PORSCHE 981 GT4 l 928 WEISSACH AXLE l 997 C4S l HYBRID TURBOS

THE W ORLD’S BEST-SEL L ING MONTHLY POR SC H E M AGA ZI N E

2021’s
BEST BUYS
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996 CARRERA
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10 PORSCHE PURCHASES
YOU NEED TO KNOW ABOUT

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JANUARY 2021 ISSUE 318

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RACING 991
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FRIDAY 15TH JANUARY
NEW YEAR, NEW BEGINNINGS
To say 2020 was a funny old year would be something of a monumental
understatement. The world looks a very different place as a consequence
of restrictions on our freedom and the threat of illness bestowed upon us
by the global health crisis, a disaster we are all continuing to contend with
as 2021 rolls into view. Regardless of the inconvenience many of us are
facing in our professional and personal lives, my hope is you remain well
and stay safe. Together, we’ll get through the challenges lying in wait.
The automotive enthusiast and aftermarket scenes have, mercifully, been
far less affected by COVID-19 that many commentators were anticipating,
resulting in a surge of activity on the project car and parts manufacturing
front. It may be too early to start thinking seriously about show season, but
I’m certainly looking forward to seeing the new-to-events Porsches likely to
be unveiled as a consequence of dedicated owners getting busy with their
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four-wheeled friends during periods of lockdown. Judging by some of the
builds-in-progress I’m spying in specialist workshops right now, release into
the wild can’t come soon enough.
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4 January 2021
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2021’s BEST BUYS

FEATURES
10 BITE BACK
Enter the GT2 RS MR and GT3 RS MR.

38 2021’s BEST BUYS

Experts pick their top ten for the year ahead.
80
42 EXPRESS DELIVERY
A 1986 944 Turbo back from the dead.

58 NEW WORLD ORDER

The 996 is a forward-looking Porsche icon. 58
68 FOUR PLAY
Taking the fight to 911 buyers: the 981 GT4.

76 GOODWOOD SPEEDWEEK
A celebration of Porsche’s Le Mans wins.

80 SPLIT PERSONALITY
Taking a new Macan Turbo on an Alps tour.

88 TECH: WEISSACH AXLE

The 928’s rear suspension arrangement.

94 TECH: SIGNAL BOOST

Building a hybrid turbocharger.

102 TECH: PROJECTS

Dan’s 997 C4S, Gary’s 957 Cayenne Turbo.

6 January 2021
 JANUARY 2021
ISSUE No.318 CONTENTS

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42

68

94 10
REGULARS
20 THE BULLETIN
What’s happening in the Porsche world.

26 ESSENTIALS
Exiting new Porsche services and products.

33 COMMENT
Tim Harvey and Andy Gregory have their say.

86 SUBSCRIBE
Get the magazine sent direct to your door.

106 DEALER TALK

We chat to Richard Sekula at RUF UK.

76 108 MARKET WATCH

A selection of Porsches coming to auction.

January 2021 7

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8 January 2021
BITE BACK
Hot on the heels of its most recent CSR builds, RPM Technik has
taken two of Porsche’s most formidable GT cars and converted
them to Manthey-Racing specification…
Words Dan Furr Photography Charlie Brenninkmeijer

10 January 2021

W
ind the clock
back eighteen
months, and I
was lucky enough
to be the first
motoring hack
invited to get behind the wheel of the
most accomplished build created under
RPM Technik’s signature CSR brand.
Known as Snakebite and based on a
first-gen 997 Carrera S, the houndstooth-
trimmed, carbon-adorned, HRE-riding
speed machine is the perfect example
of the Hertfordshire restoration, sales
and tuning specialist’s dedication to
championing and exploiting Porsche
chassis dynamics. In fact, the CSR
programme was developed in response
to a perceived gap in the market for a
Clubsport-style range of suspension and
drivetrain upgrades for base model 911s,
Boxsters and Caymans. Demonstrating
appetite for what the RPM Technik team
proposed when establishing CSR back
in 2010, Snakebite — named because its
glossy green paintwork was meant to be
accompanied by a bold purple interior —
was the twenty-eighth project of its kind,
assembled to the highest standards with
no expense spared. The thirty-seventh
CSR is currently in progress.
When reviewing the CSR back
catalogue, which started with a 986
Boxster build, it’s clear to see just how
much research and development has
been invested in the continued pursuit
MANTHEY-RACING
of creating what RPM Technik refers to
as Engineering Exhilaration. Needless
to say, when the company proudly
announced its recently gained official
equipment and training from Porsche
Motorsport partner, Manthey-Racing, I
was excited, but not surprised — majority
owned by Porsche and responsible for
some of the best track oriented 911
chassis configurations developed to
date, Manthey-Racing is the perfect
partner for RPM Technik, which has
been involved in race car preparation
and trackside support since Technical
Director, Ollie Preston, founded the
company in 2001.
“As RPM Technik has grown, so has
demand from customers spending
January 2021 11
increasingly more time at the circuit,”
Ollie reveals. “Our technical experience
in building Porsche track cars and
competing with them is well known, not
least thanks to our technicians being
experienced at every level of Porsche
IT WAS TIME FOR OLLIE AND MICHAEL
TO WORK ON A DEVILISHLY MASTERFUL
PLAN TO ENABLE THE CONVERSIONS
TO TAKE PLACE IN TRING
competition car preparation for every
application, from participating in open
track days to campaigning 911s at the 24
Hours of Le Mans. CSR’s goal has always
been to offer the ultimate road-going GT
12 January 2021
models to buyers and owners in the UK.
Working with Manthey-Racing further
enhances this capability.”
The cars you see displayed before
you are prime examples of this ethos
in action — having worked closely with
KW in the development of Porsche
suspension solutions for many years,
Ollie has spent a huge amount of time
testing with the company’s engineers at
the Nürburgring. He cites bespoke RPM
Technik chassis tuning resulting from Above True Porsche
this collaboration as the backbone of the Motorsport levels
of track power in a
CSR programme. When KW Motorsport street-legal GT3 RS
Sales Manager, Michael Grassl, took up
the position of Head of Consulting and
Sales at Manthey-Racing in 2015, the
two Porschephiles kept in touch and,
as a growing number of RPM Technik
customers wanted upgrades to make
their cars more competitive at the track,
not to mention Ollie’s enthusiasm for
Manthey-Racing parts, the duo continued
their fruitful working relationship.
Before we get to what exactly this
means for the end user, it’s important
to stress RPM Technik’s relationship
with Manthey-Racing is more than a Below RPM Technik’s
simple case of old friends carrying on Ricky Nash was
responsible for
a successful tradition of professional preparation of the
cooperation. With the German tuning green wide monster
 911SCarrera 4 S (993)
911 2.4 911911
GT3GT3RS
(996)(996) 911 Turbo
911 GT3 (996)
(997 GEN II) 911911
Turbo (997 GEN (996)
GT3 Clubsport II)
Arctic Silver • Black Leather Sports
Silver Metallic • Black Leatherette
Carrara White • Black Nomex
Guards Red • Black Leather Bucket
Guards Red • Black Leather
Jet Black • Black Leather Seats
JetGuards
Black •Red
Black Leather Seats
• Black Nomex Bucket Seats
Seats Seats
• Side •Oil
X51 Power
Filler • 15”Kit (300
Fuch BHP)
Wheels Bucket
Seats • OneSeats • One
of just of just 113
106 UK-Supplied Bucket
PDK Seats with
Gearbox • 18”Paddles
Sport Design
• Bose PDK Gearbox
One withUK-Supplied
of just 113 Paddles • Bose
Cars
18” Turbo
Matching Numbers Wheels • Turbo
• Restored Left- UK-Supplied
Brakes Cars Cars • •Factory
• Air Conditioning ParagonRoll GT3 Wheels
Sound • One
• Parking of just
Sensors 106 UK-
• Sport Design Sound
Rear •Roll
Parking SensorsHarnesses
Cage/Schroth • Sport • Air
& Suspension • Electric Sunroof


 
 CageHistory
Service • Paragon
• 18”Service History
Sport Design GT3 SuppliedWheel
Steering Cars •• Air Conditioning
Bi-Xenon Headlights Design Steering
Conditioning Wheel • Bluetooth
• Previously Sold & Serviced











Authenticity • 1972 (K) Air Conditioning
Wheels • 29,552 miles • 20,919 miles
• 1999 (V) Paragon
34,027 Service
miles History
• 2012 (12) • 29,552 Phone • 19” Turbo
by Paragon II Wheels
• 74,398 miles • 2000 (W)
7,146 miles • 1998 (S) 2004 (53) miles • 1999 (V) 34,027 miles • 2012 (12)
£164,995 £79,995 £67,995 £64,995
£159,995 £139,995 £79,995 £67,995

911 Carrera 2 GTS (997 GEN II)
911 Carrera 4 (993)
GT Silver • Cocoa Heated Leather
Arctic Silver • Classic Grey Leather Sports
Sports Seats • PDK Gearbox with
Seats • 285 BHP VarioRam Engine • Air
Paddles • X51 Power Kit (408 BHP)
Conditioning • 17” Cup Wheels • Dark
Sport Chrono
Blue Power Hood with • Switchable
Tonneau Sports
61,259 miles 1997 (P) Sensors • 28,486
Exhaust • Parking
miles • 2011 (11)
£59,995
£59,995
911 Carrera 2 Targa (993)
911 Turbo GEN 1.5
Turquoise Green • Marble Grey
Basalt Black • Black Leather Adaptive
Leather Seats • 285 BHP VarioRam
Sports Seats • Tiptronic S Gearbox
Engine • Air Conditioning • 17”
19” Turbo Wheels • Sport Chrono
Targa Wheels
Previously Sold & •Serviced
PorschebyClassic
Paragon
Navigation • 3rd High Level Brake
45,105 miles • 2008 (58)
Light • 71,789 miles • 1996 (N)
£54,995
£59,995
911 Carrera 4 (993) 911 Carrera 2 S (991)
911 Carrera 2 Coupe (993) Cayman 718 T
Arctic Silver • Classic Grey Leather Basalt Black • Black Leather Sports
Amethyst Metallic • Marble Grey Carrara White Metallic • Black Leather
Sports Seats • Manual Gearbox Seats • PDK Gearbox with Paddles
Leather Seats • Manual Gearbox 918 Bucket Seats • Manual Gearbox
Air Conditioning • 17” Cup Wheels Switchable Sports Exhaust • 20”
17” Cup Wheels • 285 BHP VarioRam 20” Carrera Sport Wheels • Switchable
285 BHP
Engine VarioRamSold
• Previously Engine • Dark by
& Serviced Carrera
SportsSExhaust
III Wheels • Touchscreen
• Sport Chrono • 1,669
Blue Power Hood with Tonneau
Paragon • 78,664 miles • 1996 (N) Satellite Navigation
miles • 2019 (69) • Bose Sound
61,259 miles • 1997 (P) 22,832 miles • 2012 (62)
£59,995 £52,995
£59,995 £54,995

Cayman T (718) 911 Turbo (996) 911 Carrera 2 S (997) Cayman S (987 GEN II)
911 Carrera 2 (991) Boxster 718 Boxster Spyder (987) Cayenne Diesel 4.2 V8
Carrara White Metallic • Black Seal Grey • Black Leather Seats Guards Red • Black Leather Sports Basalt Black • Heated Black
Carrara
918White • Black
Bucket Leather
Seats Seats
• 20” Carrera GTTiptronic
Silver • Black/Crayon
S Gearbox •Dual-Tone
Bose Sound Jet Black
Seats • Black Leather
• Tiptronic Sports Seats
S Gearbox Meteor
Leather Grey••Touchscreen
Seats Black Leather Heated
PDK Gearbox • Switchable
Sport Wheels Sports Sports
• Switchable Leather Seats
Electric • PDK •Gearbox
Sunroof Parking Sensors PDK GearboxSwith
19” Carrera Paddles
Wheels • Satellite Seats •Navigation
• 19” Black Satellite 8-Speed Tiptronic S Gearbox
with Bluetooth
Exhaust • 20” Carrera Classic Wheels 20” Black Carrera Sport Wheels Boxster Spyder Wheels • Sport Chrono 21” Cayenne Sport Edition Wheels
Exhaust • Touchscreen Satellite Red Stitching • Previously Sold Navigation • Parking Sensors Phone • Parking Sensors • 19”
Previously Sold & Serviced by Paragon Switchable Sports Exhaust • 2,119 Sport Design Steering Wheel • Full Panoramic Glass Sunroof • Reverse
Navigation with Apple CarPlay & Serviced by Paragon • 59,357 Bose Sound • 53,923 miles Carrera S II Wheels • Sport Chrono
37,285 miles • 2012 (12) miles • 2019 (19) Leather Interior • 14,528 miles • 2011 (11) Camera • 42,579 miles • 2016 (16)
1,669 miles • 2019 (69) miles • 2004 (53) 2005 (05) 50,062 miles • 2009 (09)
£49,995 £45,995 £44,995 £38,995
£52,995 £41,995 £25,995 £24,995

01825 830424 sales@paragongb.com www.paragongb.com

We have superb in-house workshop and preparation facilities. Each car is supplied fully serviced with a new MOT and
our 12-month/12,000-mile comprehensive parts and labour warranty. See more of our current stock at paragongb.com

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

company majority owned by Porsche,
extra-stringent conditions have to be
met for any party interested in carrying
out Manthey-Racing work, which is why
there are precious few specialists doing
so anywhere in the world and, notably,
why RPM Technik is the only Porsche
outfit doing so in the UK. The company
was approved for the Porsche Partner
Network (PPN) in 2017, signalling
factory support at OPC level, and
employs technicians well-versed in the
art of setting up trackday geometry for
14 January 2021
Porsche’s GT models, stretching all the
way back to the introduction of the first-
generation 996 GT3. Back then, Manthey-
Racing was a brand far less known
outside Porsche circles than it is now, but
it was no less focused on progressing
the circuit-dwelling capabilities of
Porsche’s GT offerings.
Up until now, if you’re the pilot of a 911
and wanted a complete Manthey-Racing
track package, your car would need to
be taken to Germany for the updates.
This is simply because the intricacies
of the company’s chassis optimisation Above The only major
procedures need to be applied by differences between
GT3 RS MR and GT2
qualified technicians using specific RS MR specification
Manthey-Racing equipment. Truth be is the latter’s larger
told, while the end result is desirable, the water tank and
its requirement of
process is less than ideal for enthusiasts aerodiscs with MR
living outside Germany, as well as for magnesium wheels
the RPM Technik team. And so, when
one of the British brand’s customers — a
die-hard Porschephile in possession of
no fewer than twelve Stuttgart-crested
cars — told Ollie he wanted a Manthey-
Racing upgrade for his 991 GT3 RS, but

Top right Greig Daly wanted RPM Technik to do the work in
and Ollie Preston the UK, and when, a short while later,
in deep discussion
about which MR each another customer asked for a Manthey-
would like to keep Racing upgrade for his 991 GT2 RS, it
was time for Ollie and Michael to work on
a devilishly masterful plan to enable the
conversions to take place in Tring.
Greig Daly, RPM Technik Sales
Manager, picks up the story. “Obviously,
we’re used to the type of work involved,
but needed to make a big investment in
the unique Manthey-Racing apparatus
required to configure each MR-converted
car. Michael and his colleagues visited
us with the kit we’d bought and trained
Below Dan Francis our highly experienced technicians,
has been with RPM who can now carry out a complete
Technik for ten years
and was tasked with conversion, including fitting of all new
the GT2 RS MR build MR parts, setting ride height, applying
individual geometry and corner weighting
within two or three days. Getting to this
point has been hugely rewarding for
everyone involved.”
As far a suspension hardware is
concerned, the MR-branded package
includes three/four-way adjustable
aluminium-bodied nut-down dampers
with remote reservoirs to adjust low and
high-speed compression. Adjustment
dials on the bottom of each shock
assembly take care of rebound settings,
while linear race springs form part of
the setup, which includes altering the
standard anti-lift system to take account
of the changes. Galvanising motorsport
credentials, it’s a system first introduced
by Manthey-Racing to Porsche’s GT3 R
race cars.
MANTHEY-RACING
Just as important is the altered aero,
but if you’re interested in looks alone,
you’re out of luck. “People ask if they
can have MR hardware attached to the
exterior of their 991 GT2 RS or 991 GT3
RS, but it’s a system carefully designed
to work with the revised suspension,”
Greig explains. “Put simply, the standard
chassis is unable to cope with the huge
amount of extra downforce generated
by the rear wing. Fitting these aero
parts alone would result in dramatic
understeer.” It was during development
of the aero kit that it was discovered the
factory spoiler flexes hard under extreme
load, picking up from its leading edge
near the rear glass and generating the
opposite effect of what it’s supposed to
do. Furthermore, the standard mounts
January 2021 15
weren’t strong enough to cope with what
was being asked of them, hence the
introduction of precision-cut aluminium
inserts to effectively attach the MR
carbon-fibre wing directly to the host
Porsche’s body.
BUILDING THESE CARS TO STRICT
PORSCHE REGULATIONS STRENGTHENS
RPM TECHNIK’S REPUTATION FOR OEM
LEVELS OF WORKMANSHIP
More lightweight weave can be seen in
the form of MR carbon canards, Gurney
flap, side skirts, diffuser, engine deck lid,
16 January 2021
mounting brackets and underbody trays
joined by uber-cool aerodiscs attached
to the optional magnesium centrelocks.
Further helping to manage downforce by
controlling the flow of turbulent air, these
sensational high-grade carbon add-ons
enable greater optimisation of the wing
by allowing more effective changes of
rake. High-performance brake pads and
upgraded braided fluid transfer lines are Above Manthey-
less obvious alterations, but they’re no Racing enthusiasts
no longer have to
less important, much like the enlarged travel to Germany to
water reservoir afforded to the GT2 RS have the their cars
MR. It’s a nine-litre tank designed to keep converted to MR spec
intercooler operating temperatures at
bay through additional cooling spray.
All in, the MR upgrades make both
the 991 GT2 RS and 991 GT3 RS far
more predictable at the limit, allowing
drivers to access the far reaches of each
Porsche’s true performance potential.
Converted cars remain surprisingly
compliant on the road, too, ensuring
travel to and from your favourite circuit
doesn’t come with the threat of shaking
Below The proof of
the fillings out of your cakehole. “A GT2 the Porsche pudding
RS MR or GT3 RS MR has fantastic road is in the track attack
911 & PORSCHE WORLD 17
manners, but can still knock out a super-
quick lap of the Nordschleife,” Greig
grins. “As if to prove the point, we’ve just
taken an order for a GT3 RS MR package
from a customer who intends to use the
finished car as his daily driver!”
Building these cars to strict Porsche
regulations not only strengthens RPM
Technik’s reputation for OEM levels of
workmanship, it also provides peace
of mind for buyers, especially when
they discover MR upgrades carry
factory approval, meaning no voiding
of warranty. This, as Greig points out,
is an incredibly attractive feature of
what’s on offer. Another plus point is
the option of limiting spend. “Though
suspension upgrades, chassis tuning and
aerodynamic features are at the heart of
MR conversions, customers can choose
18 January 2021
whether they want to add the magnesium
wheels, as well as other parts for
personalisation, such as MR-branded
upholstery. Otherwise, all standard GT2
RS and GT3 RS trim remains as Porsche
intended.” It should be noted, the GT2 RS
MR must make use of aerodiscs with the
MR wheels, while these remain optional
for the GT3 RS MR.
More than 30,000 kilometres of test
time have been invested in developing
the 991 GT2 RS MR and 991 GT3 RS MR
packages, resulting in record-breaking
performance. “No other road-legal
car has ever been as fast around the
Nürburgring as the GT2 RS MR,” Ollie
smiles. “The complete 20.6-kilometre
circuit was completed by MR test driver,
Lars Kern, in just 6:40.3 minutes. It’s
an achievement which demonstrates
how high the MR project’s development
budget is, as well as what can be
achieved by a skilled driver making use
of an MR-converted 911. I’m excited
RPM Technik is now able to provide this
service in the UK.”
The current global health crisis and
the arrival of inclement weather means
I’m in for an agonising wait until I can get
behind the wheel of an RPM-prepared
MR car, though I have no doubt I’m in for
a thrilling driving experience and, just
like my time with Snakebite, one that’ll
encourage me to view my own 911 very
differently. I’ll be sure to report back with
Below Two-time
progress on this front in due course. In the Carrera Cup GB
meantime, I’m off to do a bit of window winner, Tim Harvey,
shopping — a certain Brewster Green 997 is heavily involved
in development
has just come on the market. Bitten and and testing of RPM
smitten? You’d better believe it! l Technik builds
THE BULLETIN
News from the world of Porsche
JAPAN TO WELCOME THE
NINTH PORSCHE
EXPERIENCE CENTRE
Porsche Experience Centres (PEC) have become
an integral part of the way owners learn to get
the best out of their Porsches. Driver training at
a regional PEC is offered by the manufacturer
upon completion of sale in an Official Porsche
Centre, but it can also be independently booked
by owners of older Porsches looking to test the
limit of what their car is capable of in a safe,
controlled environment, with guidance from
a professional Porsche Driving Consultant.
Regardless of the age or performance of the
Stuttgart-crested car you drive, if you haven’t
taken advantage of this service to date, book
a slot as soon as your local PEC is once again
open for business. You won’t regret it.
That said, not everyone is lucky enough to
have a PEC in their home country. Porsche
is doing what it can to rectify the situation,
as demonstrated by a recent announcement
confirming the ninth PEC will open in Japan
later this year. Located in Chiba prefecture (near
Tokyo), the site will boast an advanced chassis
dynamics testing area, an off-road track and a
traditional circuit. The latter comes with a twist
(literally) — the 2.1km track will feature copies
of famous corners from some of the world’s
PORSCHE REVEALS UNRELEASED CONCEPT CARS
Under the title Porsche Unseen, the Stuttgart
brand has published a series of design studies
originally authored between 2005 and 2019.
Fifteen different cars are featured, offering an
exclusive insight into the design process, from
initial drawings to a finished model ready for
series production.
20 January 2021
best-loved circuits. Chief among inclusions are
the Nürburgring’s famous Karussell and Laguna
Seca’s ‘corkscrew’. Interestingly, while current
PECs feature flat tracks, a unique feature of
PEC Tokyo will be an undulating surface taking
advantage of the area’s natural topography.
The adjoining building will employ an exterior
design inspired by Edo Kiriko, a long-standing
Japanese craft where clear colours and
delicate patterns are cut into glass. Diagonal
lines (yaraimon) will be carefully introduced to
protect the exterior of the building from damage
and dirt. The interior will also adopt Japanese
design cues, bringing to mind images of intricate
plasterwork and the country’s traditional gardens.
Among the vehicles revealed is 2017’s 919
Street. Taking the form of a 1:1 clay model
and developed on the basis of the technology
used in the Le Mans-winning 919 Hybrid, the
Street proposition was intended to make the
exhilarating driving experience of the LMP1
race car available to amateur drivers. Under the
Tokyo joins Leipzig, Silverstone, Atlanta, Le
Mans, Los Angeles, Shanghai, Hockenheim and
Franciacorta in Porsche’s PEC portfolio, with
more centres planned for the near future.
outer shell lies a carbon monocoque and the
near 900bhp hybrid drivetrain which helped the
919 to achieve a string of victories at Le Mans.
The Street’s dimensions and wheelbase are the
same as those of the race car.
One of the most recent models revealed is the
2019 Vision Spyder. Featuring a spartan cockpit
and characteristic radiator grilles over a mid-
mounted engine, this low-slung al fresco sports
machine was directly influenced by 1954’s
550-1500 RS Spyder. This particular design
study was intended to further develop the visual
identity of Porsche and provide a pool of ideas
for future details, such as Vision Spyder’s
ultra-modern roll bar.
For further information, and to view more
of what Porsche Unseen has to offer, visit the
project website at bit.ly/porscheunseen.

UK BRINGS FORWARD BAN ON SALE OF COMBUSTION-ENGINED CARS
Detailed in a surprise announcement from the
UK government, a ban on the sale of vehicles
powered by fossil fuels has been brought
forward across Britain by ten years, marking
a highly ambitious target date of 2030 for the
change to take place. The shift toward electric
vehicles is one of many clean energy policies
Boris Johnson’s Conservative administration is
advancing in an attempt to stimulate economic
recovery after the damaging impact of the
COVID-19 pandemic.
Germany, Ireland and the Netherlands have
already set 2030 as their deadline for the same
legislation, while Norway is introducing the ban
five years earlier. France has stuck with its plan
to make the change in 2040. The UK’s position is
intended to ensure the country becomes carbon
neutral by 2050.
Labour had already made a pre-election call
for a ban on the sale of combustion-driven
vehicles by 2030, but many industry experts
have called into question just how realistic the
REDEFINING PERFORMANCE IN LOS ANGELES
Having had a passion for technology and
innovation from childhood, Ferdinand Porsche
presented the Lohner-Porsche hybrid four-wheel
drive car at the 1900 Paris World Exhibition.
It’s easy to draw parallels between this early
automotive creation and the current output of
the firm carrying his name, but what’s remained
constant throughout the Porsche company’s
history is its dogged ambition for continually
redefining performance. It’s a fact not lost on
the world-famous Petersen Automotive Museum
in Los Angeles. Indeed, the museum’s latest
exhibition, Redefining Performance, highlights
Porsche’s transfer of technology from race to
road. Showcase cars include a 356 SL Gmund
Coupe, a 910 Carrera 10, a 935 Kremer K3
and more modern examples of Porsche track
target is. Chat about the National Grid’s ability
to cope with the suggested boom in electric
vehicle usage has been the main talking point,
though establishing the required charging
infrastructure for every home — no matter the
location, no matter the building — and the ability
to ensure a super-high number of charging
points is available countrywide has also given
rise to understandable concern. Moreover, the
pressure is now on OEMs to accelerate their
electrification programmes. Porsche has made
huge inroads with the game-changing Taycan,
but with much of the world unable to get hold
of good quality fuel, let alone electric charging
infrastructure, it remains to be seen when each
manufacturer is likely to be making a full switch
to battery power.
Johnson’s plans allow fleet and commercial
buyers to continue ordering vehicles with hybrid
powertrains until 2035. “Clean air is an absolute
priority, but it won’t happen through aimless
virtue signalling by politicians,” commented
weaponry, such as a 924 GTP and a 991 RSR. On
display in the museum’s Mullin Design Studio until
the end of January 2021, this exciting compilation
NEWS & VIEWS
motoring journalist and FairFuelUK campaigner,
Quentin Willson, in response to the news.
“Government and local councils need to apply
evidence-based science to the sources and
causes of pollution to clean up our urban air.
The UK is woefully underprepared for vehicle
electrification, is broadly ignoring marine,
aviation, industrial and domestic combustion
and needs to incentivise consumers and
industry to change behaviour. The country
needs a consistent and well-crafted national air
quality strategy that’s supported by world-class
scientific research,” he added.
Johnson’s statement failed to address
concerns regarding the environmental impact
of producing an all-electric vehicle, which some
sources claim to be fourteen times worse
than building a hybrid, largely due to the huge
environmental footprint of creating a fully
electric vehicle and its required batteries. We’ll
bring you more on this story as it develops
during the months ahead.
of cars allows visitors to explore a history of
influential Porsche racers in a single, central
location. Visit petersen.org to book tickets.
January 2021 21
PORSCHE CLUB MOTORSPORT 911 CHALLENGE
For many of us, one of the biggest drawbacks
of lockdown has been the obliteration of
motorsport. Races have been postponed,
rescheduled, even cancelled. Worse still, track
attendance is the only way most series can be
witnessed. Of course, we get to see Carrera Cup
GB action from the comfort of our own homes
(thanks to ITV4 covering the series as support
for the British Touring Car Championship), but if
club-level racing is your thing, then getting a fix
of fast fun on four wheels at many of the UK’s
favourite circuits has been of a struggle.
We can, of course, hope for a brighter future —
one where talk of coronavirus and incompetent
governance (okay, perhaps that last one is a
bit far-fetched) is a thing of the past. With this
22 January 2021
in mind, we’re thrilled to learn of Porsche Club
Motorsport’s all-new 911 Challenge.
Open to owners and drivers of all pre-1989
air-cooled 911s, the proposed grid is planned to
kick off next season. All 911s from 1965 to 1989
(Carrera 3.2 is the cut-off) are eligible, though
it has become apparent a high number of 964
owners are interested in racing, which is why
the club is looking to introduce an ‘open’ class
to satisfy these demands, as well as those from
owners of heavily modified 911s.
Each race will last one hour with two drivers,
a move designed to help participants keep a
lid on spend by sharing costs. A single driver is
welcome to take part, though a time handicap
will be awarded if this is the case.
Intended to run alongside the long-established
Porsche Club GB Championship, this exciting
new series will be held across seven separate
rounds, all taking place on a Saturday. Sponsor
support comes from Porsche Classic, Petro
Canada Lubricants and Pirelli, with the latter’s
Trofeo R tyres being billed as a control part.
Due to the fact their cars can easily be
converted to race specification, owners of rally-
prepared air-cooled 911s are encouraged to
enter the 911 Challenge. Draft regulations for
the series are due to be published not long after
this issue of 911 & Porsche World goes to press.
To register your interest, contact the club’s
Motorsport & Events Creative, Chris Pruden, by
emailing pru@porscheclubgb.com.
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911 & PORSCHE WORLD 27

BROOKLANDS GIVEN £950K LIFELINE
Brooklands Museum, home to Porsche Club
GB’s fantastic fiftieth anniversary bash for the
914 in 2019, has been awarded a £950,000
lifeline as part of the British Government’s
£1.57bn Culture Recovery Fund (CRF), the
Culture Secretary has announced. The Museum
is one of 1,385 creative organisations across the
UK receiving urgent support. Further rounds of
funding in the cultural and heritage sector are
due to be announced over the coming weeks.
Based on the site of the world’s first
purpose-built motor racing circuit and the most
prolific aircraft manufacturing site in Europe,
Brooklands showcases an incredible collection
of cars, planes and historic buildings, with an
800-strong workforce of dedicated volunteers
serving as its backbone. Like many museums
PORSCHE SIGNS OFF IMSA WITH ONE-TWO AT FLORIDA
Porsche’s latest factory campaign in the North
American sports car scene came to an end
with its dominance of the field at the recent
12 Hours of Sebring. The Porsche GT Team,
coupled with its longstanding technical partner,
Core Autosport, took first and second place
with the highly competitive 991 RSR in a GTLM
class contested by numerous manufacturers.
The win concludes Porsche’s amazingly
successful seven-year programme, which has
delivered seven title wins in the IMSA series,
five championships in the North American
Endurance Cup, twenty-one race wins and fifty-
six podium finishes.
In the 2020 season, the Porsche GT Team
faced a tough test of patience. The new 911
RSR, which had impressively showcased its
qualities at the first races of the FIA WEC, turned
heads in the IMSA series. At the first six events
of the year, the works team posted pole position
four times. During that same period, the team’s
brace of cars led the field over a total of 3,445
24 January 2021
across the world, however, the Weybridge site
continues to face financial challenges as a result
of the COVID-19 pandemic. The next six months
will be exceptionally difficult — Brooklands
faces its usual tough winter season, but with
the added uncertainty of lockdown restrictions.
The funding has been awarded in order to cover
projected losses until spring 2021, as well as an
injection of cash to cover running costs for up
to eight weeks.
“We’re absolutely thrilled to receive this
funding,” beamed Brooklands CEO, Tamalie
Newbery. “Brooklands is an award-winning
museum and can now remain open to visitors.
We can also carry on our valuable work
preserving the Brooklands site and its collection.
As an independent charity, income from visitors
kilometres, which is close to the combined
distances of the Sebring and Road Atlanta
endurances races. Even so, it took until the end
of October for the long-awaited first victory to be
achieved — at Petit Le Mans, the ten-hour race
on the outskirts of Atlanta, Nick Tandy, Frédéric
Makowiecki and Matt Campbell brought the
fittingly numbered #911 car across the finish
line in first place. At the following race, Earl
Bamber and Laurens Vanthoor bagged the first
victory for a factory 911 at Laguna Seca. At that
has always been our main source of funds,
meaning lockdown has had a devastating
impact on cashflow. We are, however, delighted
by the public’s positive response since we
reopened, and this grant means that throughout
the winter months and beyond, visitors will be
able to continue coming to Brooklands and
discover the inspiring stories of what people
have accomplished here.”
The grant is the second boost Brooklands
has had in recent weeks, following its new
educational partnership with Heritage Skills
Academy (HSA), which sees HSA expand from
its current headquarters at Bicester Heritage to
the historic Surrey location, forming a second
teaching site for HSA apprenticeships. For
further details, visit brooklandsmuseum.com.
point in time, the tradition-steeped racetrack was
the only permanent circuit on the annual IMSA
calendar where Porsche hadn’t achieved a win.
Race day in Sebring began with five RSRs
turning parade laps. Dressed in the colours of
Brumos, Coca-Cola and Mobil 1, these striking
motorsport machines were spearheaded by
two of the latest incarnation of 911 RSR, each
finished in commemorative ‘stars and stripes’
paintwork. Thunderous burnouts thrilled those
lucky enough to be in attendance.
 Interior Makeover
An interior makeover is waiting for your air-cooled
911 at Rennline.com. We offer the best selection of
pedals, aluminum floorboards, dash backdates,
door cards, shift knobs, steering wheels, billet
control surfaces and safety devices!

911 & PORSCHE WORLD 25

 PRODUCT CALL

ESSENTIALS
With Christmas just around the corner, here’s the 911 & Porsche World
gift guide for you, your loved ones and your precious Porsche…

DESIGN 911 INTERIOR RESTORATION

KITS FOR G-SERIES 911
There’s no getting away from the fact even the newest air-cooled 911 is more
than two decades old. Sadly, with automotive age comes wear and tear, which
is why it’s reassuring to know independent Porsche parts specialist, Design 911,
is offering complete interior restoration kits for the G-series 911 (1974-1989).
Comprising a new carpet set, door panels, door capping retrims, front and rear
leather seat covers, a trunk carpet set, a bulkhead retrim kit, leather gaiters,
B-pillar trim panels, a new headlining and a metre-square roll of additional
leather, this comprehensive kit can also be optioned with complete new door
pockets, a new dashboard, a trio of knee protectors, new door caps and twin
replacement seat base foams. Additionally, a Targa top restoration kit is
available to order. Complete step-by-step installation instructions and reference
photographs are supplied with each DIY kit, enabling you to rejuvenate the tired
hide in your ride from the comfort of your own home or workshop.
Price: £4,434
design911.com or call 0208 500 8811

NUKE PERFORMANCE 2G SURGE TANK EIBACH HOLLOW ANTI-ROLL BARS

TurboZentrum, supplier of quality performance parts and
turbochargers, has announced details of the second-generation
fuel surge tank from aftermarket manufacturer, Nuke Performance.
Developed for extreme driving environments and perfectly suited
to both forced induction and naturally aspirated applications,
owners can rest assured their cars won’t suffer fuel starvation when
sprinting, drifting, hammering around circuits or engaging in fast-
road fun. CNC-machined from 6063 aluminium, rated at three litres
of capacity and supplied with all fittings and power supply terminals,
this tidy tank can work with up to three external fuel pumps.
Price: £350.97
turbozentrum.co.uk
or call 0161 503 3833
FOR 986 BOXSTER
Hollow anti-roll bar kits improve upon a 986 Boxster’s already impressive
handling, retaining the sophisticated OEM feel and controllable-limit
cornering behaviour of the mid-engined marvel at the same time as
reducing weight (when comparing with factory components). Proving the
point, Eibach’s hollow anti-roll bar offering for the racy roadster (manual
models only) is a massive forty percent lighter than any other kit on the
market, tipping the scales at just 6.27kg. Manufactured from cold-formed
steel alloy and finished with a long-lasting black powdercoat, this twin-bar
bonanza is being offered by RPM Technik with the added bonus of new
SuperPro polyurethane bushes.
Price: £366.50
rpmtechnik.co.uk or call 01296 663824

26 January 2021
 SHIPPING
WORLDWIDE
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PORSCHE 992 TARGA 4S PORSCHE 992 TARGA 4S PORSCHE 991 RSR PORSCHE TAYCAN 4S PORSCHE 935 MARTINI
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 PRODUCT CALL

GCAP PERFORMANCE 991 GT3 RS

TUNING PACKAGES
London-based premium marque tuning and Following a thorough
maintenance specialist, GCAP Performance, assessment of the host
has released details of its duo of bespoke GT3 RS’s health (both
tuning packages for the first-generation 991 mechanically and as
GT3 RS. The Stage 1 option comprises a far as its existing ECU
custom ECU tune for the host GT3 RS’s naturally software is concerned),
aspirated flat-six, boosting the four-litre unit’s the applied GCAP custom
output to between 525bhp and 530bhp with map comprises four key
torque capped at 360lb-ft. The more involved features. First, throttle
Stage 2 option introduces an application- is adjusted to promote
specific decat pipe to the proceedings, lifting greater response. Second,
power to between 540bhp and 550bhp with the car’s engine — known
torque capped at a safe 370lb-ft. Both packages to run slightly lean from
are entirely reversible, enabling a switch back to factory — is treated to
factory specification with ease. an enriched fuel mixture,
Where many tuners access the 991 GT3 RS’s ensuring cooler and more
ECU through OBDII connectors and additional efficient running. Thirdly,
software, GCAP’s technicians connect to electronic torque tables
the unit directly following removal, thereby are altered to get the very
eliminating the risk involved in relying on best ‘pull’ throughout the
third party software to protect the ECU during rev range. Lastly, the rev
custom mapping. This ‘pin on’ approach results limiter is increased by a
in bespoke software being written to the ECU sensible 600rpm.
in a much more controlled environment. What’s Both GCAP 991 GT3
more, the GT3 RS’s electronic brain doesn’t RS tuning packages
need to be opened at any time — there are no have proved popular
changes to the Porsche part’s motherboard. In following completion
fact, there are no hardware alterations of any of development work,
kind, further emphasising the availability of a leading the company to
return to factory specification for resale or main begin its 992-generation
dealer recall purposes. 911 tuning programme.
Additional power from your Porsche is all Heavily suppressed
well and good, but what about standard engine factory ECU software
protection features? Fret not. Both of GCAP’s coupled with the potential
991 GT3 RS tuning packages leave the factory for big bhp and bags of
electronic knock protection, catalyst overheat extra torque from the model’s standard biturbo Porsches in the direction of Notting Hill. Well,
detection and intake air temperature safeguards flat-six promises to open up a strong new what are you waiting for?!
intact, enabling their continued operation generation of custom maps. In the meantime, Price: Stage 1 £700, Stage 2 £3,000
regardless of power upgrades, which GCAP 991 GT3 RS owners in search of more grunt and gcapperformance.co.uk
installs from its headquarters in West London. the release of trapped ponies should point their or call 020 7229 3325

RENNLINE GOPRO CAMERA TOW HOOK MOUNT

Head to any of today’s racing or track events and you’ll see cameras everywhere,
be they professional rigs or smartphones capturing the action. They’ve become
a valuable learning tool for participants to get the most out of their experience,
reliving the day through playback or examining each performance to see where
improvements can be made. One of the most exciting views is at bumper level,
providing a true sensation of speed, especially when darting in and out of traffic.
Rennline’s GoPro camera mount is designed specifically for this application
and attaches directly to the firm’s Rev2 folding tow hook (available separately),
giving you the ultimate vantage point. This low-price bit of kit also eliminates
stability issues endured by those mounting cameras on suction cups.
Price: £46
rennline.com or call +1 802 893 7366

28 January 2021
911 & PORSCHE WORLD 29
 PRODUCT CALL

EVENTURI CARBON-FIBRE INTAKE SYSTEM

FOR 991 TURBO/TURBO S
The Eventuri 991 Turbo carbon-fibre intake the intake duct seals against the underside of and powdercoated for a strong, durable finish.
system was developed through extensive real- the boot-lid using the stock rubber cushion, Eventuri went to great lengths to ensure the
world testing with the aim of allowing the host extending down to seal against the filter intakes are a direct fit using the stock airbox
911’s turbochargers to work more efficiently. By housings. Only ambient air is pulled, with no mounting points. The brackets not only brace
replacing the single stock airbox with individual interference from hot air in the engine bay. the intakes to the chassis, but also allow
patented Venturi filter housings, each snail- Again, in order to maximise flow efficiency, standard engine components to be secured
shaped bhp booster is able to spool with less the transition from the circular openings of the in the very same way they would be with the
drag. As a result, wastegate duty cycles are filter housings to the single air entry point is stock airbox in place. In order to save weight,
lowered, delivering peak boost at lower rpm and, as smooth as possible. The duct also features each bracket has purposely shaped cut-outs
therefore, a welcome increase in performance, twin drain tubes, which direct water away from removing material, yet allowing the overall
sharper throttle response and valuable the filters. The complex geometry of the duct structure to remain rigid.
reductions in sprint times. was necessary to clear the various components Price £2,040
The filter housings comprise bespoke air in a 991 Turbo’s engine bay. Meanwhile, the design911.co.uk
filters, aluminium inlet cowls, carbon pods and brackets are laser-cut from stainless steel or call 0208 500 8811
integrated tubes. The carbon pods shroud the
reverse-mounted filters and smoothly shape
airflow down to the stock turbo inlet tubes. By
separating the inlet path and having a dedicated
filter for each turbo in this way, the intake allows
the turbos to function more efficiently. Crucially,
the Venturi housings organically extend with
a smooth curve from the filter opening to the
stock turbo tubing. This ensures airflow remains
as smooth as possible throughout the system.
Each filter housing features a smooth
reduction in cross-sectional area at the point
they shroud the filters and taper down to the
tubing. This geometry invokes the Venturi effect,
whereby airflow accelerates whilst maintaining
laminar conditions. In many respects, it can
be thought of as a large velocity stack. These
bespoke filters aid the airflow moving through
the housings and allow for an even velocity
profile at the point air exits them.
Crafted from 100% prepreg carbon-fibre,

EBC RP-X ULTRA-HIGH-PERFORMANCE

TRACKDAY BRAKE PADS
The EBC Brakes motorsport division (EBC Brakes Racing) has added RP-X, a new
ultra-high-performance pad, to its product catalogue. RP-X is ideally suited to
Porsches driven hard on the track and possesses a stable friction level of 0.55μ
between zero and 850°C, whilst achieving 100% brake efficiency from cold. This
makes RP-X an excellent choice for sprint or hill climb applications, where full
brake performance is essential without the need to ‘warm up’. It also means RP-X
is the perfect choice for any track scenario, where a high initial bite — as well as
powerful brake response — is desirable. Although RP-X isn’t yet R90 homologated
for use on public roads within EU member states, the fact this material possesses
excellent cold performance means it can be used safely for driving to and from
motorsport events, where local laws permit. EBC does emphasise, however, that
RP-X has been developed for peak on-track performance, meaning higher levels
of brake dust and noise should be expected when compared to the operation of
more road-focused pads.
Price From £130.80
ebcbrakes.com or call 01604 583344

30 January 2021
911 & PORSCHE WORLD 31
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32 January 2021
 COMMENT

TIM HARVEY Tim Harvey is best-known

for being 1992 British
Touring Car Champion and
for being crowned Carrera
Cup GB victor in 2008 and
The problem with using your Porsche with the regularity and 2010. He’s contested the
enthusiasm the manufacturer intended is the rapid accumulation 24 Hours of Le Mans four
times, competed in British
of numbers on the odometer, which can lead to the swift GT and currently serves
swapping of cars, behaviour in no way quelled when sneak peeks as a presenter for ITV4’s
extensive BTCC coverage.
of the latest Porsche GT products find their way online... Find him at @timbo_harvey

F
irstly, let me say what an honour it
is to be writing my first column for
the world’s best-selling monthly
Porsche magazine! I didn’t need
persuading when 911 & Porsche
World’s esteemed new editor,
Dan Furr, invited me to join this fine bastion of
all things Porsche. My own experience with
the brand, both in ownership and, of course, in
racing, covers many of the models we all love
and own, and I’ll be delving into my memory
banks for the columns to follow. Of course, I’ll be
giving my forthright opinions on current models,
as well as reporting on what’s happening in the
world of motorsport. I’m also hoping to join in on
car and product tests to give my personal driving
viewpoint. Watch this space!
My late father once uttered those often-
quoted words, “Porsches are for drivers, Ferraris
are for posers”, which is why it should come
as no surprise for you to learn that throughout
my life, Porsche has remained my favourite
marque. I count myself extremely lucky to
have been able to race and own many different
Porsche models, and to be able to say I’m still
engaged with all things Porsche through my
role as Brand Ambassador for RPM Technik and
as commentator in the Porsche Carrera Cup
paddock (alongside my BTCC duties) for ITV.
Speaking of RPM Technik, I’m pleased to see
the Manthey-Racing GT3 RS MR and GT2 RS MR
builds feature in these pages. I’ve been delighted
to assist with the choosing of specification
and parts for these cars following discussions
with their owners and testing. I first met Olaf
Manthey back racing Porsche Supercup. He and
his team always turned out the best prepared
and most professionally run cars. It has been no
surprise to see the company grow and become
leading experts in the configuration of Porsches
for both road and race use. Manthey-Racing is
now owned 51% by Porsche, meaning everything
the company does has to pass the very same
technical, warranty and testing protocols as the
manufacturer. It’s this research and development
that sets Manthey-Racing apart from any other
company involved in performance Porsche
parts development and preparation. The team
doesn’t design components to ‘look good’ or
purely for marketing profit. Everything it does is
performance related — if a part doesn’t work in
a clearly measurable way, it doesn’t get signed
off. The link to Porsche, the hours and hours of
product design and subsequent testing means if
you buy a Manthey-Racing product, you know it’ll
do exactly as promised.
Lots has been written about the amazing
lap times for both GT3 RS MR and GT2 RS MR
at the Nürburgring, and whilst there is some
criticism of using the Green Hell as a test
track, I can confirm there’s no greater test of
outright performance than this legendary piece
of asphalt. It also happens to be my favourite
circuit anywhere in the world. I only wished I
lived, as Manthey-Racing does, just yards from
the Nordschleife’s front door!
Lurking in my garage right now is my 991.2
GT3 RS, which I’ve just acquired to replace my
previous 991.2 GT3. I like to use my cars both on
and off track, meaning mileage tends to increase
too quickly for me to keep a car very long (at
least that’s what I tell my wife). The truth is, I’d
completed many track related product tests and
reached the maximum of what I was prepared
to subject the car to in road-legal trim. The only
thing I still ached for was ownership of an RS,
which I consider the ultimate track focused
911. Now I have one, I can’t wait to get it to a
trackday. At the time of writing, COVID and poor
weather have prevented this from happening, but
by the time this magazine lands in your hands,
I hope to have put the car through its paces.
It already benefits from full Manthey-Racing
track geometry, Surface Transforms brakes and
Manthey-Racing brake lines, as well as a JCR
exhaust, all fitted at RPM Technik. I also had the
car PPF-treated by Azuri Car Care, meaning it’s
absolutely track ready and as close to a road-
legal Carrera Cup car as I can get. Ideal!
Speaking of GT3s, the new 992 GT3 has been
sneakily revealed in a few YouTube videos.
Whilst I thought Andreas Preuninger, head of
Porsche’s GT department, would have a tough
job of improving on the 991.2 (after all, there is
only so much power you can get from a naturally
aspirated four-litre engine), his team appear to
have done so despite emissions legislation. The
992 GT3 now has the same power as the 991.2
RS, so what will the 992 RS deliver? 550bhp?
The 992 has the same wheel and tyre sizes as
the 991 GT3 RS and, of course, that rear wing!
I think it looks fantastic and, mounted to the
body rather than the rear boot, it can take more
downforce. Thinking about it, this is something
the GT3 RS MR and GT2 RS MR builds share: a
body-mounted wing which requires a whole new
(carbon-fibre) rear deck.
The big news, though, is under the skin. I’m
referring to double-wishbone front suspension.
Whilst not new itself, it’s a first for a 911 and I
can’t wait to see how it behaves. One thing’s for
sure, the time I’ll be spending with my current
RS already looks to be limited! l

January 2021 33
 WEVO Shifter and Gearbox Parts
Historic RSR Parts Collection
Singer Vehicle Design and Sharkwerks Partner

The Netherlands

34 January 2021
 COMMENT

ANDY GREGORY Andy Gregory is the

Community and PR Manager
for independent Volkswagen
and Porsche spares
specialist, Heritage Parts
Whether through the enjoyment of personal projects, or by Centre. When not managing
recognising the valuable work others are doing in a bid to the company’s marketing
and social media, he can
keep automotive product manufacturing, distribution and be found tinkering with his
customer service lines operational, it’s important to draw early 944 or curating the
newly established Stuttgart
positives from the trying times we find ourselves in... Sideshots Instagram feed.

O
ne of the many questions I’ve
been asked in recent times is
how COVID-19 has affected
operations at Heritage Parts
Centre (@driveheritage on
social medial). For a mail
order business like ours, the pandemic has,
of course, had a huge impact on the way we
work — some office staff are now stationed
at home or, as I’m pleased to highlight, we’ve
split our warehouse team into two groups as
a way of minimising risk to individuals and to
enable continued fulfilling of orders. Working
across two different shifts, these teams aren’t
mixing with each other either at work or at play,
meaning if we have to ask one group to self-
isolate (in the regrettable instance a member of
that particular team is showing signs of illness),
the other team can carry on selecting stock.
My role as the company’s Community and PR
Manager has enabled me to carry out my duties
from home. The ‘new norm’ we’ve all had to get
used to was, initially, a time of great upheaval
and disruption for many businesses and their
respective workforces, but as those of us no
longer commuting into the office each day have
had to acclimatise to a new way of working,
I’ve tried to draw many positives from the
situation. For example, since retiring from my
daily commute in mid-March, I’ve been heading
outside and getting exercise when I’d usually
be sat in my car. I’m visiting my local park and
running regularly, which is not only good for
my physical well-being, but has been beneficial
for my mental health, helping me to become
even more productive at home than I was when
working in an office each day.
I’ve also found time to get on with a number
of personal projects. My recently launched
Stuttgart Sideshots Instagram feed (find it at
@stuttgart_sideshots) is proving enjoyable, as
is planning each transaxle-only meet I’ve pulled
together in Littlehampton, near Goodwood
Circuit. With social distancing measures in
place, the first gathering saw ten 944s and a trio
of 924s come out to play. I’m looking forward to
the next outing, where I hope to see 968s and
928s in attendance. For details of when the meet
will take place, follow @Stuttgart_South.
I’ve been asked how Heritage Parts Centre
customer relations have changed in recent
months. As a company, we’ve produced our
own high-quality online magazine for almost
four years, focusing on interesting Volkswagen
and Porsche customer cars and the automotive
culture surrounding air-cooled and water-
cooled models from both manufacturers.
During a time online audiences have looked to
content producers to keep them entertained,
I’ve conducted a number of Instagram Live
interviews with industry personalities, including
Boxengasse creator, Frank Cassidy, magazine
editor and Volkswagen hero, Keith Seume,
Border Reivers head honcho, Tom Fitzsimmons
and automotive photographer, Nick Williams.
These informal chats have been hugely
enjoyable and go some way toward softening
the blow of Heritage Parts Centre having to
postpone its regular on-site car meets. It’s
not unusual for us to welcome more than two
hundred vehicles when hosting Volkswagen or
Porsche-themed events at our Shoreham-by-Sea
headquarters, but with a keen focus on care of
duty for our staff and customers alike, we’ve had
no choice but to call time on these popular get-
togethers until it’s safe to return to the wild.
Continued talk of coronavirus and the
impact it is having on all of us is to be expected
in the current climate, but from a business
perspective, Brexit was already a key concern
for many companies with links to supply chains
and customer bases outside the UK. Heritage
Parts Centre, for example, ships product to 135
countries, including large retail markets within
the European Union. With little time left until the
UK formally exits the transition period, marking
its withdrawal from EU rules, companies like
ours are having to prepare for the change as
best they can with what is still fairly unclear
guidance from government. Understandably,
due to news headlines being dominated by
developments in the COVID-19 story, much of
this effort goes unnoticed, but it’s important
for me to acknowledge the hard work and
dedication of the Heritage Parts Centre team
in continuing to provide an uninterrupted mail
order service to a dedicated customer base.
I’m also delighted to announce the company is
opening a European distribution centre to ensure
uninhibited delivery of parts regardless of the
outcome of Brexit negotiations.
Sadly, with fewer miles covered each day and
lockdown restrictions limiting how freely I can
venture into the outside world, my 944 hasn’t
been used quite as much as I would have liked
in recent months. That’s not to say it hasn’t been
getting attention, though. I’ve found time to fit a
headlamp upgrade kit, resulting in much clearer
vision at night thanks to bulbs sent a stronger
charge directly from the alternator. The car
passed its recent MOT test without too much
bother, and I’ve been working with a friend on
the development of custom 3D-printed inserts to
protect the 944’s jacking points. At the time of
writing, I’ve retired the car from the road, but I’m
looking forward to returning to the driving seat
as restrictions ease in the coming weeks. Until
then, let’s all try to keep well and stay safe. l

January 2021 35
36 January 2021
911 & PORSCHE WORLD 37
Words Dan Furr Photography Porsche, Rich Pearce, Dan Furr, Dan Sherwood

2021’s BEST BUYS 1

THE UNDERAPPRECIATED
Reintroducing a classic nameplate, the 911 SC was a big hit and remains one
of the cheapest routes to owning an air-cooled Porsche…

T
oo numerous. Too basic.
Too blunted in its delivery
of performance. These are
all criticisms that have been
levelled at the 911 SC over the
years. While it’s true to say
there’s a gulf between the power and aggression
of an SC and the same-age 911 Turbo (930), to
dismiss the naturally aspirated model is to make
a huge mistake, especially when taking into
account how accessible it continues to make
ownership of a classic 911.
“These are truly brilliant cars,” beams
James Patrick III, founder of Phoenix-based
classic Porsche parts manufacturer, Patrick
Motorsports. “I’ve owned a wide variety of
air-cooled 911s over the years. Each time
I’ve bought a car, it’s been a ‘level up’ over my
previous Porsche, but now, for the first time, I
find myself wanting to revisit an old favourite
— the 911 SC. It is by no means the quickest or
fastest air-cooled 911, but it’s a very agile car
and is great at sucking up uneven roads.”
He goes on to tell us why he thinks the SC
has remained so incredibly popular since its
introduction in 1978. “It’s an excellent choice
for anyone new to old Porsches, particularly
buyers looking to start a long-term love affair
with air-cooled 911s. There’s enough luxury
equipment to provide a pleasing amount of
comfort, which is reassuring for inexperienced
drivers who might initially struggle to familiarise
themselves with the peculiarities of the way
these cars behave. Of course, a skilled driver
will know exactly when to throttle on and off,
and a passenger ride in an SC with someone
who knows how to get the best out of the model
is sure to open the eyes of any doubter guilty
of thinking 200bhp or less isn’t worth getting
excited about. Make no mistake, though — the
911 SC is a great driver’s car. I’m looking forward
to a return behind the wheel.”
The SC reintroduced the Super Carrera badge
for the first time since discontinuation of the
356. The three-litre machine became the core
911 offering and shifted almost 60k units during
a five-year production run ending with the arrival
of the Carrera 3.2. Such high-volume assembly
(certainly as far as period Porsche production
is concerned) means there’s a huge number of
surviving examples to choose from, and though
the SC marked a streamlined 911 model line-up,
the wide variety of SCs manufactured means
there’s an entertaining choice of body styles and

38 January 2021

trim specification to choose from. Indeed, the
SC heralded the introduction of the very first
911 Cabriolet, signalling the first true Porsche
convertible since the 356 almost twenty years
earlier. Fast-forward to today and SC drop-
tops and Targas are your cheapest options
when on the hunt for an air-cooled 911.
Throughout the SC’s prodigious production
run, various changes were made to
overall specification, including increased
performance, relocating of side repeaters and
the discontinuation of optional Sportomatic
transmission. Special edition models came
and went (notably a celebratory, burgundy-
trimmed Meteor Grey SC commemorating fifty
years of Porsche, as well as the rolling out of
Flachbau (slant-nose) bodywork through the
brand’s exclusive Sonderwunschen (Special
Wishes) programme), but to get hung up on
colour or fabric type is to miss the point of
why an 911 SC is worthy of your attention in
the present. “It was the first 911 marketed to
the masses,” James confirms. “Consequently,
through a simplified 911 product line, the
SC is the sports car that brought awareness
about Porsche’s excellence in engineering
to an audience outside those already in the
know.” It’s also the car that proved to Porsche
911 SC
phasing out the 911 in favour of the
transaxle family was a lost cause.
An unusual-for-the-age zinc-coated
steel monocoque is one of the
reasons so many SCs have survived,
and though it’s absolutely true to
say purchase prices have remained
low when all other 911 values
have skyrocketed, it’s becoming
increasingly difficult to track down
a tidy example at low cost, which is
why we think now is the time to buy,
before the last remaining sensibly
priced SCs disappear. Enter into
the purchase of an old sports car
with open eyes, though — don’t
be tempted to buy the cheapest
example you can find simply
because of a pleasing price point.
Many of these cars will have been
subjected to accident repair and
poor quality restorations at a time
when splashing out big numbers on
an SC made little financial sense.
Find a good one, however, and you’ll
be rewarded with a huge amount of
fun, no matter the body style,
no matter the trim.
January 2021 39

2021’s BEST BUYS 2
SECOND COMING
The follow-up Boxster refreshed Porsche’s mid-engined product offering and
spawned a cool coupe capable of delivering 911-baiting levels of performance…
A
fter the huge success of the
first-generation Boxster, the
987 had a lot to live up to.
The same 914-inherited, mid-
engined, rear-wheel drive, two-
seat configuration was carried
over to the newer drop-top, but it was far more
in keeping with classic Porsche design language
than the 986 and its controversial ‘fried egg’
headlights, which had angered many Porsche
purists. The 987’s front end didn’t feature the
round lights featured on the 997-generation
911, though. Instead, designer, Pinky Lai, took
influence from the Carrera GT supercar’s nose.
He also added larger vents to the 987’s rear
quarters and expanded the wheel arches to
accommodate nineteen-inch rims.
Like the 986, the 987 was clearly a close
relative of its corresponding 911, but the need
for Porsche to save money on design and
assembly wasn’t as pronounced as it once was,
allowing the new Boxster to carve an identity
of its own. Even the arrival of the 987 Cayman
fastback coupe in 2007 didn’t stifle the 997’s
considerable sales, though marque specialists
will admit the ‘mini 911’ is, in many respects,
much better value for money.
Early 987s were available with a base model
40 January 2021
2.7-litre flat-six producing close to 240bhp, while
the Boxster S received a 3.2-litre version of the
same engine, adding an extra forty ponies. As is
the Porsche way, both engines were updated a
couple of years into production, the entry-level
987 offering a slightly reduced 0-62mph sprint
time, the S enlarged to 3.4-litres and a slight
boost in power to 291bhp. A major revision of
the range came in time for the 2009 model year,
however, with Tiptronic S transmission ditched
in favour of the then new PDK (Sport Plus)
seven-speed gearbox. The standard Boxster
engine increased to 2.9-litres of displacement,
developing more than 250bhp. S power output
was now rated at 300bhp.
Chris Lansbury, head of Suffolk-based
Porsche servicing and sales outfit, PIE
Performance, cites the 718 RS60-inspired RS60
Spyder as his favourite 987. “Without
doubt, it’s a future classic,” he tells
us, citing the model’s limited series
production (1,960 units, in recognition
of Porsche’s win at the 1960 12 Hours
of Sebring), its GT Silver Metallic paint,
Carrera Red leather, red fabric roof,
nineteen-inch Sport Design wheels,
Sport Chrono package, model-specific
all-red rear light clusters, Porsche Active
987 BOXSTER/CAYMAN
Suspension Management (PASM), switchable
sports exhaust and S-inherited 300bhp power
output as key selling points. “Don’t get me
wrong, a 3.4-litre 987 is a cracking car,” he
beams, “but if your budget extends to an RS60,
don’t think twice. Not only will you have all
the benefits of 987 ownership, you’ll also be
investing in a sports car that should reward you
with a rise in value as time progresses.”
Whatever 987 you’re considering buying,
be sure to scrutinise the car’s service history.
Engine rebuilds aren’t cheap, so make sure
everything is exactly as it should be. You don’t
want to buy from a seller skipping service
intervals or scrimping on running costs. If in
doubt, ask a marque specialist to conduct an
independent inspection. The price paid may
save you from big bills later down the line.
2021’s BEST BUYS 3

EXPRESS
DELIVERY
If you’re looking for fast fun on four wheels without the 911 price tag,
bag yourself a 944 Turbo before values rise any higher…
Words Dan Furr Photography Dan Sherwood

42 January 2021

N
obody knows the
automotive landscape
where you live better
than your postie.
They’re up and down
every street, on and
off every driveway and, if you’re lucky
enough for your mail merchant’s blood
to have its own octane rating, paying
close attention to the array of weird
and wonderful cars inhabiting your
home town’s garages and workshops.
Needless to say, if you’re looking for a
doer-upper and don’t want to have to
travel far to scribble your name on the
logbook of your next project car, you
might want to consider having a quiet
word with the person who brings those
unwelcome brown envelopes to your
door each day.
This is exactly how the 1986 944
Turbo you see on the pages before you
came into my possession back in April
2017. My friendly neighbourhood postie,
Barry Newman, approached me with
news of a seemingly abandoned 944
he’d observed languishing in a hedge
less than five miles from my home.
So the story goes, the car’s owner was
using the near 220bhp coupe as his daily
drive at a time old Porsches weren’t
commanding the prices they do today.
Sometime around 2011, he inherited a
solid Jaguar XJS from the estate of his
deceased father-in-law, rendering the
Porsche entirely redundant. Needing a
944 TURBO
fair amount of remedial work to pass
its fast-approaching MOT (these cars
weren’t the cherished chariots they are
today), the tired transaxle was parked
in a corner of its keeper’s garden and
more or less forgotten about. The
aforementioned hedge slowly grew
around tired bodywork during the
ensuing half-decade.
Recognising my appetite for taking
on a Porsche project, Barry approached
me with news of this lost treasure after
its owner decided to move home. He
couldn’t take the Porsche with him, but
realising the value of Stuttgart-crested
cars — especially those wearing Turbo
or RS badges — had skyrocketed during
the time the sorry-looking Guards Red
January 2021 43
restoration-in-waiting had been in a
state of suspended animation, he didn’t
want to scrap it. Barry’s description of
rotting bodywork, an interior saturated
with rainwater and mechanical failure
was less than appetising and, truth
be told, if this had been a 944 free of
forced induction, I wouldn’t have been
interested, but with the Turbo now
considered a fast-appreciating classic
(commanding significantly more cash
than even the tidiest naturally aspirated
944), the desirable cost options visible
on this particular car (not limited to
staggered sixteen-inch ‘Teledial’ wheels,
chunky Sport seats and seldom seen
door handles bearing the Porsche script)
and the surprisingly low £600 being
asked for by the seller, there was no way
I was going to allow this poorly Porsche
44 January 2021
to be unceremoniously despatched to
the great scrapyard in the sky.
Why the fuss? In readiness for the
1986 model year, the 944 Turbo was
launched with a turbocharged and
intercooled incarnation of Porsche’s
trusted 2.5-litre eight-valve water-cooled
inline-four. Ground-breaking in many
ways, the model was the first car to
make the same power with and without
a catalyst fitted. Forged engine internals,
ceramic cylinder head port liners
(one of many upgrades thrown at the
M44/51 engine to cope with the Turbo’s
increased operating temperatures,
extra power and harder service life),
an uprated transmission with altered
final drive, a dedicated oil cooler for the
gearbox, stiffer suspension, four-piston
Brembo anchors borrowed from the
same-age 911 Turbo and the option of Above Original 944
a limited-slip differential (as part of an Turbo features a
black PU rear spoiler,
M030 cost-option upgrade adding Koni whereas later models
dampers) formed part of the package. come equipped with a
The most obvious difference from the large raised wing
standard 944, however, was the Turbo’s
appearance. The muscular haunches
of the regular production car remained,
but the Turbo was treated to improved
aerodynamics, including model-specific
bumpers — the front sporting the widest
indicator lenses of any production car —
and lower rear spoilers. Inside, the then
new ‘oval’ dashboard reminded buyers
just how dated the standard 944’s design
had become. Later, when looking to give Below Trick Pioneer
its transaxle family of cars a shot in the double-DIN DAB head
arm, Porsche would carry Turbo styling unit is squeezed into
a modified centre
over to the entire 944 range. By then, console and feeds
the original eight-valve Turbo had been JL Audio equipment
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replaced by a sixteen-valve version of
the force-fed fun machine, introducing
passenger and driver airbags as standard
equipment — another world first.
The 944 boasted near 50/50 nose-
to-tail weight distribution thanks to the
front-engine, rear-transaxle layout, which
afforded the model superior handling.
Moreover, the Turbo’s torquey lump and
punchy K26 turbocharger combined to
COMPLETELY PLANTED TO THE ASPHALT
AT ALL TIMES, THIS OLD PORSCHE IS
FOCUSED IN A WAY MANY MODERN
SPORTS CARS STRUGGLE TO ACHIEVE
outstrip the performance credentials
of the Carrera 3.2 by contributing to
a top speed of 152mph and prompt
acceleration, allowing the dash to 60mph
from rest to be completed in just 6.1
seconds. Better fuel consumption also
proved attractive to Porsche showroom
visitors. Equally as appealing, as I would
discover, is the engine bay of a 944 Turbo
to rodents — when I finally managed to
prize my hedge-find’s bonnet open, a
rat nest, mouse nest and, amazingly, an
46 January 2021
abandoned bird nest were there to greet
me. In short, this car was a biohazard.
The heavily faded paintwork was
covered in bird droppings, moss, green
slime and a thick layer of dirt. When I
was able to force my way into the cabin,
the overwhelming smell of mildew
(punctuated by the sight of rotting fabric
and mouldy Linen leather) confirmed
a compromised sunroof seal. The
windscreen was cracked, too.
The door bases, sills and wing
bottoms were kaput, but at least all the
car’s original equipment was present and
correct, save for its factory head unit. A
thick history folder featuring a plentiful
supply of paperwork from supplying
dealer, Porsche Centre Cambridge,
and independent specialists, including
Autofarm, accompanied the car, as did
hand-signed letters from Porsche Cars
GB’s then Technical Services Manager
(later, Porsche Club GB’s motorsport Above Turbo styling
coordinator), Steve Kevlin. was a world away
from the ‘toothy’ front
Clearly, there was much work to be end of the regular 944
done if this Porsche was ever going to
be returned to the road. The fact couldn’t
have been more pronounced than when,
after dropping the car onto my driveway,
I attempted to jack it up in the hope
of seeing just how bad the underside
was. The jack kept going, but the body
remained level — suspension mounts
and jacking points were rotten.
The new arrival was soon packed off
to Banbury-based 944 specialist, Retro
Restorer, where it spent much of the
last couple of years being treated to an
overhaul of its bodywork and mechanical
components. New metalwork included
inner and outer sills (a problem for
most 944s as they come of age), all
the aforementioned trouble spots,
the area around the fuel filler and the
offside rear panel. With glass out and
replacement doors fitted, the restored
bodywork was covered in a fresh lick
of Guards Red, before being shipped to
detailing outfit, Cambridge Concours,
for two weeks of intense polishing and
a protective Gtechniq ceramic coating.
A new windscreen accompanied all
new window seals, which were ordered

Above Deep-pile through parts specialist, Design 911. In
black carpets and fact, the firm supplied most of the OEM
accompanying
Nero leather (with Porsche parts used throughout this
anthracite perforated build. The list is too long to detail here,
centres) makes for but included everything from window
a mean and moody
retrimmed cabin stickers to a top-end rebuild kit. As you
can imagine, the turbocharged unit
was in need of recommissioning, with
all new belts, fluids, K&N filters, water
pump (as well as the turbocharger’s
own temperature control pump), seals,
thermostat and expansion tank added to
a parts and job list which most recently
saw the cylinder head lightly skimmed
and reinstated with all new gaskets and
Below Liberal use of an overhauled valvetrain. Supporting
luxurious Alcantara equipment came from a variety of
and sexy red double
stitching is influenced retailers, including Frazerpart, Heritage
by modern GTS trim Parts Centre and Woolie’s Workshop.
Inside the car, the transformation is
nothing short of astonishing — making
use of the guts of the formerly damaged
electrically adjustable Sport furniture,
premium automotive upholsterer,
Awesome Classic & Custom, has
comprehensively reworked the interior,
which now features beautifully trimmed
seats boasting Nero hide for the outer
sections and perforated anthracite
leather for the centres. Red double-
stitching features throughout, not least
across the matching door cards.
Bringing to mind modern GTS
interiors, lashings of Alcantara also
feature prominently, most notably
covering the dashboard. Meanwhile,
deep-pile jet black carpets run from
front to back, passing colour-coded
944 TURBO
seat belts (manufactured by Quickfit
Safety Belt Services) and rear pews
not big enough to carry anyone but the
smallest of children, before covering
boot space playing host to a YBX-series
Yuasa battery and a stack of JL Audio
equipment, including an amplifier and
a subwoofer perfectly sized to live in
the car’s spare wheel well. I’ll report on
the in-car entertainment upgrades in a
forthcoming issues of 911 & Porsche
World, suffice to say a big thanks go
to London-based automotive electrics
specialist, Air & Sound, for connecting
the kit and for modifying the centre
console to accept a nifty Pioneer
AVIC-Z920DAB double-DIN head unit.
Toys are all well and good, but how
does this resurrected 944 Turbo drive?
January 2021 47
Eight hundred miles into ownership, I can
confirm my gorgeous red road rocket
has exceeded expectation, though I
concede its handling has been hugely
improved over stock specification thanks
to my decision to invest in GAZ GHA
coilovers (retaining the rear torsion bar
setup), a full complement of Powerflex
polyurethane bushes, Toyo Proxes tyres,
all new bearings, EBC discs and a set
of the company’s Yellowstuff pads.
Goodridge braided hoses ensure firm
pedal feel, while chassis tuning, including
re-indexing of torsion bars, corner
weighting, ride height adjustment and
full alignment, has been carried out by
the talented team at Porsche suspension
specialist, Center Gravity. All suspension
48 January 2021
components have been powdercoated
with a gloss black or silver finish.
Following Center Gravity’s work, the
way this car follows the line through
corners at pace is unreal. Understeer is
virtually non-existent. How my revitalised
Porsche capably launches out of a
bend is also impressive, behaviour
influenced by the welcome addition of
a Quaife ATB limited-slip differential
working hard at the rear. Completely
planted to the asphalt at all times, this
near forty-year-old Porsche is totally
focused in a way many modern sports
cars struggle to achieve. The steering
is perfectly weighted, felt through the
custom-stitched MOMO Prototipo drilled
three-spoke, and though the process of
getting to high speed isn’t as rapid as Above The car’s
one might be used to if stepping out of recommissioned
engine pulls like
a much newer car (let’s not forget we a train and looks
live in an age when we think nothing radically different to
of hot hatches pumping out 300bhp how it did in 2017
as standard), this pretty Porsche,
which offers the perfect balance of
performance and practicality, has no
trouble holding its own in modern
traffic. It really does deliver a thoroughly
engaging driving experience and one
benefiting from the compact cabin,
though I’ll need to be careful climbing in
and out — the big-bolstered Sports seats Below If ever you
require something akin to contortion of needed convincing of
my frame to avoid scuffing. the perils of leaving
an old Porsche out to
Pedal position is excellent and, pasture, then take a
pleasingly, the engine’s response to driver look at these photos
BEVERLY HILLS CAR CLUB
SPECIALIZED DEALER OF EUROPEAN AND AMERICAN CLASSIC CARS

1964 Porsche 356C Cabriolet

Stock #11507

The 1964 Porsche 356C Cabriolet featured here with matching numbers (Kardex Included) is available in a gorgeous color combination of Champagne Yellow with
a green interior. It comes equipped with a 4-speed manual transmission, dual Weber carburetors, soft top, boot, and solid wheels. An extremely sought after 356C
Cabriolet which had the same owner for many years and is mechanically sound. For $119,500

1966 Porsche 912 3 Gauge Coupe #12623
The 1966 Porsche 912 3 Gauge Coupe featured here with matching
numbers is available in red with a parchment interior. It comes
equipped with a 5-speed manual transmission, dual Solex
carburetors, 4-wheel disc brakes, solid wheels, and a jack. A very
desirable Porsche 912 which is mechanically sound.
For $34,750
1968 Porsche 912 Coupe #12664
This gorgeous 1968 Porsche 912 Coupe featured here with
matching numbers is available in white with a black interior.
It comes equipped with a 5-speed manual transmission, dual
carburetors, 4-wheel disc brakes, and Fuchs wheels. An excellent
original blue-plate California car which is mechanically sound.
For $39,950
1969 Porsche 911S Targa # 12748
This 1969 Porsche 911S Targa is available in its factory color code
#6809 tangerine with a black interior. It comes equipped with a
5-speed manual transmission, 1971 Porsche 911S 2.2-liter engine,
Weber carburetors, 4-wheel disc brakes, and Fuchs wheels. An
original California car which had the same owner for many years.
The Porsche 911S Targa is also mechanically sound.
For $69,500
1970 Porsche 914-6 #12243
This gorgeous 1970 Porsche 914-6 featured here with matching
numbers with the Certificate of Authenticity included, is available
in Metallic Red with a beautiful black leatherette interior. It comes
equipped with a 5-speed manual transmission, Weber carburetors,
4-wheel disc brakes, and Fuchs wheels. Also included is a recent
service totaling over $3,000. The most sought-after model of 914
variants that are climbing in value. A very presentable example
which is mechanically sound.
For $69,950

1973.5 Porsche 911T CIS Targa #12728 1980 Porsche 911SC Coupe #12527 1985 Porsche Carrera Coupe #12573 1986 Porsche Carrera Coupe #12555
This extremely sought after 1973.5 Porsche 911T CIS Targa
featured here with matching numbers is available in its factory
color code #622 Beige Gray with desirable sport seats with
Houndstooth inserts, It comes equipped with a 5-speed manual
transmission, 2.4-liter engine, 4-wheel disc brakes, Fuchs wheels,
tool kit, and jack. Do not miss your chance to jump into the
ownership of this beautiful 911T CIS Targa that was featured in
a Porsche book. An impressive original California car which had
the same owner since 1985 and who was consequently a Porsche
Club of America (PCA) member. The Targa is mechanically sound.
The 1980 Porsche 911SC Coupe featured here with matching
numbers is available in its factory color code # 451 Mocha Brown
with a sand beige interior. It comes equipped with a 5-speed
manual transmission, 3.0-liter engine, air conditioning, cruise
control, power windows, sunroof, 4-wheel disc brakes, and Fuchs
wheels. Also included with this vehicle are receipts totaling over
$16,000. A well-priced 911SC Coupe which is mechanically sound.
The 1985 Porsche Carrera Coupe featured here with matching
numbers is available in its factory color code #027 India Red with
a black interior. It comes with a clean Carfax and is equipped with
a 5-speed manual transmission, cruise control, power windows,
4-wheel disc brakes, sunroof, tool kit, and Fuchs wheels. A
formidable well-priced Carrera Coupe which is mechanically
sound.
The 1986 Porsche Carrera Coupe featured here with matching
numbers and 88,050 miles on the odometer is available in its
factory color code #33P Iris Blue Metallic with a sand beige interior.
It comes with a clean Carfax and is equipped with a 5-speed
manual transmission, air conditioning, cruise control, power
windows, sunroof, jack, air compressor, 4-wheel disc brakes, and
Fuchs wheels. Also included with this vehicle are receipts totaling
over $12,000. A marvelous sports car which is mechanically sound.

For $96,500 For $39,950 For $46,500 For $54,500

1986 Porsche 930 Turbo Coupe #12717 1988 Porsche Carrera Coupe #12781 1996 Porsche 993 Carrera Coupe #12812
The 1986 Porsche 930 Turbo Coupe featured here with matching The 1988 Porsche Carrera Coupe featured here with matching
numbers is available in its factory color code #027 India Red with numbers and 56,433 miles on the odometer is available in Slate
a black interior. It comes equipped with a manual transmission, air Gray Metallic with a black interior. It comes with a clean Carfax
conditioning, power windows, sunroof, 4-wheel disc brakes, and and is equipped with a G50 5-speed manual transmission, air
Fuchs wheels. A beautiful color combination 930 Turbo which is conditioning, power windows, sunroof, 4-wheel dis brakes,
mechanically sound. jack, and Fuchs wheels. A very desirable sports car which is
mechanically sound.
For $72,500 For $44,500
The 1996 Porsche 993 Carrera Coupe featured here with matching
numbers (Porsche Production Specification certificate included)
and 56,578 miles on the odometer is available in an amazing
factory color combination of Arena Red Metallic with beautiful
cashmere beige interior. It comes with a clean Carfax and is
equipped with a G50 6-speed manual transmission, 3.6-liter
engine, cruise control, dual airbags, air conditioning, power
windows, power steering, power sunroof, power mirrors, limited-
slip differential, 4-wheel dis brakes, and 5-spoke wheels. Also
included with this vehicle are receipts totaling over $25,000.
A gorgeous low mileage German sports car
which is mechanically sound. For $64,500
1965 Porsche 356C Coupe #12687
This extremely desirable 1965 Porsche 356C Coupe is available in
a gorgeous color combination of Champagne Yellow with a black
interior. It comes equipped with a 4-speed manual transmission,
1600 Super engine, dual carburetors, 3-spoke wood steering
wheel, rear luggage rack, front-wheel disc brakes, and solid
wheels. A very fun and exciting German classic which still retains
some of its original paint. The Porsche 356C is mechanically
sound.
For $64,500

LOOKING FOR CLASSIC OR LUXURY SPORTSCARS?

• We Buy and pick up from any USA location • Worldwide Shipping
Please check our website as we have cars being delivered daily
Alex Manos, BEVERLY HILLS CAR CLUB 4576 1/2 Worth St., Los Angeles, CA 90063
T: (310) 975-0272 http://www.BeverlyHillsCarClub.com E: sales@beverlyhillscarclub.com

911 & PORSCHE WORLD 109

input is surprisingly quick. There’s none
of the lag typical of turbocharged sports
cars of the period, making this potent
Porsche feel, dare I say it, quite modern,
though it’s an impression immediately
undone when turning the oh-so-naff
WITH 944 TURBOS NOW GENERATING THE
APPRECIATION THEY’VE DESERVED FOR SO
LONG, IT COULDN’T BE A BETTER TIME TO
HAVE RETURNED THIS ONE TO ACTION
Fisher Price-spec headlight switch and
seeing the covered pop-up headlights
rise into view. They’re a defining feature
of the 944, replaced by exposed lens
pop-ups on the 968 before North
50 January 2021
American highway laws and European
pedestrian safety legislation made it
difficult for manufacturers to continue
producing the parts at sensible cost. Pity.
In the coming weeks and months,
I’ll be exploring my 944 Turbo’s
performance potential and furthering
my understanding of the car’s quirks,
including its unique characteristics
earned as a direct consequence of the
various aftermarket components I’ve
added. It’s going to be a fun phase of Above and bottom
learning and something I’m thrilled to Solid roadholding is
assured thanks to
be able to do, especially with still-vivid grippy Toyos, GAZ
memories of this radiant red Porsche coilovers, a Quaife
dormant in a hedge. What’s more, with limited-slip differential,
Powerflex polybushes
944 Turbos now generating the kind of and chassis tuning by
appreciation they’ve deserved for so Center Gravity
long, it couldn’t be a better time to have
returned this early example to action.
I wouldn’t necessarily recommend
checking under local hedgerow for one
to call your own, mind. Perhaps start
with a scan of classifieds in the hope
of securing a 944 Turbo while surviving
examples remain available at sensible
cost? Then again, based if my findings
are anything to go by, maybe you should
have a word with your postie? You never Below MetaTrak VTS
Cat 5 vehicle tracker
know what hidden treasures they may fob and the obligatory
be able to tell you about! l Porsche crest keyring
Holidays are coming...

Always Stuttgart Classica.

stuttgart-classica.co.uk

2021’s BEST BUYS 4
THE SWEET SPOT
The 997 Gen II Carrera S packs a big punch and, in recent
months, has noticeably depreciated in price…
R
PM Technik’s Technical Director,
Ollie Preston, takes a moment
to consider what he might
recommend to 911 & Porsche
World readers as 2021’s best
buy. “It’s a difficult question
to answer,” he reasons, recognising we’re not
focusing our attention exclusively on price.
“Turbocharged 2.5-litre four-cylinder 718s are a
great choice,” he starts. “You can tune them to
crazy power without spending a fortune. I’m also
a massive fan of the original 996 GT3. Even with
the original no-cost Clubsport package, these
cars aren’t commanding crazy money right now.”
A short time later, he tells us he’s settled on
the Porsche he thinks should be at the top of
shopping lists for shrewd buyers during the year
ahead. “It’s got to be the second-generation
997 Carrera S,” he smiles. “I’d hold out for a
non-sunroof coupe with a manual gearbox.
When on the hunt for a proper driver’s car, this is
rewarding specification, but it’s also quite rare
due to the popularity of the PDK semi-automatic
transmission at the point of 997 Gen II
52 January 2021
production. In my opinion, this early incarnation
of the system hasn’t aged well, which is
immediately noted when jumping into a much
newer PDK-equipped 911, hence my preference
for a Carrera S with a stick shift.”
Introduced in 2009, the facelift 997 (unveiled
at the 2008 Paris Auto Show) showcased
a new range of naturally aspirated engines,
revised body styling, a redesigned Porsche
Communication Management (PCM) system,
Bluetooth connectivity and an updated exhaust
design. Exaggerated horror stories concerning
the first-gen 997’s mechanical reliability ensured
the newer model held its value on the used car
market, but prices have softened during the
course of the past eighteen months, making the
cost of buying an early Gen II not as much of a
stretch beyond 997 Gen I money as it once was.
Like its same-badged predecessor, the
second-gen 997 Carrera S makes use of a 3.8-
litre flat-six (as opposed to the base Carrera’s
3.6-litre unit). Despatching the zero to sixty
dash in 4.7 seconds and reaching a top speed
of 188mph, the model delivers significantly
997 CARRERA S
more power and pace than the older 3.8-litre S,
even when the earlier car is equipped a factory
Powerkit. “The second-generation 997 Carrera
S is, in many regards, the best mix of traditional
and modern 911 development,” Ollie muses.
“Non-electric power-assisted steering is just
one example of how the car engages its driver
without feeling like the host 911 is doing all the
work. An engine free of forced induction, two-
wheel drive and great styling makes it a fantastic
Porsche package and one I think will hold its
value well for the foreseeable future, following a
recent levelling of sale prices.”
From base model to Turbo and everything
in between, second-gen 997s have been
considered Porsches to pounce on when offered
at low cost in recent years. They’re relatively
straightforward 911s to maintain and can
quickly adapt from daily drivers to weekend
warriors, but bear in mind the oldest examples
may be in need of a tad more love and attention
come service time. Even so, they’re 911s
completely worth the spend — the 997 Carrera S
rightly remains a firm fan favourite.

2021’s BEST BUYS 5
SWINGING FROM THE HIP
The success of the Boxster makes us wonder why it took Porsche so long to repeat the 914/6’s
winning formula of a two-seater roadster powered by a punchy, mid-mounted flat-six…
T
aking the form of a Targa-topped
two-seater with a mid-mounted
air-cooled engine, the 914 was
radically different to the 911,
although it was always destined
to be – its mixed parentage
decreed it. Produced under a gentlemen’s
agreement between Volkswagen chief, Heinz
Nordhoff, and Ferdinand ‘Ferry’ Porsche, the flat-
surfaced 914 was a vehicle sold by both VW and
Porsche in period. A mooted replacement for
the Beetle-based Karmann Ghia, the car would
double up as the new-for-the-time entry-level
Porsche. Initially powered by either a 1.7-litre
VW four-cylinder engine (shared with the Type 4
saloon) or a two-litre six-cylinder unit borrowed
from the base model 911 T, the 914 carried
hopes for the sports car success of both brands.
In Europe, the car was launched as the twin-
badged VW-Porsche 914, with the most basic
914/4 delivering just 80bhp, yet Bosch electronic
fuel injection helped the 900kg roadster sprint
from zero to 62mph in thirteen seconds.
Admittedly, that’s less than eye-popping by
today’s standards, but the car’s top speed
of 110mph was considered to be more than
adequate for an entry-level Porsche five decades
ago. Indeed, the 914 was an advanced bit of kit,
sold complete with disc brakes and a five-speed
gearbox. Sales were forecast at 30,000 units
per year, but with an asking price considerably
higher than the cost of a 912 (a consequence
of arguments about liability for tooling costs
between new VW head honcho, Kurt Lotz, and
Porsche), the new model proved to be a hard sell
— the quantity of cars expected to leave dealer
showrooms only reached sales target figures in
the summer of 1973. Moreover, Porsche found
its 110bhp six-cylinder 914/6 variant was even
more difficult to shift. This, despite improved
specification and a 0-62mph dash of 9.9
seconds. Even a top speed of 125mph failed to
engage the car buying public in large numbers.
It wasn’t just performance where differences
between the 914/4 and 914/6 were marked.
The 914/6 featured a vinyl-trimmed rollover
bar, chrome bumpers and 5.5J fifteen-inch
wheels (an inch wider than those fitted to
the 914/4). Additionally, five-spoke Fuchs
alloys could be ordered as a cost option from
Porsche main dealers. In the 914/6’s cabin, an
8,000rpm rev counter, a 150mph speedometer,
an oil temperature gauge and a hand throttle
highlighted the additional power on
offer from Stuttgart’s version of the
square-edged roadster.
Criticism was levelled at the 914/4
by those in the motoring press who
914/6
considered its VW-sourced four-cylinder engine
to be vastly underpowered. Such complaint
took attention away from the 914’s all-new
independent rear suspension, a system coupled
with a 911-derived front end affording the 914
a handling balance few sports cars of the time
could muster. Later, many journalists would
concede the location of the 914’s engine made
it a thoroughly enjoyable car to drive with better
handling than the contemporary 911.
In view of the fact just 3,314 914/6s were
sold – a figure drastically below what had been
expected – Porsche dropped the six-cylinder
car in readiness for the 1973 model year,
making it a rare find today. Desire for the model,
however, has grown strong in recent years, so
much so that 914/6 conversions carried out on
four-cylinder cars have become big business
(James Patrick III founded Patrick Motorsports
on exactly this work and continues to offer
everything required for a switch to the big
six). Nothing quite beats owning the real deal,
though. The biggest challenge you’ll face is
finding one. Good luck!
January 2021 53

2021’s BEST BUYS 6
INSIDE TRACK
Arguably the most focused model in Stuttgart’s long-running transaxle family
of cars, the 968 Club Sport is one of the Porsche scene’s best kept secrets…
W
ith no available cash
to develop an entirely
new model to replace
the massive-selling —
but fast fading — 944,
Porsche decided to
press on with yet another evolution of the 924’s
original design. Having already worked through
two generations of the 944, the new-for-the-
1990s transaxle was intended to be launched
as the 944 S3.
By the time S3 development was in full swing,
Porsche’s design team — led by Dutch stylist,
Harm Lagaay, who’d had a hand in 911, 924, 944
and BMW Z1 projects before going on to pen
the Boxster, Cayenne, 993, 996 and Carrera GT
— had used so many new components (“eighty
percent of the new car’s mechanical parts are
either significantly modified or completely
replaced”) that Porsche’s marketing men felt
an entirely new nameplate was better than
trying to link the new model to the outgoing
944 S2. Consequently, Porsche’s new sports
car was unveiled as the 968 and, between
1993 and model end in 1995 (coinciding with
the retirement of the 928, thereby concluding
production of Porsche’s transaxle family of cars)
was offered in range-topping Club Sport trim.
The model’s brilliant combination of
performance and practicality is matched by
54 January 2021
impressive speed and excellent handling —
Porsche test driver and two-time World Rally
Championship victor, Walter Röhrl, declared
the 968 Club Sport to be the best-handling
sports car the brand had ever produced. With
unmolested examples available to buy right now
for little more than £25k (to put that price into
perspective, you’ll need to add an extra £100k if
you want a Club Sport-badged Carrera 3.2), the
‘CS’ is a very tempting proposition for those who
aren’t obsessed with the idea of getting behind
the wheel of a 911.
Powered by a development of the 944 S2’s
three-litre inline-four, the 968 was the last new
front-engined Porsche before the arrival of the
Cayenne SUV in 2003. It was also the last four-
cylinder Porsche until the introduction of the
718 Boxster in 2016. The firm’s now famous
Variocam variable valve timing system debuted
on the 968, before going on to become a feature
of the 993-generation 911. Club Sport trim
ditched much of the standard car’s luxuries,
including power windows, sound deadening
material, rear wiper, power seats (replaced
by lightweight racing seats), rear seating, and
did away with much wiring, while an uprated
suspension system delivered a lowered ride
height. A three-spoke non-airbag steering
wheel and a limited list of exterior colours
(Grand Prix White, Speed Yellow, Guards
968 CLUB SPORT
Red, Riviera Blue, Maritime Blue and gloss
black) also formed part of the package, with
body colour carried over to seventeen-inch five-
spokes and seat backs. Club Sport decals were
offered for each side.
Reduced overall weight (110kg lighter than
the standard 968) coupled with Porsche’s
responsive three-litre naturally aspirated
water-cooled inline-four — treated to a host of
upgrades over the earlier 944 unit — allowed
promotion of the Club Sport’s on-circuit
abilities (a top speed of 162mph and a sprint
to 60mph from a standing start in little more
than 5.5 seconds), talents which gave cause
for the motoring press to crown the Club Sport
as Performance Car of the Year shortly after
launch. Today, this amazingly balanced Porsche
is available in tip-top condition to buyers for
much the same price as a ropey 911 SC. That’s
a compelling argument for purchase made
even stronger by the fact hardly anyone outside
Porsche circles knows the 968 exists, largely
due to less than 13k examples of all variants
rolling off the assembly line. Exclusivity, power,
style and superb value for money — we can’t
think of a single reason not to buy one.
 The Porsche seat belt specialist

Period and modern style seat belts

for your Porsche. Classic belts,
modern belts & re-webbs.

• Seat belts and harnesses supplied and fitted

• Bespoke service • Original belts refurbished
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Call: 0208 206 0101 Email: sales@quickfitsbs.com
quickfitsbs.com

ENGINE REBUILDS FROM £2,300 + VAT

T: 01204 302809 E: auto@hartech.org www.hartech.org

56 January 2021
Front turn signal, left / right, EU, for Porsche Front turn signal, left / right, USA, for Porsche
911 / 912, 65-68, original production, Bosch, 911 / 912, 65-68, original production, Bosch,
housing metal 550,00 € per part housing metal 550,00 € per part

Tail light, left / right, EU, for Porsche 911 / 912, Tail light, left / right, USA, for Porsche 911 /
65-68, original production, Bosch, housing 912, 65-68, original production, Bosch, hou- hou
metal 671,00 € per part sing metal 671,00 € per part

Cylinder head for Porsche 356C/SC / 912, new

prod., new heads with valves / springs / spark
plugs / etc., ready to install, sale only as set Contact plate for Porsche 911 / 912, 65-73 /
3990,00 € set price 914/6 94,80 €

Thermostat, front oil cooler, for Porsche 911, Carpet strip, stainless steel polished, original
2.0S / 2.2S / 914/6 GT 589,00 € optics, Porsche 911 / 912, 65-67 107,90 €
Piece price (Euro) exclude VAT, Dealer enquiries welcome
Ambergstr. 3 • 86633 Neuburg/Donau • Tel (+49) 84 31 / 40 740 • Fax (+49) 84 31 / 42 174 • www.sportwagen-eckert.com • info@sportwagen-eckert.com
2021’s BEST BUYS 7

NEW WORLD
ORDER
Look past purist sneers — the 996-generation 911 is
a forward-looking icon and an undervalued bargain…
Words Emma Woodcock Photography Dan Sherwood

58 January 2021

R
evolution in less than
four and a half metres.
The wraps came off the
new 911 at the 1997
Frankfurt Motor Show
and the world stood
in shock. Here was a Porsche like no
neunelfer production car to go before:
the new arrival was equipped with a
fresh platform, interior and – most
shocking of all – a water-cooled engine.
From its faired-in headlights to the high,
rounded rear bumper, the 996 Carrera
radically adapted the 911 concept for a
new generation of sports car fans.
The 996 came at a pivotal time for
Porsche, which had endured weakening
sales throughout the early 1990s.
Something needed to change. The 1993
Detroit design study by factory curve
creators, Pinky Lai and Harm Lagaay,
pointed the way forward. A two-seat
roadster with smooth, constantly
varying lines and headlights following
the front end in a complex S-shape, the
Detroit soon became the 986 Boxster
and heavily influenced the 996 Carrera.
Critics praised the novel styling of
both models, but the newcomer’s real
innovation lay beneath its skin.
There’s no escaping the water-cooled
engine. It stole headlines when the
996 was new and, even today, causes
many Porsche purists to give the model
a wide berth. Smoother, quieter and
more environmentally sound than the
air-cooled units of yore, the M96 engine
also features the first four-valve head in
a production 911, as well as Variocam,
a system designed to adjust camshaft
YOU & YOURS
timing to further reduce emissions and
increase power. The 3.4-litre flat-six was
a technical marvel back then and still
holds its own today, producing 300bhp
and 258lb-ft in its original application.
Other running gear is developed to
match. Advances include wider tyres,
bigger brakes and a cast aluminium
refinement of the 993’s multi-link rear
suspension, all combining to produce
a smooth-driving 911 that handles with
an easy consistency no air-cooled car
can match. Despite all these changes, a
996 Carrera even manages to lose fifty
kilograms over its predecessor, tipping
the scales at 1,317kg.
An entirely new bodyshell and chassis
form the heart of the 996, creating
a car that’s lower, slightly wider and
twenty centimetres longer than the
January 2021 59
911 it replaced. The high-strength steel
construction also improves safety — the
metalwork is forty-five percent stiffer
than that of the 993 — especially after
Porsche added further side impact
protection in 1999. A much-improved
interior features, correcting the offset
driving position of air-cooled cars,
providing more space and adding a
reach-adjustable steering column.
With since-familiar overlapping dials
and curved surfaces, the 996 left the
sharp edges of earlier 911 dashboards
squarely in the past.
Early reviews were rapturous, leading
the 996 Carrera to win accolades around
the world for being “the best sports car
of 1998”. Some magazines crowned it
“the greatest driver’s machine of 1999”
and more than one title compared the
new 911 with the Ferrari 360 Modena.
Hitting 60mph in 5.2 seconds and
60 January 2021
powering on to 174mph, the Porsche
certainly had the performance to fight
Italy’s supercars. Before long, though,
opinions began to change. The 996 was
suddenly considered too competent, too
refined and its once-praised appearance
was now “ugly” and “soft-edged”. Values
began to tumble. For buyers today, the
good news is that the price of hopping
into a 996 remains low.
NEW TRICKS
964 and 993-generation 911s enjoy
growing classic appeal, while the twenty-
first century 997, 991 and 992 offer
ever-increasing power and technological
capability. As the genesis of the water-
cooled 911, the 996 sits between these
two eras in the timeline of Porsche’s
flagship model. It’s a place many sports
car fans are guilty over overlooking. The
996 delivers similar performance to its
immediate successor, with a dose of Above While its
1990s nostalgia for good measure, yet orange-lit dashboard
instrumentation feels
remains the very cheapest 911 available. dated, the 996 carries
High mileage, privately offered cars Porsche’s classic 911
start below juts £12k, while a budget silhouette with grace
knocking on the door of £17k gives
buyers an impressive range of cars to
choose from.
Watch the market carefully and you
can find a basic 996 Carrera combining
all of the most desirable features and
optional extras. Seán Matthews did
just that to find his 1999 Guards Red
machine. Pre-2000 cars like his benefit
from a cable throttle, combining with the
standard six-speed manual transmission
to give a level of mechanical feedback
Below Today’s low
that’s prized by enthusiastic drivers. cost entry into 996
Seán’s car has the looks to match ownership has
its driving experience, pairing the clean encouraged many
enthusiasts to
lines of the optional sunroof delete tastefully modify their
with the aggression of Porsche Aerokit treasured 911s
styling. Developed from Carrera Cup
cars and predating the similar visual
treatment applied to the GT3, this
attractive package delivers a deeper
front lip, full length side skirts and a
higher, fixed rear wing with an integrated
third brake light. Wellingborough-based
automotive refinishing firm, Colourkraft,
recently repainted the body kit and
added multiple layers of lacquer to keep
Seán’s 911 looking its best. Inside, the
car enjoys the ruched extended leather
BBS LM F1 CHAMPIONSHIP ALLOYS
MANUFACTURED BY THE COMPANY’S
JAPANESE SUBSIDIARY AND RARELY SEEN
OUTSIDE THE LAND OF THE RISING SUN
package and deviating red stitching for
complete luxury, further enhanced by
an aftermarket Alcantara trim of the
steering wheel.
The car set Seán back £20k, but it’s
been worth every penny. “It’s my perfect
911,” he says. “The previous owner
paid £14k, but I didn’t buy a 996 as an
appreciating asset. There aren’t many
Carreras in this specification and it suits
62 January 2021
me perfectly.” Values have been rising
steadily as a new generation of marque
enthusiasts has been buying the 996, it
being the 911 of their formative years.
“I was studying for my GCSEs when
the 996 was launched,” Seán recalls. “A
silver Carrera drove past me every day
as I walked home from school. The car
looked so futuristic, so space age. The
996 has a unique look among 911s. I’ve
loved the model ever since setting eyes
on the silver stunner of my youth.”
As founder of RennEleven — a fast-
growing Instagram hub for 911s old
and new — Seán stands at the heart of
this new demographic. As is the case
with all 911s, community is key to how
these cars are enjoyed, yet the modern,
versatile and affordable 996 platform
lets enthusiastic owners express
their individuality without concern for
negatively impacting the value of their
cars, as might be the case if toying with Above A fresh
an air-cooled classic. Some 996 owners generation of owners
who grew up seeing
increase performance with bored-out the 996 new in main
engines and uprated running gear, dealer showrooms
others drop their Porsche low over eye- is now pushing
appreciation for the
catching alloys to intensify the styling. first water-cooled 911
Many, Seán included, take a middle way,
combining the two approaches.
RUBBER SOUL
Like any ageing performance car, a
996 Carrera benefits from specialist
analysis and the rectification of any
existing issues before a new owner
starts making changes. To this end,
Seán immediately replaced all four
tyres with new Michelin Pilot Sport 4s
and commissioned independent mobile
consultant, Porsche Inspections, to
identify areas in need of attention.
The team picked up a leaking
main rear seal and droning clutch,
prompting a visit to marque specialist,
DW Performance, for extensive
maintenance. Alongside an as-original
replacement clutch, the company’s
technicians also installed a European
Parts Solution intermediate shaft
bearing kit, which uses a 15mm
cylindrical bearing to separate internal
loads, providing owners with peace of

Above Seán’s car mind and the ability to enjoy plenty
features extended more smiles to the mile.
leather package with
added red stitching With the car protected against
two major mechanical worries, Seán
couldn’t miss the opportunity to start
upgrading. The car already made use of
a Top Gear cat-back exhaust, giving the
3.4-litre flat-six a harder, louder edge,
but he wanted the responsiveness to
match. A Sachs lightweight flywheel is
the perfect fit, tipping the scales at less
than half the mass of the original part
to help the engine rush through the rev-
range. “I wanted a throttle I can really
Below Early ‘kettles’ blip on the downshifts,” he tells us. “The
have their fair share flywheel makes a dramatic difference.
of detractors, but It makes a real racket too, but I like that!
much of the hype
surrounding engine To my mind, the sound makes the car
failure is exaggerated even more individual.”
Bilstein B16 PSS10 coilovers (one of
several aftermarket choices for the 996
Carrera) offer a similarly sharp handling
response. They’re a modification Seán
planned before he’d even bought his
911. “I can’t help but think the 996 looks
like it wants to be a Cayenne when left
at its factory ride height!” he laughs.
“There’s too much arch gap as standard
for my liking. I’ve loved the Bilstein B14
and B12 kits I’ve fitted to my previous
cars and with nine clicks of variable
damping force and a 30mm range of
lowering ability, the B16s can adjust a
911 to its driver’s exact tastes.”
Pete Leason and Chris Franklin
at Porsche chassis configuration
specialist, Center Gravity, completed
the setup, tailoring the car to sit as low
YOU & YOURS
as possible while handling as though
it had just left the factory. “Pete and
Chris corrected the dead zone I’d been
feeling in the steering immediately
after I bought the car. Their whole
process for getting the best out of a
Porsche’s suspension is fantastic.” A
40mm drop in ride height matches that
of the optional X74 sports suspension
package Porsche offered from the
factory. Unshakable cornering and
enviable stance is the result of Center
Gravity’s work.
Choosing the right aftermarket
wheels and tyres can bring out the best
in the 996’s shape. Seán has settled
on a set of BBS LM F1 Championship
Edition gold alloys. Manufactured by
the company’s Japanese subsidiary
January 2021 63
and rarely seen outside the Land of
the Rising Sun, these rims were only
produced in Porsche fitment between
2007 and 2008. A set of N-rated
Michelin Pilot Sport 2 black circles
complete the transformation, with fitting
and balancing carried out during a
recent visit to RPM Technik.
HORSES FOR COURSES
Every journey in a 996 is special, but
the Carrera offers more flexibility than
its track-ready GT3 and GT2 siblings. “I
wanted the everyman sports car, and
that’s exactly what I’ve got in the 996
Carrera. I can use this Porsche to pootle,
it’s a well-built 911 and it lets me play
when I want to enjoy spirited B-road
blasts.” Twisting roads give the driver a
chance to measure those three-hundred
ponies against uniquely 911 handling.
“There was a sense of fear when I first
got into the driving seat of my 996,” Seán
reveals. “I have to brake so much earlier
than I’m used to doing in other cars, but
I can apply the throttle a lot sooner. I’m
learning to push the car more, exploring
its true performance potential.” Clearly,
64 January 2021
fast fun in a 996 needs just as much
nuance and experience as in any other
generation of the evergreen 911.
Upcoming improvements will make
this ravishing red Carrera even better,
refining the 996 to suit Seán’s idea of
the perfect 911. Starting in the cabin,
he’s planning to fit a Porsche Classic
Communication Management head unit
and a set of red seat belts manufactured
by Quickfit Safety Belt Services. Recaro
Pole Position front seats will be trimmed
in the same hue. Naturally, choice
mechanical changes are planned, not
least an RPM Technik plate-style limited-
slip differential for sharper handling. A
Top Gear 200-cell exhaust x-pipe and
equal length headers will up the volume
and complete the build.
Drop the pace or park up and even the
cheapest 996 provides the full Porsche
ownership experience. “This 911 has
become something that really drives my
life and has definitely helped with the
growth of RennEleven on Instagram.”
There’s a far more potent personal side
to Seán’s ownership experience, too —
he bought his Carrera after the death of
his father, following the advice of his late Above A 911 looking
mother. “She always told me to do what this good at a price
this affordable is well
really makes me happy, and that those worth your attention
experiences are worth more in life than
wealth. When I grabbed the keys to my
very own 996, I was overcome with joy.
£20k is a snip to feel like that.”
You too can feel the same excitement
and, pleasingly, all for a bargain price.
Optional extras, different models
and facelift changes combine to give
the 996 range remarkable diversity,
meaning there are examples out there
to match your unique requirements. A
Carrera offers rear-drive thrills, the all-
wheel drive Carrera 4 adds a layer of
security and the Turbo-bodied Carrera
4S provides the ultimate M96-engined
experience. The choice between coupe,
cabriolet and glass-roofed Targa
variants adds even more choice, as does
the split between manual and five-speed
Tiptronic transmissions. And to think,
all that variety in a model that helped Below Seán’s 996 has
save Porsche and set a direction the helped him through
911 still follows today. Dismiss doubting difficult times and
now supports his
naysayers — the 996 is the Porsche that work managing the
really can do it all. l RennEleven hub
January 2021 65

2021’s BEST BUYS 8
WILD WIDOWMAKER
Oversteer, lag and tough times behind the wheel haven’t diluted
enthusiasm for one of Porsche’s most significant products…
B
y 1973, Porsche had ably
demonstrated its ability to
harness and refine turbocharging
technology, not least with the
917/30, the most powerful
sports racing car ever produced
(delivering an astonishing 1,369.68hp per
tonne). Before long, the manufacturer’s output
would rule on the street, too.
“King of the road!” That’s how James Patrick
III describes the 930. “Even now, there are few
cars capable of thrilling a true driving enthusiast
the way an original 911 Turbo does. For its
time, it was a supremely dynamic car, if a little
wild in the wrong hands. Today, however, the
930’s analogue steering and shifting adds
extra appeal, and when you’re hammering
along between sixty and 120mph with the
turbocharged flat-six screaming from the rear,
you realise there really is nothing else quite like
this super-special Porsche.”
At launch, peak power was only 260bhp, but
the rest of the 930 was built to match. Uprated
torsion and anti-roll bars firmed the suspension,
a four-speed transmission handled the 253lb-ft
torque output and staggered black Fuchs five-
leaves sat under flared wheel arches increasing
66 January 2021
total width by almost six inches. Huge turbo lag
and the very real threat of oversteer, however,
ensured the 930 earned a reputation for being
a handful — many observers refer to it as the
original ‘widowmaker’. It wasn’t until 1978 that
significant changes were made: engine size was
increased to 3.3 litres, a new air-to-air intercooler
was installed, the iconic giant rear wing was
reprofiled and the suspension was upgraded
with stiffer shocks and larger torsion bars.
Bigger brakes were introduced to ably slow the
effects of what had grown close to 300bhp and
304lb-ft torque.
Emissions regulations in North America and
Japan saw the 930 temporarily vanish from the
main dealer showrooms of both territories in
1980, but the car remained on sale in Europe,
undergoing a series of updates all the way
through to the last year of production in 1989.
930 Cabriolets, Targas, Flachbaus and even
Speedsters were produced in the years leading
up to the end of production and, as a last hurrah,
the super-equipped 930 LE (a fifty-unit runout
model) was released to mark the end of an era.
“A good, unmodified, stock-spec 930 is the
flavour you should be looking to taste,” James
suggests, though he acknowledges the last-
911 TURBO (930)
of-line examples built in 1989 (immediately
preceding the end of G-series production and
the arrival of the 964) benefit from the G50
five-speed cog swapper that’d been celebrated
by Carrera 3.2 owners for years beforehand.
Nonetheless, driving any 930 is an event,
regardless of the number of gears it has to offer.
“On paper, the original 911 Turbo’s power might
not seem much by modern standards, but this
car delivers real seat-of-the-pants stuff, even as
if you’re experiencing the ride as a passenger.
Put it this way, I’ve lost track of the number of
people I’ve driven in my 930 who have stepped
out of the car and told me the way this thing
performs is unbelievable. It’s a vintage Porsche
still capable of surprising people.”
Not only was it Porsche’s range-topper for
fourteen years, the 930 was way ahead of its
time in general automotive terms, becoming the
fastest production car in Germany and helping to
kickstart the turbo evolution we enjoy the spoils
of today. Sadly, with such historical significance
(especially now Turbo has come to mean little
more to Porsche than a trim level) comes the
need for deep pockets. Even so, don’t be in a
rush to buy, and you’ll come across a sensibly
priced 930 offering plenty of bang for your buck.

2021’s BEST BUYS 9
CHEAP THRILLS
Once the runt of the litter, the 924 is now being appreciated as a true modern classic.
The 924 S is hailed by many enthusiasts as the pick of the bunch…
T
he 924, though classed as ‘the
great unloved’ (or worse, ‘not
a proper Porsche’) for many
years, has found something of
an admiring fanbase in recent
times, especially among those
who like to get dirt under their nails. Early
two-litre models have proved an excellent,
low-cost entry point into Porsche ownership,
offering simple mechanicals for the home
spanner wielder to hone their craft, while later
variants (ditching the launch model’s engine
for a detuned 2.5-litre 944 lump) have started
to increase in value beyond the asking price of
a tidy 986 Boxster. In part, this revival is down
to the dedication and knowledge-sharing of the
award-winning owners club (porsche924.co.uk),
a must-join community for anyone wanting to
see their name on the logbook of a 924.
Andy Wexham, a former Porsche Classic
Technician at Official Porsche Centre Leeds (one
of four Porsche Classic Partner Centres in the
UK, the others being OPCs Hatfield, Swindon
and Glasgow) and now head of nearby marque
specialist, RSR Developments, acknowledges
the “mechanical bliss” delivered by working on
and driving the 924 S, a late model produced
between 1986 and 1988, offering similar power
to the earlier 924 Turbo, but with improved
reliability and a lower purchase price. Those
plus points have, however, generated renewed
interest in the model, with some standout
original examples recently shifting for big
money. Thankfully, there are many surviving
S-badged 924s being offered around the five
grand mark, though how long this will remain the
case is anyone’s guess.
“The 924 S has been overlooked for far
too long,” says Andy. “Parts are really easy to
come by, not to mention fairly cheap. Anyone
interested in working on their own Porsche,
but coming at it from another marque, will
immediately know where to begin pointing their
toolkit due to the familiar layout of the 924
engine bay. The S was produced in relatively high
numbers prior to discontinuation in September
1988, offers a really comfortable drive and close
to 150bhp on tap. The very last examples added
an extra ten horsepower to that figure. You won’t
have any trouble finding a 924 S available for
sale, which means you can be choosy when
deciding which one to buy.”
The 924 S boasted much of the 944’s
equipment, including suspension, brakes
and interior trim. The 2.5-litre all-aluminium
engine significantly improved upon the driving
experience delivered by the early two-litre 924,
but retained the qualities all 924s are known
for, namely a near 50:50 front-back weight
distribution — contributing to excellent road
handling at all speeds — and a slinky narrow
body, once considered too uninspiring against
the muscular 944’s quarters, but now celebrated
for simplicity of design and for providing the
924 S
DNA for a line of popular Porsches spanning
almost twenty years.
Special editions came and went, including
the rare Le Mans Edition built in the final year of
924 S production. This is the model well worth
holding out for. Lowered suspension, model-
specific seat fabric and striking body graphics
over a choice of white-on-white or black-on-
silver bodywork identify the model, which was
produced in limited numbers, making finding one
a difficult task in the present. Your best bet is
to get in touch with the aforementioned owners
club and ask if a member in charge of a Le Mans
Edition is thinking of selling up. Chances are, if
there’s an example for sale anywhere in the UK
or Europe, these guys will know about it.
“The 924 S offers great motoring for
reasonable money,” Andy reminds us. “You don’t
have to go nuts restoring one, though there is
an argument the rising value of these particular
924s makes serious spend on recommissioning
work money well spent. I’d recommend finding
the best example within your budget, but there’s
nothing wrong with buying a 924 in need of
attention, providing you can get the car at a
sensible price, accommodating for the cost of
the jobs you might be faced with. And, as
I look across my workshop at a 924 S work-in-
progress, it should come as relief to know there
are independent specialists experienced in the
restoration and maintenance of these excellent
Porsches,” he adds.
January 2021 67
2021’s BEST BUYS 10

FOUR PLAY
With performance and handling to rival the same-age 911, the 981 GT4
was Porsche’s most aggressive take on the Cayman concept…
Words Dan Furr Photography Adrian Brannan

68 January 2021

I
n the mid-1990s, the Porsche
product line consisted of 911,
Boxster and not much else.
The 968 and 928 were being
wound up, while the idea of a
Porsche-badged SUV seemed
extraordinarily far-fetched. Oh, how we
laughed. Save for a tiny run of 959s
built from spare parts lying around
Zuffenhausen, the 911’s position as the
undisputed king of the Porsche product
line remained unchallenged.
As the new century progressed,
however, a newer, broader range of
vehicles emerged from Stuttgart,
expanding the Porsche portfolio in
dramatic fashion. The Cayenne was the
first major game changer, establishing
the marque in a new sector and, due to
huge thirst for luxury SUVs in the Far
East, allowed China to leapfrog North
America as Porsche’s largest sales
market. Then, in 2005, the second-
generation Boxster introduced us to
its tin-top sibling. Sharing the same
mid-engine layout and most of the
drop-top’s internal organs, not least its
flat-six powerplant, the 987 Cayman was
praised by none other than rally hero
and Porsche test driver, Walter Röhrl,
who managed to lap the Green Hell in
a Cayman S just five seconds slower
than the same-age base model 911.
987 Cayman production continued until
981 GT4
November 2011, and though the model
was celebrated for its superb handling
and sweet specification, it didn’t manage
to challenge the 911’s evergreen position
as the default Porsche on the wish list of
discerning buyers.
Then, in 2012, the 981 (third-
generation Boxster, second-generation
Cayman) arrived. Where the original
Boxster and 986-generation 911 had
been built using many of the same
parts — a requirement of cost-cutting
at the factory during a time Porsche’s
coffers were decidedly empty — this
new derivative sprang forth with an
identity of its own. A longer wheelbase,
wider track and a noticeably lower
January 2021 69
ride height marked the new Cayman
from its predecessor, as did sharper
looks, currying favour with buyers who
previously considered the Cayman more
Boxster than 911. The brilliant Spyder
and GTS expanded appeal beyond those
already aware of how good 981 cars
were. Moreover, the Cayman was now a
A PDK-ONLY CLUBSPORT COST-OPTION
WAS OFFERED BY PORSCHE, ADDING A
HALF-ROLLCAGE, FIRE EXTINGUISHING
EQUIPMENT AND A SAFETY HARNESS
convincing alternative to the 911, with
the added bonus of a much lower price
tag. In 3.4-litre GTS trim, the hard-top
delivered almost 340bhp and 280lb-ft
torque, topping out at 176mph after
70 January 2021
reaching the 60mph mark from rest in
4.5 seconds. Manual transmissions
added just a tenth of a second to that
impressive time.
The real hammer blow came with
the arrival of the 981 Cayman GT4 in
2015. Using a detuned version of the
3.8-litre flat-six loaded into the back of
the almost 400bhp 991 Carrera S, but
weighing sixty kilograms less (seventy
if we’re talking PDK) in a mid-engine
layout, the near 385bhp GT4’s imposing
bumpers, fixed rear wing, 30mm
dropped ride height, 911 GT3 stoppers, Above Agate Grey
limited-slip differential (with Porsche is one of the less
conspicuous shades
Torque Vectoring), GT3-inherited original GT4 buyers
dampers and reinforced chassis made picked for their cars
it a sound choice for buyers otherwise
considering the purchase of a 911.
Even in this track-friendly trim, the GT4
can be used as on regular roads — we
no longer live in an age where a car’s
circuit-oriented credentials mean its
time on the public highway is marred
by uncomfortably stiff travel. That
said, a PDK-only Clubsport cost-option
was offered by Porsche, adding a half-
rollcage, fire extinguishing equipment
and a safety harness, as well as the
availability of a smartphone app and
associated hardware to provide real-
time data to owners for recording and Bottom left PFC V3
post-drive analysis purposes. Porsche 380mm slotted discs
slide into the GT4’s
Club GB’s gushing contemporary review 991 GT3-derived
announced the GT4 as delivering “the brake calipers
 www.porschtek.co.uk

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PORSCHE SPECIALIST CENTRE IN LEEDS.
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Unit 11, Enterprise Park, Moorhouse Avenue, Old Lane, Leeds LS11 8HA
most entertaining trackday car you will
ever drive.”
Capable of ripping out a smart
183mph in standard trim and giving
GT3s a run for their money, the 981 GT4
is a super-smart buy right now. In truth,
it’s probably more desirable today than
it was at time of launch. This is largely
due to the discontinuation of naturally
aspirated flat-sixes from the Boxster-
Cayman line-up when the turbocharged
four-cylinder 718-generation models
IT WAS TIME TO ENSURE ROCK-SOLID
RELIABILITY AND PERFORMANCE
COULD BE REPRODUCED IN ALL DRIVING
CONDITIONS AT ALL TEMPERATURES
arrived (“we’ll never see the likes again”,
they cried) and the not hugely different
performance (but significantly higher
cost) of obtaining the subsequent 718
Cayman GT4, launched with its naturally
aspirated four-litre flat-six last year. All
things considered, it’s easy to see why
Tyrone Thomas, owner of the 981 GT4
we’ve come to spend time with in rural
Hampshire, pumped his hard-earned
72 January 2021
cash into the acquisition of this Agate
Grey example after spotting it sitting in
the sales showroom of Official Porsche
Centre Reading.
THE MAGIC NUMBER
This is the third Porsche Tyrone has
owned, following his time behind
the wheel of a 997 Carrera GTS and
a 981 Cayman GTS. Desperate for
a true Porsche GT car experience,
however, he couldn’t ignore the impact
of an attractive asking price and an
exhilarating test drive when he grabbed
the keys to the then two-year-old GT4 in
2017. This particular colour, of course,
keeps the 981 shape looking ultra-
modern, while the bright red Schroth
safety harnesses (injecting colour into a
cabin occupied by 918 buckets, carbon-
fibre trim, and extended leather) signals
a statement of intent — Tyrone drives
this car hard, both on street and track. Above Today’s
A desire to expand his skills as a buyers, if thinking
about hopping into a
driver is largely why he ditched his PDK- 911 for performance
equipped GTS in favour of the GT4, but alone, should seriously
he also recognised the availability of consider the 981 GT4
as a viable alternative
what he describes as “weapons grade
performance” through derestricting the
GT4’s airflow and investing in adjustable
aftermarket suspension solutions
to build on the model’s more urgent
handling and poke. Michelin Pilot Sport
Cup 2 N1 tyres wrapped around the
Platinum Grey rims provide the sticking
power, but after a year getting to grips
with the car on the road in advance of its
introduction to circuit life, and following
time spent at chassis tuning specialist,
Center Gravity, it was time to ensure
rock-solid reliability and performance
could be reproduced in all driving
conditions at all temperatures.
Manthey-Racing’s package to
complement OEM GT4 suspension
comprises Porsche Motorsport Cup
lower control arm inners, longer steering
rods, 991.1 GT3 RS caster arms (with
sold bushings) and adjustable rear
toe arms. From factory, the stock GT4
can’t achieve optimum camber or toe
adjustments for extreme track use,
which is why Tyrone asked Watford-

Above Sublime seats based Porsche sales and tuning
work well at the track firm, JZM, to fit the kit, which, like
and keep the GT4
feeling comfortable all Manthey-Racing products, was
on the road developed through extensive testing
at the Nürburgring. Now, his host
GT4’s all-round stability is noticeably
increased, and the GT4’s known inherent
understeer is eliminated. Manthey-
Racing brake pads, braided lines from
the same company and PFC V3 380mm
brake discs help the car to slow just as
efficiently as it accelerates.
In 2019, Porsche Motorsport released
the 718 GT4 Clubsport with an X51
PowerKit version of the 991 GTS’s
Below Functional 3.8-litre flat-six, itself used in 981
track car cockpit GT4 applications. Tyrone recognised
doubles up as a
pleasant environment several options on the aftermarket to
for street use create a PowerKit for his own car, but
wanted a bespoke package, which is
why he contacted Peter Robinson at
Ninemeister, a company well versed in
the art of designing and manufacturing
custom components for track-inhabiting
Porsches. The brief was to keep the GT4
road legal, but to developing seriously
focused motorsport-specification
airflow equipment capable of giving
Tyrone a real advantage over GT3
owners he was encountering at
Silverstone and Donington Park.
TIME WELL SPENT
Peter and Ninemeister owner, Colin
Belton, subsequently engaged in a
huge amount of design, ECU modelling,
prototyping and testing for what’s
now available to all GT4 owners as a
981 GT4
complete 9M-branded airflow upgrade
package. The system comprises a 718
GT4 Clubsport-style intake (comprising
a larger-volume plenum and larger intake
runners), an enlarged throttle body,
high-flow air filters, custom equal-length
long-tube race headers and, keeping the
car on the right side of the MOT man,
200-cell sports catalysts. The OEM
Sport exhaust system remains. Custom
mapping to accommodate the changes
has resulted in an increase in power
by a whopping 55bhp, but away from
headline power figures, it’s the way this
car now drives which has given Tyrone
the biggest reason to celebrate.
Throttle pickup is radically improved,
highlighting strong performance all
the way through the rev range — past
January 2021 73
6,500rpm, where the standard GT4’s
power delivery begins to tail off, the
Ninemeister changes allow Tyrone’s
Cayman to continue building steeply all
the way to the slightly raised redline.
This vastly improved, more urgent power
curve, therefore, changes the way the
driver interacts with the transmission
— where the standard GT4 makes it
clear when it’s time to shift cogs, the
Ninemeister upgrades keep you in the
power band at all times, meaning you
can hold throttle without the need to
short shift through corners. For track
work, as Tyrone has discovered, this has
a dramatic impact on how quickly a 981
GT4 can complete a lap, and though he
recognises increased seat time makes
him more comfortable at the limit and
74 January 2021
is a contributing factor to proceedings,
there’s no getting away from the three
seconds he can now take off his
Donington personal best, not to mention
the ability his car has to overtake GT3s
— once able to get away with ease —
with increased regularity.
As you’d expect, the noise this 981
is producing is also altered, both in
and out of the cabin. The intoxicating
tone of a screaming Cup car is easy
to identify thanks to the increased
induction capabilities introduced by
what Ninemeister is now promoting as
its #9MGT4 package, aimed at track day
enthusiasts, but not massively taking
away from the characteristics of the
GT4 driving experience on the road.
We sense a lightweight flywheel would
further enhance rapid rise through the Above It may be fast
rev range, but for the time being, Tyrone approaching its tenth
anniversary, but the
is concerning himself with even more 981 looks thoroughly
suspension work, including the fitting of modern, especially in
KW three-way adjustable dampers. GTS or GT4 guise
There will always be buyers who
want a 911. The model’s rich heritage,
pedigree and position as Porsche’s
flagship product will never alter, but
now more than ever, owners looking to
change-up their Neunelfer, as well as
driving enthusiasts coming to the brand
for the first time, have a compelling
alternative in the form of the 981
Cayman GT4. And with prices rising Below 981 GT4 was
steadily, plus a range of GT3-hunting only available with
upgrades available, now is the perfect manual transmission,
whereas the GT4
time to get in on the act. Well, what are Clubsport was
you waiting for?! l equipped with PDK
911 & PORSCHE WORLD 75
GOODWOOD
SPEEDWEEK
A celebration of Porsche’s technical innovation and Le Mans racing success…
Words Dan Furr Photography Porsche

P
orschephiles
disappointed by the
season’s lack of
shows rejoiced when
Goodwood SpeedWeek
continued Porsche’s
tradition of presenting a wide array of
the brand’s motorsport machines at the
historic Chichester venue. Celebrating
unparalleled success at the 24 Hours
of Le Mans, a high number of historic
race cars from the Porsche Museum in
Stuttgart landed in West Sussex, as did a
selection now in the hands of privateers
and collectors.
Goodwood SpeedWeek is the most
ambitious event to take place at the
2.4-mile circuit to date — to ensure
high viewing figures through online
channels and uninterrupted coverage
on ITV4, no less than twelve miles of
high-speed fibre cabling and forty-nine
high-definition cameras were installed,
including nineteen trackside cameras and
fifteen live-broadcast on-board units. A
television crew of almost two hundred
operators helped bring the extended
weekend to life, with ten presenters and
two production studios required to cover
all the action. Each day was dedicated
to celebrating the automotive industry’s
past, present and future, bringing
together the best elements of the
Goodwood Festival of Speed and Revival
using the latest technology.
Across the event’s three days, current
Porsche works drivers, Andre Lotterer
and Neel Jani, joined 1970 24 Hours
of Le Mans winner and Porsche brand
ambassador, Richard Attwood, in driving
demonstration laps and contributing to
the eagerly awaited Porsche Le Mans
Parade, a special feature showcasing the
open-cockpit 936 Derek Bell and Jacky
Ickx drove to victory (with a fourteen-lap

76 January 2021

Above Rory Reid lead) in 1981, the carbon-clad, Mezger-
and Mark Webber, powered 911 GT1 from 1998 and the
hosts of ITV4’s live
coverage, introduced 2016 919 Hybrid driven to the top spot
the new 911 Turbo S by Jani, Romain Dumas and Marc Lieb.
to viewers from the Additionally, a 993 GT2 R was given a run
studio at Goodwood
around Goodwood’s hallowed asphalt,
much to the delight of television viewers
and trackside spectators.
Fans of Group C were in for a treat, not
least thanks to a selection of 956 and
962s making a welcome appearance.
Below Lord March
and some of the wild Among the pack was chassis 956-101,
Porsches on display beautifully dressed in restored Kenwood
during a weekend racing livery. 2020 marked the first time
celebrating the past,
present and future the car had hit the track since being
of motorsport retired from racing in 1986. The recently
established Peter Auto Group C series
has enabled these cars to enjoy a new
lease of life at the hands of enthusiastic
owners, with the backdrop of Europe’s
best-loved circuits forming part of the
attraction. We’re hoping for far less
COVID-related disruption when the
competition returns in the coming year.
To illustrate the Porsche tradition of
support for customer motorsport, as well
as a way of demonstrating hierarchy of
performance, the Porsche Motorsport
Pyramid was a highlight of the Friday
livestream. Representing the primary tiers
were the 718 Cayman GT4 Clubsport and
the four-litre 991 GT3 Cup. The GT4 was
SHOW REPORT
driven at Goodwood by Sprint Challenge
competitor, Tom Jackson, while the
GT3 Cup was piloted by Carrera Cup GB
Junior champion, Harry King. Porsche
Experience Centre Silverstone’s Ben
McLoughlin drove the new 992 Carrera
S road car, leading the trio off the start
line. After a high-speed lap, all three
cars crossed the finish line together
in a dramatic photo finish intended to
highlight how motorsport pedigree runs
through every Porsche street car.
Talking of which, never let it be said
Porsche doesn’t miss a good opportunity
to show off its latest offerings — joining
the 992 in a paddock of new Porsche
January 2021 77
products was the Taycan Turbo S, a
technological trailblazer setting the
benchmark for high performance and
day-to-day practicality in an all-electric
automotive future. Driven by Reema
Juffali, the first-ever Saudi Arabian
female racing driver, the high-powered
Porsche was included in Goodwood
SpeedWeek’s highly anticipated Supercar
Run. At the opposite end of the ‘power
source spectrum’ was the brilliant 718
Boxster GTS 4.0, combining a traditional
flat-six boxer with a manual six-speed
transmission and sports exhaust,
78 January 2021
delivering 182mph and the dash to
62mph in a mere 4.5 seconds. Free of
the more aggressive trappings of its GT4
stablemate, the luxuriously kitted GTS
offers everyday usability in a seriously
potent Porsche package.
GTS celebrations continued with a
showing of the same-badged Cayenne
Coupe, while the Panamera 4S E-Hybrid
also made itself known to those lucky
enough to attend the event in person.
Away from Porsche celebrations, rare
Barnato-Hasan and Passey-Hassan
Bentleys raced together for the first time
in ninety years, F1 and Group B rally Above 956-101 (right)
cars strutted their stuff, Range Rover in action thirty-four
years after retirement
icons were celebrated and a new form of
motorsport, Driftkhana, was introduced
to proceedings by drift champion, James
Deane, and his bonkers 2JZ-powered
widebody BMW M3.
Wit the year’s Festival of Speed and
Revival postponed due to the current
global health crisis, SpeedWeek was a Below In addition
rare treat, and one we hope will return in to track weaponry,
the coming months as part of a complete Porsche road cars
were treated to demo
package of high-octane entertainment at laps of Goodwood’s
Goodwood. See you there! l historic race circuit
 Your Club

Sim racing, advanced training, track days

or Club championships – you decide
Porsche Club Great Britain is the only official Porsche Club in the UK
and belongs to the worldwide community of Porsche Clubs recognised
by Porsche AG.

Even during these uncertain times we are finding new ways to celebrate
the spirit of Porsche and unite our members.

Join online at porscheclubgb.com

porscheclubgb porscheclubgb @pcgb

THE SPLIT
PERSONALITY
The new Macan Turbo is part SUV, part sports car, all crossover, but does this
mean the model is all compromise? We know a way to find out: to the Alps!
Words and photography Dan Furr
I
t’s my first time travelling on
the Chunnel. Ordinarily, when
driving abroad, I hop across to
the continent by ferry, but this
time, as part of a tour organised
well in advance of my confirmed
attendance, travel plans were arranged
for the group with the quickest way of
reaching France in mind. Rolling onto the
train, I’m immediately struck by the tight
width of the gangways in each carriage.
When crossing by water, I’m usually in a
small-to-medium sized sports car with
bags of room to play with, but right now,
I’m riding high in the cabin of a new
80 January 2021
Macan Turbo. The 981 Spyder and duo
of 964s ahead of me seem to have no
problem moving forward with plenty
of space to spare, but the Macan — a
monster truck by comparison — seems
unable to do the same without the
sidewall of at least one tyre making
contact with the raised metal edging of
the parallel walkway at all times. Battle
scars along each kerb prove this is the
place alloy wheels come to die. At the
rear, the lone 991 Carrera T in our party —
a giant when compared to the 964 Micro
Machines ahead — succumbs to the
inevitable. Making the injury even more
regrettable is the fact proud owner, Ian
Harris, bought the car only a few hours
beforehand. Drat.
After a short time zipping across the
ocean floor, the convoy of Porsches is
instructed to roll out. There’s a sharp
corner on the approach to the retracted
roller door leading to the land of Moulin
Rouge, Jean-Michel Jarre, Escargots
de Bourgogne and, er, Disneyland Paris.
I wince as the train leaves its mark on
the polished offside front rim of the
Macan Turbo loaned to me by Porsche
only a day earlier. In that moment, I hope
this is the first and last time I have the

Top right Five-hundred misfortune of travelling by Chunnel.
litres of luggage You may be wondering where our party
space makes this
the perfect sporty (and this story) is heading. You may also
Porsche load lugger be questioning why I am in a 440bhp 2.9-
litre twin-turbo V6 load lugger and not
my significantly smaller, Chunnel-friendly
(probably, though I have no desire to
find out) 997 Carrera 4S. The ski resort
of Megève in the Alps of southeastern
France is our destination. Each year,
this group of Porschephiles heads to
Below right Bottom Les Loges Blanches, a fantastically
button doesn’t turn positioned four-star hotel welcoming of
Macan Turbo into a automotive enthusiasts looking to put
full-size snooker table
— it’s a switch for the their four-wheeled friends to the test
optional a/c ionizer along some of the most challenging
mountain roads the region has to
offer. For this most recent outing, trip
attendees recognising downtime in my
usually busy schedule invited me along
for the ride. My all-pawed 911, however,
has been in need of attention (you can
read about its ailments on page 102).
A mere five-thousand miles have been
covered in the Basalt Black belter since
its last major service at independent
marque specialist, PIE Performance,
but I’d rather give the car a once-over,
fresh fluids and filters before embarking
on a fast-paced near 3,000-mile round
trip tackling greasy ribbons of asphalt
zig-zagging their way through snow-
MACAN TURBO
capped mountains. The car’s top mounts
and lower control arm bushes have
seen better days and I’ve yet to fit the
Goodyear Eagle F1 Supersport R black
circles sitting patiently in my workshop.
In summary, I’m not convinced I have
time to right these wrongs before the
fast-approaching departure date.
After much in the way of head
scratching, I reasoned now would be
the perfect opportunity to discover the
answer to a question I’ve been asking
for many months: can the new Macan
Turbo really be all things to all people?
On paper, this crisp crossover does
everything brilliantly, but how does that
January 2021 81
translate in the real word? In an age
where Turbo has become a trim option,
as opposed to an indication of what lies
within (hello to the Taycan fans among
you!), and when it’s likely a high number
of Macan Turbos will become Chelsea
tractors, does a Porsche that’s part SUV,
IN FRANCE, A COUPLE OF SAT-NAV UNITS
— MINE INCLUDED — FAIL TO REGISTER
WITH SATELLITES, MEANING NO GRAPHIC
REPRESENTATION OF THE ROAD AHEAD
part sports car perform as well in each
role as the manufacturer wants us to
believe? A punishing hack across the
Alps, bookended by comfortable cruising
at motorway speeds, all the while being
asked to carry a mountain of luggage
82 January 2021
and camera gear (and, genuinely, a
stepladder), seems like the perfect way
to find out. Probably.
PURPLE REIGN
We regroup at the first service station we
encounter in France. The grazed 991 and
Macan are joined by the rest of the group,
which includes the aforementioned 964s,
the previously-spoken-of 981 Spyder,
a stunning red 981 Cayman GT4 and
the sublime Amaranth Violet 968 Sport
driven by Dave Barr-Sanders, Director of
RSR Independent, a respected Porsche Above Chunnel was
specialist based in Hampshire. A UK- a nightmare, but the
view (Simon Oliver’s
only model offered in the lead up to the 981 Spyder) could
end of 968 production, the Sport was have been worse!
essentially a Clubsport with creature
comforts reinstated. Rear seats, cloth
front seats, power windows, central
locking and a host of other electrically
operated equipment was fitted. Bizarrely,
the Sport was priced at almost six grand
less than the standard 968, but featured
most of the base model’s toys. Needless
to say, Clubsport DNA hugely boosted
appeal, resulting in the Sport massively
outselling the boggo 968 before
discontinuation in 1995. Seeing Dave’s
Sport in Porsche’s eye-popping purple
paint is a real treat for the eyes.
With each car treated to a bellyful
of fuel, James Stewart, owner of the Below Alain Jestin’s
981 Cayman GT4
Maritime Blue 964 Carrera RS evocation looks sensational
leading the charge, points his air-cooled dressed in red
classic in the direction of Troyes, a
prefecture on the Seine river some ninety
miles southeast of Paris. There, another
964 owner will join the party, before the
group will chart its way southeast along
the evocatively named D996 (which,
incidentally, runs close to the pleasingly
labelled D959, D901 and D928) bound
for Dijon, covering seventy miles of
exciting curves and high-speed straights
cutting through eye-popping stretches
of open landscape, dense woodland and
slower roads twisting through provincial
villages. Incredibly, all of what’s on offer
is celebrated for being almost completely
free of traffic.
Before we can enjoy the driving thrills
offered by the D996, however, we need
to complete the near four-hour journey
to reach it. Prior to leaving the UK, each
84 January 2021
of us has loaded a Garmin sat-nav (yes,
really) with the same set of pre-planned
routes to avoid anyone getting lost if, say,
they want to travel at their own pace or
are forced to take a break. There’s only
one problem: landing in France, a couple
of these units — mine included — fail
to register with satellites, meaning no
graphic representation of the road ahead
and instructions making little sense.
The Macan Turbo comes equipped with
a glorious Porsche Communication
Management (PCM) system, complete
with sat-nav displayed on its massive
touchscreen. By default, it will almost
certainly take me the quickest route
to the PoMo Hotel in Grenoble, where
we intend to spend the night before
making our way to Megève. If I want to
enjoy the exciting D996 and find out just
how accessible this 2.9-litre biturbo’s Above Ian collected
performance really is, I’m going to have his 991 Carrera T the
morning we set off
to follow the car in front, which has for our road trip
already set off. Thankfully, this powerful
Porsche pushes forward at great pace,
meaning tricky traffic is likely to be my
only obstacle... I hope. Onward! l
Read the next instalment in our
Macan Turbo Alps adventure by
hopping online and pre-ordering the
February issue of 911 & Porsche
World at shop.kelsey.co.uk/NW381.
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TECH: TOPICS
WEISSACH AXLE
The 928’s famous rear suspension arrangement continues
to influence how every new Porsche drives…
Photography Porsche, Groupe PSA, Dan Furr
I
t may come as a surprise to hear
the name Weissach, as applied
to the 928’s famous rear axle,
stands for winkel einstellende,
selbst stabilisierende ausgleichs-
charakteristik, which more or
less translates as angle-adjusting, self-
stabilising equalisation characteristic
in English. I suspect I’m not alone in
assuming the axle’s name referred to
Porsche’s research and development
headquarters in Germany, not far from
the town of, er, Weissach. As is the
German way, the name of this system
is self-explanatory, but that shouldn’t
take from the fact the design and
development of this rear suspension
solution was a significant technological
milestone, setting the path for the
handling of all Porsches to the present
88 January 2021
With 911& Porsche World’s resident
technical consultant, Shane O’Donoghue
day. Fittingly, there’s a glorious backstory
to its invention.
It all starts in 1971, when development
of the 928 began. The conception of that
model by Ernst Fuhrmann – Technical
Director, then Chairman of the Board at
Porsche – is well-documented. Following
severe criticism levelled at the 911
from safety advocacy groups in North
America, Fuhrmann was worried about
the future viability of rear-engined cars
that required a good deal of skill to drive.
The company also wanted to expand
its customer base, especially in the
USA. With this in mind, Ferdinand ‘Ferry’
Porsche foresaw an opportunity to do
so with a more luxurious, spacious and
easier-to-drive GT-style car. Fuhrmann
fully expected this new model to replace
the ageing 911.
Though early planning for the 928 Above Have you ever
wondered what the
considered rear and mid-engine layouts,
underpinnings of a
both were dismissed as unsuitable for 928’s rear look like?
Wonder no more!
the new Porsche’s remit, mostly because
of packaging and refinement challenges.
A front-engined setup with a transaxle
combining the rear differential and
gearbox (to assist with even optimised
weight distribution) was decided upon.
In 1973, the first prototype, in part based
on the Mercedes-Benz SL, was created
to test the new transaxle and, latterly, the
Porsche’s new V8 engine. The Mercedes
underpinnings indicated where Porsche
was pitching the 928, aiming for long-
distance comfort and low noise, but
with a sporting bent. Moreover, Porsche
Facing page
adopted a similar rear suspension Porsche’s 928 test
mule carried over the
design as found in the Mercedes, with
911’s infamous
semi-trailing arms, a subframe for lift-off oversteer

the transaxle and MacPherson struts
combining the spring and damper in
one axis. Indeed, the layout wasn’t all
that dissimilar to what was in use in the
Top right Boxy Opel
Admiral served as the
contemporary 911, with more focus on
second 928 test mule compliancy and noise isolation. To that
and was fully kitted-
out with steering for
end, a huge amount of rubber was used
a backseat driver in the bushings, which helped the 928
to fill its remit in terms of improvement
over to the 911’s noise, vibration and
harshness (referred to as NVH in the
industry), though from the start, it was
clear the 911’s infamous lift-off oversteer
trait was present in the 928 test mule
and, as the new Porsche was intended to
be sold to a much wider range of buyers
– and, therefore, showroom customers
varying in their level of driver skill – our
favourite manufacturer’s engineers had
to find a fast fix.
OBJECT LESSON
Before we get into the detail of how they
tackled the task at hand, it’s worth a
quick look at the physics involved. Due
to the compliance in the rubber bushings
of a semi-trailing arm rear suspension,
there is some variation in the ‘toe’ of the
wheel. Looking straight down on the rear
axle, if a wheel is turned in towards the
car’s centreline, then you’re looking at
what’s known as toe-in. Toe-out, logically,
describes the wheel turning away from
the car’s centreline. Now, on deceleration,
rear wheels suspended by traditional
semi-trailing arms tend to toe-out or
splay, primarily due to the vehicle body’s
forward motion relative to the wheels.
The softness of the bushings in the
suspension determines by how much the
wheels toe-out. It may not be obvious
to a casual observer, but even a small
angle of toe-out can have a massive
effect on the handling of the car. Now
consider all this happening when the car
is already turned into a corner — picture
a situation where the driver needs to
adjust the speed of the car mid-corner
and backs off the accelerator. Two things
happen simultaneously. First, the weight
distribution of the car rushes forward,
considerably lightening the load on the
rear tyres. Second, the rear wheels both
toe-out. At this point, there is very little
load on the inside rear tyre, meaning
its angle doesn’t have a strong effect.
Hence, the angle of the outside wheel
is of utmost importance to the car’s
stability. It effectively steers the rear of
the car toward the outside of the corner
in often sudden oversteer. It takes a fair
degree of skill to predict and react to this
January 2021 89
TECH: TOPICS
behaviour, especially in an emergency
situation, where there may be no space
on the road to recover the resultant slide.
What did Porsche’s band of talented
engineers do? After all, the phenomenon
was not a new one and, while the theory
of what was happening was understood,
how to get around it was still a mystery.
Bear in mind how engineering in those
days consisted of physical trial and error
of components and designs, as opposed
to today’s on-screen simulations
generated by powerful computers.
Porsche set its engineers, Wolfhelm
Gorissen, Manfred Bantle, and Helmut
Flegl the task of solving the problem
for the 928. They started by putting
together another test mule. This time,
rather strangely, it was based on the
relatively new Opel Admiral B, a big and
heavy four-door luxury saloon. The Blitz-
badged boxy four-door was chosen after
Gorissen, Bantle and Flegl came up with
the idea of a second ‘driver’, one who
90 January 2021
could be responsible for steering the rear
axle. The big Opel’s rear suspension was
replaced with the prototype 928 system,
with extra linkages added to allow
independent steering of the rear wheels.
This was controlled by a second steering
wheel, fitted to the rear passenger
compartment. The story goes that Bantle
drove the vehicle around the skidpan
at the Weissach test facility while
Walter Näher, an up and coming race
engineer, sat in the back and attempted
to counteract the lift-off oversteer. After
a significant amount of testing, it was
discovered that only minute amounts of
rear steering (i.e. the toe angle of the rear
wheels) was needed to maintain stability,
but the change in toe angle had to be
really quick to be effective.
TOE THE LINE
Porsche quotes a window of 0.2
seconds, though doesn’t expand on how
that was measured by its engineering
team in the early 1970s. Presumably, the Above Bird’s eye view
of the 928’s chassis,
quoted time would vary depending on the with V8 up front
speed of the car. Regardless, armed with and Weissach axle
exposed at the rear
the knowledge that only small amounts
of toe change were required, Gorissen’s
gang set about finding an affordable and
compact solution. Hans-Hermann Braess
— who went on to head up Porsche’s
research department following launch
of the 928 — is credited with the end
result, which is a short extra control link
between the lower wishbone and the
body-mounted rubber bushing, plus a few
tweaks to the placement of the mounting
points on the body. You’d barely notice
this in a photograph of the suspension,
making it all the more elegant. Under
braking and deceleration, the extra pivot Facing page A promo
poster announcing
actually causes a little toe-in at the rear the launch of the
wheels, and the strength of this effect new Porsche in 1978;
the factory design
can be minutely adjusted by the length of
team; Ferry Porsche
the control link, along with the geometry recreating the 1960s
press photo depicting
of the rest of the wishbone and its
him sitting astride a
mounting, of course. red 911 S press car
 “The Weissach axle suddenly gave
the 928 much more stable self-steering
properties because the car no longer
oversteered,” recalls Frank Lovis, a
Porsche test driver in period. “It didn’t
make the 928 any faster in curves, but
it did make the new model much easier
to handle, especially for drivers with
average skill behind the wheel.” Job
done, though it took until 1975 before
the 928’s rear suspension system was
signed off and announced to the world
as the now-famous Weissach axle. That’s
not at all the end of the story, though
— the principle of the Weissach axle
remains in place today.
The next major development of the
idea took the form of the 993-generation
January 2021 91
TECH: TOPICS
911’s Light, Stable, Agile (LSA) rear axle.
It appears the idea for this setup, which
included the Weissach axle’s solution
of controlling the steering angle of the
rear wheels, began in the stillborn 989, a
front-engined, four-door luxury Porsche.
Ulrich Bez became the marque’s Director
of Engineering in late 1988 and, in terms
of creating a replacement for the 964,
was immediately thrown in at the deep
end. It’s reported the 993 was originally
intended to receive an electrically driven
active rear-wheel-steering system, but
within the constraints of tightening
budgets and a desire to reduce
weight at the same time as enhancing
refinement, Bez adopted the 989’s rear
axle suspension layout instead. Thus,
the LSA was born. It used the Weissach
axle theory to control the toe angle of the
rear wheels, but it also reduced squat
92 January 2021
under acceleration, as well as dive under
braking, resulting in a far more stable
911. The subframe design allowed for
further isolation of unwanted road noise
from the cabin.
Porsche seemingly forgot about
active rear-wheel steering for a while,
until the introduction of the 918
Spyder technological tour de force
in 2013. For this limited-production
mid-engine plug-in hybrid sports car,
electromechanical actuators replaced
the toe control arms of the Weissach
axle, allowing close control of the angle
of the rear wheels. This system goes a
lot further than the passive setup, and
its operation can be altered on the fly.
Hence, at low speeds, both rear wheels
are turned in the opposite direction to
the fronts, effectively shortening the
wheelbase. This makes parking and
manoeuvring much easier and also gives
the car a particularly agile response to
steering inputs in slow-speed direction
changes. At high speed, however, the
rear wheels are turned in phase with the
fronts, aiding stability when changing
lanes or during quick cornering.
Since the arrival of the 918, active
rear-axle steering has been rolled out
across the Porsche range and continues
to be finessed, not least in terms of the
hardware used to control toe angle and
the software deciding when (and by
how much) to turn the rear wheels. The
sophistication of the latest systems may
be a world away from the early Weissach
axle implementation, but the principles Below The original
4.5-litre 928 (1978
remain unchanged — the joy of driving a European Car of the
Porsche may never have been brought Year) and the 5.4-
litre last-of-the-line
to so many people if it wasn’t for the 350bhp 928 GTS,
ingenuity of engineers working on the 928. discontinued in 1995
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January 2021 93
TECH: HOW TO

SIGNAL BOOST
A huge number of high-powered Porsches, regardless of their age, are making
use of hybrid turbochargers. We take a look at what goes into building one…
Words Dan Furr and James Young Photography Dan Furr and Chris Jones

R
ead through the pages of many
motoring magazines and you’ll
note a significant number of
the cars featured are being
propelled by engines making
use of hybrid turbochargers.
Essentially, this means the host car’s snail-
shaped bhp booster differs from manufacturer
specification in some way or another, usually
through the introduction of aftermarket
components or, as is increasingly the case,
custom modifications deemed necessary in
the drive for more power. Changes can also
be applied in the interests of taking a tired
turbocharger and affording it modern levels of
performance and reliability, ordinarily by way
of fitting current-specification parts in place of
worn original items. Doing so is usually cheaper
than forking out for a new turbocharger.
There are lots of ways to modify a turbo,
although the choice of changes available can
differ depending on the design of the unit
being worked on. That said, the end result is
almost always the same, with quicker boost
response in the lower rev range and extra
airflow capacity for more power at high rpm.
By mixing, matching and machining uprated
parts, independent forced induction specialists
are able to provide owners of performance cars
with precisely profiled turbochargers helping to
deliver vastly increased power and torque.
When approaching a company offering hybrid
turbocharger conversion services, ensure you
enquire about the extent of work being carried
out. With ‘hybrid’ simply referring to a shift from
OEM specification, a tiny change may be given
the same label as a thorough rebuild. The latter
is demonstrated across the following pages.
Spotting a bargain on eBay, we bought a
Garrett turbocharger originally prepared for
racing by Northampton-based engineering
firm, Turbo Technics. “The unit was modified to
deliver the power of a T34, but with much faster
spooling,” confirmed one of the company’s
representatives. The work took place many
years ago, and though the seller claimed the
part had been collecting dust since being
treated to a full service and new oil seals, there
was no way of confirming the performance
part’s recent history. We had to assume this
mystery Garrett was in need of overhaul.
With this in mind, we commissioned the
forced induction wizards at Dorset-based
turbocharger supply, repair and modifying
specialist, Turbo Dynamics, to demonstrate
exactly what's involved in the strip, evaluation,
upgrade and rebuild of a tired old turbocharger
when a customer asks for the part they're in
possession of to be brought up to date with
modern internals.

94 January 2021
1 2

An unusual serial number revealed little about the history of our new
turbocharger, but after much in the way of head-scratching, Turbo Technics
confirmed the unit was originally built for a heavily modified competition car
owned by Racing Technologies Norfolk (RTN), the company now known as
trackday organiser, PalmerSport.
Turbo Technics engineers upgraded the unit with a 360° thrust bearing, a
T35 compressor wheel and a .48 A/R turbine housing for faster response.
RTN wanted a punchy turbocharger that could deliver between 340bhp and
380bhp at 1.6bar boost. The T3 fitment is commonly used across a wide
range of OEM and aftermarket applications.

3 4

It’s claimed this turbocharger had been serviced prior to being put into
storage and subsequently offered on eBay. Even if that’s true, we could be
introducing the unit to an entirely new engine operating environment. In
short, without dismantling, there’s no sure-fire way of us being able to
check whether this turbocharger is in sound working order.
Keen to avoid any nasty surprises (and hopeful of extracting more power out
of the newly acquired part), we contacted the hybrid turbo heroes at Turbo
Dynamics and requested a strip and rebuild of our bhp booster to custom
specification. The firm has what’s thought to be the largest catalogue of hybrid
turbochargers anywhere in the world. Our Garrett was in safe hands.

5 6

To begin with, the turbocharger was fully stripped, before each of its
component parts were checked and measured for wear. The turbine shaft
surface, thrust bearing face, thrust collar and journal bearings were all
checked for signs of heat damage, material transfer or scoring. Reclaimable
parts were put to one side.
The blades of the compressor and turbine wheels were examined in order to
identify any foreign object damage or contact with their respective housings.
The housings themselves were also looked at in detail. In this photograph,
we can see scoring and material transfer on the turbine shaft.

January 2021 95
TECH: HOW TO
7 8
Although many of our turbocharger's parts were no longer fit for purpose,
some could be reused. Reclaimable items (including half-moon clamp
plates) were chemically cleaned, hot-washed and media blasted in order to
fully remove dirt, grease, carbon deposits and any corrosion.
9 10
A high-performance compressor wheel was selected for use in our upgraded
turbocharger. A device known as a clock gauge was called upon to ensure
the new part was held correctly before any machine work began. The
compass-like instrument consists of an extendable arm, a fine point and a
ball tip. The ball was rested on the hub of the new compressor wheel. The
wheel then span, and the clock gauge let the operator know whether the new
part needed to be re-seated before reprofiling work.
11
Because the guys at Turbo Dynamics were building our Garrett to custom
specification, the centre bore of the new compressor wheel was modified to
match the diameter of the turbine shaft then inserted into it. In the instance
of the shaft being smaller than the core, the core could have been sleeved to
suit the diameter of the shaft.
96 January 2021
Parts that were heavily affected by oil residue and carbon build-up — such
as the compressor cover and turbine housing — were exposed to a high
temperature propane burner. This treatment eradicates any stubborn
contaminants. The treated parts were then subjected to the full force of
a heavy duty media blaster.
Despite its age, our turbocharger can be equipped with thoroughly modern
parts. This picture shows the very latest compressor wheel design, chosen
for its lightweight billet construction and a performance rating of 450bhp.
Adding to performance advantages, this particular compressor wheel is
twenty percent lighter and much stronger than an equivalent cast part.
12
The modified compressor wheel was test-fitted to the new ‘turbine shaft and
wheel’ combo. The new shaft was designed to accommodate staggered gap
oil seal rings, parts which prevent leaks even when exhaust back pressure is
reduced through the removal of catalytic converters or an exhaust system
making use of larger-than-standard pipework.
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January 2021 97
TECH: HOW TO
13
With the shaft’s perfect fit confirmed, the turbine wheel could be prepared for
action. Its blades were cut to a specific angle so that back pressure at high
rpm is reduced. A large grinding wheel was used to make the change — a
modification greatly improving top-end performance by allowing the turbine
to flow air beyond its usual limit.
15
Turbochargers get hot. Red hot. Any metal surface can be affected by heat,
but it’s of vital importance a turbocharger flange face is perfectly flat in order
to prevent the leak of exhaust gases. This is especially important if you’re
planning to attach a second-hand turbocharger to a new or replacement
exhaust manifold.
17
A new compressor back plate (the part that sits between the compressor
wheel and bearing housing) was selected and held in a lathe in advance of
modification. The component needed to be machined to a custom profile to
allow for the larger diameter of the new compressor wheel.
98 January 2021
14
Here's the modified turbine wheel. Look at any dyno graph and you’ll see
linear power tends to drop suddenly when a turbocharger reaches its limit.
Cut-back blades allow for greater performance in the upper rev range,
enabling the turbo to continue producing power long after it would ordinarily
be able to do so.
16
As highlighted in the previous picture, any warping to the flange face
that may have been caused by prolonged exposure to heat is completely
eradicated at this stage of the build. Not addressing this part of the process
is a huge oversight, and one that's likely to deliver unwanted results. You
won’t need to worry if you’re working with swish new turbocharger hardware,
but it stands to reason that an older turbocharger subjected to an unknown
number of operational cycles will benefit from the restoration of its mating
surfaces. You have been warned!
18
With measurements taken, lathe is called into action! In this photograph,
you can see the back plate being modified to match the overall dimensions
of the compressor wheel’s larger-than-standard exducer, as well as its
extended tip technology.
19
A completely new bearing housing designed to support a motorsport-
specification 360° thrust bearing was chosen before being modified to suit
our needs. The bearing itself has a larger surface area, which enables it to
handle higher levels of boost pressure when compared to the performance
of a traditional 270° bearing.
21
When exhaust gases spin the turbine wheel, pressure pushes it against the
thrust bearing. The greater surface area the bearing has, the more capable it
is of preventing exhaust pressure from pushing the turbine inwards (hence
our 360° bearing). Here’s a photograph of the finished bearing housing.
23
The end result is a precisely modified, application-specific compressor cover
designed to leave only the slightest of gaps between its core and the edges
of the uprated compressor wheel. Perhaps unsurprisingly, the work involved
is often described as being something of an art form!
20
The bearing housing was drilled, countersink holes were added and locating
pins were installed. While the design of our modified Garrett turbocharger
dictates that the new thrust bearing must be screwed firmly into place, there
are some performance applications where the thrust bearing doesn’t require
a fastener.
22
The compressor cover profile was modified to suit the new, larger, billet
compressor wheel. This stage of the process was carried out by engineers
who used special measuring equipment to manage fine tolerance whilst
removing material until the correct, constant clearance between the housing
and wheel was achieved.
24
To recap, all of the parts you can see in this image are brand new, and most
were modified to meet the custom specification of our turbocharger. The
compressor wheel, compressor back plate, heat shield, journal bearings,
back plate o-ring, thrust bearing, screws, bolts, thrust collar, thrust flinger,
actuator c-clip, oil seal rings, snap ring, turbine shaft, bearing housing and
nose nut (fitted to the end of the turbine shaft) were all selected and/or
altered to suit our requirements. It was now time to bring the pieces together.
January 2021 99
TECH: HOW TO
25 26

The turbocharger core (bearing housing, bearing assembly, compressor

wheel, back plate, turbine shaft and wheel) was assembled before being
mounted to the Turbo Dynamics in-house Vibration Sorting Rig (VSR), a tool
using compressed air to spin the turbocharger up to operating speed. A
magnet was then dragged across the compressor wheel, activity which sent
information to a series of sensors, allowing the company’s technicians to
instantly identify where any unwanted imbalances may have been present.
Specific values were programmed into the VSR to allow it to take into
account each and every modification applied to the parts it was being
asked to monitor. This fine-tuning ensured the machine returned accurate
information the technician could then use to make final changes to our
modified turbocharger.

27 28

Any detected imbalances were cancelled-out through a process involving the
removal of small sections of material from the turbine shaft nose nut. Once
this stage of the build was complete, the remaining parts of the turbocharger
could be fitted. The unit was then ready to be boxed and shipped.
Wow! The amount of time and effort Turbo Dynamics has invested in
modifying and rebuilding our formerly tired turbocharger is clear to see.
The completed assembly can now boast a better than factory finish, hugely
improved reliability and massively increased performance across the entire
rev range. All that's left for us to do is find an engine to mate the unit to!

HYBRID THEORY see improvements after fitting a hybrid.

A hybrid turbo should be capable of delivering
15-30% over its previously rated maximum
bhp, but other equally important performance
improvements can be observed following
installation. Reduced lag and significantly
better response across the rev range are
just two benefits, while designing the
turbo to custom specification (as
opposed to relying on an ‘off the
shelf’ solution) will ensure
the finished product is
perfectly suited to your
Porsche's engine,
fuelling and airflow
equipment. Of course,
other apparatus,
including cams, injectors,
intakes, intercoolers, ECUs and
exhausts, will have a huge impact on overall
performance, but even owners of turbo
Porsches with standard engine equipment will
As mentioned at the beginning of this
article, when referring to turbochargers, the
term ‘hybrid’ is used to describe any unit
modified from original specification. In other
words, what one person presents as a hybrid
might be totally different to what someone
else presents using the same label. The term
originates from the days when altering a turbo
by using parts from other units was common
practice. For example, if turbo A was too big
for the intended application, but turbo B was
too small, it was accepted that taking parts
from A and shoving them inside B would
result in a fit for purpose ‘hybrid’. Advances
in manufacturing processes and the advent
of specialist components (ball bearing cores
etc.) means the days of taking the front off a
turbo and bolting it onto the back of another
are long gone, even if ‘hybrid’ remains the
word most commonly used to describe an
altered turbocharger. l

100 January 2021

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January 2021 101

TECH: PROJECTS
We don’t just write
about and work on
Porsches — we drive
A SLICE OF THE PIE
and live with them, too! A year on from its last major service, it was time for Dan’s
911 to return to PIE Performance for fresh fluids and filters…
DAN FURR
1986 944 TURBO

Fresh from my Turbo’s close-up (see

page 42), now begins the process
of working through niggles after the
car’s long-awaited
return to the road.
800 miles covered
and I’m falling in
love with this thing!

DAN FURR
2006 997 CARRERA 4S

“Knock, knock.” “Who’s there?” “Your

911’s lower control arms, that’s
who.” With Powerflex wishbone and
bush assemblies
on order, I wonder
if it’s time to
consider more
chassis upgrades?

S
ince buying my 997
JOHNNY TIPLER Carrera 4S in June 2019,
2003 986 BOXSTER S the car has been put to
good use both at home
Despite the application of updated and abroad, not least
alignment, the blue Boxster’s rear during a trek from my
camber angle is giving cause for
abode in Norfolk to the water’s edge at
concern, leading
to an investigation Lausanne, located on the Swiss side
revealing a surprise of Lake Geneva and formerly home
discovery. Details to Porsche racing driver and team
next month.
boss, André Wicky. The car performed
faultlessly during ten days of darting
GARY CONWAY around what the locals know as Lac
2008 957 CAYENNE TURBO Léman, though I had every confidence it
would do so thanks to a major service
Familiarising myself with the big black and clean bill of health courtesy of
bus and enjoying every turbocharged independent Porsche specialist, PIE
mile, both in the city and on spirited
drives through rural Performance, before I set sail for the
countryside. An land of chocolate and cheese.
exciting plan for Time flies almost as fast as a
personalisation is
water-cooled 911 at full chat — the
hatching fast.
end of October marked a year since
PIE technician, Billy McLean, carried
CHRIS WALLBANK out a full inspection on the car, before
2016 981 CAYMAN GTS replacing all fluids, filters, spark plugs
and belts, which is why, once again, I
Bidding a fond farewell to my 997 found myself at the company’s Suffolk
Carrera S Cabriolet after eight years headquarters for an additional stamp in
of ownership. Looking forward to
the car’s service book. I’d also noticed
an exciting future
with the 911’s a slight knocking noise coming from
replacement — my the Basalt Black beauty’s front end in
Rhodium Silver recent weeks, a complaint requiring
981 Cayman GTS.
further investigation, though I suspected
compromised lower control arm bushes Above Considering
following Billy’s previous assertion the the car has now
covered 97k miles,
factory rubbers were nearing the end of she’s in remarkably
good condition
their service life.
He examined my 911 from top
to bottom, closely inspecting every
aspect of its bodywork and chassis. A
small amount of play was confirmed
around the suspect wishbone, leading
me to place an order for a Powerflex
track control arm and bush kit, which
arrived just before we went to print
with this issue of 911 & Porsche World.
Comprising a pair of front control arms
with polyurethane bushes pre-installed,
this true ‘fit and forget’ solution avoids
the hassle of technician or home
mechanic having to remove and fit
stubborn replacement bushes. After all,
how many of us have a hydraulic press in
our garage? Not me, that’s for sure.
Billy was remarkably thorough, noting
every defect, no matter how minor.
For example, he was keen to point out
a scuff on one of the front indicator
lenses, as well as the presence of slight
corrosion on the gearbox oil cooler line.
This was precisely the attention to detail
I’ve come to enjoy from taking my car
to PIE, enabling me to come away from
the firm’s workshop with a thorough
understanding of my 911’s overall
condition and being able to prioritise

102 January 2021

Above Billy’s thorough ‘need to fix’ jobs against lesser important
inspection of the
car preceded the
tasks labelled ‘nice to fix’.
service work, though When selecting a 997 to buy, I was
highlighted the need
to return to PIE for
only interested in cars manufactured
fitting of control arms from late 2006 onwards. More
specifically, I was only considering
cars with engine numbers (68509791
and later) confirming Porsche’s factory
update to prevent the infamous IMS
bearing failure suffered by earlier water-
cooled 911 engines. Nevertheless, no
M96/M97 is considered entirely free
Below A change of of risk. A tell-tale sign that trouble lay
brake system fluid
accompanied the
ahead would be detection of metal
car’s regular service filings in the outgoing filter or lubricant.
To my great relief (although I shouldn’t
have been surprised), the spent oil and
filter were entirely free of the feared
contaminants. With Billy’s inspection
of the fluid complete, the filter housing
was cleaned, a new filter was installed
and the rest of the service could press
ahead as planned. All new consumables
were promptly added, with the excellent
condition of the despatched items
proving the car is operating in tip-top
condition. It’s a fact confirmed by a
healthy service history and supporting
paperwork from Porsche main dealers,
as well documentation from PIE.
Billy confirmed my 911 to be in
excellent order throughout, though
suggested replacing top mounts at the
same time as the aforementioned tired
rubber bushes. In addition the service, he
replaced the brake fluid, scrutinised the
battery state and voltage, the condition
of all windows and washers, all drain
bungs, the coolant level and strength, all
radiators and finished up by vacuuming
loose leaves from intakes in the front
bumper. Additionally, he checked and
adjusted the handbrake. Next up, a return
visit with my newly acquired Powerflex
control arms in hand. Stay tuned! l
January 2021 103
TECH: PROJECTS
PRECIOUS CARGO
Wanting a fix of Porsche performance, but needing family-friendly
practicality, Gary Conway buys a 957 Cayenne Turbo…
G
CAP Performance,
the premium marque
tuning and vehicle
maintenance company
I operate from the
heart of Notting Hill,
takes care of a high number of desirable
Porsches. A regularly returning customer
brings his gorgeous Carrera GT in for
regular work (he likes to use his cars, no
matter their rarity), as does the owner
of a genuine RUF CTR ‘Yellowbird’. As
you can tell, from air-cooled classics
to the latest 911s, GCAP takes care of
many cherished Porsches residing in and
around West London.
The first engine I ever built was a 993’s
flat-six, but rapid demand for GCAP’s
services and steady investment to aid
expansion of the business meant buying
a Porsche to call my own was an idea
I was unable to entertain. Then, when
my son was born, I needed a family
friendly car. Consequently, a series of
104 January 2021
uninspiring BMWs found their way onto
my driveway. The want for a Porsche
remained strong, however, and though I’d
dearly love a sports car (I even toyed with
the idea of buying a Boxster and using
it as a development vehicle with a view
to entering it into club-level motorsport),
demands at home and at work simply
won’t permit such a purchase right now.
Thankfully, those of us who enjoy a
busy professional life and have a young
family can still own a Porsche —if you’re
watching the pennies, but still want to
enjoy a true performance variant of a
product from the Stuttgart stable, plus
still be able to carry a decent amount of
(human) cargo, then the 957 Cayenne
Turbo is an absolute steal at current
prices. It’s also a model welcoming of
power and style upgrades, which is great
news as far as GCAP Performance is
concerned. Granted, you can get hold of
a 955 Turbo for much less money (for
less than the cost of a 924 S, in fact), but
the first Cayenne Turbo looks very dated Above 957 front
end looks massively
compared to the later 957 and, more modern when
importantly, the earlier model carries a compared to that of
the earlier 955
lot of faults ironed out by Porsche in time
for 957 Turbo production. For example,
early Cayenne Turbos (4.5-litre V8s)
feature plastic coolant pipes, which send
fluid to the turbochargers as well as the
engine itself. These pipes become weak
and brittle with age. Facelift models
(4.8-litre V8s), like mine, make use of
aluminium parts, though it’s true to say
a small number of early 957 Turbos
managed to roll off the production line
with the troublesome plastic pipework in
place. Additionally, through breakdown
of the crossover pipe between heads
at the rear of the engine, coolant loss
is a source of frustration for owners of
first-gen Cayenne Turbos. GCAP offers
a well-designed two-part screw-in pipe
which eliminates risk of failure and is
significantly cheaper than Porsche’s
solution of buying a new manifold.
Top 4.8-litre V8 Having secured ownership of this
pumps out 493bhp
black 2008 957 Turbo, I’m looking
in stock trim, with
plenty of headroom forward to a process of personalisation,
for more power
which will include many performance
upgrades, as well as updates to the
already impressive aesthetic. A major
engine and transmission service
is my first port of call, followed by
an overhaul of the braking system,
wheels, suspension, exhaust, in-car
entertainment equipment and custom
trimming for the interior. I’m also looking
into the possibility of replacing some
Below Boot space is
huge and can carry
of the cabin’s standard (and, in some
plenty of luggage cases, dull) plastic parts with new items
made from genuine carbon-fibre. I’ll be
documenting all of this work in coming
issues of 911 & Porsche World.
Another early job will be the
installation of an advanced MetaTrak
vehicle tracking system. It’s something
I recommend to all GCAP customers,
meaning I need to practice what I
preach! Most of all, though, I’m looking
forward to covering decent ground in
my new Porsche, as well as using it for
the commute to and from my workshop
each day. I’m already hugely impressed
by this super-SUV’s performance and
load carrying capabilities (though mpg
isn’t exactly earth shattering, especially
when darting around central London).
Moving forward, I hope my adventures
with this big-power V8 go some way
to demonstrating just how many
aftermarket tuning products and services
are available for owners of early Cayenne
Turbos — the 957 Turbo is capable of
700bhp through bolt-on upgrades and
remapped software, and that’s with
continued use of the stock turbochargers
and engine internals. Who says 911s,
Boxsters and Caymans are the only
modern Porsche products suitable for
modification?! More next month. l
January 2021 105
TECH: Q&A
DEALER TALK
Based in Tunbridge Wells, RUF Automobile UK keeps
Richard Sekula very busy, not only as a consequence of
media enquiries and new RUF orders, but also through the
acquisition and sales of pre-owned cars bearing the famous
Pfaffenhausen crest. We popped along to find out the latest...
How was business for RUF during 2020?
It’s important to remember RUF Automobile
GmbH is a manufacturer. While it’s true to say
the company is concerned with low-volume
production of bespoke vehicles, it still faces the
same pressures as major manufacturers where
problems with the supply chain is concerned.
When you look at the specification of a new RUF
car, it’s easy to see why assembly is so labour
intensive and why each build is a protracted
affair. Nevertheless, missing one or two small
items as a consequence of outside forces
can hugely hamper completion of assembly.
If a third party’s factory is closed or there’s a
logistical problem to deal with, this could present
an enormous problem. For any manufacturer
(RUF, Porsche or otherwise), it’s a big concern.
Have lead times for the delivery of completed
RUF cars had to be extended?
Thankfully not. In fact, the biggest problem we’re
facing is continued high demand for the new
CTR, a 700bhp anniversary model paying tribute
to the original CTR ‘Yellowbird’ and limited to
just fifty units. In contrast, there isn’t a cap on
production for the new CTR’s sister car, the
full-carbon SCR (unveiled at the 2018 Geneva
Motor Show and powered by a 503bhp naturally
aspirated four-litre flat-six). With this in mind,
give me a call if you want to place an order!
When are you anticipating completed cars to
roll out of Pfaffenhausen?
UK-designated new CTRs are expected to be
with us in the early part of 2021. Customers who
have laid down a deposit for a new SCR should
106 January 2021
Richard Sekula is
Managing Director of
RUF Automobile UK,
the outpost of RUF
Automobile GmbH in
the United Kingdom. As
well as managing sales
of pre-owned RUF cars,
he is the go-to contact
for new RUF sales. Visit
www.rufautomobile.co.uk
expect to see the
first cars completed
by the close of the
year. Before long,
all customers will
be invited to RUF’s
German headquarters
to enjoy test drives in
the prototype of each
model. As you can
imagine, it’s a very
exciting time for us.
RUF Automobile UK is
the first point of contact for sales of pre-owned asked to locate cars for enthusiastic clients,
RUF cars in the United Kingdom. How has this the limited availability of really good air-cooled
market faired in recent times? 911s with interesting provenance and exacting
In terms of sales activity, 2020 was no different specification is very frustrating.
to any other year. We’re lucky thanks to there
being perennial interest in air-cooled Porsches What makes an air-cooled Porsche so special?
and related RUF products. Obviously, COVID It’s a combination of factors. I’m the owner of a
presents challenges to a business like ours, but RUF-kitted Carrera 3.2 and I’m amazed at how
we’ve seen the customer base adapt to a new small it is compared to the latest-generation
way of buying cars, demonstrated by the surge 911. To my mind, the Matchbox-like proportions
in popularity of online specialist automotive of an old Porsche are one of its biggest
auctions. I think, on the whole, buyers have really qualities. I love how you can chuck these cars
warmed to the convenience of being able to around and how 50mph can feel like 70mph
remotely purchase a car from a trusted seller. thanks to an ‘analogue’ driving experience free
In short, the pre-owned market has remained of frippery, electronic devices and driver aids.
healthy. The difficulty is being able to fulfil Air-cooled Porsches have a lot of soul.
demand, something most suppliers of used
Porsche and related cars are experiencing. What is your advice to anyone worried about
the availability of old Porsches in an age
You’re finding stock difficult to come by? welcoming automotive electrification?
In addition to pre-owned RUF cars, we source Get out there and enjoy these cars while you can.
and supply top-notch examples of air-cooled It’s difficult to say what the automotive landscape
Porsches, but the will look like in ten or twenty years. Cars with
number of really traditional engines might not be economically
good quality vehicles viable for the majority of enthusiasts, which
coming to market has is why now is a good time to buy the Porsche
been less than fluid in you’ve always promised yourself.
recent months. With
uncertainty surrounding What new developments are taking place at
what’s happening in RUF Automobile UK at the moment?
the world right now, We’ve been taking a lot of calls from interested
many owners are parties keen to find out more about the RUF RCT
holding off parting Evo we took delivery of for a UK customer at the
with their Porsches. I tail of end of the summer. It’s a fantastic car in
can understand why, shimmering purple paint. That gives me an idea:
but as a dealer being it’d make a great 911 & Porsche World feature! l
 At JMG, we are dedicated to helping you get
the best experience from your Porsche.

Classics through to the current day models for servicing,

fault finding, repair and even personalisation in our
South of England workshop.
JMG Porsche are a family run business built on a
foundation of three generations of Porsche experience
stretching back to the early 1970’s.

JMG Porsche
98 Cobham Road
Ferndown Industrial Estate
DISTRIBUTORS FOR Wimborne
Dorset
BH21 7RE

01895 814446 Tel: 01202 488800

Email: service@jmgporsche.co.uk
porsche-torque.com mailorder@jmgporsche.co.uk

Unit C2, Arun Buildings, Arundel Road, Uxbridge. UB8 2RP www.jmgporsche.co.uk

PORTIACRAFT
INDEPENDENT PORSCHE SPECIALISTS
ESTABLISHED 1982

Sales, servicing & everything Porsche

We usually hold 20-25 cars in stock prepared to a
high level & competitively priced.
All cars we sell are fully serviced prior to sale with
a new MOT & warranty included in the price.

PHONE: 020 8959 1604

EMAIL: sales@portiacraft.com

www.portiacraft.com
January 2021 107
TECH: AUCTION
MARKET WATCH
As enthusiasts and collectors look forward to what we all hope
will be a more positive year, auction houses have revealed
details of some of the Porsches coming to market in the early
part of 2021. Dan takes a look at the ones to watch out for in
real-world and online auction rooms in the coming weeks...
If you’ve made it this far into the magazine
(though I recognise there are strange folk
out there who will start at the back!), you’ll
know I’m the proud owner of a 944 Turbo,
which is why the 944 Turbo Cabriolet about
to go under the hammer at Mathewsons
auction house has tickled my fancy. One of
only a hundred right-hand drive Turbo drop-
tops built (shared between UK, Japanese,
Australian and South African markets),
this particular example is understated in
its monotone dress, but it could be exactly
what budget conscious admirers of this
rare production model have been looking
for — due to minor accident damage
suffered back in 1998, the car was awarded
Category D certification (insurer decided
not to repair). This was a time when old
Porsches weren’t worth what they are
now and appreciation for the 944 in any
IT’S DIFFICULT TO ARGUE AGAINST THE
CASE FOR STRETCHING YOUR BUDGET
FOR THE VERY MODEL WHICH HELPED PUT
PORSCHE BACK IN THE BLACK
specification left a lot to be desired. Wind
the clocks forward, and May 2020 saw a
Guards Red 944 Turbo Cabriolet shift for
£36,300 at the Silverstone Auctions Live
Online Sale, making the lower estimate of
£18,500 for this Porsche Club GB certified
example something of a steal.
For some time, Porsche’s transaxle
family of cars was riding on the coattails
of rapidly increasing 911 values, the
effect generating renewed enthusiasm for
these front-engined, water-cooled modern
classics. Perhaps the best example of this
creeping adoration in action is the 1988
928 SE which sold for an eye-popping
£129,375 at the NEC Classic Car Show live
online auction a few weeks ago. A limited
production run of forty-two right-hand drive
cars for the UK, the SE is regarded as the
C16 market’s 928 Club Sport (available in
continental Europe and North America).
108 January 2021
This particular car was owned by the
Egyptian embassy between the original
point of sale and 2015 and, following a
refresh at Hexagon Classics, has been
enjoyed by just one owner since that time.
With only 10,325 miles on the clock, it’s
as close to a new SE as can be hoped for,
though for that price, I should hope so!
Another pretty Porsche I’m expecting to
fetch a pretty penny is the Paint to Sample
2002 996 Turbo due to be offered in a
forthcoming Collecting Cars online auction.
At the time of writing, few details have been
published about the car. I appreciate its
Hulk-like hue is probably ‘Marmite’ to many,
but I love it and will be interested to see
how many bids this striking 911 generates
and, of course, what the final sale
price will be. Good luck to those of you
planning to get busy with the bidding.
At the lower end of the price
spectrum is the Arena Red 986
Boxster being readied for sale by
the guys over at Brightwells. Supplied new
by JCT-600 in May 1998 and trimmed in
extended Savannah leather, this gorgeous
drop-top has covered only 38k miles from
new and rides on staggered ‘twist’ alloys.
Cherished by only two owners from new,
it’s not the cheapest 2.5-litre 986 you’ll
come across (the lower estimate is £7,000),
but it’s difficult to argue against the case
for stretching your budget for such a tidy
example of the very model which helped
put Porsche back in the black.
The Market is offering a tidy Tiptronic-
laden 993 Carrera Cabriolet in the coming
weeks, while Brightwells has an awkward-
looking Guards Red 964-decorated Carrera
3.2 on its books. An estimate of £45,000 is
expected to be reached. Time will tell! l
 HILLCREST
SPECIALIST
CARS
SPECIALIST IN PORSCHE

SPECIALIST IN ALL
THINGS PORSCHE

www.hillcrestspecialistcars.com 01491 642911

Whitehouse Garage, High Street, Nettlebed, Henley on Thames RG9 5DB

• Fixed Price Servicing Merry Christmas

to our Porsche
• Engine & Transmission Rebuilds customers and we look
• Restoration forward to seeing you
in the New Year
• Full Diagnostic Facilities
• Pre-Purchase Inspection Experts for classic and new Porsche

Norfolk specialists with over 40 years experience

Tel: 020 8500 2510 Email: info@hpporsche.co.uk
www.hpporsche.co.uk
181 FOREST ROAD, HAINAULT, ESSEX IG6 3HZ
Repairs & servicing • Air con testing & refresh
Engine builds • Tyres & Re-Balancing • Restoration
IMS bearing replacements
For friendly advice, call 01328 821 429 or 07825 992 021
Unit A, Bunkers Hill, Egmere, Norfolk NR22 6AZ | whporsche@outlook.com

January 2021 109

CLASSIFIEDS
356 PORSCHE 911 PORSCHE 911 PORSCHE 911

1993, 69000 miles, £30,000. Porsche

911(964) carrera 2 cabriolet Original
condition. In colbot blue with a blue
hood and white interior. Some minor
re-conditioning required. Please call
07912763527, East Midlands.
100720
PORSCHE 911
1986, £41,995. A great example of a
nicely maintained example of a 3.2
Carrera. Originally supplied in Germany,
this car was imported into the UK in
2001 by Formulae Fuchs before being
supplied to the current owner later that
year !. Please call 01623 411476, East
Midlands.
103036
PORSCHE 911
1996, 35259 miles, £54,999. Carrera
cabriolet, 6 speed manual, in excellent
1972, £139,995. 2.4 E. This is the very rare
Oil Flap edition , which was made for only
one year. The first owner was classed by
Porsche as a Privileged Client and was able
to order her cars direct from the factory,
which she did in 1972. The car is painted in
Velvet Green, a Rolls Royce colour. The only
Porsche to leave the factory in this special
colour. The client collected the car on the
30/12/72 and drove it back to London,
registering it in the UK on the 28/06/73 as
PMD227L. In the later years the car was
seen for sale in Nottingham and bought by
the last owner. It was then sent to one of
the countries Specialist Porsche restorers
where the car was stripped and repainted.
The interior has also been done by a
specialist trimmer and is stunning. This a
chance to own a very rare 911. Please call
01636812700, East Midlands.
103196

original condition in midnight blue with

marble grey leather, complete service PORSCHE 911
history and books pack, last service
at 35,066 miles (main dealer). 17”
alloys, beautiful, well cared for classic
Porsche. Please call 07595 218406,
South West.
103944

PORSCHE 911
2006, £23,995, 88000 miles. 997 Model
3.8 Carrera S. In silver. 4 owners from
new. Originally sold by Porsche Centre
East London, with an abundance of extras.
These include, Tiptronic transmission, Auto
dimming mirrors, Rain sensors, Heated
seats, MF steering wheel/smooth leather,
911 Tiptronic buttons for steering wheel, 1983, 114000 miles, £79,995. 2dr, finished
Porsche cast wheel caps, Automatic speed in Zinc Silver with Navy Blue Full Leather.
control, Top tint windscreen, Park assist Electric sunroof, electric windows and
and Sunroof. Full Service History, with central locking. Comes with a Large History
2002, 16380 miles, £79,950. Features recent services. Please call 01636812700, File. New tyres recently fitted. Please call
an all-wheel drive system and was East Midlands. 01485 541526, East of England.
103175 103814
available with either a 6-speed manual
or a 5-speed Tiptronic transmission. It
has revised styling and a wider stance
than the naturally aspirated 996 Carrera
models, along with new bi-xenon
headlamps and a fixed rear wing. The
Turbo also came with VarioCam Plus and
stability management, and on the US
models, an electronically adjustable rear
spoiler was included which would rise at
a speed of 76 mph (122 km/h) and lower
at 36 mph (58 km/h). The bodywork
was also revised to allow airflow to 3
radiators up front and to accommodate
18-inch wheels and tyres. Please call
07850 888880, South East. (T)
101292

NCO
MI WEB EW
Independent Porsche Specialist NG SIT
SO E
O
Servicing, MOTs, mechanical repairs/restorations, N !
engine and gearbox re-builds, four wheel alignment,
performance upgrades. Competitive labour rates.

Tel: 01892 652994 Email: info@octanegarage.co.uk

www: octanegarage.co.uk
Unit 6 Lexden Lodge Industrial Est. Crowborough, East Sussex, TN6 2NQ

110 January 2021

PORSCHE 911
2006, 50000 miles, £29,995. 3.8 C4S,
6-speed. Finished in Carmon red metallic
with sand beige full leather interior and
with options costing close to £15,000.
This Porsche has just been inspected
and serviced and has no known faults or
issues and wants for nothing. Please call
07885742090, East Midlands. (T)
103815
PORSCHE 911
1982, POA. Built by respected marque
specialist RPM Technik as a race or
distance rally car. RS-looking replica
featuring a ducktail, fibreglass doors
and bumpers and lightweight roof
panel. Good history file including old
MSA logbooks, a UK V5c. Versatile
car that could have a number of uses;
track days, sprint, circuit racing or
perhaps endurance and long-distance
rallying. Please call 01246 451772, East
Midlands.
103816
PORSCHE 911
2015, 6600 miles, £80,900. 991.1
Carrera GTS 3.8 manual. Quite possibly
the most desirable spec for 991.1
Carrera GTS. Please call 01623 411476,
East of England.
103319
928
PORSCHE 928
1990, £32,000. 2 owners from new. Last
owner for 25 years. Exceptional Condition.
Please call 01732 886002, South East.
103228
PORSCHE 928
1991, 111000 miles, £23,500. Finished
in Sternrubin (violet) with parchment
leather and piped upholstery this car is in
a beautiful condition and benefitting from
a superb recent respray costing in excess
of £8000. Please call 07885742090, East
Midlands. (T)
103509
944
PORSCHE 944
1990, 52000 miles, £11,495. FSH, all
MoT's to verify mileage, recent new
belts, cam, balancers and drive. Serviced,
clutch and brake fluid replaced. Owned
for 21 years, original unused toolkit and a
reluctant sale. Please call 07870 222653,
Greater London.
100013
PORSCHE 944
1990, 132000 miles, £7,999. S2 Cabriolet.
4 months MoT, over £6,500 spent in the
last 3 years, new sills, respray, new brake
calipers, cambelt, alternator, battery and
more. Please call 07973273155, East
Midlands.
101691
PORSCHE 944
73000 miles, £24,995. The Porsche has
air conditioning, the electric removable
sunroof, leather Sport seats with electric
adjustment up and down and fore and
aft, and the correct Club Sport wheels
with virtually new Continental Sport tyres.
Please call 01622 851841, South East.
102058
PORSCHE 944
1988, 91000 miles, £34,195. Porsche 944
Turbo S, genuine Silver Rose car, very rare,
only one in this colour combination, Guards
Red with Porsche script beige linen sports
seats. Porsche specialist maintained,
full engine rebuild 2000 miles ago!
Personalised 944 Reg purchased from a
scrapped vehicle and open to offers. Drives
like a dream, fast 0-60 5.5 secs, five speed,
limited slip differential, power steering,
A/C, electric windows and seats. Always
garaged. Please call 07791697435, South
East. , South East.
103332
PORSCHE 944S2 CABRIOLET
1992, £12,000. In Cobalt Blue and grey
electric interior, ill health forces sale after
spending one year renovating. Stripped
and resprayed after new sills, wing tips etc,
engine has been thoroughly serviced to the
tune of £4000. Turbo twist alloys with as
new N-rated tyres. This car needs viewing
to fully appreciate all the work completed
with invoices and photos to prove. Please
call 07774 287713 or email paulskid.
coombs@gmail.com, Wiltshire.
996
PORSCHE 996
2002, 23500 miles, £23,995. In stunning
condition throughout, wheels are
unmarked, no significant dings, dents or
scratches to the beautiful metallic green
paint, interior is stunning with no wear, no
rust and no chips to the windscreen. Please
call 07711 645 465, South East.
102008
BOXSTER
PORSCHE BOXSTER
1999, 117000 miles, £3,500.
Resprayed black. new hood, new
leather seats, new lights. MOT 1
year, nice car. Please call 07973
763448, East of England.
104165
PORSCHE BOXSTER
74000 miles, £7,499. Service
history, new mot and service,
amber lights model, modern classic,
excellent condition. Manual gearbox.
Please call 07595 218406, South
West.
103946
PORSCHE BOXSTER
1997, 78418 miles, £5,999. Full service
history, silver/black soft top, CL, EW,
PAS, CD, AC and safety hoops. Driver
and passenger airbags, comprehensive
history with fully stamped up original
service book and 2 keys. A beautiful
Porsche convertible in excellent
condition. Please call 07595218406,
South West.
101117
PORSCHE BOXSTER
2002, 129000 miles, £4,950. Silver with
black leather. 2.7 Engine with 5 speed
manual transmission. Recent work includes
4 new tyres, electric Mohair hood, new glass
window, Uprated brakes and sports exhaust.
Please call 020 8501 5044, South East.
102228
PORSCHE BOXSTER
2004, 52000 miles, £9,995. Strong
performance from the 228bhp 2.7 flat six
engine, a lovely light feel to the handling
and steering, plus the updated interior and
glass screen hood of the face lift cars in
a great colour. Please call 01487 842085,
East of England.
103308
PORSCHE BOXSTER
2002, 62341 miles, £8,250. The car is
in immaculate condition, paintwork all
original, no accident damage. Mechanically
perfect. Michelin Sport tyres, pristine
electric hood. 12 months MOT. Private
plate included. Please call 07860 328609,
West Midlands.
102821
PORSCHE BOXSTER
64400 miles, £11,950. Everything on the
car works exactly as it should and it has
the added benefit of the factory fitted hard
top which was an expensive option at the
time. The car comes in a really stunning
colour combination and it performs
beautifully on the road. Please call 01420
520635, South East.
103443
January 2021 111
CLASSIFIEDS
PORSCHE BOXSTER
2001, 140100 miles, £9,950. One owner,
finished in rainforest green metallic with
black leather interior, climate control,
driver, passenger and side airbags,
electric black retractable soft top, electric
seats, headlamp washers, rain sensitive
windscreen wipers, dimming mirrors, and
more. Please call 01420 520635, South
East.
102889
PORSCHE BOXSTER 981
2012, 30,000 miles, £22,500. in Basalt
Black metallic, low miles with FSH, MOT
due March 2021. Car in pristine condition,
20” Carrera classic alloys with great tyres,
Bluetooth phone/iPod set up, PCM, air con,
CD, black leather interior, electric windows.
Reduced price as space needed. Please
call 07837 107436 or email sueandjohne@
icloud.com, Cheshire.
CARRERA
PORSCHE CARRERA GT
2006, 13087 miles, £650,000. Our car,
which is in our West London showroom,
has been shrewdly used, covering just
21,063km since new. Presented in superb
condition inside and out. It is believed to be
1 of around 120 Carrera GTs which were
specified in Basalt Black, making this car a
very rare proposition in the highly desirable
Black on Black combination. As you would
expect from thoughtful usage, the interior
remains in a stunning condition, as is
the paintwork all around the vehicle. The
wheels are all unmarked, and the electric
controlled rear wing is working correctly.
Please call 07850 888880, South East. (T)
101293
CAYMAN
PORSCHE CAYMAN S TIPTRONIC
3.4
2006, 67,574 miles, £13,995. Atlas Grey
metallic, grey leather interior, superb colour
combo with front Zunsport grille set. Used
daily, unmodified car, excellent condition,
unmarked 19” Carrera classic wheels,
Bose sound system. Maintained regardless
of cost, recent expenditure approx £5000
inc 4 new Pirelli P Zeros + new pad and
discs, 2 keys, recently serviced by Auto
Umbau Porsche, mature owner. Please call
07979 512974 or email geoffbrown7@
hotmail.com, Herts.
112 January 2021
PORSCHE CAYMAN
2008, 100300 miles, £11,950.
987-series, 2,700 5-speed manual 2
door Coupe, Jul 2008. Please call 01420
520635, South East.
104522
SPEEDSTER
PORSCHE SPEEDSTER RECREATION
1957, 30477 miles, POA. Please call
01509 881106, East Midlands.
103813
PARTS & ACCESSORIES
PORSCHE 911 ENGINE COVER
1970, £250. Porsche 911 original engine
cover, no rust, bead blasted and etch primed.
Please call 07532 477192.
PORSCHE 924 & 944 BOOK
£6. Author Nigel Edwards, includes data and
detail on 968, 96 unmarked pages, vgc.
Please call 07399 359072.
PORSCHE CAR CARE KIT
£75. Original Porsche car care kit from the
late seventies, unused and complete, I used
it as a feature displayed in the trunk when
displaying my ‘77 Carrera 3.0. I understand
that these were given as a gift on purchasing
a Carrera 2.7 and 3.0 in the ‘70s. Some slight
signs of wear from being moved around in
its plastic Porsche branded box, but still an
attractive and rare feature to have with your
period Carrera. Please call 07761 084385 or
email davidbolton01@aol.com, Cheshire.
PORSCHE HANDBOOKS
£7.50. Cayenne price list, Tequipment
Cayenne accessories, Cayenne Diesel
price list, all books for 2009 models, as
new condition, free postage. Please call
07399 359072.
PORSCHE TOOLS
1972/3, POA. Assortment garage clear
out. Please call 07477 414999, South East.
101040
PORSCHE TOOLS
1973. Original parts tool roll, head
light, bezels, bonnet ,boot latch, Interior
lights,driver hand boot , manuals, badge,
wheel centre badges,rear spacers, gas
struts,pair rear overrides, window winders,
and jack. Please call 07737 174200, West
Midlands.
102401
PORSCHE GARAGE CLEAROUT
POA. Porsche air compressor unused
boxed, early type,Jaguar E wire wheels,
2' Tr2/3/4 4 steel wheels, Lamborghini
bolt on wheels magnesium 4, Lamborghini
jack and bag early type, espada bumper
and grill items, special factory tools.other
items. Please call 07477 414999, West
Midlands.
102447
PORSCHE 911 RADIUS ARMS
1980, £25. Pair of vulcanised radius arms,
never used and still in box. Fits 911 from
1974 to 1986. Please call 01983853500,
Channel Islands.
102769
PORSCHE BACKPACK
£39. Backpack by Porsche with logo
Polyester 100% in black 17"x11"x6" Still in
bag. Unsuitable gift and unused. Please call
01475 726360, Scotland.
100047
PORSCHE T-SHIRT
£10. In grey, gents small 36"-48" chest.
Martini Racing logo. Postage free. Please
call 01475 726360, Scotland.
100278
TURBO TWIST HOLLOW WHEELS
AND NEW TYRES
Offers. Porsche Turbo Twist hollow 5 spoke
18” wheels (dark grey with red coachline)
fitted with new Pirelli N4 Porsche approved
tyres, 295/30/18 N4 rears and 225/40/18
N4 fronts P Zero Rosso. Wheel condition is
used and tyres are brand new costing £650
fitted, one wheel rim has a very small area
of damage right on the edge plus grazing
to the gloss lacquer finish, Turbo centres,
contact for photos. Please call 07811
123066 or email mpitter@aol.com, Herts.
NEW CLASSIC BLAUPUNKT BERLIN
8000
£955. Blaupunkt Berlin 8000 gooseneck
radio/cassette player, brand new, boxed and
complete with all components, labels and
instructions. For more information please
email, must collect or pay delivery. Please
call 07876 547548 or email williamblloyd@
gmail.com, Oxon.
PORSCHE 924 TURBO S1 VDO
CLOCKS - RARE!
£500. Very rare Porsche 924 Turbo Series
1 VDO dash clocks for sale. Green digits
with orange needle, includes speedometer,
rev counter, fuel and temperature gauge,
the speedometer reads just under 4K. I
also have for sale the corresponding centre
console clocks, with volt meter, oil pressure
gauge and time clock, each set of clocks is
available at £500, can be posted worldwide.
Please call 07851 535152. or email
bjohal172@gmail.com, West Midlands.
NEW PORSCHE 911 ROOF PANEL
1963-89
£1,499. Porsche roof panel, Dansk, new in
box, OE-90150305100, Porsche 911 1963-
1989. Please call 01244 370886 or email
davidbrown.chc@btinternet.com, Cheshire.
NEW PORSCHE 911 997 AIR FILTER
HOUSING
£350. Porsche 911 997 Mk2 air filter, OE-
99711002231, 3.8L, brand new, complete,
collection Chester. Please call 01244
370886or email davidbrown.chc@
btinternet.com, Cheshire.
PORSCHE 911 997 GEN 2 LED TAIL
LIGHT LENSES
£250. Genuine Porsche, used and from my
own car, working perfectly but the lenses
are separated slightly and let in water,
even with this problem everything works
fine. I put 2 new ones on my 911 just for
looks really at almost £1000! Possibly they
could be repaired but never tried, would
suit as backup or for track day car etc, can
send photos if required. Please call 07894
465066, Co.Tyrone.
PORSCHE BACKPACK IN BLACK
£39. 100% polyester backpack, 17”x11”x
6” approx, unsuitable gift, unused, 60%
off, postage included. Please call 01475
726360.
PORSCHE BOXSTER HARD TOP
STORAGE BAG
£99. For sale my hard top storage bag, fits
Porsche Boxster and many other vehicles.
It is in very good condition- fully lined/
padded with full zips and hanging loops.
Overall, very good quality. Buyer collects
for £99 or can post to the uk for an extra
£15, email for pics at pkw2704@ gmail.
com. Please call 07726 340199, Leeds.
911 PORSCHE MAGAZINES
£50. Large quantity of motoring magazines
for sale all with Porsche related articles
from the 1980s to 2020, includes Porsche
Post from ‘86 on, 911 & Porsche World
from no.6 onwards, Fast Lane, Car, Classic
& Sports Car and more, for a full list
please email, will split into magazine lots
if required, all offers considered, must go
as I need the space, buyer to collect. Please
call 07903 783586 or email d.m.stllr@
ntlworld.com.
ALL PORSCHES REGISTRATIONS
Wanted. All Porsches classic to modern!
All conditions wanted, from restoration
projects to concours, right and left-hand
drive. Complete collections purchased,
cash buyer, discretion assured. Please
contact me if you are interested in selling
your Porsche and are looking for a prompt
hassle free cash buyer! I am especially
interested in the following models: 911,
911SC, 911 3.2, 964, 993, and low
mileage 996 and 997. Please call 07787
528131 or email sales@torosportscars.
com.
968CS LHD PROJECT
Wanted. Looking for an original, first paint, P911 JYE WBL3
accident free 968CS left-hand drive that £9,000 OVNO. Registration ‘WBL3’, for
can be a good base for soft restoration.
Please send me your offers via email with more details email. Please call 07876
photos, I would consider other classic 547548 or email: williamblloyd@gmail.
Porsche project manufactured until 1995 £580. Personal registration ‘P911 JYE’. com.
but I am on low budget. Please email Private plate ideal for your Porsche 911,
rutkowsa@gmail.com, Denmark. owner or partner name Jayson, Jayne,
or Jay?? Superb private plate/cherished
REGISTRATIONS reg number held on a DVLA Certificate of
Entitlement, ready to be assigned straight
on to your vehicle, or you may choose to
ADVERTISE
JU57 HOT keep it on the Certificate for up to 10 years,
you can also renew it for another 10 year HERE
period 1 month prior to the expiry date (free
service offered by DVLA). The listed price
includes the £80 DVLA fee, please note that
£4,999. JUST HOT, enough said. ‘JU57 this registration can only be assigned to a GO TO
HOT’, this head turning number plate is vehicle registered August 1996 onwards,
held on a long retention certificate, it can actual pair of number plates are NOT MOTORFREEADS.CO.UK
be put on to your car now or saved for included. Any questions please contact
later. An excellent investment that will
me, sensible offers considered. Please call
continue to rise in value, get in touch now 07703 185814.
and make it yours, absolute bargain at
this price. Please call 07900 276656 or
email lhamer92@gmail.com. ADVERTISEMENT INDEX

WANTED P911 AFC Awesome Classic & Custom 36 Northway Porsche Specialists 34
Beverly Hills Car Club 49 Paragon Porsche 13
996 GT3 GT2 PARTS BBS LM Bilstein 5 Parr Garage 115
Brey Krause Manufacturing 4 Patrick Motorsports 56
Car Bone 107 Pelican Parts 29
Charles Ivey Specialist Cars 93 PIE Performance 41
£3,499. ‘P911 AFC’ Gooner Porsche. Classic FX Porsche 8 PMO 101
Super plate for a Porsche 911, excellent Classicline Insurance 109 Porsche Club of Great Britain 79
plate for an Arsenal fan/player, ultimate Club Autosport 93 Porsche Torque 107
Wanted. Looking for 996 GT3 and GT2 plate for any Gooner with a Porsche 911,
Cotswold Porsche Specialists 93 Porschtek 71
parts: cage, BBS LM or E88 wheels, bucket imagine this rocking up at The Emirates.
The plate is on a retention certificate CSF Inc 37 Portiacraft 107
seats, GT2 wheels etc. Also 996/997 Turbo
which makes everything so simple, D’Eser Vintage Sports 32 Quickfit Safety Belt Services 56
parts such as Aerokit spoiler, hollow spokes
etc. GT3 RS parts would be preferred but number plates are very good investments Dansk 75 Rennline 25
I know they are rare, need to bring back and this registration will appreciate in Dave The Trimmer 97 RGA Porsche 97
some spice in my relationship...WITH THE value. Contact me if you want to be the Design 911 19 Richbrook International 97
CAR!!! Text, email or WhatsApp pics. Please new owner of this desirable asset. Please Design 911 Trade 83 RPM Specialist Cars 65
call 07948 900911 or email 911hsc911@ call 07858 580557 or email ticktock88@ Douglas Valley Breakers 85 Selection RS 27
gmail.com, Beds. ymail.com. Elephant Racing 55 Sportwagen Eckert 57
Elite Garages 31 Stoddard Parts 23
EPS Vertex Automotive 61 Stuttgart Classica 51
Export 56 32 Tarett Engineering 34
FVD Brombacher 2 Tech 9 Motorsport 115
GCAP Performance 17 Twinspark Racing 34
Hartech Automotive 56 Westwood Cylinder Liners 8
Heritage Parts Centre 45 William Hewitt Porsche Specialist 109
Hillcrest Specialist Cars 109 Woolies Workshop 36
HP Porsche 109 CLASSIFIEDS
Jaz Porsche 85 CMS Porsche
JMG Porsche 107 DSD Motorwerks
LN Engineering 9 Eric Hall
Morethanpolish 101 Karmann Konnection
Nine Excellence 32 Octane Garage
Ninemeister 4 Prestige & Performance Cars
No5 Garage 97 Roger Bray Restorations

January 2021 113

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