The Rennsport Reunion VI just concluded on September 30 in Monterey, California as Porsche celebrates its 70th birthday. Happy birthday, Porsche!! If anyone is wondering, Rennsport (renn-sport) translates into “race-sport”.
Before the event began, it seemed that four days of event duration might be excessive. But that really is insufficient time to explore all offerings thoroughly while watching only part of the races too.
The Rennsport only occurs once each three years or so, and only in one location. At Rennsport, Porsche is revealed on the grandest of scales. Raceway officials hinted that attendance over these four days may have reached 80,000 Porsche-Nation fans!
The chief displays included seventy noteworthy race cars revealed in the massive Porsche Heritage Tent. Champions Garage was located in Auto Alley displaying 11 more triumphant Porsche race cars. In the large parking area beyond Barbecue Island near Turns 2 and 5 lied the bulk of the Porsche Club of America corrals, reputed to have over 1,300 cars.
Adjacent was the Michelin and Mothers exhibits of still more exotic Porsches. The paddocks included a veritable menagerie of Porsches that also raced in the wheel to wheel competition on the track.
Beginning of a Legacy
On Sunday morning, a replica of the car that began the celebrated Porsche legacy, Porsche’s 356 “No. 1” Roadster, was positioned in front of Champions Garage in a bright metallic silver paint.
“No. 1” was the very first Porsche that Ferdinand “Ferry” Porsche created. It received its “street certification” on June 8, 1948.
On a Mission for the Future
Porsche’s 70th birthday was a fitting time to review their progress on Mission E.
This project helps elucidate how far Porsche has come from the 356 “No. 1”, to the 911, to Porsche’s first fully electric car on display at Rennsport VI in the Exclusive Manufaktur area showing really stunning styling and wheels.
Porsche stated, “Mission E represents the future. A possible future. A fascinating future.” Porsche held that this is the form their first completely electric sports car couldtake. Importantly, the concept-car would meet all Porsche standards for fuel efficiency, daily-drive practicality, and performance entirely based on groundbreaking technology.
They called it “the 911 of e-cars.” Porsche proclaimed their mission statement: “Our core area of expertise lies in complex, efficient, and high-performance powertrains.” The car’s driving range is 300 miles, and a 15-minute charge gives another 250 miles. “Turbo-charging” Porsche says!
Klaus Zellmer, Porsche President and CEO of Porsche Cars North America, Inc. said the vision of Mission E recently received the name Taycan. He added, “Next year the vision becomes reality.”
There She Blows
Also at Rennsport VI, Porsche unveiled a new 700 hp race car with the body based upon its renowned 935/78, “Moby Dick”.
Vice President Motorsport and GT Cars, Dr. Frank-Steffen Walliser said, “This spectacular car is a birthday present from Porsche Motorsport to fans all over the world.” The car will have a limited produced run of 77 units.
Porsche-Nation fans came and revered the iconic make during the four days appropriately themed, “Marque of Champions”. Why does Porsche have such a large and faithful clan of devotees? There are several reasons.
First, it is because Porsche stands for excellence and innovation in automotive engineering. Another reason is due to the uniqueness in the way Porsche does things. Porsche’s following also derives from its many achievements, which represent milestones of greatness.
Finally, the performance of Porsche automobiles and race cars are unequaled in many cases, which is the ultimate recognition.
Roundup at Porsche Corrals
Porsche excellence and innovation in automotive engineering is universally renowned. Brilliance in design and production is a given. Quality and performance are taken for granted in Porsche road and track cars.
Reliability is a byword for Porsche production, as exemplified in their victories in the 24 Hours of Le Mans, an endurance race. A first-drive in a Porsche indicates quality. Importantly, owning a Porsche delivers reliability.
Porsche seems to have unique views in their approach to automotive design. Their engineers practice the mantra “form follow function”, and performance derives from function.
Examples of uniqueness at Porsche, or at the very least adhering to “the path less followed” are their opposed-cylinder engines, long-time use of air-cooling for engines, rear, and mid-engine positioning, and retaining the same basic style for the 911 model for 55 years.
Porsche’s achievements are too numerous to be mentioned. But some of the cars that I will describe will elucidate a few of Porsche’s accomplishments.
To experience Porsche performance, all one must do is to drive the 911 model. The overall feeling is of lightness, agility, and well tied together. The much-used phrase, “You are one with” the car actually applies here.
The brakes are unequivocally superb, and grand touring on roads with long curves is a dream. The engine revs high, sounds silky-smooth, and performs professionally and faithfully.
The Eternal 911
As I entered the large square with the interview stage complete with giant screen, autograph tables, the Porsche store, picnic tables, and much, much more, I first stopped to admire two 911’s strategically placed at the main entrance in “golden yellow metallic” paint.
Yes, the “eternal 911” and its many variants, the car that best exemplifies Porsche and its philosophy. These were two cars restored from 993 chassis to be auctioned off with proceeds to charity and representing Porsche’s new 2018 Porsche 911 Turbo S Exclusive Series, limited to 500 units with prices starting in the $250,000 range.
While I wandered about exploring the astoundingly massive extravaganza called the Rennsport VI, I mused if there were an all-Porsche Hall of Fame, which street cars or race cars might be in it? In this writing, I will mention several Porsche street cars and Porsche race cars, past and present at the event that, I think, deserve special recognition. No secrets here, I believe we all know them.
Porsche race cars are a little greater challenge. There are so many of them, and with 20,000 to 30,000 racing victories over the years, a little time is required to consider the candidates. If Porsche blesses us with a Rennsport VII, that may be a good opportunity.
In any case, the premier member of a Porsche Hall of Fame would be the “eternal 911”. At 55 years of age and still going strong, it would blow completely off the charts in terms of kudos, accomplishments, and enthusiasts! Nothing more need be said.
Porsche 917’s Blaze the Track
Another lock for special recognition would be the 12-cylinder 917 juggernaut, along with the variants it parented. There were several 917s at Rennsport VI with most located in the Porsche Heritage tent, or in the Paddocks where I spotted American Patrick Long, a factory Porsche driver, mounting one.
The 917K, meaning Kurzheck (short-tail), won the 24 Hours of Le Mans in 1970 and again in 1971. In 1972 the 917/10 won the Can-Am Challenge. In 1973 the 917/30, the most powerful racing sports car ever built at 1,580 bhp, also won the Can-Am Challenge. Known as the Can-Am killer because it won so often, Mark Donohue said the 917 was the only car he ever drove that could generate wheelspin at 200 mph!
Notably, Donohue turned in a blistering lap at Atlanta’s Talladega race track in 1975 piloting a 917/30 to a new world record of over 221 mph average speed, yes average! A 16-cylinder 917 version was made but never actually raced due to handling issues of the longer chassis. Perhaps thankfully, because what could have challenged it?
I think it’s safe to say that the Porsche 919 hybrid race car deserves special recognition. This car has already won the 24 Hours of Le Mans three times, in 2015, 2016, and 2017. Also, in 2018 the Evo version of the 919 became the fastest race car in history to circulate the Nürburgring in Nürburg, Germany, smashing the previous record, set 35 years ago by a Porsche 956, by over 51 seconds.
Earl Bamber and the 919 Evo
At the Rennsport VI, I watched Earl Bamber pilot the 2018 Porsche 919 Evo as it clocked 186 mph through the speed traps. What impressed me most was how effortlessly it negotiated the Andretti Hairpin and Turn 5. The EVO was as smooth as silk – no smoking, flat-spotted tires, no broadsided curves.
Exiting the curves, it was almost shot out of a gun and back to speed in no time. I say “almost” because the car was absolutely glued to the track without any jerkiness. It appeared to be locked onto a rail, gobbling up the track with robot precision with ever-increasing speed until the next curve arrived.
This car is a real piece of work! Back in Champions Garage, see my photo below where a hoard of mechanics swarmed the car attending to every potential need.
I was always curious about how massive downforce felt to the driver of a race car. So, I made a point of catching Porsche factory drivers Bamber and Laurens Vanthoor just as they sat down at the autograph tables before lines formed. Bamber has overall victories in the 24 Hours of Le Mans in 2015 and 2017 in Porsche’s 919 hybrid, and Vanthoor races a Porsche 911 RSR.
I requested of Vanthoor “What does the aerodynamic downforce feel like when you are racing”? He replied, “You have to actually experience it to understand it”.
Not much chance in my driving his factory RSR soon, so I asked: “How much G-force do you experience in cornering and braking?” Vanthoor responded, “Three to four Gs in the 911 RSR.” That would definitely result in a sore neck.
Sufficient downforce is generated on some race cars such that if they could be placed on the roof of a tunnel at speed, they would remain stuck there. That intrigued me greatly, so I asked Bamber the same questions. He replied, “Downforce makes you feel like the car is really glued to the track. Due to large downforce, in cornering and braking, you experience about four to five Gs in the 919.”
We talked about driving at a race car’s limits, and both explained that is where driver experience enters. My only hope is for someone to give me a seat in historic races someday. I thanked my hosts and moved on.
Hype for the 918
Next, I found Porsche’s latest hypercar, the Porsche 918 hybrid, in a dozen-sized-group on Barbecue Island near Turns 2, 3, 4, and 5. I believe this car also deserves special recognition on an all-time list. Its merits are too great not to be left in awe.
To start, this astonishingly complex car possesses absolutely stunning, creative styling, remembering that at Porsche form follows function. The 918’s engineering is also state of the art, and frankly, beyond.
Innovative features abound, like the exhaust pipes exiting high on the car and not below the engine, allowing extension of the rear diffuser resulting in improved aerodynamics. The high exhaust pipe design also assists the lithium batteries to remain within their operating temperature range.
One might say, “The car should offer something at $998,000.” But the aftermarket voted quickly and the 918 appreciated to $1,700,000, nearly doubling!
The 918 was first introduced as a concept car in 2010 at the 80th Geneva Motor Show along with the 911 GT3 R hybrid race car, while the racing version, the 918 RSR, followed the next year at the North American International Auto Show in Detroit. The street production model was finally introduced at the Frankfurt Motor Show in 2013 and produced through 2015.
The 918 Spyder is powered by a mid-engine, naturally aspirated, 4.6-liter V8 through a 7-speed PDK dual-clutch gearbox driving the rear wheels. The V8 yields 600 bhp at 8,500 RPM, but that’s not all. Two electric motors provide an added 286 bhp to the front wheels. The combined total of gasoline and electric yields 875 bhp and 944 ft-lb of torque! Weight lies between 3,600 and 3,800 lbs.
A flexible and very practical feature is that the battery can be refreshed either by a plug-in or regeneratively while driving and braking similar to the KERS system used in Formula One racing. KERS stands for “kinetic energy recovery system”. A flywheel accumulator rotating near 40,000 RPM located in the passenger compartment stores the energy. The car’s 6.8 kwh liquid-cooled lithium-ion battery alone gives a 12 mi (19 km) driving range.
Internally at Porsche called “race lab, the 918’s performance numbers deliver a knockout:
0-100 km/h (0–62 mph) in 2.5 seconds
0–200 km/h (0–124 mph) in 7.2 seconds
0–300 km/h (0–186 mph) in 19.9 seconds
Maximum speed is 350 km/h (217 mph)!
In September 2013 a 918 fitted with the optional ‘Weissach Package’ which reduces weight nearly 100 lb recorded a record lap time of 6:57 min on the 20.7 km (12.8 mi) Nürburgring uncombined course. The 918 truly exemplifies engineering brilliance!
All-Time Greatest in the Carrera GT
The Carrera GT (2003-2007) should definitely receive special recognition for Porsche’s all-time greatest. This mid-engined sports car preceded the 918 and is high on, or at the top, of many lists for best petrol-powered sports cars, some for all time.
The GT project was a sporadic one, occurring in starts and stops over a long period of time. In the beginning, a Porsche engine was built for a Formula One effort in 1992. That task was canceled, then revived for a Le Mans project. However, concern about conflicting with Audi’s Le Mans plans caused termination of this project too. Eventually in 2000, a decision was taken to build 1,500 cars.
The Carrera GT two-door roadster is powered by a naturally aspirated 5.7-liter V10 engine employing 4 valves per cylinder which produces 603 bhp, 435 lb⋅ft of torque at 5,750 rpm, with red-line at 8,400. The lack of turbochargers might appeal more to those with purist tendencies, but the car performs quite well without them. Adhering to the simpler path generally offers reliability and weight savings.
The car will do 0-60 mph in 3.5 seconds, 0-100 mph in 6.8 seconds, and achieves a maximum speed of 205 mph. The curb weight of this rear-mid-engine V10, rear-wheel-drive car is 3,040 lb. Its predecessor is the Porsche 959, and the successor the Porsche 918 Spyder.
The Carrera GT’s rear wing is electronically operated, deploying at speeds over 70 mph. The sizeable side inlets and air dams add cooling to the engine. Weight is reduced by a carbon fiber monocoque and chassis. Porsche brakes are usually superior and the GT’s are no exception sporting a carbon fiber-reinforced silicon-carbide ceramic-composite braking system.
Face to face, the GT appears very low and wide, and somehow you just know it will perform. The V10 engine does not sound large but presents a rather beguiling note. Yes, the Carrera GT is one for the ages!
The 959, a Rare Sighting
The Porsche 959 sports car (1986-1993) should also receive special recognition among Porsche’s best. However, the car’s intended use as a race machine was brief and had issues finishing races.
The 959 was initially envisioned as a Group B rally car. Later it was produced for road use but did not comply with US street requirements until billionaire Bill Gates assisted in getting the “Show or Display” law passed.
The 959 is rarely seen as only 345 were ever produced. When one does appear, it is almost certainly alone. As I perused the paddocks I was astonished to come upon nearly a dozen under one of the large tents. A little later this rare grouping formed a line and entered on track in the exhibition.
The technological achievement in creating the 959 in the 1980s was noteworthy. The twin-turbo vehicle was then considered the most technically advanced sports car ever made. It was the world’s fastest street car clocking 197 mph.
The 3,200 lb 959 was powered by a 2.8-liter twin-turbo flat-6 generating 444 bhp and 369 ft-lb of torque applied through a 6-speed manual gearbox. One of the earliest high-performance cars offering all-wheel drive, the car also automatically adjusted its ride-height.
Porsche Heritage Tent
The 936
Text – 1979 Porsche 936
There were 70 Porsche race cars under the Porsche Heritage tent, and the 936 was the first to catch my attention. It looked racy with stylistic, gracefully flowing lines, remembering that at Porsche “form follows function” when it comes to styling.
The Porsche 936 (1976-1981) was developed to compete in the World Sportscar Championship Group 6 category in 1976 by Porsche as a successor to the 917 and 908.
The power in this 1,587 lb race car was provided by a 2.1-liter opposed-six-cylinder twin-turbocharged engine generating 540 hp at 8,000 RPM, transmitted through a five-speed gearbox.
The Porsche factory entered the 936 in the 24 Hours of Le Mans with Jacky Ickx piloting to wins in 1976, 1977, and 1981.
The 935
Nearby I spotted a Porsche 935 (1976–1981), a 911-based race car introduced in 1976 as the factory entry for the FIA’s new Group 5 rules. It derived from the Carrera RSR 2.1 turbo prototype. Group 5 rules allowed liberal alterations to production-based cars.
Power was supplied to the 2,138 lb 935 by a twin-turbo flat-six of 2.9 to 3.3-liter employing mechanical fuel injection producing from 540 to 845 hp through a 4-speed manual gearbox.
Few were able to challenge the 935 in major endurance races, and the car eventually won the 24 Hours of Le Mans in 1979, overall. The 935’s domination ended in 1982 with FIA rule changes.
Derek Bell Pilots the 962
A 1984 Porsche 962 (1984-1991) was also under Porsche Heritage Tent. This sports-prototype racing car was made (91 units) to replace the 956 in order to meet IMSA’s GTP regulations. The 1,874 lb car was powered by a 3.0 to 3.2 liter bi-turbo flat-6 engine through a 5-speed transmission generating 760 hp at 8,200 RPM, pushing the car to 220 mph.
Famed Hurley Haywood (Porsche “ambassador) and Derek Bell (24 Hours of Le Mans winner four times in Porsches) were among the pilots. The 962 achieved an overall win at the 1987 24 Hours of Le Mans. In its initial years, the 962 was one of the most successful cars in racing. The car was succeeded by the WSC-95.
In Closing Tribute
Sincere compliments should always be given. This was an enriching Rennsport VI, and honestly, I am already anticipating the next. Surely most Porsche fans are too. Porsche, please bless us with another Rennsport soon!
Porsche Rennsport Reunion VI Image Gallery
October 29, 2018 / Comments Off on Porsche Rennsport Reunion VI On-Scene Review
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
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. The long hood of the Porsche 911 classic replaces the shorter hood of the Porsche 964. Price point is a cool $1.8 million.
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.
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.
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 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.
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.
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.
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”.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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 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.
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.
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.
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
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.
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’ 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.
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’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.
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).
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!
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.
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.
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 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.”
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.”
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.
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.
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 on Get Inspired: 60+ of the Best Restomod, Outlaw & Custom Porsche Creations On the Planet
Porsche experienced a huge amount of success with the Cayman R several years ago. Since then, a string of back-to-basics Porsche 911 models have been launched, each proving more popular than the last. AutoExpress has now managed to obtain confirmation that a new lightweight Porsche Cayman is in the works; the Porsche 718 Cayman T!
The British magazine has confirmed that the model will follow the ethos of the recently released Porsche 911 T. The T, in Porsche’s eyes, is a lightweight, stripped-back Porsche model, differing from the R and GT3 in the sense that it enters the market at a different price point. As many have pointed out, the T has its history in the 1987 Porsche 911T which was essentially a budget 911.
For the Cayman, we are told that it will sit between the Cayman S and GTS, fitted with Porsche’s 2.5 litre flat-four engine and developing around 360 bhp. A world away from the 1987 car’s measly 110 bhp.
Porsche will offer some weight saving measures, including thinner glass, fabric door pulls and sports seats which should remove around 20 kg from the Cayman’s kerbweight. It should also come fitted with a sports exhaust and a sport chrono package together with 20 inch wheels.
The Cayman T will be part of the 718 Cayman’s final production year as Porsche gear up for the 2020 launch of its replacement. In recent days the Cayman T was spotted testing on roads neart the Nürburgring. Those images show that the T shares its front facia with the GTS, gets a lower ride height and a new set of exhaust pipes.
We are still expecting Porsche to release a hardcore, performance version of the 718 Cayman. The GT4 is also expected to debut next year and will likely prove to be the final Porsche Cayman before the new generation.
October 26, 2018 / Comments Off on Lightweight Porsche Cayman T Set for Production
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 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 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.
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.
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.
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?
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.
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.
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.
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 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.
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.
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.
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
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. 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.
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.
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.
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 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.
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 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.
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.
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 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 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 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.
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.
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 on 30+ of Best Porsche Restomod & Restoration Shops in the World
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 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. Much as his father had done for him a generation earlier, Ferry entrusted the body design of the Porsche 901 to his eldest son, Ferdinand Alexander Porsche (F.A.).
The decision to utilize Ferdinand Alexander created an upheaval within the Porsche organization. It had been assumed that Erwin Komenda, who had developed the body design for the Porsche 356 and led the body design department up to that point, would be responsible for the 901’s design. F.A. Porsche complained that Komenda made unauthorized changes to his design and caused internal strife within the group. As the design took shape, Ferry Porsche took his son’s drawings to neighboring chassis manufacturer Reuter to fabricate the first prototypes of the Porsche 901 design.
The car’s success at the Frankfurt Auto Show proved unequivocally that production of the 901 would begin as soon as the Porsche facilities could re-tool to begin production. There were still a good number of 356 C orders to be filled, and while production of the 356 C would continue for at least another year while additional engineering was completed on the 901, public appeal for the new car seemed very promising.
In September 14, 1964, production on the new Porsche 901 began and over the following week, a total of 82 cars were manufactured. One of the Porsche 901 prototypes was transported to the Paris Motor Show in October, 1964, and was once more well received by almost everyone – except for the executives of the French car manufacturer Peugeot.
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.
Porsche 912
In 1963, Porsche assigned the development of a new, horizontally-opposed, four-cylinder engine to Dan Schwartz, then Chief Departmental Manager for Development of Mechanical Systems. This engine was to be utilized as the powerplant for the 912 (originally Type 902), a variant of the Porsche 911, and was specifically intended to produce higher performance numbers than Porsche’s 356 SC engine. Moreover, the engine would be less costly and complex than their Carrera 2 engine.
Given time restrictions and developmental concerns, another option that was considered was to increase the displacement of the 1.6L engine (Engine Type 616) from the Porsche 356 to 1.8L, add Kugelfischer fuel injection, and modify the engines valve and cooling systems.
Again, given cost and scheduling concerns, both of these ideas were ultimately abandoned in favor of tailoring the exiting 1.6 liter Type 616 engine to the Porsche 912.
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. The Porsche 911 (originally Type 901) was developed specifically as the successor to the 356 line, but because of the increases in technology and performance, including a larger, more powerful engine, Porsche recognized that the 911 would also cost considerably more than the outgoing 356 had, and so the 912 was introduced to bridge the gap between the outgoing 356 and the 911, the car that was to carry the Porsche brand forward.
As production of the 356 began to wind down in early 1965, Porsche officially began production of the 912 coupe on April 5th of the same year. 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.
Although technically a variant of the 911, the 912 was a more nimble-handling compact performance 2+2 sports car, delivering 90 SAE horsepower at 5,800 RPM. Because of its highly-efficient flat-4 cylinder engine, low curb weight and low coefficient of drag, the Porsche 912 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.
For one, the production facility that was utilized for manufacturing the 912 was to be reallocated for a new model, the Porsche 914-6.
Second, the 911 platform had returned to Porsche’s traditional model of offering three performance level options – a base model 911T, a fuel-injected 911E and a high-performance 911S.
Third, by 1969, the United States had started implementing more stringent emission control regulations that would require re-engineering all of Porsche’s offerings – and given the optional, multi-tiered 911’s available combined with the pending introduction of the 914, it was determined that the 912 was not worth the effort.
Porsche 911
Perhaps the most famous sports car in the world today, the Porsche 911 was not initially regarded as the “gold standard” of sports cars. That’s not to say that the car was ill-received. In fact, when showcased at the Frankfurt Auto Show under the model Type 901, it was considered a triumph in design. The challenges facing the 911 was that it was the successor to the wildly popular Porsche 356 (pre-A, A-C), and, because it was considerably more expensive than its predecessor, it took some time for the car to establish itself for the performance machine it is recognized for today.
As previously stated, 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, the Porsche 911 was developed to be a more powerful, larger, more comfortable replacement for the Porsche 356.
The Porsche 911 was developed with the proof-of-concept Type 745 engine – a boxer six-cylinder, twin-cam, overhead-valve engine. However, early Dyno results weren’t as promising as Porsche had hoped. The engine was only capable of 120 horsepower. To bolster performance, the engine was reworked to a 2.2L engine to achieve the desired engine output of 130 horsepower, but compromises had to be made that included utilizing long, flexible pushrods that put competition-grade power out of reach with the OHV six-cylinder.
After driving an early 911 equipped with the 745-powered T7 engine (as it was officially classified), Ferry Porsche reportedly banned further development of new pushrod engines.
Instead, Ferry turned to Hans Mezger’s team to develop an overhead-cam variant of the flat-six engine. Mezger had worked under Fuhrmann straight out of university and had gained a great understanding of Fuhrmann’s approach to engine design. Over the next year, Mezger’s team would develop the boxer powerplant that would ultimately be used in the first iterations of the 911. By late 1963, the air-cooled Type 901/01 2.0L flat-six “boxer” engine was ready for production.
Production of the Porsche 911 began in September 1964.
The 1964 911 featured a four-seat configuration, although the rear seats were small – and considered too small to be used by anyone but a small child. As such, the car was designated as a “2+2” rather than a true four-seater.
The Porsche 911 came equipped with either a four- or five-speed manual “Type 901” transmission. The outward styling of the car maintained the conceptual elements originally drafted by Ferdinand Porsche, with many elements ultimately added by Erwin Komenda (who initially objected to Ferdinand’s involvement with the design).
By the 1960’s, the popularity of the Porsche 356 had won over the hearts and imaginations of many Americans. While in its humble beginnings Porsche may have initially focused on developing its automobiles for a European market, a large focus was placed on marketing the 911 to the United States. Left-hand drive Porsche 911’s began production almost immediately and the first 911’s were marketed to the United States in February, 1965.
In August, 1967, Porsche began production of the 911 A series which included some notable improvements over the previous models. To start, the 911 A featured dual brake circuits and widened (5.5J-15) wheels paired with Pirelli Cinturato 165HR15 CA67 tires.
More significant was the introduction of the Targa top version of the car. The Targa top variant featured a stainless steel-clad roll bar that was intentionally introduced because of the common belief by automobile manufacturers that rollover safety requirements enforced by the U.S. National Highway Traffic Safety Administration (NHTSA) would make it difficult for fully open convertibles to meet regulations for sale in the United States.
The designation “Targa” came from the Targa Florio sports car road race in Sicily, Italy. Porsche had participated in this event for many years, and scored many victories in a number of race-equipped variants of their production vehicles until the event was discontinued in 1973. The last win for Porsche was accomplished in a 911 Carrera RS against prototypes entered by Ferrari and Alfa Romeo. The road-ready 911 Targa was equipped with a removable roof panel and a removable plastic rear window.
Porsche 911 Series B – F
Porsche Series B
The Porsche 911 B series began production in August, 1968, replacing the A-series 911L model with the 911E, one of the first 911’s to be introduced with fuel injection. It remained in production until July, 1969.
Porsche Series C
The Porsche 911 C series was introduced just a year later in August 1969 and featured an enlarged 2.2-litre engine. The wheelbase for both all 911 and 912 models was increased from 87.0 inches to 89.3 inches (2,211mm to 2,268mm). The decision to increase the wheelbase was made because of the 911’s instability when running wide open at full throttle. While the overall length of the car did not change, the rear wheels were re-positioned further back. Fuel injection was introduced to the 911S and a new mid-level Porsche 911 was introduced.
In addition to the above, a semi-automatic Sportomatic 911 model was introduced. This variant featured a torque converter, an automatic clutch mated to Porsche’s time-tested four-speed transmission. A lot of people questioned the introduction of the Sportomatic to the 911 stable. Afterall, the 911 was an enthusiast’s car, and most driving purists chastised the inclusion of an automatic transmission in any sports car, but most especially a Porsche!
Porsche’s rationale was simple. Traffic in metropolitan areas grew more and more congested year after year. The people moving into those metropolitan areas where there to stay. Those people drive cars. Cars congest/clog the interstates. As anyone who has ever driven a manual transmission will confess, stop-and-go driving is a hassle and even die-hard sports car buffs were known to grow weary of driving a manual transmission-equipped car in congested traffic.
Apparently, the majority agreed with Porsche’s rationale. Despite criticism from both automotive enthusiasts, critics and journalists alike, Porsche’s Sportomatic 911 sold well for over a decade until the decision to continue the platform was made in 1980, when the gearbox for the transmission was changed from a four-speed to a three-speed.
Porsche Series D
The 911 D series was introduced in August, 1970 and produced until July 1971 with no notable changes over earlier variants save for some minor refinements to the powertrain.
Porsche Series E
However, the Porsche 911 E series, which was produced from August 1971 to July 1972 for model years 1972 and 1973 brought some notable improvements to the 911 lineup. While the E series featured all the same models, they all came equipped with a new, larger 2.3 liter (2,341cc) engine. The engine is known as the “2.4 L” engine, despite its displacement being closer to 2.3 liters.
The 911E (Type 911/52 engine) and 911S (Type 911/53) featured Bosch mechanical fuel injection (MFI) in all markets. For the 1972 model year, the 911T (Type 911/57) was carbureted, except in the U.S. and some Asian markets where the 911T also came equipped with fuel injection (MFI.) Those variants became known as the 911T/E (Type 911/51 engine) and featured an increased horsepower rating of 140 HP, compared to their European counterparts, which were still rated at 130 HP.
Because of the power and torque increases, the 2.4-liter cars also received a new, stronger transmission. This transmission, identified as Type number 915, was derived from the transmission originally introduced in the Porsche 908 race car.
The Type 915 transmission did away with the 901 transmission’s “dog-leg” style first gear arrangement, opting instead for a more traditional “H” shift pattern, with first gear up to the left, second gear beneath first, third gear up and to the right, and fourth below third.
The Porsche 911 E series had an unusual oil filler behind the right-side car door, with the dry sump oil tank relocated from behind the right rear wheel to the front of it. This decision to relocate the tank was made to move the center of gravity slightly forward to improve handling. An extra oil filler/inspection flag was located on the rear wing, and for this reason it became known as the “Oil Klapper” or “Vierte Tür” (fourth door.)
The Porsche 911 F series, which was produced from August, 1972 to July 1973 (for the 1973 and 1974 model years) received a few more, but equally noteworthy changes.
To start, the dry sump oil tank was moved back to its original location behind the passenger side rear wheel. This reversal was performed in response to numerous complaints received by Porsche from consumers stating that gas-station attendants often mistook the oil filler door as the fuel filler door, and would fill the oil tank with gasoline.
The G-Series 911
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.
The Next Generation Of The 911
In 1990, even as production continued in earnest on the Porsche 944, and pre-production design was well underway on the upcoming 968 model, the executives at Porsche were preparing to unveil the latest iteration of the all-wheel drive 911 Carrera 4 and the rear-wheel drive 911 Carrera 2.
While these cars were badged as 911’s, they contained virtually none of their predecessor’s architecture. In fact, this latest version of the 911 Carrera shared a mere 15% of the parts found in the earlier iteration of the car.
Officially identified as Type 964, the new Porsche 911 was a contemporary take on the classic two-door sports car. It featured a 3.6- liter boxer engine that produced an impressive 250 horsepower.
Externally, the new Porsche 911 (Type 964) looked virtually the same as its predecessor, 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.
Looking inward, the interior was an almost entirely reimagined Porsche 911. The new model featured a 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: ABS, a Tiptronic automatic transmission, power steering, and airbags.
While the entire lineup of new Porsche 911 models was well received by consumers, 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 all-wheel drive option, while relatively commonplace today, was revolutionary for its time because it enabled consumers the opportunity to purchase a 911 that was far more adaptable to varying road conditions. When any of the drive wheels slipped during operation, the power was automatically transferred elsewhere, ensuring that the driver could maintain a greater degree of control whenever the driving environment became less manageable.
The 911 Turbo
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.
However, in 1992, the Porsche 911 Turbo was upgraded to a more powerful 3.6- liter power plant. The updated engine produced 320 horsepower and could catapult the 911 Turbo to a top speed of 169 miles per hour, with a 0-60 mph (0-100km/h) of just under 5.0 seconds. The 3.6- liter engine would serve as the standard engine for the 911 platform for many years to come.
Porsche 911 (Type 993) – The Last Air-Cooled Model
Considered by many Porsche enthusiasts as the “ultimate 911”, the type 993 represented a unique blend of power and simple elegance.
The car featured integrated bumpers which underscored the new, more streamlined look of the Porsche 911. The front end of the car is “lower slung” than earlier versions of the 911, due in large part to the poly-ellipsoid shape of the redesigned headlights. These headlights, which have become an integral part of the iconic and immediately-identifiable 911 brand, represent the integration of design elements that made the Type 993 such a refined automobile.
Even before its commercial introduction in 1995, the Porsche 911/Type 993 gained a reputation for exceptional dependability and reliability. 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.) The Carrera, Carrera S, Cabriolet and Targa models were also available with an optional Tiptronic 4-speed automatic transmission (the same automatic first introduced in the Type 964 Porsche 911.
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.
The 993 also received a redesigned suspension system. 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 newest 911 was praised by critics for being incredibly agile, due toin the overall curb weight reduction from the previous 911 model (Type 964). The Porsche 911/Type 993 was sold between January 1994 and early 1998 (with U.S. based models going on sale from 1995-1998.
A Turbo-version of the Type 993 Porsche 911 was also introduced in 1995. It featured a bi-turbo engine, giving the 911 the distinction of having the lowest-emission stock automotive powertrain in the entire world. 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.
The discontinuation of the Porsche 993 in 1998 officially marked the end of the air-cooled Porsches.
The Type 993 variant of the Porsche 911 has often been referred to as “the best and most desirable of the 911 series, not only because of its beauty, but also because of its great performance, even by modern standards.”
Much of the reverie behind this car is the air-cooled engine, though Porsche purists celebrate the 993 as “the last complete ‘modern classic.’” For many Porsche collectors, the 993 is also acknowledged and celebrated as the Holy Grail of any Porsche collection.
The New 911 (Type 996)
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.
Type 996 featured all-new bodywork, a reimagined interior, and the first water-cooled engine ever used in a 911. 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.
The 911/996 was introduced in early 1997, following the successful roll-out of the Porsche Boxster. Like the Boxster, it was well received and praised for “retaining all the character of its classic heritage.”
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 3.4 liter, flat-6, and a naturally-aspirated engine that produced 296 horsepower (224 kW), thanks to the introduction of its four-valve cylinder heads. Moreover, the new boxer engine broke new ground in terms of reduced emissions, engine noise, and fuel consumption.
Although Porsche had identified an opportunity to streamline production of both the Boxster and the 911 by the sharing of components between the two models, the initial response from 911 owners was the criticism that the “lower priced car looked just like theirs did.” This complaint would not register with Porsche for many years – although it ultimately resulted in some minimal design changes – including reimagined headlights – in 2002.
The 996 Turbo And GT2/GT3 Platforms
996 Turbo
The Porsche 911 (Type 996) Turbo debuted at the Frankfurt Auto Show in September 1999.
Unlike its naturally aspirated counterpart, the 996 Turbo featured a water-cooled, twin-turbocharged/intercooled 3.6- liter engine that was derived from the 1998 Le Mans-winning GT-1 Porsche 911. This new engine 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 a5-speed Tiptronic automatic transmission.
The 996 Turbo also featured revised body styling and a wider stance than its other 911 Carrera counterparts. It also came equipped with new bi-xenon headlamps.
Models exported to the United States featured a rear spoiler that would automatically ride at 76 mph (122 km/h) and lower at 36 mph (58 km/h). While the spoiler purportedly helped to reduce lift at higher speeds, the size and width of the spoiler were deemed too small to provide any beneficial downforce.
The 911 GT2 And GT3
GT3
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 to reduce the car’s overall weight. The car featured a stiffer, though adjustable, suspension platform as well as upgraded brakes. The bodyshell that was developed for the all-wheel-drive version of the 996 was selected because it provided greater front-end stiffening.
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 (270kW). This was the same engine that was shared with the 996 Turbo and was based on the engine used in the 911 GT1.
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 3.6L engine.This new variant of the engine produced 380 horsepower (280 kW). With this revised powerplant, the Mk.II GT3 could accelerate from 0-60 mph in just 4.0 seconds. Equally impressive was the 1.03g it produced on the skidpad.
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. When tested, the GT2 996 produced 489 horsepower and 484 lb-ft of torque, which was enough to propel the car from 0-60 mph in just 3.9 secondswith a top speed of 198 mph (319 km/h).
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.
Evolution Of The 996
In 2002, the standard models of the Type 996 underwent minor re-styling (911 996.2 model name), which included switching out the integrated headlamps that had long been shared between the 911 and Boxster models) with the Turbo-style headlamps. All variants of the car also received a new front fascia.
Mechanically, all variants of the 996 were standardized on the 3.6- liter engine, which yielded gains of 15 horsepower to the naturally aspirated models.
Also in 2002, Porsche introduced both the 996 based Targa, which featured a sliding glass roof reminiscent of the one found on the 911’s Type 993 predecessor. That same year, Porsche also introduced the Carrera 4S model. The C4s, as it has become known, shared the same wide-body look of the 996 Turbo as well as the same braking and suspension systems previously introduced ion that model.
Porsche Type 997
In July, 2004, Porsche again unveiled another iteration of the 911 Carrera and 911 Carrera S models. Known as the Porsche Type 997, the car 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. The base Carrera featured a 3.6- liter boxer engine that produced an impressive 325 horsepower while the new 3.8- liter, six-cylinder engine found in the Carrera S produced an incredible 355 horsepower.
At the Geneva Auto Show in 2006, Porsche introduced the 911 Turbo, the first gasoline-powered production automobile to include a turbocharger with variable turbine geometry,a technology that allowed the aspect ratio of the turbo to be altered as conditions changed.
They also introduced the next-generation Porsche 911 GT3. The new 911 GT3 was equipped with a 3.6 liter, naturally aspirated engine that produced 415 horsepower. The Porsche 911 Type 997 received another update in late-fall 2008 (called the 997.2). Porsche engineers further improved the car’s fuel efficiency by introducing direct fuel injection and a dual-clutch transmission.
Never in Porsche’s long history of building incredible driving machines had the company allowed as many owner-selectable preferences as they had with the Type 997, and with the Carrera, Targa, Cabriolet, rear or all-wheel drive, Turbo, GTS, special edition models and road versions of the GT race cars, the Porsche 911 stable was now comprised of 24 different model versions.
Porsche 911 Type 991
As with the earlier generations of the Porsche 911 that had come before it, the Porsche Type 991 was a revolutionary step forward for the 911 brand. 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.
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.
Carrera And Carrera S (2011-2016)
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 (257 kW) at 7,400 rpm and 288 lb⋅ft at 5,600 rpm. The Carrera S received a 3.8- litre engine with 395 horsepower (294 kW) 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.
911 Carrera GTS (2014–2015)
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 (316 kW) 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.
911 Targa 4 And 4S (2014–2015)
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.
Type 991.2 & The Era of Turbocharging
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.
992 Arriving Soon & Changes Are Coming
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.
October 9, 2018 / Comments Off on History 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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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 on Guide to the 911: All The Porsche 911 Generations Explained
Modern-day Porsche 935 Makes World Premiere at Rennsport Reunion
2018 continues to be an exciting year for Porsche and its fans, as the marque carries on celebrating its ‘70 years of Porsche Sports Cars’ milestone. Amongst many of the festivities taking place throughout the year, enthusiasts have been treated to the likes of the 919 Hybrid Evo world tour, the 911 Speedster, Project Gold and more discretely, the upcoming 992 generation 911.
As we approach the tail-end of this celebration, Porsche has unveiled another exclusive new car – the Porsche 935 – at the Rennsport Reunion event, taking place at Laguna Seca Raceway in California.
The new 935 is based on the popular 935/78 LM race car from the 1970s which was, given the name ‘Moby Dick’ due to its exterior shape and design – most notably the ‘whale tail’. This reimagined version certainly pays homage to those distinct characteristics, while also serving as the benefactor of modern performance technologies.
At the heart of the car is something from more recent memory – the same 3.8L twin-turbocharged flat-six used in the 2018 Porsche 911 GT2RS. The engine itself remains virtually unchanged for the 935, continuing to produce 700-horsepower to the rear wheels via a 7-speed PDK transmission.
Many of the car’s details are a nod and salute to vehicles from Porsche’s storied motorsport past – both recent and further along. The aerodynamically capped rims mimic those from the 935/78, the LED rear lights on the wing endplates were borrowed from the 919 Hybrid LMP1 race car, the side mirrors are the same used on the current 911 RSR, and the exposed titanium tailpipes are a tribute to the 1968 Porsche 908.
“This spectacular car is a birthday present from Porsche Motorsport to fans all over the world,” says Dr Frank-Steffen Walliser, Vice President Motorsport and GT Cars. “Because the car isn’t homologated, engineers and designers didn’t have to follow the usual rules and thus had freedom in the development.”
The Porsche 935 will not be a road-legal car, and due to its non-homologated nature it is not currently eligible for any racing series at this time. This means that the 935 will likely only be seen at private track events or showings for the foreseeable future.
Pricing will start at €701,948 (over $815,500 USD) and there will be a very limited production run of only be 77 units, with delivery expected sometime in mid-2019.
It looks like 2018 is shaping up to be a good year for car collectors as another exclusive piece of automotive history headed to auction. The vehicle on offer was a marvel of German racing engineering that was built to tackle the grueling 24 Hours of Le Mans competition—the 2007 Porsche RS Spyder.
This magnificent machine was specifically designed to run the renowned endurance race. There were only six ever made and this one, in particular, was the last to roll out of the workshop.
The prototype racing car looks astounding with its carbon fiber and Kevlar monocoque chassis. What makes it even more special is the absence of any liveries on its body—that leaves it with the exotic pattern of the composite materials used during the fabrication of its aerodynamic frame.
Under its hood sits a 478 horsepower V8 engine mated to a six-speed electropneumatic sequential transmission. Additionally, the integrated independent pushrod-actuated suspension combined with carbon ceramic brakes delivers unparalleled handling.
Even with several podium finishes under its belt, the RS Spyder’s success was hardly considered a walk in the park. It competed with some of the toughest carmakers around the world and came out on top.
The auction was handled by Gooding & Company and sold for $4,510,000. This race-ready monster was built for the racetrack and is hardly street-legal—but whoever ended up as the owner would be glad to keep it as a valuable showpiece anyway.
An Automobile report looks into what’s happening on the organizational and technical sides of the Volkswagen Group, and what those changes could mean for the premium brands. The wide-angle view is that Porsche appears to have been anointed to “coordinate the future activities” at Audi, Bentley, Bugatti and Lamborghini. Audi would cede Lamborghini guardianship to Stuttgart, and Ducati — via a new concern called Ducati Enterprises — would become the shepherd for VW’s other Italian investments. Executives target Jan. 1, 2019, to complete the reshuffle.
VW wants to save a boodle by tying up four of its five top-tier brands, and putting the one with the highest ROI in charge. Porsche, within its own house, wants to reduce expenditures by $2.3 billion per year over for four years, the savings already earmarked for improving internal processes like R&D and production. Having Porsche share those gains as well as lead development of platforms, components and future-tech strategies for the sister sports car brands could benefit everyone.
In the near-term, the brands have their own plans:
Bugatti CEO Stephan Winkelmann is said to want a ChironSuperleggera, a roofless and “completely reskinned” Chiron Aperta, and a track-only Chiron SS. The Superleggera could take the Chiron Sport‘s and Divo‘s Jenny Craig routines even further. The Aperta seems a natural successor to the Veyron Grand Sport, a natural evolution of the recently introduced Sky View roof, and a reskin might include numerous Divo cues. It’s also said Bugatti’s considering “an all-electric high-end model” in conjunction with Porsche, Rimac, and Dallara, but name one supercar or hypercar manufacturer that isn’t considering a lightning-fast EV.
Lamborghini, deep into work on follow-ups for the Huracán and Aventador, might get a bit of a bump with the new plan. The carbon “monofuselage” for the next V12 flagship is said to be too far developed and too complex to scrap. It puts two electric motors on the front axle, batteries in the middle, and a naturally aspirated V12 with around 770 horsepower plus another e-motor with 402 horsepower in back.
The Huracán is said to get a version of the same carbon architecture at the moment, but the corporate reorganization might press pause on it. Automobile says options include continuing the Huracán/Audi R8 twinning, but that depends on Audi saying “Ja” to a third-gen R8 with Lamborghini bones. Beyond that, the Huracán could move to the Mimo II platform created by Porsche for the in-limbo-since-2011 mid-engined 960, or the entire premium group could get a new aluminum architecture for a “modular multi-brand sports car.”
Bentley and Audi need the most help at the moment. The UK carmaker needs to flesh out its current financial issues and vision for the future, and the latter relies in large part on the former. Audi remains in upheaval — the Automobile piece calls the brand “seriously overstaffed and worryingly over budget.” — and we can’t know when that will end. The ex-CEO who made the brand VW’s highest earner remains in jail, and we wouldn’t be surprised by any new bombshell that drops when he gets his days, or weeks, in court.
A total reintegration, if it all comes off, means monumental work. Yet according to a Bloomberg corporate analyst, potential rewards from going all the way with the plan might make it impossible to resist. Bloomberg said that if VW created a premium group and floated it on the markets, the result “could be valued at more than 120 billion euros,” when the stock market capitalization of the entire VW Group right now is 67 billion euros.
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September 11, 2018 / Comments Off on VW Group plan puts Porsche in charge of a ‘super-premium’ division
The Porsche 911 Speedster Concept was one of the headliners at the 2018 Goodwood Festival of Speed which took place from July 12 to July 15. This year’s annual event coincided with the 70th anniversary of Porsche sports cars, and the serendipity was hard to miss as the German marque provided several celebratory features (such as the Porsche 919 Evo Hybrid) throughout the event.
Features and Highlights
1955 Porsche 356 1500 Speedster
With the Carrera Cabriolet 4 body as its canvas, the Speedster concept pays homage to its predecessors – most notably, the Porsche 356 1500 Speedster. The limited production Speedster is immediately distinguishable from the current 911 line-up, with its “double bubble” tonneau cover and central fuel tank cap positioned in the middle of the front bonnet being amongst the unique offerings in this trim.
A closer look will reveal a stockier profile as well – a shorter window frame with a more inclined windscreen and shorter side windows providing a further tribute to the low-fly-line of the 356.
The Speedster Concept is more than just nostalgic derivatives though; under the bodywork, the car shares the same chassis and flat-six naturally aspirated engine from the 911 GT3 – yes, the one that revs to 9,000 rpm. At this time, it appears that a 6-speed manual will be the only transmission option, and sensibly so.
While Porsche’s most recent press release regarding the Speedster Concept implies that the concept hasn’t been officially green-lighted for production just yet, its appearance at the Goodwood Festival of Speed is a strong indicator that we can expect deliveries in 2019.
Current information indicates that it will be a very limited production run of just a few hundred units.
Its release will be just in time for it to be the last hurrah for the current generation (991) 911, as the next generation (992) will be ushered in for 2020.
Recently Bonham, the exclusive auction house, has listed a truly special one-of-a-kind automobile. The rather awesome Dean Jeffries Porsche 356 was a one-off and a remarkable one at that. This is something special, that even if you can’t afford, or don’t imagine you could afford it, you will want to see, just to marvel at the creative prowess of one of the best of America’s customization experts.
Dean Jeffries will be a name that many car nuts will know, as he was a big player in the Californian customization scene during the 50’s and 60’s.
Among the many eccentric and noteworthy entries into his portfolio of customized creations was the 1956 Porsche 356A Carrera GS that he made for his own personal use, to his particular liking and preference. He transformed a classic Porsche into the muscular and bulging car that is up for grabs.
It features a beefy 600cc DOHC 4-cylinder engine made by Fiat and is capable of providing 125-hp at 7,200-rpm. This is a true representation of the best of the best from what has been regarded as the Golden Age of customized cars.
Now it can be one lucky collector’s newest investment – maybe that someone will be you!
The biggest automotive concern on the planet could hardly stay out of a hypercar sparring match on the world stage, and with the Porsche 918 Spyder, VAG emphasized its strongest points in the hybrid against LaFerrari and the McLaren P1.
With the engineering might (and budget) of Porsche behind it, and drawing upon the company’s experience of racing hybrids in endurance racing, the 918 Spyder managed to undercut its rivals on price, while providing arguably the most complete road car package of the holy trinity.
Appropriately, 918 examples of the Spyder were promised, with Porsche digging deep into its motorsport knowledge to produce technology that provided world-beating performance, as well as reducing fuel consumption.
(OK, we’re not going to convince you that the 918 Spyder’s hybrid system was entirely geared at saving fuel, but official tests on the New European Driving Cycle, which includes urban, extra-urban and combined driving cycles, rated this hypercar at an impressive 85mpg and 79 g/km of CO2 emissions – actual results with 887hp at your disposal may vary…)
Design, Styling & Interior
With styling cues from Porsche’s racing heritage – including top-exit exhaust pipes that improve the efficiency of heat dispersion from the mid-mounted 4.6-litre V8 (and that this writer thinks are one of the best car design elements to appear this side of the turn of the century) – and designed around aerodynamic efficiency and a carbon fibre monocoque chassis, which helps lower the centre of gravity and improve the overall rigidity of the car, the 918 has still somehow managed to emerge with a shape that is distinctly Porsche.
Look at a completely shaded silhouette image of this and a Boxster or Cayman side by side, with no other visual hints, and it would take a severely dedicated hypercar enthusiast to tell the pair apart – though of course you’re on this site, which means (ideally) that’s exactly what you are.
Step inside, and you find a cockpit that is better appointed than you might expect given the performance the 918 is capable of. The 918’s interior is lavish, and while carbon fibre still makes an appearance, the remainder of the interior is stunningly trimmed.
Driver and passenger are separated by a centre console that rises from the floor a la the 918’s predecessor – the Carrera GT – while a smaller, 310mm steering wheel debuted on the hypercar that has since been used on other high performance Porsches.
Looking for some wind in your hair? Look no further. The 918’s party piece (well, one of them) is the lift-out roof panel hinted in its name, giving driver and passenger access to miles and miles of sky.
Performance
As you’d expect for a top-of-the-range Porsche, the 918 Spyder’s performance is simply blistering. This car is far from all show and no go.
Power comes from a mid-mounted, racecar-derived 4.6-litre, 608hp V8 teamed with two electric motors, with the rear producing the equivalent of 154hp and the front – driving just the front wheels up to 146mph – producing 127hp.
The combined output of the system is somewhere in the region of 887hp.
A seven-speed PDK gearbox drives power to the rear wheels, meaning high-speed drifting is very possible.
0-62 comes up in around 2.8 seconds, with a top speed somewhere north of 211mph.
Being a plug-in hybrid, the 918 Spyder can do all this and run silently in electric-only mode for a quoted range of 18 miles.
Ride & Handling
Ride in any high performance car is a relative thing, and compared with its peers the 918 Spyder returns a comfortable driving experience.
Four-wheel drive, torque vectoring and rear-wheel steering help out in the twisty stuff too, while a multilink rear axle with adaptive electro-mechanical settings allows the car to be set up to the driver’s tastes.
Porsche Active Suspension Management (PASM) allows each corner to talk to the rest of the car, optimising damping for the driving and road conditions.
Even with its electro-mechanical steering setup, reviews of the 918 Spyder suggest it handles as good as the best from Porsche’s past. It’s as precise as you’d expect a Porsche hypercar to be.
Compared with the lunatic V10 Carrera GT, you could even describe it as civilised.
Prices & Specs
Starting prices for the Porsche 918 were, comparitively for a hypercar from a major manufacturer, cheap.
Entry to the brand-new 918 club started at €781,155, rising to €853,155 for Weissach package cars – for those seeking even greater performance that could do without some of the creature comforts, including comfy seats, sound deadening and about €72,000.
Weissach cars also get extra-lightweight magnesium wheels, reducing the unsprung weight of the car.
Here at Supercars.net – in case you haven’t noticed – we love supercars.
That’s why this footage of millions of dollars worth of supercars, classic cars and other precious metal is so painful to watch.
More than 60 luxury and high performance cars and motorbikes were destroyed by Philippine president Rodrigo Duterte as part of an anti-corruption campaign.
The expensive metal had been smuggled into the country illegally in attempts to evade the country’s tax regime that makes buying and importing high value cars prohibitively expensive.
Any car costing more than 2.1 million Philippine Piso (around $39,550) is classified as a luxury vehicle, and hit with a PhP 512,000 tax, plus a further levy of 60% on any amount above PhP 2.1 million.
For something like a base model Porsche 911 Carrera, on sale in the US from $91,100, that would push its cost from the PhP 4.8 million price tag up to PhP 8.25 million – or $155,400 at today’s exchange rate.
The Philippines tax on luxury cars means vehicles like the Porsche 911 Carrera are significantly more expensive to buy
If you can’t bear to watch the footage then turn away – in the clip cars sentenced to a crumpled end by bulldozer include a Lamborghini Gallardo, a Porsche 911 Carrera S, a Mercedes-Benz S-Class, Nissan 350Z and a Ford Mustang from what we can see.
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And this isn’t the first time Duterte has put on such a public display of automotive destruction in the name of combatting corruption. As the clip below attests, he has form for this kind of thing.
Beware – clip includes graphic footage of a C3 Corvette meeting its end.
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August 2, 2018 / Comments Off on Millions of dollars of smuggled exotica crushed in the Philippines
With Porsche steeping up their focus on electric technology, they finally released details regarding the new electric supercar, the Taycan, and they’re impressive.
It’s a dual-motor setup between the axles, together producing more than 600 horsepower or 440kW(!),
“We opted for a permanently excited synchronous motor(PSM) in the Taycan; They combine a high energy density with strong sustained performance and maximum efficiency.” – Heiko Mayer, Porsche drive unit project leader
The 800-volt setup produces a 500km range on a single charge, with a 0-60 time of fewer than 3.5 seconds. There are 100 prototypes available and the synchronous motors have been tested in their LeMans-winning Porsche 919 Hybrid.
The most intriguing part is the packaging of the batteries itself. Right now, that’s the hindering part of an electric car due to the weight and the amount required to power a car.
They placed it near the floor so that it has a low center of gravity with a balance of keeping weight low, optimal temperatures met, and safety in mind. Each cell has 4 volts and 400 cell pack to power the four wheels. It can fast-charge 400 km range in about 15 minutes (impressive!).
They’ll be using the Taycan as proving grounds for battery technology and monitoring the performance and if any degradation happens.
If you’re worried about charging, Porsche is working with other car manufacturers to have standardized fast-charging stations in Europe, having a station reachable within 100-150 km. The future is here and the Taycan will spearhead the way to a greener future!
July 31, 2018 / Comments Off on Porsche Taycan Specs Revealed
Porsche may have created and dominated the segment of sporty crossover SUVs with the Macan, but the model has been somewhat eclipsed by the competition: The second-gen Audi Q5 stands on the more modern MLB Evo architecture, and the BMW X3/X4 and the Mercedes-Benz GLC offer actual coupe versions. Now Porsche has facelifted the Macan, added new engines and upgraded its electronics significantly.
Under the hood, there is an entirely new generation of V-6 engines, co-developed with Audi: The Macan S is now fitted with a 3.0-V6 turbo that makes 354 horsepower, and the Macan Turbo gets a 2.9 V-6 biturbo that’s rated at 440-horsepower. A Macan S D will follow, fitted with a 3.0-liter V-6 turbodiesel that makes around 300 horsepower, and some markets keep the wildly popular Macan base model, fitted with a 2.0-liter turbo four, rated a 245 horsepower. All models keep the 7-speed Porsche-Doppelkupplungsgetriebe, a “wet” dual-clutch automatic.
2019 Porsche Macan
Future derivatives will include a Macan GTS with around 380 horsepower, and possibly a Macan Turbo Performance Package with close to 500 horsepower. There will be no plug-in hybrid, which we don’t think is much of a loss.
The chassis has been slightly tweaked, and the Macan’s 18- to 21-inch wheel portfolio features a few new entries. Inside, the infotainment system is entirely new and now operates on a level with the Cayenne and the Panamera. The voice control system works better, the cruise control now offers enhanced stop-and-go assistance, and the touch screen grows from a modest 7 inches to a full 11 inches, forcing the air vents below. And, lo and behold, you can get an ionisator, for whatever its placebo effect is worth.
The Sport Chrono package now includes the red “Sport Response Button” that’s a fixture in Porsche’s other lineups equipped with the package. The fat stopwatch remains atop the dashboard, in stark contrast to the otherwise angular and futuristic ambience. The optional GT steering wheel gets smaller in diameter.
Up front, the Macan looks a bit wider and it comes with new LED headlights, but the real changes are in the rear: The wide, three-segment taillight stretches across the entire tail, and it makes the car look a bit more contemporary than before. The Turbo model gets exclusive bumper treatment.
The facelifted Macan comes to dealers in the autumn, targeting the upmarket versions of the Audi Q5, the BMW X3 and X4, the Jaguar F-Pace, and the Mercedes-Benz GLC. We think it will continue to do well on global markets.
July 25, 2018 / Comments Off on Official: 2019 Porsche Macan
When automotive enthusiasts are asked to describe the pinnacle of the Porsche 911, the GT3 RS overwhelmingly dominates the conversation.
In terms of outright performance metrics, it slots in below the new GT2 RS in the pecking order. While it may not be Stuttgart’s king of lap times (most notably at Nürburgring Nordschleife), the GT3 RS is still the people’s champion.
The beloved GT3 RS is certainly no slouch at the ‘Ring either, clocking a 6:56.4 minute lap time – just 9 seconds behind the GT2 RS, and 1 second faster than the million dollar Porsche 918 Spyder.
Like its stablemate, the GT3 RS is a rear-engine, rear-wheel drive iteration of the 911; but it is the soul of the GT3 RS – its 4.0L naturally aspirated engine – that is so enthralling and able to cajole even the most cut-and-dried enthusiasts.
The Porsche 911 GT3 RS – through all the admiration it garners – has essentially become Porsche’s brand ambassador and poster child.
Engine & Performance
The GT3 RS is the beneficiary of an upgraded 911 GT3 engine – a 4.0L, naturally aspirated flat-six power plant which revs all the way to 9,000 rpm. This also means that the GT3 RS and GT3 are the last of the non-turbocharged 911s.
The first 911 GT3 RS of the current 991 generation was released in 2015. For MY2019, the GT3 RS (and almost identical GT3) engine receives upgraded pistons and rings, a solid valve train with shims, a stiffer crankshaft, thicker connecting-rod bearings, and plasma-coated cylinder liners.
With updated electronics and a redesigned exhaust system, the GT3 RS produces 520-horsepower @ 8,250 rpm and 346 lb-ft of torque @ 6,000 rpm. As one would expect from a naturally aspirated unit, the engine has instant throttle response and revs as smoothly as it does protractedly.
The GT3 RS continues to employ the 7-speed PDK transmission. Porsche does not offer a manual transmission option for the GT3 RS – although, it is available for the GT3 – given that the intended application of the car is one that is both results-oriented and performance-epitomized.
Porsche claims that the GT3 RS is able to sprint from 0-60 mph in 3.0 seconds, 0-100 mph in 6.7 seconds, and can complete the ¼ mile in 11.0 seconds with a top speed of 193 mph – remarkable for a car that is not assisted by forced induction or electric motors, as is becoming today’s mainstream.
Chassis & Handling
The increase in power is meant to compliment the overall balance of the car, so naturally, there have been improvements made to the chassis as well.
The front struts and rear multi-link suspension utilize metal ball joints, while stiffer spring rates mitigate body roll. With the setup being much closer to a GT3 Cup car than other production 911s, Porsche states that this ensures “accurate, sharp and direct road holding. And for total emotional contact”.
In addition, steering response and feeling have been improved in conjunction with a redesigned rear-wheel steering system, allowing the car to respond instantly and expertly to driver input and direction.
Aluminum six-pot and four-pot brake calipers come standard on all for corners, while Porsche Ceramic Carbon Brakes (PCCB) are optional for those looking to tread at the highest echelon of performance. With either option, pedal feedback remains consistent even after repeated moments of substantial braking Gs, though the PCCB allows for slightly shorter braking distances and more effective trail braking, should the driver be capable and willing.
Specially designed Michelin Pilot Sport Cup 2 tires (265/35/20 at the front, 325/30/21 at the rear) raise the performance of the 911 GT3 RS to the next level – as road legal tires, they allow the driver to enjoy the car on both the street and track.
For the first time, optional tires developed specifically for race track are available for the GT3 RS. While they are also road legal, they are even more performance oriented and should really only be used at the circuit.
An optional hydraulic lift system on the front axle lifts the front bumper by 30mm, allowing the driver to negotiate curbs, ramps, and entrances seen in the real world.
Design, Styling & Interior
Like the turbocharged GT2 RS, the GT3 RS is also based on the extra-wide body of the 911 Turbo S. Minimum drag, maximum downforce, optimum cooling – all in great abundance and meticulous in detail.
The GT3 RS utilizes the same NACA ducts on the bonnet as seen on the GT2RS, which are used to help cool the braking system without reducing the drag coefficient by efficiently channeling air throughout the body. Large front fender vents assist in ventilating pressure from the rotating wheels.
The aerodynamic front bumper ensures optimum cooling and airflow into the radiator while providing massive downforce over the front axle. In conjunction with the huge carbon fiber rear wing and redesigned underbody panels and diffuser, the GT3 RS is able to generate 100% more downforce at 124 mph compared to the ‘standard’ GT3.
Thanks to the implementation of weight reduction measures wherever possible, the GT3 RS weighs in at 3,150 lbs – a noticeable 377 lbs lighter than the Turbo S that it is built upon, and 91 lbs lighter than its RS counterpart.
For those opting for a more hardcore diet, the Weissach package is available for an additional $18,000 USD. The package – which amongst a host of things, replaces the standard magnesium roof and anti-roll bars with a carbon fiber – also unlocks the option to purchase magnesium wheels for $13,000 USD on top of it.
Pricing
The GT3 RS is priced in a somewhat interesting fashion. While its pedigree is undoubtedly the same class as the turbocharged GT2 RS, it is surprisingly (to me, anyway) priced nowhere near it, and is only about $40,000 USD more than a GT3.
The base price of the GT3 RS is $188,550 USD, with the optional Weissach package and magnesium wheels bringing the total to $219,550 USD when included.
This means that the base price is over $100K USD less than the base price of the GT2 RS ($294,250 USD).
Many wondering if this makes the GT3 RS a direct competitor to the GT2 RS; it does, in a way, but not really. Afterall, the GT2 RS was made to be the rarer of the two iterations and will have no issues selling out. I try to refrain bringing up the GT2 RS so much (honestly!), but this is difficult to avoid in the context of commentating about the GT3 RS – and you can see why.
Its significantly lower price point makes it all the more alluring if it wasn’t already so even with the pricing not part of the debate. This at the very the least, means that the GT3 RS could very well be considered a bargain compared to its competition, even for those obsessed with lap times and technical specifications.
Performance & Specifications Summary
Model & Price Info
Make
Porsche
Model
911
Generation
991 (2012-Present)
Sub-Model
GT3 RS
Car type
Coupe
Category
Series Production Car
Built At
Stuttgart, Germany
Released At
Geneva International Motor Show
Introduced
2015
Base Price (US)
$188,550
Base Price (UK)
£131,296
Units built
TBD
Body, Suspension & Powertrain
Curb Weight
1,430 kg (3,153 lbs)
Layout
Rear-engine, rear-wheel drive
Body / Frame
Aluminum-steel composite monocoque, carbon fiber elements
Suspension (F)
MacPherson strut suspension with lightweight springs (including helper springs), anti-roll bar, fully ball-jointed mountings
Suspension (R)
Multi-link axle with lightweight springs (including helper springs), anti-roll bar, fully ball-jointed mountings
Engine
Flat-6
Position
Boxer, 90°
Aspiration
Naturally Aspirated
Block Material
Aluminum block and heads
Valvetrain
DOHC, 24-Valve (4 Valves per Cylinder) with VVT & VarioCam Plus
Fuel Feed
Direct Fuel Injection
Displacement (Litres)
4.0L
Displacement (in³)
244 in³, 4000 cc
Transmission
7-speed DCT with automatic and manual shifting mode (PDK)
Engine & Output
Power (hp)
520 hp @ 8,250 rpm
Power (hp) / litre
130 hp / litre
Power (hp) / weight
0.36 hp / kg
Torque
346 lb-ft @ 6,000 rpm
Average Fuel Consumption
17 mpg
Performance & Acceleration Stats
Top speed
311 km/h
0 – 60 mph
2.9 s
0 – 100 km/h
3.1 s
0 – 160 km/h
6.9 s
0 – 200 km/h
10.9 s
0 – 240 km/h
16.9 s
1/4 mile
10.7 s @ 127.3 mph
1000 m
20.2 s @ 160.0 mph
100 – 0 km/h
31 m (102 ft)
200 – 0 km/h
117 m (384 ft)
18 m slalom
76.5 km/h
36 m slalom
148.0 km/h
Nürburgring Lap Time
6:56.4 (Driver: Kevin Estre)
Gallery & Videos
Image Gallery
Aggressive, but ceaseless in its functionality. The GT3 RS silhouette is an outstanding display of aerodynamics, cooling efficiency and lightweight design. Whether it be the large rear spoiler, front fender vents, or antagonistic front bumper, the GT3 RS is all about the showmanship, but with the attributes to back it up.
In my opinion, the GT3 RS looks the part and looks even better playing it – form and function, at the highest level.
Video Review Gallery
Here are some YouTube video reviews from some of my favorite car reviewers and auto personalities. All of them provide feedback from an “everyday guy” perspective – but aren’t afraid to thrash the car around a racetrack when given the opportunity – providing commentary that is both technical and easy to absorb.
First up is Matt Prior from Autocar, taking the GT3 RS through the paces in its natural habitat – the race track. He immediately notes that the GT3 RS is more than just a naturally aspirated GT2 RS – its 9,000 rpm redline, brilliantly balanced chassis and cohesive entirety giving the car its own unique merits.
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Next, is a popular YouTuber and Autotrader reviewer, Doug DeMuro providing commentary on what he describes as “the craziest 911 of all time”.
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It’s always important to see what an accomplished professional racer can do with a car like the GT3 RS on a race track. This Car TV video provides onboard footage of two-time World Rally champion Walter Rohrl as he completes a hot lap with meticulous precision, technique, and coolness.
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Last but not least, is Porsche’s official onboard footage of driver Kevin Estre’s blistering 6:56.4 lap time achieved at the benchmark test of all road-approved sports cars – the Nürburgring Nordschleife.
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Original Press Release
Born from Racing: The New 2019 Porsche 911 GT3 RS
World premiere of the most powerful naturally aspirated series-production 911 ever
Atlanta
The Porsche motorsport department is presenting Weissach’s latest treat at the Geneva Motor Show: the 2019 911 GT3 RS with a race-bred chassis and a high-revving four-liter, naturally aspirated engine producing 520 horsepower and 346 lb.-ft. of torque.
Based on the 911 GT3, the RS has been refined even further, combining the most powerful naturally aspirated engine ever fitted to a road-legal 911 with a suspension that features recalibrated rear axle steering tuned for maximum dynamics and precision.
The new 911 GT3 RS accelerates from 0 to 60 mph in 3.0 seconds, which is 0.2 seconds quicker than the current 911 GT3 with PDK and 0.1 seconds quicker than the previous 911 GT3 RS. Top track speed of the 2019 911 GT3 RS is 193 mph. Following the launch of the 2018 911 GT3 and the 2018 911 GT2 RS, the new 911 GT3 RS represents the third road-legal GT model to be unveiled within a year.
Race-inspired aerodynamics and lightweight construction
Aerodynamics and lightweight construction have determined the design of the wide, weight-optimized body with its classic fixed rear wing. Like on the 2018 911 GT3, the front and rear fascia are made of lightweight polyurethane. Additionally, the front trunk lid and fenders on the 911 GT3 RS are made of carbon fiber and the roof consists of magnesium.
Like on the 2018 911 GT2 RS, NACA ducts in the front trunk lid optimize brake cooling without increasing drag. The front fascia features a spoiler lip that is larger than on the previous model, increasing downforce in conjunction with the larger side skirts. At the rear, the large wing mounted on the carbon fiber deck lid works in combination with a rear underbody diffuser. The result: The 2019 911 GT3 RS produces more than twice as much downforce as the regular 911 GT3 at 124 mph.
The race-inspired appearance continues in the interior: Full Bucket Seats with carbon fiber reinforced backrests provide a high degree of lateral support to suit the vehicle’s exceptional level of lateral grip. Lightweight glass for the rear window and rear side windows, lightweight door panels with door opening loops, reduced sound insulation, and the omission of rear seats emphasize the consistency of the material choices and the dedication to saving weight. The Alcantara steering wheel measuring 360 mm in diameter features a yellow 12 o’clock center marker.
The most powerful naturally aspirated engine in a road-legal 911 ever
The four-liter, naturally aspirated flat-six engine from Porsche in the new 911 GT3 RS pushes the sports car to new limits: It delivers 20 horsepower more than the engine in the 2016 911 GT3 RS and the current 911 GT3. Plasma coated cylinder liners, a central oil supply through the crankshaft with larger bearing diameters, larger connecting rod bearings and the rigid valve train with shims to provide valve clearance compensation all carry over from the 2018 911 GT3.
Capable of up to 9,000 rpm like the regular 911 GT3, the thoroughbred engine takes in ram air through openings in the rear quarter panels, and it is closely related to the unit used in current Porsche 911 race cars. The unmistakable flat-six sound escapes the exhaust tips, which are made of titanium like the muffler itself. The engine is mated to a specifically tuned seven-speed PDK, which features performance-oriented gearing with the top track speed being reached in seventh gear like all GT tuned PDK transmissions.
Race-bred chassis
Technology derived from motorsport ensures that the chassis offers exceptional driving dynamics. Porsche Active Suspension Management (PASM), active engine mounts, rear axle steering, and the fully variable electronic locking rear differential with Porsche Torque Vectoring Plus (PTV+) are standard. Ball joints on all suspension links provide even greater precision than conventional bearings with rubber bushings. Furthermore, the new 911 GT3 RS features new helper springs at the front axle, in addition to the rear.
As is customary for a Porsche GT model, the ride height, toe, camber, caster and sway bar settings of the suspension can be adjusted to suit individual driver preferences. Forged lightweight wheels measuring 9.5 x 20 inches in diameter with newly developed 265/35 ultra-high performance (UHP) tires enhance agility and steering precision, while 12.5 x 21-inch wheels with 325/30 UHP tires mounted at the rear deliver excellent traction.
Overall, the wider tires offer a significantly larger contact patch than those of the regular 911 GT3. Large cross-drilled grey cast iron rotors measuring 380 mm front and rear are standard, while the Porsche Ceramic Composite Brake system with 410 mm rotors at the front and 390 mm rotors at the rear can be ordered as an option. The ceramic rotors weigh around 50 percent less than the cast-iron variants.
Optional Weissach package and magnesium wheels for extra weight savings
For particularly spirited drivers, the Porsche motorsport department has created an optional Weissach package to reduce the weight of the car even further. With this package, the front and rear sway bars and coupling rods, vehicle roof, steering wheel trim, and shift paddles on the steering wheel are all made of carbon fiber, reducing the weight by roughly 13 pounds.
Optional forged magnesium wheels, weighing around 25 pounds less than the standard wheels, are available as well in conjunction with the Weissach package. When equipped with these options, the weight of the 911 GT3 RS drops to 3,153 pounds.
Pricing and availability
The new 2019 911 GT3 RS is available to order now and is expected to reach U.S. dealers in fall 2018. The MSRP is $187,500, not including available options or the $1,050 delivery, processing, and handling fee. The Weissach Package is available for $18,000. The magnesium wheels can be ordered for an additional $13,000 in conjunction with the Weissach Package and will be available at a later date.
Final Verdict
As my fellow Supercars.net colleague, Nick Dellis once remarked, “The world is full of armchair commentators when it comes to cars. At Supercars.net we have a number of journalists and automotive publications we rely on when we want to get unbiased opinions from people we admire.”
Below are snippets from some of our favorite car reviewers and automotive personalities regarding the GT3 RS. As always, we ask that you support the amazing publications they release, so that the automotive community continues to benefit from the hard work and enthusiasm they put into providing us with content that we love.
Autocar – “Yes, power is wonderful. But lightness is better.” – 5/5
Matt Prior from Autocar believes that there is no coupe from any other manufacturer that can “…deliver more interaction, more mechanical feel and greater responsiveness than a GT3 RS…”
Naturally, a comparison to the GT2 RS is made, where Matt notes that “While I don’t think the 3 communicates any better than a 2, the messages it does transmit are superior: you can feel that it’s lighter, more willing to turn, easier and more satisfying to ease onto the throttle and keep it pinned. It’s why this car is only a few seconds slower than a 2RS around the Nürburgring Nordschleife despite being almost 200bhp down.”
He goes on to summarize that “And in the form of the GT3 RS it goes into creating – little by little, detail by detail – what might just be the best driver’s car currently on sale.”
Top Gear – “It is deeply, deeply fast and massively, massively exciting to use.” – 10/10
Ollie Marriage from Top Gear is a big fan of the GT3 RS’ engine. “Magnificent.”, he proclaims. But of course, it doesn’t stop there.
When asked how the engine blends with the chassis, Ollie replies, “In an almost celestial way. Everything feels sharper, and yet so immaculately precise to use. This makes the process of squeezing more power on while unwinding the steering, for instance, so symbiotic that some extra-sensory spark sends tingles around your body.”
Ultimately he is also in the school of thought that the GT3 is the more quintessential Porsche 911 – “For me, the toughest rival comes from within – the GT3 RS. Given a straight choice, I think I’d still go for the nat asp GT3, although that would mean foregoing the mad turbo headbang…”
The Good
Magnificent engine
Front end grip levels
Connection with chassis, accurate and precise steering
The Bad
Could possibly be lighter
Suspension changes would make daily driving difficult
Car And Driver – “As always, massively capable and massively noticeable” – 5/5
“This is a track-day destroyer. Its cornering grip is, well, massive,” exclaims Daniel Pund from Car and Driver.
In his praise of the GT3 RS chassis, he goes on to state that “The car feels like it could handle a lot more than 520 horsepower. That’s because it can. It’s essentially the same vehicle as the turbocharged 700-hp GT2 RS. We suppose there are probably circumstances in which you’d really appreciate the extra 180 horsepower, but believe us when we tell you that 520 is plenty in this car on public roads. Plenty.
The new Porsche 911 GT3 RS is not the fastest 911 by any standard of measure that matters. However, by those same standards, it is also no slouch of a car, with a Nurburgring lap time just seconds off the pace of the production car record set by Porsche’s own GT2 RS.
But perhaps what truly matters is that the GT3 RS represents everything that is great about Porsche’s historic flagship car. It offers a cornucopia of pure unadulterated driving sensations; in no small part due to its unique naturally aspirated engine that screams to 9,000 rpm, which is as much art as it is technological marvel.
You feel a connection with the car as if it is an extension of your own thoughts. The grip, the steering feedback, the pedal feel, the responsiveness; engineering ingenuity in every detail. The GT3 RS is proof that a little bit of nostalgia and a whole lot of innovation can mix well together, at least when concocted by Porsche.
The overall appeal of the GT3 RS also stems from the notion that it is more relatable and relatively attainable – its much lower price point and higher production numbers than the GT2 RS, particularly setting it apart from its linemate.
The GT3 RS is Porsche’s most talismanic figure in its vast and comprehensive 911 roster. It is the first name on the team sheet, and the one everyone looks to for inspiration
Rivals
Lamborghini Huracan Performante Ferrari 488 Pista Ford GT McLaren 720S Porsche 911 GT3 RS
July 16, 2018 / Comments Off on 2019 Porsche 911 GT3 RS
Forza Motorsport 7 is getting an update tomorrow. This July update means new playable cars and events for the game, and it starts with Porsches.
Hot on the heels of Porsche’s“Pink Pig” livery making a memorable re-appearance at the 24 Hours of Le Mans, the original car that wore it is introduced for the game. The tongue-in-cheek, unique-looking livery was created for the 1971 917/20 wearing number 20, and while the actual car is held at Porsche’s Zuffenhausen museum, Forza gamers can now experience it in virtual form. To balance out the vintageness, the other Porsche added in the update is the 2019 911 GT3 RS. It’s a mad, manic car with more than 500 horsepower developed from its naturally aspirated engine.
The July update also includes a Top Gear-themed car pack, available free for Forza Motorsport 7 Car Pass owners. It includes seven cars: the 2017 Ferrari 812 Superfast, the 2018 McLaren 720 S, trackday specials Vuhl 05RR, Exomotive Exocet Sport V8 XP-5, and KTM X-Bow F GT4, along with two classic cars: the 1964 Porsche 904 Carrera GTS and 1958 Alfa Romeo Giulietta. Especially the 1.3-liter, 90-hp Alfa Romeo is a sweet, stand-out addition amongst the more powerful cars.
There are also changes made to getting cars: all “exclusive” cars will be unlocked and made purchaseable with in-game credits, after the player has reached Car Collector tier. This means more than 100 previously exclusive cars are now accessible.
Related Video:
July 9, 2018 / Comments Off on Pink Pig joins Forza Motorsport 7 along with Top Gear car pack
During last weekend’s Austrian Formula 1Grand Prix, Race Fans asked Red Bull F1 team principal Christian Horner about the Aston Martin Valkyrie. The question was whether the coming hypercar, a collaboration between Red Bull and title sponsor Aston Martin, could beat the stunning lap record around the Nürburgring just set by the Porsche 919 Hybrid Evo. Horner’s answer: “I’m not sure a Formula 1 car could actually do it, but I think that the Valkyrie — certainly the track version of the Valkyrie — could be a contender.” That’s a qualified endorsement, but it still counts as support merely putting the Valkyrie AMR Pro in the conversation.
Let’s compare, shall we? The 919 Hybrid Evo is based on the 2017 World Endurance Championship-winning 919 Hybrid. Freed from motorsport regulations, Porsche Motorsport upgraded numerous performance bits. The 2.0-liter, turbocharged V-four-cylinder went from 500 hp to 720 hp. The two KERS units went from 400 hp to 440 hp. We don’t have a figure for downforce, but items like active aero, a larger front diffuser, optimized turning vanes, and larger rear wing increased downforce by 53 percent over the WEC car, at the same time being 66 percent more aero efficient. It weighs 849 kg dry, or 1,868 pounds because Porsche threw out everything that didn’t contribute to speed.
The Valkyrie specs we know of so far state a weight of 1,000 kilograms, or 2,200 pounds. Powering that is a custom, naturally aspirated, 6.5-liter AMR Cosworth V12 with more than 900 horsepower, augmented by a kinetic energy recovery system contributing around 230 hp. According to Autocar’s sources, the Valkyrie could generate up to 4,000 pounds of downforce at an aerodynamically-limited 225 miles per hour. That boggling number comes courtesy of Adrian Newey’s prowess at making changes such as openings between the front wheel arches and the cockpit that work the front wing harder. The two-seater coupe’s unrestricted top speed is 254 mph.
Note, though, that the Valkyrie AMR Pro will be more powerful, lighter, and could have even more downforce. And since Aston Martin and Newey continue to work on the hypercar, specs could get even better before deliveries begin. Right now, Horner’s suggestion doesn’t seem all that outrageous.
We’ll also wait to see if the Mercedes-AMG Project One pokes its nose in the ring, too. Not long ago, AMG chief Tobias Moers said it’s “reasonable to speculate” the F1-inspired hypercar could claim an absolute lap record around the ‘Ring. But that was before Porsche went ahead and did it. Even if Aston Martin and Mercedes-AMG don’t put up an official challenge, we’ll probably get an idea of what’s possible when the FIA’s new “Hypercar” class begins racing in 2021.
July 2, 2018 / Comments Off on Aston Martin Valkyrie could beat that new Nurburgring record, Red Bull F1 boss says
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.
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.
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.
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
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.
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.
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.
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 on 20 Most Expensive Porsches Ever
Good morning, and welcome to the latest edition of This Week in Gear — your single-shot serving of an entire week’s worth of the best new gear pulled from our weekday editions of Today in Gear. Bookmark it to peruse over a cup of coffee or before you soak up the last of your weekend freedom, then start your Monday completely up to speed. Here’s to another fantastic week.
Nixon’s Durable New Watch Is the Go-To of Pro Surfers
With tide information from over 500 beaches around the world, it’s time to hang ten.
This Is the Only Utility Knife You’ll Ever Need
If anyone is going to update a classic utility tool, it better be the lauded creator himself.
This Might Be the Most Badass Dog Leash Ever Made
The Lifetime Leash from Atlas Pet Company ensures you and your dog go on longer, better and safer walks – whether those walks take place in the neighborhood or climbing a mountain.
Breathe New Life Into Your Watch With These High-End Leather Straps
Made from calfskin sourced from the best French and Italian tanneries.
The All-New Ford Ranger Raptor Looks Insanely Good Off-Road
As of now, a US-bound Ranger Raptor is still undecided. But if the excitement over this promo video is anything to go by, Ford would be insane to hold back from the American market.
Designing the Perfect Engagement Ring Online Is Easy (and Cheaper Than Going to a Store)
Buying online is actually 50-percent cheaper than going to a traditional store.
Why Hibiki’s New Blend Is a Bad Omen for Japanese Whisky
Japanese whisky may have gotten too hot.
The Most Versatile Home Security Camera You Can Buy?
It comes integrated with Alexa so you can ask it questions and stream music the same way you would with an Amazon Echo.
The Most Iconic Triumph of All Time Is Coming Out of Hiding
You have the rare chance to see one of the actual 1962 Triumph 650cc TR6Rs from The Great Escape.
This Beautiful Pocket Knife Is Invisibly Innovative
Grovemade’s new Titanium Minimalist Knife is inspired by traditional Japanese blades. At its core is a unique and innovative feature that will go unseen by the untrained eye, and that’s by design.
This Super Pretty Headphone Amp Is Perfect for Audiophiles
The 3ES is compatible with high-end electrostatic headphones, by the likes of HiFiMan, Stax and MrSpeakers.
Toyota’s Alternative to Rolls-Royce Has the Best Seats In the Industry. Here’s Why
Unfortunately, you can’t get in the US, but we’ve got a solution.
This Titanium Chronograph Celebrates 70 Years of an Iconic Carmaker
It’ll be super limited, though, with just 70 pieces coming to the US.
The Aston Martin DBS Superleggera Is Hyper-Aggressive, Will Scare Supercars and Take Their Lunch Money
The 5.5-liter unit conjures 715 horsepower and 664 lb-ft of torque, which is capable of sending the DBS Superleggera maxes out at a somewhat nutty 211 mph. It’ll hit 62 mph/100 kmh in 3.4 seconds.
Oris Completely Over-Engineered Its Biggest, Baddest Dive Watch
This titanium beast can tell time in two different time zones all the way down to 1,000 meters.
One of the Year’s Best New Pocket Knives Is Finally Available
If you’re looking for a new high-end EDC folding knife, this is the one to get.
Interested in Fly Fishing? This Is the Rod to Get You Started
Getting into a new hobby can be daunting – especially one like fly fishing, which requires an exhaustive list of specific gear. A new company, Reyr Gear, is simplifying the process with its super-packable and…
Todd Snyder Teams Up With New Balance to Make a Cocktail-Inspired Summer Sneaker
Made in the United States from high-end materials like Horween leather.
This Japanese Pocket Knife is Tiny, Tough and Beautiful
Seiichi Nakamura does away with Japanese minimalism with his newest, lightest pocket folder.
The New Chevy Blazer Is an Embarrassment Compared to This Stunning 1972 Example
To put Chevy’s recent announcement into perspective, imagine if GM decided to slap the Camaro name on a high-riding, jelly bean-shaped misguided hatchback.
This App Is Basically the Ultimate Productivity Tool
Gear Patrol readers get an exclusive discount to try it out.
These American-Made Whiskey Glasses Are Molded from Actual Oak
They call back to how whiskey is made.
This $35 Accessory Lets You Turn Your Tablet Into a $160 Smart Speaker
The Amazon Echo Show used to cost $230, and now this charging dock can make your tablet function just like it.
Designed with the Military in Mind, This Cooler Can Take on Pretty Much Anything
A rotomolded cooler that actually has a feature to accommodate a parachute landing.
Why This New Parka Makes Good Summer Outerwear
Parkas are a cold weather apparel staple, but do they make sense to wear during the summer too? Outlier just released a new one that has us questioning the matter.
Panerai’s Iconic Dive Watch Uses a Cutting-Edge Case Material
Called Carbotech, it’s extremely strong — yet lighter than ceramic or titanium.
This App Helps Photographers Take the Perfect Landscape Photo
The app factors in things like weather, time, elevation, the moon and sun cycle, and then helps the photographer plan for the perfect photo.
MasterCraft’s New Boat Will Let You Surf Anywhere
The newest boat from MasterCraft is the perfect way to hone in on your surfing skills, even if the lake is flat.
Adventure E-Bikes Are Here, and This One Looks Awesome
E-bikes are gaining in popularity, and Swiss bike maker BMC is capitalizing on the trend and combining it with one other movement: adventure riding. Meet the Alpenchallenge AMP Cross.
Sony’s Super-Telephoto Lens Is the Ultimate Weapon for Wildlife Photographers
It’s also the world’s lightest 400mm f/2.8 prime lens.
4 Grill Upgrades You Need for the Fourth of July, All Under $50
Upgrading your grilling setup just in very easy and very cheap.
The 12 Best Cigars to Smoke in 2018
To novices, smoking a cigar can be more intimidating than fun. We’re here to help.
The 9 Backyard Games You’ll Find Us Playing This Summer
Here at Gear Patrol, we take summer seriously — from barbeques to yard games. Here are our top ways to get competitive with anyone who’s down to play.
The 16 Best Running Shorts of 2018 for Every Type of Runner
Whether you’re looking for split shorts, 5″ or longer than 7″, we have you covered.
4 Grill Upgrades You Need for the Fourth of July, All Under $50
Upgrading your grilling setup just in very easy and very cheap.
The Best Outdoor Furniture for Your Patio, Balcony or Backyard
From Ikea to Herman Miller, this is your survey of the best outdoor and patio furniture at every price point.
The Cars We Love — Even Though Everyone Else Hates Them
When the whole world is hurling hate at the terrible car you love, stand your ground.
These Are the Best Board Shorts Money Can Buy
Designed by 11-time surfing world champion Kelly Slater.
The Best Waterproof Bluetooth Speakers for Any Budget
Looking for a portable speaker to take to the beach, park or backyard barbecue?
The 5 Best Sandals for Men, According to Style Experts
We asked five of menswear’s best to name their favorite pairs of sandals.
15 of the Worst Used Cars to Buy From 2007-2017
If you’re currently shopping for a used car, this is a good place to find the cars you don’t want.
The 6 Most Stylish Cycling Socks of 2018
Whether you’re a weekend warrior or a die hard road cyclist, these six socks are sure to make you stand out from the crowd.
8 White Sneakers to Wear All Summer Long
Temperatures are rising, leisure levels are increasing. If there was ever a time for some great summer sneakers, it’s now.
Review: You’ve Never Listened to Headphones Like These Before
The Audeara A-01 headphones give you a hearing test and then custom-tune the audio so that it sounds perfect for you.
The 2019 Alfa Romeo Giulia and Stelvio Quadrifoglio Offer Ferrari Performance for Audi Money
In some small ways new for 2019, the high-performance versions of Alfa Romeo’s Giulia and Stelvio are wicked fun. If you haven’t considered buying one — or even driving one — you should.
Sonos Beam Review: The Perfect Entry-Level Soundbar, for Most People
It combines a smart speaker with TV control, plus the terrific multiroom sound that Sonos is revered for.
Dyson Pure Cool Review: Can Dyson’s Newest Fan Solve Your Allergy Problems?
Dyson’s Pure Cool fan and filter is like many Dyson products — expensive, badass and possibly superlative.
June 30, 2018 / Comments Off on A Look Back at the New Gear We Discovered This Week: June 25-29, 2018
