs and the performance numbers.

July 20, 2019 / Comments Off

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Porsche 964 VIN, Engine & Transmission Numbers

We decided to create this guide to VIN, Engine and Transmission numbers for the 964 Porsche because we found it hard to get access to this information online.

Our easy to use guide should help you find what you need quickly. For more information about the Porsche 964, please check out our Ultimate Guide to the Porsche 964 page.

The first part of this appendix provides the Vehicle Identification Number (VIN), engine and transmission code breakdowns. From this information it will then be possible for a potential 964 purchaser to determine the validity of the VIN when doing a pre purchase inspection.

We went to great effort to ensure our data is accurate but as always we recommend that you check elsewhere too because errors do happen and getting reliable data from that era isn’t easy.

Porsche 964 VIN Lookup- Standard Models

Our simple to use tool will help you find the VIN and Engine number for any 964 Porsche. Choose your model year and your country to narrow down your search. Then click on the appropriate car to see the VIN and Engine numbers.

Porsche 964 VIN Lookup – Limited Editions

Our simple to use tool will help you find the VIN and Engine number for any 964 Porsche limited edition car. Choose your model year and your country to narrow down your search. Then click on the appropriate car to see the VIN and Engine numbers.

Porsche 964 VIN Numbers

The easiest way to correctly identify a 964 is to check the vehicle identification number (VIN). The VIN is a 17 digit international code. The VIN used by Porsche for the whole 964 series is the international 17 digit system.

There are two VINs for the 964 Porsche:

Rest of the world (ROW). VIN identifies the 964 as being built to ROW specifications. Example: WPOZZZ96ZKS401786 = 1989 Carrera 4 Coupe.
USA VIN (USA). The USA VIN identifies the 964 as being built to US specifications. Example: WPOCB2969RS465274 = 1994 Speedster.

Where to Find the VIN in a 964 Porsche:

Rest of the world (ROW). The VIN is found on a data plate, installed in the luggage compartment attached to the right front inner fender. It is very near the right headlight assembly.
USA VIN (USA). The VIN is found on a plate attached to the left front A pillar and can be viewed from the outside through the windshield.

Deciphering Porsche 964 VIN Codes

Digit	Code	Explanation
1	W	Country of origin (Federal Republic of Germany)
2	P	Dr. Ing. h. c. F. Porsche AG
3	0	Passenger car
	Z	ROW market designation
	A	Coupe body style (USA)
	B	Targa body style (USA)
	C	Cabriolet body style (USA)
	Z	ROW market designation
	A	Turbo 3.3 liter (USA)
	B	Naturally aspirated 3.6 liter (USA)
	C	Turbo 3.6 liter (USA)
	Z	ROW marker designation
	0	Seat belts only (USA)
	2	Seat belts and air bags (USA)
7,8	96	First part of type number or auftragsnttmmer
	Z	Fill in digit for ROW
	0-9 or X	Test Digit
	K	1989 (production model year)
	L	1990
	M	1991
	N	1992
	P	1993
	R	1994
11	S	Place of manufacture (Stuttgart, Germany)
12	4	Last remaining number of type or auftragsnttmmer
13 to 17*		Serial number of specific 964

*1 = RS America, 2 = US Coupe with airbags, 4 = US Targa with airbag, 6 = US Cabriolet with airbag. Digit 13 also provides version identification but can only be used for a specific model year. The numbers were changed around so a 5 in 1989 may not be the same as a 5 in 1994.

Porsche 964 Engine Number Codes

The engine number is located on the engine block, on the right side of the crankcase next to the fan housing. The engine code consists of 8 digits and is the same for all versions. Example:

62K86401 is an M64/01 engine installed in a 1989 Carrera 4 (normally aspirated).

Deciphering Porsche 964 Engine Codes

Note: Digit 4 is exclusive to Tiptronic models. In model year 1991 this number became a 5. So from this model year onwards the M64/02 engine for the Tiptronic could be identified separately.

Digit	Code	Explanation
1	6	Number of cylinders
	1	Turbocharged engine
	2	Naturally Aspirated engine
	K	1989 (production model year)
	L	1990
	M	1991
	N	1992
	P	1993
	R	1994
4 to 8		Serial number of the specific engine

Porsche 964 Transmission Number Codes

The transmission number code is found on the transmission data plate. There were two codes used:

12 digit code for model years 1989, 1990 and 1991
12 digit code for model years 1992 onwards

Deciphering Porsche 964 Transmission Codes

Digit	Code	Explanation
	G6400	AWD (not Switzerland, Taiwan)
	G6401	AWD (Switzerland)
	G6402	AWD (Taiwan)
	G 5003	RWD manual (not Switzerland)
	G 5004	RWD manual (Switzerland)
	G 5005	RWD manual (USA only from 1992)
	G 5010	RWD manual (Carrera RS series only)
	G 5052	RWD manual (all)
	A5001	Tiptronic 1990 and 1991 only
	A5002	Tiptronic from 1992 (ROW only)
	A5003	Tiptronic from 1992 (USA and Taiwan)
		1990: No limited slip differential (LSD), only G50 & A50
		1991: No LSD in G 50/03, G 50/04, A50
		1990: LSD installed, only applicable to only G50 & A50
		1991: LSD not installed in G50/52 transmission only
		1992, 1993, 1994: LSD not installed in G50 & A50
		1991: LSD installed in G S0/52 transmission
		1992, 1993, 1994: LSD installed in G50 & A50
	3	Regulated limited slip differential installed in G64
	K	1989 (production model year)
	L	1990
	M	1991
	–	Production model year code omitted from 1992 onwards
7 to 11		1992, 1993, 1994: Serial number of specific transmission
8 to 12		1989, 1990, 1991: Serial number of specific transmission

July 19, 2019 / Comments Off

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Get Inspired: 60+ of the Best Restomod, Outlaw & Custom Porsche Creations On the Planet

Screw the purists, Here are 60+ Absurdly Cool Restomod, Outlaw & Custom Porsches

I generally like modern cars versus older cars. The speed of innovation and technology development is so fast that it is hard for me to get excited about a 30 year old supercar that can be beaten by a Toyota Camry in any performance test. I would rather dream about the the new McLaren Speedtail. However, about six months ago I bought my first Porsche and all of a sudden things started to change. I found myself talking to guys at local Porsche shows who had build or bought restomodded 911s and 356s and couldn’t help but lust for one myself.

The classic and custom Porsche market is really interesting when you dive into it. There are lots of little niches that I am slowly starting to learn about. You have rich collectors who will pay insane amounts to get their hands on period-perfect Concours levels cars that are stock to the bone. You also have other rich Porsche fans who want to spend equally absurd amounts of money on recreation restomod 911s from shops like Singer and Emory Motorsports, cars that are jaw-droppingly beautiful and have attention to detail that is truly unbelievable. Then there are everyday folk trying to build their own perfect Porsche through backdating, forward dating and even “Outlaw” creations, each car distinctly personal to its owner.

There are many reasons and its not just about style differences. The reality is that matching numbers and absolute originality are coveted by collectors, which puts them out of reach to anybody outside the one percent richest in society (check the prices of the most expensive Porsches as evidence). Singer and other companies at the top end of the market have tapped into the old Coachbuilder model, serving the richest by building them the perfect modern creation with a strong dose of nostalgia too. ‘Outlaw’ cars go against the grain in a crusade for individualism. Owners of these Porsche’s are proud, they love to drive and most don’t care about the value of their classic 911. Magnus Walker is their poster child, the Urban Outlaw himself has one of the coolest collections on the planet, all hand-crafted and designed to please one man, Walker himself. He drives them, he hammers them and he shares it all with the wider Porsche community.

This post celebrates them all. We celebrate the Porsche restomod shops and their fanatic founders. We applaud every RSR clone and hot-rod 911 and we support people like the R Gruppe, a counter-culture band of hot-rodders in Southern California that builds hot rod Porsches, purists be damned. We stare and smile at RAUH-Welt Begriff (RWB) Porsches, nodding in awe at Akira Nakai’s designs that harken back to many of Porsche’s early race cars with huge power, preposterously wide rear fenders, and massive wings.

While these cars may polarize Porsche purists, we say the community is stronger and richer because of this diversity. So here it is, our list and gallery of the best restomod, outlaw and just crazy cool custom Porches.

Singer Vehicle Design DLS

Company: Singer Vehicle Design
Located: Los Angeles, CA (United States)
Website: Singer Vehicle Design

The engine is a 4.0-liter naturally aspirated flat six worked on by Williams and is good for 500 horsepower at 9,000 RPM. The motor boasts lightweight throttle bodies with supposedly F1-inspired upper and lower injectors, a unique oil lubrication system and it has dual overhead cams and four valves per cylinder. The suspension was also optimized by Williams. The interior is absolutely stunning, the body is perfect, the nuts and bolts and little things are just outstanding.

Singer Rowayton Commission

Company: Singer Vehicle Design
Located: Los Angeles, CA (United States)
Website: Singer Vehicle Design

It would be really easy to include every Singer Porsche ever made in our list, but we have decided to limit the company to three entries. The Rowayton Commission Singer Porsche is one of our favorites. That dark paint, the perfect stance and the interior are just perfect.

Singer New York Commission

Company: Singer Vehicle Design
Located: Los Angeles, CA (United States)
Website: Singer Vehicle Design

The other Singer entry is the New York Commission. I don’t know if it is the Singer just sitting on the streets of New York that does it for me, but it stands out on the Singer website.

Kaege Retro

Company: Kaege
Located: Stetten, Bavaria (Germany)
Website: Kaege Retro

Roger Kaege is our kind of guy. Roger (like the rest of us) saw a Singer Porsche in a magazine back in 2009 and was fell in love with the way it looked. He (like the rest of us) immediately checked out the price and said “oh shit that’s expensive” (I’m paraphrasing). As a vehicle and chassis engineer by training Roger decided (unlike the rest of us) to just build his own restomod Porsche. His Kaege Retro took the body of a 1972 911 combined with the platform and mechanicals of a rear wheel drive 993 and added 2,000 man hours building it into his perfect car.

Kaege started with an F-Series 911 body and goes to work widening the body significantly. Kaege replaced many of the stock body panels like the front bumper, hood and rear end of the car in carbon fiber. Thanks to those carbon parts and the Kaege Retro tips the scales at 2,634 lbs (400 lb lighter than a stock 993). While the look is vintage 911, big three-piece Fuchs wheels, modern Osram LED projector headlights and a carbon-fiber front splitter add some aggressive modern touches to the exterior and really help with the Retro’s great stance.

DP Motorsport 911 RS 3.5 Evolution

Company: DP Motorsport
Located: Overath, Germany
Website: DP Motorsports

Dubbed the “911 RS 3.5 Evolution,” the heavily modified Porsche gets a custom body made from a combination of carbon fiber and glass fiber reinforced plastic (GFRP). To keep the weight low, the doors’ windows are made from hardened plexiglass while the 80-liter fuel tank is built from carbon fiber. The end result is a 911 tipping the scales at just 2,072 pounds (940 kilograms, dry) — also possible by installing a lightweight motorsport-spec battery. Output stands at 365 horsepower (268 kilowatts) after fitting the 3.5-liter engine with a dual ignition system, a mechanical fuel injection with individual throttle valves, and 911 RSR-sourced camshafts. The engineers also tweaked the Porsche transmission by shortening the gear ratios to boost acceleration.

Canepa 959

Company: Canepa
Located: Scotts Valley, CA (United States)
Website: Canepa 959

Called the 959SC, Canepa’s latest restomod project thoroughly restores the original 959 and in the process adds boatloads more power. Porsche 959 owners in the U.S. can have Canepa perform all these upgrades for an undisclosed sum (ie if you need to ask how much…). The highlight is a 763 hp engine upgrade. The boost in power is thanks to new Borg-Warner turbos (now parallel and not sequential), a new engine management system, bespoke exhaust system, titanium heat shields, new fuel system, more powerful ignition system and a custom clutch pack. The added power results in a 0-60 mph time of just 2.4 seconds and a top speed exceeding 230 mph. That is modern hypercar performance.

Porsche Classic

Company: Porsche
Located: Germany (with local partners worldwide)
Website: Porsche Classic Project Gold

Porsche announced earlier this year that the marque’s 70th anniversary would in part, be celebrated with the release of a special ‘restomod’ car. Dubbed ‘Project Gold’, this endeavor was delegated to Porsche Classic, the company’s department in charge of restorations. The finer details of this project were kept under wraps, until it was finally unveiled during the 2018 Monterey Car Week taking place in Pebble Beach, California.

RUF SCR 2018

Company: RUF
Located: Pfaffenhausen, Germany
Website: RUF SCR

Called the RUF SCR 2018 it is a stunner. More power, less weight, more driving safety and 4 liter naturally aspirated engine that have 510 hp, all wrapped in a classic Porsche 911 shape. Yes please. Their goal with the SCR 2018 is to create a “unique state-of-the-art sports car for experienced connoisseurs and sports riders who do not want to miss the furioso of a naturally aspirated symphony”. The carbon fiber monocoque is further reinforced by the integrated steel cage (IRC), pushrod suspension on all four wheels corresponds to the chassis of the Formula 1, and in the middle of the works more as a 500 hp six-cylinder engine with full four liters of displacement. Ready to drive, the new SCR weighs less than 1300 kilograms; The timeless and elegant body is made of a fantastically lightweight, solid composite material: carbon fiber.

DP Motorsport DP935

Company: DP Motorsport
Located: Overath, Germany
Website: DP Motorsports

Ekkehard Zimmermann’s DP Motorsport has been building slantnose 911s before every Porsche fan thought it was cool. Inspired by the 935s (DP built the bodywork for the 1979 Le Mans-winning K3), the DP935 series was a close to the original racer as possible.

RUF CTR

Company: RUF
Located: Pfaffenhausen, Germany
Website: RUF CTR

The RUF CTR debuted in 1987. Capable of incredible speed, the 469-bhp twin-turbo CTR reached 342 km/h (213 mph) during testing on the Nardo Ring, a shocking speed for its time that is still impressive to this day. Entering its fourth generation, the latest high-performance RUF supercar pays homage to the 1987 CTR Yellow Bird in both form and function. A weight-to-power ratio of only 3.46 lbs per horsepower, a first-ever rear-wheel drive bespoke carbon fiber monocoque chassis and an incredibly powerful engine are only some of the ingredients that make the latest CTR such a compelling work of automotive art.

Magnus Walker’s 1972 Porsche 911 STR II

Magnus Walker knows how to build a Porsche to get people like me excited. His STR II build has “Brumos-inspired color scheme, replica Campagnolo wheels and classic wide body stance”. There are the many external modifications, evoking ST and R models of the period. The car has about 280 hp from what began life as a 3.2-liter SC engine with a 915 transmission built by Team VDS. Suspension is thoroughly modernized to cope with the power. Walker’s stated intention was to “build a comfortably streetable race car”.

DP MOTORSPORT 935 DPIII

Company: DP Motorsport
Located: Overath, Germany
Website: DP Motorsports

As a base car this time a Porsche 965 Turbo in black with 3.3 liters of displacement from the year 1992 “serve”. To the history of the vehicle is to say that until 1997 his existence as an untouched production car in Germany lasted. In the same year – commissioned by the second owner – at DP Motorsport the conversion to the 935 DPIII race car replica with street legalization in polar silver took place. One of a kind.

Gunther Werks 400R

Company: Gunther Werks
Located: Southern California (United States)
Website: Gunther Werks

The Gunther Werks 400R is a modern version of Porsche’s last air-cooled 911 and is the first car from the new Gunther Works outfit based out of southern California. Limited to only 25 units and with a price point of $525,000 this is a seriously expensive and rare restomod. Every 400R will be entirely one of a kind. Customers select the vehicle interior materials, accent colors, and finishes. Gunther Werks then create an interior that bridges the gap between modern and classic design. Customers start with a 1995-1998 Porsche 993-era 911 and Gunther Werks goes nuts from there. Nearly all of the steel bodywork is thrown out; only the doors remain, and the rest is all carbon fiber panels, made in house. Gunther Werks also has a custom 4.0-liter engine. Developed by Rothsport from Oregon it is a tasty high end machine producing 400+ horsepower at 7800 rpm redline. Prices start north of $500,000.

Emory 356 — Image Source: Automobile Mag

Porsche 356 Emory Special

Company: Emory Motorsports
Located: McMinnville, OR, N Hollywood, CA (United States)
Website: Emory Motorsports

This the the Porsche 356 restomodder you want. Rod Emory and Emory Motorsports are steadfast in their devotion to the Porsche 356 and invented the Porsche “Outlaw,” rearranging 964-series Porsche 911 internals to fit under the Porsche 356 body. Rod Emory builds the most iconic, yet personalized Porsche 356s on the planet and to deliver a customer experience unlike any other in the Porsche marketplace. He has a built quite a few cars, but our favorite is easily the Emory Special.

It is a one-off creation, each tastefully bespoke to an owner’s wishes and with Rod Emory’s signature eye for aesthetic enhancement. An Emory Special is a car whose specific design will never be expressed the same way again; it is unique. A Special benefits from all of our standard restoration excellence, but with body modifications that will set this car apart from its Outlaw brethren. The changes are proportional, subtle and unless you are fluent in the design language of Porsche, you’d be hard pressed to identify exactly what has been done. Every Special is outfitted with an Emory-Rothsport Outlaw-4 engine as standard equipment.

Paul Stephens AutoArt

Company: Paul Stephens
Located: Essex (United Kingdom)
Website: Paul Stephens

Paul Stephens LeMans Classic Clubsport

Paul Stephens is considered THE Porsche guy in the UK. Recently, Paul Stephens shared his latest creation, the new special edition Le Mans Classic Clubsport. This $350,000 special-edition gives you a 300 horsepower 3.4 flat-six (courtesy of an advanced injection system, a reprogrammed ECU, GT3 RS-specification camshafts, a lightened and balanced crankshaft and lightweight conrods) connected to a G50 manual gearbox with lightweight flywheel and a limited-slip differential. 0 – 60 mph is over in 4.4 seconds and the Classic has a top speed 170mph. You also get a de-seamed roof panel, an aluminum bonnet, composite bumpers and engine cover, a ducktail and aerodynamically optimized mirrors. All this totals to a weight figure of 2138 lbs as long as you choose the Lightweight spec (instead of Touring).

Paul Stephens Touring R series II

Company: Paul Stephens
Located: Essex (United Kingdom)
Website: Paul Stephens

The Touring R series II is a fusion of styling and technology where old meets new, a high performance sports car with unique exterior design, that is available with the option of 2wd or 4wd and manual or tiptronic transmission, whilst perfectly weighted power steering and powerful brakes with ABS are standard. These are combined with a choice of powerful 3.6 or 3.8 litre engines to ensure that however you specify your Touring R, each journey will be an occasion to remember.

The Touring R has three power options, ranging from a strong 3.6 275BHP in the 275R through to a thoroughly invigorating 350BHP from the 3.8 350R, whilst where fitted the RS specification brakes provide truly inspired stopping power. The exterior has been designed with a restrained but toned aggression, the twin exit exhausts and subtle flaring for the arches to cover the 8.5” and 10.5” Fuchs style wheels, just giving a hint to the observant of its true capabilities. Carefully developed suspension combined with reduced weight ensures the Touring R performs like a toned athlete on your favorite road.

Porsche 356 Emory Outlaw

Company: Emory Motorsports
Located: McMinnville, OR, N Hollywood, CA (United States)
Website: Emory Motorsports

The first and original category is the Emory Outlaw. Its body and chassis are all steel, just the way it left the factory in Germany. We perform a concours-quality restoration to the metal while stiffening the chassis in preparation for its modified 911 suspension and proprietary Emory-Rothsport 4-cylinder engine. Its styling cues are rally- or race-inspired, but the body shape remains stock in appearance. Within this category we can “Outlaw” the Coupe, Speedster or Roadster models. Every Outlaw is outfitted with an Emory-Rothsport Outlaw-4 engine as standard equipment.

Come in hardtop and roofless application, but we love the above topless one best. The Porsche 356 Emory Outlaw you see here started life as a 1954 Pre-A model, it was pulled apart and the conversion to the sacrilegious ranks of Porsche Outlaw royalty began. The full story of the car’s new specification is below the images – for those of you who’d like a little light reading.

Paul Stephens Porsche 911 Spyder

Company: Paul Stephens
Located: Essex (United Kingdom)
Website: Paul Stephens

A unique one-off car created to show what is possible if you push the boundaries of your imagination. With its aluminum body, simple wrap around cockpit with minimal machined aluminum controls, the PS Spyder was light, sure footed and quick. A perfect example of our sports purpose ethos – less really is more.

Instagram Hottie 964

No idea on the specs of this custom 964, but we found it on instagram and fell for it immediately. Check it out jaf_964.

Frank Cassidy’s RSR-inspired 911 ‘Outlaw’

Frank Cassidy’s RSR-inspired 1974 911 ‘Outlaw’ is the perfect representation of this. Visually the Porsche looks identical to the RSR which inspired it – a car limited to just 49 models and created as a more hardcore version of the potent RS. This is thanks in part to the genuine bodywork and wheels which were painstakingly sourced to create a period-correct look. But delve under the lightweight skin and you’ll soon find upgrades far beyond its inspiration! Peek under the huge boot-mounted spoiler and you’ll find a forged 3.5-liter engine, aircooled and naturally aspirated just like its inspiration. However unlike the RSR, Frank’s Outlaw 911 develops 350bhp to the super-wide BBS E50 wheels, a cool 50bhp more than the real deal. In the handling department, Frank’s 911 benefits from coilover suspension front and rear utilizing BILSTEIN technology based around a B16 coilover suspension kit to ensure maximum performance in all driving situations.

Paul Stephens Road legal RS Replica

Company: Paul Stephens
Located: Essex (United Kingdom)
Website: Paul Stephens

This road legal RS Replica is based on a genuine RHD 911 2.4E and was converted to RS LWT specification in 1990 for racing in the BF Goodrich production Porsche championship. Results sheets in the history file confirm it was a front running car in the 90s in the hands of Stephen Radcliffe. From there it headed to Northern Ireland competing in hillclimbs and sprints with Bertie Carruthers. It then moved onto Robin Titterington where again results sheets show it to have been front running in HRCA Historics in Northern Ireland before returning to the UK 2005 where it has been used for fast road use and track days. In May 2014 the car was submitted for FIA papers which it was granted, so is now eligible for a number of historic motorsport events.

Porsche 911 Resto-mod by RS Teknik (1984)

As a company Paul Stephens recognized a few years ago that there was another market for a cheaper product to allow enthusiasts to get on the restomod ladder. So, they created a series of fiberglass body panels under a new brand RS-Teknik, specifically for the 911SC and 3.2 Carrera models. These could be purchased separately, or as a complete kit allowing individuals to personalize their own 911. This particular car is a mechanically sound 1984 3.2 Carrera with 78,000 miles from new, that has been fitted with a widebody conversion inspired by the 70s 911RSR. Originally painted by Carrera bodyworks in Bury St Edmunds and finished in sport classic grey which is an original limited edition Porsche color, it is fitted with black centerd 17” split rim Fuchs inspired alloys, RUF CTR style door mirrors and soft tint side windows to give a subtle but aggressive look.

Rauh-Welt Begriff 911 Carrera 4

If the name Rauh-Welt Begriff (RWB) doesn’t ring any bells, you probably know the cars well. Known for wide fenders and a massive spoiler, these cars are hard to miss. While some think they ruin a classic Porsche, other see them as pure art. We found one on Bring a Trailer a while ago and fell for its sheer aggression.

The cool body kits is crafted by Akira Nakai in his body shop located in Chiba Prefecture near Tokyo. Not surprisingly, this handcrafted gear comes with a rather steep price tag (basic kit starts at $24,000 but it quickly climbs to almost $40,000 for the whole hog). This car started its life as a 1989 Porsche 911 Carrera 4. Widened fender flares were fitted at all four corners along with front/rear bumpers, side rockers, a Kamiwaza double-decker spoiler, fender wings, Rotana-style extended canards, and RWB lettering. This 964 is said to have been featured at SEMA in 2015/2016 and is now being offered with a clean California title in the seller’s name.

1971 Porsche 911T Custom Coupe

We found this beautiful blue 911 on barrett-jackson.com. This custom 1971 911T has a Certificate of Authenticity from Porsche. Approximately 77,092 miles (mileage not indicated on title) on the matching-numbers factory 2.2-liter engine matched to a 5-speed 901 manual transmission and Dansk headers connected to megaphone pipes. The engine runs strong and clean on the car, which has had a fresh, high-end respray of the stunning factory color of Pastel Blue (per the COA), contrasted by black vinyl decals and black powder-coated Fuchs wheels with new Hankook white-letter tires – stanced perfectly under steel, butt-welded, Turbo fenders. Very clean interior.

1990 Porsche 911 RWB “Pandora One”

Porsche RWB #1 in Mignonette Green. Wide body hand crafted and installed by the famous Nakai-san of Rauh-Welt Begriff. This particular 911, known as Pandora One, was the first RWB Porsche built in the United States. Unlike many RWB’s, this car has the performance to back up it’s looks. A 3.6L flat six engine with a custom FFTEC turbo kit provides over 450hp. This RWB has been backdated to the styling of an early long hood 911.

“The Highest Star” 1989 Silver Anniversary Carrera

The car is based on a 1989 Silver Anniversary Carrera. Porsche intended this to celebrate 25 years of 911 production, and it was a limited edition which featured cosmetic changes over a normal Carrera. From there, the car was stripped down to its bones and prepared to be transformed into Ichiban Boshi, The Highest Star, as named by Akira Nakai of RAUH-Welt Begriff. The engine is a 1991 964 3.3-liter long block from Martine Altolaguirre, who’s considered one of the best Porsche 935 engine builders. Learn more about this car at SpeedHunters.

Paul Stephens 356 “Poco Bastardo”

Company: Paul Stephens
Located: Essex (United Kingdom)
Website: Paul Stephens

Even though the name is shared between this 356 and the American actor’s 550 Spyder, “‘Poco Bastardo’ is a nickname used to describe the 356 for its giant slaying capabilities against more powerful machinery” in the Carrera Panamericana. That said, what makes the Outlaw Coupe so special. Other than the badass exterior and no-nonsense interior revamp, the “Poco Bastardo” boasts xenon headlights, black bison quilted leather, a bolt-in half roll cage, fully rebuilt suspension with adjustable Koni shocks, electric power steering, disc brakes all around, a manual with a long 4th for highway cruising, as well as a 110 bhp boxer with Shasta pistons and Solex carbs.

RWB “Jittakorn 57”

Company: Terror Garage
Located: Indonesia
Website: Terror Garage

We talked about the RWB movement earlier and we just love how it has combined Japanese and Euro tuning elements, creating the distinct RWB style for Porsche chassis. Starting off as a small countryside body-shop in Chiba-Ken, RAUH-Welt 911’s are now a common sight on both the streets and racing circuits of Japan. All RAUH-Welt Bodykits are made in Japan and then shipped to a local shop. This build here is by the team in Indonesia who have some other cars on this list.

stephano bueme porsche 993 — Image Source & More Information @ Stanceworks.com

Stephano Bueme’s Porsche 993 911

From the outside, Stephano has kept things rather modest so why is he on the list. Well, we love the subtlety and the rim, color, stance combo. An OEM Euro Turbo front bumper and an RS whale tail look really cool. The rims are awesome. They are Fifteen52 Outlaw 003s built for the car and measure 18×9 and 18×11 front and rear. The factory 3.6-liter lump has been fitted with an RS-inspired carbon intake system, Fabspeed headers, exhaust, and a Promotive ECU tune, giving the aircooled 6 some extra grunt. For the suspension, Stephano has H&R RSS Club Sport coilovers provide the basis for the changes, and Elephant Racing bump steer-correcting tie rods begin the list of additions. Rennline rear toe arms, front drop links, rear drop links, Rothsport steering rack bushings, and a 2-way front strut bar all help stiffen things up and have allowed Stephano to fine-tune his suspension. Learn more about this car at Stanceworks.com.

RWB “Unknown”

Another RAUH-Welt 911 special but we couldn’t find any information on this one. We loved how aggressive this car looks. If Batman had a Porsche, this would be it.

Terror-Garage-Speedster — Image & More Information @ SpeedHunters

Company: Terror Garage
Located: Indonesia
Website: Terror Garage

The Terror Garage folks build the RWB Indonesia cars (they are the exclusive local arm for RAUH-Welt Begriff’s Porsche modification operation). This car makes our list for obvious reasons, it is totally unique and there is nothing else like it. The final product seems to exist more in the realm of the concept cars that grace motor show stages. Learn more about this car at SpeedHunters.

Random Hulk Porsche

Ok so we are not very creative when it comes to naming custom Porsches. Frankly we know nothing about this car other than we love it and we found it on Tumblr. To check it out you can find on Tumblr here.

1992 Porsche 911 C2 Manual Coupe (964) RWB

This is Akira Nakai of Rauh-Welt Bergiff’s first RWB Porsche on East coast. It was built in Atlanta, Georgia for Tate Askew at MotorCarStudio. Several specialist shops were involved with the build and this car is very well known on the show circuit. The owner started with a clean, black 1992 C2 Coupe that was stripped down to a rolling shell before going to a fabricator for a carbon fiber sunroof delete panel, then finished in Olive Green (a 1978 Porsche color). Rotiform produced the custom-designed wheels and the car wears KW V3 coilovers with hydraulic lifting option. The stock 3.6 liter engine was completely rebuilt to 3.8 liter RSR specs by Martine at Auto Europe. Custom exhaust was fabricated by Turbocraf. The interior was finished in Scottish Tartan — the driver’s seat is a vintage Recaro.

slammed black 991 — Photo Source: Du Werke

Slammed Black 911

With found like black slammed custom Porsche on Flickr. No information on this one but definitely check it out here.

Magnus Walker Porsche 964 (dvmechanics)

Company: DV Mechanics
Located: Montebello, CA (United States)
Website: DV Mechanics

Dorian Valenzuela worked in aerospace and then at Singer before going out on his own in 2015. The core and passion of DV Mechanics is restoration and custom building of Alfa Romeo and Porsche motorcars. In many ways, Magnus Walker’s Porsche 964 project is a departure from what we’ve come to expect from him, but underneath its veil, you’ll still find his touch in the details that play a monumental role in the presence of his latest work. Magnus wanted to refrain from straying too far from the original car’s DNA. Rather than backdate it or attempt to form it into a wild widebody, Magnus chose to expand upon the sporty demeanor of the 964 and accentuate the cars original lines with the narrow body and big bumpers.

Porsche 911 Speedster Recreation By DP Motorsport

Company: DP Motorsport
Located: Overath, Germany
Website: DP Motorsports

Germany’s DP Motorsport is undertaking a multi-part project that aims to create the ultimate version of the 1989 911 Speedster. The car still awaits the major mechanical upgrades, but the aesthetic upgrades show that this could be an incredibly impressive creation when the job is complete. The car belongs to an owner in Berlin, Germany. He bought it in California with the conversion from a 1989 911 Targa 3.2 to a Speedster body already complete. However, this person thought that the vehicle looked “too modern,” so the vehicle went to DP Motorsport for further modification for a more retro appearance. The firm installed a body kit that took close inspiration from the F-model 911 of the early 1970s but with much wider rear fenders. The tweaks also included a lower front bumper and revised side sills for hiding the oil lines. For an understated but very attractive appearance, painted the body Nardo Gray, fitted black badges, and added black and orange graphics. The cabin has remained largely stock other than a new, Alcantara-covered steering wheel and stylish, metal shift knob.

Lanzante

Company: Lanzante
Located: Petersfield (United Kingdom)
Website: Lanzante

The English engineering firm is building 11 eighties-era Porsche 930s with genuine TAG-branded Porsche engines that the McLaren Formula One team used to win 25 races. Yes, real V6 TAG F1 Turbo engines. Imagine being able to tell your friends at the pub that your classic Porsche is powered by an engine that has won an F1 race. Baller. Despite the insanity under the hood, the F1-powered Porsche 930 restomod is rather subdued in terms of looks (the first one was showcased at the Rennsport Reunion recently). Wearing just a set of RUF wheels it is understated. The interior is basic with a set of bucket seats and a bunche of new gauges including a 9,000 RPM taco (did we mention it is powered by a real F1 engine).

PS Works Clubsport Series II

Company: Paul Stephens
Located: Essex (United Kingdom)
Website: Paul Stephens

In 2007 Paul Stephens introduced a lightweight coupé called the Clubsport. Created from the ethos of ‘less is more’, the Clubsport was a very light formidable car capable of showing a clean pair of heels to more modern machinery on a twisty road or circuit. The Clubsport takes you back to an era where electronic aids to help you drive faster had not been considered necessary. Instead it has the traditional values of a true performance car featuring lightweight, communicative steering and chassis together with a healthy power to weight ratio in all variants to create a formidable road car. Whilst performance is important, driver comfort is paramount and the Clubsport has been designed with long fast continental road trips in mind.

Bisimoto’s 800 WHP Watercooler Porsche 930

Bisimoto has become a company known for applying carefully designed parts to often-overlooked drivetrains to illicit unheard of power. The retro-styled 911 gets its punch from a much more recent powerplant. Behind the rear wheels sits a watercooled M96 from the Porsche 996, posing the largest hurdle in the build with its size and additional cooling system requirements. Add twin Bisimoto/Turbonetics BTX5857 ball bearing turbochargers and a ton of other upgrades and this monster is an 800 horsepower beast. Learn more about this car at Stanceworks.com.

Benton Performance’s Porsche 912

Company: Benton Performance
Located: Anaheim, CA (United States)
Website: Benton Performance

John’s 1968 Porsche 912 is beautiful. John Benton, dedicated to the 4-cylinder 912s that is often overlooked in the shadow of the iconic, flat-six 911. In many ways, the 912 is a true evolution to its predecessor, the Porsche 356. With its skinny tires and 4-cylinder engine, it retained the same nimble driving characteristics that Porsche owners came to expect. As it sits today, the ’68 912 is powered by one of Benton Performance’s 1.7L twin-spark engines, outfitted with ported heads, an aggressive cam profile, forged pistons on custom rods, and a knife edged crank. To keep everything in order, an ECU mates with a crank-triggered ignition and fuel injection while a re-geared box transmits the power to match John Benton’s driving style. Adjustable spring plates and Konis ensure that the car maintains its composure in the corners while a strut bar and swaybars front and rear allow it to stay planted. Widened steelies often go unnoticed by the untrained eye but allow the wider rubber necessary to keep John on track while he’s giving it his all.

Magnus Walker’s ’72 Porsche 911 STR

The name says it all. This orange and light ivory 911 featured a combination of 911R and ST-inspired touches, including the ubiquitous flared rear arches. Aesthetically, the Minilite wheels looked perfect while the 2.7-litre MFI flat six meant there was menace to match the visuals.

Magnus Walker’s ’72 Porsche 911 STR II

The STR II was probably Walker’s most well thought out build. Once again inspired by the R and ST, the str ii’s color scheme became instantly iconic, while those gorgeous Campagnolo replica alloys once again made an appearance.

Makellos Classics 1973 Porsche RS-Inspired Hot Rod 911T

Company: Makellos Classics
Located: Escondido, CA (United States)
Website: Makellos Classics

This build started as a low-mileage, numbers matching 1973 911T and was fitted with steel RS flares (butt welded), steel RS Touring rear bumper, steel 911S front bumper and a fiberglass ducktail. The Brumos-style race livery really pops against the crispness of the Grand Prix White paint. The original 2.4L motor was rebuilt to 2.7L specifications including 90mm pistons, performance cams, ported/polished intake manifolds and Weber 40IDA carburetors with custom jetting. The factory 915 transmission was bolstered with a Quaife limited-slip differential, lightweight flywheel and factory short-shifter. The interior has been refreshed in a lightweight but not barebones fashion.

Magnus Walker’s #277 Porsche 911T

Bought in 1999, this 911T – dressed up in a racing inspired livery – has become Walker’s trademark Porsche, appearing on t-shirts and stickers around the world. It may not be the prettiest, but we admire Magnus’ workmanlike attitude to #277, a continual work in progress.

Markus Haub’s Hot-Rodded Porsche 911

Markus’ story is about an old rusty 2.2-liter F-series that he wanted to turn into his perfect Porsche. The full story on Petrolicious is worth reading, but the basics re taking an old rusted out F-Series and turning into a beautiful hod-rodded 911. The engine was completely rebuilt in the workshop of Matthias Hoeing in Hamburg, and was also expanded from 2.2 liters to 2.4 liters during that time. Equipped with carburetors and “Kremermodifikation” on the crankcase, it should all be work to produce almost 200HP. The color is stone grey (paint code 7510), which is originally a 356 color, but was available as “special paint” for the 911 in 1966/67. The idea was to give the car a very unique look and some original details in the interior and exterior: the customized instruments with the modified rev-meter and clock dials for instance, and then the round fuel-cap in the fender and the rear side window with its new louvers for example.

Magnus Walker’s Porsche 78SCHR

Magnus’ goal for this car back in 2014 was for it to be a relatively quick and easy build. It is one us regular fans can relate to and be inspired by. Magnus is “just another car guy” like us, he just has bigger means so it is nice for him to do a quick, cheap build. Receiving only subtle visual changes, the 911SC retains much of the character and charm that makes its older, long hooded siblings so appealing. With its debut 15 years after the original 911 entered the market, the SC was equipped with some of the modern advancements of the 70s.

Kristof Mombaerts' 1991 Porsche 911 Carrera 4 — Image Source: slamsanctuary.com

Kristof Mombaerts Porsche 964 (1991)

Belgian owner Kristof Mombaerts has built on cool 964. We picked it for our list because its a nicely balanced, low stance car. It isn’t swimming in a sea of mods, but we love the color (its called Amethyst). Kristof put his modding efforts into the suspension and wheel departments and thats the other thing we love, the unique Rotiform BS Wheels.

JASON MORABITO’S PORSCHE 964 — Photo Source: stanceworks.com

Jason Morabito’s Slammed Porsche 964

Jason’s new 1991 Carrera C2 is a classic slammed custom. Jason went through the effort of replacing the front headlights, fogs, and amber corner lamps with OEM Bosch originals. The rear tail lights were refinished, painted, and cleared, paired with new gaskets, and installed to clean up the tail end of the car. The pitted and weathered windshield was replaced with OEM glass. After the restoration came modification, and first on the list was a set of AH Exclusive H&R coilovers. This allowed him to plant the the body of the car just over the pavement while retaining the the drive-ability and handling you expect out of a 911. After dropping the car, Jason added 5-spoke twist design wheels which are synonymous with Porsche.

Photo Source: delessencedansmesveines.com

Porsche 964 Carrera 4 – Belgium Outlaw!

The tuning market for Porsche is big outside the U.S too and for evidence just take a look at this Blue Baltic colored 964 from Belgium. At 4 corners, Cargraphic Racing 18 ‘ wheels in black with chrome offset and the slammed stance make this 964 really cool and unique. Under the back cover, the Flat 6 aircooled engine is basically untouched (other than aesthetic treatment).

bisimoto 1980 porsche 911 — Photo Source and more information @ superstreetonline.com

Bisimoto ’80 Porsche 911 BR

Bisi Ezeriohia—founder and chief engineer at Porsche tuning firm Bisimoto—didn’t construct the car he calls Project 911 BR to satisfy Porsche purists. Bisi built this car as a node to Steve McQueen and said, “It’s something McQueen might’ve driven today”. It includes touches like the late actor’s racing number—48—that’s been emblazoned about, most notably on the center caps of the semi-period-correct, Fuchs-inspired wheels by way of celebrated maker fifteen52. For everything that dates Bisimoto’s most current exploit, there’s a sophisticated piece of electronics that delivers it into the 21st century. As with so many air-cooled builds these days, the 3.0L engine has been tossed not in favor of anything era-specific but instead for a 964’s 3.6L. Unlike most of those straightforward swaps, this engine uses a 996 GT3 intake manifold feeding individual Jenvey throttle bodies that have been situated atop the cylinder heads. To make the tuning of the custom assemblage possible, an AEM Electronics computer is in command of the entire operation. All of this is good for north of 300 hp. Learn more about this car at superstreetonline.com.

911 RSR IROC Street Racer

Company: Patrick Motorsports
Located: Phoenix, AZ (United States)
Website: Patrick Motorsports

This original 1979 930 chassis has been expertly converted to a lightweight 1974 911 RSR IROC inspired street racer! This chassis is fitted with a 1997, 993 Carrera 3.6L DME engine then converted to a high torque 3.8L displacement! Featuring hydraulic billet sport cams and married to a specially prepared, 1986 915 Euro transaxle gearbox with LSD and euro oil cooler system.

1991 964 RSR Twin Turbo

Company: Patrick Motorsports
Located: Phoenix, AZ (United States)
Website: Patrick Motorsports

This 964 RSR was built to win with a 3.8L twin turbo engine, 993 6spd, Wavetrac differential and more!

Porsche 993 SuperCup By Theon

Company: Theon Design
Located: Deddington (United Kingdom)
Website: Theon Design

What started life as an original 1979 930 3.0SC has changed a lot under the somewhat new Porsche shop called Theon Design. This particular 911 combines the classic bodywork of the original car with a bespoke interior and drive-train combination. Well, for starters, apart from the hand stitched leather interior, bespoke body modifications, custom 17-inch Fuchs wheels, custom coil-overs and other mods, the vehicle features a Porsche motorsport RS engine. The powerplant, originally destined to race in the 993 SuperCup Series, was supplied by Porsche Motorsport and it was built to RS specifications. That includes equal length stainless steel manifolds (among other stuff), and a power output of 300 HP.

Melbourne Outlaw: Hugh Feggans’ Custom 1977 3.0L Porsche 911

The return of the impact bumpers. This mild custom 911 is a personal project that marked the beginning of a lifelong passion for architect Hugh Feggans. It’s a 1977, 3.0L Porsche 911. These are the earlier 3.0s 911s, prior to ‘76 the capacity was 2.7L. He kept the impact bumpers as it resembles the original little red 911 he fell in love with as a kid. The interior has been completely redone and the engine is the original 3.0L but has been completely rebuilt to a high performance but still reasonably driver friendly specification.

Magnus Walker’s ’76 Porsche 930 Euro

Magnus’ turned to the 3.0-litre Porsche 911 Turbo era for this car. This Euro-spec 930, finished in Minerva Blue was the perfect example of simplicity. Lowered and on a set of gold Group 4 Campagnolo replica wheels, it looked perfect.

1983 Porsche 911 by Straat

Company: Straat
Located: Miami, FL (United States)
Website: Drive Straat

This ice-cool custom ride began as a classic 911 from the early 1980’s with a clean record. Our goal for this project was to perfect its iconic looks and fine-tune its features for modern-day drivers. The exterior is a clash of opposing forces, classic and modern, light and dark. The original body with its fender flares and iconic lines was fitted with a modern drivetrain and classic Fuchs-style wheels. Blacked-out LED headlamps and exterior accents balance out the icy-cool, high-gloss finish of this classic 911, giving it a custom look influenced by the world of vintage racing. The 3.0-liter flat-six is one of Porsche’s finest air-cooled engine, and this one gets an extra dose of power and efficiency with PMO electronic fuel injection that’s been sport-tuned by our experts. But power is not the reason to buy a 911. You buy it for that race car feel and unparalleled connection to the road. Here, that feeling is amplified by the 915 gearbox’s spirited shifting, its sport-tuned coil-over suspension, sticky tires that grip every curve, and the big 930 brakes with plenty of stopping power.

Lightspeed Classic – Sport Classic Grey

Company: Autoactive Motorsport
Located: Taufkirchen (Germany)
Website: Lightspeed Classic

Lightspeed Classic is not meant to be taken off the ground for occasional summer rides; they are built to be driven – day in, day out. A case of classical beauty meets modern technology and performance that does not look out of place next to a 997 GT3. The Lightspeed Classic 911 is a meld of ‘90s and 21st Century tech wrapped in a ‘70s look. The formula is simple – reduce weight, increase power and give cars that classic stance. Like a lot of other Porsche restoration shops, the Lightspeed Classic crew likes the 964 as a startpoint. In their words it is the “first production 911 to use coil springs that can easily be swapped out for fully adjustable coilovers and other competition-based components and the 964’s G-Series derived bodyshell can be easily modified to evoke the look of the earlier long bonnet cars that my clients want.”

Turban Outlaw Lightspeed Porsche — Photo Source: Lightspeed Classic

Lightspeed Classic – Baby Blue

Company: Autoactive Motorsport
Located: Taufkirchen (Germany)
Website: Lightspeed Classic

ROCS 3.8L Panamericana

Company: ROCS Motorsport
Located: Belleville, NJ (United States)
Website: ROCS Motorsport

The ROCS 3.8L Panamericana Palo Alto Art Car. A tribute to Fletcher Aviation and the Mexican Pan-Am race.

Restomod 944

We could not find any information on this slammed 944 but sometimes a picture is worth a thousand words. Just look at that set of rims and that stance. That sinister glistening black paint completes the picture.

944 restomod — Image source and more information @ superstreetonline.com

720hp 944 with five-cylinder Audi Quattro engine

Porsche purists will likely hate this restomod 944 the most out of all cars on this page. It is a 720hp 944 that is going to make their blood boil. Roger Fyhrlund’s ’85 Porsche 944 has bolder front-end and bigger wheels, however Roger’s 944 isn’t your typical 944 porker. And that’s because he’s one of the Nordic nutters from Sweden and under the bonnet is a 727hp five-cylinder Audi quattro engine.

West Coast Customs 1965 Porsche 356 Restomod

This Porsche has been radically transformed by West Coast Customs into a car that gracefully merges modern-day performance with the classic body style of a 356. A 2008 Porsche Cayman was used as the platform for the build, requiring a 9-inch section removal from the chassis to accommodate the shorter-wheelbase 356 Coupe body. The Cayman drivetrain and suspension was retained utilizing its 2.7L 240HP flat-6 engine and automatic transmission. This Porsche 356 Cayman is the result of a labor-intensive 3,000-hour build, and the final presentation reflects that level of quality and attention to detail. This radical Porsche has a high-impact presence that few cars can match.

October 29, 2018 / Comments Off

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30+ of Best Porsche Restomod & Restoration Shops in the World

The Pinnacle of Porsche Tinkerers, Here is Our List of The Best Restomod & Porsche Restoration Shops

Our interest in writing a post specifically about Porsche restorations began when we got feedback from readers about our greatest Porsches ever and best Porsche 911s lists. Readers told us we should include the Singer Porsche car on our lists since modifying Porsches is part of the culture and that those custom Porsches are much a reflection of the brand as are the over one million production Porsche 911s that the company itself has made. We agree. Rather than include them in those top lists however we decided to dedicate a few posts to Porsche tuners, restomodders and restorers.

Porsches have always been popular cars for tuners and race teams looking to take a solid, top performing sports car and make it faster and more unique. One of the great things about models like the 356 and the 911 is just how easy the platforms are to modify and tune (especially the air-cooled generation where many parts are interchangeable).

More recently the restoration, restomodding and outlaw Porsche scene has absolutely exploded. Want your Porsche with a bit of classic flair but with totally new technology, then companies like Singer and a host of other restomodders can help. Want a Concourse level restoration of your early 911 or 356, then there are shops who have been doing it for decades that are busier than ever. It seems like everyone and their mother is creating, restoring and restomodding Porsche 911s or claims to be an approved Porsche restoration shop.

Whatever your style or desires, the decision to restore a car (or buy a restored car) is a serious commitment of time and capital. It is very important for you to determine what you would like to do with the car in the future and how you intend to use it. That, along with the available budget will determine the level of restoration you will choose and the type. We did some research and found an awesome selection of companies who restore and tune Porsches, each with a different approach, focus and price point. We are confident somebody on our list of the best Porsche restorations shops and restomodders is the right fit for your desires. Check them out, but first a primer about Porsche restoration.

Porsche Restoration Comes in Many Flavors

Porsche restoration essentially refers to taking a great classic Porsche and bringing it back to life with all (or most) of the original factory parts. The process involves repair of the visible parts (e.g., body trim, interior, etc.), as well as the parts not easily seen (e.g., electrical, suspension, brakes, etc.). The result is a beautifully preserved automobile in factory-new condition with authentic parts – just like it came off the showroom floor decades ago. Except things are not that simple, because the restoration industry has changed and now there are different types and levels of restoration. We will quickly tackle the types of Porsche restoration you can undertake for your prized possession.

Classic & Vintage Porsche Restoration

This is basically what we describe above. Taking a Porsche and bringing it back to life with all (or most) of the original factory parts. The main thing to note here is that just like there are different types of restorations there are also different quality restorations even when you are just trying to bring things back to production level. The type of restoration level you want is largely dictated by your budget and what you plan on doing with your car. The broad levels we will describe here are Full Concourse, Show quality and Driver level.

Full Concourse

These cars are perfect. A full concourse car means returning a car to its original factory condition. If you are building a full concourse car for show judging then your aim is to have the vehicle win top honors in its class at a formal concourse show. Candidly if you are building or buying a concourse level car then you are buying a piece of art and you are not driving it anymore. These are cars that are taken to events in closed trailers and are stored in temperature and atmosphere controlled environments. At this level, a restoration is about strict original authenticity.

The type of work done is also different, often using custom metal repair techniques and old school original tools. Every individual part on the car is refurbished. All assemblies are completely dismantled and rebuilt to ‘as new’ condition. Metal body panels are straightened to where there is no need for any plastic body filler and a minimum of lead filler. Perfect hides are used for the interior in exact colors and styles as original.

A lot of people think that this is the kind of restoration they want until money is mentioned. The level of master artisan and the thousands of hours needed to compete these cars means they are often out of reach for most collectors. We are talking the top 1%. Stories of restorations on very rare cars that have cost multiple million dollars is not uncommon.

Show Quality (Local Concourse)

Show quality restored cars look amazing. In fact, except for close inspection these cars look close to Level 1 Concourse cars. Up close these cars fall short (a little). The finish may show evidence of machine sanding and other defect in the paint or chrome and trim may not be perfect or non-original parts are used. This is a restoration suited for cars that are not collectible or rare and is more than enough for most car collectors.

A show quality car like this could place well in its class at most car shows, but would not do well at the biggest and highest acclaim shows (mainly because it would be competing against Level 1 cars). These cars definitely get driven often and is the perfect balance between wowing observers and still be a usable car.

Driver Level (Street Restorations)

Known as street level restorations this is what we typically see most often. These cars look great but the details are different than level 1 or 2 restorations. Typically, all deteriorated steel is replaced, door and panel gaps would still be nearly perfect and the use of minimal plastic body filler would be appropriate. Components that function would be refinished but not necessarily rebuilt. This kind of job may involve the use reproduction parts and interior seat and panel kits. These cars are mechanically sound and cosmetically attractive and are definitely cars that are used a lot by their owners. Everything works as it is supposed to and the owner can be confident of returning home after an enjoyable day. The car looks good and an appreciative audience will always gather around wherever the car stops.

Custom Porsche

Outlaw and restomod Porsches are different than restorations because they mix old and new. The goal is not to return a Porsche back to production spec. The idea is to create a unique Porsche, something custom and perfect for an individual buyer. As popularity for custom Porsches has skyrocketed recently, there is also a new breed of companies that is building “spec” production level customized Porsches and it seems every week a new company pops up that can offer you an off the shelf restomod Porsche to buy.

Restomod Porsches

The restomod is a relatively recent phenomenon (in terms of popular culture). These cars are all about mixing old with new, creating the best of both worlds. Typically it means taking classic styling with modern comfort, performance and reliability. Instead of using production parts, restomods use new parts designed to fit in stock locations. This way, the builder can add modern performance but also return the car to its stock state by refitting the original parts. What started as a few niche pieces like air conditioning kits and digital gauges has transformed into an aftermarket industry that provides parts to make classics truly usable as daily drivers and long-distance cruisers.

Like A restomod car has the timeless appearance of the original, but the outdated guts of the car have been replaced with the more modern, high-performance parts of today. You achieve the same great look, but your vintage car will be revved up with all the latest bells and whistles to create a much better ride for the owner.

Restomodding Porsches has skyrocketed in popularity in the last ten years. You can thank companies like Singer Vehicle Design who re-defined what an old 911 could be. The range of price points is quite wide in the restomodding space and as it matures as a restoration segment we are seeing companies pick niches they focus on. For over $500,000 you can buy a 964 based Singer Vehicle Designs Porsche or a 993 based Gunther Werks 400R. For a few hundred thousands dollars there are many shops that will sell you an off the shelf restomod or shops that will customize a restomod just for you.

Outlaw Porsches

Outlaw Porsches make people nervous. To collectors and old school aficionados they are a blight on the Porsche restoration scene. It all started in the 50s when Dean Jeffries modified his 356 Carrera’s body and ever since individuals have been modifying, customizing and making their cars faster. Unlike restomodders, outlaws fuse together vintage Porsche with classic looks with more modern components and body lines. They are not afraid to really alter the sheetmetal and change the look of cars. Like restomodding, outlaw Porsche demand has skyrocketed in recent years and everybody says they do it. Companies like Canepa, Emory Motorsports and Willhoit Auto Restoration are really the pioneers in this space and they continue to drive the segment forward.

While the term outlaw Porsche normally refers to the 356 (the whole industry is often known as “356 outlaws”), it is hard to ignore the 911 outlaws because they do exist. Perhaps the most well known outlaw 911 crew is the R Gruppe in California. They have help the phenomenon explode in popularity. The R Gruppe is the counterculture band of hot-rodders formed by the enigmatic Chris Huergas. They are a quasi-underground, semi-famous car club whose provocative devotion to hot-rodding early 911s that has earned it a reputation as the bad boys of the Porsche world.

Best Vintage & Classic Porsche Restoration & Restomod Companies

We have included our favorite Porsche restoration and restomod shops below. They are not in any particular order. Note that we also included some notable shops that aren’t as well known further down in this post, make sure to check them out too.

Singer Porsche

Company: Singer Vehicle Design
Located: Los Angeles, CA (United States)
Website: Singer Vehicle Design

Singer Vehicle Design is Los Angeles based company that rebuilds and restores Porsche 911s. They are the very top end of the restomodding world. Founded by Rob Dickinson the company is known for its “re-imagined” 911. A totally custom Coupe or Targa Porsche 964 that takes restoration, customization and attention to detail to an entirely absurd level. The company’s gorgeously detailed interiors and painstaking engine work and ability to seemingly transform the 911 into something more, something better than it ever was has driven a lot of the excitement around Porsche restomod phenomenon.

After deciding to work with Singer, customers put down some money and turn over their 964 generation Porsche 911. Singer then goes to work and puts ~4,000 hours into restoring, tuning, and customizing it. That doesn’t come cheap. Singer Vehicle Design “basic” restoration services begin at $400,000 but average $600,000. To call it a restoration undersells it. For starters all the bodywork is replaced with custom carbon fiber body panels and the engine is reworked by engine manufacturers such as Cosworth and Ed Pink Racing Engines. The level of detail is astonishing, this is basically a new car, built from the ground up by artisans who would rather get it right than make money.

Singers most recent creation is an absolute masterpiece. Called the Singer Vehicle Design DLS (DLS stands for “Dynamics and Lightweighting Study”), it is a 1990 Porsche 964 whose owner requested Singer and Williams restore and modify his car with an emphasis on—you guessed it—reducing weight. The long hood of the Porsche 911 classic replaces the shorter hood of the Porsche 964. Relocated fuel filler and oil filler caps are a nod to historic Porsche race cars. The tachometer is colored in Singer Orange. Price point? Try $1.8 million.

The engine is a 4.0-liter naturally aspirated flat six worked on by Williams (yes, the F1 guys) and is good for 500 horsepower at 9,000 RPM. The motor boasts lightweight throttle bodies with supposedly F1-inspired upper and lower injectors, a unique oil lubrication system and it has dual overhead cams and four valves per cylinder. The suspension was also optimized by Williams.

The specs sound great, but the beauty of Singer cars is the detail. Just looking at them is an event. The interior is absolutely stunning, the body is perfect, the nuts and bolts and little things are just perfect. 75 examples of this $1.8 million restoration will be made available to customers. Selling my soul as we speak to get one.

Canepa

Company: Canepa
Located: Scotts Valley, CA (United States)
Website: Canepa 959

Longtime readers know we are huge Porsche 959 fans. We grew up in the era where the 959 came along and destroyed the competition. The car was initially developed to function solely as a B rally car. When it was introduced in 1986, the Porsche 959 was immediately identified as the world’s fastest street-legal production car. Production ended in 1988 with a total of 292 Porsche 959’s rolling off the assembly line. In total, 337 cars were built, including 37 prototypes and pre-production models.

While the 959 was a technical marvel in 1986, in 2018 it is easily beaten by the latest hot hatches. That’s where Canepa comes in to bring it up to spec and help it compete with today’s hypercars. In the world of Porsche 959s, few names are as recognizable as that of Bruce Canepa nut for those who don’t know, Bruce is a former race car driver and resto-mod master who helped get the 959 onto U.S. streets through the Show and Display law and has been restoring and modifying 959s ever since. Called the 959SC, Canepa’s latest restomod project thoroughly restores the original 959 and in the process adds boatloads more power. Porsche 959 owners in the U.S. can have Canepa perform all these upgrades for an undisclosed sum (ie if you need to ask how much…).

The highlight is a 763 hp engine upgrade. 15 years ago Canepa’s initial Gen I engine upgrade gave you 576 hp. A few years later the Gen II cars developed 640hp. In 2016, the all new Canepa Gen III system put out 763 hp and 635 lb-ft of torque. The 959s 2.8-liter twin-turbo flat six produced 444 horsepower in production trim, so clearly the 763 hp option is a big increase and isn’t far off the 878 hp 918 Spyder. The boost in power is thanks to new Borg-Warner turbos (now parallel and not sequential), a new engine management system, bespoke exhaust system, titanium heat shields, new fuel system, more powerful ignition system and a custom clutch pack. The added power results in a 0-60 mph time of just 2.4 seconds and a top speed exceeding 230 mph. That is modern hypercar performance.

Alongside the powertrain upgrades, the 959 restomod is much better to drive. Upgrades include a set of titanium coilovers mimicking the units that came as standard on the 959 Sport. Porsche built twenty-nine 959 S units with the S model extended the performance characteristics of the 959, including with a much more modern suspension system. The Canepa suspension upgrade begins with the factory S specification, and then incorporates modern suspension technology including a newly patented gas strut design and titanium coil-over spring componentry. Canepa even fits its own set of 18-inch alloys that replicate the look of the original but are made lightweight magnesium, thus reducing unsprung mass and aiding further in the handling department. With these suspension upgrades, Canepa says the “959 matches the handling and ride quality of any modern day supercar”.

Canepa doesn’t just focus on the engine and powertrain. Canepa has also restores the interior, outfitting it with brand new high end brown leather, carpets, floor mats and a hand-stitched steering wheel. A Porsche Classic audio/navigation system is also fitted (remember the 959 came out in an era where cassettes were still the thing to listen to). The bodywork is stripped down to the bare metal and repainted in any color the customer chooses – a nice benefit considering that Porsche only ever offered it in white, silver, or red. Plated components are recoated in zinc, the suspension is powder-coated (see below).

The restoration process entails over 500 hours spend on the bodywork alone (before it even enters the paint booth), and another 300 on the interior. Who knows how long it takes to get that engine upgraded. This is a complete restoration that takes a supercar and turns it into a hypercar.

Porsche Classic

Company: Porsche
Located: Germany (with local partners worldwide)
Website: Porsche Classic Project Gold

Backed by Porsche, this particular 993 Turbo is not your everyday restoration project – it is much, much more than the sleek new paint job and reimagined interior that are evident from a cursory glance. According to Porsche Classic manager, Uwe Makrutzki, Project Gold has been more than 2 years in the making and everyone involved was determined to create something very special with no compromises.

One of the first upgrades this 1998 Porsche 911 Turbo would receive is at the heart of the car – an air-cooled 450-horsepower 3.6L twin-turbocharged engine, from the higher-trim 993 Turbo S. While the replacement engine itself didn’t receive any modifications per se, it was taken apart, bored and rebuilt with newer internals. The engine is mated to a 6-speed manual transmission, delivering power to the car’s all-wheel-drive system. The suspension components also benefited from the project, with more modern shocks being retrofitted with original-style casings.

Inside, the car is a desirable blend of modernization and restoration. For example, the seats are bespoke and the use of carbon fibre and perforated leather is used throughout – however, to maintain the aura of the 993, Porsche Classic commissioned the same sewing machines used during that era to ensure that the stitching produced was the same length and pattern as the original cars. The attention-to-detail is remarkable.

As seen in promotional media, the color scheme is very much inspired by the new ‘Exclusive Series’ 991.2 Turbo S. Rear fender intake inlets were also fabricated onto the body by hand – a special team was entrusted with this task in order to enhance the car’s period-correctness.

Word has it that this 1 of 1, 1998 Porsche 911 Turbo will be auctioned off at a specially themed ‘70th Anniversary of Porsche’ RM Sotheby’s auction. Proceeds from the sale – which are expected to be in abundance – will be donated to the Ferry Porsche Foundation, which funds educational, social and youth development programs around the world.

RUF

Company: RUF
Located: Pfaffenhausen, Germany
Website: RUF, RUF Restoration

Most people do not think of the RUF tuner company as Porsche restorers. They are known for building batshit crazy fast Porsches. The reality is the RUF is a soup to nuts Porsche shop that can do it all. They have more than 75 years of expertise in dealing with cars and have been working on Porsches since the 1960s. They define restoration as the faithful restoration of a Porsche to perfection. They have a division that focuses on this type of restoration, taking 356 and 911 models transforming them into perfect condition, both visually and technically.

However, the cooler part of RUF is that they recently jumped into the restomodding bandwagon and developed a car we desperately want. Called the RUF SCR 2018 it is a stunner. More power, less weight, more driving safety and 4 liter naturally aspirated engine that have 510 hp, all wrapped in a classic Porsche 911 shape. Yes please.

Their goal with the SCR 2018 is to create a “unique state-of-the-art sports car for experienced connoisseurs and sports riders who do not want to miss the furioso of a naturally aspirated symphony”. The load-bearing structures, its chassis and body are uncompromisingly designed for its intended use. The carbon fiber monocoque is further reinforced by the integrated steel cage (IRC), pushrod suspension on all four wheels corresponds to the chassis of the Formula 1, and in the middle of the works more as a 500 hp six-cylinder engine with full four liters of displacement. Ready to drive, the new SCR weighs less than 1300 kilograms; The timeless and elegant body is made of a fantastically lightweight, solid composite material: carbon fiber.

Lanzante

Company: Lanzante
Located: Petersfield (United Kingdom)
Website: Lanzante

The ‘Widowmaker’ gets 1.5-liter turbo V6 TAG-Porsche engine with 750 hp. This is a name that will surprise knowledgeable car guys. Lanzante, the McLaren specialist is working on some cool restored Porsche ideas that peaked our interest. While it isn’t out in the wild yet, we’re so excited about it that it made our list anyway. Lanzante is very focused on outright performance. Remember that Lanzante Motorsport are the same people responsible for the McLaren P1 GT and the P1 LM so when they talk performance they know what they’re dead serious.

The English engineering firm is building 11 eighties-era Porsche 930s with genuine TAG-branded Porsche engines that the McLaren Formula One team used to win 25 races.

Yes, real V6 TAG F1 Turbo engines. Imagine being able to tell your friends at the pub that your classic Porsche is powered by an engine that has won an F1 race. Baller.

From 1984 to 1987, Porsche built a 1.5-liter twin-turbocharged V6, branded as the TAG-Porsche TTE P01, for the McLaren MP4/2 and MP4/3. The engine produced more than 1,000 horsepower in qualifying trim, and 750 hp in race spec. In its first three years on the grid, the engine powered McLaren to two Constructors Championships and three Driver’s Championships.

McLaren sold Lanzante the 11 engines for this run of restomod Porsches. Our friends at Cosworth are restoring the engines for the program and each of the 11 examples gets a plaque in the engine bay listing its engine’s race history.

Despite the insanity under the hood, the F1-powered Porsche 930 restomod is rather subdued in terms of looks (the first one was showcased at the Rennsport Reunion recently). Wearing just a set of RUF wheels it is understated. The interior is basic with a set of bucket seats and a bunche of new gauges including a 9,000 RPM taco (did we mention it is powered by a real F1 engine).

Lanzante hasn’t given us the headline numbers yet in terms of power, performance or whether these cars will even be road legal. Even if they are detuned a lot (which they will be) this is going to be a performance monster. The only thing we really need to think about is the nickname. If the 1984 930 was called the “Widowmaker” and it only had 330 hp, then what the hell are we going to call this?

Kaege

Company: Kaege
Located: Stetten, Bavaria (Germany)
Website: Kaege Retro

Roger Kaege is our kind of guy. Roger (like the rest of us) saw a Singer Porsche in a magazine back in 2009 and was fell in love with the way it looked. He (like the rest of us) immediately checked out the price and said “oh shit that’s expensive” (I’m paraphrasing). As a vehicle and chassis engineer by training Roger decided (unlike the rest of us) to just build his own restomod Porsche. Like I said, Roger Kaege is our kind of guy. Roger wanted his own modern vintage so he went to work in his little garage. His Kaege Retro took the body of a 1972 911 combined with the platform and mechanicals of a rear wheel drive 993 and added 2,000 man hours building it into his perfect car.

We love the Retro because you get a modern, air-cooled platform with a stock 3.6-liter flat-six with 296 horsepower and a six-speed manual out of the box. Remove 400 pounds in weight compared to a stock 993 and it’s a tasty mechanical package. 296 horsepower doesn’t sound like a lot, but it provides solid performance in a car that weighs so little. He’s achieved the balance between modern performance and retro optics.

Rather than try to copy Singer, Kaege took his own approach and that made a big difference, especially in terms of costs. First of all, Kaege largely used series production parts versus custom parts and that means both lower cost and better reliability and to keep the cost down with the benefit of proven reliability and serviceability.

On the inside there is a mix of parts from various generations of 911. The 996 steering wheel is ugly (needed for its airbags), but the two-tone, leather interior materials are a great upgrade. Recaro seats and a modern Becker Mexico radio with navigation round out the interior.

From a pet personal project to a now thriving restomod business, Kaege will now build you your own 911. Every Kaege Retro is built to spec so you can optimize it for your own retro 911 desires. If you’re looking for a relatively modern Porsche that you can easily use every day this may be the restored Porsche for you.

gProgramm

Company: Collector Car Showcase
Located: Oyster Bay, NY (United States)
Website: gProgramm

Collector Car Showcase is a small company most Porsche fans may not have heard of yet, but if you’re a local living in Long Island New York like myself and into Porsche they are an outfit that have hit the car scene hard in the last five years and their GProgramm is impressive enough to make our list.

Based in Oyster Bay, New York the gProgramm focuses on really high quality restorations on G-Body 911s (built from 1973 until 1989). The team does full nut and bolt restorations and covers the “fun custom Porsche restomod project” through to “numbers matching correct restoration” range. Expect to pay between $200,000 and $260,000. While it isn’t Singer-money, it is still an expensive proposition for a Porsche owner. What GProgramm offers though is a great package for those who can afford it. You get look of the 70s and 80s impact bumper cars, more power than a stock 911 and higher end finishes and materials with quality workmanship and attention to detail at half the cost of a Singer.

While it is hard to locate the cars that gProgramm has created, Matt Farah did drive one a few years ago so let’s focus on that one. It is 1979 “G-Body” Porsche 911 that has been thoroughly updated.

The chassis is stripped to bare metal and rebuilt from the ground up. Each chassis undergoes the full reconditioning and repaint, as well as custom strength welding and front strut bracing.

The engine is totally built-to-order, with 3.2- and 3.4-liter options, a choice between carburetors or fuel injection, and a twin-spark option. Matt tested the 350-horsepower 3.4L “Twin Plug” flat-six and said it felt like a good power-to-weight ratio that is enough power to get yourself in all kinds of trouble It’s linear enough and it’s not overwhelming to the chassis. The gearbox is still a 915 version 5-speed. Remember that this is a 2300 pound car so it seems more than powerful and well balanced.

It isn’t just about a bigger engine either as this car handles. Gone is the torsion beam and in comes the full coil-over suspension with Bilstein dampers. Boxster Pistons at all four corners also ensures it stops well too. It gets slightly bigger and we’re 255 rear tire, Bridgestone Potenza Very direct steering, not power assisted.
The inside gives you a vintage-inspired interior with improved quality materials, a cool roll bar, and a nice Momo Prototipo steering wheel. It feels like a comfortable place to be.

gProgramm’s mission sums up their position in the crowded restomod world: “Increasing every level of performance without disrupting the very soul of an early 911 Carrera RS was the driving experience we strive to achieve”. Their goal is to find the very special place where a visceral pure driving experience meets the modern day track capable/road designed sports car.

DP Motorsport

Company: DP Motorsport
Located: Overath, Germany
Website: DP Motorsports

Based in Overath (near Cologne) in Germany, DP Motorsport was founded in 1973 by car nut Ekkehard Zimmermann. In the 1970s and 80s DP Motorsport built and modified Porsche 935s that raced the 24 hours of Le Mans and other championships, mainly for the famous Kremer and Joest teams. In 1983 DP Motorsport began producing street-legal Porsche 911 / 930 based Porsche 935 replicas (the cars had the slantnoses, wider bodies and much more power). With Ekkehard’s experience and success in racing the company was able to make street legal Porsches with serious racing-pedigree.

Over the past decade, DP has already delivered some epic Porsche 964 based restomods but their latest “Speedy Irishman” product has us most excited.

The latest DP Motorsport creation starts with a ’90s-era 964 Carrera 2. The body is widened to give it that aggressive stance we love while making the 964 look more like a first gen 911. The body is made of a carbon/Kevlar reinforced plastic and is painted an Irish-green (color code 213). Other external changes include new forged 17-inch Fuchs alloys that are wider than original as well as chrome trim everywhere.

Inside the DP Motorsport team refitted the interior with brown leather and upholstery. Recaro seats and a black Alcantara Momo steering wheel (matches the dashboard and center tunnel). There is even a cool layered wooden shift knob and a modern Porsche Classic 3.5-inch navigation entertainment system with Bluetooth to modernize the car further.

And as you might expect, the engine has been tickled too. The engine is a 3.8-liter flat six produces 325 horsepower channeled to the Michelin Pilot Sport rubber through a G50 five-speed manual gearbox with RS differential lock. Under the widened track and carbon-Kevlar fenders is an upgraded the suspension with KW Clubsport coilover shocks, Unibal strut bearings as well as the PU sockets on the front axle guides.

Overall the new Speedy Irishman looks like a great achievement by the guys at DP Motorsport. They have other options available too for those who want something different, with a full catalog of “backdated” variants. You can get a simple, narrow F-model replica with 280hp or go the whole hog and get a 2.8 RSR with duck tail and 325hp.

STRAAT

Company: Straat
Located: Miami, FL (United States)
Website: Drive Straat

STRAAT is a premier restorer for Porsche 911s based in Miami. They build custom classic 911 restorations that aims for concours level quality. STRAAT does both full nut and bolt restorations as well as custom built 911s. While they don’t have a fixed “model” per se, they do sell restore (they even have the coolest online custom 911 builder tool). Whether you order a classic restoration or a full custom build, every Porsche 911 delivered from STRAAT begins with a full nut-and-bolt restoration. We document every step of the way, from the moment it enters our production facility to the day the new owner takes it home.

The team of mechanics at STRAAT has been restoring and customizing vintage cars for decades so they know their stuff. They are really picky too, staying away from hidden rust, a modified chassis, non-matching engines, serial ownership, and a poor maintenance history.

The restoration process is a tear down affair, completely disassembling the car down to its tub and then going through a thorough refinishing process. The power train, including the engine, transmission and clutch assemblies are overhauled. All sheet metal is powder coated, and all hardware is zinc plated or treated according to correct factory standards. The engine receives a complete cosmetic restoration so that it looks like it did when it was first built. They also fully disassemble, inspect, overhaul, reseal and restore the transmission. New Porsche factory foil decals are installed in the engine compartment, and all wiring and relay boards are removed and reconditioned. There is lots more too.

STRAAT ensures that only the highest quality parts and labor go into their restorations and you can tell from the finished products. One cool touch is that once STRAAT restored 911s are finished, they create an exhaustive photo and video portfolio for each vehicle, which is delivered to the new owner on a USB drive and hardcover coffee-table book. Having already documented the restoration process, one final studio photo session completes the extensive history they collect for each car. Very cool.

Lightspeed Classic

Company: Autoactive Motorsport
Located: Taufkirchen (Germany)
Website: Lightspeed Classic

Ralf Skatulla who founded and runs Autoaktiv Motorsport just outside of Munich knows Porsche well, having worked at the manufacturer during the mid 80s till late 90s. Ralf’s take on restomod Porsches is unique in that he wants his cars to be serviceable by any Porsche certified repair and maintenance shop. He does that by focusing his efforts on using modern parts throughout his builds. They formed Lightspeed Classic to focus on 911s and we can say we’re big fans.

The Lightspeed Classic 911 is a meld of ‘90s and 21st Century tech wrapped in a ‘70s look. The formula is simple – reduce weight, increase power and give cars that classic stance.

Like a lot of other Porsche restoration shops, the Lightspeed Classic crew likes the 964 as a startpoint. In their words it is the “first production 911 to use coil springs that can easily be swapped out for fully adjustable coilovers and other competition-based components and the 964’s G-Series derived bodyshell can be easily modified to evoke the look of the earlier long bonnet cars that my clients want.”

Lightspeed has achieved a very significant weight saving versus standard. While normal Porsche 911s used aluminum for the bonnet and door skins of their RS models, the Lightspeed Classic instead goes for carbon fiber units, made custom by an carbon fiber parts manufacturer who creates airplane parts for a living. The hood, front, and rear fenders all get carbon fiber replacements. At just over 2,100 lbs (depending on spec they can be a little more than that) this car is light on its feet. The weightsaving is even cooler when you notice that the car has been widened and that it’s nearly as wide as a 930 Turbo.

Couple the lightweight chassis with an engine that starts life as a 3.8 liter 964 RS unit that has been thoroughly fettled and we are starting to love this restomod. The engine gets titanium bits and upgrades throughout. It gets a 993 911 RS injector holder assembly, comprising of six injectors lifted from the 996 and adapted for the 993’s ECU. It also gets a new six-speed manual gearbox taken from a 996 Turbo and mated to a 997 GT3 RS’ clutch. Output is a healthy 340 horsepower at a 7,500 rpm redline.

On the inside there are fine details everywhere. The leather trim, lightweight door cards with chrome trims for the door openers, leather piping for all the carpets and the early style perforated leather on the horizontal dashboard insert all add up to make sitting in this car feel very special indeed. Details matter in this build so seeing the there are custom-made Porsche sports seats instead of standard Recaro race seats (that just don’t look right in a backdated car) is really cool.

You can get the restomod starting at around €100,000 and spend up to €170,000 for the top of the range spec, not including of course the fact that you need to bring your own 964 with you and drop it off.

Paul Stephens AutoArt

Company: Paul Stephens
Located: Essex (United Kingdom)
Website: Paul Stephens

Paul Stephens is considered THE Porsche guy in the UK. Restoration and restomodding is his forte and he has been doing longer than anybody else. His PS AutoArt range offers everything from restored cars with mild upgrades to custom Speedsters and very rapid lightweights.

The story goes that when Paul saw that 964 911s were so cheap that restoring them didn’t make financial sense, he began hot rodding them. With the help of some folks from Ginetta, he soon started building his own body panels, and by 2005, the first Paul Stephens 911, the PS 300R prototype was ready. It was the ultimate old-school 964-based 911. That was 13 years ago and he has been going strong ever since and helped start the craze we know as 911 restomodding.

His PS Lightweight R was one of our favorite restomods. A 964 with an aluminum hood, mirrors, trunk lid, lightweight bumpers and a thinner rear screen for a weight figure of 2,689 lbs. Powered by either a 250 hp 3.6 liter flat-six or 330 hp 3.8 liter flat-six with a performance exhaust, it uses aluminum wishbones all round. The wheels are Paul Stephens own Fuchs variants, brakes are from an RS while this model also comes with power steering, a performance exhaust and ABS as standard.

Recently, Paul Stephens shared his latest creation, the new special edition Le Mans Classic Clubsport. This $350,000 special-edition gives you a 300 horsepower 3.4 flat-six (courtesy of an advanced injection system, a reprogrammed ECU, GT3 RS-specification camshafts, a lightened and balanced crankshaft and lightweight conrods) connected to a G50 manual gearbox with lightweight flywheel and a limited-slip differential. 0 – 60 mph is over in 4.4 seconds and the Classic has a top speed 170mph. You also get a de-seamed roof panel, an aluminum bonnet, composite bumpers and engine cover, a ducktail and aerodynamically optimized mirrors. All this totals to a weight figure of 2138 lbs as long as you choose the Lightweight spec (instead of Touring).

This is a Porsche restoration and customizer with a lot of experience. PS AutoArt creations are hand-crafted and feature timeless style combined with modern features and performance, built to your individual specification from our proven ‘starting-points’ or to your own one-off vision.

Every AutoArt car combines classic and modern to give you an unrivalled driving and ownership experience. Starting with a fully restored bodyshell, mechanics are fully rebuilt and enhanced throughout, while the hand-finished interiors offer a visual and tactile delight. Practicality is important too. These are cars to use every day if you choose, with fully galvanised bodies, 12,000 mile service intervals and a 3 year / 60,000 mile warranty.

emory outlaw — Source: drewphillipsphotography on autoweek.com

Emory Motorsports

Company: Autoactive Classic
Located: McMinnville, OR, N Hollywood, CA (United States)
Website: Emory Motorsports

This the the Porsche 356 restomodder you want. Emory Motorsports basically invented the Porsche “Outlaw,” rearranging 964-series Porsche 911 internals to fit under the Porsche 356 body.

Rod Emory has been building vintage Porsche Outlaws forever he started Emory Motorsports in 1996 with a few simple goals: to build the most iconic, yet personalized Porsche 356s on the planet and to deliver a customer experience unlike any other in the Porsche marketplace.

Over the years they have built over 170 Porsche 356 and 911 ‘Outlaws’ as they have come to be known.

They totally tailor build each car for their clients so they are unique in that they are not in the “stock restoration” business. Each restoration is a top to bottom affair from its metal unibody and exterior to its mechanicals and interior, everything gets touched. While they customize each car their broad product categories fit into the 356 Outlaw, Emory Special and Emory RS range.

The first and original category is the Emory Outlaw. Its body and chassis are all steel, just the way it left the factory in Germany. They perform a concours-quality restoration to the metal while stiffening the chassis in preparation for its modified 911 suspension and proprietary Emory-Rothsport 4-cylinder engine. Its styling cues are rally- or race-inspired, but the body shape remains stock in appearance. Within this category they can “Outlaw” the Coupe, Speedster or Roadster models. Every Outlaw is outfitted with an Emory-Rothsport Outlaw-4 engine as standard equipment.

Depending on the level of Outlaw you have selected, the build timeline typically takes 12-18 months from the time they begin the metalwork.

Theon Design

Company: Theon Design
Located: Deddington (United Kingdom)
Website: Theon Design

A new name in town is Theon Design. They are UK based Porsche specialists who recreate, restore, source and sell the air cooled Porsche 911s.

Founder and Porsche fanatic, Adam Hawley has been a Car Designer for the last 15 years and it was always his dream to re-design and restore the cars he loves most and in 2014 that dream became a reality when he created a recreation prototype. The response to the car was phenomenal and resulted in setting up a prestigious workshop in Deddington, Oxfordshire that recreates and restores air cooled Porsche 911’s to the highest standards.

On the restoration front they focus primarily on pre-1974 Porsche 911s, and restore them back to exactly how they left the factory many years ago. However, whilst it is imperative to restore every last detail back to its original condition, they do utilise some modern materials to improve comfort like sound deadening and insulation.

On the recreation front they are going down the Singer route. Their pitch is that they offer reimagined Porsche 911s with Singer-ish looks and performance for half the price. If you think about them as coming up with carbon fiber 911s in the UK for less than half of Singer’s base price in the U.S then you are pretty close. The donor cars get stripped down to the pure metal and a total transformation goes from there. And once the body was got sorted, steel parts such as the fenders, the bumpers, the hood, the spoiler and the roof gets replaced by pre-preg carbon fiber panels. Engine choices start with a stock, but fully rebuilt 3.6 with 285 horsepower. If screaming naturally-aspirated flat sixes is your thing then there is also a mildly tuned stroked 3.8 with 350 hp, or a full blown four-liter with an RS crank producing 400 hp. Optional ceramic brakes, fully adjustable Öhlins dampers, a modified wiring loom for all the gadgets, double-stitched leather interior, or stereo delete and manual windows.

Gunther Werks

Company: Gunther Werks
Located: Southern California (United States)
Website: Gunther Werks

Every 400R will be entirely one of a kind. Customers select the vehicle interior materials, accent colors, and finishes. Gunther Werks then create an interior that bridges the gap between modern and classic design.

Customers start with a 1995-1998 Porsche 993-era 911. The body and chassis of each 400R is meticulously disassembled and restored to a like-new condition. After the interior is removed including all carpeting and wiring the entire vehicle is media blasted down to bare metal. The vehicle is then primed using direct to metal primer before being sent to paint. The finished chassis improves on original as the use of modern coatings reduce weight and ensure improves durability, when compared to the original. Nearly all of the steel bodywork is thrown out; only the doors remain, and the rest is all carbon fiber panels, made in house. The car went on a diet and weighs about 2,660 lbs which sounds like a lot when compared to other restomods on this page, but remember this is a 993 with all the safety, ABS and modern systems that the 964s or early G-series 911s are missing.

A fully bespoke headlight system was developed to take advantage of the latest in LED technology. The entire lighting bucket is constructed from a combination of lightweight forged T-6061 aluminum components and carbon fiber to accommodate the larger Bi-LED projectors and active daytime running lights. The assembly is encased in a beautiful hand-polished aerospace grade glass housing, taking inspiration from the original 993 design elements.

Gunther Werks also has a custom 4.0-liter engine. Developed by Rothsport from Oregon it is a tasty high end machine. Mahle pistons to twin spark Motec Engine management, coil over plug ignition, individual throttle bodies, billet crankshaft, rods & barrels, no part of the engine is left untouched. The target is a 7800 rpm redline, 330 lb feet of torque and 400+ horsepower. The entire engine is balanced, blueprinted, color-matched to the exterior paint, broken in and tested on Rothsport’s engine dyno before installation. There is also a “Sport” mode with a valved exhaust.

By using the donor 993’s existing “motorsport” suspension mounting points, KW Clubsport coilovers, solid bushings and modified drop links, swaybars, and uprights, the 400R turns in nearly as hard as a brand new GT3 RS. Matt Farah may have summed it up best when he said “This is the one percent. I’m not here to say the 400R drives like a brand new RS, but with the revised rear suspension geometry, square track width, finely tuned dampers, and electric power steering (sourced from 993-era Porsche racing cars), it doesn’t feel remotely like a standard 993, either….First off, it’s fast. Like, really fast. We don’t have instrumented tests to go on, but with only 6.17 pounds-per-horsepower to push around, compared to the current GT3 RS’s 7.0 lbs/hp, by far the hold back is manual shift times. In gear, on the floorboard, the 400R goes like hell.” Got $525k to spend and want a modern restomod, then line up. If you miss out I wouldn’t fret because the Gunther Werks guys have more cars up their sleeve.

Other Notable Porsche Restoration Shops

While our above list was about the best restored Porsches, the reality is that it is really a list of the great Porsche restorers who have essentially created retail products that you can buy “off the shelf”. Most Porsche restorations still happen between an individual client and a Porsche specialist who tinkers away at vintage and classic Porsches in local garages around the world.

These shops don’t make Youtube or get plastered on internet or instagram so you would never know who they are. With that in mind we wanted to make sure to include a list of Porsche restoration shops that are worth talking to if you’re looking to have your Porsche restored or modified. This is not meant to be an exhaustive list but if you know of a shop we should include, let us know via our contact us page.

Porsche Restoration Shops in the United States

ROCS Motorsport

Company: ROCS Motorsport
Located: Belleville, NJ (United States)
Website: ROCS Motorsport

ROCS is a Porsche hotrod build shop, not a repair shop. This means your project won’t take a backseat to a valve adjustment. Twenty three years in the same location focused on designing and crafting special cars. Their experience, knowledge and artistic sense allow them to restore and create unique cars such as the ones that have adorned the pages of publications like Excellence Magazine and sites like Petrolicious and Flatsixes. They can rebuild engines and gearboxes with an eye to getting them back stock or improving performance. They do not provide general repairs or service type work.

Manhattan Motorsports

Company: Manhattan Motorsports
Located: Roslyn NY (United States)
Website: Manhattan Motorsports Porsche Restoration

I stumbled up Manhattan Motorsports one morning when dropping my son off at an activity in Roslyn. Driving past a factory area I saw dozens of classic and modern Porsches and my jaw dropped. A little digging and I find out that Manhattan Motorsports is run by Bobby Singh, a man who has over 25 years of Porsche and exotic car experience. He is trusted in the industry for honest answers and commitment to the quality of each vehicle he works on.

At MMS, they pride themselves on dedication to the individuality of each car and its restoration. Whether a customer is in the market for a project car or already have a vintage Porsche and are interested in Porsche classic restoration, you can work with them to create your dream car.

Will Hoit Auto Restoration

Company: Will Hoit Auto Restoration
Located: Long Beach, CA (United States)
Website: Will Hoit Auto Restoration

Will Hoit is the Porsche 356 expert restoring and they don’t come cheap. The average price for a complete ground-up restoration is about $150-200K. There was a time when many 356s were restored as show pieces with little attention to actual function. At Will Hoit they have managed to combine both show winning attention to detail with extreme attention to function and performance. Of course, it’s completely possible to restore a car to fully original condition, with no upgrades to safety and driveability, but the crew at Will Hoit have found that most customers appreciate improvements that don’t compromise the look of originality and can improve the driving experience. A large selection of engine options that improve power and reliability including displacement increases to 1720cc, 1925cc, and 2002cc in original or

tuned appearance. Various transaxle upgrades, sport tuning of suspension for improved handling and exterior and interior customizations are available.

Metal Kraft Coachwerkes

Company: Metal Kraft Coachwerkes
Located: Cincinnati OH (United States)
Website: Metal Kraft Coachwerkes

MetalKraft CoachWerkes specializes in coach building and custom metal work for Porsche and European automobiles.

Esporesto

Company: Esporesto
Located: North Hollywood, CA (United States)
Website: Esporesto

Esposito Porsche Repair started with John Esposito working on his own, tucked away in a corner of a friends shop, slowly crafting, repairing and restoring beautiful cars – one at a time. As word got out that John had left the world of working for others to focus solely on his long beloved Porsche, the waiting list of patrons eager to have his hands on their cars grew.

With their team of certified mechanics and body technicians, servicing and restoring Porsche cars is the primary focus at ESPO Restoration. As a Certified Porsche repair shop, you can trust their highly trained and skilled technicians to take care of your state-of-the-art Porsche.

Vintage Sportscar Restorations

Company: Vintage Sportscar Restorations Inc
Located: Phoenix, OR (United States)
Website: vsrestorations

Vintage Sportscar Restorations is a small, family owned exclusive Porsche coachworks garage. VSR shares our genuine enthusiasm and commitment to the process of restoring a Porsche. Whether your project is the repair of coachwork or complete restoration, their team of artisans wants to exceed factory specifications. The team has a lot of experience.

Formula Motorsports

Company: Art-Restoration
Located: Long Island City, NY (United States)
Website: Formula Motorsports

Formula Motorsports is a full service Porsche shop in the heart of New York City. In the restoration space they focus on 356 and 911 models. Formula Motorsports restorations have been showcased at Porsche Cars North America (PEC) and Monterey-Pebble Beach Concours d’Elegance. Formula Motorsports also works with a worldwide network of model specialists and historians to ensure the most accurate information is utilized in restoring your vehicle. Formula Motorsports also restores modern Porsche factory built race cars from the ’60s, ’70s, ’80s, and ’90s, as well as Porsche vintage race cars with a successful competition pedigree.

Restore Porsche

Company: Restore Porsche
Located: South Florida, FL (United States)
Website: Restore Porsche

The Restore Porsche team of restoration specialists have been working with classic Porsches since 1986. It’s a labor of love for them. They focus their services to the restoration of only classic Porsche’s which allows them to gain an extensive knowledge-base of these cars, which their team is passionate about. Their experience is shown in the excellent craftsmanship and quality presented in a finished vehicle.

TLG Auto

Company: TLG Auto
Located: Hollywood, CA (United States)
Website: TLG Auto

TLG Auto is an elite, independent Porsche restoration and repair facility that has been serving the Southern California Porsche community for over 35 years. Founded in 1978 by Tony and Lois Gerace, TLG was born out of the need Porsche owners have for a superior level of service for their cars and a long-term, more personal relationship with their car’s mechanic. They picked up where the dealerships fell short and have continued to deliver. From regular maintenance and repair to complete ground-up restorations, TLG Auto does it all. Whether it’s a brand new 991, a Pre-A 356, or a totally custom Porsche hotrod, TLG has the tools, knowledge, and experience to provide your Porsche with the type of specialized care and personalized attention that it needs to run and drive its best.

Musante Motorsports

Company: Musante Motorsports
Located: South Windsor, CT (United States)
Website: Musante Motorsports

Musante Motorsports deals directly with Porsche and their OEM suppliers and have access to all technical specs and part numbers so if you need something specific they have it. They can also custom engineer parts whether you’re replacing worn parts or upgrading complete systems. Obviously they also do restorations for you and have decades of experience tuning and assembly of custom and stock turbo systems for those looking for it. Whether you own a Cayenne that sees 365 days of the year, a summer only driven Boxster, a vintage 356 speedster, a Carrera GT, or a Porsche competition race car, they can help.

CPR Classic

Company: CPR Classic
Located: Fallbrook, CA (United States)
Website: CPR Classic

CPR is a California based Porsche restoration company. They have been in the Porsche 356 and 911 restoration business for over 40 years and have restored some of the best cars in the world. CPR specializes in air-cooled Porsche 356, early Porsche 911 and Porsche 912 models. Whether it is a thorough restoration or minor repair CPR can make sure it will be done to original factory standards by Porsche experts. Factory parts are always used when available and if they cannot source original parts, they use the best quality reproduction and restored parts. CPR likes to stay true to original form. They don’t do Turbo clones or slant noses and when they wheel flare upgrades or tribute cars they prefer not to deviate from the original style designed by Porsche.

Road Scholars

Company: Road Scholars
Located: Fallbrook, CA (United States)
Website: Road Scholars

Road Scholars has been an award winning restoration shop since 2008. With over 50 awards so far (and counting) they are passionate about authentic restoration work and undertake only concours-winning restorations. As the study of the automobile and car collecting has just entered a new era of appreciation, it’s also clear that automobile restoration has evolved as well. The auto restorer’s job now is to conserve each project as a historical and cultural artifacts.

Since 2008, Road Scholars has won more than 50 awards, including Best in Class at Pebble Beach Concours d’Elegance and recognized by the Historical Vehicle Association for excellence in automobile preservation work.

We undertake only concours-winning restorations and focus on only a few projects at a time. This means our restoration shop is highly organized and allows us to focus on every minute detail of the project. Our goal is to restore each car the way it came from the factory and not create fictional history (over restoration). It’s this attention to detail about which we are most passionate.

Unique in the automotive Restoration community, at Road Scholars we only undertake concours-winning restorations. Superior staff combined with original and correct parts, from major trim items down to bolts and screws, ensures your project is correct in every detail.

Eurowerks

Company: Eurowerks Incorporated
Located: Campbell, TX (United States)
Website: Eurowerks

The own of Eurowerks is a guy named Roy and he has been in full time restoration of Porsches since 1976 performing all aspects of full restoration. Alberto Segatore was apprenticed as a teenager in Argentina where he learned metal fabrication skills from master technicians and performed full body restorations in steel and aluminum fo over 45 years. Alberto has been involved with Roy for 25 years in the restoration of Porsches. Another team member is Billy Fronterhouse who has 20 years experience, 10 years exclusively on Porsche restoration specializing in paint and assembly of Porsche 356 & 911 models. Sometimes the team is what makes all the difference and clearly for the guys at Eurowerks that’s their unique advantage for those looking for a Porsche restoration.

CarparcUSA

Company: CarparcUSA
Located: Costa Mesa CA (United States)
Website: CarparcUSA

CarparcUSA has over 30 years of Porsche expertise focusing on early Porsche 911 restoration and maintenance. Originally headquartered in the Netherlands they have since moved their base to Southern California where they built a small dedicated team of talented and passionate Porsche specialists. They specialize in the consignment, sales and restorations of very early Porsche 911’s.

Porsche Restoration Shops in the United Kingdom

Rennsport

Company: Rennsport
Located: Gloucestershire (United Kingdom)
Website: Rennsport

Rennsport talks a lot about recreating the driving experience of the iconic Porsche 911. They want their customers to enjoy the experience of building their own custom spec Porsche. Exclusivity is what makes a Rennsport Porsche so special because they are so focused on building cars to the exact tastes of each person. Every car at Rennsport has a completely rebuilt engine and gearbox and they work to a blueprint specification in standard form, giving a better build than the original from the factory. This is perfect for use in a road car and it is important that the selection of the right engine and gearbox for your car is made with the final use in mind. Depending on the use of the car, this can be done to an original specification for everyday road use through to stiffened dampers, bigger torsion bars and uprated brakes on a track car.

RPM Technik

Company: RPM Technik
Located: Hertfordshire (United Kingdom)
Website: RPM Technik Restorations

RPM Technik has been building bespoke Porsche’s and restoring them to factory originality since the inception of the business back in 2001. The Special Projects department is headed by Technical Director Ollie Preston. Ollie has vast experience with both air-cooled and water-cooled Porsche in both road going trims and full-on motorsport examples. His innovative approach to builds utilises the extensive knowledge pool of several veteran in-house Porsche techs. With an open mind to new ideas and technologies, the bespoke projects are constantly evolving. Experienced gained in race support over the weekends has enabled Ollie to amalgamate the best Motorsport has to offer and sanitise it into everyday usability. Each build process is meticulously documented and photographed to keep every customer updated throughout the build, and to create a build file showcasing the detail and effort which has been put into the car.

Roger Bray Restoration

Company: Roger Bray Restoration
Located: Devon (United Kingdom)
Website: Roger Bray Restoration

Roger Bray Restorations is a small business with a big reputation specialising in supplying parts and the restoration of classic Porsche 356, 911, 912, & 914 models. They have been around classic Porsche cars since 1985 and have a large amount of knowledge from dealing and working on these cars daily. They do full or part restoration for everyday drivers to concourse winning cars and competition work.

Tuthill Porsche

Company: Tuthill Porsche
Located: Oxfordshire (United Kingdom)
Website: Tuthill Porsche

Tuthill Porsche specialises in bespoke builds that retain the original appeal while delivering a major step up in performance. Many of their builds are inspired by vintage Porsche race car design: outward simplicity masking serious potential. Tuthill Porsche carries out all of its work in-house, from bare-metal fabrication and restoration to body modifications, paint and trim, engine and transmission repair and a full build from scratch. They can repair, restore and rebuild any classic Porsche 911. Specialising in interesting Porsche 911 builds, historic motorsport preparation for racing or rallying and unique Porsche adventures all over the world, Tuthill Porsche is one of the best-kept secrets in the world of classic Porsche. With over four decades in business it all started with a reputation built on building reliable rally cars cemented in 1977.

Porsche Restoration Shops in Europe

Art-Restoration

Company: Art-Restoration
Located: Holtzheim (France)
Website: Art-Restoration

Art Restoration Garage is run by Patrick Pugin. A Porsche enthusiast and mechanic he tinkered with and restored a number of his own cars. That turned into a decision to take his skills and turn it into a job. After initial training in the automotive trade and 18 years of other work experience he now runs Art-Restoration.

Freisinger Motorsport

Company: Freisinger Motorsport
Located: Karlsruhe (Germany)
Website: Freisinger Motorsport

It all began back in 1967 in a small garage in Karlsruhe Durlach. Day and night work went on, little by little pieces were added. A clever idea began to take shape. Freisinger has now been in business for 40 years and has been able to make a good name for itself amongst dealers all around the world. They focus on restoring all historic Porsches back to their original condition. To get the job done they are backed by the world’s largest selection of spare parts and more than 40 years experience.

October 18, 2018 / Comments Off

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Guide to the 911: All The Porsche 911 Generations Explained

The Evolution of the Porsche 911

Born in 1963, the Porsche 911 has become a legend. An iconic design that is constantly evolving.

With over one million cars sold, the Porsche 911 is the most successful selling sports car in the world. Beyond sales success however, its cultural impact is even broader. Modified by private teams and by the factory itself for racing, rallying, and other forms of automotive competition. It is among the most successful competition cars. Add dozens of technological firsts and 55 years of development and improvements and it is clear this is a special car. In the 1999 international poll to determine the Car of the Century, the 911 came fifth. It is one of two in the top five that had remained continuously in production.

In this post we trace the iconic Porsche 911’s lineage through the ages. We are less focused on the illustrious 911 history and more on helping you understand each of the Porsche 911 generations and what makes them unique. Most Porsche buyers start by deciding which generation they want first and then drilling down to the model. Pub conversations usually go something like this: “I want the classic shape and modern chassis so I’m going for a 993 Porsche” or “screw the new turbocharged flat six in the 991.2, I’m going naturally aspirated 991.1”. Most non-Porsche experts know little about each generation and what makes them special so we hope this guide to the Porsche 911 is helpful.

Basic Concept Unchanged

No other car is more instantly recognizable so lets start with the design. The Porsche 911s iconic design and silhouette have remained the same since the car was first unveiled in 1963 at Frankfurt show as the Porsche 901. Almost 60 years later and just about anybody can tell you when a 911 passes by, no matter what year it was made. All 911s look like 911s, that is a no brainer.

What else makes a Porsche 911 a Porsche 911. All 911s are two-door, 2+2 high performance rear-engined sports cars. That formula is unaltered so far in almost 60 years of development. The 911 is always made in Germany and has been since the first model rolled off the production floor in 1963. All 911s have a rear-mounted six cylinder boxer engine and all round independent suspension.

The 911 It has undergone continuous development, though the basic concept has remained unchanged. And yet, for all the familiarity in the 911, a lot has changed…

Constant Change & Evolution

We would argue that the key to the Porsche 911s success over six decades is how it evolves, its ability to be ahead of the curve and to drive the car industry forward by making big, bold and often unpopular (at the time) bets is its defining trait across eight generations of the 911 model. Each generation of 911 has a big technical advancement that upsets the “true fans” and then a few years later we all turn around and say “damn, Porsche was right”.

The 911 began with change in mind. By the early 1960’s, Ferry Porsche recognized that the 356, for as much as it had evolved, was fifteen years old, and was due for a major redesign. Porsche felt it was time to introduce the world to the successor of the 356 and 1963 Ferry presented the successor to the 356 as the Porsche 901. The early development of the 901 was centralized around a proven concept – develop another air-cooled, rear-engine sports car, but this time equip it with a more-powerful six-cylinder “boxer” engine. The car maintained the 356’s fastback design, and utilized an air-cooled flat-six that produced 130 bhp.

The next big change came in the G-Series with the most significant move made in this time being the introduction of turbocharging to the 911, arriving in 1975 with 260 horsepower powering the rear wheels. The 964 was another technical leap forward. It introduced all wheel drive and took chassis and suspension to the next level. The 993 added an all-aluminum multilink rear suspension and an all-aluminum subframe, standard six-speed manual, a new all wheel drive system and it was the first 911 with a twin turbo engine. The 996 certainly changed things forever. For decades, 911s used an air-cooled, rear-mounted flat-six engine in naturally aspirated or turbocharged form and then the 996 comes along and switches the flat six to water cooling. More recently the 991.2 model moved away from natural aspiration to turbo flat-six engines for the main variants.

The upcoming 992 Porsche is not yet been released and we already know it is going to evolve the 911 concept and continue to push things uncomfortably (but awesomely) forward. A mild hybrid powertrain with brake regeneration is expected as well as 48 volt electrical system. A plug-in hybrid Porsche 911 is nearly a certainty to join the lineup in 2023 or 2024. According to a rumor, there will possibly be a pair of hybrid versions, including one at the very top of the range with performance on par with the 911 Turbo.

There have been seven generations of Porsche so far and one on the way. One thing for sure is that the next generation will be similar and yet will be defined by how it moves the game forward.

Porsche 911 Generations Explained

Porsche 911 – First Generation (1963-1989)

Model Year: 1963–1989
Units Produced: 81,100
Body Styles: 2-door coupé, 2-door targa top (1966–89), 2-door convertible (1982–89)
Engine Type: Air-cooled flat-6
Engines: Nat Aspirated (2.0 L, 2.2 L, 2.4 L, 2.7 L, 3.0 L, 3.2 L), Turbo (3.0 L Turbo, 3.3 L Turbo)
Transmissions: 5-speed manual, 4-speed automatic
Wheelbase: 87.0 – 89.3 in
Length: 168.9 in Width: 66.9 – 70.1 in Height: 51.2 – 51.6 in
More Info: 911 Early Years (1963-1973)

This first generation 911 had by far the longest run (series A through F) and included the introduction of the four-cylinder 912 in 1965, the more powerful 911S in 1966, the removable-roof Targa in 1967, the de-tuned 911T (which became the 911L, and later, 911E), the motorsport-homologated Carrera RS in 1973, the feisty 930 Turbo in 1975, and the 911SC in 1978. Though the 911 grew in power, displacement, length, handling prowess, and popularity over its first 26 years, it wasn’t until 1989 that big changes began taking shape. We broke up the first generation 911 into the original 901 (before the name change), the 912 Porsche, the Early Years which included models from 1963 till 1973 and then the G-Series from 1973 till 1989.

Porsche 901 – The Original (1963-1964)

Model Year: 1963–1964
Learn More: Porsche 901
Units Produced: 82 units

The massive undertaking of replacing the 356 began as early as 1959 with Ferdinand Alexander “Butzi” Porsche largely responsible for the project. By 1961 the first clay models were being made and in July of 1964 the first prototypes were being made. At the 1963 Frankfurt show the public saw Porsches new direction.

Compared to the 356 it had a longer wheelbase, a more compact suspension setup and much more power from the flat-6 engine. It was named the Porsche 901. Peugeot claimed exclusive rights to three-number vehicle names with a “0” in the middle so in the end, Porsche ceded and settled on the 911 nameplate. Officially, the 901’s that had already been constructed were used for testing and for additional exhibitions, and Porsche never sold any of the original 82 units to private customers.

Notable models: 1963 Porsche 901

Porsche 912 – Bridging A Gap (1965-1969)

Model Year: 1963–1964
Learn More: Porsche 912
Units Produced: >32,000 units

The Porsche 912 was not intended to replace the Porsche 356, but rather offer consumers who had appreciated the 356 as an option to buy a car at the same price point. Porsche recognized that the 911 would cost considerably more than the outgoing 356 due to increases in technology and performance, including a larger, more powerful engine, so the 912 was introduced to bridge the gap between the outgoing 356 and the 911.

Styling, performance, the quality of construction, the car’s reliability and the price made the Porsche 912 a very attractive alternative to the outgoing 356, and was well received by both old and new customers alike.

The Porsche 912 was manufactured by Porsche between 1965 and 1969 as their entry-level model. In that time, Porsche produced nearly 30,000 Porsche 912 coupes and roughly 2500 912 Targa top automobiles.

Although technically a variant of the 911, the 912 was a more nimble-handling compact performance 2+2 sports car. Its highly-efficient flat-4 cylinder engine, low curb weight and low coefficient of drag meant it was capable of achieving up to 36 MPG, a number not commonly associated with any performance car of that era. By 1969, Porsche executives made the decision that continuing production of the Porsche 912 would not be viable, due both to internal and external factors.

Notable models: 1965 Porsche 912

Porsche 911 – The Early Years (1963 to 1973)

Model Years: 1965–1973
Units Produced: 81,100
Learn More: 911 Early Years (1963-1973)

Porsche wanted to offer a larger, four-seater version of its 356, specifically its expensive and complicated Carrera 2. The all-new car featuring a new chassis with MacPherson struts, semi-trailing arms and torsion bar springs, and a brand-new air-cooled, OHC flat-six “boxer” engine mounted in the rear of the car and coupled with either a four or five-speed manual gearbox.

Assembled in Leipzig, Germany, the 911 initially made 128 horsepower from its 1,991cc engine and a top speed of 131 mph.

The Ferdinand Alexander “Butzi” Porsche designed car had clear 356 lineage with its fastback design. However, the now-infamous final form was unique to the brand and industry. From a driving perspective the 911 was unique. Distinguishing the 911 from anything else on the road was its short wheelbase, rear weight bias and semi-trailing arm rear suspension and those things meant that from the start the 911 demanded a driver that knew what he/she was doing. With its relatively short wheelbase, rear-engine layout and semi-trailing arm rear suspension, it was an easy car to drive wide and have the tail totally slide out. Porsche tried a number of engineering fixes for this big issues including a set of front “bumper reinforcement” weights and a modest wheelbase stretch. It didn’t work.

The first Porsche 911 series came in five engine configurations, ranging from 2.0 to 2.4 liter and producing between 128 and 190 horsepower as time passed by.

Almost immediately the Porsche 911 was modified by numerous other companies and tuning firms for racing competitions, recording important wins in events all around the world. The legend had begun.

Notable models:
1970 Porsche 911 S 2.2 Targa, 1970 Porsche 911 S 2.2 Coupé, 1967 Porsche 911 L Coupé, 1965 Porsche 912, 1967 Porsche 911 T Targa, 1967 Porsche 911 T Coupé, 1967 Porsche 911 Targa, 1972 Porsche 911 T 2.4 Targa, 1972 Porsche 911 T 2.4 Coupé, 1970 Porsche 911 T 2.2 Targa, 1970 Porsche 911 T 2.2 Coupé, 1971 Porsche 911 S/T, 1972 Porsche 911 S 2.4 Targa, 1972 Porsche 911 S 2.4 Coupé, 1966 Porsche 911 S, 1967 Porsche 911 R, 1967 Porsche 911 L Targa, 1972 Porsche 911 E 2.4 Targa, 1972 Porsche 911 E 2.4 Coupé, 1970 Porsche 911 E 2.2 Targa, 1970 Porsche 911 E 2.2 Coupé, 1964 Porsche 911, 1964 Porsche 911

Variants:
2.0-litre – O, A, B series (1964–1969), 2.2-litre – C, D series (1969–1971), 2.4-litre – E, F series (1971–1973), Carrera RS (1973, 1974)

Porsche 911 – G-Series (1973-1989)

Model Years: 1965–1973
Units Produced: 198,414
Learn More: 911 G-Series (1973-1989)

A decade into the 911’s life and Porsche decided an update was needed and gave the 911 a big makeover. Known as the ‘G-model’ 911 it sold almost 200,000 vehicles and was the longest running 911 series, being produced from 1973 to 1989. In addition to a Coupé and a Targa version, a Cabriolet was also available.

There were meaningful design changes to the 911, most notably a new raised bumper design with black plastic bellows (designed to meet U.S crash test standards). Between the tail lights of the G models is a red panel and a Porsche logo that is red or black, depending on the model year. The rear number plate is flanked by two large rubber buffers with integrated number plate lighting. Inside, the G Series 911 came with added safety features to appease U.S regulators and consumers, including three-point safety belts fitted as standard and seats with integrated headrests.

The base 911 model had a 2.7 liter flat-six engine with 150 hp that increase to 165 hp for model year 1976. The 911 S delivered an output of 175 hp.

The defining 911 of this era came in 1974 and was the original 911 Turbo. The 930 911 Turbo had a 260 hp engine (and the coolest rear spoiler ever). Its advanced 3 liter turbo engine had technology like charge pressure control on the exhaust side (previously available only in race cars) which prevented unwanted excess pressure during partial load or overrun. When charge pressure was needed again during an acceleration phase, the bypass valve closed and the turbine could work to its full capacity in the exhaust stream. With its unique combination of luxury and stonking performance the ‘Turbo’ became a synonym for the Porsche brand. The Turbo got a major update in 1977 when power jumped to 300 hp from a bigger 3.3 liter engine. It was easily the most powerful and high performance car in its class and further grew the 911 legend. Innovation wise the new Turbo had a charge-air cooler.

In 1983, the naturally aspirated 911 Carrera superseded the SC; with a 3.2 liter flat six that had 231 hp but more importantly it was also when the you could order the 911 with no roof. Yuppies united everywhere and a new love for Porsche emerged amongst the well healed. In terms of special models, the 911 Carrera Speedster was launched in 1989 and had a unique look that paid homage to the 356 speedster of the 50s.

Notable models:
1976 Porsche 934, 1973 Porsche 911 Turbo Prototype, 1989 Porsche 911 Turbo Limited Edition, 1987 Porsche 911 Turbo ‘Flachbau’, 1979 Porsche 911 Turbo 3.3 Coupé, 1987 Porsche 911 Turbo 3.3 Cabriolet, 1974 Porsche 911 Turbo 3.0 Coupé, 1978 Porsche 911 SC Targa, 1984 Porsche 911 SC RS, 1978 Porsche 911 SC Coupe, 1983 Porsche 911 SC Cabriolet, 1973 Porsche 911 S, 1974 Porsche 911 G, 1988 Porsche 911 Club Sport, 1974 Porsche 911 Carrera RS 3.0, 1973 Porsche 911 Carrera RS 2.7 Lightweight, 1987 Porsche 911 Carrera 3.2 Clubsport, 1974 Porsche 911 Carrera 2.7 MFI, 1974 Porsche 911 Carrera, 1983 Porsche 911 Cabriolet, 1973 Porsche 911 Carrera RS 2.7 Touring

Variants:
2.7-litre – G, H, I, J series (1974–1977), Carrera 2.7 – G, H (1974-1975), Carrera 3.0 (1976–1977), Turbo (Type 930) (1974–1989), SC – L, M, A, B, C, D series (1978–1983), 3.2 Carrera – E, F, G, H, I, J, K series (1984–1989)

Porsche 930 (1975-1989)

Model Years: 1975-1989
Units Produced: 1975 – 1977 (3.0 L) 2,819 produced; 1978 – 1989 (3.3 L) 18,770 produced
Learn More: 930 Turbo

This is a special mention model series we are lumping under the original 911. It was the top-of-the-range 911 model for its entire production duration and, at the time of its introduction, was the fastest production car available in Germany. More importantly, it set the tone for 911 Turbo models moving forward. Luxurious, effortlessly fast and the top of the 911 range. That trend continues to this day.

It all began in 1972 when Porsche began development on a turbocharged version of the 911. Porsche originally needed to produce the car in order to comply with homologation regulations and had intended on marketing it as a street legal race vehicle like the 1973 Carrera 2.7 RS.

In 1974 Porsche introduced the first production turbocharged 911. Although called simply Porsche 911 Turbo in Europe, it was marketed as Porsche 930 in North America. It was visually unique with wide wheel-arches, bigger wheels and tires and a large rear “whale tail” spoiler. The 911 Turbo was put into production in 1975 and while the original purpose of the 911 Turbo was to gain homologation for the 1976 racing season, it quickly became popular among car enthusiasts. Starting out with a 3.0 L engine with 260 hp, it rose to 3.3 L and 300 hp for 1978. Only in 1989, its last year of production, was the 930 equipped with a five-speed gearbox. The 930 was replaced in 1990 with a 964 version featuring the same 3.3 L engine. There have been turbocharged variants of each subsequent generation of 911.

Notable models:
1976 Porsche 934, 1989 Porsche 911 Turbo Limited Edition, 1987 Porsche 911 Turbo ‘Flachbau’, 1979 Porsche 911 Turbo 3.3 Coupé, 1987 Porsche 911 Turbo 3.3 Cabriolet, 1974 Porsche 911 Turbo 3.0 Coupé

Variants:
Porsche 930 (US Models), Porsche 911 Turbo (European Models), Flatnose (Slantnose 930S)

Porsche 911 – 964 Generation (1989-1994)

Model Year: 1990-1994
Units Produced: 74,008
Body Styles: 2-door coupé, 2-door targa, 2-door convertible, 2-door speedster
Engine Type: Air-cooled flat-6
Engines: Naturally Aspirated (3.6 L, 3.75 L); Turbo (3.3 L turbo, 3.6 L turbo)
Transmissions: 5-speed manual, 4-speed automatic
Wheelbase: 89.4 in
Length: 168.3 in Width: 65.0 – 69.9 in Height: 51.6 – 52.0 in
More Info: 911 964 (1989-1994)

In 1989 Porsche came out with the 911 Carrera 4 (964). The new 911 was a contemporary take on the classic two-door sports car and came at a time when many were predicting the end of the 911 (the company was producing the 944 and working on the upcoming 968). The long run of the previous 911 meant the 964 needed a major update and Porsche delivered on that promise with 85% new components and virtually none of the predecessor’s architecture used.

Save for the introduction of aerodynamic polyurethane bumpers and an automatically-extending rear spoiler which replaced the “whale tail” found on the 911 throughout the 1980’s, externally, the 964 kept the same style as the classic 911. The interior was an almost entirely reimagined Porsche 911 with more modern design that was intended to blend performance with comfort. The new 911 featured many creature comforts that had been lacking in earlier versions of the car including a Tiptronic automatic transmission, power steering, dual front airbags, dual-mass flywheel, ABS, retractable rear spoiler and twin-spark ignition.

The 964 rode on a completely redesigned chassis with rear suspension switching from torsion bar to trailing arms with Porsche’s “Weissach” rear axle, which added self-steering elements to reduce the chance of oversteer. It featured a naturally aspirated 3.6 liter boxer engine that produced an impressive 250 horsepower.

It was the introduction of an all-wheel drive Carrera 4 model that really captured the attention of the automotive community as a whole. The fully mechanical all-wheel drive system was revolutionary for its time, sensing wheels slippage and automatically transferring power elsewhere, ensuring that the driver could maintain a greater degree of control whenever the driving environment became less manageable.

After the 964 Carrera 4 was introduced, effectively solving many of the oversteer tendencies of the previous generation, a rear-wheel drive Carrera 2 was added 6 months later. The Carrera 2 was actually the rear-wheel drive version of the car which packed almost the same technical specifications as the base model. The engine was the same 3.6 liter unit which produced 250 horsepower and a maximum speed of 260 km/h while the 0 to 100 km/h acceleration was made in 5.7 seconds.

In addition to the base model Carrera Coupe, Cabriolet and Targa versions, the 1990 Porsche 911 offerings also included a Type 964 Turbo option. When first introduced in March, 1990, the 911 Turbo initially featured a turbocharged 3.3 liter boxer engine that was carried over (with updates) from the previous 911 Turbo model, albeit with reduced turbo lag. In 1992, the Porsche 911 Turbo was upgraded to a more powerful 3.6 liter power plant delivering 320 horsepower. At the end of 964 production in 1994, the Porsche factory had some 90 Turbo chassis left and gave them the Porsche Exclusive treatment to create a very special Turbo 3.6 S model with 380 horsepower.

Several other special edition 964s were made and they are some of the most sought after cars in the classic car market today. In 1992 there was the America Roadster which was essentially a turbo-bodied cabriolet. It had the standard electric spoiler and turbo guards and mechanically was the same as the standard model apart from 17″ cup wheels and the brakes and suspension. Only 250 of this variant were produced. There was also the Porsche 964 Speedster which came in two distinct incarnations. The first was the 1989 model year Speedster which was basically a 930 turbo under the covers. The “true” 964 Speedster was the 1994 Speedster which was based on the 964 Carrera 2 platform. More than three quarters (641) of the 800 built had the “Turbo look” wide-body option. Porsche planned to build 3000 examples of the 1994 Speedsters in 1992, but only 936 examples were built and sold.

In 1992, Porsche produced a super-lightweight, rear-wheel-drive only version of the 964 dubbed Carrera RS for the European market using their “Carrera Cup” race car as a base. It featured a revised version of the standard engine with 260 bhp and lightweight flywheel coupled an upgraded gearbox with closer ratios, asymmetrical Limited Slip Differential and steel syncromesh. A revised (track focused) suspension, no power steering and stiffer springs, shocks and adjustable stabilizer bars made it a real performer. It went a diet too with the interior totally stripped out and all creature comforts removed. Lightweight wheels, body parts and thinner windows also helped the Carrera RS weigh 345 pounds less than a Carrera 2. There was also a heavier Touring variant (with sound deadening, power seats (optional), undercarriage protection and power windows) and an N/GT racing variant with a stripped, blank metal interior and a roll cage. A later ultra-limited production version, the Carrera 3.8 RS featured the Turbo body and a 300 bhp, bored out 3.8 liter motor was sold briefly in Europe. The Carrera RS was not sold in the United States.

Notable models:
1993 Porsche 911 Turbo S 3.3, 1994 Porsche 911 Turbo 3.6 S, 1993 Porsche 911 Turbo 3.6 Coupé, 1990 Porsche 911 Turbo 3.3 Coupé, 1989 Porsche 911 Speedster, 1992 Porsche 911 RS America, 1992 Porsche 911 Carrera RS Competition, 1992 Porsche 911 Carrera RS, 1990 Porsche 911 Carrera Cup, 1990 Porsche 911 Carrera 4 Leichtbau, 1990 Porsche 911 Cabriolet

Variants:
Carrera 2 Coupe & Cabriolet, Carrera 4 Coupe & 4 Cabriolet, Carrera Turbo Coupe, Carrera Turbo S Coupe, Carrera Turbo S LM-GT, Carrera RS, 964 Speedster, America Roadster

Porsche 911 – 993 Generation (1994-1998)

Model Year: 1994-1998
Units Produced: 67,535
Body Styles: 2-door coupé, 2-door convertible, 2-door targa top, 2-door speedster
Engine Type: Air-cooled flat-6
Engines: Naturally Aspirated (3.6 L – 3.8L); Turbo (3.6 L twin turbo)
Transmissions: 5-speed manual, 6-speed manual, 4-speed automatic
Wheelbase: 89.45 in
Length: 167.7 in Width: 68.3 – 70.7 in Height: 50.4 – 51.8 in
More Info: 911 993 (1994-1998)

Porsche introduced the Porsche 911 (Type 993) in 1994 as the replacement for the 964 model. Considered by many Porsche enthusiasts as the perfect 911, the 993 represents a unique blend of power and simple elegance with great driver engagement and modern performance and technology too. It shared less than 20% of the parts from the 964 and was the first 911 to have a real reputation for exceptional dependability and reliability. The 993 911 was sold between January 1994 and early 1998 (with U.S. based models going on sale from 1995-1998). It was also the last of the air-cooled 911’s so it holds a special place in many enthusiasts minds.

From the outside, the car had a more streamlined look and was lower slung than earlier versions of the 911. It is smaller looking than the 996 onward 911s and this gives it a compact and tight design with almost perfect proportions. The front end had redesigned headlights that have now become instantly recognizable as part of the 911 design language. It is easily our personal favorite 911 design. A new all-aluminum multilink rear suspension and an all-aluminum subframe, engine weight reduced by 14 pounds and other weight saving made it lighter than the 964 models while having body-structure rigidity increase by 20 percent.

The air-cooled flat six developed 272 horsepower in base trim, with the Carrera 4S and Carrera 2S both getting slightly more powerful 285 horsepower output. The engine was mated to a standard six-speed manual transmission – making the 993 the first-generation of 911 to get a six-speed transmission. An automatic Tiptronic transmission was also available as an option.

The 993 also received a redesigned suspension system for better ride and handling. This new suspension system was specifically developed to produce improved handling characteristics during inclement weather while retaining the stability offered by the aforementioned all-wheel drive system. The revisions made to the suspension system resulted in an overall weight reduction to the car. The Type 993’s optional all-wheel-drive system was revised, eliminating the three-differential setup that had been used in the Type 964 car and replacing it with a revised setup reminiscent of that found on the Porsche 959 supercar.

A Turbo-version of the Type 993 Porsche 911 was also introduced in 1995. It featured a twin-turbo engine, permanent all-wheel drive, and nearly 400 hp. The car also featured hollow-spoke aluminum wheels. These wheels had never been used before on any vehicle, and marked an important innovation when they were introduced on the 1995 Porsche Type 993. A Turbo S followed in 1997 with more power, a larger spoiler, and better cooling. It was rare with only 183 cars ever made.

In terms of special edition 993 911s, there were a few awesome machines. The Speedster model, was a variant of the 993, with a lowered roof, and a redesigned interior. In contrast to the G-model and the 964, Porsche never officially offered the 993 in a Speedster body style. However, two were built by the factory/

The 911 Carrera RS nameplate returned as a light-bodied, limited-run car. It had a naturally aspirated 3.8 liter engine with 296 hp. It has a massive fixed rear wing, small front flaps and 3-piece 18 in lightweight wheels. Rear seats were removed, other creature comforts erased and special racing seats added. Soundproofing was almost non-existent. It was street legal in European and many other countries around the world, but was not approved for export to the United States.

Porsche actually went berserk in 1997 and introduced a 911 GT2 (57 examples made for the road). The race-homologated monster made 430 hp (450 hp in 1998) and could hit 60 mph in less than 4.0 seconds, and was one heck of a swan song for the 993 generation. This was the pinnacle of the 993 911 and with the discontinuation of the Porsche 993 in 1998 officially marked the end of the air-cooled Porsches.

Notable models:
1997 Porsche 911 Turbo S, 1995 Porsche 911 Turbo, 1996 Porsche 911 Targa, 1994 Porsche 911 Speedster, 1998 Porsche 911 GT2 Evo, 1995 Porsche 911 GT2, 1998 Porsche 911 GT2, 1996 Porsche 911 Carrera RS 3.8 Clubsport, 1995 Porsche 911 Carrera RS 3.8, 1995 Porsche 911 Carrera Cabriolet, 1995 Porsche 911 Carrera 4S, 1994 Porsche 911 Carrera 4, 1994 Porsche 911 Carrera, 1994 Porsche 911 Cabriolet

Variants:
Carrera Coupe & Cabriolet, Targa, Carrera Turbo Coupe, Carrera Turbo S, Carrera 4S, Carrera S, Carrera RS, GT2, Speedster, Carrera Turbo Cabriolet

Porsche 911 – 996 Generation (1998-2004)

Model Year: 1997–2004 (2005 for 911 Turbo S, GT2 and GT3 models)
Units Produced: 179,163
Body Styles: 2-door coupé, 2-door convertible, 2-door targa top
Engine Type: Water-cooled flat-6
Engines: Naturally Aspirated (3.4 L); Turbo (3.6 L twin turbo)
Transmissions: 5-speed auto, 6-speed manual
Wheelbase: 92.6 in
Length: 174.5 – 174.6 in Width: 69.5 – 72.0 in Height: 50.2 – 51.4 in
More Info: 911 996 (1998-2001), 911 996.2 (2001-2004)

The Porsche 911 (Type 996) was a new design developed by Pinky Lai. While the car incorporated the classic lines and tear-drop shape of all the 911’s earlier iterations, Type 996 was nearly a complete reimagining of the 911 sports car, and carried very little over from its predecessors. The 996 featured all-new bodywork, a reimagined interior and controversial (ugly) headlight shape (which mimicked the entry-level Porsche Boxster). It was also the first water-cooled engine ever used in a 911. The 996 shared no body panels, no underbody structure and no major mechanical components with previous 911s. The only carry-overs were from the earlier 911 (Type 993) from which the front suspension, rear multi-link suspension, and a six-speed gearbox were repurposed after some revisions to make them current.

First launched in 1997, the 996 911 range received a minor facelift in 2001 when Porsche made a few slight changes to the base models. The 996 range was discontinued in 2004 when the German carmaker rolled out the Type 997 model which re-adopted the round headlights.

Porsche 911 996.1 (1998-2001)

When introduced in 1997, the first 996 models were available as either a rear-wheel-drive coupe or cabriolet (convertible). Later development of the model would re-introduce an all-wheel-drive variant of both versions of the car. The new 911 featured a water cooled, naturally aspirated 3.4 liter flat six engine that produced 296 horsepower thanks to the introduction of its four-valve cylinder heads, variable valve timing, integrated dry-sump oiling and new variable resistance intake system. Moreover, the new boxer engine broke new ground in terms of reduced emissions, engine noise, and fuel consumption.

The 996 Turbo had a water-cooled, twin-turbocharged/intercooled 3.6- liter engine that produced 415 horsepower at 6,000 rpm and 415 lb-ft of torque. The 996 Turbo featured all-wheel drive and came equipped with either a 6-speed manual or a 5-speed Tiptronic automatic transmission. The 996 Turbo also featured revised body styling and a wider stance than its other 911 Carrera counterparts.

Porsche 911 996.2 (2001-2004)

In 2002, the 996 went through a restyling exercise. Known as the 996.2 range the big visual changes included changing the integrated headlamps that had been shared between the 911 and Boxster models with the Turbo-style headlamps. All variants of the car also received a new front fascia. The most important upgrade was the standardization around an upgraded 3.6-liter engine (up from 3.4 liters in the 996.1) which is now able to provide no less than 320 horsepower (up 15 horsepower over 996.1).

In 2002 Porsche introduced both the 996 based Targa (featuring a sliding glass roof) and the Carrera 4S model which shared the same wide-body look of the 996 Turbo. The range was also expanded with sportier versions such as the RS and GT3 as well as the GT2. Designed as a road-legal take on the racing GT3, the model was essentially a stripped down, naturally aspirated treat, with 360 hp at its disposal in 1999 (more power was added later).

Porsche 911 996 Specials

Let’s dive into the special editions a little more. Given the 911’s earlier successes in the GT-1 class at Le Mans, the Porsche 996 platform was used as the foundation for two lightweight, track-ready variants of the car. The first of these variants was the GT3. The GT3 was based on the standard 996 Carrera, but it was stripped of any extraneous equipment and featured an upgraded adjustable suspension platform as well as upgraded brakes. The bodyshell was the wider all-wheel-drive version of the 996. Two versions of the GT3 were manufactured. The first, which is commonly referred to as the Mk.I GT3, was released in 1999 to all markets except North America. This version of the car featured a naturally aspirated 3.6L flat-six engine that produced 360 horsepower. The Mk. II GT3 variant was based on the second generation of the Porsche 996. It featured updated aerodynamics and a more powerful version of the aforementioned 3.6 liter engine with 380 horsepower and could accelerate from 0-60 mph in just 4.0 seconds. Equally impressive was the 1.03g it produced on the skidpad.

The second iteration of the racing-class 911 was the GT2. Like the GT3, the GT2 was a rear-wheel-drive variant of the current 911 platform. Also like the GT3, the reasoning behind a rear-wheel-drive (versus all-wheel-drive) configuration was two-fold. First and foremost, GT2 Class racing rules mandated the use of a rear-wheel drive platform. Second, and equally important, was the fact that the rear-wheel-drive solution weighed less than the all-wheel-drive option. The GT2 996 received additional aerodynamic modeling to many of its body parts. It also received a re-tuned version of the 996 Turbo’s 3.6- liter twin-turbocharged engine which included larger turbochargers and intercoolers, a revised intake and exhaust system, and re-programmed engine control software. It made 489 horsepower and 484 lb-ft of torque, which was enough to propel the car from 0-60 mph in just 3.9 seconds with a top speed of 198 mph. Both the GT2 and GT3 variants of the 996 came equipped solely with a six-speed manual transmission.

The Porsche 911 GT3 became one of the highlights of the 996 era when it was introduced in 1999. It was celebrated by Porsche enthusiasts for “keeping the tradition of the Carrera RS alive. Conversely, the Porsche 911 GT2, the first car to be equipped with ceramic brakes as standard equipment, was marketed specifically as an extreme sports vehicle capable of track-level performance. It was released to the marketplace in fall, 2000.

Notable models:
2004 Porsche 911 Turbo S Coupé, 2004 Porsche 911 Turbo Cabriolet, 2004 Porsche 911 GT3 RS, 2003 Porsche 911 GT3, 2004 Porsche 911 GT2, 2000 Porsche 911 Turbo, 2001 Porsche 911 GT3 RS, 2000 Porsche 911 GT3

Variants:
Carrera Coupe & Cabriolet, Carrera 4 Coupe & 4 Cabriolet, Carrera 4S Coupe & 4S Cabriolet, GT2 Coupe, GT3 Coupe, Targa, Turbo Coupe & Turbo Cabriolet, Turbo S Coupe & Turbo S Cabriolet

Porsche 911 – 997 Generation (2004-2011)

Model Year: 2005–2012
Units Produced: 215,092
Body Styles: 2-door coupé, 2-door convertible, 2-door targa top, 2-door speedster
Engine Type: Water-cooled flat-6
Engines: Naturally Aspirated (3.6 L, 3.8 L, 4.0 L); Turbo (3.6 L twin turbo, 3.8 L twin turbo)
Transmissions: 5-speed automatic, 6-speed manual, 7-speed PDK
Wheelbase: 92.5 – 92.9 in
Length: 174.2 – 177.0 in Width: 71.2 – 72.9 in Height: 50.0 – 52.2 in
More Info: 911 997 (2004-2008), 911 997.2 (2008-2011)

In July, 2004, Porsche unveiled the Porsche Type 997. It featured the same classic silhouette as all earlier variants of the Porsche 911, and included design cues – most especially a return to the clear, oval headlights with separate blinkers – that were found on older 911 models.

While the Porsche 911 Type 997 featured a refined, race-inspired appearance, the car was hailed for being a true high-performance vehicle. Most notably, the 997 also marked a big growth in the Porsche 911 product line in terms of sheer options and sales volumes (the 997 became the best-selling generation of 911 to date). There was a 997 911 model for every taste, with over 24 models available in every performance, body style and combinations imaginable.

Model improvements came in late 2008 made the 997 even more efficient thanks to direct fuel injection and a double-clutch transmission and was known as the 997.2 series, running till the series ended in 2012.

Porsche 911 997 (2004-2008)

When the 997 came out fans of Porsche were happy to see the return to round headlights and the style they missed in the earlier 996. Rounded headlights, a slick shape and all the modern tech you could point a stick at combined with absurdly strong performance leapfrogged it past the competition of the time. An updated interior was welcomed and was more important than it seems because at the time other carmakers had really beaten Porsche in this area in previous years.

Porsche offered two engine displacements for first time since 1977 to better differentiated the base Carrera and more potent Carrera S models. The base Carrera featured a 3.6 liter boxer engine good for 321 horsepower while the Carrera S got a larger 3.8 liter unit with 350 horsepower. The X51 Powerkit was available for S, 4S, Targa models, which increased engine power.

Not only did the 997 look “right,” it also performed on par with the world’s best sports cars, especially in terms of acceleration and handling. Bigger brakes, a lowered suspension, and Porsche’s new stability control system earned the 997 immense respect among fans. While the main models were quick it was the 911 Turbo that was the true straight line beast. It was first production car to get a turbocharger with variable turbine geometry.

In terms of special editions, Porsche introduced the next-generation Porsche 911 GT3 and GT3 RS. The new 911 GT3 was equipped with a 3.6 liter, naturally aspirated engine that produced 415 horsepower and had an absurd 8,400 RPM. The GT3 RS got the same engine but was set up for the track primarily. The 997 GT2 was also launched and was the most powerful and fastest road-going 911 ever to have been sold to the public.

Porsche 911 997.2 (2008-2011)

The midlife update came in 2008 (2009 model year) for the 997 and was known as the 997.2 model series. The exterior featured slight modifications as compared to the 997.1 models. For 2009, both 3.6-liter and 3.8-liter engines receive direct injection; new PDK dual-clutch seven-speed transmission replaced the Tiptronic S automatic. The Carrera’s engine had 345 hp on tap while 385 hp was made available in the Carrera S. Other changes included a revised suspension system, revised front bumper with larger air intakes, headlamps with newly optional dual HID projectors, a new LED taillamp design, and LED turn signals, a new Porsche Sports Exhaust (PSE) and updated PCM system with optional touch-screen hard-drive navigation and Bluetooth.

Along with the Carrera and Carrera S, Porsche also introduced new all-wheel-drive versions in 2008 (Carrera 4 and 4S). The Targa now had a glass roof made of a special glass that repelled UV rays from entering the car. The 911 Turbo got a completely new 3.8 liter twin turbo flat six with 490 hp and 480 lb⋅ft of torque thanks in part to newly revised BorgWarner variable turbine geometry (VTG) turbochargers. The 911 Turbo S that was introduced in 2010 made 523 hp and was capable of 0-60 runs of less than three seconds. Available with only a 7-speed PDK transmission and carbon ceramic brakes along with the Sport Chronograph package as standard it was a straight line monster.

In 2011, Porsche launched a new 911 that was basically the perfectly specced Carrera S. The Carrera GTS was available as both a coupé and cabriolet and got a wider body and track and an upgraded 3.8-litre engine generating with 413 horsepower.

The updated GT3 was a cracker. The car had better airflow to the radiators, a larger rear wing, forged pistons, lightweight valves and hollow camshafts in order to make the engine lightweight. A special 6-speed manual transmission with rev matching technology was the only transmission option. Total downforce was doubled. Power output was now rated at 429 hp at 6,000 rpm and 317 lb⋅ft of torque from the new 3.8-litre flat-6 engine. The GT3 RS was once again the high performance version of the GT3 with a higher engine power output, lower weight and shorter transmission ratios, as well as having upgraded body and suspension components, designed for homologating the race version of the 911 GT3. Porsche added the “RS” treatment to its new GT2, which meant 612 hp, a 205 mph top speed, and a lap time of 7:18 – a record at the time – on the famed Nurburgring circuit.

In terms of other limited run special editions the 997 did not let us down. In 2011 there was a 365 unit run of a new 911 Speedster variant which as always brought back the historic model and sold out fast. It was the 600 unit limited edition 911 GT3 RS 4.0 which was the final evolution of the 997 that we love. It featured a 4.0-litre engine with 493 hp at 8,250 rpm and 339 lbf⋅ft of torque and took a lot of the GT2 RS learning Porsche Motorsport team had into effect. It was near perfect and is a collector car these days.

Notable models:
2007 Porsche 911 Turbo Cabriolet, 2006 Porsche 911 Turbo, 2007 Porsche 911 GT3 R, 2007 Porsche 911 GT3, 2010 Porsche 911 Turbo S Coupé, 2010 Porsche 911 Turbo S Cabriolet, 2010 Porsche 911 Sport Classic, 2010 Porsche 911 Speedster, 2012 Porsche 911 GT3 RSR, 2011 Porsche 911 GT3 RSR, Porsche 911 GT3 RS 4.0, 2010 Porsche 911 GT3 RS, 2009 Porsche 911 GT3, 2010 Porsche 911 GT2 RS, 2010 Porsche 911 Carrera GTS Coupé, 2010 Porsche 911 Carrera GTS Cabriolet, 2009 Porsche 911 Carrera 4S Coupé

Variants:
Carrera Coupe & Cabriolet, Carrera 4 Coupe & 4 Cabriolet, Carrera 4S Coupe & 4S Cabriolet, Carrera GTS Coupe & GTS Cabriolet, Carrera S Coupe & S Cabriolet, GT2 Coupe, GT2 RS Coupe, GT3 Coupe, GT3 RS Coupe, Targa 4 & Targa 4S, Turbo Coupe & Turbo Cabriolet, Turbo S Coupe & Turbo S Cabriolet

Porsche 911 – 991 Generation (2011-2019)

Model Year: 2012–2019
Units Produced: Still going
Body Styles: 2-door coupé, 2-door convertible, 2-door targa top, 2-door speedster
Engine Type: Water-cooled flat-6
Engines: Naturally Aspirated (3.4 L, 3.8 L, 4.0 L) ; Turbo (3.0 L twin-turbo, 3.8 L twin-turbo)
Transmissions: 6-speed manual, 7-speed manual, 7-speed PDK
Wheelbase: 96.5 – 96.7 in
Length: 176.8 – 178.9 in Width: 71.2 – 74.0 in Height: 50.0 – 51.3 in
More Info: 911 991 (2011-2015), 911 991.2 (2015-2018)

Longer, sleeker, and with more powertrain and drivetrain options than ever, the 991 generation Carrera is the seventh generation in the Porsche 911s history (the third platform for the 911 since the car’s inception). It was larger and more refined than the outgoing 997 as well as being lighter and more powerful. The car continued to feature the same characteristic teardrop shape for which the 911 is immediately recognizable to just about any automotive enthusiast. However, two unique design principles were followed that helped refine the character of the car. First, the arch of the roofline was reduced and re-design to taper gradually to the rear of the car. Second, the front wings (the assembly that includes the headlight and surrounding structure) were now placed higher than the lid. The interior and technology was a big upgrade over the 997 due largely to the increased competition in the segment and competing marques with luxurious interiors.

Compared to the outgoing 997, the 991 was a slightly larger vehicle, with a wheelbase that was increased by approximately 3.9 inches (100 millimeters), and the overall height was increased by 2.8 inches (70 millimeters).

A new transaxle was developed so that the rear wheels could be moved 3 inches (76 millimeters) backward in relation to the position of the engine, which dramatically improved the car’s weight distribution and cornering performance.

The 991 features a smaller, yet more powerful, 3.4-liter engine that has auto stop/start, PDK transmission and much better fuel economy. A completely new chassis with longer wheelbase, greater track width and beefier tyres to improve high-speed stability. Redesigned suspension and new rear axle for enhanced ride and handling while electric power steering took some of the feel away that we were used to. Porsche Torque Vectoring was included too which helped tracking stability. The 991 range is available with either a seven-speed manual transmission (a first for the industry) or a PDK dual-clutch unit.

The (by now) expected midlife update was meaningful in that Porsche switched from naturally aspirated engined to turbocharging for most models. Called the 991.1 series, enthusiasts initially shuddered. Porsche however delivered a cracker, with the 3.0 liter twin turbo flat six engine developed 370 horsepower in base Carrera trim. The 991 model is approaching its end in 2019 as Porsche has been testing the upcoming 992 model update.

Porsche 911 991 (2011-2015)

The completely redesigned seventh-generation sports car icon is stepping into the limelight with its sleek and stretched silhouette, exciting contours and precisely designed features. Yet from every angle it is unmistakably a 911. In engineering terms this 911 was all about Porsche Intelligent Performance: even lower fuel consumption and even more power and using a hybrid construction method (steel/aluminium), which led to a considerable reduction in weight. Therefore despite the 991 being larger than its predecessor 997, it was also lighter by 110 pounds, and more powerful.

Base models were introduced in September 2011 at the Frankfurt Motor Show. The Carrera came equipped with a 3.4- litre boxer engine with direct fuel injection, 345 bhp at 7,400 rpm and 288 lb⋅ft at 5,600 rpm. The Carrera S received a 3.8 liter engine with 395 horsepower at 7,400 rpm and 325 lb⋅ft at 5,600 rpm. The convertible model of the 991 was announced in both Carrera and Carrera S versions, at the LA Motor Show in November 2011. In September 2012 at the Paris Motor Show, all-wheel-drive variants – the Carrera 4 and 4S, were added to the line-up.

Introduced in November, 2014, at the LA Motor Show, the 991 Carrera GTS was developed as the mid-level model between the Carrera S and GT3 edition 911s. Base options included a 424 horsepower PowerKit, a Sport Chrono Package, a Sport Exhaust System, Dynamic Engine Mounts, 10mm lowered suspension, Porsche Torque Vectoring (PTM) system, LED daytime running lights with Porsche Dynamic Lighting System (PDLS), Sport Design Front Spoiler, Sport Design Rear Mirrors, GTS badging, and 20″ Centerlock wheels. When optioned with PDK, 0–60 mph is achieved consistently at 3.8 seconds with the help of Launch Control.

At the Detroit Motor Show in January 2014, Porsche introduced the Targa 4 and Targa 4S models. These new derivatives came equipped with an all-new roof technology that still incorporated the original Ttarga design, now with an all-electric cabriolet roof along with the B-pillar and the glass ‘dome’ at the rear.

On January 12, 2015, Porsche announced the 911 Targa GTS at the North American International Auto Show in Detroit. Similar in appearance to the existing Targa 4 and 4S models, the GTS added the 424 horsepower (316 kW) engine plus several otherwise optional features.

As expected Porsche released several special edition cars during the 991 cycle. The GT3 came first, introduced at the Geneva Motor Show in 2013. The 991 GT3 got a new 3.8 litre direct fuel injection flat-six engine developing 475 hp at 8,250 rpm and for the first time no manual gearbox, instead it had a PDK dual clutch unit as well as rear-wheel steering. Performance was awesome with the GT3 going from standstill to 60 mph in 3.1 seconds, hitting the quarter mile in 11.2 seconds and lapped Nürburgring in 7 minutes and 25 seconds. The 991.1 GT3 RS was next up in 2015 and as expected was an even more focused track day machine. Louvers above the wheels and the rear fenders now include Turbo-like intakes, rather than an intake below the rear wing and the roof was made from magnesium. The 3.8-litre unit found in the 911 GT3 was replaced with a 4.0-litre unit with 500 hp and 339 lb ft of torque. The transmission is PDK only. It was enough to help the GT3 RS do the Nürburgring in 7 minutes and 20 seconds.

Porsche finished off the 991.1 series by building the greatest 911 ever, the amazing 911 R. Think of it as a manual GT3 RS and you’re pretty close. The limited edition (991 units were made) is the perfect Porsche on paper with its 500 hp 4.0-liter naturally aspirated flat-six engine, 6-speed manual transmission, exotic lightweight materials and lots of cool Porsche motorsports tech like rear-axle steering, dynamic engine mounts, PASM, PSM and Porsche Torque Vectoring all standard. Yes please.

Porsche 911 991.2 (2015-2018)

2015 marked a new milestone in Porsche’s history with development of a turbocharged flat engine that gave the world’s best-selling sports car a significant boost in power as well as considerably lower fuel consumption. Porsche gave the Carrera and Carrera S models these flat six turbo engines which were previously sold as normally aspirated only. There was initial pushback from enthusiasts that seems to have now dissipated.

On the outside there weren’t many changes for the 991.2 range. Slightly different bumpers with larger air intakes, new rims and different rear hood vents, with the slits now being placed longitudinally and different rear lights. The interior stays pretty much the same, but it does get a new touchscreen infotainment system also compatible with Apple CarPlay. Mechanically, apart from the extra power and better fuel economy provided by the two little turbos, the 911 Carrera gets wider wheels, new shock absorbers and standard PASM active suspension.

The new 3.0-litre twin turbocharged six-cylinder flat engine developed 370 hp in the 911 Carrera and 420 hp in the 911 Carrera S, up 20 hp over the prior versus the 991.1. Torque was up a lot more and that is where the new turbo engine was a real hit, transforming the 911 from a “rev to the sky to get performance” machine to a “just put your foot down in any gear” affair. You can decide if that is better or worse depending on what you enjoy I guess. Other improvements in the 991.2 range included not just more power, but updated Porsche Active Suspension Management (PASM) chassis and optional rear axle steering improved the best time of the 911 on the Nürburgring-Nordschleife to 7.30 minutes. Ten seconds faster than its predecessor and with an even greater lead over the competition.

All the same models from the 991.1 series were still available (24+ models) with the addition of an entirely new variant called the Carrera T. This is a first-order driver’s car, a basic 911 equipped with purposefully selected, road-annihilating hardware. The point of the T (for Touring) is to be a spartan model equipped with only the necessities that a dedicated driver might want. It has the same 370hp as the base 911 mated to the (good) seven-speed manual transaxle. Add shorter gearing and a limited-slip differential and this is a tasty package. The Carrera T also gets two-mode PASM sport suspension and a custom Sport Chrono package. There are other weight saving measures that add up to 44 pounds in less weight than a standard Carrera. Shorter gears, LSD, thinner glass, no rear seats plus a preselected mix of the base 911’s best hardware, now that’s our kind of 911.

In terms of special models, they all got some tasty upgrades, but the move to turbocharging for the broader range makes them seem less special on paper (clearly paper lies). For example, with the PDK and the launch control system activated, the 2018 Porsche 911 GT3 gets to 62mph in 3.4 seconds. With the manual gearbox, a similar sprint takes 3.9 seconds. That makes the GT3 barely faster than the 911 GTS which is a better daily driver and a 580-hp 911 Turbo S is an entire second faster to 60 so why would you choose the GT3 over these models. It’s easy. It is how it drives and how it makes you feel. The good news is that the GT3 and GT3 RS both are still the best handling I’ve ever experienced. Fast, loud, firm, surgically precise and no body roll, these cars deliver full sensory overload at slow speeds around town and an almost religious experience at speed on track. There is nothing better. Well, maybe there is because in the 991.2 Porsche decided to bring back the manual gearbox in the GT3. Called the Touring and it is the exec’s GT3. There’s the deletion of the regular GT3’s fixed wing replaced with a classic pop-up rear deck, albeit embellished with a ‘GT3 Touring’ badge and a unique lip spoiler on the trailing edge. It only comes with a six-speed manual and inside the trim is kept classic – all-leather and cloth, no Alcantara. Other than that, it’s as per the GT3, with all the same options (ceramic brakes, nose lift, LED headlights, Chrono Package, audio upgrades), which is great news. A subtle-looking GT3, maybe I need to rethink the earlier daily driver comment.

Let’s also talk about the GT2 RS. It is still mental. The 991.2 GT2 RS is powered by a 3.8 L twin-turbocharged flat-6 engine that produces a maximum power of 700 PS (515 kW; 690 hp) at 7,000 rpm and 750 N⋅m (550 lb⋅ft) of torque, making it the most powerful 911 ever built. Unlike the previous GT2 versions, this car is fitted with a 7-speed PDK transmission to handle the excessive torque produced from the engine. Porsche claims that this car will accelerate from 0 to 60 mph in 2.7 seconds, and has a top speed of 340 km/h (210 mph). It is by far the most expensive and extreme 911 available and is really only useful on track.

Finally, it seems the 991.2 will end its run with the limited edition Porsche 911 Speedster. The concept cars’ body is based on the 911 Carrera 4 Cabriolet, with front and rear bonnet are made from lightweight carbon fibre composite while the chassis was taken from the 911 GT3. Couple a naturally-aspirated flat-six engine developing more than 500 hp and a manual gearbox in that classic speedster design and I’m sure all 1,948 units of the open-top two-seater will be sold pretty quickly.

Variants:
Carrera Coupe & Cabriolet, Carrera T, Carrera 4 Coupe & 4 Cabriolet, Carrera 4S Coupe & 4S Cabriolet, Carrera GTS Coupe & GTS Cabriolet, Carrera S Coupe & S Cabriolet, GT2 Coupe, GT2 RS Coupe, GT3 Coupe, GT3 RS Coupe, Targa 4 & Targa 4S & Targa 4 GTS, Turbo Coupe & Turbo Cabriolet, Turbo S Coupe & S Cabriolet

Porsche 911 – 992 Generation (2019 – )

Coming Soon ?

How To Tell Porsche 911 Generations Apart

We started to write about the evolution of the Porsche 911 and realized sometimes a picture is worth a thousand words. We are putting together a Porsche 911 through the years image that compares all the generations and traces the iconic Porsche 911’s lineage through the ages. Stay tuned.

October 8, 2018 / Comments Off

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20 Most Expensive Porsches Ever

When it comes to breaking records for expensive cars nobody comes close to Ferrari. It takes more than $4.5 million to even break into the top 100 most expensive Ferraris ever. Ferrari still dominates the classic market but Porsche has been rising in the ranks for a few years now and things aren’t letting up. Porsche is a brand with a rich history that has lots of racing pedigree and nostalgia too.

That has helped Porsches grow from five- to six and seven digits in the last five years, with even models as late as early 2000s’ Carrera GT’s hitting near the million-dollar mark on a model that used to be worth $300,000. Hagerty data that combines public auction sales and private sales shows that the 1974-1977 Porsche 911 has increased the most in average sale price of any classic car this year, with a jump of 154 percent in value over 2014.

Porsches—especially the 911s made between 1970 and 1980 and the 356 Speedsters made in the 1960s—have growing appeal because of several factors. For one thing, they are reliable. Secondly, Porsches from this era have a wide entry point for prospective buyers. If you’re savvy, you can find an old 911 in the five-figure range. Or you can find one for more than $1 million, if that’s more in your price range. The same goes for those little 356s. The thing is that these model still don’t make our top 20 list. That list is made of the rarest and most expensive Porsches sold and that means we’re talking more than $2 million. That’s right, you needed millions (plural) to get your hands on one of the highly sought after models of Porsches.

Here it is then, the most expensive Porshes ever.

1. 1970 Porsche 917K

Sold for $14,080,000

Anybody who has read our greatest Porsche race cars and best Porsches ever list knows we are massive fans of the 917. Formerly the Property of Jo Siffert it was also used in our favorite movie ever, Le Mans. While being in a movie is cool you should also know that this is chassis 024 which makes it the first 917 to ever enter competition in 1968 which is clearly even more cool. Gooding & Company sold the 917 for $14,080,000 at Pebble Beach in 2017.

The Porsche was driven in competition at the 1000 Kilometers of Spa in early 1969. Jo Siffert immediately ripped the car to shreds saying it was “not only unstable, but it is frankly dangerous” and chose to drive the 908 Longtail instead. While 917-024 never took a checkered flag in its racing career and never raced at Le Mans, the car did take the checkered flag in McQueen’s ‘Le Mans’ movie.

Sold by Gooding & Company at Pebble Beach 2017

2. 1982 Porsche 956

$10,120,000

Another Supercars.net favorite is the Porsche 956. It is also the second most expensive Porsche ever auctioned. This is a special 956 too because it is a Le Mans winner.

It is the third of only 10 Works Porsche 956s built. Most memorably is that 1983 Le Mans 24 Hours outright win with Al Holbert, Hurley Haywood and Vern Schuppen as drivers. The previous year, when it was a Porsche 956 1-2-3 finish, the same car was second overall while driven by Jochen Mass and Vern Schuppen. It also scored victories at Spa, Fuji, Brands Hatch and Kyalami. Further famous drivers racing the car included Jacky Ickx, Derek Bell and John Watson.

Sold by Gooding & Company at Pebble Beach 2015

3. Porsche 550 Spyder

Sold for $6.1 million

This is a 1956 Porsche 550 Rennsport Spyder. Chassis 550-0090 to be specific. Built from 1953 until 1956, Porsche’s 550 Rennsport Spyders have always been desirable cars. Most were raced in-period, subjected to the slings and arrows of motorsport fortune, meaning that few survivors can claim a high degree of originality. Chassis 550-0090, a car that never saw competition, is one exception to this rule. This is the most expensive Porsche 550 Spyder we’ve seen so far.

A large part of its appeal is the fact that this is arguably the world’s best-preserved, never-restored example of this seminal Porsche. The original giant killer it remains then.

Sold by Bonhams 2016

4. 1972 Porsche 917/10

$5,830,000

The Porsche’s 917 race cars were the fastest and most successful racers ever built. They won a lot of endurance championships and were crazy fast. With changes in competition classes about to make the enclosed 917 uncompetitive, in 1972 Porsche turned its attention to North American Canadian-American Challenge (Can-Am) series. No parallel series exists today, but the Can-Am series showcased the best drivers of the era in cars that were insanely fast, even by contemporary standards.

This 917 is a piece of Can Am history. In competition trim, the car boasted some 850 horsepower from its turbocharged flat-12 engine. It easily took the championship. The Team Penske Racing 917 dominated the season, taking first place in 5 out of 9 races. This Porsche is driven by racing legends Mark Donohue and George Folmer.

Sold for $5,830,000 by Mecum in 2012.

5. 1998 Porsche 911 GT1 Strassenversion

Sold for $5,665,000

Gooding & Company sold a very rare 1998 Porsche 911 GT1 Strassenversion for $5.665 million. The first relatively modern Porsche of this list is the street version of the legendary Le Mans-winning Porsche 911 GT1. It is the race version of the normal Porsche 911 ‘type 996’ with a wide body, front lip and big spoiler work. Of the street version, only 20 were built, so it is a very rare Porsche. This Porsche switched owners for almost €4.75 million.

The GT1 featured a twin-turbocharged 3.2-liter water-cooled flat-six engine capable of developing 600 hp. It got the rear end of the Porsche 962 together with the front end of a Porsche 993 and a carbon fibre body shell. It is capable of 194 mph and 3.6-second 0–60 mph sprints and retailed for $912,000

Sold by Gooding & Company at Amelia Island 2017

6. 1960 Porsche RS60

Sold for $5,400,000

This is the last of only four Porsche RS60s ever built. It has been driven by Porsches factory team in the important FIA World championship races.Boasting of a driver listing that reads like a who’s who of motor racing elite, chassis 718-044 would have to be considered one of the most remarkable of Porsche’s incredible RS60. Names like Moss, Hill, Holbert, Bonnier, Barth and Herrmann all blend together to make for one iconic Porsche sportscar.

This particular chassis would be among the elite before it even turned a wheel. One of just four works RS60 chassis built, 718-044 would begin life taking part in the biggest race of them all. Driven by Maurice Trintignant and Hans Herrmann in the 1960 24 Hours of Le Mans, the car would do well until a piston failure ended its first race outing. However, defeat was not to be this car’s lease on life.

7. 1955 Porsche 550

Sold for $5,335,000

Jerry Seinfeld’s unrestored and exceptionally original 1955 Porsche 550 Spyder. Sold for $5,335,000 at the Gooding Amelia Island 2016

8. 1958 Porsche 550A Spyder 5

Sold for $5,170,000

One of the most iconic and important Porsches ever produced.

This ex-works 1958 Porsche 550A Spyder that once finished second in class at the 24 Hours of Le Mans hit the Bonhams auction block and despite having a little trouble getting the car started for its moment in the Arizona sun, it still commanded a healthy $5.17 million. That result is right in the middle of the car’s estimated selling price of $4.5 million to $5.5 million.

The 550a that came about in 1956 was not just a mere evolution of the preceding model, but more a revolution. Early Spyders employed a ladder frame for its proven design and rugged simplicity, but with Porsche opening its new dedicated competition shop, limited resources were no longer a concern.

This is 550A-0145, the 2nd to last Spyder constructed of the only 40 total examples. As a result of its later 1958 production, the Porsche benefits from all of the upgrades received by the final cars. The motor being in the 547/3 specification means higher compression, centralized distributor, and weber carburetors, resulting in 135 horsepower.

Sold by Bonhams at Scottsdale 2018

9. 1979 Porsche 935

Sold for $4,840,000

This is the Porsche 935 that Paul Newman raced at Le Mans in 1979. The Porsche 935 is a truly exceptional car. During its nine-year long career, the car triumphed at the 24 Hours of Daytona, the 12 Hours of Sebring and finished second overall at the 24 Hours of Le Mans. After taking Le Mans victory with the 917, a genuine prototype, it was back to basics for Porsche in 1976 with the 935 derived from a road-going 911. This chassis 009 0030 sold by Gooding at Monterey was purchased by Dirk Barbour Racing (Barbour had tried the car out himself a few days earlier) in 1979 to replace a 935 that had been damaged after crashing off the track. It came with a twin-turbo engine and all the latest developments, such as large brake discs and the “upside-down” gearbox. It wowed the crowds at the 24 Hours of Le Mans that year, where it was driven by Paul Newman, the Hollywood legend whose passion for motor racing began while filming the 1969 movie “Winning”.

The next Porsche of this list is probably one of the most successful endurance racing cars of its era. At the Le Mans of 1979 it finished 1st in class and 2nd overall which is a stunning result for a debuting racing car. The 24 hours of Daytona in 1981 and the 12 hours of Sebring in 1983 were no problem for the drivers and the car because they were overall winners of these races too! Very impressive performance out of the 3.2 liter flat-6-cylinder engine! This car was auctioned last year for €4 million.

10. 1973 Porsche 917/30

Sold for $4,400,000

The 1973 Porsche 917/30 Can-Am Spyder is considered by many racing historians to be the most powerful race car to have every turned a wheel in anger.

The twin-turbo 12 cylinder powerplant was tuned to pump out over 1,580hp in qualifying mode during the 1973 season of the Can-Am Challenge, the teams usually decreased turbo boost and raced it at around 1,100hp which still gave the car a 0-60 time of 1.9 seconds, a 0-100 time of 3.9 seconds and a 0-200mph time of 10.9 seconds. In race trim the Porsche could top 260 mph (420 kph), making it quicker than any modern Formula 1 car.

The Porsche 917/30 entered by Penske Racing won the 1972 CanAm series with George Follmer driving (after primary driver Mark Donohue suffered injuries as the result of a crash that year). 1973 saw a Porsche 917/30 piloted by the now recovered driver Mark Donahue win every race except one and claim the series win by a huge margin. This is one of the only six examples ever built. The car participated in a few historic races and was sold at auction for €3.7 million in 2012 ($4,400,000).

11. 1970 Porsche 917K Interserie Spyder Née

Sold for $3,967,000

This racing Porsche was the first out of 6 types of the 917. With its short tail, this Porsche is better known as ‘917K’ where the ‘K’ stands for Kurz (short). With its flat-12 cylinder engine the car has very impressive performances for a car made almost 50 years ago! It goes from 0 to 100 kph in 2.3 seconds and has a top speed of an incredible 390 kph! The car began his life with chassis number ‘026’ but after a big crash in the 24-hour Le Mans in 1970, the car has been rebuilt and received a new chassis with number ‘031’. The new owner bought the car in 2010 for €3.3 million.

Sold for $3,967,000 at the Bonhams & Butterfields Quail Lodge auction on August 12, 2010.

12. 1959 Porsche 718 RSK Spyder

Sold for $3,135,000

Porsche’s 718 Spyder made its debut at the 1957 24 Hours of Le Mans. Undergoing further development, the car racked up many wins after that. The car pictured above was built in 1959 and was owned by Roy Schechter of Miami, who had already been racing successfully in a gullwinged Mercedes sports car. He paid about $8,000 for the Porsche. Its first race was the 4 hours of Alamar, which took place near Havana, Cuba, that year. This restored Porsche is one of the 34 type 718 Spyders ever built and has a decade-long North American race history. The car belonged to collection of the famous comedian Jerry Seinfield and was auctioned for €2.4 million.

13. 1955 Porsche 550 Spyder by Wendler

Sold for $3,018,400

This Porsche 550 Spyder was shown at the 1955 Frankfurt automobile show before being exported to the USA, where it raced to victory in its debut race at Waterbro. In addition to class and overall victories in regional races in North America, this Porsche also finished 14th overall and third in class at the 1956 Sebring 12 Hours. RM Sotheby’s achieved €2,744,000 ($3,018,400) for this 1955 Porsche 550 Spyder by Wendler. The Porsche was one of only 75 Porsche 550s produced for privateer racers who could drive the car both on the racing track and public roads.

14. 1973 Porsche 917/30 Can Am Spider

Sold for $3,000,000

We have written about the Porsche 917/30 Can Am Spider and this example from the Jerry Seinfeld collection went for a cool $3 million. At the time of the sale people were disappointed with the price as it was expected to go for closer to $5 million. Although in excellent condition, the value certainly was not helped by a lack of competition history despite being painted in the Sunoco livery used by similar Penske cars.

Sold by Gooding & Company at Amelia Island 2016

15. 1974 Porsche 911 Carrera 3.0 IROC RSR

Sold for $2,310,000

The 1974 Porsche 911 Carrera 3.0 IROC RSR sold for an impressive $2,310,000 – the pre-auction estimate was a more modest $1.2 to 1.5 million. Although this was one of only 15 RSRs specially built for Roger Penscke’s IROC series, expect more owners of lesser 911s to test the market at coming auctions.

Porsche had to come up with a new design for its winning Porsche, the 917, after racing regulations declared it unsuitable. Due to the changes, Porsche developed the Porsche 911 Carrera RSR 3.0 IROC in 1974. The differences in the two models were that this newer model featured a wider front spoiler, wider wheel arches, along with the signature rear wing, which happens to be the beginning of the rear-wing-craze, (if you ever wondered). The car was designed with a 3.0-liter 2-cylinder SOHC engine that gives you 330 hp. The car sold for $2.3 million, the seventh most expensive Porsches ever sold.

16. Porsche 911 GT1 Road Car

Sold for $2,200,000

Designed to compete in the GT1 race class, the 911 GT1 was not a success at first. Porsche tried multiple times to get it right and in 1998, they finally did. It proved to be a champ on the racetrack. After the fact, Porsche made the necessary adjustments to make the car road worthy, giving it a 3.2-liter 4-cylinder DOHC twin-turbo engine and the automobile manufacturer only made a limited number of the vehicles. This Porsche sold for $2.2 million, making it one of the most expensive models ever sold.

17. Porsche 917K Road Car

Sold for $2,000,000

The “K” stands for Kurzheck, which means, “short tail” in German, and although the racing version has a more up-sweep to the tail, the road version was altered a bit to make it a more suitable car for the road. Although many changes were made for the road travel version, one thing was kept the same between the race and road version, the engine was kept the same; a 5.0-liter V12 engine. This Porsche was sold for $2 million, one of the most expensive Porsches ever.

July 2, 2018 / Comments Off

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The 70 Greatest Porsches Ever

To Celebrate Porsche’s 70 Year Anniversary We Give You the 70 Best Porsche Cars Ever Made

Greatest Porsche List

Clearly we have been a bit of a “best of Porsche” run lately. With Porsche celebrating 70 years in 2018 we felt it was a good time to dive deep into Porsche history and pick our favorite cars from this storied carmaker. First we finished our full Porsche model list page, then we moved onto the best non-911 Porsches before outlining our picks for the best Porsche race cars and finally there was the ultimate list of the greatest 911s.

Here we are, our final Porsche list just after 70 year celebration. In this list we list the greatest Porsche models ever. That’s right, we attempted to give you the ultimate Porsche list. We are ready for the backlash, abuse and “are they crazy” comments we are about to receive from Porsche fans all over the world.

How We Chose – Our Process

We broke down the list of all Porsche models by type (race car, production model, 911 models, special editions, supercars and so on). We went through each category to pick our favorite cars. We looked at factors like historical significance, technology, performance, mystique and outright desirability both historically and today. That helped whittle the list down to about 130 cars that we deemed good enough to be considered an awesome Porsche. Next we started to narrow down the list to seventy Porsche’s that were worthy of their place in the best of Porsche list.

Once we had our seventy cars the next phase was a heated discussion for the next month of so trying to rank them all from 70 to 1. Again, we looked at the key factors and let each person on our five person panel decide where the cars sat on the list. Lots of back and forth, arguing, fighting and hours of research later and we were able to round out number 70 to 50. Getting from 50 to our top 10 took another two weeks of back and forth. The Top 10 Porsche’s ever was another two weeks of work and the least satisfying part of this process because the reality is that any car on the Top 10 Porsche list is good enough for first place. It really depends on which factor you find most important and so much of that is personal opinion.

If you look at Porsche cars through the lens of motor racing then your list of the top ten Porsche’s will different than mine since I’m less of a motorsports fan and more into cars I can use on the road. We tried to balance race cars with production cars, special models an supercars to have as fair a list as possible when you consider it all together as Porsche’s body of work across categories.

Porsche Cars Are Special

Lots of automakers like to brag about how their “racing heritage” informs their production vehicles, but nobody does it like Porsche. Their history in motorsports is unequaled and the Porsche has had success in Formula 1, Le Mans, Daytona, Nurburgring, GT Racing, Rally and much more.

It started with lightweight versions the 356 but things really took off with the “giant killer” 550 Spyder. Dedicated race cars like the 550, 718, RS, and RSK models were the focus of Porsche’s race program through the mid-1960s. Then came 8 cylinder cars like the 907, then the 908 and onto the flat 12 engine in the 917 that is considered one of the most iconic racing cars of all time and gave Porsche their first 24 Hours of Le Mans win. Recent success in LMP1 with its Le Mans winning 919 Hybrid shows that Porsche can still mix it at the top (when it wants to).

Porsche has had success with 911 racing variants with the Porsche 911 Carrera RS and Porsche 935 coming to mind as cars that helped the 911 build its aura as a sports car icon amongst aficionados. The 911 has campaigned both by Porsche and by privateers in thousands of motorsports series with great success and even today, Porsche churns out specific racing models that enthusiastic buyers can snap up and drive in global races in addition to its formal race programs it competes in. In fact it was only this weekend that Porsche won Le Mans in the GT category.

Porsche has always made awesome cars but any “best of” Porsche list always has a bunch of 911s on it and this list is no different. It is the Porsche everybody knows. Yet picking the best 911 is harder than it seems. We found it hard to compare current 911s with older ones so this is probably the most subjective part of our list. For example, does a 991.2 911 GT3 RS deserve to be ahead of a 991.2 GT3 RS? Clearly the newer car is way faster, more focused and technically more advanced given the speed of technology innovation. But is is better? We had to make some tough calls that are bound to be controversial.

What about those awesome “not a 911” cars made by Porsche. Porsche has built some cracking non-911 cars over the years and while they are often forgotten these are some tasty machines that we would take any day. These fringe models helped grow the Porsche brand and fan base and fast forward to today, these fringe cars make up the bulk of Porsche sales. The Macan Turbo and Panamera Turbo S easily outsell the 911 and both are awesome cars with true Porsche DNA. These non 911 models deserve a spot on this list. We also went back in time to a few of our favorite supercars and some forgotten regular models that are still relevant and fun driving cars for collectors and newbies to the Porsche brand.

The takeaway is that there is a real breadth of accomplishment in the cars made by Porsche. Some are race machines that obliterated the competition. Some are hypercars that blew away the world with advanced technology that was a decade or more ahead of its time. Others are just cars that are/were awesome to drive.

We hope you enjoy our list of the greatest Porsche’s ever.

70. 911 Speedster Concept

Because we desperately want Porsche to actually make it.
Built: 2018 | Engine: Flat 6 | Power: 493hp | Top Speed: –

Porsche has rolled out the very cool 911 Speedster concept car. This car is meant to celebrate 70 years of Porsche sports cars. The design of the Speedster Concept is meant to pay homage to the very first Porsche 356 “No.1” Roadster.

Porsche gave the special car a two-tone paint job with silver and white trim and the concept was developed at the Porsche Motorsport Centre. That same place is where the 911 GT2 RS and GT3 RS were born. Porsche says that the concept gives a “glimpse” at the potential series-production version of the car.

The earliest you can hope for the new model to show up is 2019 and Porsche says that a final decision on a production version will be made in the coming months. We totally need to beg Porsche to make this thing and let us buy it for real. Pretty please.

69. Cayman GTS (981)

The essence of the brand
Built: 2015| Engine: 3.4L flat six | Power: 340hp | Top Speed: 177mph

Car & Driver called the Cayman GTS “the essence of the brand” and we totally agree. It includes all the right options bundled into a package that is not unreasonably priced and is just awesome to drive. While we specifically list the Porsche Cayman GTS, the Boxster GTS is equally awesome and deserves a spot on our list. We picked the 981 Cayman our our favorite. While the new 718 Cayman GTS is a great car, the soulless engine just isn’t special enough for us compared to the flat six in the last generation.

Why opt for a Cayman GTS versus the already awesome Cayman S. The Cayman GTS gets you a number of things standard above the Cayman S including Porsche Active Suspension Management (PASM), Sport Seats Plus, the Sport Chrono package (adds Sport Plus drivetrain setting, launch control on PDK models), the Sport exhaust system, leather and Alcantara all over the interior, the SportDesign steering wheel, dynamic bi-xenon lights, tinted taillights, and 20-inch wheels. The Cayman also gets a 15hp boost to 340hp that is noticeable on the road.

The unobtainable GT4 notwithstanding, the Cayman GTS is the perfect sports car. You get awesome mid-engine balance, a powerful and epic-sounding naturally flat-six that revs to the moon as well as suspension that is great on your daily commute and epic on weekend country backroads. Steering is light and direct in a way the competition can’t match.

It just works so well that it is impossible to fault. One of our favorite cars and worth diving into the classifieds to find versus buying a new 718 Cayman GTS.

More: Full 981 Boxster & Cayman Range

68. 911 Sport Classic (997)

Retro cool done right
Production Years: 2010 Generation: 997.2 Units built: 250
Engine: 3.8L flat-6 | Power: 408 hp | 0 – 60 mph: 4.6 s | Top Speed: 187 mph

Launched alongside the 997 Speedster (didn’t make our list but worth looking at) the Porsche 997 Sport Classic was built to celebrate 25 years of Porsche Exclusive. Complete with a double-bubble roof, genuine Fuchs alloys and a ducktail, the Sport Classic was the ultimate embodiment of Zuffenhausen’s special build skills. Some may argue that this is just a 911 Carrera S with a ducktail but to us this is more special, a nod to the good old days. The package is based on the Carrera S but uses 4S rear bodywork for that wider and lower look plus the wider rear track.

The most obvious aesthetic change is the double-dome roof and the SportDesign fascia and unique lip spoiler in front. At the rear the famous ducktail spoiler brings back Carrera RS 2.7 memories. Speaking of memories, check out the black-painted 19-inch retro-styled Fuchs wheels. Other small touches, such as black headlight-trim rings and black side-mirror brackets. It is the prettiest 911 of that generation. Mechanical bits include the Carrera S’s 3.8-liter flat-six paired only to a six-speed manual gearbox (no auto available). While it is also shared with the Carrera S (where it makes 385 horsepower), the Sport Classic is fitted with the optional engine “Powerkit” as standard equipment, the result is 408 horsepower (at 7,300 rpm) and 310 pound-feet of torque (at 4,200 rpm) with the redline set at 7,500 rpm. A sport suspension, a locking rear diff, and carbon-ceramic brakes are all standard.

More: 2010 Porsche 911 Sport Classic

67. Lohner-Porsche

Tesla S who?
Built: 1900-1905 | Engine: 4 Electric Hub Motors | Power: 10-14hp | Top Speed: 37mph

Porsche built an electric car more than 100 years before the Tesla S… and he was still only 28 years old.

The Tesla S was introduced on June 22, 2012. 112 years earlier Porsche unveiled the “Lohner-Porsche” automobile at the 1900 Toujours-Contente (Paris World Expedition). The automobile had hub mounted electric motors that were directly powered by 1800kg of lead acid batteries. Most automotive historians recognize this 1900 Lohner-Porsche as the first, full-electric automobile.

More: Lohner-Porsche Phaeton

66. Porsche 911 GT3 R Hybrid 2.0

This hybrid race car is no Prius. Porsche decided to work with the Williams F1 Team to develop hybrid tech that it could use to go racing. They essentially took the F1 kinetic energy recovery system (KERS) (but used kinetic energy stored in a flywheel rather than batteries) to create the epic GT3-R with its two electric motors assist.

The electric motors added 218 hp to the front wheels to supplement the 470 hp four-liter flat-six engine at the rear. The 911 GT3 R Hybrid was a game changer and that was clear when racing bodies at the time didn’t know how to classify the car.

Compared to its predecessor the second-generation hybrid is our pick. It was 20 percent lighter and more efficient. The GT3 R Hybrid 2.0 features a monocoque body of hot-galvanized steel with a welded roll cage. Body panels are carbon fiber and there are lightweight polycarbonate windows on all sides, including the front windshield. At each corner is a height-adjustable suspension with dual coil springs and Sachs gas-pressure fixed-position dampers. The steering rack is power-assisted, with an electro-hydraulic pressure feed.

With a curb weight of just 2,866 pounds and a total system power of 672 horsepower, the all-wheel-drive Porsche GT3 R Hybrid 2.0 will accelerate to 60 mph in about 2.5 seconds. Its top speed is gearing limited to about 175 mph but that doesn’t seem to be an issue when racing. In September 2011 it impressed everybody when it competed in an exhibition class during an American Le Mans Series (ALMS) race at Laguna Seca. Starting last it outran the entire GT class.

65. 1995 Porsche 928 GTS

Chalk this one up to nostalgia
Built: 1995 | Engine: 5.4L V8 | Power: 345bhp | Top Speed: 171 mph

The 928 GT and GTS were really expensive 928s that were known for being almost impossibly expensive to maintain and laden with lots of issues to keep you busy maintaining them. Maybe we will chalk adding them to our list as nostalgia since this was the Porsche era I grew up in and I loved it.

The 928 GTS went on sale in late 1991 as a 1992 model in Europe and in spring of 1992 as an early 1993 model in North America. Changed bodywork, larger front brakes and a new, more powerful 5.4 L, 350 PS (257 kW/345 hp) engine were the big advertised changes. While they were great cars, the near $100k price meant they sold poorly and were quickly discontinued (only 77 of them shipped to the to the US).

While the Porsche 928 never sold in the numbers originally envisioned, the 928 did develop a following over time. The 928 GT was sportier than the 928 S4. The last evolutionary stage of the 928 was the GTS and it featured flared rear wings, a red light panel at the rear, a rear wing painted in exterior color, exterior mirrors in the Cup design plus 17″ Cup rims as standard. The 5.4-liter engine of the GTS generated 350 hp.

More: Full Porsche 928 Model List

64. Porsche 356

Fun diminutive sports car that built the Porsche brand
Build: 1948 | Engine: 1.1L flat four | Top Speed: 84mph

This is the first real Porsche product car. Created by Ferry Porsche, the 356 featured a four-cylinder, air-cooled, rear engine, rear-wheel drive car with unitized pan and body construction. The Porsche 356 was a hybrid of new-and-old elements, incorporating an entirely new body design that was developed by Porsche employee Erwin Komenda while utilizing engine and suspension components that were initially sourced/developed for the Volkswagen.

By the early 1950’s, the 356 had gained some recognition amongst automotive enthusiasts both in Europe and in the United states for its aerodynamics, handling and excellent build quality. In 1951, a Porsche 356 was entered in the 24 Hours of Le Mans. The car, still equipped with the modified Volkswagen 1.1L engine, won its class, completing 210 laps during the 24-hour race. This impressive accomplishment bolstered sales, and it became common for owners of the 356 to race their cars as well as drive them on the streets.

More: Porsche 356 History & Timeline | Porsche 356 Model List

63. 1963 Porsche 901

The one that started a legend
Year: 1963 Generation: 901 Units built: 82
Engine: Flat-6 Power: 130 bhp 0 – 60 mph: 8.3s Top Speed: 130mph

In 1963 Porsche introduced their seminal 901 at the 911 at the Frankfurt Motor Show. Peugeot objected to the model designation because they had patented a three-digit type designation with a zero in the middle. The 901 was renamed 911 for the 1964 model year. We still count it as the first 911 which is why it makes our list over the 1964. Series production of the 901 began in September 1964.

At the 1963 Frankfurt show the public saw Porsches new direction. Compared to the 356 it had a longer wheelbase, a more compact suspension setup and much more power from the flat-6 engine. This is the car that started the legend. 82 units of the 901 were produced before the name change.

More: 1963 Porsche 901

62. Porsche 964 C4 Lightweight

964 minus 770 lbs
Year: 1990 Generation: 964 Units built: 22
Engine: 3.6L Air-cooled Flat-6 | Power: 300 bhp | 0 – 60 mph: 4.9 s | Top Speed: 161.59 mph

A handful of specially prepared lightweight 911s were fabricated by the Porsche factory and called the Carrera 4 RS Lightweight. Built by Porsche’s customer motorsport division, the Porsche 964 Carrera 4 Lightweight programme was Jürgen Barth’s way of keeping his department employed in the wake of Group C’s collapse. 130kg lighter than a 964 RS, the Carrera 4 Lightweight used the four-wheel drive drivetrain from the Dakar-winning 953 rally car and was originally envisaged for off-road use. The cars employed the same six-cylinder 3600cc boxer engine as the 260hp “regular” RS, but produced some 40 more horsepower due to the exclusion of catalytic converters and mufflers.

The RS Lightweight earned its name thanks to the combined use of an aluminum front lid, aluminum doors, Plexiglas side windows and a fiberglass rear engine lid. Its overall weight was pared down to 1100kg (2200 lbs) thus making for an exceptional power to weight ratio. For those keeping count that is 350kg (770 lbs) lighter than standard 964 C4. They also added a short ratio 5-speed transmission with lightweight flywheel.

The list of weight reduction features included an aluminum safety cage, two Recaro race seats with five-point safety belts, sport steering wheel coupled to a power assisted steering rack and a type 953 Paris-Dakar transmission. The doors and front hood replaced with aluminum versions and side window glass replaced with plexiglass. Carpeting and sound deadening was removed and left as bare metal.

More: 964 Model List, 1990 Porsche 964 C4 Lightweight

61. 944 S2

What the 924 should have been
Built: 1989-1992 |Engine: 3L four cylinder | Power: 208hp | Top speed: 150mph

Extra poke and more torque plus cool 944 Turbo nose made this our pick of the 944 range.

When the 944 launched for the 1983 model year, Porsche hoped it would mark a change in tides for its entry-level-priced car. The 924 that preceded it was mired in cries of “not a real Porsche” on account of its front-engine, water-cooled configuration, and tepid performance from its Audi-derived 2.0-liter inline-four. And that’s to say nothing of the 924’s meek, egg-shaped styling.

Porsche considered using a six-cylinder engine for the 944 but ruled it out quickly, believing the necessary cost and development time wouldn’t result in any significant advantage over a well-designed four-cylinder — if anything, a six-cylinder would be heavier. In the end, Porsche essentially chopped off half of the SOHC V-8 from the flagship 928 model, creating an eight-valve, 2.5-liter inline-four making 143 horsepower. Without the opposing bank of cylinders to balance out vibration, Porsche licensed belt-driven balance-shaft technology from Mitsubishi, which results in near-six-cylinder smoothness. A five-speed transaxle is hung out back, giving the car even weight distribution for excellent handling.

Porsche also toughened up the styling, adding dramatic box flares at the front and rear wheel arches, inspired by the 924 GTR race cars that ran at Le Mans. The flares were more than just eye-pleasing, as they allowed Porsche to run wider wheels and tires on later, more powerful 944 variants.

Indeed, the 944 evolved over time, dropping its dated 924-style interior halfway through 1985 for a sleeker dashboard and center console. A 944 Turbo with bigger Brembo brakes and a better-integrated front bumper came in 1986 with 217 hp. By 1987, Porsche introduced the 944 S with the same 2.5-liter, naturally aspirated engine as the standard 944, but a new 16-valve, DOHC cylinder head bumped output to 190 hp. Yet the ultimate naturally aspirated 944 is the 944 S2, which arrived for the 1989 model year. With a redesigned engine block, the S2’s engine capacity rose to 3.0 liters, making it the largest four-cylinder engine in production at the time. It retained the 16-valve cylinder head, and the car also got the Turbo’s Brembos, integrated nose, larger anti-roll bars, 16-inch wheels, and stronger five-speed gearbox. Output increased to 208 hp and 207 lb-ft of torque — almost the equivalent of early Turbo models but without the low-end lag inherent to those cars.

The 944’s charms are once again apparent. From the excellent weight distribution, which earned it handling accolades when new, to the nostalgic traits of German build quality—evident even in the soft click when you close a door—that simply aren’t found in newer Porsches, the 944 is a reminder of a special period in Porsche’s history. Add to that 2+2 practicality and a spacious rear hatch, and the 944 is a classic you can use daily.

60. Panamera Turbo S E-Hybrid

Porsche has fixed the Panamera’s styling. Not much to complain about aside from the price.
Built: 2017-present | Engine: Hybrid 4L V8 | Power: 680hp | Top speed: 188mph

I know we are going to get some hate mail for including a Porsche sedan on our best of Porsche list. Here’s the thing. A Porsche sedan used to seem like a weird concept. The first Panamera certainly drove like a Porsche but was ugly. The new Panamera looks good and drives even better than the first one. So here we have a four-door passenger car that looks great, drives great and is perfect for the family.

Our favorite in 2018 is the Turbo S E-Hybrid. The “base” Turbo comes with a twin-turbo V-8 making 550 hp and 567 lb-ft, the Panamera Turbo. An eight-speed automatic and all-wheel drive put power to the ground and it rips to 60 mph in 3.0 seconds flat. Spend a little more for the Turbo S E-Hybrid and you get electric assist which boots power to 680-hp. The E stands for executive and add almost six inches of wheelbase for extra back-seat room. This is the car to take across continents. New for 2018, the plug-in hybrid is the replacement for the last-generation Panamera Turbo S range topper.

59. Macan Turbo (with Performance Package)

Our favorite small SUV (by far)
Built: 2017-present | Engine: Turbo 3L V6 | Power: 440hp Top Speed: 158mph

The Macan S is a brilliant Porsche drivers car that can be used every day and is practical with loads of space. What isn’t there to love. This is a compact SUV that is all about performance. Five doors, five seats, decent space for the family and a 440-hp twin-turbo V-6 mated to a seven-speed transmission with all-wheel drive. The $10k performance package gets you an additional 40 horsepower and 36 lb-ft of torque over the Turbo Macan and we say it is totally worth it. It is crazy fast and we guarantee that any purist will fall in love with this diminutive Porsche daily driver.

58. Porsche 968 Clubsport (CS)

Lightweight special edition was more fun
Build: 1992-1995 | Engine: 3L four cylinder | Power: 237hp |Top Speed: 157mph

For 1993 thru 1995, Porsche offered a light-weight “Club Sport” variant of the Porsche 968 which was specifically developed for owners looking to run their cars at the racetrack. Much of the base model 968’s “luxury-oriented” equipment was stripped out of the car, or simply not offered to consumers purchasing the Clubsport edition. Less sound deadening material was installed. Electrical options (like power windows and seats) were replaced by manually operated components, although Recaro racing seats were included – due to both their lightweight design and improved side-bolsters for improved driver restraint during track driving conditions.

Mechanically, the car was specially set up for use at the race track. It featured wider wheels (17 inch instead of 16) and wider (225’s in both front and rear) tires than those found on the standard coupe. The suspension system was lowered by 20 millimeters and was revised for more optimal performance in hard corners.

The car was named “Performance Car of the Year” in 1993 by United Kingdom-based “Performance Car” magazine. A Porsche 968 Club Sport was driven in the 1993 “Sandown 6 Hours,” an Australian endurance race event. The car, driven by Peter Fitzgerald and Brett Peters, went on to win that event. The victory was especially sweet for Porsche as the event marked the Australian competition debut of the car.

57. Porsche 911 GT3 RS (996)

Production Years: 2003-2004 Generation: 996 Units built: 682
Engine: 3.6L Water Cooled Flat-6 | Power: 376 hp | 0 – 60 mph: 4.2 s | Top Speed: 190 mph

In 2003 Porsche launched the GT3 RS in order to homologate the GT3 RSR for racing. While you could drive the 996.1 and 996.2 GT3 on the road, the GT3 RS was a more uncompromising track-ready 911 that was tough as a road car.

GT3 RS horsepower remained the same as the GT3 but there was a real difference in performance from other changes. Wider tires were fitted with a revised suspension for track use, and a large rear spoiler was fitted to help increase downforce. Weight was reduced by removing interior sound deadening, air conditioning, rear seats, and adding a Perspex rear window. The diet meant the GT3 RS tipped the scales at just under 3,000 pounds (110 pounds lighter than the GT3). All GT3 RS cars were also fitted with a full roll cage. Reduced mass was advantageous to the car’s performance, since power and torque remained identical to the 996.2 GT3.

The emphasis for Porsche was on achieving the best possible power-to-weight ratio and with a figure of 4.86 kg/kW has resulted it was 4% better than GT3. The GT3 RS power is transmitted via a close-ratio six-speed gearbox. Between the engine and the gearbox the “RS” has a single-mass flywheel with a lower rotating mass than the double-mass version. Performance improved with 0–60 mph time of 4.2 seconds and top speed of 190 mph. The biggest differences came on track however, with the GT3 RS being a purer race car and perfect circuit car.

As for the 996 GT3 RS, its place in history is already secured. Rarity, status and ability have already led to soaring prices. It’s not unusual to find examples on sale for far more than a brand-new 991 GT3 RS.

More: 2004 Porsche 911 GT3 RS

56. Porsche 908

In the late sixties, Ferdinand Piëch wanted Porsche at the top of motor sports and the 908 was his answer. In facing the best that both Ferrari and Ford could produce, it sparked a new generation of Porche prototypes that led to their most successful era. For the first time, Porsche completed in all the championship races with hopes of overall victory. This new era began when the 908 Coupés supported the much smaller 907 mid way through the 1968 championship season.

The 908 was the first car built for the CSI’s prototype Group 6 class that limited engine capacity to 3 liters. In 1968 the only competition came from the JW Engineering Ford GT40s which won Le Mans and the championship. The 908 prototype was named after its eight-cylinder, flat-6 engine. Driven by some of the best drivers, the 908 had a successful career in 1968/69 that included wins at the SPA-Franchorchamps 1000km two years in a row. Under continual development, the design was modified and raced as the 908/2 and 908/3 Spyder for tighter tracks.

Porsche achieved its first overall victory at the 24 Hours of Daytona with the Type 908 LH. The grand successes of the previous year at the 1,000-kilometre race on the Nürburgring and the Targa Florio are repeated. The 911T wins the Monte Carlo Rally.

At the end of 1967, when the displacement limit for prototypes in the Constructor’s World Championship was reduced to 3 litres of displacement (homologated Sports Cars were allowed 5 litres), the 908, with its new 350-hp eight-cylinder engine, could be raced in the long or short-tail version depending on track and competition.

More: Porsche 908

55. 550 Spyder

The original giant killer
Built: 1953-1956 | Engine: 1.5L flat four | Power: 110hp | Top Speed: 140mph

The ‘type 550’ Porsche rewrote motoring history and soon became known simply as the ‘Giant Killer’. It was Porsche’s first purpose-built racer and is known most famously as the car that James Dean was driving when he was killed. The iconic car was based on the 356, but was designed with racing in mind. It used a highly-tuned, four-cam version of its venerable air-cooled flat-four. The 550 had a revolutionary (at the time) rear mid-engine setup that radically improved agility and balance. The 550’s flat-four sat in front of the rear axle and transmission instead of behind them. This improved balance and agility tremendously but killed the back seat, much to the chagrin of exactly zero people. Very few 550 Spyders were produced with a large number of the cars being used for racing. Today, original 550 Spyders change hands for well over 5 to 10 million dollars even in the most ‘original’ condition before restoration.

54. Porsche 959 Rally

As part of an extensive road testing programe, the 959 was taken to the desert. The motorsport department at Weissach built a version specifically designed for the Paris-Dakar rally in 1985. Porsche entered three 959s in the race. Power was transmitted to all four wheels via a 6-speed transmission and a pioneering, electro-hydraulically controlled centre differential. The 959 featured a 330-litre fuel tank. Like the 911 which won Paris-Dakar in 1984, a synthetic body made the vehicle considerably lighter; the 959 weighs 1,260 kg. First place in Dakar went to René Metge followed by Jacky Ickx – A double victory for Porsche. Kussmaul brought his 959 to the finish in West Africa in sixth position. On the journey through the Sahara, the Porsche vehicles reached speeds of up to 242 km/h.

53. 1989 Porsche 911 Speedster

The iconic softtop still cool today
Year: 1989 Units built: 2,104 (171 narrow body, 1933 Turbo-look)
Engine: Air-cooled Flat-6 | Power: 231.1 bhp | 0 – 60 mph: 6.0 s | Top Speed: 152.2 mph

The 911 Speedster was introduced alongside the new 964 Porsche Carrera 4 at the 1988 Frankfurt Show.

It was immediately popular amongst Porsche buyers. Unlike the 964 prototype this Porsche 911 Speedster catered to comfort. It was basically a low-roof version of the Cabriolet and was produced in limited numbers (2,104) as both a narrow body car and a Turbo-look. The Speedster started as a design under Helmuth Bott in 1983 but was not manufactured until six years later.

This was the last vehicle with the old 911 body and that’s why it makes our list of greatest 911s. The Speedster stole some body bits from the 930 Turbo as well as the Turbo’s beefier chassis and heavy-duty four-piston cross-drilled disc brakes. The Speedster is best known for its double-hump cover design .

Undeniably, the Speedster had “collectible” written all over it, and all 2,100 were quickly snapped up by would-be profiteers.

More: 1989 Porsche 911 Speedster, 964 Model List, Speedster Porsches

52. Porsche 911 Turbo Flachbau (930)

Absurdly expensive but oh so ’80s cool
Year: 1981-1987 Generation: 930 Units built: 948
Engine: Single turbo flat-six | Power: 260 to 330 hp | 0 – 60 mph: 4.7 s | Top Speed: 171 mph

Demand for the 930 Turbo soared at the turn of the 1980s, which is why Porsche decided to introduce option M505 which was known as the Flachbau or “flat nose” or “slant nose”. The model was offered as part of the special order program beginning in 1981 and Flachbau unit was handcrafted by remodeling the front fenders (option code M505). In 1986 (1987 model year) Porsche finally offered the slantnose straight from the factory. The official designation in the UK was Turbo SE.

The regular 930 Turbo was costly enough, but the stylistically different Flachbau commanded a big premium over it because the ‘80s were all about having the most expensive whatever. Besides the flat front, the car also came with a different engine than the older Porsche models, namely a 3.3-liter which produced 330 horsepower. With a rear-wheel drive and a top speed of 171 mph, the Porsche 911 Turbo “Flachbau” was the fastest mass production car at the time of its launch.

More: 1987 Porsche 911 Turbo ‘Flachbau’

51. 1966 Porsche 911 Targa

Created when everybody thought convertibles would be outlawed. Thank goodness.
Built: 1966 | Engine: 2.2L flat six | Power: 140hp | Top Speed: 134mph

We have the US government to thank for the creation of the sexiest Porsche around.

The Targa had a stainless steel-clad roll bar, as automakers believed that proposed rollover safety requirements by the US National Highway Traffic Safety Administration (NHTSA) would make it difficult for fully open convertibles to meet regulations for sale in the US, an important market for the 911.

The road going Targa was equipped with a removable roof panel and a removable plastic rear window (although a fixed glass version was offered from 1968). It has been through a number of iterations since then and the latest GTS version also made our list, but it is hard to ignore the original.

50. 911 Turbo (997)

Supercar performance everyday. Great value today
Built: 2008-2011 | Engine: 3.6L Turbo flat six | Power: 470hp | Top Speed: 193mph

Stinking fast performance from a car you could comfortably enjoy every day. Easy to drive, easy to break the law. Still looks great all these years later (unlke the 996 Turbo which looks shit).

The Porsche 997 Turbo a 3.6-liter, twin turbocharged flat six-cylinder that produced 470 horsepower and 460 lb-ft of torque (that is more than the current turbo motors the Carrera S puts out). This catapulted the car from still to 60mph in 3.7 seconds and up to a top speed of 193 miles per hour. A six speed manual transmission was available but the automatic was the pick for this GT. The car featured active body control, stability management, and had an optional Sport Chrono pack, which included a Sport mode and an overboost function, which gave you 20 percent more maximum turbo pressure from the specially designed twin Borg Warner VTG variable vane turbos.

The 997 Turbo still looks great today and most people won’t know that it is a 10 year old car. Prices are reasonable too (in case you’re looking for a super fast, modern 911 that won’t break the bank).

49. 1974 Porsche 911 Carrera RS 3.0

Year: 1974 Generation: Carrera RS Units built: 109 RS 3.0s, 54 RS trim
Engine: Flat-6 | Power: 230 bhp | 0 – 60 mph: 5.2s | Top Speed: 155 mph

During a successful 1973, Porsche took the opportunity to develop an evolution of the RS 2.7 (having now met stricter requirements of building 1000 road cars per year in line with Group 3 rules). A quirk in the Group 3 rules allowed previously homologated cars (like the RS 2.7), to be homologated with just 100 examples built. So in 1974, Porsche launched the Carrera RS 3.0. It was almost twice as expensive as the 2.7 RS but was much more of a track machine. The chassis was similar to the ’73 Carrera RSR and the brake system was from the Porsche 917. It was a continuation of the race cars for the road trend that all of us Porsche fans love so much.

The 3.0 made 230hp with what was basically as detuned 3.0-liter RSR engine with an aluminum (rather than magnesium) crankcase and street exhaust fitted in place of the open racing unit. Cylinder heads were single-plug rather than the racing twin-plug type, and the compression ratio was given a significant bump over the outgoing 2.7’s 8.5:1 ratio, though it still runs on the equivalent of 93 octane U.S. pump gas.

With its systematic lightweight construction the RS 3.0 only weighed in at 900 kg. This low weight was achieved by using thin-gauge sheet parts and by basically removing parts and equipment from all over the place. Brakes were upgraded to larger four-piston units and the suspension was revised with RSR rear pick-up points allowing for more camber adjustment. There was a five-speed gearbox and limited-slip differential, and the fenders were widened even further to accommodate 8.0-inch wheels up front and 9.0-inches in the rear. The RS 3.0 also had the taller, larger bumpers introduced in all 1974 911s and the new rear “tray”-style spoiler.

Before you ask we love both the RS 2.7 and RS 3.0 the same. The 2.7 is the ultimate dual-purpose 911 from the era. Somebody once nailed it when they said: “The RS 2.7 is 80 percent 911 S. The RS 3.0 is 80 percent RSR.”

More: 1974 Porsche 911 Carrera RS 3.0

48. Cayenne Turbo

The reason we have GT3s
Built: 2002-2010 | Engine: 4.5L V8 | Power: 444hp | Top speed: 165mph

We have the original cash-cow Cayenne to thank for all the cool “sports” cars Porsche makes today. It was also fun to drive (kind of).

Introduced at the same time as the Cayenne and Cayenne S models, the first-generation Cayenne Turbo featured a turbocharged version of the V8 engine introduced with the Cayenne S. So equipped, the Cayenne Turbo produced approximately 445 horsepower (331 kW) and accelerated from 0-60 miles per hour in just 5.3 seconds! A Turbo S version of the Cayenne was built in 2006 to compete with the Mercedes-Benz ML 63AMG. The Cayenne Turbo S featured a twin-turbocharged 4.5-L V8 engine that produced 513 horsepower and 530 lb-ft of torque. Acceleration in the Cayenne Turbo S was truly impressive – even by the standards of many sports cars – with a 0-60 mph time of just 5.0 seconds and a top speed of 171 mph!

In 2008, an updated Turbo model was introduced which featured a larger 4.8L engine. The vehicle was first introduced at the Beijing Auto Show. The larger, more powerful engine helped shave another tenth of a second off the Turbo models already impressive 0-60 times. In addition to the updated Turbo model, a new Turbo S was also introduced. The second-generation Turbo S engine now produced 550 horsepower and was capable of a 0-60 time of just 4.7 seconds.

On February 4, 2008, the 200,000th Porsche Cayenne rolled off the assembly line in Leipzig, Germany. The model was a Cayenne GTS, which had been unveiled that same month at the Chicago Auto Show and had been scheduled for a spring launch.

47. 911 Carrera S (991.2)

Turns our forced induction isn’t that bad
Built: 2016-present | Engine: Turbo 3L flat six | Power: 416hp | Top speed: 191mph

Sure it doesn’t sound like the old naturally aspirated flat six, but downsizing hasn’t been all bad. More power, more torque and more performance makes the latest car a better all rounder.

Porsche’s most popular 911 gets more power and stock gear than regular Carrera, including 20-inch rims and an LSD (or e-LSD on PDK cars). The Carrera S is the sweet spot in the 911 range. More than enough performance for almost any real-world use case, a great chassis and superb steering feel, all in a package still civilized enough for the daily commute.

The Carrera S has two-millimeter-larger turbo impeller and tweaks to the engine-management software versus the base Carrera and that adds up to 50 more horsepower and sub three-second0-60 time (Porsche always sandbags 0-60 times). Power delivery is very similar to the Carrera but the performance in the Carrera S feels stronger than the numbers suggest. Revs rise quicker and with more urgency in the Carrera S and it will pin you in your seat on hard runs (that’s not the case with the base model). Options we would tick are the awesome sport exhaust which lets you be a little obnoxious and looks cool with center exhaust, Sport Chromo package and rear-wheel steering. Not only does the rear steer enable the Carrera S to turn in more quickly, but you’re also physically moving the steering wheel less – in practice it means that left and right transitions are much faster. Overall this is a sweeter ride and has more performance than the base Carrera and is worth the premium.

More: Best 911 to buy

46. Porsche Boxster Spyder (987)

Our favorite Boxster
Built: 2011 | Engine: 3.4L flat six | Power: 320-hp Top speed: —

The second-generation Boxster was already a fantastic driver’s car in both base and S forms. There is just something about the stripped-out Boxster Spyder we love more than the standard models. We also feel the 987 model Spyder is better than the 2015 981 model. Porsche took a practical everyday sports cars and turned it into a simple indulgence. Steering is as good as it gets, with every seam of the road and every link to lateral cornering g delivered faithfully to your fingertips. The engine shoves you into the seat with gobs of torque and spins with a gorgeous howl. The six-speed manual is perfect. The Spyder also gets the classic Spyder deck lid and the windshield rake is slightly more severe, and the front lip spoiler grows in size a bit.

The Spyder also benefits from the same direct-injection, 3.4-liter flat-six found in the Cayman S of that year. Doesn’t seem fast compared to today’s sports cars, but behind the wheel it still feels plenty rapid. On a special road this is a special car and that’s why it made the list. It is a mid-engined roadster that represents the true, purest form of the Porsche ethos: Sports cars that are light, powerful, precise, efficient and fun to drive. This open air, low-slung, light soft top sports car is still one of our favorites.

More: 2010 Boxster Spyder Specs

45. Porsche 911 Carrera GTS (Type 997.2)

Run out special ahead of 997 made quite the impression on us
Production Years: 2011 -2012 Generation: 997.2 Units built: unknown
Engine: 3.8L flat-6 | Power: 408 hp | 0 – 60 mph: 4.2 s | Top Speed: 190 mph

2011 is the year Porsche did the best thing ever for us 911 lovers. As the 997 911 was coming to the end of its life people were skeptical that the announcement of the Carrera GTS was a mere marketing ploy to squeeze some sales out of the end of lifer. Instead we found that Porsche created the “perfect” 911, the right balance of daily driving, sporting ability and track day capability in a familiar package.

The GTS is a rear-drive 911 Carrera S (comes as a cabrio and AWD too) with the wider rear track from the Carrera 4, cool design touches like center-lock RS Spyder wheels, black logos and trim, Alcantara interior, bodykit changes and some extra helping of horsepower.

The 2011 Carrera GTS also has a back seat big enough to seat two people, a rarity in a segment where rear seats are often so small they’re mostly just for show.

GTS version of the naturally aspirated 3.8-liter flat-six propelling the Carrera S isn’t vast: 408 horsepower versus 385, plus a 200-rpm drop in peak torque availability, imparting a slightly more agreeable curve to the torque band. On the surface it doesn’t look like much has changed, but we found the GTS was transformed and that extra punch and dynamic ability made it more fun the regular Carrera S.

44. Porsche 911 GT3 (996.2)

It’s a GT3. What else needs saying
Year: 2003-2005 Generation: 996 Units built: 2,313
Engine: 3.6L Water Cooled Flat-6 | Power: 376 hp | 0 – 60 mph: 4.7 s | Top Speed: 187.7 mph

In 2004, when Porsche updated the car to 996.2 specs, the GT3 inherited the 996 facelift’s new headlamps, but also received a more pronounced front splitter, a slightly reshaped front bumper, and an even bigger rear wing. The new headlamps were introduced following complaints from Porsche fans who were unhappy that the original units were identical to the Boxster’s. The restyled cars not only looked fresher, but they finally had their own appearance worthy of a genuine 911. This is our pick of the 996 series Porsche 911s.

Initially, the 996 GT3 came with 355 horsepower on tap. The 2004 update increased output to 376 horses and 284 pound-feet of torque, 80-percent of which was available from 2,000 rpm. This new figure made it 60 horses more powerful than the base 911 and 100 horses less powerful than the range-topping GT2.

On the inside, Porsche focused on weight reduction and getting the GT3 as close as possible to its race-spec sibling. But even though the cabin was stripped off many of the 911’s usual creature comforts, Stuttgart made sure the GT3 would still provide comfort on long distances. The most significant changes included a pair of new bucket seats for the driver and passenger, both wrapped in soft leather. The new seats alone shaved about 44 pounds off the car’s curb weight. Additionally, the rear seats were removed entirely, reducing the weight of the car by another 18 pounds. Further changes were noticeable in the center console and center stack areas, with some of the standard car’s equipment missing.

More: 2003 Porsche 911 GT3

43. Porsche 944 Turbo S

The Turbo S combined the 968 block and the 944 Turbo to creates one of our favorite cars of the era.
Built: 1993 | Engine: Turbo 3L four cylinder | Power: 305hp | Top Speed: 175mph

Looks like a regular 944 you say. Not sure it is all that special you say. Well we say this is one sleeper Porsche and one of our favorites ever. Outside this may look like a normal 944, but dive into the details and this thing is awesome. In 1988 when the Turbo S was introduced it looked virtually identical to the standard 944 Turbo, but had a bunch of enhancements to make it worthy of the “S” designation. The 944 Turbo S had a more powerful engine (designation number M44/52) with 250 hp (186 kW) and 258 lb⋅ft (350 N⋅m) torque (standard 944 Turbo 220 hp (164 kW) and 243 lb⋅ft (329 N⋅m)). This higher output was achieved by using a larger K26-8 turbine housing and revised engine mapping which allowed maintaining maximum boost until 5800 rpm.

The 944 Turbo S’s suspension had the “M030” option consisting of Koni adjustable shocks front and rear, with ride height adjusting threaded collars on the front struts, progressive rate springs, larger hollow rear anti-roll/torsion bars, harder durometer suspension bushings, larger 26.8 mm (1.055 in) hollow anti-roll/torsion bars at the front, and chassis stiffening brackets in the front frame rails. The air conditioning dryer lines are routed so as to clear the front frame brace on the driver’s side. The 944 Turbo S was the fastest production four cylinder car of its time.

More: 1988 Porsche 944 Turbo S

42. Porsche 924 Carrera GT

Add wider wheel arches, turn up the boost and you get the Carrera GT.
Built: 1979-1981 | Engine: Turbo 2L four cylinder | Power: 207hp | Top Speed: 150mph

The 924 Carrera GT was developed specifically for track use, featured an intercooler, had a higher engine-compression ratio of 8.5:1, a much larger rear spoiler and a flush mounted windscreen, along with a number of other minor improvements. The Carrera GT was really an evolution of the 924 Turbo model, but it was the 924 that Porsche had envisioned – namely one that was capable of competing on the world racing stage.

In order to comply with sanctioned homologation regulations, the 924 Carrera GT (and later, the Carrera GTS) were offered as production vehicles, and were equipped as road cars as well. The GT version, when introduced, produced 210 horsepower and the GTS was rated at 245 hp. Both variants of the car included factory-installed roll cages and race seats. The 924 Carrera GT variations were known by model numbers 937 (left hand drive) and 938 (right hand drive.)

More: Porsche 924 Carrera GT Specs | Full Porsche 924 Model List

41. Porsche Mission E

Porsche’s electric future looks bright
Build: expected 2019 | Engine: twin e-motors | Power: 660hp (exp) | Top speed: 155mph (exp)

This isn’t just Porsche taking the fight to Tesla, it is about Porsche’s take on the future of electric cars. We eagerly wait to see how things turn out. Porsche introduced their first all-electrically powered four-seat sports car. The concept car combines the unmistakable emotional design of a Porsche with excellent performance and the forward-thinking practicality of the first 800-volt drive system.

Key specification data of this fascinating sports car: four doors and four single seats, over 600 hp (440 kW) system power and over 500 km driving range. All-wheel drive and all-wheel steering, zero to 100 km/h acceleration in under 3.5 seconds and a charging time of around 15 minutes to reach an 80 per cent charge of electrical energy. Instruments are intuitively operated by eye-tracking and gesture control, some even via holograms – highly oriented toward the driver by automatically adjusting the displays to the driver’s position.

Will this usher in a new age in sports car awesomeness? Can’t wait to find out.

40. 1989 Porsche 911 3.2 Carrera CS

Engine had hollow valves and higher rev limit. Had 70kgs in weight savings. Cool graphics. Instant fame.
Year: 1987-1989 Generation: 3.2 Carrera (1984–1989) Units built: 340
Engine: 3.2 L flat-six | Power: 228 hp | 0 – 60 mph: 5.9 s | Top Speed: 154 mph

In 1983 the SC 911 went away and was replaced by the 911 3.2 Carrera. This was the final “classic” 911 before the Type Porsche 964 was introduced in late 1989. A comeback of the Carrera nameplate was combined with a new, bigger and more advanced engine. A 3.2-liter horizontally opposed flat 6 with between 207 bhp (in the U.S) and 231 bhp (other markets). Three basic models were available – coupé, targa and cabriolet. There were a few special edition cars made too, including the “commemorative edition”, “anniversary edition” and “911 Speedster”. The 1987-1989 Carrera Club Sport, of which 340 were produced, is a collectible 911 that had a blueprinted engine with a higher rev limit, and had 50 kg (110 lb) in weight removed.

We love all 3.2s to be honest but we had to pick a favorite. There are a lot 3.2s on the market so it’s a great classic car to buy for those looking to get into Porsche 911 without breaking the bank. Cars built between 1984 and 1989 feature an improved 3.2-liter flat-six engine and modern electronic fuel injection, while 1987-89 editions come with upgraded G50 gearboxes as well. The late Eighties never got their own official 911 RS so the rate 3.2 Carrera Clubsport was some comfort for Porsche fans with its 2.7 RS-inspired aesthetics and lighter weight.

The 911 CS was more extreme yet affordable at the time. Porsche put the 3.2 Carrera on a weight watchers program with things like air-conditioning, rear seats, electric windows and central locking all removed. All up they were able to remove about 50 kg (110 pounds) of weight, getting the car’s kerb weight to 1260 kg. Revised engine management gave a higher rev limit of 6,840rpm, but Porsche never claimed there was any increase in power. Suspension was uprated and a limited-slip differential was standard.

In a shock to anybody who has tried to by a special edition Porsche, the 911 CS was actually a few grand cheaper than the regular car.

More: 3.2 Carrera (1984 – 1989) Models

39. Porsche 935/77

Ultimate expression of the 911 race car
Built: 1977-1979 | Engine: Turbo 2.9L Flat Six | Power: 560 bhp | Top Speed: 183 mph

From 1977 into the 1980s, Porsche 935s were the popular choice in Group 5, GTP, and GTX racing both in Europe and North America. Later versions were made by Kremer, Joest, Gaaco and Fabcar left little room for any challenge to Porsche dominance. The culmination of these efforts resulted in a first overall at the 1979 24 Hours of Le Mans. Due to the more relaxed Group 5 regulations, engineer Norbert Singer could drastically alter the outer-bodywork of the standard 930 unitary steel monocoque. This allowed for much larger fender flares and a huge rear wing.

Using the 1.4 equivalency factor given to turbocharged engines, Porsche could assemble a 2.9-liter engine that fit well within the 4-liter restriction. To offset the smaller displacement, a huge KKK turbocharger was fitted which helped the 2808cc flat-6 produce close to 600 bhp. The engine used dual-ignition, a 908-style fuel pump, plunger-type fuel injection and spraybar lubrication. Consumption was rated at 4.38 mpg. Some private teams opted for the larger 2994cc engine which raised power to 630 bhp but they were forced to carry 122 extra lbs of ballast.

Porsche offered the car again in 1978 (see below) with the twin-turbocharged specification and running boards as on the factory team cars.

More: Porsche 935

38. Porsche 911 Carrera GTS (991.2)

Our pick if you want a modern everyday 911
Production Years: 2017- Generation: 991.2 Units built: –
Engine: 3L turbo flat 6 | Power: 450 bhp | 0 – 60 mph: 3.5 s | Top Speed: 193 mph

You guys already know we love the GTS from our best 911s you can buy today post. This is the best-value, all-around street-oriented 911 and in our review probably the best all-around 911 you can buy new today. Balanced, bracing, and the best driving experience under $150,000. The manual GTS is a perfect synthesis of power and grip: to drive and live with every day.

The Carrera GTS sits nicely between the Carrera S and the GT3. The GTS gets a larger turbocharger and a little more boost than the Carrera S, giving it 30 more horsepower and an extra 37 lb-ft of torque. That means 450 hp at 6,500 rpm and 405 lb-ft of torque between 2,150 rpm and 5,000 rpm. You can really feel and hear the differences behind the wheel, the twin-turbo flat-six is so quick to respond and there is so much power across the rev range. 0 to 60 mph takes 3.9 seconds with the manual gearbox and just 3.5 seconds with the PDK. We say that’s conservative and expect the GTS is actually four tenths faster.

In terms of personality, the GTS is more Carrera S than GT3. It is a great daily driver, with good visibility, a relatively upright seating position, supportive buckets good for long-distance travel, and an easy-to-use cockpit with its controls arranged logically. This is one of the best cars we have ever driven and is nearly perfect.

37. Porsche 935/78 ‘Moby Dick’

845 bhp plus take a look at it. Wow.
Built: 1978 | Engine: Turbo Flat Six | Power: 845 bhp | Top Speed: 227 mph

Due to its wide long-tail body, the Porsche 935/78 was also known as Moby Dick. It was the most powerful 911 ever. The 935/78 was the ultimate expression of the 911 factory race car. Raced under the Group 5 silhouette series, great liberties were taken with the design. The 935/78 was built under Porsche’s Chief Racing by Norbert Singer for high speeds at Le Mans.

The engine had to use production car internals, but the cylinder-heads were open for modification. For the first time in the history of the 911 the engine came with water-cooled cylinder heads featuring four valves per cylinder. Maximum output of the turbocharged 3.2-litre six-cylinder with four overhead camshafts was 845 bhp at 1.7 bar of boost. At the standard 1.5 bar, 750 bhp was possible.

At Le Mans, only a single car was entered for the 24-hour race. It set the fastest lap among several specially-built prototypes. Rolf Stommelen and Manfred Schurti did the best they could despite engine troubles and brought the car home to eight overall. Porsche used the car only twice more before retiring it as a permanent fixture in their Museum. In later years Reinhold Joest and Kremer each made their own versions of the Moby using the factory blueprints.

More: Porsche 935/78 ‘Moby Dick’

36. Porsche 911 GT2 (996)

Unrestrained awesomeness
Built: 2001-2004 | Engine: Turbo 3.6L flat six | Power: 476hp | Top speed: 198mph

Take away the Turbos front drive shafts, add bigger turbos, remove drivers aids. Yep, it is bloody scary fun. The term ‘Widowmaker’ is not the most auspicious of monikers – or one that conjures up especially pleasant images – when it’s applied to a range-topper that cost north of £110,000 on its launch in 2001.

A number of factors contributed to the reputation of the GT2, not least of which was a mighty power output, lack of electronic driver aids and a peaky power delivery. It divided opinion too, some commentators reckoning it was one of Porsche’s finest driver’s cars, while others felt it was a model that should have remained on the drawing board, but we’re not here to judge.

Instead, let’s look at the facts behind the myth, and that starts with the twin-turbocharged flat-six engine.

The 3.6-litre motor was lifted from the 996 Turbo – itself no slouch – but with some key changes, chief among them larger turbochargers, with the KKK17 items swapped for bigger KKK24 blowers and boost pressure increased to 13.5psi.

On a 9.4:1 compression, that meant a power output of 462bhp and a top speed close to 200mph. Fuelling and ignition was controlled by a Bosch Motronic 7.8 system incorporating cylinder knock control, and there were twin catalytic converters.

2004 saw a round of revisions that included tweaks to the turbos and Motronic mapping among other changes, boosting power to a heady 483bhp and the price to a wallet-wilting £126,000.

35. Targa GTS (991.2)

The ultimate poser and serious sports car combined
Built: 2017 – present | Engine: Twin-turbo flat six | Power: 420hp | Top Speed: 188mph

If I had the money Targa GTS is on my shortlist. I know the Targa GTS is heavier and less focused than the rear drive GTS but man this thing looks awesome and the performance is more than I would ever need. We have already talked about the GTS models offering all the right goodies as standard. 450 horsepower and 405 pound-feet of torque is appreciated in the heavier Targa and it feels significantly faster and pulls harder than the Targa 4S.

There’s something really iconic about the look of the 911 Targa models, with the wraparound rear glass, off-color pillar, and soft top that stows just behind the passenger compartment. As far as topless 911s go, the Targa not only looks better than the Cabriolet, but that big area behind the rear seats means it’s super functional – combined with the small front trunk, you get 10.1 cubic feet of cargo space. There isn’t any serious wind turbulence with the roof removed when driving at higher speeds, and the weight penalty (about 300 pounds versus a Carrera 4 GTS Coupe) is barely noticeable. It will get to 62mph in 4.1 seconds on its way to a 191mph top speed. Acceleration-wise, that’s three tenths faster than a Targa 4S.

The main issue with the Targa GTS is that it is pretty expensive even in Porsche world. A 911 GTS Coupe is nearly $20,000 cheaper and that drives better and can be tracked. That’s hard to justify unless you absolutely must have the best looking 911. Options wise you don’t even get the PASM Sport suspension (can’t be fitted to the Targa.

It’s a 450-hp Targa! The ultimate poser and serious sports car as a daily driver and our choice if you aren’t doing track days and don’t mind spend $20k more than a Carrera GTS to look good.

34. Porsche 911 RSR 2.14 Turbo

Little engine. Big heart. First Turbo Racing 911.
Built: 1974 | Engine: Turbo 2.1L flat six | Power: 500hp | Top speed: 190mph

Huge vents, crazy aggressive body kit, 500hp Turbo engine, fiberglass panels and only 1,600lbs in weight meant this beast was a force to be reckoned with. The RSR was a milestone moment for Porsche. It was the first turbocharged racing 911, one that took part in the FIA’s Group 5 category for the 1974 World Championship for Makes and came 2nd overall at the 24 Hours of Le Mans.

While Porsche had success early on with small and powerful engines, is was really the RSR that showed just how successful a small-capacity turbocharged engine could be in a standard race car. Porsche wanted to prove the abilities of a turbocharged 911 in competition so they created the Porsche 911 Carrera RSR Turbo 2.1. Thanks to the FIAs requirements for a smaller than 3 liter engine for Group 5 cars, Porsche decided on a 2.14 liter flat-six and then added to monster KKK turbochargers to it. The result was 500 hp at 7,600 rpm and 405 lb-ft of torque at 5,400 rpm (in 1974).

Porsche extensively tested the car at the Le Mans trails and found it was 11 seconds faster than a 3.0 RSR. Four cars were made for the 1974 season and they debuted at the Monza 1000km. Only four RSR Turbos were ever built (“R5,” “R9,” “R12,” and “R13″) and they all wore the now famous Martini livery. Despite the tough company, the Martini & Rossi-livered cars managed second place finishes at the Watkins Glen 6 Hours and the 24 Hours of Le Mans.

More: Porsche RSR Models, 1974 Porsche 911 Carrera Turbo 2.14

33. Porsche 936 Spyder

Won Le Mans in 1977, 1978 and 1981
Built: 1976-1982 | Engine: Turbo 2.1L flat six | Power: 540hp | Top speed: 220mph

The 936 was developed to help Porsche compete in Group 6 racing and this 908/917 successor didn’t disappoint with outright wins in ’77, ’78 and ’81. The 936 was built for the World Sportscar Championship (Group 6) and was to start alongside the 935 production race car.

Technically, the development of the open Spyder car took its orientation from the proven 908/03 and 917/10 designs. The result was an aluminum tubular frame covered by an aerodynamic plastic body. The car was powered by the 2.1-liter flat-six bi-turbo engine from the 911 Turbo RSR with an output of 540 hp. A typical feature was the large air intake above the cockpit and the high tail fins.

The first race-worthy Porsche 936, called the ‘black widow’ had clinched after 4 of the 7 races in total and the Sports Car World Championship had been won. Participation in the Le Mans 24 Hours was rewarded in June 1976 with a convincing overall victory to Jacky Ickx and Gijs van Lennep. In 1977, Porsche returned to Le Mans with the 936/77. Its body was smaller, lower, shorter and further refined aerodynamically. The engine now featured two turbochargers and delivered 20 more horsepower. At one of the most dramatic races in history, Jacky Ickx, Jürgen Barth and Hurley Haywood slayed the armada of four Renault works cars and two factory-supported “Mirage” with Renault motors. In the year 1981, the 936 celebrated a sensational comeback with another overall Le Mans victory.

More: Porsche 936

32. 1996-1998 Porsche 911 (993)

Our favorite 911 series and last aircooled 911
Year: 1994-1998 Generation: 993 Units built: 68,029 (all 993s)
Engine: 3.6/3.8L Flat-6 | Power: 268-444hp | 0–60mph: 3.7-5.2s | Top Speed: 165-187mph

Beautiful design, air cooled flat six, modern systems and near perfect driving fun. This is our favorite 911 series. The Porsche 911/Type 993 was sold between January 1994 and early 1998 (with US based models going on sale from 1995-1998. The Type 993 was developed byPorsche as the replacement to the Porsche 964 model (which had been introduced in 1990 as a successor to the earlier 911 platform). We’re being picky here by specifying our love for the 1996-1998 models specifically.

Considered by many Porsche enthusiasts as the “ultimate 911”, the type 993 represented a unique blend of power and simple elegance. The car had a more streamlined look and was “lower slung” than earlier versions of the 911. The styling was perfect and it is still the best looking 911 series.

More importantly the 993 saw big improvements in chassis engineering and performance that was a big step up. Rear suspension geometry was a massive improvement over previous technology, specifically developed to produce improved handling characteristics during inclement weather while retaining the stability and this transformed the 911 driving experience.

More: 993 Model Range

31. Porsche 904

A jack of all trades racer
Built: 1964-1965 | Engine: flat 4, 6, 8 versions | Power: from 155hp | Top speed: From 157mph

The 904 was a racing car built to satisfy the FIA’s definition of a GT car and started a trend which would motivate Porsche to manufacture sports prototype cars. Originally, the chassis of the 904 was designed to accept a number of engines and specifically the flat-6 from the upcoming 901 or 911 as we know it. It was the familiar mid-engine layout with the type 587/2 engine. They increased horsepower from 155 to 180 at 7200 rpm. Optionally, Porsche offered the type 771 eight-cylinder engine with the 904.

Since as many as one hundred and twenty 904s were sold to varying customers, the car competed in numerous hillclimbs, endurance races, sprints and rallies. As highlight to start of the 904’s race career it took outright victory at 1963 Targa Florio. During the 1964 season, Porsche was unchallenged in their class, winning the two liter manufacturer’s championship. For the 1965 season Porsche modified the 904 and again Porsche took the class wins at the majority of the 1965 events.

More: Porsche 904

30. 1984 Porsche 911 SC RS

Only 20 examples were built of the SC/RS (for group b purposes).
Built: 1983-1984 | Engine: 3L flat six | Power: 290hp | Top speed: 155mph

In Autumn 1983, Porsche presents the 911 SC/RS for motor racing. The engine of the small series originates from the 911 SC. Improved performance is achieved by the mechanical ball fuel injection, increased compression, the cylinder heads from the 935 and forged pistons. The 911 Turbo supplies the body, chassis and suspension, wheels and braking system. Racing seats are fitted in place of the standard seats.

The Porsche Motorsports built 20 examples of the SC/RS to satisfy the FIA’s Group B competition homologation rules. The SC/RS borrowed freely from the 911 RS/RSR lightweight construction methods from a decade earlier. Typical deletion of standard street parts and the addition of factory lightweight items helped produce an 911 with a curb weight of 2160 Ibs. That is approximately 1,000 pounds lighter than the 911SC street car at a price of $72,000 in 1984. Due to the extreme lightweight nature of the SC/RS, the 290 hp engine propelled the 911 to a record 0-60 time of 4.0 seconds, as tested in 1984 by Automotor magazine in Germany.

More: 911 SC RS

29. Porsche 911 3.0 RSR

Built from the ground up for serious racing use
Year: 1974 Generation: Carrera RS
Engine: Flat-6 | Power: 280 bhp | 0 – 60 mph: 5.6s | Top Speed: 178 mph

Introduced in 1973, the RSR was a factory-built racing car based on the 911 chassis. Built from the ground up for serious racing use the factory made significant changes to the car including a new 3.0 liter engine, wider wheels with center lock hubs and improved aerodynamics. The result was a car that would dominate the GT category and challenge for overall wins around the world.

With a kerb weight of 900 kilograms (1,984lbs) the Carrera RSR was lightning fast, with its predictable handling and almost bullet-proof reliability it’s undeniable that it forced other GT racing marques to up their game significantly in order to stay competitive.

The RSR dominated international GT racing in 1974 and 1975, it blew the competition out of the water in the Trans Am, IMSA, and the FIA World Championship racing series – cementing its place in Porsche history as one of the most important factory race cars ever built by the Stuttgart-based marque.

More: 1974 Porsche 911 RSR

28. 911 Turbo S (997)

Huge power and daily drivability. The 997 Turbo was perfect weapon for execs.
Production Years: 2010-2013 Generation: 997.2 Units built: unknown
Engine: 3.8L twin turbo flat-6 | Power: 530 hp | 0 – 60 mph: 2.9 s | Top Speed: 195 mph

The 997 Turbo S is on our list because even today it is a super fast, comfortable and luxurious car that still looks modern and can still destroy most new cars in the performance stakes. It had aged the best out of all the 911s from that same era and can be bought a relatively bargain price these days in the used car market. While more recent Turbo and Turbo S models are clearly faster, this is our favorite Turbo model in recent history. By 2010 it was clear the GT model cars were designed for track supremacy and Porsche invested more money in making the Turbo and Turbo S models more luxurious and perfect for daily driving.

The Turbo S has all the goodies people recommend you choose on the regular Turbo. Things like dynamic engine mounts, brake-based torque-vectoring, ceramic brakes, and the Sport Chrono package and launch control are all standard. The dual clutch PDK gearbox is the only gearbox choice.

Performance is staggering (even by today’s standards). 0 to 60 mph is an astonishing 2.9 seconds, and top speed is 195 mph. The Sport Chrono package works perfectly and in sport mode with the chassis is stiffened by way of the active suspension, the Turbo S is perfect for a back road blast.

Want a daily driver that can destroy your friends Tesla S and still be a legitimate sports car on weekends? This is the Porsche for you.

More: 2010 Porsche 911 Turbo S Coupé

27. 911 Turbo (993)

Four wheel drive makes Turbo safer and fun
Built: 1995-1998 | Engine: Turbo 3.6L flat six | Power: 402hp | Top speed: 184mph

All wheel drive made the Turbo less of a widow maker and more of able to handle the ludicrous power. The 993 era Turbo also marked Porsche moving upmarket, with the Turbo designed for the luxury market, an easy to drive rocket any executive could handle.

Basically all-new for 1995, this version of the Turbo had all-wheel-drive and a largely leather interior. Cribbing a lot of technology from Porsche’s 1980s sensation, the 959 supercar, this Turbo was punching well above its weight. Any car that managed to run a 12.4 second quarter mile time was surely a force to be reckoned with in 1996, and it’s still quite respectable today. Twenty years ago, the 993 Turbo was the class of the field and set Porsche up for a new standard in 911 Turbo. Ever since this car was introduced, each subsequent Turbo has followed a similar formula, but with more power, more luxury, and more tech. The car in this video would jump from zero to sixty in just 4.5 seconds, and now we have the 991-generation capable of the same sprint in less than 3 seconds.

26. 2011 Porsche 911 GT2 RS (Type 997.2)

Production Years: 2011 Generation: 997.2 Units built: 600
Engine: 3.6L twin turbo flat-6 | Power: 620 hp | 0 – 60 mph: 3.3 s | Top Speed: 209 mph

We struggled a little when adding the 2011 GT2 RS to the list of ultimate 911s because we also have the GT3 RS 4.0 from the same year on the list. To be clear, the GT3 RS is our favorite of the two. So, how can a car that wasn’t as good as the GT3 RS 4.0 still make our list then? Our logic is that the GT2 RS is a better track car than the 4.0 and is a little less exclusive than the GT2. Ultimately Car and Driver put it best when they said that driving the GT2 RS was an “extraordinary event on par with that of nearly any blue-chip exotic. We won’t call it the best 911 ever, but it’s definitely Porsche at its most extreme”. So this is an awesome 911 that was made in the same year as our favorite 911 and is still better than any other exotics made that year.

The GT2 RS was definitely extreme too. While the “standard” GT2 has the same output as a Turbo S at 530 hp, the GT2 RS has 620 hp sent to the rear wheels only and was the fastest 911 ever produced. It weighs 150 pounds less than a “regular” GT2 and adds 90 hp and no PDK gearbox with manual the only option. Thanks to different turbos, intercoolers, pistons, and ECU, the GT2 RS also gets 516 lb-ft of torque. The GT2 RS also differs on the visual front from the regular Porsche 997 GT2 with more aggressive splitter and rear diffuser plus a bigger wing.

While top speed was 205 mph the real performance kudos came on track. The 911 GT2 RS smashed the Nurburgring lap time, doing a time of 7 minutes 18 seconds making it one of the fastest Nurburgring times even today. Please note that the premium is worth it, more so if you remember that the 997 GT3 RS is the first Porsche to one-up the Carrera GT on the Ring (7 minutes 18 seconds versus 7 minutes 28 seconds).

More: 2010 Porsche 911 GT2 RS

25. Porsche Boxster (986)

Welcome back Porsche
Built: 1996-2004 | Engine: 2.5L flat six | Power: 201hp | Top speed: 149mph

Porsche introduced the Boxster at a time when we needed something more than a Miata. Fun to drive, lightweight, flat six fun.

We could have put every Boxster we have ever driven on this best of Porsche list because they are all spectacular sports cars. There is a case to be made that the original 986 Boxster is the most special of all. Porsche might not be around if it weren’t for the 986 Boxster’s success in the late 1990s. It combined a convertible body with a flat six engine in the mid rear and perfect steering to turn the sports car market on its head. Sales success was immediate and the rest as they say is history.

The Porsche Boxster (type 986) was introduced in late 1996 as part of Porsche’s 1997 model year lineup. The car featured the Porsche type m96 engine – a water-cooled, 2.5-liter, flat six-cylinder engine rated at 201 horsepower. The flat, mid-engine layout provided the Boxster with a low center of gravity, near-perfect weight distribution, and neutral handling. The Boxster was released ahead of its big-brother, the new Porsche 911 (type 996), and the initial response the car received was an affirmation to the engineers behind the new 911 that they’d designed a car that would be incredibly well received. The 986 Boxster shared many of the same body components as the new 911 including the same bonnet, front wings, headlights, interior and engine architecture.

More: Porsche Boxster

24. Porsche 962, 962 C

So good they basically banned it
Built: 1984-1991 | Engine: 3.0 liter twin-turbo Flat-6 | Power: –hp | Top speed: 218+ mph

The Porsche 962 (also known as the 962C in its Group C form) was a sports-prototype racing car built by Porsche as a replacement for the 956 and designed mainly to comply with IMSA’s GTP regulations, although it would later compete in the European Group C formula as the 956 had. The 962 was introduced at the end of 1984, from which it quickly became successful through private owners while having a remarkably long-lived career, with some examples still proving competitive into the mid-1990s. The vehicle was later replaced by the Porsche WSC-95.

In total, Porsche would produce 91 962s between 1984 and 1991. 16 were officially used by the factory team, while 75 were sold to customers. Some 956s were rebuilt as 962s, with two being previously written off and four others simply rebuilt. Three 962s that were badly damaged were also rebuilt and had been given a new chassis number due to the extensive reconstruction. Due to the high demand for 962 parts, some aluminium chassis were built by Fabcar in the United States before being shipped to Germany for completion. Derek Bell, a 5-time Le Mans winner, drove the 962 to 21 victories between 1985 and 1987, remarked that it was “a fabulous car, but considering how thorough (Norbert) Singer (the designer of the 962 and head of Porsche’s motorsport division at the time) and the team were, it was really quite easy to drive.”

During the early years of its career, the 962, like the 917K, 935 and 956 before it, became one of the most dominant cars in motorsport, and its efficiency and reliability led it to be a car much in demand among private teams. The championships won by teams campaigning the 962 included the World Sportscar Championship title in 1985 and 1986, the IMSA GT Championship every year from 1985 to 1988, the Interserie championship from 1987 until 1992, all four years of the Supercup series (1986 to 1989), and the All Japan Sports Prototype Championship from 1985 until 1989, and it was also very dominant in the American IMSA series well into the 90’s. The 962 also won the 24 Hours of Le Mans in 1986 and 1987, with Derek Bell, Al Holbert and Hans-Joachim Stuck at the wheel on both occasions, as well as later winning under the Dauer 962 badge in 1994.

More Porsche 962

23. Porsche 718

550 successor continued to beat the big guys with great racing success.
Built: 1957- 2004 | Engine: 2.5L flat four | Power: 148hp | Top speed: 143mph

Successor to the 550 Spyder the 718 was one of Porsche’s most successful race cars in the early years. With its flat-four motor the small and light 718 continued the “giant killer” reputation of the 550 Spyder. Unlike the heavy and powerful v12 Ferrari’s that the 718 raced, the Porsche was light, nimble and very rigid, easily allowing it to win its share.

The car was commonly referred to the RSK and came in a number of set ups in order to compete in different motorsports series. There was the RS60 with 160hp and updated suspension that ended winning the 12 Hours of Sebring and the Targa Florio. The RS61 was basically just an updated RS60. The W-RS upped engine size to 2 liters and went from the initial 4-cylinder to bigger flat-8 with power jumping to 240 hp. While the W-RS could only manage 8th at Le Mans it did win the European Hill Climb Championship. There were even three 718 cars entered into Formula 1 in 1961 (before Porsche switched to the 904 for F1 duties).

More: Porsche 718

22. 1993 Porsche 964 Carrera RS 3.8

Is it cheating that we have two 964 Carrera RS models on our list? We don’t think so.
Year: 1993-1996 Generation: 964 Units built: 55
Engine: 3.8L Air-cooled Flat-6 | Power: 300 bhp | 0 – 60 mph: 4.9 s | Top Speed: 170 mph

In 1992 Porsche produced the super-lightweight, rear-wheel-drive only version of the 964 dubbed Carrera RS for the European market (it the car above you just read about). The Carrera 3.8 RS is even more ultra-limited. Specifically conceived as a homologation special, the car was based on the Carrera Cup competition car; producing the car for the masses allowed the RSR 3.8 to qualify for BPR GT3 and GT4 racing. Adding to its exclusivity was the fact that it was offered only to the European market.

The car featured the wide-body look of the Type 964 Turbo, had a massive rear spoiler, and three-piece Speedline wheels. It was powered by a 300 bhp 3.8 liter version of the M64 motor. This engine was bored out by 2 mm for a total of 3,746 cc, and was also available in a more powerful competition version called the 3.8 RSR. The car was fitted with Porsche’s innovative Variocam variable-length intake system and also featured newly designed forged pistons of a reduced height and a relocated wrist-pin, helping to keep piston weight below that of the base engine. The six-speed manual transmission had gearing optimized for acceleration and the track.

The competition RSR version, which was distinct from the “standard” model with an interior and exterior stripped down and modified for circuit use, would rack up stunning race results, winning overall at the Spa 24 Hours, Suzuka 1000 KM, and 24 Hours of Interlagos, while clinching class victory.

More: 964 Model List, 1993 Porsche 911 Carrera RS 3.8

21. Porsche 911 GT3 (997.2)

Monumental performance. Manual gearbox. Direct hydraulic steering. Amazing.
Production Years: 2009-2011 Generation: 997.2 Units built: 2,256
Engine: 3.8L Water Cooled Flat-6 | Power: 429 hp | 0 – 60 mph: 4.0 s | Top Speed: 194 mph

By now you are probably annoyed by the number of GT3s on this list. Get used to it because there are even more further down. They are all awesome and they all deserve to be here.

In 2009, Porsche launched the 2nd Generation 997 GT3. The 997.2 GT3 got a larger 3.8 litre engine producing 429 hp and also had a number of new options including dynamic engine mounts and different rear spoiler as well as other styling changes.

The engine 3.8 liter titanium con-rodded engine revved to over 8,500rpm and produced 429bhp at 7600rpm (up 20bhp) and 317lb ft of torque at 6250rpm (up 19lb ft). The biggest difference between the gen 2 997 GT3 and the first generation GT3 was the difference in mid-range torque. Combined with a weight of 1395kg (the same as the 997.1 GT3 the 0-62mph time dropped to 4.0 seconds and the GT3 had a much broader performance envelope.

Performance was monumental as expected and this was still from the days of manual gearboxes and direct hydraulic steering so it felt amazing too. The most incredible thing about the GT3 is its stability and precision and the fact that you can feel everything going on underneath you. As EVO said when they tested the car back at the launch, “the reaction when you turn into a corner is absolutely instant, faithful and solid, allowing you to pick up a clipping point with complete confidence. It reminds me of the Audi R8 but more hardcore”.

More: 2009 Porsche 911 GT3

20. 2010 Porsche Cayman R

Diet saved 110 lbs, engine fettling added 10hp, tweaked suspension and LSD transformed awesome Cayman to near perfection.
Built: 2010 | Engine: 3.4 flat six | Power: 330 bhp | Top speed: 175 mph

The Porsche alphabet reserves the letter R for very special sports cars: R for responsive and refined – but most especially for racy. The new Cayman R combines all these attributes without compromise. 55 kilograms (121 lb) lighter and with ten horsepower more than the Cayman S, the new mid-engine coupé from Dr. Ing. h.c. F. Porsche AG, Stuttgart, is designed for spectacular road behavior. With its specially adapted sports chassis, it provides an even more precise driving experience than the Cayman S. The Cayman R makes its world debut today at the Los Angeles Auto Show.

Mid-engine coupé is powered by a tuned-up 3.4-litre six-cylinder engine developing 330 hp (243 kW). In the standard configuration it transmits its power to the rear wheels via a six-speed manual gearbox that propels the car from 0 to 100 km/h (62 mph) in 5.0 seconds. Or there is the option of the seven-speed Porsche Doppelkupplungsgetriebe (PDK) that reduces its acceleration time to 4.9 seconds.

More: 2010 Cayman R

19. Porsche 911 GT1 98

Another Le Mans winner for Porsche
Built: 1996-1998 | Engine: 3.1L flat six | Power: 550hp | Top speed: 205mph

If we are talking about Le Mans legends we need to include the Porsche 911 GT1 on our list of awesome Porsche cars. With its carbon monocoque chassis, extreme aerodynamics and mid-engined layout, the Porsche 911 GT1-98 won Le Mans (Porsches 16th overall victory) and cemented its place in history.

Porsche exploited the rule book and rather than develop a race version of one of their road going models, what they created was effectively a purpose built sports-prototype (the street version was known as the ‘Strassenversion’ and is considered the most fierce and rarest 911 ever). The GT1 made its debut at the 1996 Le Mans and was a technical masterpiece. Both new Porsche 911 GT1s showed reliability and speed, achieving second and third place. For the 1998 season Porsche developed an all-new car, the 911 GT1-98 with a more traditional sports-prototype look. It was only 950 kg and had a 3.2-liter engine with dual KKK turbochargers that produced 550 hp at 7,200 rpm.

At Le Mans in 1998 troubles with the other top runners from Toyota, BMW and Mercedes meant that while slower, the 911 GT1-98 did enough to take both first and second place overall. This gave Porsche its record-breaking 16th overall win at Le Mans, more than any other manufacturer in history.

More: Porsche 911 GT1 (race cars), Porsche 911 GT1 (production)

18. 911 GT2 RS (991.2)

Most powerful road going 911 ever built is a 211mph monster that’s easy to drive, until you floor it and scare yourself silly.
Built: 2017-2018 | Engine: 3.8L Turbo flat six | Power: 690hp | Top speed: 211mph

The rear-engine, rear-wheel drive GT2 RS celebrated its official world premiere at the Goodwood Festival of Speed in the UK which took place from June 30th to July 2nd, 2017. It was here that the world was first introduced to Porsche’s fastest and most powerful street-legal 911 ever made. A few months later, the same car would go on to smash the lap record at the what has become the de facto manufacturers’ testing grounds – a place where those who reigned supreme earned bragging rights in the industry. With a Nurburgring time of 6 minutes 47.3 seconds, it completed the ‘ring 5 seconds faster than the Lamborghini Huracán Performante and 10 seconds faster than Porsche’s own million dollar 918 Spyder.

Suffice to say, the 911 GT2 RS now sits on the throne – equipped with its 3.8L flat-six twin-turbocharged 700 horsepower engine – with an unquestionable legitimacy to its claim. It didn’t get to the top with brute force alone – the GT2 RS is built to be as dexterous as it is powerful. Extensive work was done on the chassis to ensure that the agility and precision of the car were not overwhelmed by its own muscle, but rather, complemented by it.

The Porsche 911 GT2 RS represents everything that is the best about the 911 – a righteous Ruler, indeed.

More: 911 GT2 RS (991.2)

17. Porsche 911 GT2 (993)

Wide arches, rear wheel drive, Turbo engine. GT2 craziness begins here.
Year: 1995-1998 Generation: 993 Units built: 57 road cars
Engine: 3.6L twin-turbo H6 | Power: 429-444 hp | 0 – 60 mph: 3.9 s | Top Speed: 187 mph

The 993 GT2 is special. Based on the 993 Turbo, the 993 GT2 was built for homologation purposes. Porsche took the twin-turbo flat-six engine from the 911 Turbo and combined it with the wide-body rear-drive chassis to create one of our favorite Porsches ever. Only 57 were built and they go for over a million dollars today so don’t expect to find a bargain (remember, this is the last of the air-cooled turbocharged, extreme 911s).

The 993 GT2 featured widened plastic fenders, more aggressive front bumper with side canards and a massive rear wing with air scoops in the struts. It wore new, wider wheels and the ride height was dropped. The 993 GT2’s original 3.6 L (220 cu in) engine developed 429 hp and in 1998 it was upgraded to 444 hp. Top speed of 187 mph and a 0-60 sprint of 3.9 seconds was devastatingly fast back in 1995.

Development work behind the Turbo S LM-GT was a big contributor to the GT2. To take all this hard-earned knowledge and tech to the track, Stuttgart had to meet the FIA’s stringent requirements and build a road-legal homologation run. Thus the 993-generation 911 GT2 was born. The 993 GT2 was introduced in 1995, two years after the 993 911 had been launched.

More: 1998 Porsche 911 GT2

16. 1967-1968 Porsche 911 R

Lightweight perfection
Year: 1967-1968 Generation: Early Years Units built: 23 (19 vehicles plus 4 test cars)
Engine: Flat-6 | Power: 230 bhp | 0 – 60 mph: 5.9s | Top Speed: 152mph

In 1967, you could walk into a Porsche dealer and buy a 911 S which was essentially the pumped up 911. No so the 911 R. To take the newly released 911 to its limit, Porsche developed a small series of racing versions that focused primarily on weight reduction. These racers were the first among a series of 911s that would dominate GT racing for over 40 years. Only 23 were built.

Every possible component was replaced by a lightweight counterpart. With the standard interior deleted, lightweight windows, fiberglass doors, hood, engine cover and bumpers, the 911R was only 1786 lbs, some 500 lbs less than the standard 911! Wow. Included was the Type 901/22 engine from the Carrera 906 with a standard alloy crankcase. Most cars used Weber 46 IDA3C carburetors, while some featured the mechanical Bosch fuel injection system. Optionally the four-cam Type 901/21 engine which produced 230 bhp (171 Kw) was available. With this engine, the 911 R accelerated from zero to 100 km/h in 5.9 seconds.

Outwardly, the 911 was distinguished by flared wheel arches, smaller bumpers and distinctive circular rear lights. In detail, the extent of the 911R program becomes apparent with details such as a bank of louvers in the rear quarter windows, plastic door hinges and wider Fuchs alloy wheels.

While initially conceived to race in the sports car class, the R never met homologation requirements and was forced to race with the potent prototype classes.

More: 1967 911 R

15. 2018- Porsche 911 GT3 (991.2)

Our pick is the manual Touring. Best all-rounder money can buy.
Production Years: 2017- Generation: 991.2 Units built: –
Engine: 4L naturally aspirated flat 6 | Power: 493 bhp | 0 – 60 mph: 3.4 s | Top Speed: 193 mph

With the 991.2 GT3 Porsche got everything right, it took the most involving 911 ever and bulletproofed the engine, added a manual and made it even better across the board. That’s why it gets the nod over the 991.1. The GT3 has a screaming engine, is available with a manual gearbox and is the most involving sports car money can buy. It is a little rough around town so opt for a different 911 of you are looking for a daily driver. If you want to look a little more subtle, you can now opt for the Touring package which removes the rear wing (we love it).

The powerplant is a masterpiece. It’s a dry-sump, 4.0-litre flat six engine that can scream up to its 9,000-rpm redline, making 500 horsepower and 339 pound-feet of torque. While the rest of the 911 range has torque-rich turbocharged engines, this is one you still have to work with and one you want to wind up to 9,000 rpm. The GT3 can be equipped with a six-speed manual transmission or a seven-speed dual-clutch PDK gearbox. The PDK is faster but as manual men we know we’d opt for the stick shift every time.

With the PDK and the launch control system activated, the 2018 Porsche 911 GT3 gets to 62mph in 3.4 seconds. With the manual gearbox, a similar sprint takes 3.9 seconds. That makes the GT3 barely faster than the 911 GTS which is a better daily driver and a 580-hp 911 Turbo S is an entire second faster to 60 so why would you choose the GT3 over these models. It’s easy. It is how it drives and how it makes you feel.

The GT3 has the best handling I’ve ever experienced. It is fast, precise and you can feel everything going on beneath you. The car is surgically precise, the suspension is firm with almost no body roll, and the various scoops and vents on the body not only help cool down the mechanical components, but also increase downforce so the car sticks to the pavement. A GT3 feels like a totally different experience to other cars. It’s loud, stiff, rough and pointy. It is full sensory overload at slow speeds around town and an almost religious experience at speed on track. There is nothing better.

14. Carrera GT

Supercar. Race developed, naturally aspirated V10. Over 600hp. No driver aids. Holy crap.
Built: 2004-2007 | Engine: 5.7L V10 | Power: 603hp | Top speed: 205mph

In the mid-2000’s Porsche introduced the world to the Porsche Carrera GT. The Carrera GT is powered by a 5.7 liter V10 engine producing 603 hp that accelerates from 0 to 60 mph in 3.5 seconds with a maximum speed of 205 mph. The only available transmission was a six-speed manual. The car was famously devoid of driver aids which made it a real handful, brining back memories of the famous Porsche widow maker moniker.

The development of the Porsche Carrera GT began with the 911 GT1 and some of the technologies being developed by Porsche’s racing division in the late nineties. While the racing program was discontinued, much of the technology developed by that program remained. It was decided that at least some of that technology should become integrated into a new, as-yet-unnamed, production car program. A total of 1,270 Porsche Carrera GT’s were built between 2004 and 2007. While this is less than the originally planned production run of 1500 units, the official reason for the car’s premature discontinuation centered around changing airbag regulations in the United States.

More about the Porsche Carrera GT | Carrera GT History & Timeline

13. 1975-1989 Porsche 930 Turbo

Year: 1975-1989 Generation: 930 Units built: ‘75–’77 (3.L) 2,819, ‘78–’89 (3.3L) 18,770
Engine: Single turbo flat-six | Power: 260 to 330 hp | 0 – 60 mph: 4.9-5.2s | Top Speed: 155-173mph

In 1974 Porsche introduced the first production turbocharged 911. In Europe it was called the Porsche 911 Turbo and in the United States it was called the Porsche 930. It looked different than the normal 911s, with wider wheel-arches, bigger wheels and tires and a large rear “whale tail” spoiler. Starting out with a 3.0L engine with 260 hp, it rose to 3.3L and 300 hp for 1978. Only in 1989, its last year of production, was the 930 equipped with a five-speed gearbox. The 930 was replaced in 1990 with a 964 version featuring the same 3.3L engine. There have been turbocharged variants of each subsequent generation of 911.

The 930 Turbo was Porsche’s top-of-the-range 911 model for its entire production duration. It was the fastest production car available and very quickly became known as the supercar beater and widowmaker. With 260 horsepower out of its 3.0-liter flat-six and a propensity to oversteer it was a real handful for even experienced drivers. This makes our list because it spawned an entire generation of Porsche cars we now love and it was the first time Porsche really gave it to the folks at Ferraris and Lamborghini, showing it could beat the big guns.

A single turbocharger gave a huge boost in engine output. Unlike the smooth, predictable performance of modern Porsche turbos, the 930 had an on-off switch. All was well until the primitive turbo spooled up and then all hell broke loose. That unpredictability and rear engine layout was scary and people loved it (in a snap oversteer is scary and mind kill you kind of way of course).

Other than the notorious handling characteristics and turbo lag, the 930 is an epic display of automotive pornography. The whale tail, the wide wheel arches, the noise it makes, nearly everything else about the 930 Turbo makes this Porsche 911 breed great.

More: 930 Turbo Models

12. Porsche 911 GT3 RS (991.2)

We have no idea how do they keep getting better, but they do.
Production Years: 2018- Generation: 991.2 Units built: –
Engine: 4L naturally aspirated flat 6 | Power: 520 hp | 0 – 60 mph: 3.2 s | Top Speed: 193 mph

Porsche revealed a facelifted GT3 RS and the early reviews suggest that while it is clearly an evolution of the previous GT3 RS that Porsche has done enough that the current model gets nod over the previous generation on our list of the best 911s. Does that mean the old 991.1 GT3 RS doesn’t deserve a spot? Of course not, it is still a cracking track car and likely one of the best cars on the planet. We are simply being super picky.

The GT3 RS gets 520 horsepower and 346 lb-ft of torque from the same flat-six engine in the GT3 (the redline set at 9000 rpm, making it the highest-revving GT3 RS ever). The whole car is heavily based on the GT3 with lots of shared stuff. But it’s the engine that sets the RS apart thanks to an extra 20 horsepower, as well as the fact that you can’t get it with a manual transmission. The chassis setup is also different, so the RS is quicker on the race track. The GT3 RS is 0.1 second quicker than the old GT3 RS to 60 mph, which now happens in just three seconds. The car also gets front brake cooling and new ball joints inspired by the GT2 RS, and a tweaked rear-steering system. If you think of the GT3 RS as a GT3 with more downforce, more power and more grip then you are pretty close to the money.

The GT3 RS is a race car and doesn’t make much sense on the road. On 18 April, 2018 the 991.2 GT3 RS set a lap time of 6:56.4 around the infamous Nürburgring Nordscheleife race track. It is the third Porsche production car to break the 7 minute barrier around the track, the first being the 918 Spyder.

11. 1967 911 S Coupe

Year: 1967 Generation: Early Years Units built: 1,823
Engine: Flat-6 | Power: 160 bhp | 0 – 60 mph: 6.5s | Top Speed: 140mph

We considered adding the Targa from 1967, but ultimately we felt the 911 S was a more important model. The 911 S was introduced to increase the performance potential of the very successful 911. It had a more powerful engine along with a number of chassis enhancements that made it very desirable. Becoming the flagship of the fleet, the $6990, 180-hp, 6-cylinder 911S was loaded with performance and luxury features.

Distinctive 5-leaf wheels from Fuchs that were made from forged magnesium-alloy, a leather-covered steering wheel rim, extra instrumentation, an auxiliary gasoline heater, fog lights, pile carpets, and waffled padding on the dash (all pretty luxurious back in 1967 folks).

The tradition of race-inspired 911s really started here. A 2.0-liter flat-six producing 180-hp with a 7,200 rpm redline in 1967 was pretty special. This was clearly a more powerful and sportier car and much better than other cars of the same era.

10. Porsche 919 Hybrid

Showed Porsche is still the motorsports top dog
Built: 2014-2017 | Engine: 2L V4 hybrid | Power: 900hp | Top speed: 211mph

Porsche had not tasted overall victory at Le Mans since the Porsche 911 GT1 in 1998 (it stayed on the sidelines and watched Audi dominate). In 2014 Porsche returned to the top-tier LMP1 class with the 919, a 2-liter turbocharged four cylinder with direct injection and two energy recuperation systems and a battery-based hybrid system.

The car made its competitive debut at the 2014 6 Hours of Silverstone, finishing third behind Toyota. At Le Mans that same year a series of unfortunate issues meant Porsche had to go back to the drawing board. Enter the 2015 season and the car was 90% different according to Porsche. The 919 achieved pole positions in Spa and Silverstone before finally picking up a pole at Le Mans and won at the 24 Hours of Le Mans. After Le Mans it won the five remaining races of the season.

Porsche won the 24 Hours of Le Mans that year (2015) and continued to dominated the LMP1 category until retiring the car in 2017. The Porsche LMP1 program won the 2015 FIA World Endurance Championship, won the 2016 Le Mans race and capped off the streak with overall victory in 2017 too.

More: Porsche 919 Hybrid

9. Porsche 911 GT3 RS 4.0 (997)

A fitting end to the epic Mezger flat six. A masterpiece car.
Production Years: 2011 Generation: 997.2 Units built: 600
Engine: 4.0L flat-6 | Power: 493 hp | 0 – 60 mph: 3.5 s | Top Speed: 193 mph

The last 997 Porsche and the best by far. Built to homologate the 2011 GT3 RSR racecar, the RS 4.0 is fitted with 4 liter flat six engine which raised power output from roughly 444 to 500 bhp. The GT3 RS is a collectible car already and for good reason. When it was released in 2011 the 997.2 GT3 RS 4.0 was the most powerful and largest displacement naturally aspirated 911 ever made. The flat-six had 493bhp and the same crank as the GT3 R and RSR race cars. The 4.0-liter boxer is good for 125 PS per liter or 500 PS (493 horsepower) in total at 8,250 rpm.

So what is it like to drive? We let the guys at EVO magazine summarize it for us:

Stunning. Perhaps this comes as no surprise considering the starting point, but every aspect of the GT3 RS has been built on. The engine is nothing short of incredible; on the road it impresses with is flexibility and overall smoothness as much as it does with the power at the top end. If you expected a little lumpiness at lower revs, think again; it’s more tractable than the 3.8 and there’s a delicious kick as you head to 8500rpm. In terms of handling it is noticeably sharper in its responses (and it was hardly sluggish before), but the ride remains utterly composed. Track-bred machines are not supposed to be this compliant on a B-road. Oh, and as you might expect it’s devastatingly fast across the ground too.

With a manual transmission and the last car to use the Mezger engine it is probably our top pick on this list of top picks on a personal level and is arguably the best modern 911 ever.

More: Porsche 911 GT3 RS 4.0 (997)

8. Porsche 917

Can Am and Le Mans legend
Built: 1969-1971 | Engine: 4.9L flat 12 | Power: 630hp | Top speed: 246mph

The Porsche 917 is considered one of the most iconic racing cars of all time and gave Porsche their first 24 Hours of Le Mans win. The 917 went on to destroy the competition in the cutthroat Can-Am racing series. It was dangerously quick and also reliable enough to win Porsche’s first overall victory at Le Mans in 1970. The feat was repeated in 1971.

Porsche started their long 917 race program in 1969 with a series of 25 identical cars that were upgraded throughout their career. The first major modification was a stability upgrade that came in 1970 with the 917 Kurzheck or short tail. Simultaneously a long tail ‘Langheck’ model was made for top speed down the Mulsanne Striaght.

After Porsche had won Le Mans twice with the iconic 917 Kurzheck, the engineers at Weissach started experimenting with Can-Am versions. The L&M Porsche+Audi 917/10 of George Follmer and Penske won the 1972 Can-Am Championship ahead of the typically dominant McLaren team. Later, the 917/30 went on to dominate in the 1973 CanAm with the top four places in the final points. This is definitely the most important race car in Porsche’s history.

More: Porsche 917, 1969 Porsche 917 story

7. Porsche 964 Carrera RS

The street racer
Year: 1992 Generation: 964 Units built: 22
Engine: 3.6L Air-cooled Flat-6 | Power: 260 bhp | 0 – 60 mph: 4.9 s | Top Speed: 161.6 mph

Introduced in 1989, the 964 was the first major revision to the 911 since it debuted in 1963. In 1992, Porsche brought back the iconic RS moniker for a stripped-out 911 aimed squarely at hardcore enthusiasts. At first, it didn’t come to the U.S., but American 911 fans complained and we ended up with the brilliant RS America.

In hommage to the 1973 911 Carrera RS, Porsche used the same formula to produce a lightweight version of the Carrera 2 from the race-ready Cup car known simply as the Carrera RS. Using the lightweight bits from the Cup car Porsche stripped 175 kg (386 lbs) off the car by use of aluminum doors, hood and trunk as well as a stripped out interior that removed power steering, power windows, rear seats, electronically adjustable front seats and front armrests.

The 3.6 engine got a slight boost in power and came equipped with a lightweight single-mass flywheel that weighed 12 pounds. The revised 260-bhp version of the air-cooled M64 3.6-liter engine also had a limited-slip differential and track-optimized suspension with a 40-mm drop in ride height and a non-power-assisted steering set-up.

The Carrera RS was not sold in the United States because Porsche Cars North America felt the car’s aggressive tuning was not suited to the American market. In 1992, 45 US-legal cars that were very similar to the Carrera RS were imported to the US for a proposed “Porsche Carrera Cup” racing series.

More: 964 Model List, 1992 Porsche 911 Carrera RS

6. Cayman GT4

Perfect car. Period. A future classic.
Built: 2015-2016 | Engine: 3.8L flat six | Power: 380hp | Top speed: 183mph

We should probably just call this the Cayman GT3. With components sourced from the 911 GT3, an engine carried over from a Carrera S and a tweaked and tuned chassis, brakes and aerodynamics, Porsche’s engineers did their best to produce the perfect mid-engine sports car for road and track use. They nailed it. The GT4’s 3.8-litre flat-six engine produces 385 hp (283 kW) and is mated to a six-speed manual gearbox with dynamic gearbox mounts. Compared with the standard Cayman, the GT4’s chassis was lowered by 30mm and bigger brakes were added, with many aspects of its suspension carried over from the 911 GT3. Make no mistake; this is some serious motorsport kit.

The Porsche Cayman GT4 isn’t just a great car, is one of the best cars I have ever driven. I want one. It isn’t the fastest in a straight line and it isn’t the fastest around a track but it feels special and perfect and is more than fast enough. With the right balance of speed, feel and intimacy it has oozes that specialness you expect of a limited edition Porsche Motorsports car like this but at the same time it is approachable and not at all intimidating. You fall for the GT4 the minute you get in and drive a few miles and as the time passes it gets better and better. This is a future icon and my personal favorite Porsche ever.

Our Detailed Review of the Cayman GT4

5. Porsche 956

Scary and unbeatable
Built: 1982-1985 | Engine: Turbo 2.6L flat six | Power: 620hp | Top speed: 217mph

The 1982 at Le Mans the Type 956 took the top three places. Porsche turned the 956 into a customer prototype that would rule motorsport for a decade. Victories in every race of the World Endurance Championship as well as the win in the Manufacturers’ World Championship in 1983, 1984, and 1985 underscore the dominance of the 956. Add the 962 to the mix and between 1982 and 1987, the Porsche 956 and 962 won Le Mans six times.

The secret to the race car’s success lay in this perfect interaction of the aluminum monocoque, the efficient turbo engine, and revolutionary aerodynamics, which put the 956 in a class of its own. On a related note: the 956 saw the first appearance of the Porsche Doppelkupplung (PDK).

More: Porsche 962, Porsche 956

4. Porsche 959

So far ahead of its time that we still see modern cars with less tech today
Built: 1986–1988, 1992–1993 | Engine: 2.8L Turbo flat six | Power: 444hp | Top speed: 195mph

This was officially Porsche’s first supercar and was developed and manufactured by Porsche from 1986. The car was initially developed to function solely as a B rally car. Later, to meet FIA homologation regulations, Porsche developed a commercial production variant of the car. When it was introduced in 1986, the Porsche 959 was immediately the world’s fastest production car. It was a tech masterpiece. Equipped with all-wheel drive, ABS, TPMS, and a six-speed transmission, it was way ahead of its time, and remains one of the most desirable Porsches ever made. It had magnesium wheels with run-flat tires, and its 444-hp flat-six engine had sequential turbocharging. The 3,500 lb 959 got from 0 to 60 in ‎3.6 sec (faster than most of today’s Porsche 911s) and onto a top speed of 195 mph (in 1986). In total, 337 cars were built, including 37 prototypes and pre-production models.

More about the Porsche 959.

3. Porsche 918 Spyder

A technology masterpiece that points to a bright future for sports car fans
Built: 2013-2015 | Engine: 4.6L V8 hybrid | Power: 875hp | Top speed: 211mph

Simply stated, the Porsche 918 Spyder was a mid-engined, plug-in hybrid supercar. The Spyder was powered by a naturally-aspirated 4.6-liter V8 engine that was capable of producing 608 horsepower (453 kW). Paired with this engine are two electric motors that deliver an additional 279 horsepower each, for a cumulative combined total of 887 horsepower (661 kW.)

Production on the Porsche 918 began on September 18, 2013, with the brand’s first deliveries scheduled to begin in December 2013. Each car had a starting price of $845,000 (U.S.), yet the Spyder sold out quickly in December, 2014. Production of the brand ended entirely in June, 2015. In an independent series of speed tests performed by Car and Driver Magazine, the Porsche 918, achieved a 0-62 mph (0-100 km/h) of just 2.6 seconds, a 0-100 mph (0-161 km/h) time of 4.9 seconds and a 0-180 mph (0-290 km/h) time of just 17.5 seconds. It is one of the fastest accelerating cars on the planet and its top speed is up there too with the fastest cars in the world.

More: Porsche 918 Information | Porsche 918 History & Timeline. More: Full Porsche 918 Gallery

2. 911 Carrera RS 2.7

One of Porsche’s Greatest Hits
Year: 1973 Generation: Carrera RS Units built: 1580 (200 Lightweight, 1300 Touring, 80 Race)
Engine: Flat-6 | Power: 210 bhp | 0 – 60 mph: 5.8s | Top Speed: 150 mph

This is one of the most desirable 911s ever and auction prices will scare the bejesus out of you. The Carrera RS 2.7 was lighter, more powerful, and rarer than other 911s of the era. The Carrera 2.7 RS was a special model used to homologate the 911 in Group 4 racing. Developed from the 911S, the 2.7 was more potent in almost every area. Compared to the standard Carrera, the 2.7 RS featured a larger engine, wider flares to accommodate the Fuchs alloy wheels, stiffened suspension, larger brakes and a ducktail rear spoiler.

With the use of a Nikasil coating on the cylinder walls, the 2.4 unit could be bored out to a capacity of 2687 cc, but the standard valve train was retained. At the time, this became the largest engine available on a Porsche and was good for 210bhp at 6300 rpm. And with a taller 4th and 5th gear, the top speed was increased to 152 mph.

Initial production for the 2.7 was only 500 cars and it sold out almost immediately. Three versions were available, including a lightweight Sports trim, Race Trim or more opulent Touring trim for the road. The lightweight version was substantially lighter with thin-gauge body panels, lighter windows and a stripped out interior.

More: 1973 911 Carrera RS 2.7 Touring, 1973 911 Carrera RS 2.7 Lightweight

1. Porsche 911 R (991.1)

911 Perfection
Production Years: 2016 Generation: 991.1 Units built: 991
Engine: 4.0-liter flat-six | Power: 500 bhp | 0 – 60 mph: 3.7 s | Top Speed: 200 mph

Our perfect 911 (if we could afford the $400k+ used prices they fetch for these days). Think of this as a manual GT3 RS and you’re pretty close. The limited edition (991 units were made) is the perfect Porsche on paper with its 500 hp 4.0-liter naturally aspirated flat-six engine, 6-speed GT sport manual transmission, exotic lightweight materials and lots of cool Porsche motorsports tech thrown in.

This isn’t the fastest 911. It is designed to be a sports car, something you can enjoy driving even if you’re not wringing it’s neck out or trying to break lap records. It is refreshing. As much as the current GT3 and GT3 RS are epic cars, they’re not much fun or approachable on real roads. The Porsche 911 R is much more than that. It is the kind of car you take when you want to hit some mountain passes or some back roads to let off some steam. It is perfect.

More: Porsche 911 R (991

June 19, 2018 / Comments Off

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Greatest Porsche Race Cars Ever

Definitive List of the Best Racing Cars Porsche Has Ever Raced

Clearly this is Porsche month for us. First we wrote about all the wonderful 911s you can buy today, then we took on the best non-911 Porsche’s before tackling the hardest one, the greatest 911s in history. Now it is time for Porsche race cars and boy was this one tough. Lots of automakers like to brag about how their “racing heritage” informs their production vehicles, but nobody does it like Porsche. Their history in motorsports is unequaled and the machines they have made have won thousands of races over the years. Porsche has had success in Formula 1, Le Mans, Daytona, Nurburgring, GT Racing, Rally and much more.

Porsche started racing with lightweight versions the 356 but things really took off with the “giant killer” 550 Spyder. Dedicated race cars like the 550, 718, RS, and RSK models were the focus of Porsche’s race program through the mid-1960s.

Porsche first expanded its 8 cylinder flat engine to 2.2 liters in the 907, then developed the 908 with full three liters in 1968. Based on this 8 cylinder flat engine the 4.5 liter flat 12 917 was introduced in 1969. The Porsche 917 is considered one of the most iconic racing cars of all time and gave Porsche their first 24 Hours of Le Mans win. The 917 went on to destroy the competition in the cutthroat Can-Am racing series.

Porsche has had success with 911 racing variants since the beginning of that models history, winning the Monte Carlo rally. In the 1970s Porsche won the Targa Florio, Daytona and Sebring with the Porsche 911 Carrera RSR. The 911 also went on to win Le Mans in 1979 in the Porsche 935. Since then the 911 has campaigned both by Porsche and by privateers in thousands of motorsports series with great success. Even today, Porsche churns out specific racing models that enthusiastic buyers can snap up and drive in global races in addition to its formal race programs it competes in. Recent success in LMP1 with its Le Mans winning 919 Hybrid shows that Porsche can still mix it at the top.

In celebration of that history we pick the best racing cars Porsche has ever produced and tell you all about them. But first a primer on Porsche and racing.

A Primer – Porsche’s Start in Motorsports

Porsche has a long history and its illustrious racing and motorsport heritage is a big part of that story. You name the motorsports venue and series and there is a good chance Porsche has competed and and had success. 24 Hours of Le Mans, Rally racing, Formula 1, Indy, Carrera Cup (clearly) and much more.

It all started pretty early for Porsche. Because of his work with Lohner, Ferdinand Porsche was commissioned by Daimler to design a car that could be used to compete in the Prinz-Heinrich-Fahrt (the Prince Henry Trial.) While several designs were presented, Ferdinand’s model – the 22/80 PS – was selected to represent Austro-Daimler in the race. When the 22/80 PS finished in the top three spots of the Prinz-Heinrich endurance race event, the car was christened as the “Prince Henry”.

Then from 1925 to 1927 Porsche designed the 2-liter, 8-cylinder Mercedes Type S that won 21 of 27 races in the “Regenmeister.” The car was said to be almost unbeatable. This success led to Porsche being contracted to design a series of race cars (and the engines that powered them) that were to be driven in the Gran Prix of Germany. Known as “The Great Auto Union Project,” the development of the race car would keep the young Porsche engineering firm busy through most of the 1930’s.

In 1933, the governing body of the Grand Prix Circuit announced a new racing formula. Both Ferdinand and Ferry set to work on designs that would meet the new 750kg formula regulation. The early result of this effort was an experimental vehicle known as the P-Wagen project.

In 1946, Piero Dusio, an Italian soccer player, businessman and racing driver, approached the firm to design a new Grand Prix race car. Ferry recognized that this might be the opportunity he’d been seeking to free his father from prison. Dusio gave the Porsche firm just 16 months to complete the car. Dubbed the Porsche Type 360 Cisitalia, the Grand Prix racer featured a supercharged, mid-mounted, 1.5 liter flat-12 cylinder engine that produced 385bhp at 10,500rpm. It was paired to a complex four-wheel drive transmission assembly. It never advanced beyond the testing phase, due mostly to the limited timeframe in which the car was to be completed so that it could compete in the Grand Prix circuit. Despite this, the car was also the first ever to bear the “Porsche” name.

The rest as they say is history. Now, onto the cars.

Best Porsche Racing Cars

Porsche 917

Porsche first expanded its 8 cylinder flat engine to 2.2 liters in the 907, then developed the 908 with full three liters in 1968. Based on this 8 cylinder flat engine the 4.5 liter flat 12 917 was introduced in 1969. The Porsche 917 is considered one of the most iconic racing cars of all time and gave Porsche their first 24 Hours of Le Mans win. The 917 went on to destroy the competition in the cutthroat Can-Am racing series.

Few race cars have attained the same notoriety as the 917. It was dangerously quick and also reliable enough to win Porsche’s first overall victory at Le Mans in 1970. The feat was repeated in 1971 and the 917 has now become an icon of Porsche performance.

It’s true that Porsche took their most daring step forward with the 917, but it followed a long and progressive development of sports racing prototypes. Leading up to the 917, Porsche and Ferdinand Piëch had made very successful sports race cars limited to the smaller classes. These included the 904 Carrera GT, 906, 908, but they were often slower than the GT40 and Ferrari Prototypes which would take overall victory.

In April 1968, the CSI reduced the minimum required production for sports car homologation from 50 to 25 cars. This caught the attention of Piëch who considered a new sports prototype that could win Le Mans. The 908 fit well within the new 3.0 liter prototype class, but it was the 5-liter sports car class known as Group 4 which caught their attention. In it were the V8-powered Lola T70 and Ford GT40 MKI which were very capable of outright victories. Porsche decided the only way to win the World Sports Car Championship was to build 25 copies of a 5-liter prototype that would meet the minimum homologation requirements to qualify as a sports car.

After Porsche had won Le Mans twice with the iconic 917 Kurzheck, the engineers at Weissach started experimenting with Can-Am versions and this 917 16-Cylinder Prototype was one of their first test mules converted, turning it into a Group 7 contender that had over 1000 bhp by 1973. As a result the L&M Porsche+Audi 917/10 of George Follmer and Penske won the 1972 Can-Am Championship ahead of the typically dominant McLaren team.

For 1973, Valentin Schäffer had completed the 5.4-liter engine which produced considerably more power at 1100 bhp at 7800 rpm. Later, the 917/30 went on to dominate in the 1973 CanAm with the top four places in the final points being taken back to Stuttgart and Porsche factory driver, Mark Donohue, setting a closed circuit record of 222 mph (355.85km/h) around the Talladega Oval, Alabama. A time that still ranks as one of the fastest race laps ever.

This is definitely the most important race car in Porsche’s history.

More: Porsche 917, 1969 Porsche 917 story

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Porsche 550 Spyder

From 1953 onwards, Porsche began to use a car specifically designed for motor racing, which was to have a long history of spectacular successes: the 550 Spyder. In technical terms, the mid-engine Roadster was distinguished by its lightweight yet rigid flat frame made from steel tubing and a streamlined and stylish monocoque body. The 550 Spyder won its very first race at the Nürburgring in 1953. Particularly in the “land of opportunity”, the lightweight Spyder was a great asset both on the road and on the track in the 50s. In 1954, it won its class at the Carrera Panamericana in Mexico.

The mid-engine sports car was later equipped with a space frame and received the A designation for even greater power and driving pleasure and became an out and out racing car. The new 550 A Spyder made its racing debut at the 1000-kilometre race at the Nürburgring. But the biggest success of all came in Italy where, at the Sicilian Targa Florio in 1956, Umberto Maglioli beat the Ferraris and Maseratis to the finish line. That was the first of 11 Porsche victories in what was probably the most demanding race of its time.

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Porsche 718

Porsche started racing with lightweight versions the 356 but things really took off with the “giant killer” 550 Spyder. Dedicated race cars like the 550, 718, RS, and RSK models were the focus of Porsche’s race program through the mid-1960s .

We chose the 718 over the 550 Spyder due to its amazing results. Successor to the 550 Spyder the 718 was one of Porsche’s most successful race cars in the early years. With its flat-four motor the small and light 718 continued the “giant killer” reputation of the 550 Spyder. Unlike the heavy and powerful v12 Ferrari’s that the 718 raced, the Porsche was light, nimble and very rigid, easily allowing it to win its share.

More: Porsche 718

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Porsche 904

The 904 was a racing car built to satisfy the FIA’s definition of a GT car and started a trend which would motivate Porsche to manufacture sports prototype cars.

Expertise gained while racing and developing the 550 and RSK (718) Porsches laid the foundation for the 904. After two fledging years of Porsche Grand Prix racing they decided to abandon Grand Prix Racing in 1962 and focus on sports car racing and thus the 904. As the FIA demanded one hundred examples had to be produced to meet homologation, the 904 was designed as a customer car with a full interior including a heater.

Originally, the chassis of the 904 was designed to accept a number of engines and specifically the flat-6 from the upcoming 901 or 911 as we know it. It was the familiar mid-engine layout with the type 587/2 engine found in the Abarth Carrera being used. This was Porsche’s most famous engine at the time, featuring all-alloy construction, two spark plugs per cylinder and over-head cam shafts. They increased horsepower from 155 to 180 at 7200 rpm. Optionally, Porsche offered the type 771 eight-cylinder engine with the 904. It was again a two-liter engine, but offered 210 horsepower.

Since as many as one hundred and twenty 904s were sold to varying customers, the car competed in numerous hillclimbs, endurance races, sprints and rallies. The car would compete in the two-liter class against competition such as the Abarth Simca 2000 and Alfa Romeo Guila Tubolare Zagato.

As highlight to start of the 904’s race career it took outright victory at 1963 Targa Florio. During the 1964 season, Porsche was unchallenged in their class, winning the two liter manufacturer’s championship. For the 1965 season Porsche modified the 904 to include more horsepower, wider racing tires, larger brakes and lighter fiber glass. It is also worth mentioning that during the 1965 season a variety of engines were used in the car including the flat-eights and the flat-sixes. Again, Porsche took the class wins at the majority of the 1965 events.

More: Porsche 904

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Porsche 935/77

From 1977 into the 1980s, Porsche 935s were the popular choice in Group 5, GTP, and GTX racing both in Europe and North America. Later versions were made by Kremer, Joest, Gaaco and Fabcar left little room for any challenge to Porsche dominance. The culmination of these efforts resulted in a first overall at the 1979 24 Hours of Le Mans. The 935 was initially offered as version of their 935 for private racing teams that raced alongside the technically superior Martini-sponsored factory cars. These were based of the 1976 the Porsche Carrera RSR 2.1 Turbo which contested the 24 Hours of Le Mans in 1974 provided a basis for the 935.

Due to the more relaxed Group 5 regulations, engineer Norbert Singer could drastically alter the outer-bodywork of the standard 930 unitary steel monocoque. This allowed for much larger fender flares and a huge rear wing. Half way through the 1976 season, Porsche relocated the front headlights to the Flachbau or flatnose design.

The design retained the 930 Turbo bodyshell which was stiffened by an aluminum roll cage. The attached front and rear sections were made from fiber-glass and 5-inch wheel arches were fitted covering 15-inch tires in the rear. Plexiglass windows and other lightweight construction meant that the car was produced 90 kg underweight which was offset by ballast.

Using the 1.4 equivalency factor given to turbocharged engines, Porsche could assemble a 2.9-liter engine that fit well within the 4-litre restriction. To offset the smaller displacement, a huge KKK turbocharger was fitted which helped the 2808cc flat-6 produce close to 600 bhp. This number varied depending on the boost which ranged from 1.35 and 1.55 bar.

The engine used dual-ignition, a 908-style fuel pump, plunger-type fuel injection and spraybar lubrication. Consumption was rated at 4.38 mpg.1 A knob on the dashboard controlled the boost which could vary the power from a reliable 550 bhp to 650 bhp in sprint mode. Some private teams opted for the larger 2994cc engine which raised power to 630 bhp but they were forced to carry 122 extra lbs of ballast.

The suspension and wheels were also drastically upgraded including coil springs, adjustable anti-roll bars, and larger ventilated discs. Naturally, the car was completely stripped and Porsche managed to reduce weight to 900 kg. With ballast the car could then meet the required 970 kg formula.

Porsche offered the car again in 1978 (see below) with the twin-turbocharged specification and running boards as on the factory team cars. That year IMSA champion was Peter Gregg driving the Brumos Racing 935. The World Championship of Makes was secured by the 935 after winning 7 rounds. The German Nation Championship was also contested by 12 separate 935s of which the Gelo-entered cars were fastest.

More: Porsche 935

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Porsche 935/78 ‘Moby Dick’

Due to its wide long-tail body, the Porsche 935/78 was also known as Moby Dick. It was the most powerful 911 ever. The culmination of the 935 development story was the 935/78 of 1978. The 935/78 was the ultimate expression of the 911 factory race car before Porsche officially withdrew from motor sport. Raced under the Group 5 silhouette series, great liberties were taken with the design.

The 935/78 was built under Porsche’s Chief Racing by Norbert Singer for high speeds at Le Mans. Due to the advanced shape of the car 227 mph or 366 km/h was possible. To achieve this, both the front and rear end were redesigned with detachable panels that could reveal what little was left of the production unitary steel monocoque with new aluminum sub-frames. The design even went as far as replacing floor and lowering the car 75 mm.

The rear end of the car was completely new. Radiators that cooled the cylinder heads were mounted just ahead of the rear wheels and a massive adjustable rear wing was fitted above the engine. With a firm eye on Le Mans, Porsche sat out most rounds of the Championship except the Silverstone 6 Hours. There, Jochen Mass and Jackie Ickx won outright with a large margin over the nearest competition.

More: Porsche 935/78 ‘Moby Dick’

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Porsche 911 RSR 2.14 Turbo

The RSR was a milestone moment for Porsche. It was the first turbocharged racing 911, one that took part in the FIA’s Group 5 category for the 1974 World Championship for Makes and came 2nd overall at the 24 Hours of Le Mans. Just look at this thing and it is clear that Porsche was nuts (which we totally love).

While Porsche had success early on with small and powerful engines, is was really the RSR that showed just how successful a small-capacity turbocharged engine could be in a standard race car. The 917/30’s success drove Porsche to turbocharge more stuff and Porsche had decided to launch the new 911 Turbo in 1975/ Porsche wanted to prove the abilities of a turbocharged 911 in competition. To do so, they created the Porsche 911 Carrera RSR Turbo 2.1. Thanks to the FIAs requirements for a smaller than 3 liter engine for Group 5 cars, Porsche decided on a 2.14 liter flat-six and then added to monster KKK turbochargers to it.

Thats not all either, because this motor had magnesium crankcase, polished-titanium connecting rods, large-capacity oil pumps, a twin-plug ignition, Bosch mechanical fuel injection, and sodium-cooled intake valves (space aged stuff at the time). The result was 500 hp at 7,600 rpm and 405 lb-ft of torque at 5,400 rpm (in 1974). The RSR would wear fiberglass fenders, doors, front and rear valances, and front and rear decklids — all engineered for weight-savings — and tubular framing supported the engine and suspension.

Porsche extensively tested the car at the Le Mans trails and found it was 11 seconds faster than a 3.0 RSR. Four cars were made for the 1974 season and they debuted at the Monza 1000km.

Only four RSR Turbos were ever built (“R5,” “R9,” “R12,” and “R13″) and they all wore the now famous Martini livery. Unfortunately, the 2.14s had to race in the prototype class along with the Matra-Simca MS670C, Gulf Mirage GR7 and Alfa Romeo 33TT12. Despite the tough company, the Martini & Rossi-livered cars managed second place finishes at the Watkins Glen 6 Hours and the 24 Hours of Le Mans.

More: Porsche RSR Models, 1974 Porsche 911 Carrera Turbo 2.14

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Porsche 911 GT3 R Hybrid 2.0

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Porsche 919 Hybrid

Porsche had not tasted overall victory at Le Mans since the Porsche 911 GT1 in 1998. This is probably due to the fact that Porsche was spending its time toiling away with GT cars and specifically the GT3 and the LMP2 RS Spyder. Porsche tasted victory and won major races overall during the period. In 2014 that all changed when Porsche returned to the top-tier LMP1 class. It wanted outright Le Mans victory. .

This was an advanced and unique race car. The 919 has a 2-liter turbocharged four cylinder gasoline engine with direct injection and two energy recuperation systems and a battery-based hybrid system.

Enter the 2015 season and the car was 90% different according to Porsche. The 919 achieved pole positions in Spa and Silverstone before finally picking up a pole at Le Mans. and win at the 24 Hours of Le Mans. After Le Mans it won the five remaining races of the season.

More: Porsche 919 Hybrid

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Porsche 911 GT1 98

If we are talking about Le Mans legends surely we need to include the Porsche 911 GT1 on our list of awesome Porsche race cars. With its carbon monocoque chassis, extreme aerodynamics and mid-engined layout, the Porsche 911 GT1-98 won Le Mans (Porsches 16th overall victory) and cemented its place in history.

When the 911 GT1 was unveiled in 1996, Porsche exploited the rule book and rather than develop a race version of one of their road going models, what they created was effectively a purpose built sports-prototype. The production version of the GT1 was then created to homologate Porsche’s 911 GT1 contender. The street version was known as the ‘Strassenversion’ and is considered the most fierce and rarest 911 ever.

The high-tech GT1 made its debut at the 1996 Le Mans and was a technical masterpiece. Both new Porsche 911 GT1s showed reliability and speed, achieving second and third place. For the 1998 season Porsche developed an all-new car, the 911 GT1-98. Its aim was to match the new Toyota GT-One and Mercedes-Benz CLK-GTR. Unlike the previous two models, the 98 version had a more traditional sports-prototype look about it. The GT1 from 1998, weighing only 950 kg, was the first Porsche racing car to feature a carbon-fibre monocoque chassis. The 3.2-litre engine with dual KKK turbochargers produced 550 hp at 7,200 rpm. The power is transmitted to the rear wheels via a sequential 6-speed transmission.

More: Porsche 911 GT1 (race cars), Porsche 911 GT1 (production)

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Porsche 936 Spyder

In 1976 Porsche decided to participate in the World Sportscar Championship (Group 6) and developed the 936 Spyder as a result. In record time the race engineers developed a new race car in the Type 936 which was to start alongside the 935 production race car.

Technically, the development of the open Spyder car took its orientation from the proven 908/03 and 917/10 designs. The result was an aluminum tubular frame covered by an aerodynamic plastic body. The car was powered by the 2.1-liter flat-six bi-turbo engine from the 911 Turbo RSR with an output of 540 hp (397 kW). A typical feature of the two-seater turbo racing car was the large air intake above the cockpit and the high tail fins.

The Porsche 936 Spyder was a success. The first race-worthy Porsche 936, called the ‘black widow’ within Porsche because of its matte black body, conducted tests in the second half of February on the southern French race course in Le Castellet. After 4 of the 7 races in total, the Sports Car World Championship had already been decided in favor of Porsche. The 936 Spyder won all its races against the works Renault Alpine.

Participation in the Le Mans 24 Hours was rewarded in June 1976 with a convincing overall victory to Jacky Ickx and Gijs van Lennep. In 1977, Porsche returned to Le Mans with the 936/77. Its body was smaller, lower, shorter and further refined aerodynamically. The engine now featured two turbochargers and delivered 20 more horsepower. At one of the most dramatic races in history, Jacky Ickx, Jürgen Barth and Hurley Haywood slayed the armada of four Renault works cars and two factory-supported “Mirage” with Renault motors. In the year 1981, the 936 celebrated a sensational comeback with another overall Le Mans victory.

More: Porsche 936

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Porsche 956 C

The 956 (and 962 that followed) were arguably the most dominant Porsche endurance racing cars ever. Introduced to comply with the FIA World Sportscar Championship’s new Group C regulations in 1982, the 956 was brutally fast and horrifyingly dangerous. Group C was a technical battleground involving the lowest possible road resistance, the most fuel-efficient engines and extreme power transmission. The 956 was the first Porsche racing car with a monocoque chassis and the so-called ground effect. The effect means that when racing, the cars practically stick to the asphalt. The engineers channel the air flows to generate a vacuum to create a downforce beneath the car.

The 1982 at Le Mans the Type 956 took the top three places. The lack of any real competition in 1982 practically handed them the championship, but due to their tremendous team, and the newly developed Weissach facility, Porsche turned the 956 into a customer prototype that would rule motorsport for a decade. Victories in every race of the World Endurance Championship as well as the win in the Manufacturers’ World Championship in 1983, 1984, and 1985 underscore the dominance of the 956. Add the 962 to the mix and between 1982 and 1987, the Porsche 956 and 962 won Le Mans six times.

The 956 was meant to replace the all dominant Porsche 935 and 936. When designing the prototype, Porsche decided to use the flat-6 which had proven itself, powering the 936 to victory at Le Mans. Around this engine Porsche focused on building a car that was above all, aerodynamically efficient, and to do that ground effects were employed. The secret to the race car’s success lay in this perfect interaction of the aluminum monocoque, the efficient turbo engine, and revolutionary aerodynamics, which put the 956 in a class of its own for several years running. It was the first Porsche race car with an aluminum monocoque chassis and ground effects. On a related note: the 956 saw the first appearance of the Porsche Doppelkupplung (PDK).

To tackle the FIA’s fuel restrictions, Porsche decided to rely on turbocharging which offered superior power output that could be adjusted to control fuel consumption by means of a waste-gate. This meant that at any given time, the fuel consumption could be adjusted, with corresponding power outputs from 580 bhp @ 17psi boost to 620 bhp at 14psi boost. Typically, drivers would lower the waste-gate level after they had run on maximum boost to gain top positions in the race

In addition to factory team cars, Porsche built additional 962C cars for privateers to campaign. The wins continued to pile up: victories in all races at the World Endurance Championship and at Le Mans, the Constructor’s World Championship for Porsche in 1983, 1984 and 1985, victories and championship titles in German and Japanese championships underscored the class and dominance of this racing vehicle. In design terms, the 956 represented a milestone for Porsche racing development and set new records in sporting competition.

Anticipating the FISA (Fédération Internationale du Sport Automobile) regulations due to come into effect in 1987, Porsche began developing the 956 into the 962 starting in 1984.

More: Porsche 962, Porsche 956

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Porsche 908

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Porsche 959 Rally

The technologically pioneering Porsche 959 was presented at the IAA in 1985. Only a limited production run of 292 units of this high-performance sports car, based on the 911, were built. With a biturbo flat engine with water-cooled 4-valve cylinder heads, an electronically controlled chassis and all-wheel drive system, as well as an aerodynamically optimised body, Porsche showed what was possible in the field of automotive design.

As part of an extensive road testing programme, the 959 was taken to the desert. The motorsport department at Weissach built a version specifically designed for the Paris-Dakar rally in 1985. Porsche entered three 959s in the race. Power was transmitted to all four wheels via a 6-speed transmission and a pioneering, electro-hydraulically controlled centre differential. The 959 featured a 330-litre fuel tank. Like the 911 which won Paris-Dakar in 1984, a synthetic body made the vehicle considerably lighter; the 959 weighs 1,260 kg. First place in Dakar went to René Metge followed by Jacky Ickx – A double victory for Porsche. Kussmaul brought his 959 to the finish in West Africa in sixth position. On the journey through the Sahara, the Porsche vehicles reached speeds of up to 242 km/h.

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May 13, 2018 / Comments Off

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The Definitive List of the Greatest Porsche 911s Ever Made

Porsche has made a lot of cracking 911s over 50+ years. We Pick the Best Production, Limited Edition & Race 911s of All Time.

While we were researching our 911 buyers guide for new Porsche buyers and our best (Non 911) Porsches lists it became clear pretty quickly that an epic post about the best 911s ever made was going to have to happen. Porsche has been making 911s since 1963 and there have been some cracking cars since then. How many? Well, our current list includes more than thirty 911s we consider to be awesome and we are only in April of 2018 so we are sure we will add even more over time.

First things first. This is a living list. We expect Porsche fans and historians to contact us and argue for the inclusion of cars we missed. Send us your thoughts. We will note that while your favorite 911 may not have made our list, but that doesn’t mean we don’t love it. We really did struggle to pick the right balance of pedigree, history and specialness and you can see we ended up with over thirty cars and the list could have been double the size.

Anybody who knows the history of Porsche knows that 1963 was “our year”. In 1963 Porsche introduced their seminal 901 at the 911 at the Frankfurt Motor Show. Thanks to our friends at Peugeot the 901 became the 911 and the world was never the same again for sports car fans. The 911 was a small, powerful and fun sports car with a boxer six engine out back in the wrong place. As the successor to the Porsche 356, the 911 won the hearts of sports car enthusiasts from the outset and sales of the diminutive rear engined flat six sports car started strong.

Ten years after its launch, Porsche gave the 911 a big update with the G Series which ended up being produced from 1973 to 1989. Next up was the 964 in 1989 and this was a totally new platform with an air-cooled 3.6 liter flat six engine with over 250 hp and a modern design that is still coveted by collectors everywhere. Perhaps the most popular and most-loved 911 is the 993 that was launched in 1993. Peopled loved the design and it was the last air-cooled 911 – sigh.

The 996, which rolled off the assembly line from 1997 to 2005, represented a major turning point in the history of the 911. It retained all the character of its classic heritage, but was an entirely new car. This comprehensively redesigned generation was the first to be driven by a water-cooled flat engine. Models like the 996 GT3 are still some of our favorites here at Supercars.net. 2004 was another update with the all new 997. With no more ugly lights and a cleaner and crisper design, it upped power, drivability and technology. The now 3.6 liter flat six was 325 hp in base model while the Carrera S got a new 3.8 liter engine with 355 hp.

Next was the launch of the 991. A completely new chassis with modified wheelbase, greater track width and beefier tires, plus an ergonomically optimized interior produced an even sportier and more comfortable driving sensation. With its low, stretched silhouette, its bristling surfaces and precisely shaped details, the Porsche 911 Car. Once again, engines were more powerful, more efficient and significantly more advanced. Driver aids and advanced chassis tech were also launched. We also saw a big increase in the number of variants made, with the Targa and GTS models launched. In 2015 Porsche moved away from natural aspiration with the 911 now powered by a new 3.0-liter twin-turbocharged six-cylinder flat engine developed 370 hp in base trim.

With more than five decades of evolution and seven model generations, the 911 was always modern but never fashionable. Ask any Porsche fan out there what the best 911 of them all is and chances are every one of them will give you a different answer. There have been countless 911 models that were awesome and picking our favorites was so hard we decided to simply include all the best 911s in one long list. So here it is, our list of the best 911’s of all time.

1963 Porsche 901

Year: 1963 Generation: 901 Units built: 82
Engine: Flat-6 Power: 130 bhp 0 – 60 mph: 8.3s Top Speed: 130mph

In 1963 Porsche introduced their seminal 901 at the 911 at the Frankfurt Motor Show. When Porsche presented the vehicle at the Paris Motor Show in October of that year, the French car manufacturer Peugeot objected to the model designation. The reason: Peugeot had patented a three-digit type designation with a zero in the middle.

The 901 was renamed 911 for the 1964 model year. We still count it as the first 911 which is why it makes our list over the 1964. Series production of the 901 began in September 1964. The new car was sold alongside the 356C as an alternative with more power and room for a rear seat.

More: 1963 Porsche 901

1967 911 S Coupe

Year: 1967 Generation: Early Years Units built: 1,823
Engine: Flat-6 | Power: 160 bhp | 0 – 60 mph: 6.5s | Top Speed: 140mph

1967-1968 Porsche 911 R

Year: 1967-1968 Generation: Early Years Units built: 23 (19 vehicles plus 4 test cars)
Engine: Flat-6 | Power: 230 bhp | 0 – 60 mph: 5.9s | Top Speed: 152mph

Four prototypes initially surfaced from Porsche’s experimental department in Spring of 1967. Every possible component was replaced by a lightweight counterpart. With the standard interior deleted, lightweight windows, fiberglass doors, hood, engine cover and bumpers, the 911R was only 1786 lbs (810 kg), some 500 lbs (230 kg) less than the standard 911! Wow.

Included was the Type 901/22 engine from the Carrera 906 with a standard alloy crankcase. Most cars used Weber 46 IDA3C carburetors, while some featured the mechanical Bosch fuel injection system. Optionally the four-cam Type 901/21 engine which produced 230 bhp (171 Kw) was available. With this engine, the 911 R accelerated from zero to 100 km/h in 5.9 seconds and could cover a distance of one kilometre from a standstill in just 24.2 seconds – one second faster than a Porsche 904 Carrera GTS and a full 5 seconds faster than an Alfa Romeo GTA.

While initially conceived to race in the sports car class, the R never met homologation requirements and was forced to race with the potent prototype classes. With an estimated sales price of 45,000 DM, a 911 R was nearly twice as expensive as a regular 911 S and did not sell enough units (500 were needed for homologation). The 911 R would have contributed much more to the 911’s legacy had Porsche filled its 500 car requirement for homologation.

More: 1967 911 R

1973 911 Carrera RS 2.7

Year: 1973 Generation: Carrera RS Units built: 1580 (200 Lightweight, 1300 Touring, 80 Race)
Engine: Flat-6 | Power: 210 bhp | 0 – 60 mph: 5.8s | Top Speed: 150 mph

This is one of the most desirable 911s ever and auction prices will scare the bejesus out of you. The Carrera RS 2.7 was lighter, more powerful, and rarer than other 911s of the era.

Revealed at the 1972 Paris Auto Show, the Carrera 2.7 RS was a special model used to homologate the 911 in Group 4 racing. Developed from the 911S, the 2.7 was more potent in almost every area. Compared to the standard Carrera, the 2.7 RS featured a larger engine, wider flares to accommodate the Fuchs alloy wheels, stiffened suspension, larger brakes and a ducktail rear spoiler.

More: 1973 911 Carrera RS 2.7 Touring, 1973 911 Carrera RS 2.7 Lightweight

1974 Porsche 911 Carrera RS 3.0

Year: 1974 Generation: Carrera RS Units built: 109 RS 3.0s, 54 RS trim
Engine: Flat-6 | Power: 230 bhp | 0 – 60 mph: 5.2s | Top Speed: 155 mph

More: 1974 Porsche 911 Carrera RS 3.0

1974 Porsche 911 3.0 RSR

Year: 1974 Generation: Carrera RS
Engine: Flat-6 | Power: 280 bhp | 0 – 60 mph: 5.6s | Top Speed: 178 mph

Introduced in 1973, the RSR was a factory-built racing car based on the 911 chassis. These were not converted street cars, but rather purpose built competition models designed and built from the ground up for serious racing use. In 1974 the factory made significant changes to the car including a new 3.0 liter engine, wider wheels with center lock hubs and improved aerodynamics. The result was a car that would dominate the GT category and challenge for overall wins around the world.

Porsche built the Carrera RSR on the frame of the road-spec 911 for homologation purposes, much of the body was replaced with fibreglass to save weight and the cockpit held a single seat on the left hand side. The widened wheel arches held racing slicks with a 10 inch wide tire fitted in front and a hefty 14 inch tire at the rear, the engine utilised a twin-plug ignition system and a capacity of 2,992cc.

The engine block was cast from aluminium to keep weight down and a large dry sump oil tank fed fluid to a front bumper mounted oil cooler, allowing the Carrera RSR to remain competitive during endurance racing events. For 1974 the compression ratio was increased from 9.8:1 to 10.3:1 which resulted in 330hp reaching the rear wheels at 8,000rpm.

More: 1974 Porsche 911 RSR

1975-1989 Porsche 930 Turbo

More: 930 Turbo Models

Porsche 935

Year: 1977 – 1979 Engine: 3.0–3.2 L twin-turbo H6 | Power: 560 bhp

The 935 was initially offered as version of their 935 for private racing teams that raced alongside the technically superior Martini-sponsored factory cars. These were based of the 1976 the Porsche Carrera RSR 2.1 Turbo which contested the 24 Hours of Le Mans in 1974 provided a basis for the 935.

Porsche offered the car again in 1978 with the twin-turbocharged specification and running boards as on the factory team cars. That year IMSA champion was Peter Gregg driving the Brumos Racing 935. The World Championship of Makes was secured by the 935 after winning 7 rounds. The German Nation Championship was also contested by 12 separate 935s of which the Gelo-entered cars were fastest.

More: Porsche 935

Porsche 911 Turbo Flachbau (930)

Year: 1981-1987 Generation: 930 Units built: 948
Engine: Single turbo flat-six | Power: 260 to 330 hp | 0 – 60 mph: 4.7 s | Top Speed: 171 mph

Demand for the 930 Turbo soared at the turn of the 1980s, which is why Porsche decided to introduce option M505 which was known as the Flachbau or “flat nose” or “slant nose”. The Porsche 911 Turbo “Flachbau” was a special edition of the car which came with a different look.

The model was offered as part of the special order program beginning in 1981, an otherwise normal 930 with a 935-style slantnose instead of the normal 911 front end. Each Flachbau unit was handcrafted by remodeling the front fenders (option code M505). In 1986 (1987 model year) Porsche finally offered the slantnose straight from the factory. The official designation in the UK was Turbo SE.

The regular 930 Turbo was costly enough, but the stylistically different Flachbau commanded a big premium over it because the ‘80s were all about having the most expensive whatever. That sharply drooped snout may not be to some people’s liking, yet Porsche had no problem at all with selling the Flachbau for almost double the cost of the regular Turbo.

Besides the flat front, the car also came with a different engine than the older Porsche models, namely a 3.3-liter which produced 330 horsepower. With a rear-wheel drive and a top speed of 171 mph, the Porsche 911 Turbo “Flachbau” was the fastest mass production car at the time of its launch. To put that firepower into perspective, think of the 930 Turbo Flachbau as the next best thing after the naturally aspirated Ferrari BB 512i, a supercar which was never sold in the U. S..

Despite the panels being slightly heavier, they were modeled after the 935 race car for top speed. The conversion required extended rocker panels, wider rear flares with scooped vents and flip-up headlights up front with functional louvres.

More: 1987 Porsche 911 Turbo ‘Flachbau’

1989 Porsche 911 3.2 Carrera CS

Year: 1987-1989 Generation: 3.2 Carrera (1984–1989) Units built: 340
Engine: 3.2 L flat-six | Power: 228 hp | 0 – 60 mph: 5.9 s | Top Speed: 154 mph

In a shock to anybody who has tried to by a special edition Porsche, the 911 CS was actually a few grand cheaper than the regular car.

More: 3.2 Carrera (1984 – 1989) Models

1989 Porsche 930 LE

Year: 1989 Generation: 930 Units built: 50
Engine: 3.3L turbo flat-six | Power: 330 hp | 0 – 60 mph: 4.6 s | Top Speed: 173 mph

Mechanically, the Porsche 930 LE was essentially identically to the slantnose SE. However, the LE – shorthand for ‘Limited Edition’ – stuck with the Porsche 911’s idiosyncratic raised front wings but gained a deep, 934-esque chin spoiler. Just one example was delivered to each contemporary Porsche Centre for a total of 50 rare units.

The reason this 930 makes our list was because almost everybody thought it would be the last ever 911 Turbo. The 964 Porsche was on its way and many thought that meant the end of the Turbo range. Porsche went ahead and made this limited edition. The original list price for the 930 LE was a staggering £84,492 (its close to £300,000 in today’s money). With the 930 LE, Porsche went out of its way to create the ultimate Turbo and that is special to us.

Each car started life as a standard 3.3-litre Turbo before being passed over to the ‘Exclusive’ team at Zuffenhausen. Each car was rebuilt by hand to include a host of no-cost options but the coolest thing of all was a final gold plaque on the centre console highlighted the LE’s place at the end of the Turbo’s 15-year tenure as Porsche’s true everyday supercar.

More: 930 Turbo Models

1989 Porsche 911 Speedster

Year: 1989 Units built: 2,104 (171 narrow body, 1933 Turbo-look)
Engine: Air-cooled Flat-6 | Power: 231.1 bhp | 0 – 60 mph: 6.0 s | Top Speed: 152.2 mph

The 911 Speedster was introduced alongside the new 964 Porsche Carrera 4 at the 1988 Frankfurt Show.

Undeniably, the Speedster had “collectible” written all over it, and all 2,100 were quickly snapped up by would-be profiteers.

More: 1989 Porsche 911 Speedster, 964 Model List, Speedster Porsches

1990 Porsche 964 C4 Lightweight

Year: 1990 Generation: 964 Units built: 22
Engine: 3.6L Air-cooled Flat-6 | Power: 300 bhp | 0 – 60 mph: 4.9 s | Top Speed: 161.59 mph

130kg lighter than a 964 RS, the Carrera 4 Lightweight used the four-wheel drive drivetrain from the Dakar-winning 953 rally car and was originally envisaged for off-road use. The cars employed the same six-cylinder 3600cc boxer engine as the 260hp “regular” RS, but produced some 40 more horsepower due to the exclusion of catalytic converters and mufflers.

More: 964 Model List, 1990 Porsche 964 C4 Lightweight

1992 Porsche 964 Carrera RS

Year: 1992 Generation: 964 Units built: 22
Engine: 3.6L Air-cooled Flat-6 | Power: 260 bhp | 0 – 60 mph: 4.9 s | Top Speed: 161.6 mph

More: 964 Model List, 1992 Porsche 911 Carrera RS

1993 Porsche 964 Carrera RS 3.8

Year: 1993-1996 Generation: 964 Units built: 55
Engine: 3.8L Air-cooled Flat-6 | Power: 300 bhp | 0 – 60 mph: 4.9 s | Top Speed: 170 mph

Is it cheating that we have two 964 Carrera RS models on our list? We don’t think so.

More: 964 Model List, 1993 Porsche 911 Carrera RS 3.8

1996-1998 Porsche 911 (993)

Year: 1994-1998 Generation: 993 Units built: 68,029 (all 993s)
Engine: 3.6/3.8L Air-cooled Flat-6 | Power: 268-444hp | 0–60mph: 3.7-5.2s | Top Speed: 165-187mph

The Porsche 911/Type 993 was sold between January 1994 and early 1998 (with US based models going on sale from 1995-1998. The Type 993 was developed byPorsche as the replacement to the Porsche 964 model (which had been introduced in 1990 as a successor to the earlier 911 platform). We’re being picky here by specifying our love for the 1996-1998 models specifically.

This was the last of the “air-cooled” Porsche 911s (insert sad face here). The air-cooled engine was mated to a standard six-speed manual transmission – making the 993 the first-generation of 911 to feature a six-speed transmission (all earlier variants had either 4- or 5-speed gearboxes). A turbo-version of the Type 993 Porsche 911 was also introduced in 1995 and featured a bi-turbo engine that was at the top of the performance pack for the time. The discontinuation of the Porsche 993 in 1998 officially marked the end of the air-cooled Porsches.

993s got the standard M64/05(06) engine with 3.6 liter displacement. It basically carried over from the 964, making 268 hp and was used through model year 1995. In 1995 Porsche switched to the VarioRam -equipped M64/21(22) engine and power output increased to 282 hp. The RS got a more powerful version with 3.8 liter and 300 hp. For Turbo 993s the 3.6 liter got twin KKK K16 turbos and made 402 hp although you could customize your order (on Turbo S and GT2 models) to up that to 444 hp.

Powerful, comfortable, nicely balanced, air-cooled flat six and gorgeous looks. What’s not to like about the 993.

More: 993 Model Range

1995 – 1998 Porsche 911 GT2 (993)

Year: 1995-1998 Generation: 993 Units built: 57 road cars
Engine: 3.6L twin-turbo H6 | Power: 429-444 hp | 0 – 60 mph: 3.9 s | Top Speed: 187 mph

More: 1998 Porsche 911 GT2

Porsche 911 GT1 Straßenversion

Year: 1997-1998 Generation: 993 Units built: ~20
Engine: 3.2L twin-turbo flat 6 | Power: 537 hp | 0 – 60 mph: 3.65 s | Top Speed: 191 mph

We freely admit that calling the GT1 a 911 is *slightly* cheating. In spite of its 911 nameplate the car actually had very little in common with the 993 911 of the time. Sure the front of the car was from the 993 911 but the rear was the Porsche 962 as was the water-cooled, twin-turbocharged flat-six engine. The engine was also mid-mounted compared to the rear-engined layout of a conventional 911. In production car mode the engine made 537hp and only two units were ever made. It’s our article so we’re counting it.

The production version of the GT1 was created to homologate Porsche’s 911 GT1 contender. The street version was known as the ‘Strassenversion’ and is considered the most fierce and rarest 911 ever. Apart from the sparse interior, little differentiates the GT1 from the full-on, race-ready counterpart. The homologation regulations demanded that the car complied to both the rules of the road and track. This included comprehensive European regulations which created a golden age of GT1 racing.

Apparent from the front and rear lights, the GT1 shares many components with its series production counterparts, but puts them together in a more competitive way. Gone is the rear engine layout which isn’t suitable for prototype GT racing, the GT1’s turbocharged flat-six engine sits in front of the rear axle and is supported by chassis tubes instead of the typical 911 rear sub frame. Sitting behind the engine is a longitudinal six-speed transmission which the rear suspension attaches directly onto.

The GT1 was based on the 993 body shell, but with modified exterior panels and a substantial roll-cage that also supported the engine, gearbox and suspension. This helped Porsche avoid necessary crash testing and reinforced ties to the production cars.

But in almost every way, the GT1 was purpose-built race car. It had a carbon fiber body, full width wing, a tiny cockpit and a maximum power of 600bhp was developed at 7,200rpm.

Compared to the GT1s which raced Le Mans, the road-going version had only slight modifications. These changes include a higher ride height, softer suspension, road-going gear ratios and steel brakes which replace the race car’s carbon discs. The engine was only slightly detuned from the race version’s and a complete interior included sport seats and a full dashboard from the 993 line.

While the first version of the GT1 debuted at the 1996 season, Porsche only produced a single homologation car. The following year, the ‘Evo’ version was released with new kidney-shaped headlights and improved aerodynamics. This was good enough for Porsche to build twenty examples for select customers. These lucky few owned one of the most radical and unforgiving road-going supercars of their time.
More: 1998 Porsche 911 GT1 ’98 Straßenversion, 1997 Porsche 911 GT1 Straßenversion

1999-2001 Porsche 911 GT3 (996.1)

Production: 1999-2001 Generation: 996 Units built: 1,868
Engine: 3.6L Water Cooled Flat-6 | Power: 355 hp | 0 – 60 mph: 4.7 s | Top Speed: 187.7 mph

The GT3 we love today all started in 1999 with the 996 model GT3 and it all started because Porsche wanted to enter the GT3 class of the FIA. Porsche began investing in developing both the race car and the road-going version which was required by GT class homologation rules and the GT3 was the result. The GT3 became the 996’s range-topping model until until a new GT2 was launched.

Based on the 996 Carrera, the 996 GT3 was a really a track focused sports car that was lighter, sharper and more potent than its everyday sports model siblings. To help in the performance stakes, the GT3 the water-cooled flat six was loosely based on the GT1 and got a dry-sump crankcase with an external oil tank making it more powerful and higher revving. Gone were the rear seats, sunroof, air conditioning, radio and a boatload of sound deadening.

Major design changes included a more aggressive front end with larger headlamps shared with the Boxster, a sleeker body, and a more raked windshield. Design and aerodynamic features exclusive to the GT3 included slimmer air vents for the front bumper, a front splitter, new side skirts, a revised rear bumper, new wheels, and massive rear wing.

The GT3 quickly became the choice for drivers because of its remarkably sharp throttle response, better steering, steady balance, and amazing engine. While a Turbo had it beat for outright speed, this was the ultimate drivers Porsche. Its lighter body and race tuned suspension tuning also made it a perfect machine for attacking weekend drivers who wanted a track car.

If you are in the U.S you may at this point wonder why you can’t find any GT3s from the era for sale. Porsche did not bring the GT3 to the United States until 2004 (see the 996.2 model just below).

More: 2000 Porsche 911 GT3 details

2003-2005 Porsche 911 GT3 (996.2)

Year: 2003-2005 Generation: 996 Units built: 2,313
Engine: 3.6L Water Cooled Flat-6 | Power: 376 hp | 0 – 60 mph: 4.7 s | Top Speed: 187.7 mph

More: 2003 Porsche 911 GT3

2003-2004 Porsche 911GT3 RS (996)

Production Years: 2003-2004 Generation: 996 Units built: 682
Engine: 3.6L Water Cooled Flat-6 | Power: 376 hp | 0 – 60 mph: 4.2 s | Top Speed: 190 mph

More: 2004 Porsche 911 GT3 RS

Porsche 911 GT3 R Hybrid 2.0

Engine: 4L Water Cooled Flat-6 + 2 electric motors | Power: 470 hp + 218 hp

More: 2010 Porsche 911 GT3 R Hybrid

2009-2011 Porsche 911 GT3 (997.2)

Production Years: 2009-2011 Generation: 997.2 Units built: 2,256
Engine: 3.8L Water Cooled Flat-6 | Power: 429 hp | 0 – 60 mph: 4.0 s | Top Speed: 194 mph

By now you are probably annoyed by the number of GT3s on this list. Get used to it because there are even more further down. They are all awesome and they all deserve to be here.

More: 2009 Porsche 911 GT3

2010-2013 911 Turbo S (997)

Production Years: 2010-2013 Generation: 997.2 Units built: unknown
Engine: 3.8L twin turbo flat-6 | Power: 530 hp | 0 – 60 mph: 2.9 s | Top Speed: 195 mph

By 2010 it was clear the GT model cars were designed for track supremacy and Porsche invested more money in making the Turbo and Turbo S models more luxurious and perfect for daily driving.

Want a daily driver that can destroy your friends Tesla S and still be a legitimate sports car on weekends? This is the Porsche for you.

More: 2010 Porsche 911 Turbo S Coupé

2010 Porsche 911 997 Sport Classic

Production Years: 2010 Generation: 997.2 Units built: 250
Engine: 3.8L flat-6 | Power: 408 hp | 0 – 60 mph: 4.6 s | Top Speed: 187 mph

First of all the Sport Classic is fettled by the folks on the Porsche Exclusive team (the guys will customize a new Porsche with just about any options you could ever dream of). The package is based on the Carrera S but uses 4S rear bodywork for that wider and lower look plus the wider rear track. The most obvious aesthetic change is the double-dome roof and the SportDesign fascia and unique lip spoiler in front. At the rear the famous ducktail spoiler brings back Carrera RS 2.7 memories. Speaking of memories, check out the black-painted 19-inch retro-styled Fuchs wheels. Other small touches, such as black headlight-trim rings and black side-mirror brackets. It is the prettiest 911 of that generation.

Mechanical bits include the Carrera S’s 3.8-liter flat-six paired only to a six-speed manual gearbox (no auto available). While it is also shared with the Carrera S (where it makes 385 horsepower), the Sport Classic is fitted with the optional engine “Powerkit” as standard equipment. In addition to updated engine management software, the expensive option delivers a carbon fiber air filter casing, variable double-resonance intake manifold, modified cylinder heads and a sport exhaust system with the aforementioned special tailpipes. The result is 408 horsepower (at 7,300 rpm) and 310 pound-feet of torque (at 4,200 rpm) with the redline set at 7,500 rpm. A sport suspension, a locking rear diff, and carbon-ceramic brakes are all standard.

The interior also gets the full bespoke treatment. Espresso-Nature colored leather is everywhere. The upholstery in the middle of the seat cushions, seat backs and door panels is made of a beautiful woven leather that looks old school. Grey piping matches the Alcantara headliner as well as the double center stripes on the exterior.

The Porsche’s 911 Sport Classic was rare, unique and very, very expensive and with only 250 copies they go for a lot today on the used car market.

More: 2010 Porsche 911 Sport Classic

2011 Porsche 911 Carrera GTS (Type 997.2)

Production Years: 2011 -2012 Generation: 997.2 Units built: unknown
Engine: 3.8L flat-6 | Power: 408 hp | 0 – 60 mph: 4.2 s | Top Speed: 190 mph

The 2011 Carrera GTS also has a back seat big enough to seat two people, a rarity in a segment where rear seats are often so small they’re mostly just for show.

2011 Porsche 911 GT2 RS (Type 997.2)

Production Years: 2011 Generation: 997.2 Units built: 600
Engine: 3.6L twin turbo flat-6 | Power: 620 hp | 0 – 60 mph: 3.3 s | Top Speed: 209 mph

More: 2010 Porsche 911 GT2 RS

Porsche 911 GT3 RS 4.0 (997)

Production Years: 2011 Generation: 997.2 Units built: 600
Engine: 4.0L flat-6 | Power: 493 hp | 0 – 60 mph: 3.5 s | Top Speed: 193 mph

When it was released in 2011 the 997.2 GT3 RS 4.0 was the most powerful and largest displacement naturally aspirated 911 ever made. The flat-six had 493bhp and the same crank as the GT3 R and RSR race cars. The 4.0-liter boxer is good for 125 PS per liter or 500 PS (493 horsepower) in total at 8,250 rpm. Yup, this is a howling lump enhanced by titanium connecting rods and a crankshaft borrowed straight from the 911 GT3 RSR racecar.

So what is it like to drive? We let the guys at EVO magazine summarize it for us:

Air flow was been improved and numerous strengthening upgrades too. Chassis development has been influenced by the GT2 RS and uses parts from other RS 911s. Front dive planes give additional downforce up front. The unique spring, damper, toe and camber settings along with rose joints, and liberal use of carbon make this a lightweight 911 at just 1360kg. With a manual transmission and the last car to use the Mezger engine it is probably our top pick on this list of top picks and is arguably the best modern 911 ever.

More: Porsche 911 GT3 RS 4.0 (997)

Porsche 911 Carrera S 50th Anniversary Edition (991.1)

Production Years: 2014 Generation: 991.1 Units built: 1,963
Engine: 3.8L flat-6 | Power: 394.3 bhp | 0 – 60 mph: 3.7 s | Top Speed: 188.78 mph

If you’re buying a 911 Carrera S 50th Anniversary Edition we hope you like Graphite Grey or Geyser Grey metallic because they are the only color options. Built to celebrate the 50th birthday of the Porsche 911 in 2013, the Porsche 991 Anniversary Edition was essentially a 991 Carrera S with a widebody conversion and a number of retro touches, including green-numbered dials, chrome decklid grill and ‘Pepita’ houndstooth seat centres.

In addition to the pair of color choices, the special edition 911 Carrera S also has a distinctive ‘911 50’ badge that has been finished in two-tone 3D-style on the rear lid. High-gloss window frames are also part of the package, as are SportDesign exterior mirrors, and a new set of “Fuchs” style 20-inch alloy wheels.

More: Porsche 911 50th Anniversary Edition

Porsche 911 R (991.1)

Production Years: 2016 Generation: 991.1 Units built: 991
Engine: 4.0-liter flat-six | Power: 500 bhp | 0 – 60 mph: 3.7 s | Top Speed: 200 mph

Porsche went dual-clutch only with the 991.1 generation 911 GT3 and GT3 RS which upset a lot of Porsche buyers. In true Porsche fashion they made every koscher again by building the amazing 911 R with the GT3 RS’s engine and a perfect six-speed manual. Our perfect 911 (if we could afford the $400k+ used prices they fetch for these days) .

The original Porsche 911 R was built specifically for motor racing in 1967. Making the car lightweight was an obsession with bumpers, fenders, windows and more all made from light plastic. This 911 R was powerful, extremely fast and way ahead of its rivals at the time.

In 2017, the Porsche 911 R came back and we’re very happy campers. Think of it as a manual GT3 RS and you’re pretty close. The limited edition (991 units were made) is the perfect Porsche on paper with its 500 hp 4.0-liter naturally aspirated flat-six engine, 6-speed GT sport manual transmission, exotic lightweight materials and lots of cool Porsche motorsports tech thrown in.

Flat-six naturally aspirated engine. Screw turbocharging, this is what engines should be like. Naturally aspiration and large-volume flat-six engines will always have a place in our hearts. This masterpiece takes it to an even higher level. From its 4-liter displacement it delivers 500 hp (specific output of 125 hp per liter). Maximum torque is 346 lb.-ft and it revs to a stratospheric 8,800 rpm.

6-speed GT sport manual transmission. A high performance Porsche with a 6-speed manual gearbox. As if that wasn’t enough, the precise manual transmission also includes a cool rev-matching function. The focus of the box is not on shaving tenths of a second off lap times on the Nordschleife, but on pure driving pleasure and unfiltered emotion. This is Porsche driving the way it used to be.

The chassis of the new 911 R is based on the 911 GT3 and provides extremely sporty day-to-day driving. The tuning is extremely direct and the vehicle lies as low as the 911 GT3. All chassis control systems have been adapted to the manual transmission. The 911 R includes rear-axle steering, dynamic engine mounts, PASM, PSM and Porsche Torque Vectoring.

More: Porsche 911 R (991)

2018 Porsche 911 Carrera GTS (991.2)

Production Years: 2017- Generation: 991.2 Units built: –
Engine: 3L turbo flat 6 | Power: 450 bhp | 0 – 60 mph: 3.5 s | Top Speed: 193 mph

You guys already know we love the GTS from our best 911s you can buy today post from a few weeks ago. This is the best-value, all-around street-oriented 911 and in our review probably the best all-around 911 you can buy new today. Balanced, bracing, and the best driving experience under $150,000. The manual GTS is a perfect synthesis of power and grip: to drive and live with every day.

2018- Porsche 911 GT3 (991.2)

Production Years: 2017- Generation: 991.2 Units built: –
Engine: 4L naturally aspirated flat 6 | Power: 493 bhp | 0 – 60 mph: 3.4 s | Top Speed: 193 mph

You will notice that the 991.1 GT3 did not make our list. The reality is that it was an awesome car but had too main issues. First, it was plagued by engine issues and needed a recall and second it had no manual. With the 991.2 GT3 Porsche got everything right, it took the most involving 911 ever and bulletproofed the engine, added a manual and made it even better across the board. That’s why it gets the nod over the 991.1.

The GT3 has a screaming engine, is available with a manual gearbox and is the most involving sports car money can buy. It is a little rough around town so opt for a different 911 of you are looking for a daily driver. If you want to look a little more subtle, you can now opt for the Touring package which removes the rear wing (we love it).

2018 Porsche 911 GT3 RS (991.2)

Production Years: 2018- Generation: 991.2 Units built: –
Engine: 4L naturally aspirated flat 6 | Power: 520 hp | 0 – 60 mph: 3.2 s | Top Speed: 193 mph

In February 2018, Porsche revealed a facelifted GT3 RS and the early reviews suggest that while it is clearly an evolution of the previous GT3 RS that Porsche has done enough that the current model gets nod over the previous generation on our list of the best 911s. Does that mean the old 991.1 GT3 RS doesn’t deserve a spot? Of course not, it is still a cracking track car and likely one of the best cars on the planet. We are simply being super picky.

The more aggressive aerodynamic features stand out on the GT3 RS with NACA ducts guiding air to cool the brakes and smoother channeling air to a new diffuser. The side sills come straight off the GT2 RS, as does the manually adjustable carbon-fiber wing. The GT3 RS makes a lot more downforce than the GT3—more than double at 124 mph, in fact. It also effectively makes more than the GT2 RS, because while both make the same maximum downforce at top speed—750 lbs with wings in their stock settings, 992 lbs at maximum attack—the top speed of the latter is much higher, 211 mph verses 193 mph. This means the GT3 RS is making more downforce at lower speeds.

You guessed it, the GT3 RS is a race car and doesn’t make much sense on the road. On 18 April, 2018 the 991.2 GT3 RS set a lap time of 6:56.4 around the infamous Nürburgring Nordscheleife race track. It is the third Porsche production car to break the 7 minute barrier around the track, the first being the 918 Spyder.

Conclusion

The Porsche 911 is an iconic sports car with lots of history and improvements over fifty plus years. From the current crop of awesome Porsche 911s to classic 911s and limited edition models there are so many special 911s that add to the legend of this model. Here’s to keeping this list alive and continuing to add epic 911s for many years to come.

May 9, 2018 / Comments Off

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The 14 Best (Non 911) Porsches Ever Made (Past & Present)

Our List of The Most Awesome Production Porsches of All Time (Excluding 911 Models)

Porsche has always made awesome cars but any “best of” Porsche list always has a bunch of 911s on it. We decided to switch things up and focus on creating a list of the best non-911 Porsches. To make it more fun we also decided that race cars and concept cars couldn’t make the list (sorry Porsche E-Mission and Porsche 917). Most people focus on all the awesome 911s Porsche has made over the years (given we decided to spend weeks rating every 911 you can buy today clearly we have the same 911 obsession too). What most people don’t know is that Porsche has built some cracking non-911 cars over the years and while they are often forgotten these are some tasty machines that we would take any day.

This post is an ode to great Porsche cars that aren’t 911s. We picked some current models that we love that anybody can walk into a dealership and buy today. We also went back in time to a few of our favorite supercars and some forgotten regular models that are still relevant and fun driving cars for collectors and newbies to the brand.

There is a real breadth of accomplishment in the cars. We loved driving the Boxster Spyder which is a super focused and lightweight version of Porsche’s most affordable model. We were as smitten with a Cayman GTS that you can buy for reasonable money on the used car market as we are with the rare and expensive Cayman GT4. They are based on the same car and yet they are so different and both deserved their place on the list. Going further back and the 944 and 928 remind us of the days when Porsche’s future was unclear. These fringe models helped grow the Porsche brand and fan base and fast forward to today, these fringe cars make up the balk of Porsche sales. The Macan Turbo and Panamera Turbo S easily outsell the 911 and both are awesome cars with true Porsche DNA. Let the purists cringe, we say yes to more Porsche models.

Then there are the supercars. Similar and yet so different they were arguably the leading cars of their respective eras. The Porsche 959 was the most technically advanced car of its time by a massive margin. Years later and the Carrera GT wowed supercar fans with its advanced design and race spec engine and yet it is known today as a back to basics supercar devoid of driver aids that is reminiscent of supercars of old. Almost 30 years after the 959 the Porsche 918 Spyder does the same thing as the 959 and tells us about the future.

The non-911 cars that Porsche built are just as important to the history of this storied brand and to the automotive industry as a whole. To Porsche, please keep them coming.

Macan Turbo (with Performance Package)

The Macan Turbo (with performance package) is a compact SUV that is all about performance. Five doors, five seats, decent space for the family and a 440-hp twin-turbo V-6 mated to a seven-speed transmission with all-wheel drive. The $10k performance package gets you an additional 40 horsepower and 36 lb-ft of torque over the Turbo Macan and we say it is totally worth it.

It is crazy fast and we guarantee that any purist will fall in love with this diminutive Porsche daily driver. For that extra money you also get lower ride height, 5mph higher top speed, standard sport exhaust, Sport Chrono package and bigger front brakes. The interior is handsome but small. As with all Porsches, performance comes at a steep price; if you want to blend serious performance with versatility, however, the Macan Turbo has few peers.

Blistering acceleration, sports-sedan handling, athletic silhouette. At the test track, its 3.7-second zero-to-60-mph run and 12.4-second quarter-mile beat those of the already blistering Macan Turbo by 0.5 second each. A relatively low seating position gives it a sports-sedan feel from behind the wheel, and the Macan’s weight transfers fluidly and predictably through corners.

Sure, you won’t confuse this Porsche’s steering feel with that of a Boxster or a 911, but its precision is unimpeachable and for a 4500 pound crossover is way better than you imagine it should be. This is a daily driver that goads you into driving harder, with sky-high cornering limits and progressive controls that instill confidence no matter the speed. Pin the throttle while exiting a corner and the car squirms for a beat as the all-wheel-drive system and the optional torque-vectoring system quickly work out the best way to send all that power to the ground.

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Porsche 959

Next up we have the Porsche 959, a car that was so far ahead of its time that we still see modern cars with less tech today. With less than 300 units ever made this car is rare and expensive.

When it was introduced in 1986, the Porsche 959 was immediately identified as the world’s fastest street-legal production car. It was a tech masterpiece. Equipped with all-wheel drive, ABS, TPMS, and a six-speed transmission, it was way ahead of its time, and remains one of the most desirable Porsches ever made. It had magnesium wheels with run-flat tires, and its 444-hp flat-six engine introduced the brand to sequential turbocharging. The 3,500 lb 959 got from 0 to 60 in ‎3.6 sec (faster than most of today’s Porsche 911s) and onto a top speed of 190 mph (in 1986).

The road version of the Porsche 959 was introduced to the world at the 1985 Frankfurt motor show. The car was manufactured in two trims – “Sport” which corresponded to the race version of the car, and “Komfort” (comfort), which corresponded to the road version. First customer deliveries of the Porsche 959 began in 1987. Production ended in 1988 with a total of 292 Porsche 959’s rolling off the assembly line. In total, 337 cars were built, including 37 prototypes and pre-production models. More about the Porsche 959

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Some other cool 959 videos Porsche 959 driven | evo ICONS, Top Gear 959 vs Ferrari F40

550 Spyder

Originally seen as just the next project number for the Porsche factory, the number ‘type 550’ rewrote motoring history and soon became known simply as the ‘Giant Killer’. It was Porsche’s first purpose-built racer and is known most famously as the car that James Dean was driving when he was killed.

Positioned between type 549 – the design of a truck transmission and type 551 – a three speed gear box design, project type 550 used inspiration from the Glockler racing team who had worked with Ferry Porsche in developing a class winning, race ready sports car for themselves.

While we said up front we weren’t including race cars in our list, the beauty of the 550 was that it could be driven to the track, raced and then driven home. Each Spyder was individually designed and customised to be raced and although from the pits it was difficult to identify the sometimes six 550s in the race, the aid of colouring tail spears along the rear wheel fenders, enabled the teams to see their cars. The later 1956 evolution version of the model, the 550A, which had a lighter and more rigid spaceframe chassis, gave Porsche its first overall win in a major sports car racing event, the 1956 Targa Florio.

The iconic car was based on the 356, but was designed with racing in mind. It used a highly-tuned, four-cam version of its venerable air-cooled flat-four. The 550 had a revolutionary (at the time) rear mid-engine setup that radically improved agility and balance. The 550’s flat-four sat in front of the rear axle and transmission instead of behind them. This improved balance and agility tremendously but killed the back seat, much to the chagrin of exactly zero people.

Very few 550 Spyders were produced with a large number of the cars being used for racing. Today, original 550 Spyders change hands for well over 5 to 10 million dollars even in the most ‘original’ condition before restoration. The majority of them are locked away in private collections. Note that you are likely looking at a replica (many companies make them) when you see one for sale that you think is a bargain.

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Cayman GT4

In 2015, Porsche announced the car the supercar community thought they would never build. It was the first time Porsche allowed its Porsche Motorsport division in Weissach to sprinkle some magic on a production Cayman since the mid-engine sports car’s introduction ten years previously.

They did not let us down.

With components sourced from the 911 GT3, an engine carried over from a Carrera S and a tweaked and tuned chassis, brakes and aerodynamics, Porsche’s engineers did their best to produce the perfect mid-engine sports car for road and track use.

The GT4’s 3.8-litre flat-six engine produces 385 hp (283 kW) and is mated to a six-speed manual gearbox with dynamic gearbox mounts – these contain a magnetic fluid that can be manipulated by use of an electromagnetic field to harden or soften to compensate for movements in the gearbox when under load, which in soft settings can improve ride comfort, while harder settings optimize the handling of the Cayman for a more dynamic driving experience.

Compared with the standard Cayman, the GT4’s chassis was lowered by 30mm and bigger brakes were added, with many aspects of its suspension carried over from the 911 GT3. Make no mistake; this is some serious motorsport kit.

The Porsche Cayman GT4 isn’t just a great car, is one of the best cars I have ever driven. I want one. It isn’t the fastest in a straight line and it isn’t the fastest around a track but it feels special and perfect and is more than fast enough. With the right balance of speed, feel and intimacy it has oozes that specialness you expect of a limited edition Porsche Motorsports car like this but at the same time it is approachable and not at all intimidating. You fall for the GT4 the minute you get in and drive a few miles and as the time passes it gets better and better. The manual gearbox is a gem, the motor is epic, the steering is full of feel and the whole package just works together so well. This is a future icon and my favorite Porsche ever. Also See: Our Detailed Review of the Cayman GT4

See Full Cayman GT4 Gallery & Images

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More Cayman GT4 Videos Porsche Cayman GT4 tested, Cayman GT4 Evo Diaries

Porsche 968 Clubsport (CS)

Mechanically, the car was specially set up for use at the race track.

It featured wider wheels (17 inch instead of 16) and wider (225’s in both front and rear) tires than those found on the standard coupe. The suspension system was lowered by 20 millimeters and was revised for more optimal performance in hard corners. Internally, the steering wheel was bolstered, and featured a thicker-rimmed, three-spoke wheel without an airbag. The rear seats were deleted from the car.

Porsche leveraged the track-ready Porsche 968 to help bolster declining sales of the sports car. The car was named “Performance Car of the Year” in 1993 by United Kingdom-based “Performance Car” magazine. The Porsche 968 Club Sport model was only officially sold throughout the United Kingdom, Europe, Japan and Australia, though examples of the car have since found their way into other markets around the world. In 1994 and 1995, a UK version of the car, known as the Porsche 968 Sport, was offered that was essentially the Club Sport model, but with the inclusion of many of the creature comforts that had previously been deleted on the Club Sport variant of the 968 model – including power windows, power locks, and the rear seats.

A Porsche 968 Club Sport was driven in the 1993 “Sandown 6 Hours,” an Australian endurance race event. The car, driven by Peter Fitzgerald and Brett Peters, went on to win that event. The victory was especially sweet for Porsche as the event marked the Australian competition debut of the car.

The 968 was the last representative of the four cylinder transaxle models. Optically, the model has been designed in line with the 911 and 928. The sporty 968 CS weighs 50 kg less than the normal 968 Coup. This reduction in weight is achieved by dispensing with comfort extras. With this model, sportiness is the dominating factor. See Also: Porsche 968 History & Timeline

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Porsche 944 Turbo S

Porsche introduced a series of front-engine models in the 1970s, starting with the four-cylinder 924 (1976) and the unrelated 928 powered by the company’s first V-8 engine (1978). From the 924 sprang the more powerful and sophisticated 944 and 944 Turbo, and finally the 968 in the early ‘90s. The Porsche 944 Turbo S only had about 1000 units made and it is a really fun car to drive.

In 1988 when the Turbo S was introduced it looked virtually identical to the standard 944 Turbo, but had a bunch of enhancements to make it worthy of the “S” designation. The 944 Turbo S had a more powerful engine (designation number M44/52) with 250 hp (186 kW) and 258 lb⋅ft (350 N⋅m) torque (standard 944 Turbo 220 hp (164 kW) and 243 lb⋅ft (329 N⋅m)). This higher output was achieved by using a larger K26-8 turbine housing and revised engine mapping which allowed maintaining maximum boost until 5800 rpm, compared to the standard 944 Turbo the boost would decrease from 1.75 bar (175 kPa; 25.4 psi) at 3000 rpm to 1.52 bar (152 kPa; 22.0 psi) at 5800 rpm. In June 1988, Car and Driver tested the 944 Turbo S (with the advantage of shorter final drive gear) and achieved a 0-60 mph (97 km/h) time of 5.5 seconds and a quarter-mile time of 13.9 seconds at 101 mph (163 km/h). Top speed was factory rated at 162 mph (261 km/h).

The 944 Turbo S wheels, known as the Club Sport design, were 16-inch Fuchs forged and flat-dished, similar to the Design 90 wheel. Wheel widths were 7 inches (178 mm) in the front, and 9 inches (229 mm) in the rear with 52 mm (2.047 in) offset; sizes of the Z-rated tires were 225/50 in the front and 245/45 in the rear. The front and rear fender edges were rolled to accommodate the larger wheels. The manual transmission (case code designation: AOR) featured a higher friction clutch disc setup, an external cooler, and a limited-slip differential with a 40% lockup setting. The Turbo S front brakes were borrowed from the Porsche 928 S4, with larger Brembo GT 4-piston fixed calipers and 12-inch discs; rear Brembo brakes remained the same as a standard Turbo. ABS also came standard.

The 944 Turbo S interior featured power seats for both driver and passenger, where the majority of the factory-built Turbo S models sported a “Burgundy plaid” (Silver Rose edition) but other interior/exterior colors were available. A 10-speaker sound system and equalizer + amp was a common option with the Turbo S and S/SE prototypes. Only the earlier 1986, 250 bhp (190 kW) prototypes featured a “special wishes custom interior” options package. The 944 Turbo S was the fastest production four cylinder car of its time. More: 1988 Porsche 944 Turbo S | Porsche 944 History & Timeline

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Carrera GT

While Porsche had developed some of the finest high-performance production vehicles the world had ever seen, it had never been identified as a manufacturer of a “super-car.” That’s not to say that Porsche hadn’t dabbled in the development of ultra-high performance. The Porsche 959 demonstrated unequivocally (at its time) just how far Porsche could push the performance envelope and the GT1 was special albeit never made in real volumes.

In the mid-2000’s Porsche introduced the world to the Porsche Carrera GT, a mid-engine sports car that was manufactured by Porsche between 2004-2007. The Carrera GT was powered by a 5.7 liter V10 engine producing 603 hp that accelerates from 0 to 60 mph in 3.5 seconds with a maximum speed of 205 mph. The only available transmission was a six-speed manual. The car was famously devoid of driver aids which made it a real handful.

The Carrera GT featured large side inlets and air dams that helped cool the large V10 engine, a carbon fiber rear bonnet, a composite brake system, 15-inch disc brakes, 19-inch front and 20-inch rear wheels, and an automated rear wing spoiler which would automatically deploy at speeds greater than 70 miles per hour.

A total of 1,270 Porsche Carrera GT’s were built between 2004 and 2007. While this is less than the originally planned production run of 1500 units, the official reason for the car’s premature discontinuation centered around changing airbag regulations in the United States. Whether this is true or whether declining sales of the Carrera GT account for the discontinuation of the brand, production was officially discontinued on May 6, 2006. The Carrera GT is a modern supercar, but (unlike many modern supercars) still a driver’s car. See Also: More about the Porsche Carrera GT | Carrera GT History & Timeline

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More Carrera GT Videos: Why the Porsche Carrera GT Is the Greatest Car Ever Made

Porsche 356

In late 1955, with a number of small but significant changes made to the 356’s overall design, the Porsche 356 A was introduced. While the car was stylistically similar to its 356 pre-A predecessor, the car now featured a single-piece, curved panoramic windshield. The 356 A also featured a modified front-lid handle that now included the Porsche crest. There were also five different engine options.

In late 1959, significant styling and technical refinements resulted in a complete re-design of the Porsche 356 A. For the 1960 model year, Porsche would unveil the 356 B (T5) and, like the 356 A before it, would be offered to consumers with a variety of engine options that ranged from the 356 B 1600, which was rated at just 60 horsepower, to the 356 B 2000 GS-GT Carrera 2, which produced an unprecedented 140 horsepower. The key visual difference between the A and B series cars was the 356 B included a more pronounced front bumper with enlarged rim guards, higher-positioned headlamps, a wider, front-lid handle, more pronounced horn grilles and further-protruding front indicators. The rear bumper was also re-positioned higher than previous models.

The final variant of the 356 series was the Porsche 356 C, which was introduced for the 1964 model year. Although the car carried a new designation, it was actually very similar to its predecessor, save for a couple of small, but significant, changes.

Other than the fact that it was a sweet ride and fun car the success of the 356 is what put Porsche on the map. By the early 1960’s, with the commercial success of the 356 (in all of its variants) over the past decade, Porsche had garnered a reputation for building quality, high-performance vehicles that handled equally well on-and-off the race track. At the same time, Ferry recognized that the 356, for as much as it had evolved, was fifteen years old, and was due for a major redesign. Instead, Porsche felt it was time to introduce the world to the successor of the 356. In September, 1963, at the Internationale Automobil-Ausstellung (the Frankfurt Motor Show) in Frankfurt, Germany, Ferry Porsche presented the successor to the 356 as the Porsche 901. The 901 as we know was the predecessor of the 911. Enough said. Thank you 356. More: Porsche 356 History & Timeline | Porsche 356 Model List

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Porsche 918 Spyder

As Ferdinand Porsche had once envisioned an electric hybrid vehicle a century earlier, it is fitting that one of the most current entries in the recent history of the Porsche brand once more involves an electric-hybrid vehicle. And just as that early electric hybrid was considered cutting edge for its era, so too does the Porsche 918 define the standard of what was, and is, possible out there on the frontiers of automotive technologies.

Simply stated, the Porsche 918 Spyder was a mid-engined, plug-in hybrid supercar.

The Spyder was powered by a naturally-aspirated 4.6-liter V8 engine that was capable of producing 608 horsepower (453 kW). Paired with this engine are two electric motors that deliver an additional 279 horsepower each, for a cumulative combined total of 887 horsepower (661 kW.)

The Porsche 918 Spyder was first introduced as a concept at the 80th annual Geneva Motor Show. After the car received 2,000 declarations of interest, the Supervisory Board of Dr. Ing. h.c.F Porsche AG, Stuttgart, gave the green light for the development of the 918 Spyder. The production version was unveiled at the September, 2013 Frankfurt Auto Show.

An RSR racing variant was also unveiled at the 2011 North American International Auto Show. The racing variant combines hybrid technology that was first introduced in the 997 GT3 R Hybrid – a hybrid technology that had been tested at a number of racing events during the 2011 American Le Mans series.

In an independent series of speed tests performed by Car and Driver Magazine, the Porsche 918, achieved a 0-62 mph (0-100 km/h) of just 2.6 seconds, a 0-100 mph (0-161 km/h) time of 4.9 seconds and a 0-180 mph (0-290 km/h) time of just 17.5 seconds. It is one of the fastest accelerating cars on the planet and its top speed is up there too with the fastest cars in the world. More: Porsche 918 Information | Porsche 918 History & Timeline

More: Full Porsche 918 Gallery

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More 918 Spyder Videos: Chris Harris Drives the 918 Spyder, Why the 918 Spyder is Worth $1.7M

Panamera Turbo S E-Hybrid

Now that Porsche has well and truly fixed the Panamera’s styling, there’s not much to complain about aside from the price. This car remains at the head of its class in terms of handling and acceleration. Think of this as a modern-day 928 and you’re on the money.

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981 Porsche Cayman GTS

We picked the 981 Cayman our our favorite. While the new 718 Cayman GTS is a great car, the soulless engine just isn’t special enough for us compared to the flat six in the last generation.

It just works so well that it is impossible to fault. One of our favorite cars and worth diving into the classifieds to find versus buying a new 718 Cayman GTS.

Cayman R Special Mention: The Cayman GTS isn’t the only special Cayman. In 2010 Porsche took out 121lb in weight and added 10 hp to the Cayman to create the Porsche Cayman R. The mid-engine coupé was powered by a tuned-up 3.4-litre six-cylinder engine developing 330 hp (243 kW). With a DIN unladen weight of just 1,295 kilograms (2855 lb) the Porsche engineers were able to reduce the power-to-weight ratio of the coupé with standard manual gearbox to 3.9 kilograms (8.6 lb) per horsepower, with the PDK version weighing 4.0 kilograms (8.8 lb) per horsepower. Super fun car to drive when it was release it is still a very special today all these years later. More: Full 981 Boxster & Cayman Range

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Porsche 924 Carrera GT

By 1980, recognizing the sales success of both the naturally aspirated and turbo variants of the 924, Porsche introduced (without any announcements prior to the release) the 924 Carrera GT.

The car, which was developed specifically for track use, featured an intercooler, had a higher engine-compression ratio of 8.5:1, a much larger rear spoiler and a flush mounted windscreen, along with a number of other minor improvements. The Carrera GT was really an evolution of the 924 Turbo model, but it was the 924 that Porsche had envisioned – namely one that was capable of competing on the world racing stage.

The ultimate iteration of the 924 for the racetrack was the 924 Carrera GTR race car, which produced 375 horsepower (280kW) from a highly modified variant of the 2.0L inline-four cylinder engine which had been used in all Porsche 924 models. In 1980, Porsche entered three of their 924 GTR models in the 24 Hours of Le Mans. The cars completed the race, finishing in 6th, 12th and 13th place overall.

In 1981, Porsche entered a specially built 924 Carrera GTP model (known officially as the 944GTP Le Mans). The car was equipped with a new prototype variant of Porsche’s 2.5 liter, inline-4 cylinder engine. The engine featured four valves per cylinder, dual overhead camshafts, twin balance shafts and a single turbocharger. So equipped, the engine produced 420 horsepower (313 kW). The car successfully navigated Le Mans for 24 hours and finished in seventh place overall. This new 2.5 liter engine became the predecessor of the powerplant used in the 944 platform and the later 1987-1988 944S 16V powerplant. More: Porsche 924 Carrera GT Specs | Full Porsche 924 Model List

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Porsche 928 GTS

The addition for the 928 GT and GTS to this list should be controversial. They were really expensive 928s that were known for being almost impossibly expensive to maintain and laden with lots of issues to keep you busy maintaining them. Maybe we will chalk this up to nostalgia then since this was the Porsche era I grew up in.

The 928 GTS came for sale in late 1991 as a 1992 model in Europe and in spring of 1992 as an early 1993 model in North America. Changed bodywork, larger front brakes and a new, more powerful 5.4 L, 350 PS (257 kW/345 hp) engine were the big advertised changes. While they were great cars, the near $100k price meant they sold poorly and were quickly discontinued (only 77 of them shipped to the to the US).

These were the vision for a Porsche GT. Fuhrmann’s vision for a new Gran Turismo (Grand Touring) type automobile united the best elements of both a sports coupe and a luxury sedan. The Porsche 928 debuted at the 1977 Geneva Motor Show before going on sale later that year as a 1978 model. Although the car was well received, and praised for both its comfort and power, initial sales of the car were low. The base price of the 928 were considerably higher than that of even the most expensive 911 models. Moreover, the front engine, rear-wheel drive design went against everything that Porsche purists had come to love about the company’s earlier models, and many alienated the 928 entirely.

While the Porsche 928 never sold in the numbers originally envisioned, the 928 did develop a following overtime and continued to be manufactured for eighteen years after its introduction. The 928 GT was sportier than the 928 S4 and thanks to various modifications, its power unit generated up to 330 hp. The GT was delivered as standard without side protection strips and with wheels in a unique design. The last evolutionary stage of the 928 was the GTS and it featured flared rear wings, a red light panel at the rear, a rear wing painted in exterior color, exterior mirrors in the Cup design plus 17″ Cup rims as standard. The 5.4-liter engine of the GTS generated 350 hp. More: Full Porsche 928 Model List

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987 Porsche Boxster Spyder

How is it that the following generation Spyder makes the list instead? The second-generation Boxster was already a fantastic driver’s car in both base and S forms. There is just something about the stripped-out Boxster Spyder. Porsche took a practical everyday sports cars and turned it into a simple indulgence. It was (and still is) simply brilliant. This is a magnificent sports car.

Steering is as good as it gets, with every seam of the road and every link to lateral cornering g delivered faithfully to your fingertips. The engine shoves you into the seat with gobs of torque and spins with a gorgeous howl. The six-speed manual is perfect. The Spyder also gets the classic spyder deck lid, which incorporates a fixed spoiler and two domes behind the headrest. The windshield rake is slightly more severe, and the front lip spoiler grows in size a bit.

Though the suspension is unchanged in architecture compared to the base Boxster of the era, the Spyder’s is 0.8-inches lower than the Boxster S’s and incorporates stiffer springs and shocks. Combined with the weight reductions, the dropped suspension helps lower the car’s center of gravity by nearly an inch.

The Spyder also benefits from the same direct-injection, 3.4-liter flat-six found in the Cayman S of that year. Compared with the 3.4 in the Boxster S, the Spyder version reaches peak power almost 1,000 revs higher (at 7200 rpm) and revs all the way to 7500 rpm. It also boosts output by ten horsepower to 320 wonderful ponies. 0-60 mph is over in 4.8 seconds. Doesn’t seem fast compared to today’s sports cars, but behind the wheel it still feels plenty rapid.

This isn’t an everyday driver however. In addition to the A/C and radio being removed, the Spyder features aluminum doors (saving 33 pounds), lightweight sport bucket seats (saving 26 pounds), an aluminum rear deck (saving 6.5 pounds), and the light 19-inch alloy wheels. Also changed over conventional Boxster are the side windows — they’re lighter and lower — and the soft top is a manual job that takes a decent amount of time to stow and raise.

On a special road this is a special car and that’s why it made the list. It is a mid-engined roadster that represents the true, purest form of the Porsche ethos: Sports cars that are light, powerful, precise, efficient and fun to drive. This open air, low-slung, light soft top sports car is still one of our favorites.

More: 2010 Boxster Spyder Specs

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April 24, 2018 / Comments Off

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Porsche 911 Buying Guide – Specs, Ratings & Ranking Every Porsche 911 You Can Buy Today

Updated April 2018: We Help You Pick Your Perfect New Porsche 911 By Dissecting & Rating Every Single 911 Variant Available (there are more than you think).

Updated: April 2018

So, which 911 should you buy?

You want to pull the trigger and buy a new Porsche 911. Whether you can finally afford your dream car and want a Porsche 911 but don’t know which one to buy or whether you’re returning to the 911 world again, this guide is designed to help you find the perfect new 911.

Looking at Porsche 911 sales numbers you can see that 8,970 Americans, 1,235 Canadians and 15,053 Europeans ponied up and bought a new 911 in 2017. A big driver behind the continued growth of new 911 sales has been the increasing number of variants available. Porsche really does make a 911 for every budget, taste and `driving style. For instance, in the 2018 model year we counted 24 distinct 911 models. While many look similar there are real and important distinctions between variants that impacts all facets of ownership from cost to driving enjoyment and daily practicality.

Pricing wise there is a lot of variation. At one end, the entry level 911 Carrera will set you back US$91,100 (£77,891) and at the top end a 911 GT3 RS is yours for US$293,200 ( £207,506). And it isn’t just about price either. A GT3 RS while awesome is definitely not the kind of car you can drive every day while a 911 Turbo is the perfect daily driver and cruiser.

Buying Your First 911?

Buying your first 911 is usually a special occasion. You have worked hard and earned enough to splurge on a dream 911 you have imagined for decades. It is tempting to go nuts and buy the most expensive and extreme 911 you can afford. Maybe a GT3 or Turbo S is the way to go since you know everybody loves them. Our only word of caution is that it is important to take your time and really think through your needs and driving style.

We note this especially for new 911 buyers because this is where we see people buy cars that are too much for them to handle or they want the most extreme car and never end up driving it because they are too scared to wreck the car or it sucks day to day. Talk to your local Porsche sales person if you’re note sure and read the summaries in detail so you know what you are getting into. The reality is that every single new 911 available in 2018 is awesome. It is just the balance between budget, style and daily drivability that is altered so you won’t be disappointed.

Know Thyself (Style & Needs)

This is a post about “Porsche 911s” so it is easy to assume that all 911s are basically the same and you should just pick one that fits your budget. Perhaps more than any other model however, the range of personalities in the 911 range is vast. We recommend that you take some time to think about your needs in a 911. Want a proper track day beast that only gets used a few times a year? Get a GT3 RS. Want a track day toy you can also drive on weekends in warm weather? Get a 911 GT3. Want a convertible you can cruise around Miami in? Get a 911 Cabriolet. Want a car that’s sometimes a convertible, but not entirely then maybe a 911 Targa 4S is your pick. We can keep going but you get the idea.

Know your style and ow you are going to use the cars and don’t just look at the power numbers (yes we know a lot of people do that). Perhaps more important than the actual horsepower numbers is the way these engines make their power because that dictates so much about how these cars drive. The 3 liter turbo motor pulls hard in all gears and the torque is a big jump from previous generations. The bump in power in both the S and GTS models is noticeable and feels like more than the difference in horsepower suggests. They are linear and powerful engines that are great for everyday motorway driving and weekend jaunts on back roads. Climb into a GT3 and the and the naturally aspirated motor is utterly addicting in a totally different way but you better have a long runway because it takes big speeds and high revs to really enjoy.

Be honest with yourself and truly understand why you’re getting a 911 and what you want from it.

The Current Model Range Highlights

We will dive into each 911 variant separately later in this guide but we thought it would be helpful to outline the broader 991.2 platform details too for some context. The seventh 911 generation (called the 991) was launched in 2011. The 991 was an entirely new platform, only the third since the original 911 launched. The 991 platform was revised for the 2017 model year (called the 991.2). The updated 911 range introduced subtle new styling and options but is most notable for the move to an all new, smaller 3.0-litre twin-turbocharged flat-six engine powertrain.

This is the first time standard models have turbocharged engines rather than naturally aspirated ones. Purists decried the move because the new motors don’t have the spine-tingling buzz-saw engine note we love, but the increase in torque and performance largely makes up for it. The 991.2 also has better calibrated electric power steering, getting back some magic steering fee of yesteryear. If you still want a naturally aspirated flat six, don’t worry because on some special models it is still available as is a manual gearbox on the GT3 (which is a big deal).

From a design perspective, the 991.2 gets a basic facelift. It is basically lots of little detail changes that Porsche calls a refresh. The 991.2’s interior is pretty much identical to the outgoing model, with the main change being the new steering wheel which is sportier and based on the 918 Spyder. The interior, as on every new 911, benefits from Porsche’s latest touchscreen display that is much quicker to respond and has more logically laid-out menus than before. There still are too many buttons clustered in a compact area of the center console.

Engine power numbers are all over the board and we know that this is usually the most important thing for buyers, so check below for a quick summary:

Model	Engine	Power	Torque
Carrera	3L turbo flat 6	370hp @ 6,500rpm	331lb/ft
Carrera S	3L turbo flat 6	420hp @ 6,500rpm	368lb/ft
GTS	3L turbo flat 6	450hp @ 6,500rpm	405lb/ft
GT3	4L nat asp flat 6	500hp @ 8,250rpm	339lb/ft
GT3 RS	4L nat asp flat 6	520hp @ 8,250rpm	346lb/ft
Turbo	3.8L turbo flat 6	540hp @ 6,400rpm	486lb/ft
Turbo S	3.8L turbo flat 6	580hp @ 6,750rpm	516lb/ft
Turbo S Exclusive	3.8L turbo flat 6	607hp @ 6,750rpm	553lb/ft
GT2 RS	3.8L turbo flat 6	690hp @ 7,000rpm	550lb/ft

In the entry level space is a 370hp lump which powers the Carrera, Targa and Carrera 4 models. Power is upped in the Carrera S range (including Targa S and 4S models) with the GTS models getting 450hp. Next up is the GT3 with its fantastic 4 liter naturally aspirated unit at 500hp (the GT3 RS has 20hp more than the GT3). The 911 Turbo makes 540 horses, while the Turbo S cranks out 580 and the super rate Turbo S Exclusive creeps over 600hp at 607hp. That same 3.8L twin turbo powers the GT2 RS which has a barely believable 690hp.

Understanding the 911 Range

If you’re new to Porsche 911 buying then this may help you. It is meant to be our simplest definition of each model. Porsche nerds are sure to want to tell us a million other differences between models, but now that Porsche has 24+ models we wanted a quick way to help you spot the differences. The main 911 trim levels are: Carrera, Targa, Turbo, GTS and GT3.

Carrera

Prices from: US $91,100 | UK £77,891

The Carrera is the cheapest and least powerful 911. It comes with 19 inch wheels, is well equipped and its engine makes 370 horsepower. Upgrade to a Carrera S and get 420hp (50hp more) and cool stuff like bigger brakes, unique wheels, uniquely tuned suspension and more. The Carrera S was the sweet spot until we became smitten with the (new for 2018) Carrera T. A back to basics 911 it has the same engine as the base Carrera mated to a manual gearbox and shorter gearing. Add a “4” on any 911 Carrera and you get all-wheel drive and a wider body. Add “Cabriolet” and you get a convertible.

Variants: Carrera, Carrera S, Carrera Cabriolet, Carrera S Cabriolet, Carrera 4, Carrera 4S, Carrera 4 Cabriolet, Carrera T

Our Pick: Carrera T

Targa

Prices from: US $110,300 | UK £91,718

The best looking 911. Perfect for open top motoring while keeping a hardtop. We love the clever folding mechanism that looks super cool and makes taking the top off easy. There are three Targa models (Targa 4, 4S and 4 GTS). All Targa models are all-wheel drive. The Targa 4 has the same engine as the base Carrera, making 370hp while the Targa 4S has the Carrera S engine with that extra 50 hp. While performance in a straight line is pretty close to the Carrera models, it is less of a weapon than those cars. Not the most dynamic performer but with good looks does it really matter?

Variants: Targa 4, Targa 4S, 911 Targa 4 GTS

Our Pick: 911 Targa 4 GTS

GTS

Prices from: US $120,700 | UK £95,795

The GTS range is essentially Porsche combining all of the best options and sticking them on a single model. You enjoy the extra power in GTS variants but they are not the fastest 911, nor are they Porsche’s the angriest or most challenging cars. The GTS range is loaded with performance goodies, including the standard Sport Chrono package, Porsche Active Suspension Management (PASM), sport suspension, and sport exhaust. They also get more aggressive black trim and new rims. The GTS range are cars more for performance fans than for posers.

Variants: Carrera GTS, Carrera 4 GTS, Carrera 4 GTS Cabriolet, Targa 4 GTS

Our Pick: Carrera GTS

porsche turbo

911 Turbo

Prices from: US $161,800 | UK £128,692

The original Porsche supercar. The “base” Turbo has an insane 540 hp twin turbo flat six (Turbo S gets 580 and limited Exclusive gets 607 hp). The Turbo has has a masterful 7-speed dual-clutch auto and all-wheel-drive traction. The 911 Turbo range rockets to 60 mph in less than three seconds. Take your pick of coupe or cabriolet, each being available in Turbo and Turbo S guise. The Turbo is more luxurious than the rest of the 911 range with comfy seats and posh interior. If the GT3 is all about track performance this is about everyday comfort and effortless performance. The executives Porsche.

Variants: Turbo, Turbo Cabriolet, Turbo S, Turbo S Cabriolet, Exclusive Series

Our Pick: 911 Turbo S

porsche gt3 rs

GT3 & GT2

Prices from: US $139,900 | UK £109,622

These are the “race car for the road” variants. Each new generation of GT3/GT3 RS/GT2 RS gets a little more civilized but these aren’t everyday cars (people will tell you that you can daily drive a GT3 but that is a stupid idea). The GT3 has aggressive looks and a 500-hp 4.0-liter flat-six that revs to 9000-rpm. With rear wheel drive it has either a 7-speed dual-clutch or six-speed manual. No-cost Touring package loses the large wing for a subtler appearance. GT3 RS and GT2 RS have more grunt, less creature comforts, more money an seriously addictive additional racing performance.

Variants: 911 GT3, 911 GT3 RS, 911 GT2 RS

Our Pick: 911 GT3 (with Touring Package)

Every 911 on Sale Today

Carrera

While the 911 is a consistently brilliant car all the way up to the range-topping Turbo S, the fundamental goodness of the base Carrera model is often under appreciated.

Other manufacturers chase the Carrera by making their cars more extreme, faster in a straight line and louder and more obnoxious. If you’re shopping in the sub-$100k market you can buy a souped-up Audi, AMG or M Division product or you can opt for a base 911. In our eyes, the 911 has everything you need in its most basic form and even in “base trim” beats most other sports cars on the market for overall sports car fun.The base Carrera is quite refreshing. With the new turbocharged flat-six engine and 370hp with a healthy 331lb/ft of torque, the turbo motor pulls hard in the midrange and can be enjoyed more of the time than in previous generations. You can choose from 7-speed manual or PDK auto and both are great options depending on your preference.

The Carrera sits on 19-inch wheels and the clean body styling creates the perfect balance of tradition restrained 911 looks while still feeling special amongst competitors. Even in its basic form, the 911 has a 1.00-g chassis and the ability to stop from 70 mph in 145 feet with strong acceleration and overall top speed it is still a serious performer. Steering is sharp and talkative and if mated to a manual gearbox this is perfect for most people. If you’re not chasing numbers and want a daily driver that is fun, easy to drive and still feels special, a 911 Carrera is arguably the purest distillation of the original sports car formula you can buy.

Other Resources: Motor Authority Video Review

Verdict

Purest and least pricey of modern 911s is usefully quick thanks to turbo power. A great daily driver and all around option for somebody looking to get into their first 911. Note that there are lots options go nuts with and it is easy to get to $120k in a base Carrera. Stick to the basics and don’t overspend. If you drive mostly on the street, the base 911 Carrera will easily fulfill your needs, and you’ll save a bundle of cash to boot.

Specs

Model	Porsche Carrera
Power	370 hp at 6,500 rpm
Torque	331 lb-ft (1,700 – 5,000 rpm)
Engine	Twin-turbocharged boxer 6
Drivetrain	Rear-wheel drive
0 – 60 mph	4.4 sec (manual) 4.2 sec (PDK)
Top track speed	183 mph
Fuel Economy	23 MPG (Manual) 25 MPG (PDK)
Base Price	US $91,100 \| UK £77,891

Carrera S

Other Resources: 2016 Porsche 911 Carrera S review | evo DIARIES

Verdict

It’s quicker and more capable than ever. If you plan on driving your Porsche daily to work and want to hit the track once in a while too, then the Carrera S is perfect for you. It has meaningfully more power and driving ability that the base Carrera for not unreasonably more money. It isn’t going to scare the shit out of you like a GT3 and other race-spec 911s either.

Specs

Model	Porsche Carrera S
Power	420 hp at 6,500 rpm
Torque	368 lb-ft (1,700 – 5,000 rpm)
Engine	Twin-turbocharged boxer 6
Drivetrain	Rear-wheel drive
0 – 60 mph	4.1 sec (manual) 3.9 sec (PDK)
Top track speed	191 mph (manual) 190 mph (PDK)
Fuel Economy	23 MPG (Manual) 24 MPG (PDK)
Base Price	US $105,100 \| UK £87,335

Carrera Cabriolet

Talk to “car guys” and they will give you all sorts of reasons for why you should stick with a coupe 911 (the cabriolet has flex at the limit, it isn’t as fast as the coupe etc etc). We call bulls**t. Nobody reading this is ever going to wring out a 911 for all it is worth and 90% of drivers won’t be able to tell any difference in performance as a result. The Cabriolet is an epic sports car. It accelerates strongly, has magical steering and grips hard when things get more spirited. The engine is actually more exciting in the convertible because you can hear more it more of the time.

Inside the cabin, cockpit aerodynamics are superb and with the roof down things are always calm thanks to an electric roller-blind wind blocker behind the front seats. For owners in cold weather climates, the epic seat heaters work a charm. Add child-sized seats in the back and a decent boot in the front, the 911 Cabriolet lives up to its reputation of being the world’s most practical sports car.

Other Resources: New Porsche 911 Cabriolet 2015 review

Verdict

As the folks at Top Gear said when they reviewed the 2018 Carrera Cabriolet: “We can’t quite believe we’re saying this, but the 911 Cabrio might just be better than the Coupe”.

Specs

Model	Porsche Carrera Cabriolet
Power	370 hp at 6,500 rpm
Torque	331 lb-ft (1,700 – 5,000 rpm)
Engine	Twin-turbocharged boxer 6
Drivetrain	Rear-wheel drive
0 – 60 mph	4.6 sec (manual) 4.4 sec (PDK)
Top track speed	181 mph (manual) 180 mph (PDK)
Fuel Economy	23 MPG (Manual) 25 MPG (PDK)
Base Price	US $103,400 \| UK £86,732

Carrera S Cabriolet

A Carrera S Cabriolet is a soft top sports car that can accelerate to 60 mph in 3.9 seconds. We love Porsche. Our best advice when it comes to the Carrera S Cabriolet is to not to think about it in comparison to other 911s. If you want a no-compromise all-rounder with excellent roof, coupe-like driving dynamics and awesome performance the it is hard to look past this machine. The lack of a roof makes no real-world difference.

The new turbo 3.0-liter engine is just as spectacularly responsive, torquey, and sweet sounding in the cabriolet Carrera S as in the coupe. In fact the new turbocharged mill makes daily driving more fun in the Cabriolet versus the coupe because with the roof down and all that extra torque you find yourself dipping into the performance more often and enjoying that intoxicating soundtrack. The urge is available lower in the rev-range and it really transforms how you drive in a good way. It isn’t just your senses either because the Carrera S Cabriolet is seriously quick. Like the coupe it has over 1.00 g of lateral grip and brakes to a halt from 70 mph in 146 feet.

Other Resources: 2017 Porsche 911 Carrera S Cabriolet Review

Verdict

So much for the old days when going roofless degraded performance. The 911 Carrera S Cabriolet has epic acceleration, delightfully visceral soundtrack and daily comforts that we expect from Porsche. The sensory enjoyment of top-down driving makes a strong case for this amazing convertible.

Specs

Model	Porsche Carrera S Cabriolet
Power	420 hp at 6,500 rpm
Torque	368 lb-ft (1,700 – 5,000 rpm)
Engine	Twin-turbocharged boxer 6
Drivetrain	Rear-wheel drive
0 – 60 mph	4.3 sec (manual) 4.1 sec (PDK)
Top track speed	190 mph (manual) 188 mph (PDK)
Fuel Economy	23 MPG (Manual) 24 MPG (PDK)
Base Price	US $117,400 \| UK £96,176

Carrera 4

The C4 seems a little boring compared to the other 911s you can buy, but boy is this thing impressive. If you live in cold weather climates this is the 911 for you. With the same 370hp direct-injection, twin-turbocharged flat-six coupled with all-wheel drive traction effortlessly rockets the C4 off the line and onto crazy speeds. Just mash on the right pedal, and the C4 gets up and goes. Turn the steering wheel and the 911 dives into corners and is impossible to unstick. There is so much grip and it’s so easy to exploit thanks to the advanced all-wheel-drive system sending torque to the front as soon as the computers detect slip. It just flat refuses to let go.

It does feel different than a rear wheel drive 911 at the limit but its no less rewarding. The C4 is nothing less than an absolute blast to drive hard in any kind of weather you can think of. On the downside the C4 has less storage and is a bit more expensive. We live in the New York area and the security and traction of all-wheel drive is a necessity. We love that you can take the Carrera 4 through post-snow storm traffic without a care and it soldiers on and when you want to push on you just put your foot down and take off.

Verdict

Porsche Carrera 4s premium price gets you wider wheel arches and advanced all wheel drive. A must if you live in bad weather climates and still want sportswear fun all year long. If you’re looking for a super fast, do-anything, go-anywhere in any weather sports car, the Carrera 4 should be on your 911 short list.

Specs

Model	Porsche Carrera 4
Power	370 hp at 6,500 rpm
Torque	331 lb-ft (1,700 – 5,000 rpm)
Engine	Twin-turbocharged boxer 6
Drivetrain	All-wheel drive
0 – 60 mph	4.3 sec (manual) 4.1 sec (PDK)
Top track speed	181 mph (manual) 180 mph (PDK)
Fuel Economy	23 MPG (Manual) 24 MPG (PDK)
Base Price	US $98,000 \| UK £82,877

Carrera 4S

The 4S is an all-weather GT built for crossing large distances with ease. It effortlessly goes from easy grand tourer to rabid sports car like few other cars here. Like the base C4 the C4S is rear-drive. When Porsche Traction Management (PTM) detects or anticipates slippage, it engages a clutch, directing some of the available torque to the front axle. Mashing the throttle on corner exit rarely results in wheelspin. You have to really provoke this car into a drift. Its general demeanor is subdued. But if you’re in the mood and want to wring its neck, you can throw anything you want at this car and the drivetrain and chassis sort it out.

On the downside, the C4S is prone to understeer if you drive too fast into a corner. If it happens it is predictable and very, very quick once you get used to it. It’s perfectly fast enough to get you into trouble, but the thing is, it just doesn’t feel like a natural track car, and it’s more convincing as daily driver.

Other Resources: Carrera 4 Review by EVO, Porsche 911 Carrera 4S Review

Verdict

Fast. Solid. Stable. Fast again. This is the best all-weather daily driver on the planet.

Specs

Model	Porsche Carrera 4S
Power	420 hp at 6,500 rpm
Torque	368 lb-ft (1,700 – 5,000 rpm)
Engine	Twin-turbocharged boxer 6
Drivetrain	All-wheel drive
0 – 60 mph	4.3 sec (manual) 4.1 sec (PDK)
Top track speed	190 mph (manual) 188 mph (PDK)
Fuel Economy	23 MPG (Manual) 24 MPG (PDK)
Base Price	US $112,000 \| UK £92,321

Carrera 4 Cabriolet

We don’t have much to say about the Carrera 4 Cabriolet. It feels a little pointless. I guess if you live somewhere that has bad winters and amazing summers then maybe it makes sense. There are better 911 convertible options and better all-wheel drive 911 options.

Other Resources:

Verdict

You’d still pick the cabriolet last for your 911 football team but the rock solid structure and semi-rigid roof mean its a decent drive.

Specs

Model	Porsche Carrera 4 Cabriolet
Power	420 hp at 6,500 rpm
Torque	368 lb-ft (1,700 – 5,000 rpm)
Engine	Twin-turbocharged boxer 6
Drivetrain	All-wheel drive
0 – 60 mph	4.3 sec (manual) 4.1 sec (PDK)
Top track speed	182 mph (manual) 180 mph (PDK)
Fuel Economy	23 MPG (Manual) 24 MPG (PDK)
Base Price	US $110,300 \| UK £91,718

Carrera 4S Cabriolet

Like the Carrera 4 Cabriolet, we just aren’t big fans of the Carrera 4S Cabriolet. If you want summer open air fun with all wheel traction in crappy weather then this is a great choice, but for us it is trying to do too much. The C4 nomenclature means it’s wider in the rear fenders and offers all-wheel drive. The S means more power and some tasty performance extras. During normal, dry conditions, the rear wheels do all of the driving. Throw in snow or slippery conditions and the Porsche Traction Management (PTM) does its magic and pushes torque around. It manages wheel slip and power output almost seamlessly. It works magically in the C4S Cabriolet but it also works and is more fun in the coupe version of the C4S. Likewise, the S levels of performance are super fun in the convertible, but to some degree you don’t want that in your GT-like open top sports car.

Other Resources: Porsche 911 Carrera 4S Cabriolet

Verdict

A great performer and all-rounder if you want open top fun and all wheel drive traction. Lacks focus in our eyes.

Specs

Model	Porsche Carrera 4S Cabriolet
Power	420 hp at 6,500 rpm
Torque	368 lb-ft (1,700 – 5,000 rpm)
Engine	Twin-turbocharged boxer 6
Drivetrain	All-wheel drive
0 – 60 mph	4.2 sec (manual) 4.0 sec (PDK)
Top track speed	188 mph (manual) 187 mph (PDK)
Fuel Economy	22 MPG (Manual) 24 MPG (PDK)
Base Price	US $124,300 \| UK £101,162

Carrera T

New for 2018 the Carrera T is one of our favorite Porsche models in recent years. This is a first-order driver’s car, a basic 911 equipped with purposefully selected, road-annihilating hardware. The point of the T (for Touring) is to be a spartan model equipped with only the necessities that a dedicated driver might want. It has the same 370hp as the base 911 mated to the (good) seven-speed manual transaxle. Add shorter gearing and a limited-slip differential and this is a tasty package. The Carrera T also gets two-mode PASM sport suspension and a custom Sport Chrono package. There are other weight saving measures that add up to 44 pounds in less weight than a standard Carrera.

Downsides. Well for one there are no rear seats so some it won’t work if you like taking your kids for a drive. The weight saving measures sound cool but ultimately make the Carrera T a little less practical and noisy if you’re using it for daily commuting. Performance-wise the car is fun, but a Carrera S has it licked in terms of outright pace and the GTS variants are better all-around in many respects.

We will quote the guys at Car & Driver who tested the T in Italy in terms of how it drives:

The 911 T just might be the best 911 for this road. It’s low but not too low. Its damping control is a thing of stunning effect; the softer of its two settings provided the compliance necessary to produce real grip in corners filled with chassis-twisting undulations. Its steering is something magical for a car with a rear weight bias of well over 60 percent. Enough information is transmitted through the steering wheel to divulge when the front tires are overburdened, but because there’s so much control available, regaining purchase was always possible. The standard short shifter ripped off gearchanges with military precision and satisfying snap while freeing up tiny increments of time to return both hands to the wheel. And the T’s standard sport exhaust howled against the stone canyon walls.

Other Resources: Carrera T: GT3 On A Budget?, Carrera T Tearing Up Canyons, Carrera T: Unfiltered Passion,

Verdict

Shorter gears, LSD, thinner glass, no rear seats plus a preselected mix of the base 911’s best hardware. This is the more driver-focused Carrera that Cars & Driver nailed when they said: The simple 911 for the dedicated driver is oh so right. Our pick of the 911 Carrera range.

Specs

Model	Porsche Carrera T
Power	370 hp at 6,500 rpm
Torque	331 lb-ft (1,700 – 5,000 rpm)
Engine	Twin-turbocharged boxer 6
Drivetrain	Rear-wheel drive
0 – 60 mph	4.3 sec (manual) 4.0 sec (PDK)
Top track speed	182 mph (manual) 180mph (PDK)
Fuel Economy	TBA
Base Price	US $102,100 \| UK £85,576

911 Targa 4

Porsche’s most famous “cool model” has been updated with the reintroduction of the distinctive roll hoop and a cool electronic roof mechanism that folds away the roof in 19 seconds to give you some open-top motoring fun. If you leave it in place the Targa feels as rigid and secure as a standard coupe. During open top motoring the interior does become a bit blustery as the speed picks up, but it’s still possible to hold a conversation without shouting.

All 911 Targas are equipped with all-wheel drive to give them all-weather ability. The Targa is also a great daily drive with its suspension soaking up bumps and bad roads really nicely. We recommend adding PASM adaptive suspension (standard on S model). Acceleration is brisk, with the Targa hitting 60mph in 4.7 seconds. Note that this is the slowest 911 but with the new turbo flat six strong torque it is enjoyable and fast enough in real world driving for most drivers.

In part due to having four-wheel drive as standard, but primarily because of its roof arrangement, the Targa costs a significant chunk more to buy than a standard 911. In return it does feel tangibly more special, while the retro roof bar harks back to the original Targa of the 1970s. Visibility is generally excellent for a sports car, although the shape of the rear screen can distort how traffic appears in your rear-view mirror.

Where a Targa does split from other 911s is that, in creating a car that is 200+ pounds heavier than the coupe, Porsche has chosen to modify the suspension to cope. It is a little slower like we mentioned above but where you notice the extra weight is when you’re pushing hard in corners as its roll axis feels higher. Targa variants also display more understeer and generally don’t drive as playfully as other 911s. We like it because it feels a little more old-school in that way. Because there’s more compliance and roll in the chassis in normal PASM mode, there’s also a shade less precision to the initial steering response and marginally less outright lateral grip than in a Carrera 4S.

The Targa’s biggest selling point is that it’s still a 911. We love the way the Targa looks but wish it didn’t come along with the extra heft and weakened structure that dulls the 911 experience. We also think it is a missed opportunity by Porsche to differentiate the Targa range further. If you like the look of the Targa then go for it, but it isn’t unique enough in any other way vs the rest of the range.

Downsides.

Other Resources: Porsche 911 Targa review

Verdict

Fetching vintage Targa looks, fun open top driving, fast enough performance. The added weight dulls the 911 experience. Heaviest and slower of the 911 body styles, but cool in the way Targa’s weren’t for years. All-wheel drive only.

Specs

Model	911 Targa 4
Power	370 hp at 6,500 rpm
Torque	331 lb-ft (1,700 – 5,000 rpm)
Engine	Twin-turbocharged boxer 6
Drivetrain	All-wheel drive
0 – 60 mph	4.5 sec (manual) 4.3 sec (PDK)
Top track speed	179 mph (manual) 178 (PDK)
Fuel Economy	22 MPG (Manual) 24 MPG (PDK)
Base Price	US $110,300 \| UK £91,718

911 Targa 4S

If we’re choosing between Targa models then this is the one for us. Like other S models you get more power and trick options standard that make a big difference, especially in this case where we’re talking about a heavier car than the standard coupes. Power is consistent with other S models at 420 horsepower at 6500 rpm and 369 lb-ft of torque available from 1700 rpm all the way up to 5000 rpm.

The Targa 4S is as fat at the Targa 4 at 3500+ pounds. Like all all wheel drive 911s, the body is wider than the regular rear-drive Carrera and there’s all the traction you could ever want. The extra weight is well hidden though and in the 4S we couldn’t feel the difference in straight line performance versus a Carrera 4S. The Targa 4S 0 to 60 mph was 3.3 seconds when tested by Car & Driver which is just a tenth behind the 4S coupe confirming our butt-o-meter feelings in the cockpit. And at 8.1 seconds, its zero-to-100-mph time is only 0.3 second behind the lighter hardtop. The 911’s new turbocharged engine works seamlessly with the transmission to always have enough torque on tap to plug a gap in traffic or pass.

In other respects—such as cabin comfort and ergonomics—the Carrera 4S Targa is the same high end awesomeness as any other Carrera. In our view that is a missed opportunity because other than the awesome roof the Targa 4 and Targa 4S don’t feel all that different or unique. The only downside with the roof if that highway driving does have wind buffeting which sucks. The ride quality is amazing making the Targa 4S a great daily commuter. It has great daily drivability with strong levels of performance.

I’m not sure that the extra money for the Targa 4S is worth it over the Targa 4. We’d rather go all out and get the Targa 4 GTS which is faster still and at least has the best exhaust sounds out there to make wind buffeting more bearable. If you forced me to choose between the regular 911 Cabriolet and the Targa, I’d choose the Targa because it looks more unique and cool, knowing that I’m giving up a little dynamic ability in doing so. Regardless, the Targa has lost very little character or drivability in the transition to turbo power, and has gained better steering and infotainment in the process. If you can stomach the Everest-steep asking price, you’re unlikely to feel disappointed.

Other Resources: Porsche 911 Targa 4S Review, 911 Targa 4 GTS by Carfection: The 911 That Gives You More – Carfection

Verdict

With that top down, that flat-six pulling hard and a great country road on a Sunday morning and the Targa 4S makes loads of sense. Wake up in the morning for that ride to work and that comfort and compliance also makes loads of sense. Sure it’s heavier and not as agile than a two-wheel-drive coupe(s), but these days the gap is so narrow it comes down to personal taste. You either like the idea of a Targa or you don’t.

Specs

Model	911 Targa 4S
Power	420 hp at 6,500 rpm
Torque	368 lb-ft (1,700 – 5,000 rpm)
Engine	Twin-turbocharged boxer 6
Drivetrain	All-wheel drive
0 – 60 mph	4.2 sec (manual) 4.0 sec (PDK)
Top track speed	188 mph (manual) 187 (PDK)
Fuel Economy	22 MPG (Manual) 24 MPG (PDK)
Base Price	US $124,300 \| UK £101,162

911 Turbo

If a 911 GT3 is about involvement, feel and motorsport-derived gratification, a 911 Turbo is about going very quickly with minimal effort and ample safety and comfort. The 911 Turbo is the original Porsche supercar and it is no different in 2018.

The Turbo range get their own unique body style. It has a wider track, those gaping air pods above the rear wheels and and a host of other design tweaks to differentiate it from the rest of the 911 range. The interior while similar to the rest of the range is a step up in opulence and quality. Everything wrapped in leather and there is Alcantara everywhere. It feels more expensive that other 911s.

The Turbo range also gets a twin-turbocharged flat-six that but instead of 370hp like the entry level 911, it gets a staggering 540 to 607 horsepower (depending on variant). Torque is 487lb ft in the “base” Turbo model. That is good for a quarter-mile time of 10.7 seconds at 129 mph in the base Turbo model. Drive is to all four wheels via a PDK dual-clutch automatic gearbox. Even in base trim, the new 911 Turbo is stupid fast. The base model is also as quick as the Turbo S to 60 so we are not sure why you’d need to pony up more money.

This is a serious performance machine but it is not some race car for the road. The steering lacks the detail of the GT3 and it definitely isn’t at agile, but we think that is ok. This is a supercar that isn’t just “ok to drive daily”, this is a supercar that revels in daily driving. The 911 Turbo achieves its greatness through its supreme usability and approachability. You can drive it to the shops at crawling speeds one minute and be perfectly happy and then you can floor it and scare the bejesus out of yourself the next. Thrust feels practically limitless and the ride is smooth and supple like a luxury GT should be.

Verdict

The 911 Turbo is a sports car that dares to combine supercar performance with everyday ease. Stupendous straight-line speed with comfortable interior and ride. Still, the new Turbo continues to be the defining everyday supercar for those who couldn’t live with a supercar if they wanted to.

Specs

Model	911 Turbo
Power	540 hp at 6,400 rpm
Torque	486 lb-ft (1,950 – 5,000 rpm)
Engine	Twin-turbocharged boxer 6
Drivetrain	All-wheel drive
0 – 60 mph	2.9 sec(PDK)
Top track speed	198 mph (PDK)
Fuel Economy	21 MPG (PDK)
Base Price	US $161,800 \| UK £128,692

911 Turbo Cabriolet

The Porsche 911 Turbo cabriolet is a niche car. It is expensive and fast and is perfect for Rodeo Drive and Miami. The reality is that most 911 Turbo buyers just buy a Turbo S Coupe. Like we mention below we think that is a waste. If you’re going to spend extra on a Turbo then this is the one to buy because at least you get open top motoring for the extra cash.

The Porsche 911 Turbo cabriolet will spring to 60 mph in 2.7 seconds. It’s PDK gearbox and all-wheel drive traction are just perfect for this kind of GT. It is almost impossible to get this car unstuck and if you ever did want to carve up the back roads that is important in a 500hp+ car. In daily driving it is perfect, the car soaks up bumpy roads and bad surfaces with ease. This is a great way to spend almost $200,000.

Other Resources: Porsche 911 Turbo S | Chris Harris Drives, Porsche 991.2 Turbo S – One Take, Porsche 911 Turbo S review by evo

Verdict

Time-warping acceleration. Amazingly high quality cabin. The best open top sports car on the planet.

Specs

Model	911 Turbo Cabriolet
Power	540 hp at 6,400 rpm
Torque	486 lb-ft (1,950 – 5,000 rpm)
Engine	Twin-turbocharged boxer 6
Drivetrain	All-wheel drive
0 – 60 mph	3.0 sec (PDK)
Top track speed	198 mph (PDK)
Fuel Economy	21 MPG (PDK)
Base Price	US $174,100 \| UK £137,533

911 Turbo S

While we love power here at Supercars.net at some point extra power isn’t worth the extra money. The base Turbo is already stupid quick and the acceleration pins you to the seat in any gear. The Turbo S has the same 0-60 time and is faster at the top end but nobody is ever going to use it. Save the almost $20k and buy the base Turbo. In saying that most Turbo buyers opt for the Turbo S so what the hell do we know.

Other Resources: Porsche 911 Turbo S | Chris Harris Drives, Porsche 991.2 Turbo S – One Take, Porsche 911 Turbo S review by evo

Verdict

Breathtaking acceleration in an everyday package. Too expensive when compared to the just as awesome base Turbo.

Specs

Model	911 Turbo S
Power	580 hp at 6,750 rpm
Torque	516 lb-ft (2,100 – 4,250 rpm)
Engine	Twin-turbocharged boxer 6
Drivetrain	All-wheel drive
0 – 60 mph	2.8 sec (PDK)
Top track speed	205 mph (PDK)
Fuel Economy	21 MPG (PDK)
Base Price	US $190,700 \| UK £147,540

911 Turbo S Cabriolet

See what we said above about the Turbo S. We’d stick with the non-S version Turbo Cabriolet.

Verdict

Stick to the Cabriolet Turbo.

Specs

Model	911 Turbo S Cabriolet
Power	580 hp at 6,750 rpm
Torque	516 lb-ft (2,100 – 4,250 rpm)
Engine	Twin-turbocharged boxer 6
Drivetrain	All-wheel drive
0 – 60 mph	2.9 sec (PDK)
Top track speed	205 mph (PDK)
Fuel Economy	21 MPG (PDK)
Base Price	US $203,000 \| UK £156.381

911 Turbo S Exclusive Series

Porsche will build only 500 copies of the 911 Turbo S Exclusive. It gets hands on love from Porsche’s customization team. Lots of leather and lots of carbon fober. The engine has also been tickled with an extra 27 horsepower over the standard Turbo S to a pretty nuts 607 hp. We haven’t tested one but from other reviews it sounds like you cannot tell the difference in performance verses the Turbo S so it is hard to justify $250k+ price point.

Verdict

The guys at Car & Driver once again put it best: It appears Porsche is making this ultimate and rare 911 to test the quarter-million-dollar waters; while undeniably cool, the Turbo S Exclusive will appeal to the Porsche faithful who especially prize rarity. The rest of us could be more than satisfied with the $191,750 Turbo S or even the 540-hp Turbo for $162,850.

Specs

Model	911 Turbo S Exclusive Series
Power	607 hp at 6,750 rpm
Torque	553 lb-ft (2,250 – 4,000 rpm)
Engine	Twin-turbocharged boxer 6
Drivetrain	All-wheel drive
0 – 60 mph	2.8 sec (PDK)
Top track speed	205 mph (PDK)
1/4 Mile	10.7 sec
Fuel Economy	TBA
Base Price	US $257,500 \| UK £186,916

911 Carrera GTS

The GTS models take the best options you can buy on a Carrera S and are include them as standard. That means the Carrera GTS gets Sport Chrono and the cool different drive settings that come with it. If you opt for dual clutch you also get a cool “push-to-pass” power button on the steering wheel. GTS Coupes get PASM Sport Suspension, which drops the ride height 0.4 inch, though the standard PASM setup is available for those who want the option to dial up a more comfortable ride. Cars ordered with the seven-speed stick get Porsche Torque Vectoring and a mechanical rear diff lock as standard, while those equipped with a PDK transmission are equipped with the Porsche Torque Vectoring Plus system, which includes an electronic rear diff lock.Also standard is the sport exhaust combined with less sound deadening. You also get cool center-lock wheels and black trim kit that looks epic. Not to mention a lower sport suspension setup and the mean-looking wide-body shell from the Carrera 4, with the rear fenders pushed out 1.7 inches, and the rear track widened 1.6in. We recommend adding the rear-wheel-steering package but that’s about it. The GTS is pretty perfect. Our pick is the manual gearbox but the PDK is awesome too.

Inside, the GTS gets standard four-way power sports seats trimmed in Alcantara, a 14.1-inch sports steering wheel also trimmed in Alcantara, and the Sport Chrono Package, which includes the analogue stopwatch, a performance display on the dash, and the nifty Porsche Track Precision app. There is also a top of the range navigation system and Porsche Connect Plus, which delivers the 7.0-inch touchscreen user interface and onboard Wi-Fi connectivity.

Other Resources: Is The Porsche 911 GTS a Daily Driver GT3?, 2017 Porsche 911 GTS, Manual – One Take, This Is The 911 You’re Looking For – XCAR, 2018 Porsche 911 Carrera 4 GTS Car Review

Verdict

The best-value, all-around street-oriented 911 and in our review probably the best all-around 911 ever. Balanced, bracing, and the best driving experience under $150,000. Manual GTS is a perfect synthesis of power and grip: to drive and live with every day.

Specs

Model	911 Carrera GTS
Power	450 hp at 6,500 rpm
Torque	405 lb-ft (2,150 – 5,000 rpm)
Engine	Twin-turbocharged boxer 6
Drivetrain	Rear-wheel drive
0 – 60 mph	3.9 sec (manual) 3.5 sec (PDK)
Top track speed	193 mph (manual) 192 mph (PDK)
Fuel Economy	21 MPG (Manual) 23 MPG (PDK)
Base Price	US $120,700 \| UK £95,795

911 Carrera GTS Cabriolet

If you think of this as a Carrera S Cabriolet with just a few extra add-ons then you are missing the point of GTS range. The GTS variants are about the right goodies packaged together to create brilliance. Like the coupe the Carrera GTS the Carrera GTS Cabriolet is almost perfect.

In many ways the surprising thing with the convertible is how it closes the gap to the coupe in GTS guise. This car’s 1.03 g of maximum grip is very close to the coupes 1.05 g and straight line performance is basically exactly the same. The GTS Cabriolet makes a case for being the better allrounder when you consider the open top fun you get too.

In terms of differences between the cab and coupe, the convertible is not as low to the ground (0.4 inch higher). This is thanks to the cabriolet having Porsche’s Active Suspension Management adjustable dampers that drops ride height almost half an inch (coupes have a different version that drops it lower).

Porsche says about half of all GTS buyers will opt for the hardtop, which is marginally stiffer and certainly more oriented toward the occasional track day outing with a sports car club. Around a third will go for the Cabriolet, with the remaining buyers snapping up the all-wheel drive-only Targa. Ultimately this is a matter of preference because we find all the GTS variants absolutely perfect.

Other Resources: Carrera GTS Cabriolet – POV Drive

Verdict

Just as gifted as the coupe GTS which means it is bloody perfect. Our favorite soft top sports car available today.

Specs

Model	911 Carrera GTS Cabriolet
Power	450 hp at 6,500 rpm
Torque	405 lb-ft (2,150 – 5,000 rpm)
Engine	Twin-turbocharged boxer 6
Drivetrain	Rear-wheel drive
0 – 60 mph	4.0 sec (manual) 3.6 sec (PDK)
Top track speed	192 mph (manual) 191 (PDK)
Fuel Economy	21 MPG (Manual) 22 MPG (PDK)
Base Price	US $133,000 \| UK £104,636

911 Carrera 4 GTS

This is a 911 Carrera 4 GTS coupe with all-wheel drive. The body is the same as the coupe since all GTS models already get the wider 4 body style. The all-wheel-drive Carrera 4 GTS is easier to launch than the rear-drive version and this thing is quick.

As expected the car sticks in the corners too, with a 1.06g skidpad enough to make your neck hurt. Grip around even the most technical of corners in the dry and wet is stellar.

Other Resources: Carrera 4 GTS tested | As good as a GT3? | Autocar,

Verdict

If you need a car that gives you all-wheel drive security and astonishing performance too, this may be the 911 for you.

Specs

Model	911 Carrera 4 GTS
Power	450 hp at 6,500 rpm
Torque	405 lb-ft (2,150 – 5,000 rpm)
Engine	Twin-turbocharged boxer 6
Drivetrain	All-wheel drive
0 – 60 mph	3.8 sec (manual) 3.4 sec (PDK)
Top track speed	192 mph (manual) 191 mph (PDK)
Fuel Economy	21 MPG (Manual) 22 MPG (PDK)
Base Price	US $127,600 \| UK £100,781

911 Carrera 4 GTS Cabriolet

Aside from the Targa this 4 GTS Cabriolet with the PDK transmission is just about as heavy as the Carrera gets. At 1585kg it is no lightweight. Inevitably, the 4 GTS Cabriolet is no match for the brilliant rear-wheel drive Coupe in the fun-to-drive stakes but it is pretty bloody close. The structure remains reasonably stiff given the roof has been sawn off, but you can feel it shudder and see the windscreen surround rattle when you drive quickly over rough road surfaces. It is noticeable in the C4 GTS because of the additional traction at the limit due to all-wheel drive. You can push harder, but you notice the shortcomings of the convertible body.

The steering is direct and responsive in the Coupe but a touch imprecise in this car. There’s also an underlying sense of inertia and lethargy in the way the Cabriolet changes direction, a small amount of float and wallow as the road bends this way and that where the Coupe is razor sharp. It’s a matter of degrees, though, and only in a back-to-back comparison is the Cabriolet shown up in any way by the Coupe.

Verdict

A solid drop-top 911 but we’d opt for the rear wheel drive Cab if it were our money.

Specs

Model	911 Carrera 4 GTS Cabriolet
Power	450 hp at 6,500 rpm
Torque	405 lb-ft (2,150 – 5,000 rpm)
Engine	Twin-turbocharged boxer 6
Drivetrain	All-wheel drive
0 – 60 mph	3.9 sec (manual) 3.5 sec (PDK)
Top track speed	191 mph (manual) 190 mph (PDK)
Fuel Economy	21 MPG (Manual) 22 MPG (PDK)
Base Price	US $139,900 \| UK £109,622

911 Targa 4 GTS

Other Resources: Porsche 911 Targa 4 GTS Carfection, Targa 4 GTS (450hp) – DRIVE & SOUND (60FPS)

Verdict

It’s a 450-hp Targa! The ultimate poser and serious sports car as a daily driver and our choice if you aren’t doing track days and don’t mind spend $20k more than a Carrera GTS to look good.

Specs

Model	911 Carrera 4 GTS Cabriolet
Power	450 hp at 6,500 rpm
Torque	405 lb-ft (2,150 – 5,000 rpm)
Engine	Twin-turbocharged boxer 6
Drivetrain	All-wheel drive
0 – 60 mph	3.9 sec (manual) 3.5 sec (PDK)
Top track speed	191 mph (manual) 190 mph (PDK)
Fuel Economy	21 MPG (Manual) 22 MPG (PDK)
Base Price	US $139,900 \| UK £109,622

911 GT3

The Porsche 911 GT3 car belongs on a track.

Porsche forums everywhere are filled with people who say they drive their GT3 every day and while that is admirable the reality is that for most people it is just too compromised. I asked a friend who owns a GT3 whether he would recommend it as a daily driver in my cracked and potholed paved NY neighborhood. His response was simple: “it depends how high your threshold for pain is”. That says it all. The GT3 ride is harsh and punishing. You will need physical therapy every time you drive it and you will be frustrated because you can only use 1/10th of the power on offer anyway. If you want a daily driver buy the awesome 911 Carrera GTS or Turbo S and you will be much happier.

This is a beast that wants to be driven hard on track. Featuring a screaming flat-six engine, razor sharp handling and an aggressive body and huge fixed wing, the 911 GT3 is one of the most driver-focused cars on sale by any carmaker on the planet. The powerplant is a masterpiece. It’s a dry-sump, 4.0-litre flat six engine that can scream up to its 9000-rpm redline, making 500 horsepower and 339 pound-feet of torque. While the rest of the 911 range has torque-rich turbocharged engines, this is one you still have to work with and one you want to wind up to 9,000 rpm. The GT3 can be equipped with a six-speed manual transmission or a seven-speed dual-clutch PDK gearbox. The PDK is faster but as manual men we know we’d opt for the stick shift every time.

Inside the cabin isn’t luxurious, but the basic stuff is present and accounted for. A Turbo feels like a Bentley in comparison but this isn’t meant to be a luxury GT, this is meant to be a track weapon you can drive to and from home to the race.

A Note on the GT3 Touring Package

New for 2018 is the GT3 Touring Package. There’s the deletion of the regular GT3’s fixed wing replaced with a classic pop-up rear deck, albeit embellished with a ‘GT3 Touring’ badge and a unique lip spoiler on the trailing edge. It only comes with a six-speed manual and inside the trim is kept classic – all-leather and cloth, no Alcantara. Other than that, it’s as per the GT3, with all the same options (ceramic brakes, nose lift, LED headlights, Chrono Package, audio upgrades), which is great news. A subtle-looking GT3, maybe I need to rethink the earlier daily driver comment.

Other Resources: GT3 Reviewed by Chris Harris, GT3 On Track with Carfection, Porsche 911 GT3 evo Review

Verdict

Screaming engine, available with a manual and the most involving sports car money can buy. It is a little rough around town so opt for a different 911 of you are looking for a daily driver. Our pick includes the Touring package.

Specs

Model	911 GT3
Power	500 hp @ 8,250 rpm
Torque	339 lb-ft @ 6,000 rpm
Engine	4.0 L naturally aspirated flat-6
Drivetrain	Rear-wheel drive
0 – 60 mph	3.8 sec (manual) 3.2 sec (PDK)
1/4 mile	11.6 sec (manual) 11.3 sec (PDK)
Top track speed	198 mph (manual) 197 mph (PDK)
Fuel Economy	16 MPG (Manual) 17 MPG (PDK)
Base Price	US $143,600 \| UK £111,802

911 GT3 RS

The GT3 RS gets 520 horsepower and 346 lb-ft of torque from the same flat-six engine in the GT3. In fact the whole car is heavily based on the GT3 with lots of shared stuff. But it’s the engine that sets the RS apart thanks to an extra 20 horsepower, as well as the fact that you can’t get it with a manual transmission. The chassis setup is also different, so the RS is quicker on the race track. The GT3 RS is 0.1 second quicker than the old GT3 RS to 60 mph, which now happens in just three seconds. The car also gets front brake cooling and new ball joints inspired by the GT2 RS, and a tweaked rear-steering system. If you think of the GT3 RS as a GT3 with more downforce, more power and more grip then you are pretty close to the money.

You guessed it, the GT3 RS is a race car and doesn’t make much sense on the road.

And while the engine isn’t the big story here, it’s still worth talking about. It’s largely a carryover from the new GT3—where it debuted last year—but a new intake, titanium exhaust, plus a revised spark curve and camshaft timing give it 520 hp. Its 4.0-liter displacement remains unchanged, as per homologation requirements for the race car, and redline is set at 9000 rpm, making it the highest-revving GT3 RS ever. Torque, when compared with the turbo engines of lesser 911s, is relatively low at 346 lb-ft, but that doesn’t really matter. The only transmission option is Porsche’s seven-speed dual-clutch, PDK, so if you want a manual, you’ll have to get a regular GT3.

Other Resources:

Verdict

The GT3 RS is a GT3 with more downforce, more power and more grip.

Specs

Model	911 GT3 RS
Power	520 hp @ 8,250 rpm
Torque	346 lb-ft @ 6,000 rpm
Engine	4.0 L naturally aspirated flat-6
Drivetrain	Rear-wheel drive
0 – 60 mph	3.0 sec (PDK)
1/4 mile	10.9 sec
Top track speed	193 mph (PDK)
Fuel Economy	TBA
Base Price	US $187,500 \| UK £141,346

911 GT2 RS

The 991.2 GT2 RS is powered by a 3.8 L twin-turbocharged flat-6 engine that produces a maximum power of 700 PS (515 kW; 690 hp) at 7,000 rpm and 750 N⋅m (550 lb⋅ft) of torque, making it the most powerful 911 ever built. Unlike the previous GT2 versions, this car is fitted with a 7-speed PDK transmission to handle the excessive torque produced from the engine. Porsche claims that this car will accelerate from 0 to 60 mph in 2.7 seconds, and has a top speed of 340 km/h (210 mph). It is by far the most expensive and extreme 911 available and is really only useful on track.

The GT2 RS has a roof made of magnesium, front lid, front and rear wings and boot lid made of carbon, front and rear apron made of lightweight polyurethane, rear and side windows made of polycarbonate and features a titanium exhaust system. Porsche claims that the car will have a wet weight of 1,470 kg.

Inside the interior is as stripped back as you expect of a GT 911, with liberal usage of lightweight plastics and metal, with Porsche stating you could save an additional 12kg by swapping the steel roll cage for an aluminum one. It is rougher, less civilized and louder than both the GT3 and GT3 RS. As expected the steering is brilliantly communicative and fabulously responsive. On the road there is some turbo lag but this engine is phenomenal, with a level of responsiveness and linearity that not many years ago would have been unthinkable on this kind of turbocharged output. On track you won’t notice because it is always on song. While a GT2 RS would be amazing on country roads, its level of performance is so ferocious that it really needs to be on track to be enjoyed.

Other Resources: Porsche 911 GT2 RS review by Autocar,

Verdict

The GT2 RS is the ultimate track car and is too compromised for the road. On the road a GT3 or GTS are better for a lot less money. On track, in expert hands though the GT2 RS is ridiculousness turned to 12 and we love it. Since this is a car for the track would I take it over a GT3 or GT3 RS. Toss up between this and the GT3 RS, they are both epic.

Specs

Model	911 GT2 RS
Power	690 hp at 7,000 rpm
Torque	550 lb-ft (2,250 to 4,000rpm)
Engine	3.8 L twin-turbocharged flat-6 engine
Drivetrain	Rear-wheel drive
0 – 60 mph	2.7 sec (PDK)
Top track speed	211 mph (PDK)
Nurburgring Time	6:47.3
Fuel Consumption	TBA
Base Price	US $293,200 \| UK £207,506

The Final Word

We covered 24 Porsche models and probably didn’t make your buying decision any easier. Don’t worry because every 911 on sale today is pretty awesome so picking a bad 911 is impossible. What you should have learned above is that you really need to understand your own needs and your style.

911 Chooser Exercise

April 9, 2018 / Comments Off

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13 Interesting & Cool Facts You Didn’t Know About Porsche

Fascinating Facts We Learned About Porsche

We spent almost three months researching all things Porsche for our 30,000+ word history of the most storied carmaker on the planet. We learned a lot in that time and boy is this company interesting. To be honest we could have filled this page with 150 interesting facts about Porsche but these were the ones we felt were most impactful in the company’s history. As always if you have some facts you think should make the list just let us know.

Launched an awesome electric car 110+ years before the Tesla S

Developed and launched the first petroleum electric hybrid (performance beast) vehicle

Over the course of its development, the Lohner-Porsche evolved through several variations and ultimately emerged as the distant ancestor of a type of vehicle we recognize today as a “hybrid”. This new vehicle was named “Lohner-Porsche Mixte Hybrid”. The Mixte Hybrid featured a Daimler internal combustion engine. In turn, the engine that was fitted to a generator to drive the electric hub mounted motors. That makes it the first petroleum electric hybrid vehicle (or HEV), and demonstrated unequivocally that the engineering brilliance of Ferdinand Porsche was certain. In addition to being very efficient (for its time), the Mixte Hybrid also proved to be a performance vehicle – it set a land speed record of 35 mph and won the Exelberg Rally in 1901.

He bucked the trend and produced smaller cars could be faster in a race than larger, more powerful vehicles.

Ferdinand Porsche developed a race car for Austro-Daimler which was considerably smaller than competing cars, but won a total of 43 races anyway, thanks in part to its lighter frame. It was called the “Sascha” (at the request of a rich filmmaker named…Sascha). Later, he designed the legendary Auto Union grand prix cars that dominated the world. The Auto Union P (for Porsche) featured a (then revolutionary) mid-mounted 16 cylinder engine. With drivers like Hans Stuck and Tazio Nuvolari—two of the best of their generation—behind the wheel, it was virtually unbeatable.

Even today, the Porsche 917 is absolutely f**cking insane

Their most powerful car ever was insane when first launched and even today would shame most supercars. The 5.3-litre, 12 cylinder 917/30, which dominated the 1973 Can-Am series produced 1,200bhp and had a top speed of more than 240mph (385kph). Remember, this is a car from the 1970s.

Ferdinand Porsche Borrowed Against His Insurance Policy and Had a Side Hustle Well Before It Was Cool

While Ferdinand’s goal of developing his own brand of automobile remained the focus of his ambitions, his design firm needed to be profitable. Using relationships he’d developed while working for other automobile companies, Ferdinand began to seek out opportunities to bring work into his firm. He worked with a lot of companies to make ends meet and help fund his longer term goals. Porsche Engineering’s first contract was with the Auto Union under its “Wanderer” brand. Porsche was hired to design a 2-liter, 6-cylinder engine automobile. The design would become known as the Porsche Type 7, a four-door sedan that was developed between 1930-1931.

While an early partnership with the Auto Union enabled the Porsche engineering group to grow a business base, the economic downturn of the depression still made it difficult for Porsche to continue work on his own automobile designs. Certain that his automobile would be a success, and anxious to produce one that could be marketed to the world, Ferdinand made a decision to take a sizable financial loan from his life insurance policy to fund the development of the car he’d been designing. His car – he called the “Volksauto” (the Peoples Car).

In 1934 Adolf Hitler ordered that all Germans should be able afford a basic vehicle capable of transporting two adults and three children at 100 km/h (62 mph). He believed that all German citizens should have access to a radio and an automobile. He further stated that the “People’s Car” would be available to all citizens of the Third Reich at a price of just $396 (in 1930’s U.S. dollars) – which was equivalent to the price paid for a small motorcycle at that time.

Porsche was (really) friendly with the Nazi Party

Hitler chose to sponsor an all-new, state-owned automobile factory that could produce the “People’s Car,” and, upon reviewing the conceptual vehicles that Ferdinand had developed, made the decision to move forward with Porsche’s design (albeit with some influences from Hitler himself.) Porsche began to be praised by the party as the “Great German Engineer” (despite being of Czech descent). In early 1937 Porsche joined the National Socialist German Workers’ Party (becoming member No. 5,643,287) as well as the SS. By 1942, Ferdinand Porsche had achieved the rank of SS-Oberführer (Upper Leader). As a civilian officer of the SS, he was further decorated with the SS-Ehrenring (ring of honor) and awarded the War Merit Cross.

On December 15, 1945, French authorities arrested Ferdinand, Anton Piëch (The Porsche company lawyer and Ferdinand’s son-in-law) and Ferry Porsche as war criminals. Ferry was freed after just six months imprisonment, but Ferdinand and Piëch remained imprisoned for war crimes against humanity as they had been high ranking officers of the Nazi party. Ferdinand and Piëch were imprisoned first in Baden-Baden and then later in Paris and Dijon. Porsche, now seventy years old, struggled with his health in the poor conditions of the Dijon prison.

Ferdinand Porsche developed a four wheel-drive Formula One car.

The Porsche 360 Cisitalia featured a supercharged, mid-mounted, 1.5 liter flat-12 cylinder engine that produced 385bhp at 10,500rpm and could top 200 mph and had a complex four-wheel drive transmission assembly. In 1946, Piero Dusio, an Italian soccer player, businessman and racing driver, approached the firm to design a new Grand Prix race car. Ferry recognized that this might be the opportunity he’d been seeking to free his father from prison (see Nazy fact).

It was agreed that Dusio would pay the entire sum for the design up front, which would enable Ferry to post bail and have his father and Anton Piëch released from prison. In exchange, Ferdinand would consult on the design and assist in developing the Grand Prix racer.

Porsche was a super popular sports car company years before the 911 was even conceived

By the early 1960’s, on the back of the commercial success of the 356 over the past decade, Porsche had garnered a reputation for building quality, high-performance vehicles that handled equally well on-and-off the race track. The 356 sold 76,313 units and was loved in Europe and the United States. Porsche also had great success in racing across multiple companies.

The Dutch Police used to drive the Porsche 356.

The 356 C offered American consumers a more performance driven Porsche than the heavier, and more refined Porsche 911, and demand for the Porsche 356 C remained quite strong in North America through the 1965 model year. The final ten Porsche 356 C automobiles were assembled for the Dutch police force in March, 1966. All ten units were cabriolets and all were registered as 1965 models.

The Porsche 911 could have been Porsche 901 and the world would be super weird forever after

The Porsche 911 started its life as Porsche Type 901. It traces its roots directly back to sketches drawn by Ferry’s son Ferdinand Alexander Porsche. From its inception, it was developed to be a more powerful, larger, more comfortable replacement for the Porsche 356.

BUT, the folks at Peugeot objected to the “901” designation because they too had patented a three-digit numeric designation for one of their cars that contained a zero as the middle digit. They asserted that they had ownership over the naming convention and had already sold many models in multiple markets bearing the same designation. Porsche’s solution? Change the middle “0” to “1” and call the car the Porsche 911. Officially, the 901’s that had already been constructed were used for testing and for additional exhibitions, and Porsche never sold any of the original 82 units to private customers.

The company tried to kill the 911 multiple times. Thankfully it didn’t happen.

Dr. Ernst Fuhrmann was not a member of the Porsche family but had been an integral part of the company’s success when he was made the CEO of Porsche AG. As CEO one of Fuhrmann’s personal objectives was to cease production of the Porsche 911 during the 1970’s and replace it with a front-engine car. He had begun pressuring Ferry Porsche to approve development of a new model – Type 928 – due to his own concerns that the then-current flagship model, the Porsche 911, was quickly reaching the limits of its potential. Given that sales of the 911 were on the decline, the evidence seemed to confirm that belief.

The Porsche 928 went on sale later that year as a 1978 model and initial sales of the car were low. The base price of the 928 were considerably higher than that of even the most expensive 911 models. Moreover, the front engine, rear-wheel drive design went against everything that Porsche purists had come to love about the company’s earlier models, and many alienated the 928 entirely.

While Porsche was proclaiming an “end of life” for the Porsche 911, sales of the car remained so strong that it caused everyone within the Porsche organization to give considerable thought to the decision which had been made by Ernst Fuhrmann. The decision to ultimately keep the 911 in the production lineup occurred one afternoon in the office of Dr. Helmuth Bott, the Porsche operating board member responsible for all engineering and development at Porsche. Peter Schultz says, “I remember rising from my chair, walking over to the chart, taking a black marker pen, and extending the 911 program bar clean off the chart”.

Porsche design wasn’t really related to Porsche cars

Since its founding as a limited partnership in 1947, the Porsche Kommanditgesellschaft had grown exponentially. Neither Ferry, nor any other member of his family, could have imagined the commercial success that the Porsche brand would have over the next twenty-five years. By 1972, Ferry Porsche recognized that the scale of his company had outgrown a “family operation.” Further, after learning about Soichiro Honda’s “no family members in the company” policy at Honda, Ferry felt it was time to establish an executive board for his company, with members from outside the Porsche family, and a separate Supervisory Board comprised mostly of family members.

Upset by this decision, most family members involved with the operation of Porsche – including Ferdinand Alexander “Butzi” Porsche and Ferdinand Piech – left the company to pursue other ventures. F.A. Porsche (Ferry’s son) founded his own design company, Porsche Design. Professor Ferdinand Alexander “Butzi” Porsche was the initial designer of the Porsche 911 and grandson of the Porsche founder and he opened the Porsche Design Studio in Stuttgart in 1972, which was moved to Zell am See, Austria, two years later. It became known for building exclusive watches, sunglasses, furniture and many other high-end luxury item.

Ferry Porsche died the same year as Enzo Ferrari

I’m not a believer in coincidences but two great car visionaries part of two of the greatest car companies enthusiasts like us love dying the same year is pretty interesting. Ferry had a big part to play in Porsche’s history and was an icon. 1998 was another significant year in the growth of the Porsche brand globally, but it would also be a year tinged with great sadness for the Porsche company and for Porsche enthusiasts around the world. On March 27, 1998, Ferry Porsche passed away in the Austrian Town of Zell am See. Ferry was buried beside his parents and his wife Dorothea in the Schuttgut chapel on the Porsche family estate. Another cool fact was that throughout his career with Porsche, Ferry had been known for saying “the last car made will be a sports car.” These were words he lived by.

Enzo Ferrari died on August 14, 1988, in Maranello; no cause of death was given, although he was known to be suffering from kidney disease. I’m sure Ferrari would tweak that saying to say “the last car made will be a race car.” Close enough.

Hope you enjoyed all the cool things we found out about Porsche during our research. If you have some time check out our in-depth history of Porsche and our Porsche hub or other fun Porsche lists. If you think we missed interesting facts, definitely let us know in the comments section below.

April 3, 2018 / Comments Off

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