PORSCHE 996 GT3 RS l MACAN TURBO l 981 CAYMAN GTS l 997 C4S

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TALK ON CORNERS
Forget power figures quoted by mates keen to shout about how quick
their cars are. What is it, in the real world, that makes your Porsche feel
fast? Handling and braking, that’s what. Porsche chassis dynamics are
revered the world over for getting a car around corners at rapid rate, which
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with chassis tuning. From star cars, including the superb 968 Club Sport
(a Porsche rated by none other than factory test driver and marque brand
ambassador, Walter Röhrl, as one of the best-handling models in the
manufacturer’s back catalogue), to analysis of how suspension, tyres
and braking systems work, we’ve shoehorned as much handling oriented
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With this in mind, from next month onward, you’ll pleased to know 911
& Porsche World is increasing to 132 pages, a move allowing even more
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February 2021 3
4 February 2021
HANDLING SPECIAL

FEATURES
10 BACK TO THE FUTURE
PK Sport’s 996 GT3 RS 2001 Le Mans entry.

34 TAKEOVER MAKEOVER
Revisiting Porsche’s failed takeover of VW.
82
42 DUTCH COURAGE
An amazing-handling 964 Carrera 2.

58 WHEN LESS IS MORE

The awe-inspiring 968 Club Sport. 58
66 Q&A: BRAKING SYSTEMS
Frequently asked questions about brakes.

70 LAWS OF GRAVITY
The importance of chassis tuning.

76 GET INVOLVED
Trackday preparation for your Porsche.

82 TECH: RUBBER SOUL

The design and construction of tyres.

88 TECH: SEAL OF APPROVAL

How to swap your 997’s door membrane.

94 MODEL BEHAVIOUR
A convoy of modern classics heads to Dijon.

6 February 2021
 FEBRUARY 2021
ISSUE No.319 CONTENTS

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SEE PAGE 80
FOR DE TAILS

10

42

70 34 94
REGULARS
18 THE BULLETIN
What’s happening in the world of Porsche.

22 ESSENTIALS
Hot handling products for your pride and joy.

29 COMMENT
Tim Harvey talks taking control at the limit.

100 THE FLEET

Welcoming Chris Wallbank’s 981 GTS.

106 DEALER TALK

We chat to Greg Martin at IPD.

66 108 MARKET WATCH

Significant timepieces fetch a pretty penny.

February 2021 7
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BACK
TO THE
FUTURE
Two decades on from its debut at Le Mans, not to
mention its appearance in these very pages, this
restored PK Sport 996 GT3 RS is being readied for
a return to France…
Words Dan Furr Photography Dan Sherwood

10 February 2021

V
eteran racer, Mike
Youles, leans back and
draws a deep breath.
“Back in the early
1980s,” he starts, “I
bought a 1973 Carrera
RS 2.7 Touring and went racing. This was
a time when old Porsches weren’t held
in the same regard as they are today. I
didn’t have reason to think this 911, one
of the first five-hundred Carrera RS 2.7s
and an example which left the factory
in Lightweight trim, might be worth a
couple of quid today. Then again, if
I’d have known then what I know now,
there’s every chance I wouldn’t have
wanted to race it at all!”
Youles, a lifelong Porsche fan with
a string of air-cooled classics on his
motoring CV, started his racing career
behind the wheel of a Lotus Elan in 1981,
before building an RSR replica in 1987.
Assembled in time for the 1988 season,
he used the car to great success in Inter-
Marque and the Pirelli Porsche Racing
Championship, but it was his sterling
efforts in a Porsche versus Ferrari race
held at Donington that saw his career
take a turn in the direction of Group C.
“I was so busy with other races that
day, I didn’t have the opportunity to take
part in qualifying for the Porsche-Ferrari
showdown, which meant I started at the
back of the grid,” he laughs. “Even so, I
996 GT3 RS
won, which led to an invitation to drive
a Tiga GC287 owned by Prancing Horse
pilot, Robbie Stirling, whose co-driver
had bailed a short time before the pair
were due to contest the 1988 500km of
Kyalami. There was no time for testing —
it was a case of packing bags for South
Africa and hitting the ground running.
Needless to say, finishing twelfth overall
behind race winner, Bob Wolleck, and the
fastest man on the grid, Klaus Ludwig,
wasn’t the worst of results, especially
when you consider both men were
driving Porsche 962s.”
A young Tim Harvey (read his guest
column on page 29 of this issue of
911 & Porsche World) was also racing
February 2021 11
in Gauteng province that day. Later,
he’d win the 1992 British Touring Car
Championship and go on to become the
most successful driver in the history of
Carrera Cup GB, an achievement which
saw him win two championships and
hold records for the highest number of
podium finishes and fastest laps in the
history of the series, accolades which
remain unchallenged to this day. “We
would regularly meet on the grid, either
when contesting the BRDC’s Group C2
class or when we were both racing at Le
Mans,” recalls Youles. “In fact, I ended
up buying the Rover-powered Team Istell
Tiga G287 Harvey raced with his later
BTCC colleague and fellow Group A Ford
Sierra RS500 driver, Laurence Bristow,
at the very Kyalami event the three of us
campaigned in 1988.”
Alongside co-drivers, Richard Piper
and Olindo Iacobelli, Youles raced at
12 February 2021
the 1990 24 Hours of Le Mans, piloting
the PC Automotive 3.3-litre Cosworth
V8-propelled SE89C. The trio would
win the C2 class, becoming the last
group to ever do so. Stints for Youles in
various competitions followed, but an
unfortunate motorcycle accident put
paid to any further track action, save
for the occasional hoon in a 911 and
outings in Interserie. “I broke my cheek,
a condition which affected my eyesight
for many years,” he frowns. “Eventually,
I had the cheek reset. Thankfully, my
vision returned to normal in time for
acceptance of an invitation from John
Greasley to take part in the Brands
Hatch Grand Prix Circuit round of the
1997 British GT Championship in his Bo
Strandell/G Force 993 GT2.” Qualifying
on overall pole in the wet ahead of all of
the GT1 cars on the grid and winning the
GT2 class ahead of the EMI-sponsored
EMKA 911 of Steve O’Rourke (EMKA Previous spread
founder and long-time manager of rock Chassis no.692082
first appeared in 911
band, Pink Floyd) and his co-driver, Tim & Porsche World back
Sugden, led to an invitation to join the in August 2001
pair at the year’s Le Mans Autumn Cup,
with automatic qualification for the
following 24 Hours of Le Mans if a first-
place finish could be secured in the four-
hour qualifying race.
Unfortunately, not being able to match
the pace of the Michelin-shod Chereau
GT2 resulted in a second-place finish
and potentially robbed Youles of an
immediate return to Le Mans. After the
qualifying race, O’Rourke decided to
campaign a McLaren F1 GTR at Sarthe
instead of a Porsche.
Earlier, in the late 1980s, Youles found
himself doing battle on-track with Mike
Pickup, a fellow 911 enthusiast who
Below Functional 911
ran under the Pickup Leask banner and race car cockpit does
subsequently founded the PK Sport everything it needs to
911 & PORSCHE WORLD 13
motorsport team. “He broke down in
the race. Using my car on the road, I
trailered his 911 to a pub close to where
his workshop used to be. We got on
like a house on fire!” The two enjoyed
sparring in their respective Porsches and
both men went on to become stalwarts
of the British GT scene. When, in 2000,
PK Sport made its initial overseas
expedition, it was Youles who Pickup
turned to for driving duties. “He owned
a 993 GT2 with Harrods sponsorship,”
remembers Youles. “I’d driven the car in
the 1999 British GT Championship, taking
part in rounds held at Snetterton and
Oulton Park, but PK Sport was heading
to Daytona International Speedway with
a then new 996 GT3 R, built to ACO rules
for the 1999 GT category. We started
14 February 2021
well, but the race ended with mechanical
failure as a consequence of sand
residues in the flat-six engine.” A result
of an error in the factory casting process,
the complaint took its toll on the PK car’s
water pump, causing it to seize.
TURN OF THE CENTURY
Youles hopped into a 996 GT2 for the
remainder of the 2000 season, partnering
with Harvey and taking wins in British
GT, including victory in the Oulton Park
Gold Cup. PK Sport found time for a
trip Down Under for the 1,000km of
Adelaide, but Pickup was determined to
see his team back in Florida, which is
why Youles was invited back to drive 996
GT3 R (chassis 692098) at Daytona in
2001. Sporting what become the team’s
distinctive yellow base colour, the car Above Brought back
didn’t compete without incident (one of to its best following a
spell living in Brazil
the four drivers was unable to compete
beyond his first stint as a consequence
of unexpected illness). Even so, the
not-so-mellow yellow 911 managed
final classification in a race marred by
atrocious weather and major accidents.
This outing in America served as a
rehearsal for the 2001 24 Hours of Le
Mans. 996 GT3 RS (chassis 692082,
the car you see on these pages and the
only British entry in the 2001 Le Mans
GT class) was entrusted to Youles
and his co-driver, Robin Liddell, for the
entire season. Consistent front-running
performance was combined with
Below Which one of
excellent preparation, efficient teamwork these activates the
and clever strategy — the work delivered ejector seat?

Above John’s plans podiums in endurance races held at
to go racing with this Donington, Estoril and Most (the latter
stunning GT3 RS were
thwarted by delays in bringing a class victory and season
getting hold of the car high), taking PK Sport and its drivers
to European Le Mans Series GT titles.
The results laid the groundwork for an
expanded programme of international
racing, as well as recognition from Pirelli,
Ricardo and, pleasingly, Porsche.
The Le Mans trip saw Youles and
co-drivers, Davey Warnock and the late
Stephen Day, finish sixteenth overall
(seventh in class) after completing a
gruelling 265 laps in awful weather from
the hot seat of the custard-coloured
GT3 RS. “We were leading the class, but
Below Trusty flat-six aquaplaning caused me to have an off,”
has been completely
rebuilt and could tell sighs Youles. Nevertheless, so striking
many exciting stories was the car — and so impressive was
the team’s performance — it took centre
stage on the cover of the August 2001
issue of 911 & Porsche World. Now, as
we close in on two decades since that
memorable issue of the magazine, as
well as the twentieth anniversary of
the car’s star turn in Sarthe, Youles is
preparing for what promises to be a
memorable return to France with the very
car he drove in anger all those years ago.
“It was such a reliable Porsche,” he
tells us. “After Le Mans, and following
the aforementioned trips to Portugal
and the Czech Republic, the car raced
at the Autodromo Valleglunga Circuit in
Italy. I even used it in the UK’s Brighton
Speed Trials, highlighting the 996 GT3
RS’s versatility in being as impressive in
quarter-mile sprints as it is in daylong
996 GT3 RS
endurance racing.” Talking of which,
without Youles behind the wheel (he
was busy racing a GT3 R in Sebring and
Washington for Harlow Motorsport), the
car was entered into the 2002 12 Hours
of Sebring, the 2002 24 Hours of Le
Mans and the 2002 Petit Le Mans, before
being sold to a motorsport team in Brazil.
John Clonis is this iconic 911’s current
owner. He also happens to be head of
Essex-based race car preparation and
restoration firm, CT Racing. “Import
duties due on this Porsche when it
landed in Brazil were horrendously
expensive,” he reveals. “The Brazilian
team decided to buy the car and take it
to South America on the equivalent of
a visitor’s visa. This meant they could
avoid paying eye-watering taxes, but it
February 2021 15
also meant the car could only stay in
Brazil for a finite period, which is why it
only competed in three major races.” He’s
referring to the Mil Milhas Brasilerias
(1,000 miles of Brazil), held annually in
Interlagos since 1956 and one of the
longest-running racing events in Brazil.
The yellow monster finished first overall
in 2003, in second place a year later
and crossed the line in fourth position
at the close of the 2005 tournament.
Impressive stuff.
One of Pickup’s mechanics told Clonis
about the globetrotting 911’s return to
Europe and its availability. “I wanted to
race with this Porsche,” he tells us. “The
idea was to return the car to rude health
and hit the track, but it took longer than
anticipated for me to take delivery of this
historically significant 996. Once I did
have the car in my possession, it was
subjected to bodywork fixes, a respray,
the reappointment of PK Sport livery, a
refresh of the 3.6-litre flat-six and the
16 February 2021
overhaul of all suspension components.
It was clear to me I wasn’t going to get
the car back on track in time for when
I needed it, which is why I bought a
second 996 GT3 RS and went racing with
that car instead!”
In the interests of “stretching its legs
from time to time”, Clonis has used the
PK Sport 911 for the occasional trackday.
“I like to drive it without silencers, just
like it ran in period,” he says. This limits
the car’s outings to specific events at
Donington, though if all goes to plan, and
as hinted at earlier in this article, Youles
will be back behind the wheel in France
this summer. “The 2020 Le Mans Classic
was cancelled due to COVID restrictions,
but the event being rescheduled for 2021
ties in with the twentieth anniversary
of this GT3 RS’s participation in the 24
Hours of Le Mans,” Clonis continues.
“Whilst we appreciate the 2021 Le Mans
Classic may be fully subscribed with
2020 entries being carried forward, we
do expect a few cancellations. With Above We can’t wait
an original Le Mans-competing 911 in to see this not-so-
mellow yellow 996
original colours, original specification strut its stuff at the
and with its original driver, not to mention Le Mans Classic
the plus point of 2021 being a significant
anniversary year for the car, we’re hopeful
of a successful application if
a slot opens up.”
Youles concurs. “I want to get as
many of the original team members
back together as possible,” he says.
“None of us are getting any younger, but
members of both PK Sport and race car
builder, Ricardo, are keen for a reunion.
Many friendships were formed in the
2001 season and I’m doing my level
best to ensure the car’s entry into the
2021 Le Mans Classic.” Clonis confirms
this eye-popping GT3 RS is once again
ready to race. “Mechanically, it’s in tip-
top condition,” he smiles. “All we can
do is hope the event takes place and Below If that grille
wasn’t there, this
spectators get to see this fantastic angry 911 might
racing Porsche in action once again.” l swallow you whole!
 911 Carrera 4 S (993)
911 2.4 S
911 GT3RS (996)
911 Carrera 4 GTS (991 GEN II)
911 GT3 (996)
911 GT3 (996)
911 Turbo (997 GEN II)
911 Carrera 2 GTS (991)
Arctic Silver • Black Leather Sports Carrara White • Black Nomex Guards Red • Black Leather Jet Black • Black Leather Seats
Silver Metallic • Black Leatherette Seats GT Silver • Bordeaux Red Leather Sports Guards Red • Black Leather Bucket Carmine Red • Black Leather Sports
Seats
Side • X51• Power
Oil Filler 15” FuchsKitWheels
(300 BHP) Bucket
Seats Seats
• PDK • Onewith
Gearbox of just 113
Paddles Bucket
Seats Seats
• One • 18”
of just Sport
106 Design
UK-Supplied PDK
SeatsGearbox with Paddles
• PDK Gearbox • Bose
with Paddles
18” Metallic
Silver Turbo
Matching Wheels
Numbers• Black • Turbo
Leatherette
• Restored Brakes
Seats
Left-Hand UK-Supplied
GT
20” Silver
Centre LockCars
• Bordeaux
Wheels• Factory
Red Sport Roll
•Leather Sports
Chrono GT3 •Wheels
Guards
Cars Red
Air • OneLeather
• Black
Conditioning of•just 106 UK-
Bucket
Paragon Sound
Carmine
20” • Parking
CentreRed Sensors
• Black
Lock Leather
Wheels • Sports
Sport
• Sport Chrono
& Suspension
Side
DriveOil Filler
Car • 15”• Fuchs
• Porsche Electric Sunroof
Wheels
Certificate of Cage
Seats
Rear • •PDK
Axle Paragon
Gearbox
Steer Service
• Dynamic History
with Paddles
Chassis Supplied
Seats • One
Service Cars • •18”
of just
History Air
106Conditioning
UK-Supplied
Sport Design GT3 Design
Seats &
Front Steering
• PDK
Rear Wheel
Gearbox
Parking with•Paddles
Sensors Bluetooth
• Switchable
Silver Metallic • Black Leatherette Seats GT Silver • Bordeaux Red Leather Sports Guards Red • Black Leather Bucket Carmine Red • Black Leather Sports
Porsche
Matching
Authenticity Certificate
Numbers
• 1972•(K) of Authenticity
Restored Left-Hand AirCentre
20”
4,722 Conditioning
milesLock • 20,919
2018Wheels
(18) miles
• Sport Chrono Paragon
Cars • Air
Wheels Service History
Conditioning
• 29,552 miles ••1999• 29,552
Paragon
(V) Phone • 19”
20” Centre
Sports Turbo
Lock
Exhaust II Wheels
Wheels
• 32,228 • Sport
miles Chrono
• 2015 (15)
Side Oil Filler • 15” Fuchs Wheels Seats • PDK Gearbox with Paddles Seats • One of just 106 UK-Supplied Seats • PDK Gearbox with Paddles
Drive
7,146Carmiles
• Porsche
• 1998 Certificate of
(S) Left-Hand Rear
2004 Axle Steer • Dynamic Chassis
(53) Service
miles •History
1999 • 18” Sport Design GT3
(V) Front & Rear
34,027 milesParking
• 2012 Sensors
(12) • Switchable
Matching
£164,995 Numbers • Restored 20” Centre
£94,995 Lock Wheels • Sport Chrono Cars • Air
£79,995 Conditioning • Paragon 20” Centre
£74,995 Lock Wheels • Sport Chrono
Authenticity • 1972 (K) 4,722 miles 2018 (18) Wheels • 29,552 miles • 1999 (V) Sports Exhaust • 32,228 miles • 2015 (15)
Drive Car • Porsche Certificate of Rear Axle Steer • Dynamic Chassis Service History • 18” Sport Design GT3 Front & Rear Parking Sensors • Switchable
£159,995 £139,995 £79,995 £67,995
Authenticity • 1972 (K) 4,722 miles 2018 (18) Wheels • 29,552 miles • 1999 (V) Sports Exhaust • 32,228 miles • 2015 (15)

911 Carrera 2 GTS (997 GEN II) 911 Carrera 2 Targa (993) 911 Carrera 4 (993) 911 Carrera 2 S (991)
Jet Black • Black Leather Seats Guards Red • Black Nomex Bucket Seats Arctic Silver • Classic Grey Leather Sports Basalt Black • Black Leather Adaptive
911 Turbo (997 GEN II) 911 GT3 Clubsport (996) 911 Carrera 4 (993) 911 Carrera 4 GTS (997)
PDKGTGearbox
Silver • Cocoa Heated
with Paddles Leather
• Bose Turquoise
One of Just 28Green • Marble
UK-Supplied Grey
Clubsports Arctic• Silver
Seats 285 BHP • Classic
VarioRam Grey Leather
Engine • Air Basalt Black• PDK
Sports Seats • Black Leather
Gearbox withSports
Paddles
JetSports
Black
Sound •Seats
Black Leather
• Parking •Sensors Seats
• Sport Design
PDK Gearbox with Guards
Rear RollRed
Leather • Black
Cage/Schroth
Seats Nomex
• 285 BHPBucket
Harnesses •Seats
VarioRamAir Arctic Silver
Conditioning
Sports • Classic
Seats • •17” Grey
Cup
Manual Leather
Wheels Sports
• Dark
Gearbox Basalt
19” •Black
Centre
Seats PDK •Gearbox
LockBlack Leather
Wheels Adaptive
• Sport
with Chrono
Paddles
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• with
X51 Paddles
• Bi-Xenon
Power • Bose
Headlights
Kit (408 BHP) One of Just
Conditioning
Engine • 28• UK-Supplied
Air Previously
Conditioning Clubsports
Sold &• Serviced
17” Seats
Blue • 285 BHP
Power HoodVarioRam
Air Conditioning with Engine
17”Tonneau • Air Sports Seats
Previously • PDK Gearbox
Supplied & with
Serviced Paddles
by
Jet Black • Black Leather Seats Guards Red • Black Nomex Bucket Seats Arctic Silver • Classic•Grey Cup Wheels
Leather Sports Switchable
Basalt Black Sports Exhaust
• Black Leather • 20”
Adaptive
Sound
34,027
Sport•miles
Parking Sensors
• 2012
Chrono (12) • SportSports
Design Rear
by RollWheels
ParagonCage/Schroth
• 74,398 Harnesses
miles • 2000 • Air
(W) Conditioning
61,259 miles •1997
17” Cup Wheels••Dark
(P) Engine Dark 19” Centre
Paragon Lock
• 24,905 Wheels •2012
Sport(62)
Chrono
miles• •Touchscreen
PDK Gearbox with• Paddles
Switchable
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One of Just • Porsche
28 UK-Supplied Classic
Clubsports 285 BHP VarioRam
Seats • 285 BHP VarioRam Engine • Air Carrera S III Wheels
Sports Seats • PDK Gearbox with Paddles
Steering Wheel • Bi-Xenon Headlights Conditioning • Previously Sold & Serviced Blue Power Hood with Tonneau Previously Supplied & Serviced by
Exhaust
Sound • Parking
• Parking Sensors
Sensors • Sport• Design
28,486 Navigation
Rear • 3rd High
Roll Cage/Schroth Level Brake
Harnesses • Air Blue Power •Hood
Conditioning 17” Cupwith Tonneau
Wheels • Dark Satellite
19” Centre Navigation
Lock Wheels • Bose Sound
• Sport Chrono
34,027 miles • 2012 (12) by Paragon • 74,398 miles • 2000 (W) 61,259 miles 1997 (P) Paragon • 24,905 miles • 2012 (62)
Steering
miles •Wheel
2011 •(11)
Bi-Xenon Headlights Conditioning
Light • 71,789• Previously
miles • Sold
1996& (N)
Serviced Blue
61,259Power Hood
miles with (P)
• 1997 Tonneau Previously
22,832 Supplied
miles • 2012& (62)
Serviced by
34,027 miles • 2012 (12)
£67,995 by Paragon • 74,398 miles • 2000 (W)
£64,995 61,259 miles 1997 (P)
£59,995 Paragon
£59,995 • 24,905 miles • 2012 (62)
£59,995 £59,995 £59,995 £54,995

Basalt Black • Black Leather Adaptive Carrara White Metallic • Black Leather Carrara White • Black Leather Seats Jet Black • Black Leather Sports Seats
Cayman T (718)
Sports Seats • Tiptronic S Gearbox 911 Turbo (996)
918 Bucket Seats • Manual Gearbox 911 Carrera 2 S (997)
PDK Gearbox • Switchable Sports Cayman
PDK GearboxSwith
(987 GEN
Paddles II)Black
• 19”
911 Turbo
Basalt Black
19” Turbo •GEN
Black•1.5
Wheels Leather
Sport Adaptive
Chrono Cayman
Carrara
20” Carrera 718
White
SportTWheels
Metallic • Black Leather
• Switchable 911 Carrera
Carrara
Exhaust White •2Black
(991)
• 20” Carrera Leather Seats
Classic Wheels Boxster Spyder
Jet BlackSpyder
Boxster • Black (987)
Leather
Wheels • Sports Seats
Sport Chrono
Carrara White Metallic • Black Seal Grey • Black Leather Seats Guards Red • Black Leather Sports Basalt Black • Heated Black
Sports Seats
Previously • Tiptronic
Sold & Serviced S Gearbox
by Paragon 918 Bucket
Sports Seats
Exhaust • Manual
• Sport ChronoGearbox
• 1,669 PDK Gearbox
Previously Sold• Switchable
& Serviced Sports
by Paragon PDK Gearbox
Sport with Paddles
Design Steering Wheel • 19” Black
• Full
Basalt
918 Black
Bucket• Black
Seats Leather Adaptive
• 20” Carrera Carrara White
Tiptronic Metallic
S Gearbox • Black Leather
• Bose Sound Carrara White •
Seats • •TiptronicBlack Leather
S Gearbox Seats Jet Black Seats
Leather • Black•Leather Sports Seats
Touchscreen
19” Turbo
45,105 Wheels
miles • 2008 • Sport
(58) Chrono 20” Carrera
miles • 2019Sport
(69) Wheels • Switchable Exhaustmiles
37,285 20”•Carrera Classic Wheels
2012 (12) Boxster Interior
Leather Spyder •Wheels
14,528 •miles
Sport• 2011
Chrono
(11)
Sports
SportSeats • Tiptronic
Wheels • S Gearbox
Switchable Sports 918 Bucket
Electric Seats • Manual
Sunroof • ParkingGearbox PDK Gearbox S • Switchable Sports PDK Gearbox with Paddles •Bluetooth
19” Black
Previously Sold & Serviced by Paragon Sports Exhaust • Sport ChronoSensors
• 1,669 19” Carrera Wheels • Satellite
Previously Sold & Serviced by Paragon Satellite Navigation
Sport Design Steering with
Wheel • Full
19” Turbo Wheels
Exhaust • Sport Chrono
• Touchscreen Satellite 20”
RedCarrera Sport Wheels • Switchable Exhaust • 20” Carrera Classic Wheels Boxster Spyder Wheels • Sport Chrono
45,105 miles • 2008 (58) miles •Stitching
2019 (69)• Previously Sold Navigation
37,285 miles •• 2012
Parking
(12)Sensors Phone
Leather •Interior
Parking Sensors
• 14,528 • 19”
miles • 2011 (11)
Previously Sold & Serviced by Paragon Sports Exhaust • Sport Chrono • 1,669 Previously Sold & Serviced by Paragon Sport Design Steering Wheel • Full
Navigation with Apple CarPlay & Serviced by Paragon • 59,357 Bose Sound • 53,923 miles Carrera S II Wheels • Sport Chrono
45,105 miles • 2008 (58) miles • 2019 (69) 37,285 miles • 2012 (12) Leather Interior • 14,528 miles • 2011 (11)
1,669 miles • 2019 (69) miles • 2004 (53) 2005 (05) 50,062 miles • 2009 (09)
£54,995 £52,995 £49,995 £44,995
£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 FI VE AS HES EAST S US S EX TN20 6HY

February 2021 17
THE BULLETIN
News from the world of Porsche

STRONGER, FASTER,
MORE SPECTACULAR:
THE NEW 911 GT3 CUP
Porsche has unveiled the latest generation of
the world’s top-selling race car: the 911 GT3
Cup. From the start of the 2021 season, this
992-based track weapon will be campaigned
in the Porsche Mobil 1 Supercup, as well as
the national Porsche Carrera Cups in Germany,
France, Asia, Benelux and the USA. The giant-
winged asphalt attacker is the first race car
based on the latest generation 911 and the first
Porsche single-makes cup racer to feature a
wide 911 ‘Turbo-style’ body.
Producing around 503bhp, the 992 GT3
Cup exceeds the output of its immediate
predecessor, the 991 GT3 Cup, by twenty-five
horsepower. Moreover, the new GT3 Cup can
run on synthetic fuels, which significantly lowers
CO2 emissions under racing conditions. When
compared to those of the 991 GT3 Cup, the new
Cup car’s lap times should be slashed by a good
one percent, depending on track layout.
Porsche presented the very first 911 Cup car
in 1990. Based on the 964 generation, it roared
into its debut season in the German Carrera
Cup with 256bhp. From 1993, the 964 Cup was
also raced in the newly established Porsche
Supercup, which ran as part of the Formula One
support programme. Five more generations of
this exceptionally successful racing Porsche
followed — to date, a record 4,251 911 GT3 Cup
cars have been produced.
One of the most striking features of the new
911 GT3 Cup is its optimised aerodynamics
and its overall more muscular appearance. This
is partly thanks to the wider lightweight body.
Measuring a total of 1,902 millimetres in width,
it exceeds the rear span of the 991 GT3 Cup by
28 millimetres and is distinguished by additional
cooling air inlets in front of the wheels.
Furthermore, the nose of the 992-generation
911 is also significantly broader than that of
its predecessor — thanks to additional flared
bumpers, the new 911 GT3 Cup now measures
as much as 1,920 millimetres at the front axle.
In terms of its powerplant, the new GT3 Cup
remains true to the naturally aspirated principle
— the four-litre, water-cooled flat-six reaches
top performance at 8,400rpm, which is up from
the previous model’s 7,500rpm. The newer car
redlines at 8,750rpm with 347lb-ft maximum
torque registered at 6,150rpm. A single throttle
butterfly system with two resonance flaps
ensures an even more spontaneous response,
and in conjunction with a new catalyst-
equipped racing exhaust system, produces an
awe-inspiring sound. Three different exhaust
systems are available to choose from — a
selection designed to suit different racing series,
regulations and tracks. Bosch supplies the MS
6.6 electronic engine management system.
As was the case with the 991 GT3 Cup,
this new GT3 Cup’s flat-six only needs a
maintenance check after 100 hours of track
time. The engine is connected to the sequential,
72-kilogram six-speed dog-type gearbox via a
rev-happy single-mass flywheel and a three-plate
sintered metal racing clutch. Gear changes are
made via a paddle shift on the steering wheel,
with a minor inspection of the gearbox needed
only after sixty hours of racing, corresponding to
roughly two seasons in the Mobil 1 Supercup.
The new 911 GT3 Cup is available to purchase
immediately with a price of €225,000 (plus
country-specific taxes). Initial deliveries are
expected to be with teams in February.

18 February 2021
 NEWS & VIEWS

THREE-YEAR 911 S TARGA FACTORY RESTORATION COMPLETED

From barn find to collector’s item: the first 911 After serving as a demonstrator for Hülpert, it pleasing in view of its many extras, including
S Targa delivered in Germany is back on the was sold to a customer in the USA in 1969 and Webasto heater, tinted glass, Blaupunkt Köln
road after a comprehensive factory restoration subsequently parked in the aforementioned radio, leather seats, halogen fog lamps and
taking more than three years. The car’s owner, garage in Long Beach, New York State, from outside thermometer. The next project of the
a long-time collector and Porsche enthusiast, 1977 until the end of 2016. On the positive side, car’s owner — an early 928 — is already in the
discovered the semi-open drop-top whilst on his the car remained complete, which is particularly Porsche Classic workshop awaiting restoration.
travels in the USA. “This 911 sat motionless in a
doorless garage for almost forty years,” explains
Uwe Makrutzki, Head of Porsche Classic Factory
Restoration. “The car was originally delivered to
Hülpert, a Porsche dealer in Dortmund, on 24th
January 1967. Restoring this air-cooled classic
has been a special project, not least because
it represents one of the first 911 Targa models
finding its way back to Zuffenhausen.”
As a soft-window version, this early Targa
features a plastic, collapsible rear screen instead
of the domed glass window available from
mid-1967. Only 925 units with S engine, short
wheelbase and soft window were produced
between the end of 1966 and 1968. Even so,
this rare sports car was in a wretched state.

PORSCHE CLASSIC REPRINTS RETRO HANDBOOKS

Porsche Classic has reprinted more than seven- or paint data plate through to the engine number, materials. Alongside driver’s manuals, warranty
hundred original Porsche driver’s manuals. In all identification details and their position are and maintenance booklets, overviews of types,
doing so, Porsche is now able to provide first- illustrated and described in detail. Original dimensions, tolerances, body dimensions,
hand documentation for virtually all its legacy booklets have often become worn or are engine and chassis settings are available. Each
models, starting with the 1952 model year 356 lost over time, which is why Porsche Classic reprint is a like-for-like reproduction of the
right the way through to the 996-generation 911. decided to reprint many of its digitised archive original master booklet. Order at porsche.com.
The documents are now available from all
Official Porsche Centres and many independent
parts retailers and service providers worldwide.
What’s more, a growing selection of this valuable
technical literature can be ordered directly from
the Porsche Classic online store.
These must-have documents for older classic
Porsches include not only the driver’s manual
itself, but also extensive technical information,
settings and practical tips. From the radio unit
number to the vehicle data carrier, the type plate

February 2021 19

MOTORSPORT WORLD MOURNS WALTER LECHNER
The world of motorsport is mourning the loss of
Le Mans racer and Porsche Mobil 1 Supercup
team boss, Walter Lechner. The Austrian from
Faistenau in the Salzkammergut was a valued
member of the Porsche motorsport family
following his alignment with the brand in the
1980s. He passed away in mid-December at
seventy-one years of age.
At the wheel of the 956 in 1985, Lechner
celebrated his maiden victory in the debut
year of a successful sports car driving career
spanning more than two decades. He won two
titles in the Interserie and also contested the 24
Hours of Le Mans twice.
“Walter Lechner was a very special person,
respected in the motor racing scene, as well
as much further afield. He was a man of his
PORSCHE READY FOR SECOND SEASON IN FORMULA E
The TAG Heuer Porsche Formula E Team spent
much of the past few weeks at Circuit Ricardo
Tormo near Valencia, where the all-electric 99X
successfully completed its final test ahead of
the start of the 2021 ABB FIA Formula E World
Championship. In total, the no.36 and no.99 99X
racers completed 1,522 kilometres of testing.
Season seven of the innovative, electric racing
series kicks off on 16th/17th January 2021 in
Santiago de Chile.
All twelve teams, with a total of twenty-four
drivers, attended the official Formula E test,
which took place near Valencia for the fourth
time. With regular drivers, André Lotterer
and Pascal Wehrlein, the TAG Heuer Porsche
Formula E Team used the five test sessions to
put the 99X through its paces.
Many areas of the ground-breaking race car
have been developed during the off-season,
resulting in a new fully-electric drivetrain in
readiness for Porsche’s second season in the
series. The test time programme included
20 February 2021
word and he lived by this principle. For decades,
he was been a trusted partner of Porsche
Motorsport and has had a huge impact on our
brand’s customer racing. Under the most difficult
conditions, he built up Porsche Sprint Challenge
Middle East, which has now been running for
more than ten years. Lechner taught me a lot
and his death is a great loss for the Porsche
Motorsport family,” commiserates Michael
Dreiser, Director of Porsche Motorsport Sales.
After hanging up his racing helmet in
1996, Lechner established Lechner Racing, a
successful team managed by his sons, Walter
Jr and Robert. In addition to the racing team,
Lechner Racing includes a driver coaching
school and event agency.
In Porsche Mobil 1 Supercup, Carrera Cup
qualifying and race simulations, all completed
without any problems.
Over the course of the three test days, André
Lotterer covered 774 kilometres, making a
statement of intent by setting the fastest time
of all drivers on day one. Newcomer, Pascal
Wehrlein, got 748 kilometres under his belt.
“As a newcomer to the team,” he said, “this
test was very important for me. I managed to get
an even better feeling for the car and was able
to try out different combinations of driving. The
NEWS & VIEWS
Deutschland and Carrera Cup France, Lechner
mentored and promoted numerous talented
drivers and racked up a total of eleven team
titles (most recently seven in a row!), making
Lechner Racing the most successful squad in
the history of the Porsche Mobil 1 Supercup.
Moreover, Lechner’s drivers have claimed
eight titles in the same championship, three of
which were won by eventual DTM touring car
champion, René Rast.
“Lechner was a true gentleman and a
respected figure in all areas of life. I will
remember him as a good friend who, for many
years, shaped the Porsche Mobil 1 Supercup
with his admirable character, his unbridled
emotion and his incredible enthusiasm,” said
Oliver Schwab, Mobil 1 Supercup Project Manager.
team worked through an extensive programme
at Valencia, which I really appreciated — I may
be familiar with Formula E, but every team works
differently. As a driver, I have to adapt to new
surroundings. Thankfully, the Porsche team
has everything needed to be successful. To win
races, however, we must find a way to make the
most of our opportunities and to get everything
‘spot on’ when it comes to race day. It’s an
exciting challenge, and one which I am looking
forward to immensely,” he added.
 THE PASSION
RUNS DEEP

CAPE INTERNATIONAL
BESPOKE CLASSIC CARS
The Old Chocolate Factory, Unit 49H Pipers Road, Park Farm Industrial Estate, Redditch, B98 0HU
Tel: 01527 521 633 • www.cape-international.com
 PRODUCT CALL

ESSENTIALS
The Porsche products currently tickling our fancy, including a wealth of
parts design to sharpen the handling of your four-wheeled friend…

BILSTEIN EVO COILOVERS

As an OEM suspension supplier to Porsche, Bilstein is a brand many of our
readers will recognise from the parts fitted to their cars at the factory, not
to mention the German damper specialist’s reputation for producing some
of the most impressive shock absorbers available on the aftermarket.
Never one to rest on its laurels, the company unveiled an entirely new line
of coilovers at 2020’s Autosport International Show, where the exciting
EVO range drew huge attention, partly thanks to the Turner Developments
Bastos-branded 964 taking centre stage on the Bilstein trade stand.
Complementing the company’s existing product range, three completely
new Bilstein threaded suspension systems were announced: EVO S, EVO
SE and EVO R, all finished in matte grey and featuring further developed
internal fixation of the one-piece spring plate, achieving a maximum
lowered ride height of 70mm with serious weight savings and optimised
handling. Herewith the differences between the EVO trio:

EVO S
A street-focused performance suspension solution, EVO S not only
looks good, but offers excellent dynamic benefits. Additionally, the
product ensures heightened safety during high cornering speeds,
delivering stable traction at all times.
EVO SE
Does your Porsche feature factory installed adaptive suspension?
Do you want to keep this feature? No problem. EVO SE fast-road
performance coilovers work in tandem with the electronic control
system of your car and can be installed simply and easily thanks
to a neat plug-and-play process. Just like EVO S, the EVO SE allows
for high cornering speeds and perfect traction.
EVO R
This performance racing coilover is perfect for uncompromising
use at the track. With what Bilstein calls 10x10 Pro Click
Adjustment, dialling in your preferred bump and rebound
settings is a breeze, allowing for a damper setup with a hundred
adjustment possibilities. A duo of aluminium adjustment wheels
with ten perceptible clicks work their magic and are accessible
without having to lift your Porsche off the ground. As you’ve
undoubtedly guessed, EVO R represents the range’s highest
cornering speeds, brute traction and optimum grip.
All new Bilstein suspension tuning packages for Porsche models are now
available with these awesome EVO coilover options. Visit the company’s
website for further information.
Price: In line with existing Bilstein performance products
bilstein.com or call 0116 289 8345

GT SPIRIT 1:18 RUF CTR2 SPORT

A game-changing rarity, the RUF CTR2 is one of the most important non-
Porsche 911s ever assembled. Available in rear-wheel drive or all-wheel
drive, the model instantly became a significant milestone in the supercar
story thanks to a zero to 60mph dash taking just 3.6 seconds and a top
speed of more than 220mph. Priced at $315,000, the CTR2 put RUF back
on top form — like the CTR before it, the CTR2 was crowned the fastest
production sports car in the world, outperforming anything Ferrari, Jaguar
or Japanese manufacturers had to offer. It was a title the 993-based beast Owning one of these special RUFs might be the stuff of dreams, but 500
held until the last-of-the-line McLaren F1 — a car costing a million dollars lucky buyers can get hold of a beautifully detailed 1:18 Speed Yellow CTR2
— broke the top speed record in 1998, marking the Porsche-shaped twin- Sport resin model from the Selection RS online store.
turbocharged terror as the second-fastest production car of the 1990s. Price: 109,95€
Only sixteen CTR2s were built, alongside twelve CTR2 Sport variants. selectionrs.com or call +33 (0)384 781 859

22 February 2021
 SHOW

We are going to miss you this year!

We are postponing the LA Lit and Toy Show until Spring of 2022
for the health and safety of our friends, customers and fellow enthusiasts.
Please Stay Safe.

The 38th Annual Porsche

and Vintage VW Literature,
Toy and Memorabilia
Swap Meet has:
• Over 300 Vendor Tables

• Tens of thousands of

collectibles, toys and

trim items Bus Tours Available
• International Attendees, to Area Porsche
Vendors and Parts Restoration Shops

We will be updating
Part of the Grand the website with
Porsche Weekend 2022 details
in Los Angeles: as they come in.
• Driving and Shop Tours

• Parties and

Social Events
• Sunday’s SoCal

All-Porsche Swap
and Car Display
in Anaheim

Supporting All Porsche Passions Since 1957

Our warehouse supplies a vast majority of the world’s Porsche restoration
shops — but it also helps keep our employees own projects on the road.
We use our cars for development and test fitting to make sure your car stays
as authentic as possible. No one else can match our warehouse full of parts,
our expertise or our support for all Porsche passions — since 1957.

The Source- Stoddard NLA-LLC More Authentic parts at: stoddard.com

Highland Heights, Ohio 44143 USA 800 342 1414 Reno, Nevada 89431 USA 800 438 8119 International Calls: 440 869 9890

February 2021 23
 PRODUCT CALL

MITTELMOTOR RSR EXHAUST

SYSTEMS FOR CLASSIC 911
Performance Porsche racing specialist,
Mittelmotor, has released details of its RSR
exhaust system for the classic 911. The German
tuner’s 2.7-litre development engine (with a
stock exhaust and heat exchangers) produced
close to 216bhp and 197lb-ft torque, but with
an RSR exhaust and 38mm racing manifolds in
place, output reached 231bhp and 204lb-ft. In
addition to this significant hike in horsepower,
the resulting performance curve showed torque system to include either 38mm, 41mm or 44mm adapter pipes and a steel sport exhaust are
to kick in much earlier, as well as significantly race headers with a stainless sport exhaust available as options.
increased agility and revving of the engine from and matching connecting pipes. Interestingly, Price: Headers from 1,099€
4,500rpm. Visitors to the Mittelmotor online this exciting Mittelmotor offering can also be mittelmotor.de
store can configure their air-cooled 911’s RSR combined with flanged mufflers — stainless or call +49 (234) 935 1414

SURFACE TRANSFORMS GAZ GOLD COILOVERS

CARBON-CERAMIC BRAKE DISCS FOR 986/987 BOXSTER
Offering weight savings of up to seventy percent (typically 20kg of Did you know British
unsprung weight), improved handling and driveability, reduced brake suspension component
wear, outstanding performance (even from cold), less noise, reduced manufacturer, GAZ Shocks,
vibration, three times the heat conductivity compared to offerings produces coilover kits for
from rival manufacturers, optimum performance in both wet and dry 986 and 987-generation
conditions and the ability to be safely refurbished up to three times, Boxsters? The firm’s track
these superb carbon-ceramic brake discs from Surface Transforms focused Gold coilover kits
are wholly manufactured in the UK and are available to order for a provide adjustable ride
variety of modern Porsches from independent marque specialist, height and configurable
Ninemeister. Stringent manufacturing standards ensure top-quality damper rates, and come
discs, which are formed from next-generation carbon-ceramic complete with uprated
material. They’re not cheap, but they’re extraordinarily effective. lowering springs. Ride
Just ask 911 & Porsche World columnist and Carrera Cup hero, Tim height can be lowered by
Harvey, who recently installed a set on his new 991 GT3 RS track toy! 60mm and each individually
Price: £10,200 tested, black zinc-protected
ninemeister.com or call 01925 242342 strut and damper unit is
complemented by a gas cell
in the reservoir filled with
high-viscosity multi-grade
oil to prevent cavitation
and to reduce fade under
harsh racing and trackday
conditions. The height
adjustable platforms are
anodised for a long life
and feature a coarse acme
form thread for ease of
adjustment, as well as to
ensure fault-free operation,
even after considerable
service. Damping rates are
variable by means of easily
accessible adjuster knobs
on each damper body.
Price: £1,753
gazshocks.com or
call 01268 724585

24 February 2021
911 & PORSCHE WORLD 31
 PRODUCT CALL

JRZ RS LINE DAMPERS

FOR 981 CAYMAN
JRZ’s championship-winning damper design
is born out of sixty years of research and
development in racing, rallying and off-
road motorsport, as well as heavy duty and
industrial applications. Having worked for
Koni’s R&D team for many years, JRZ founder,
Jan Zuijdijk, drew on long-term experience
playing with the most diverse damper designs
in Formula V, Formula One, prototype sports
cars and industrial applications. His vision
for a new design of damping system proved
popular, especially among Porsche owners,
as demonstrated by the JRZ 981 RS Line
damper system. A high-end, hand-built kit for
street and trackday use — delivering comfort offering twenty-one clicks of adjustable rebound of TUV-approved suspension solutions tailored
and superb handling in equal measure — RS damping and the ability to alter ride height. A to different aggressive driving environments.
Line systems can be ordered in four different gradual rise in specification from the RS One’s Adding confidence, JRZ is official supplier to
flavours: RS One (single adjustable), RS Two entry-level setup to the RS Pro 3’s nitrogen- the popular Cayman Interseries.
(double adjustable), RS Pro (double adjustable charged, high-speed (fourteen clicks) and Price From £3,780
with external reservoirs) and RS Pro 3 (triple adjustable low speed (eight clicks) compression jrzsuspension.com or
adjustable with external reservoirs), each damping settings make this a great selection call +31 413 259 100

EIBACH TRAILING ARMS

FOR 996-GEN 911 & 986 BOXSTER
Upgrade the front or rear non-adjustable factory trailing arms on your
996-generation 911 or 986 Boxster with this pair of fully adjustable arms
manufactured by Eibach and sold through the Design 911 online store.
Constructed from forged 6061-T6 aluminium with a black anodised
finish, each replacement arm can be configured by way of an easy-to-
reach threaded adjuster. Factory ride quality is maintained thanks to
xAxis sealed flex joints, which eliminate binding. One the front, caster
adjustment is ±1.25°, and your car’s standard air deflector can remain
in place without modification. When installed at the rear, the arms allow combine these trick tailing arms with Eibach’s 996 and 986 coffin arms
you to adjust setback by is ±13mm. Designed for road use, as well as for the added benefit of camber adjustment.
to withstand the rigours of track work, these tip-top adjustable trailing Price £832.63
arms allow for the flexibility of true personalisation. Boxster owners can design911.co.uk or call 0208 500 8811

EBC BLUESTUFF BRAKE PADS

Bluestuff is EBC’s intermediate trackday and race brake pad compound, making it the material of
choice for many Porsche owners participating in motorsport. Due to its excellent cold friction and
controllable behaviour, Bluestuff — recognised for being manufactured to NASCAR specification
— became a big hit in North America and Asia following product launch, but remained the reserve
of racing machines in Europe due to a lack of R90 homologation for road use. We’re delighted to
report Bluestuff has recently been approved for road cars in both the UK and mainland Europe,
making this excellent EBC product unique in being the first truly track focused pad suitable
for high performance street cars. Pleasingly, there’s no requirement for owners to inform their
insurance company following fitment of R90 approved pads. Bluestuff brake pads are available
for a wide range of Porsche models, including air-cooled and more recent 911s, Cayenne, 356,
959, all transaxles, 986 and 987-generation Caymans and Boxsters.
Price From £60
ebcbrakesdirect.com or call 01604 286028

26 February 2021
28 February 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
Having the best-handling Porsche means nothing if you 2010. He’s contested the
don’t have the confidence to push on when sitting in the hot 24 Hours of Le Mans four
times, competed in British
seat. Observing mechanical sympathy and having a better GT and currently serves
understanding of control inputs will ensure you immediately as a presenter for ITV4’s
extensive BTCC coverage.
enjoy a far more rewarding ride in your pride and joy... Find him at @timbo_harvey

B
elieve it or not, I’m old enough
to remember horror stories
about early 911s and wet
weather handling. Though
these concerns remained for
many years, I believe they were
largely unfounded. I’m glad to say, however,
vehicle dynamics, modern suspension, tyres
and electronics have quashed those reports
once and for all. Yes, there was a feeling of little
weight on the front and, combined with light
steering and narrow tyres, this sensation was
magnified, but rarely did it result in a visit to a
ditch, as was so often suggested.
I say this because the theme of this particular
issue of 911 & Porsche World is handling,
a very subjective subject if ever there was
one! Interestingly, two high-profile motoring
magazines have just held their respective ‘best
handling car of the year’ tests. The fact these
titles came to totally different conclusions
when reviewing the same cars rather backs up
my view: all modern performance cars have
immense abilities, usually well in excess of the
limits of safe driving on the road, but what we
feel behind the wheel amounts to whether we
have confidence to push on or not. The feeling
of security comes from many elements of what
keeps the car (hopefully) stuck to the road!
Some I mentioned earlier, but I could add the
car needs premium tyres in good condition, the
correct alignment and geometry and, of course,
really good weight and feel from the controls.
A front-engined, rear-wheel drive car will
always have the most margin for operating on
the limit because there are so many different
ways to control the balance of the car on the
limit through throttle, brakes and steering inputs.
These are called your ‘control inputs’. A mid-
engined, rear-wheel drive car will boast better
weight distribution and will, therefore, have the
potential to go faster, but it may have a narrower
operating margin on the limit. A rear-engined,
rear-wheel drive car is the hardest car to drive
on the limit, but does offer some advantages,
namely traction and braking in a straight line.
I guess this explains why Porsche never gives
a GT4 the same power as a GT3 — the former
would be quicker and easier for the majority of
enthusiasts to drive fast.
As a racing driver (or as a fast trackday
driver), it’s important to remember the hardest
part of any corner is the first third of a bend,
from braking to corner apex. In this period,
the car goes from flat-out on the straight, to
transferring weight forward on the brakes,
to easing off the brakes and turning in, to
transferring the weight to the outside, to picking
up the throttle and beginning to transfer weight
to the rear. All this assumes the driver is on the
perfect line and has the sweetest control inputs
to maintain balance and grip on the limit. The
reason it’s the most important is because the
car is in maximum transition during this stage
and at its most unstable. Now refer back to my
previous paragraph to see why a mid-engined
car is potentially the fastest!
Through my years of owning various Porsche
sports cars, as well as in my current role as
an ambassador for marque specialist, RPM
Technik, I do get to drive a wide variety of
Porsches (lucky me, I know!). Whilst it’s easy
to get carried away with the fastest GT3s and
such like, I get tremendous pleasure from every
Porsche I drive. In fact, I get a kick out of any car
I drive! Naturally, I’m always aware of the vehicle
dynamics of whatever car I’m in charge of and
its respective engine/drivetrain layout. I’ve
heard people say they can’t tell the difference
between front and rear-wheel drive cars, and
some even say they don’t know which are the
driven wheels on the car they own (not Porsche
owners, obviously!). If you don’t have mechanical
sympathy and understanding from the moment
you engage with a car, it’s highly unlikely you’ll be
able to get the best from it.
Of course, it’s possible to improve handling
depending on what you are trying to achieve. A
driver petrified of oversteer can have their car
set-up with a bit more understeer built into the
geometry, which will provide more confidence
as the host Porsche approaches the limit. Stiffer
coilover suspension will reduce weight transfer
in that critical first part of the corner, allowing a
driver to extract even more from the car. Grippier
tyres will clearly help everywhere in the dry and
increase confidence, but every modification has
to be done for the right reasons. Indeed, there
is usually a negative aspect to these updates,
such as reduced road comfort or reduced wet
weather prowess in the examples I’ve just given.
Next time you drive your car, try and feel the
mechanicals and pay a bit more attention to how
the vehicle reacts to your control inputs. You’ll
thank me, I promise! l

February 2021 29
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30 February 2021
 COMMENT

GARY MAVERS British actor, Gary Mavers,

has commanded the stage
in many popular plays and
has starred in leading roles
for various high-profile
Porsche sports cars captivate like the output of no other television shows, including
manufacturer, leaving lingering memories long after a Peak Practice, Emmerdale
and Casualty. Away from
standout speed machine from Stuttgart is encountered. acting, he’s a vintage
In my case, Porsche is also responsible for a lasting love vehicle restorer professing
strong love for Porsche and
affair with the restoration of classic cars... Mercedes-Benz sports cars.

A
couple of years ago, while
working at the Oxford
Playhouse, I had a chance
encounter with a charming
elderly gentleman. “A very
long time ago,” he started
in a broken German accent, “I was involved
in the design and development of these cars,
along with Ferraris and the first Lamborghini
passenger vehicle.” He was admiring my Aston
Martin. Over the course of the next half-hour,
the fascinating conversation I found myself
engaged in outlined how my new friend still had
close ties to the Lamborghini family, the fact
he’d helped develop many Mercedes-Benz race
cars and how he’d personally known and worked
a chap who went by the name of Enzo Ferrari.
The old boy concluded by telling me the Porsche
engineering he was exposed to during his long
and fruitful career was far superior to that of the
marque’s rival sports car manufacturers.
The talk took me back to being a 22-year-old
budding actor, fresh out of The Royal Academy
of Dramatic Art (RADA). I was debuting at
my hometown theatre in Liverpool and was
about to enjoy my first encounter with a sports
machine from Stuttgart, an experience which
kick-started my lifelong love affair with classic
cars. I was visiting the production’s musical
director at his home near Sefton Park. He
showed me what was essentially an abandoned
356 B. The car had been ditched by a pair of
Italian racers who’d decided to drive around
the world, but after blowing up the Porsche’s
engine outside my host’s house — and without
the funds required to commission the necessary
repair work — they’d traded the car with him
in exchange for flights back to Italy. With
this romantic story ringing in my head, not to
mention the sight of the forlorn four-wheeled
fallen hero, complete with its sticker-covered
white paintwork and huge numbers painted on
the doors, I made it clear I wanted to buy the car.
Sadly, my pleas fell on deaf ears.
A short while later, I purchased a Mercedes-
Benz W113 230 SL ‘Pagoda’ and began travelling
the long, lonely road of the home restorer,
learning my craft the hard way. Since that time,
I’ve owned and enjoyed many Porsches, but
one that sticks firm in my mind brought itself to
my attention a few years ago — I came across
an impotent 924 that had been left in a state of
suspended animation in its owner’s garage for
close to three decades.
I’d been contacted by a retired doctor. He
lived locally and was offering me his classic
Alfa Romeo Spider, albeit an example in need of
total restoration. After a five-minute walk from
my house, I was shown into a run-down garage
sporting a large hole in its roof. There, next to
the Alfa and hiding beneath a pile of dust was
the sorry-looking Porsche. “What’s the story?”
I asked. “I bought both the Spider and the 924
new,” came the reply. “Sadly, I didn’t get around
to piling on the miles. The years have rolled by,
and now I need the space.”
Stepping into the 924’s cabin was like opening
a time capsule from the 1980s. The odometer
read just 14,000 miles. Unfortunately, though the
interior looked like new, touching the pinstriped
velour covering each seat was like peeling the
skin off a rice pudding. Even so, my status as
a sucker for low-mileage originality meant the
poorly Porsche had to be rescued.
I set about the arduous task of sourcing the
correct seat material from a supplier in Paris,
recovered the affected upholstery, fitted a new
fuel pump, cleaned out the petrol tank and
installed a new exhaust. In truth, the majority of
the work I faced concerned the elimination of
stubborn dust and cobwebs. Thankfully, after
the toil was complete, the refreshed car burst
into life, the engine still wearing its original
factory stickers and sounding every bit as good
as the day it rolled off the production line.
Over the years, I’ve been lucky enough to own
a selection of fantastic cars. I’ve searched high
and low for standout models, many of them
Porsche, but as was the case with my 924, some
of the cars I’ve owned have managed to find me.
My memory of the 356 B, however, has stayed
strong. You see, I really wanted that Porsche. I
was captivated by its racing livery, its amazing
story and its blown-up engine. I recently bumped
into the same musical director who introduced
me to the car all those years ago. Our chat
quickly moved on the subject of his 356. “That
old thing? I gave it away a couple of years ago,”
he said, much to my amazement. “It was of
no use to me and I’d never have found time to
restore it.” Alas, the one that got away! l

February 2021 31
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TAKEOVER
MAKEOVER
Family feuds, corporate clashes, legal disputes and massive disruption
of the markets — the saga of Porsche’s failed attempt to take control of
Volkswagen left an indelible impact on the car industry…
Words David Sutherland Photography Porsche and Volkswagen

34 February 2021
 VW TAKEOVER

F
or Porsche, the 2005
Frankfurt Motor Show was
a quiet week. The new
Cayman S was done and
dusted and, such industry
gossip as there was,
attention was focused on Zuffenhausen’s
rising profitability and the impact revived
fortunes would have on future model
research and development. What nobody
other than Dr Wendelin Wiedeking
(Porsche’s President and Chief Executive
Officer from 1993 until 1999) and his
inner circle knew was that Stuttgart’s
specialist sports car maker was about to
reveal one of the most breathtaking and
unexpected corporate manoeuvres in
motor industry history.
Two weeks after Frankfurt, in late
September, Porsche AG stunned the car
world by announcing its intention to buy
a twenty percent share in Volkswagen
Group, which encompassed Volkswagen,
Audi, SEAT, Skoda, Bentley, Lamborghini
and Bugatti. The combined European
sales of these marques in 2004 was 2.6
million units (compared to Porsche’s
37,000), thus Europe’s smallest-volume
car maker was set to take a significant
chunk of the continent’s market leader.
Porsche was to pay €3bn
(approximately £2bn). In a further
extraordinary twist, the Stuttgart
concern had become so astonishingly
wealthy, the funds would be paid from
cash reserves. At the time, Wiedeking’s
team maintained Porsche was buying
into Volkswagen to protect the giant
car group from a hostile takeover. It
wasn’t unreasonable to acknowledge
such a turn of events could have had a
serious knock-on effect on Porsche’s
own activities, given the close tie-ups
between Zuffenhausen and Wolfsburg.
Volkswagen’s financial and industrial
problems had been mounting. Hostile
stock market bids from so-called
corporate raiders (such as the US
billionaire financier, Kirk Kerkorian)
had been anticipated. A successful
bid would almost certainly have seen
the group broken up and the more
desirable parts – most notably Audi
– flipped at vast profit. Furthermore,
the European Union was set to declare
that Germany’s long standing ‘VW law’
(preventing any one shareholder owning
more than twenty percent of a company)
was anti-competitive and would be set

February 2021 35
aside, a move which would make the
manufacturer even more vulnerable.
Porsche stated categorically that it
would not seek to further increase its
stake in Volkswagen. “In making this
investment,” Wiedeking said, “we seek
to secure our business relations with
SPECULATION CIRCULATED CONCERNING
PORSCHE WANTING A SEVENTY-FIVE
PERCENT STAKE IN VW, A CLAIM WHICH
WIEDEKING’S TEAM FIRMLY DENIED
Volkswagen and make a significant
contribution to our own future plans on
a lasting, long-term basis.” That promise
lasted until June the following year, when
Porsche upped its stake to 25.1 percent,
surpassing that held by the State of
Lower Saxony and making Porsche
the largest single shareholder. Then, in
February 2007, Porsche got the result
it wanted from the European Court of
Justice when it ruled the VW Law illegal
36 February 2021
(in truth, the VW Law ended up effectively
being revised rather than repealed) and
paved the way for a takeover. A month
later, Porsche increased its holding to
thirty-one percent, giving the Stuttgart
concern effective day to day control over
Volkswagen. The figure rose to 35.1
percent in September 2008.
By now, an inevitability had set in,
and the stake-building was no longer
sensational news. All this changed
in a dramatic fashion in autumn
2008. Six months earlier, speculation
had circulated concerning Porsche
wanting a seventy-five percent
stake in Volkswagen, a claim which
Wiedeking’s team firmly denied. “This
does not consider the realities of VW’s
shareholder structure,” read the rhetoric. Above Wiedeking,
Indeed, the rumours were dismissed Ferry Porsche
and German
as “the speculative mind games of politician, Erwin
analysts and investors.” But then, one Teufel, celebrating
Sunday in October, Porsche released a completion of the
one-millionth Porsche
statement revealing it had, contrary to on 15th July 1996
earlier reports, acquired options taking
its shareholding up to 74.1 percent – in
doing so, Porsche had lit the fuse on
a time bomb set to create financial
mayhem in the world’s stock markets
when they opened the following morning.
It was around this time there was a
growing awareness of the term ‘short
selling’, which amounts to picking on a
company with failing stock, ‘borrowing’
some of its shares from another investor,
then selling on, but buying the shares
back once the price has dropped. A nice
earner for the short-selling hedge fund
and easy commission for the investor.
Volkswagen Group had been subjected
to the treatment, on the basis that its
stock was thought to be overvalued.
As soon as Porsche made its shock
announcement, however, traders obliged
to deliver shares back to their owners
could do nothing but sweat out the rest
of Sunday knowing the very next day
would bring a mad scramble for the few
remaining Volkswagen shares still being
traded and that the price would rocket.
It did so spectacularly — in a short
space of time, the value quadrupled
to a peak of €1005, briefly making
Volkswagen the world’s largest company
by share capitalisation. “This was the
most deadly situation, the nightmare
scenario for any hedge fund manager,”
was one stock market veteran’s take on
38 February 2021
what happened on Monday 27th October.
“Minute by minute, they were losing more
and more money. There was no colour
in their faces — each of them had gone
completely pale!”
The genius mind of Wiedeking, along
with his wingman and financial chief,
Holger Härter, had taken on the global
stock market and made a fool of it. By
the middle of 2009, Porsche would be the
effective owner of the Volkswagen Group
– or so everyone thought. The dream of
the visionary Porsche boss to see his
company swallow up Volkswagen whole, Above Volkswagen’s
however, turned into a real-life nightmare massive assembly
plant in Wolfsburg
in early May 2009, when it became
apparent Porsche had become far too
indebted to complete the last stage of
the deal, which required the necessary
cash to pay for an additional twenty-five
percent of Volkswagen’s stock.
Below Wiedeking and
Porsche’s profits had been over €5bn Gerhard Schröder
in 2006/07 and €8.6bn in 2007/08 at the opening of
(although much of this significant the Porsche plant
in Leipzig after
improvement in fortune had been the marking the start of
gains of stock market manoeuvring), construction in 2000

but since then, it had become another
victim of the era’s credit crunch. While
the underlying strength of the car maker
and its product line-up wasn’t in question,
the matter of how to repay the €9bn debt
amassed during the takeover campaign
had become a major headache, not least
due to crippling interest payments at a
time when Porsche’s sales and revenue
were plummeting — turnover was down a
massive thirteen percent in the first half
of the 2008/09 financial year.
WIEDEKING, PREVIOUSLY HAILED AS THE
SAVIOUR OF PORSCHE AND EUROPE’S
MOST DYNAMIC AND FAR-SIGHTED
AUTOMOTIVE EXECUTIVE, PAID THE PRICE
Soon, German newspapers were
reporting how a war (focused on how to
deal with the debt) had sparked between
the Porsche and Piëch families jointly in
control of the Porsche empire. Wiedeking
wanted Porsche to dig itself out of
trouble with outside investment — a
DaimlerChrysler involvement was even
mooted — but in the end, the tables were
turned and Porsche became just another
Below Volkswagen member of Volkswagen’s integrated car
Group is made up of
some of the world’s manufacturing group.
biggest brands In August 2009, Volkswagen paid
€3.3bn to become Porsche’s biggest
shareholder, with a ten percent stake
going to the Arabian emirate of Qatar. In
2012, the wizards in Wolfsburg acquired
full ownership of Porsche. Inevitably,
Wiedeking, previously hailed as the
saviour of Porsche and Europe’s most
dynamic and far-sighted automotive
executive, paid the price for Porsche’s
failed takeover of Volkswagen and was
dismissed. Nobody registered surprise
when Härter parachuted out with him.
“In the last weeks, Wiedeking and
Härter have come to the conclusion
that further strategic development of
Porsche SE and Porsche AG is better
off if both men are not on board as
acting persons,” read a statement from
Porsche Automobil Holding SE, the
holding company created in 2007 to
administer the Volkswagen takeover.
Wiedeking received a €50m (£43m) pay-
off after agreeing not to push for his full
compensation rights under a contract
that, in the previous year, had seen him
VW TAKEOVER
COUNTDOWN TO A TAKEOVER
THAT NEVER HAPPENED
September 2005
Porsche stuns the industry by buying a 20%
stake in Volkswagen Group
June 2006
Porsche says it will raise its stake to 25.1%
March 2007
Shareholding is increased to 31%
September 2008
Shareholding rises to 35.1%
October 2008
Porsche lays a stock market trap, causing
its newly acquired VW stock to rocket
January 2009
Porsche consolidates a 50.8% share and
control of Volkswagen Group
April 2009
Porsche struggles under €9bn debt
May 2009
A ‘merger’ with Volkswagen is announced
July 2009
Porsche CEO, Dr Wendelin Wiedeking, and
finance director, Holger Härter, are fired
earn a reported €77m (£67m) and which
still had three years left to run. He was
Germany’s best-paid industry executive
and said he would donate half the money
he’d been given to charity, including a
new charitable trust to be established at
Zuffenhausen, where the Porsche factory
February 2021 39
is located. It’s a move some observers
say was prompted by unease over the
period’s executive pay in Germany. Härter
left with €12m (£10m).
The one-time mechanical engineer
A LAWSUIT FILED BY A GROUP OF HEDGE
FUND MANAGERS IN NEW YORK CLAIMED
ENORMOUS DAMAGES FROM PORSCHE
AND SPECIFICALLY NAMED WIEDEKING
who joined Porsche in 1983 and who,
ten years later, imported Japanese
production methods to revolutionise
factory efficiency and, simultaneously,
40 February 2021
took Porsche into SUV territory,
disappeared from public view at the age
of fifty-seven. Today, he lives quietly
near Stuttgart, pursuing his community
charities.
Unsurprisingly, the debacle unleashed
long, drawn-out legal actions. A lawsuit
filed by a group of hedge fund managers
in New York claimed enormous damages
from Porsche and specifically named Above CDU Party
Wiedeking and Härter, while in Germany, Chairwoman,
Angela Merkel, and
Wiedeking was charged with stock Wiedeking in 2002
market manipulation, the action lingering
until dropped in 2016.
When Wiedeking’s star fell in the most
dramatic way possible, it looked as if
he might take Porsche down with him.
Porsche Automobil SE reported a €4.4bn
loss for the year ending 31st July 2009
and, in a market gripped by recession,
things looked bleak. That said, under
Volkswagen Group’s thankfully hands-
off management of Porsche, the world’s Bottom left Wolfgang
favourite sports car maker returned to Porsche, Wiedeking
its former rude health without much in and Holger Härter at
the General Meeting
the way of delay. Not that any of us ever of Porsche Automobil
really doubted it would do. l Holding SE in 2008
HANDLING: STAR CAR

DUTCH
COURAGE
Steve Bennett’s modified 964 Carrera 2 is a rolling showcase of
handling brilliance delivered by game-changing electronically
controlled damping technology…
Words Dan Furr Photography Dan Sherwood

42 February 2021

Y
ou can never have
too much of a good
thing. This mantra
has been a staple of
the automotive tuning
scene for as far back
as people have been improving upon
the factory specification of their cars.
While often associated with an insatiable
desire for speed, never has the saying
been truer than when it comes to the
handling abilities of whichever four-
wheeler is being altered. It’s a fact
not lost on TracTive, a performance
suspension specialist based in the
Netherlands and one you’re likely to
be hearing much more about in the
coming months — a rapidly increasing
number of independent Porsche
specialists and motorsport teams are
adopting the company’s products, which
are celebrated for their high-quality
construction and, more recently, the
introduction of an innovative digital user
interface enabling control of damping
rates, pitch and roll on the fly. Naturally,
we were keen to find out what all the
fuss is about.
If the TracTive name sounds familiar,
there’s every chance you may have
spotted the TracTive UK trade stand
at the recent Oilcooled event held at
Oxfordshire’s dedicated Porsche-specific
business centre, Boxengasse. Manning
the stand and promoting the latest
TracTive offerings — available for 986,
964 CARRERA 2
987, 981 and 718 Boxster-Caymans, 914
and every generation of 911 from ‘impact
bumper’ models onwards — was Steve
Bennett (no, not that one), owner of the
carbon-decorated 964 Carrera 2 you see
here. He also happens to be TracTive’s
exclusive UK agent for Porsche products
and, as you can probably guess by this
point in our story, has used his gorgeous
Guards Red 911 as something of a
test mule and development vehicle for
the very products he’s championing.
Understandably, we were eager to get
behind the wheel, but first, let’s indulge
in a history lesson.
TracTive Suspension B.V. was
established in summer 2010.
Recognising the need for a unique selling
February 2021 43
point in a crowded marketplace, the
company quickly set about promoting
its electronically controlled suspension
systems, applicable to most Porsche
models, including those older than
the introduction of Porsche Active
Suspension Management (PASM).
Following on from the TracTive
management team’s time working on
the first electronic suspension systems
in motorsport many years beforehand,
the company promptly became a key
development partner of BMW Motorrad.
BREAK THE CYCLE
Winding the clock back even further,
TracTive’s roots can be traced to
WP Suspension, a Dutch motorcycle
chassis tuning specialist founded
in 1977. Becoming the supplier of
44 February 2021
standard suspension equipment for
KTM performance bikes, WP was
the first company to present an
upside-down front fork and would
be a brand championed by multiple
MotoGP champion, Valentino Rossi.
TracTive’s founders started work at WP
in the 1980s, going on to assist with
development of the first electronically
controlled performance motorbike
suspension in the aftermarket, unveiled
at the turn of the century and beginning
serial production in 2005. In recognition
of the appeal this kind of damping
technology would have beyond vehicles
of the two-wheeled variety, TracTive was
launched five years later.
Steve’s involvement came about as
a direct consequence of his desire to
enhance the handling abilities of his
911, which was riding on the classic Above Steve’s 964
combination of static uprated dampers is a 1990 Carrera 2
making us wonder
and lowering springs. “I love B-road how it was possible
blasts, but found myself having to back this was once an
off around 60mph for fear of not being unloved generation of
the evergreen 911
able to keep the car where I wanted
it,” he recalls. “I lacked confidence in
my Porsche’s abilities around corners
and couldn’t find a suspension system
I recognised as truly suitable for my
needs and the condition of UK roads.
Sure, there were plenty of options for
air-cooled 911s and, I think it’s fair to say,
most would be perfectly adequate for
the smooth, open roads carving through
Below CANchecked
canyons in California, but the terrible display controller
state of B-roads in rural England? I wasn’t allows fine-tuning of
quite so sure!” the electronic damper
control system and
After a huge amount of research, he the ability to select
discovered TracTive and placed an order any one of five maps
for one of the company’s kits, which
are available in touring and fast-road/
track flavours, each with choices of
one-way, three-way adjustable, Activity
Controlled Electronics (ACE) and R-ACE
(motorsport specification) flavours.
Eibach springs feature no matter your
preference, with the touring kit utilising
OEM top mounts, as opposed to the
fast-road/track kit’s anodised adjustable
THE ADJUSTMENT RATE OF EACH
DAMPER IS REDUCED TO 6-10
MILLISECONDS, HAVING THE EFFECT
OF AN IMMEDIATE CHANGE
monoball top mounts and accompanying
camber plates. At the point Steve got in
on the act, however, the development
work resulting in the now available
TracTive Activity Controlled Electronics
(ACE) suspension system had yet
to be completed. Bundled with a
high-power standalone ECU, the ACE
system monitors motion of the host
Porsche, using lateral and longitudinal
acceleration to observe behaviour on
vertical, lateral and longitudinal axes.
46 February 2021
Monitoring lateral G-force (transition
from straight-line driving to tackling
a bend), the system’s electronic brain
knows when cornering is taking place
and adjusts damping rates accordingly,
behaviour which has the effect of
dramatically reducing body roll. Using
the G-sensor inside the ECU in this way
(as opposed to monitoring steering
angle, which would require signal to
travel through the car’s complete CAN
network), the adjustment rate of each
damper is reduced to 6-10 milliseconds,
having the effect of an immediate
change. Five different suspension
maps can be programmed into the
system, each selectable by the driver
via a specially programmed rotary knob
mounted to a bespoke switch panel.
There’s also the option of the rather
more swish digital user interface seen
on these pages, but before we get too
far ahead of ourselves, Steve reminds us Above TracTive’s
of how his relationship with TracTive’s decision to slash
costs on the different
board of directors began. systems on offer
is bound to prove
SHOCK AND AWE popular with Porsche
owners in 2021
“Before the introduction of the TracTive
Control Unit (TCU),” he continues,
referencing TracTive’s brand name for
the electronic trickery controlling the ACE
system, “I placed an order for the same
damping hardware, but with an earlier
development of the control system,
which featured a DSC control box
taking care of damping range via shock
calibration. There were various sensors
required, but the dampers were exactly
the same as the current ACE offering,
meaning the focus of TracTive’s work in
recent years has been development of
the electronic control system to a more
bespoke offering. I’d placed an order
with a specialist who failed to arrange
for the kit to be shipped to the UK from
TracTive’s base in the Netherlands,
despite relieving me of a hefty deposit,”
he sighs. “Unwilling to wait any longer
than the many months of frustration I’d
already been subjected to, I contacted
TracTive’s management team directly.”
This was the beginning of dialogue that
would lead Steve to becoming the firm’s
BEVERLY HILLS CAR CLUB
SPECIALIZED DEALER OF EUROPEAN AND AMERICAN CLASSIC CARS

1959 Porsche 356 Convertible

D-stock #12569

This sought after 1959 Porsche 356 Convertible D featured here with matching numbers with the Kardex included, is available in its factory color code #5702
Ruby Red with a black interior. It comes equipped with a 4-speed manual transmission, 1600 engine, dual Zenith carburetors, soft top, boot, and solid wheels. Also
included with this vehicle are service documents and receipts totaling over $13,000. An excellent opportunity to jump into the ownership of this limited production
one of 1,331 Convertible Ds that were built between August 1958 and September 1959. An extremely desirable vehicle which had the same owner since 1985 and
is mechanically sound. For $189,500

1964 Porsche 356C Cabriolet #11507 1965 Porsche 912 3 Gauge 1965 Porsche 356C Coupe #12687 1967 Porsche 912 Coupe #12827
The 1964 Porsche 356C Cabriolet featured here with matching
numbers (Kardex Included) is available in a gorgeous color
Painted Dash # 12264 This extremely desirable 1965 Porsche 356C Coupe is available in
a gorgeous color combination of Champagne Yellow with a black
This gorgeous 1967 Porsche 912 Coupe is available in Polo Red
with a sand beige interior. It comes equipped with a 4-speed
This highly collectible 1965 Porsche 912 3 Gauge Painted Dash is
combination of Champagne Yellow with a green interior. It comes interior. It comes equipped with a 4-speed manual transmission, manual transmission, dual Weber carburetors, 4-wheel disc
available in its factory color combination Togo Brown with a fawn
equipped with a 4-speed manual transmission, dual Weber 1600 Super engine, dual carburetors, 3-spoke wood steering brakes, and solid wheels. Also included with his vehicle are service
interior. It comes equipped with a 4-speed manual transmission,
carburetors, soft top, boot, and solid wheels. An extremely sought wheel, rear luggage rack, front-wheel disc brakes, and solid receipts totaling over $31,000. This includes a newly installed
4-wheel disc brakes, jack, tool kit, and Fuchs wheels. Also
after 356C Cabriolet which had the same owner for many years wheels. A very fun and exciting German classic which still retains engine at a cost of $12,800 with less than 2,000 miles. A beautiful
included with this vehicle are receipts totaling over $3,000. An
and is mechanically sound. some of its original paint. The Porsche 356C is mechanically color combination German classic which is mechanically sound.
original California car that is mechanically
sound.
sound.
For $119,500 For $54,500 For $64,500 For $39,950

1973.5 Porsche 911T CIS Targa #12728
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.
1974 Porsche 914 2.0 #12558
This 1974 Porsche 914 2.0 is available in its factory color code
#L30E Bahia Red with a black interior. It comes equipped with a
manual transmission, 1.8-liter engine, 4-wheel disc brakes, and
solid wheels. A well-priced Porsche 914 which is mechanically
sound.
1978 Porsche 911SC Targa #12848
The 1978 Porsche 911SC Targa featured here with matching
numbers is available in its factory color code #027 Guards Red
with a black interior. It comes equipped with a 5-speed manual
transmission, 3.0-liter engine, air conditioning, cruise control,
power windows, 4-wheel disc brakes, Fuchs wheels, and jack.
Also included with this vehicle are receipts totaling over $6,000. A
well-priced 911SC Targa that is mechanically sound.
1981 Porsche 911SC Coupe #12878
The 1981 Porsche 911SC Coupe featured here with matching
numbers is available in Light Ivory with a brown interior. it comes
with a clean Carfax and is equipped with a 5-speed manual
transmission, 3.0-liter engine, cruise control, air conditioning,
power windows, sunroof, 4-wheel disc brakes, and Fuchs wheels.
A gorgeous color combination Porsche which is mechanically
sound.

For $96,500 For $12,750 For $34,750 For $34,750

1984 Porsche Carrera Coupe #12642
The 1984 Porsche Carrera Coupe featured here with matching
numbers is available in Copper Brown Metallic with a black
interior. It comes equipped with a 5-speed manual transmission,
air conditioning, cruise control, power windows, sunroof, 4-wheel
disc brakes, Fuchs wheels, tool kit, and a jack. Also included
with this vehicle is the original owner’s manual. A beautiful color
combination sports car which is mechanically sound.
For $46,500
1986 Porsche Carrera Coupe #12555
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 $54,500
1997 Porsche 993 Turbo #12661
The 1997 Porsche 993 Turbo featured here with 36,066 miles on the
odometer is available in its factory color code #92U Arctic Silver
Metallic with a black interior. It comes with a clean Carfax and is
equipped with a 6-speed manual transmission, air conditioning,
cruise control, dual airbags, power mirrors, power windows,
power steering, power seats, sunroof, drilled rotors, 5-spoke
wheels, tool kit, air compressor, and jack. Also included with this
vehicle is the original owner’s manual as well as the warranty and
maintenance booklets. A very desirable Porsche Turbo which is
mechanically sound.
For $139,950
2001 Porsche Boxster S #12670
This beautiful 2001 Porsche Boxster S featured here with 2 tops
and 3,557 miles on the odometer is available in its factory color
Arctic Silver Metallic with a black interior. It comes with clean
Carfax and is equipped with Tiptronic transmission, 3.2-liter
engine, OEM Porsche cassette/CD stereo, cruise control, dual
airbags, power windows, power seats, drilled rotors, and solid
wheels. Don’t miss out on this virtually brand new Boxster S at
a fraction of the original price. A gorgeous low mileage Porsche
which is mechanically sound.
For $23,750

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

sole UK agent for Porsche products and,
it has to be said, a dedicated champion
of the brand.
“My 964 is believed to be the first air-
cooled Porsche in Europe to make use
of an ACE system,” he says, not without
a hint of pride in his voice. When he did
finally get hold of the kit he’d ordered,
which offered three different modes
(touring, track, B-road) accessed by a
simple push-button, he commissioned
Porsche chassis tuning specialist, Center
Gravity (read all about the company’s
work on page 70) to install and configure
his car for the dream drive he’d waited so
long to experience. Fast-forward to the
present day, and the aforementioned five-
way rotary knob and TCU has replaced
48 February 2021
the push-button interface and DSC unit in
standard ACE kits, with the optional extra
of a full-colour CANchecked Display
Controller loaded with bespoke firmware
to monitor and manipulate ACE and
R-ACE dampers.
Comprising a 2.8-inch TFT colour
touchscreen mounted on a black milled
aluminium frame, and offering MicroSD
and MicroUSB connectivity, this nifty
optional extra is, unsurprisingly, present
in Steve’s 911. In terms of usability,
being able to dial-in any one of five
different pre-programmed damping
configurations at the press of a softkey
has hugely obvious advantages over
on-body damping adjustment, but where
the touchscreen system really shines
is in its ability to allow the user to fine- Above Being able to
tune settings (allowing adjustment switch between maps
on the fly (to reflect
of front and rear damping rates and changing surfaces)
the previously mentioned pitch and adds a new dynamic
roll) within each preset from within to the host Porsche’s
driving experience
the comfort of the cabin. Beyond this
functionality, usability becomes even
more impressive when you realise maps
can be switched on the fly. For example,
imagine you’re driving along smooth,
wide, open stretches of asphalt which
suddenly turn into tight, twisty, uneven
surfaces. The damping map you’d
select for the former isn’t likely to be
best suited to the latter, yet the TracTive Below The rest of
display controller gives you the ability to the car is also well
appointed, the flat-six
immediately switch between maps on benefiting from a raft
the move, thereby hugely enhancing the of power upgrades

Top right TracTive driving experience. The advantages for
damper systems regular track dwellers here is obvious.
are extremely well
manufactured and
come equipped with COUNTRY LIFE
Eibach Racing springs Of course, you can select different maps
using the standard rotary dial, but the
additional level of adjustability offered
by the cost-option touchscreen makes it
a no-brainer for anyone looking for total
control of their Porsche’s suspension.
We played with the system on rural
Cambridgeshire roads, known for their
rough surfaces as a consequence
of constant abuse from the region’s
colossal fleet of agricultural vehicles.
Bombing along stretches of road
Below Classic Raid changing quickly from high-speed
Turbo steering wheel
punctuates a cockpit straights to cracked tarmac on sharp
littered with custom kit corners, the TracTive system ensured
full compliance at all times, something
impossible to achieve when at the
mercy of a non-electronically controlled
system. Full confidence throwing this
car into corners was achieved, with
THE COST-OPTION TOUCHSCREEN IS
A NO-BRAINER FOR ANYONE LOOKING
FOR TOTAL CONTROL OF THEIR
PORSCHE’S SUSPENSION
body roll virtually non-existent and
the delivery of surprisingly smooth
ride, even when stiffer, track oriented
settings were tested. This might not
be an unfamiliar scenario to anyone in
964 CARRERA 2
charge of a modern Porsche, but no
other aftermarket suspension system
presently offers this kind of electronic
damping control for air-cooled cars.
Make no mistake, we love it.
It goes without saying the materials
used in construction of a TracTive kit
are top-notch, with hub brackets formed
from aerospace-grade aluminium, stub
axles made out of C45 chromoly and
February 2021 49
high-tensile steel forming the bottom
end of each damping unit, but it’s the
industry-leading user interface and
comprehensive system control that is
bound to impress, along with the obvious
performance advantages. “I take part
TRACTIVE HAS COMPLETELY OVERHAULED
ITS PRICE LIST, SLASHING THE COST OF
ITS KITS IN THE HOPE OF TAKING
BIGGER MARKET SHARE
in the occasional track day, but I’m no
racing driver,” confirms Steve, “and yet,
with the TracTive kit on my 964 and in
wet conditions, I’m now able to lap cars
at Goodwood in a fifteen-minute circuit
session.” He recognises his skills as a
50 February 2021
driver may have improved as much as
the abilities of his 911, but attributes
both to the semi-active adaptive
suspension he’s championing. “This
Porsche doesn’t hold me back like it used
to. I feel completely in control and full
of confidence. It’s this total belief in the
positive impact TracTive products can
have on a 911 which led me to volunteer
my services as a company agent.”
Moving into 2021, TracTive has
completely overhauled its price list,
slashing the cost of one of its kits in Above Michelin Sport
the hope of taking bigger market share Cup 2 black circles
wrapped around Braid
of the aftermarket Porsche suspension five-spokes deliver
sector at a time supply issues and plenty of grip
limited production is blighting the
output of rival brands. To this end, huge
savings can be had on ACE semi-active
systems for users prepared to stick
with OEM Porsche top mounts (any
other manufacturer will void TracTive’s
warranty) in place of the monoball parts
offered as standard equipment. “So many
911 owners focus on engine output, but
it’s the way a Porsche handles and how
it tackles corners that really makes the
difference,” reasons Steve. “You really
don’t need anything beyond 330bhp from
an air-cooled flat-six. Concentrating on Below Lightweight
chassis dynamics will deliver a much Odyssey battery is
one of a number of
more effective and pleasurable ride,” he aftermarket parts
adds. We couldn’t agree more. l shedding 964 bulk
February 2021 51
 PORTIACRAFT
INDEPENDENT PORSCHE SPECIALISTS
ESTABLISHED 1982 SPECIALIST IN ALL
Sales, servicing & everything Porsche
We usually hold 20-25 cars in stock prepared to a
THINGS PORSCHE
high level & competitively priced.
All cars we sell are fully serviced prior to sale with
a new MOT & warranty included in the price.

• Fixed Price Servicing

• Engine & Transmission Rebuilds
• Restoration
• Full Diagnostic Facilities
• Pre-Purchase Inspection

PHONE: 020 8959 1604 Tel: 020 8500 2510 Email: info@hpporsche.co.uk
EMAIL: sales@portiacraft.com
www.hpporsche.co.uk
www.portiacraft.com 181 FOREST ROAD, HAINAULT, ESSEX IG6 3HZ

Engine rebuilds all models and Gearbox rebuilds all models Air Conditioning Disc refacing
general repairs & servicing

RGA
London’s Major Porsche Specialist
Units 32-34 Miles St, Vauxhall SW8 1RY
www.rgaporschelondon.co.uk email bob@rgaporsche.co.uk
All work to the highest standard and carried out in house
Mon-Fri 7am-7pm Sat 9-6 Sun call

Tyre supply & fitting Wheel balancing, wheel straightening

Wheel alignment Tel 020 7793 1447 ask for Bob for booking & advice & wheel refurbishment

Jig repairs Restoration & resprays Damage repair including for all Torque tube overhaul
insurance companies 924, 944, 968, 928

52 February 2021
911 & PORSCHE WORLD 37
HANDLING: THE LOWDOWN
BACK TO BASICS
Shedding light on some of the most commonly talked about Porsche suspension upgrades…
BRAKE BIAS
To understand how brake bias works, how you
can improve/alter it and why you’d want to do so,
we first need to understand exactly what brake
bias is. In short, the term refers to how braking
force is split between a car’s front and rear
axles. This ratio is critical for obvious reasons:
too much effort at the nose of the car and the
front wheels will lock, causing you to push on
through the corner. Too much effort at the back
and you might lock the rear wheels, causing an
uncontrollable spin.
You might be wondering why you’d want
to change factory settings, but bigger brakes,
weight saving, stiffer suspension and other
chassis modifications will affect the way
brakes are biased. In fact, we can affect braking
behaviour simply by removing a car’s rear
seats — the resulting reduced weight will mean
the amount of braking force needed at the
rears will also be lessened. If we don’t make
braking adjustments accordingly, we might find
ourselves in charge of a Porsche with far too
much rear braking.
There are a couple of ways to alter brake bias,
the simplest being a brake-proportioning valve.
This is a valve which is installed in-line between
the braking system master cylinder and the rear
wheels. It can reduce the amount of braking
force being applied to the rear and usually
54 February 2021
ranges from zero percent (as standard) to a fifty fine adjustments while a lap is progressing. For
percent reduction. example, when a car is taking part in a long track
A more comprehensive (and more expensive) session or race, fuel usage will result in the car
way of altering brake bias is to fit an adjustable becoming increasingly lighter. In this instance,
bias pedal box. This item — common equipment the driver may wish to tweak brake bias to
on race cars — works with an adjustable balance compensate for altered chassis dynamics.
bar operating two master cylinders: Bias pedal boxes also allow a greater degree of
one for the front braking circuit adjustment, allowing a driver to configure
and one for the rear. By altering brake bias to suit their driving style.
the balance bar, you can adjust If you want to be even quicker on
the amount of pressure being track than you currently are, think
applied to each master cylinder, about investing in an aftermarket
thereby altering brake bias. bias pedal box.
Beside being more precise, the
main advantage a bias pedal
box has over a proportioning valve
is the ability to take brake force
from one system and apply it to
the other. This isn’t possible with
a proportioning valve, which won’t
allow you to increase braking effort
on any axle, instead allowing you
to only reduce effectiveness of
the existing system.
Bias pedal boxes
are common on
the trackday
scene, offering
drivers the
ability to make

TOP MOUNTS
A top mount’s main job is to provide a fixing
point for the damper, ensuring the damper
won’t fall through the turret top if suspension
becomes unloaded. Top mounts contain a
bearing to allow the damper to rotate smoothly
and independently of the turret during steering.
Most top mounts are of concentric design
and are non-adjustable. This works fine with
factory suspension, but when you alter amber
and caster angles by fitting adjustable traction
control arms and compression struts, the
stress on the top mount increases. Uprated
top mounts help cure this problem and are
usually made from billet aluminium featuring
a heavy duty rose joint, rather than a standard
roller bearing. The rose joint is centred within
the mount, meaning no matter how much you
rotate the top mount, the rose joint will remain
central. Adjustable top mounts, however, are
available in different designs, including a
sliding mount and an eccentric mount. The
sliding-style top mount usually consists of two
components: one bolts to the damper, the other
to the turret top. Rather than these two pieces
being bolted together, a series of machined
slots allows the two halves to be moved
ANTI-ROLL BARS
Anti-roll bars (also known as sway bars)
are fitted as one of the key components in
a vehicle’s suspension system. They can be
fitted front and rear and their purpose is, as
the name suggests, to reduce body roll during
cornering. Think about a car you’ve been in
where either as a driver or passenger you’ve
turned into a sharp corner and ended up
leaning out of your seat. For a right-hand turn,
you leaned left and vice versa. The same thing
is happening to the car — when everything
leans to the outside of the turn, it pushes
down on that side of the vehicle. As the
change occurs, there’s less load on the side of
the vehicle on the inside of the turn and it lifts.
This is body roll.
An anti-roll bar tries to reduce body roll in an
effort to keep weight distribution more even
across all four tyres through a corner. It does
this by transferring forces generated through
cornering from one side of the car to the
other. An anti-roll bar on the front connects
to the lower arms either side and is mounted
with at least two bushes allowing rotation.
By attaching to the lower arms, when the
outside lower arm pivots up during cornering,
the torsional force is transferred through the
anti-roll bar to the inside lower arm and is also
pivoted upward. This, in turn, helps the car to
remain ‘flat’ through the bend.
independently. This gives back-
and-forth movement to enable
adjustment of caster, while
left-to-right movements
allow adjustment of
camber angles.
An eccentric top mount
design features an off-
centre rose joint. As the
mount rotates, the rose joint
and damper move around
their own axis, meaning
the position of the damper
changes relative to the turret
top. In one position, for example,
you may have maximum negative
camber, but rotate the mount 180° and you’ll
have maximum positive camber. Bolt holes
around the circumference of the mount are
used to hold it in place and allow the part to
be rotated, affording the user control over
adjustment.
It’s worth noting that with newer cars
(and front-wheel drive vehicles in particular),
camber and caster adjustment is achieved
via adjustable top mounts due to the pressed
steel design of lower control arms not lending
An upgraded anti-roll bar is worthwhile if
you feel your Porsche suffers excessive body
roll through corners. A common upgrade is a
thicker anti-roll bar ‘lovingly borrowed’ from a
model higher up the pecking order, though all
Porsche sports cars are well catered for on
the aftermarket. As a rule, thicker anti-roll bars
allow for better weight transfer side to side
and can improve traction, but it’s important
to review your car’s handling balance before
buying new parts — it’s possible to reduce
traction by spending inappropriately. It’s also
worth noting the availability of adjustable
anti-roll bars, whereby holes in the end of the
bar allow it to be mounted at different heights
to vary how stiff or soft the bar behaves.
Adjustable anti-roll bars featuring fine tuning
‘blades’ are also available.
As a rule, front-wheel drive cars have a
THE LOWDOWN
itself to include adjusters.
In other words, where the top of
the damper is mounted dictates both
the camber and caster angles of the front
suspension geometry. Move the top of the
damper toward the centre of the car and you’ll
see greater negative camber, move it outwards
to reduce the amount of camber. The same
is true for caster: move the top of the damper
toward the rear of the car and you’ll see positive
caster, moving it forward and caster is reduced.
stiff anti-roll bar at the front and a relatively
soft bar at the rear. To improve traction
and handling, the user would, therefore, be
advised to start by replacing only the rear
bar. In other words, it may be inadvisable to
fit a performance anti-roll bar at the front and
leave the original rear bar in place — the likely
outcome would further decrease balance from
front to rear, thereby reducing traction.
Rear-wheel drive cars can often make
use of a stiffer rear bar and a softer bar at
the front. Four-wheel drive vehicles vary
depending on manufacturer and application.
In this instance, there is no applicable rule of
thumb. It’s also worth noting some modern
cars feature active anti-roll bars, whereby
gyroscopic sensors, pumps and an ECU work
to drain and pump fluid between dampers in a
bid to control body roll.
February 2021 55
 TRACTION CONTROL ARMS
A traction control arm (also known as a
track control arm or TCA) is used with a
MacPherson strut arrangement on the front
of many standard production cars, tying the
front hub to the chassis to prevent the wheels
from splaying out when the suspension is
compressed, therefore controlling the track.
On one end, the TCA is fixed directly to the
hub, usually via a ball joint allowing the hub
to rotate when steering, as well as allowing
movement up and down as the spring is
compresses and rebounds. On the other
end, the TCA is fixed to the chassis or front
subframe and usually features a rubber
bush to allow the TCA to move, as well as
helping reduce unwanted noise, vibration and
harshness (known as NVH in the industry).
The length of the TCA dictates the camber
angle of the front wheels. Due to the fact
most TCAs are non-adjustable, the user
is stuck with the standard camber angle,
whereas an adjustable TCA allows the
length of the part to be increased, thereby
introducing altered camber angle. The longer
you make the TCA, the greater the distance
between the bottom of the hub and the
chassis — because the top of the hub is at a
fixed point where it attaches to the damper
body, it creates a pivot point. As you increase
the length of the TCA, the whole hub pivots,
changing camber angle.
Adjustable TCAs can be manufactured
in a number of different ways, ranging from
fully rose-jointed motorsport-oriented parts
to items made from exotic materials, such as
billet aluminium and magnesium. The most
common type is a modified standard-style
unit suited to a wide range of applications,
from fast-road cars to outright track
monsters. Bolting into place in the same
way as a standard TCA means no further
modifications are required to introduce the
part to conventional suspension — because
they’re a direct fit, TCAs with a ball joint
fitment on the hub end are better suited to the
majority of applications, though the quality of
the ball joint used must be keenly observed.
When you increase camber angle, you can
increase stress in the ball joint. Poor quality
ball joints will fail prematurely.

ROSE JOINTS
You’ll have noticed how many high-end track
and race cars feature rose joints in place of
rubber or polyurethane bushes. A rose joint (also
known as a spherical rod end bearing or Heim
joint) offers greater precision than a bushing.
The way a rose joint works is quite simple: it’s
a mechanical articulating joint. Essentially, it’s
a swivel ball with a hole in it, pressed into a
circular casing with a thread attached to the
other end. This allows the swivel ball to rotate
freely within the casing, but also means there’s
a level of articulation, too. These are, however,
the only directions the joint can move in, unlike
a bushing, which provides a degree of ‘give’ and
will move in all directions when force is applied
to it. This makes rose joints perfect for use in
suspension components where you need the
inner part to be able to rotate freely, but require
the joint to be resistant to compression and
expansion forces subjected to it under heavy
breaking, acceleration and cornering loads.
The downside to the lack of flex in rose joints
is that, unlike traditional bushings, they offer no
compliance, transmitting more noise through the
cabin and increased vibration. This would make
a rose-jointed car hugely uncomfortable to drive
on public roads, where a rubber or polyurethane
bush would dampen the effect of bumps and
deliver a much smoother ride. This isn’t a
concern for the track, where rose joints offer
sharper handling characteristics. l

56 February 2021
HANDLING: STAR CAR

WHEN LESS
IS MORE
The 968 Club Sport focuses on fundamentals to deliver
one of the best drives in Porsche history…
Words Emma Woodcock Photography Matt Woods

58 February 2021

S
implify, then add
lightness. Dr. Ing.
Porsche didn’t coin
the phrase – you can
thank Lotus founder
and passionate racer
Colin Chapman for the aphorism – but
Stuttgart performance cars never stray
too far from the concept. A GT3 tips
the scales at less than a Carrera, while
a GT3 RS makes extreme sacrifices
to shed even more kilos. Carbon-fibre,
aluminium, polycarbonate. Porsche
knows that less weight equals more
driving enjoyment and better handling.
Apply the idea to the supremely balanced
chassis found in the manufacturer’s
four-cylinder transaxle family of cars and
you get one of the best driver’s Porsches
ever built. You get the 968 Club Sport.
The beauty of the Club Sport is in its
straightforwardness. Instead of chasing
headline figures or refining up-to-the-
minute motorsport technology, Porsche
retained the same 236bhp three-litre
water-cooled inline-four as the basic 968
and improved performance by simply
throwing components away. Rear seats,
the luggage compartment cover, the
rear wiper, the centre console storage
cubby lid and the cassette tape holder
are all junked during the Club Sport
transformation, as are bundles of interior
sound deadening, creating a car that’s
somewhat compromised in daily use, but
more driver-focused than ever before.
Other high-tech components are
swapped for simpler alternatives
wherever possible, Porsche shedding the
pounds by any means necessary. Electric
windows are swapped for old-school
crank handles that spin in 944 S2 door
cards – the Club Sport does without the
stitched detailing and integrated pockets
968 CLUB SPORT
of other 968s – and the wing mirrors
are shorn of their electrics. The Club
Sport also does without central locking,
automatic heat control and an alarm,
though an immobiliser is still fitted. In-
car entertainment is shrunk down to two
speakers, plus the standard 968 battery
and alternator are swapped for lighter,
lower output items.
Drop through the door and you notice
two even more extreme changes, the
Club Sport welcoming you with a driving
position that’s all action. The standard
1993-onwards four-spoke steering
wheel and its ungainly airbag are gone,
replaced by an unadorned three-spoke
with a usefully thicker rim. You’re
clamped firmly in position too, sitting
low in a fixed-back Recaro bucket seat.
It’s a striking contrast to the electrically
adjustable leather items fitted to ordinary
968s. Trimmed in cloth and built around
February 2021 59
a fibreglass shell that could be coloured
to match the exterior paintwork (should
original buyers have picked the option),
Club Sport seats are the clearest hint yet
that this Porsche is ready to race. An LCD
clock with integrated lap timer confirms
it. The changes might sound modest, but
the little things all add up. Resist the call
of the options list — air conditioning, a
sunroof and the standard leather seats
could all be specified — and the Club
Sport weighs in at 1,320kg, which is a
useful fifty kilos lighter than a standard
968. Moreover, take a base model 968,
choose Tiptronic transmission, plump for
the open-top Cabriolet or specify weighty
extras and the gap can grow to well over
100kg. That’s the kind of difference you
can feel everywhere, from accelerating to
braking to cornering.
60 February 2021
Twist the key and the Club Sport fires
with the same gravelly blare as any other
968. There are, after all, no changes to
the inline-four, though the lightweight
model does without cosmetic engine
bay trim and an under-bonnet light,
all in the interests of further reducing
bulk. Porsche had good reason to
maintain consistency: equipped with
extensive detail revisions and the first
implementation of the VarioCam variable
valve timing system, the M44.43 fitted to
the 968 was already a long way from its
much earlier roots and offered more
than 80bhp per litre.
THE MAGIC NUMBER
In other words, the 968’s three-litre
engine offers a higher specific output
than the air-cooled flat-six powering the
contemporary 964 Carrera 2. Try the Above 968 exposed
major controls and you’ll be struck by pop-up lights were a
development of the
similarities with the more luxurious base 944’s hidden lamps
car. Gear selection is by the same six- and followed the
speed manual transaxle — the optional contemporary 928
four-speed Tiptronic automatic wasn’t
offered on the Club Sport and, if we’re
being completely honest, isn’t really
technology you’d want on any Porsche
of this age anyway — and is coupled to
the same single-plate clutch and dual-
mass flywheel for easy road driving. The
ABS-assisted disc brakes are another
carry over, while the uprated three-spoke
operates a rack and pinion with the same
ratio and hydraulic power assistance as
any other 968.
Even the least sporting 968 variants Below Seat backs
were colour-coded
are recognised for their neutral, faithful to the host 968 Club
and consistent handling, which is why it’s Sport’s bodywork
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
no surprise the Club Sport retains much
of the same suspension. MacPherson
struts and lower wishbones offer an
immediate response at the front, while
semi-trailing arms provide an obedient,
forgiving rear end. Twin anti-roll bars
(measuring 26.8mm up-front and 16mm
behind) are standard and complete the
platform. So far, so similar. The Club
Sport builds on this base with shorter
TWO-TIME WRC VICTOR, WALTER RÖHRL,
WAS IMPRESSED, CALLING THE 968 CLUB
SPORT ONE OF THE BEST STUTTGART-
CRESTED SPORTS CARS HE’D EVER DRIVEN
front coil springs and appropriately
indexed torsion bars dropping the ride
height by 20mm.
Sharper suspension is matched by
subtly upsized wheels. The five-spoke
Cup alloys look near-identical to items
fitted to lesser 968s, but they’re a full
inch taller and slightly wider to boot,
measuring 7.5x17 inches on the front
axle and 9x17 at the rear, wearing 225
and 255-profile tyres respectively.
Customers could have the lightweight
62 February 2021
rims colour-coded to the host 968’s body,
too. Combined with the slimmed down
weight, the running gear changes serve
to create a sensational driver’s car.
Journalists first slipped behind the
wheel in mid-1993 and the Club Sport
didn’t waste a second in winning them
over. Performance Car named it their
Car of the Year, Autocar decreed the CS
Britain’s Best Driver’s Car and Motorsport
magazine — until then, fierce critics of
the 968 — concluded the Club Sport was
“pure driving delight”. Even two-time
World Rally Championship victor, Walter
Röhrl, was impressed, calling the 968
Club Sport the greatest handling Porsche
of all-time and one of the best Stuttgart-
crested sports cars he’d ever driven.
Today, the driving experience lives up
to the accolades and then some. Rawer
and louder than the standard car, but no
less balanced or progressive, the Club
Sport lets the driver play hero at every Above Values of 968
opportunity. Copious feedback floods Club Sports remain
sensible, allowing
through the steering wheel and the buyers to step into
chassis, so you always understand what a world of thrilling
the car is doing, allowing you to feel ever Porsche motoring at
a pleasing price point
more confident placing it on the road.
The ride might be firm, but there’s grip to
spare and, though six seconds to 60mph
isn’t quick by current standards, the
three-litre four puts down its power with
a crescendo 924s and 944s simply can’t
match, topping out at 162mph.
Enthusiastic drivers will find lots to
love and even more to explore — the
968 Club Sport quickly established
a cult following. In fact, Club Sports
make up fifteen percent of total 968
production, with 1,923 units built during
a three-year production run. British
buyers soon began importing European
cars to bolster the 179 right-hand drive
examples sold new in the UK. The Speed
Yellow machine in our photos is one
such example. After an early career in
Zuffenhausen as a Porsche factory car,
this 1994 Club Sport entered private
ownership in 1996 and rolled onto
English soil two years later.
Fitted with the optional sunroof and
Blaunpunkt stereo, but bereft of the side
decals that were standard on UK cars,

Above 968 CS factory this German-market 968 nevertheless
colours were Speed sticks close to the Club Sport ideal and
Yellow, Guards Red,
Maritime Blue, Grand soon found a roster of enthusiastic
Prix White, black and British owners. Amongst them was
Riviera Blue Steve Bennett, a previous editor of
911 & Porsche World who kept the car
alongside his Carrera 3.2 for a period
in the mid-2000s. Values were at their
lowest around this period – some Club
Sports sold for as little as £10k! Then,
as the model gained a reputation as an
affordable icon, many owners started
customising their 968s to be even better
suited to fast road and track driving.
The next owner of this 968 did just
that. Working with Steve Bull Specialist
Below Three-litre Cars, he installed a rear half-rollcage
inline-four is a torquey
unit and provides and seat harnesses, fitted an alarm
plenty of poke and enhanced handling through the
appointment of a Quaife ATB limited-slip
differential. Improving traction and letting
the driver exploit the Club Sport’s tail-led
limit handling to full effect, the Quaife kit
is the perfect modern substitute for the
£892 TorSen differential Porsche offered
on the factory options list.
HOT HANDLING
An evocation of the desirable Porsche
M030 package was also fitted during
this period. Available as a cost option
for all 968s, the bundle further enhances
limit handling with revised suspension
and larger brakes. This particular Club
Sport features the calipers and 304mm
discs from the M030 package, as well
as the uprated 30mm front and 19mm
rear anti-roll bars, but omits the M030’s
968 CLUB SPORT
firmer springs and Koni shock absorbers
in favour of KW coilovers at each
corner. Equipped with adjustable height,
compression and rebound damping, they
further enhance an already boutique
driving experience. Indeed, you can
absolutely throw the car into corners,
assured by its superior handling abilities.
This Club Sport clings to the road,
encouraging extra confidence in corners
during pedal press and the subsequent
release of more power from the torquey
sixteen-valve lump at the nose. The
968 Club Sport might not have been
billed as a ‘race car for the road’ by
Porsche, but with the suspension and
transmission upgrades this particular
example benefits from, it’s difficult to
argue against the suggestion — there’s
February 2021 63
enough comfort to make normal driving
pleasurable, but a huge amount of bite
ready to be released for spirited sprints,
tight twisties and trackdays.
More recently, this bright and
boisterous Porsche has benefited
from a 150-hour recommissioning at
Suffolk-based marque specialist, PIE
Performance. Led by PIE founder and
three-time Club Sport owner, Chris
Lansbury, the team rebuilt the car into
box-fresh condition while retaining
most of its original components.
Workshop time included a full service
and inspection of the camshaft teeth,
brake calipers, torsion bar mounts and
VarioCam system, while Chris cleaned
out the inlet manifold, throttle body
and fuel injectors to enable optimum
64 February 2021
performance. New fluids, brake pads and
rear caliper plates brought the 968 back
to perfect condition, while refreshed anti-
roll bar mounts and four-wheel alignment
ensure the handling is as sharp as ever.
Chris’ crew has worked hard to get this
968 looking exactly right, too. The Cup
five-spokes, which had been resprayed
in a dark anthracite shade, are now
refinished in their original Speed Yellow.
Chris even tracked down and fitted an
original Club Sport clock. To ensure the
correct panel gaps and to make sure
the car is cosmetically pristine, PIE also
repainted, resealed and refitted the side
skirts, as well as taking time to rehang
the front and rear bumpers. Ask Chris
about the hardest job, though, and he’ll
point to the rear hatch, a notorious
trouble spot for all 924s, 944s and 968s Above That’s two
— it took a full day to adjust and rehang 911 & Porsche World
editors who have
the car’s rear screen. found themselves
The travails of 2020 meant this behind the wheel of
stunning Club Sport had to be sold this particular 968 CS!
as soon as the work was completed.
Silverstone Auctions handled the sale
at the recent NEC Classic Live Online
Auction, with the gavel falling on this
mint example at £41,063. The price
would have been unimaginable just a
few years ago, but today, even high-
mileage, unrestored 968 Club Sports
make more than £27,000. That said, look
at what you’re getting and it all begins Below Those two
to make sense. The 968 Club Sport is magical letters letting
a lightweight, track-ready rarity with other road users
know this capable
exceptional handling, all for the price of modern classic
a ropey 911 SC. It’s as simple as that. l means business
 SERVICE • MAINTENANCE • PERFORMANCE • RESTORATION

T 01787 249924
E INFO@PIEPERFORMANCE.CO.UK
WWW.PIEPERFORMANCE.CO.UK
SUFFOLK, UK
@pie_performance
PIE Performance

“7 days .. 5 countries..
4000 km ... what a great
drive in a great car !!!”
Customer Feedback

January 2021 65
PERFORMANCE ENHANCEMENTS FOR ROAD AND RACE
HANDLING: BRAKES

BRAKE TIME
Sports cars need to slow just as impressively as they can hit high speed. In this
article, we answer commonly asked questions concerning braking systems...

What are brake pads made from?
Brake pads are often made from a
variety of different materials. Standard
street compound pads are usually a
non-metallic composite of synthetic
properties. They offer excellent bite in the
cold coupled with low noise when called
into action, but they lack high friction
and their effect will ‘fade’ at relatively
low temperatures when compared to
performance pads.
At the other end of the scale, race
compounds are usually fully metallic or
ceramic in their make-up. Offering much
higher levels of friction, these pads are Why are ceramic brake discs so expensive?
far less susceptible to fade, but they Ceramic discs are made from a compound of carbon and
need to reach operating temperature to ceramic materials. The manufacturing process is complicated
work effectively. In other words, their and drawn out — a single disc can take up to a month to
cold bite is poor. They’re great for track produce! Ceramic discs are ordinarily only used in ultra-high
work or ‘spirited’ driving, but not great for performance motorsport applications, though they can also be
nipping to the shops and back. found fitted to road vehicles in the supercar sector.
A good ‘middle ground’ is a sport
compound pad. Made from semi-metallic
materials, the cold bite is good and the
warm bite is even better. You may hear
noise during operation (depending on
driving style), but it’s a small price to pay
for big gains in friction and reduced fade.

66 February 2021
 Q&A

What does ‘DOT’ mean when it

comes to rating brake fluid?
DOT is a system created by America’s Department micro pores in a brake fluid reservoir filler cap,
of Transport (see what they did there?!) to grade poor quality brake lines or compromised seals.
brake fluids based on their boiling points. DOT4 has Furthermore, moisture in brake fluid forms bubbles
a minimum boiling point of 230°C, more than enough which causes spongy pedal feel. Don’t ignore the
for street driving. DOT5 has a much higher boiling manufacturer’s recommended brake fluid service
point, ideal for racing. It’s worth noting DOT5 fluids interval.
include silicone-based ingredients, so check to make
sure your Porsche’s braking system is compatible. What does bleeding brakes actually do?
Much like moisture, air will find its way into your
Why is it important to change car’s braking system over time, so it needs to be
brake fluid regularly? bled out, much like the air that occasionally needs
Glycol-based brake fluid is hydroscopic, meaning to be released from the radiator in your living
it loves to absorb moisture. This is terrible for the room. The biggest problem with having air in your
continued effectiveness of brake fluid, primarily Porsche’s braking system is that unlike brake fluid,
because it dramatically reduces desired boiling air is compressible. This causes ‘spongy’ pedal
temperature. Put it this way, just three percent water feel. If left unattended for significant periods of
in DOT4 fluid can halve its boiling point. Over time, time, complete brake failure may occur. Bleeding
moisture can find its way into brake fluid via the brakes allows the air to escape.

Why are bigger discs more effective items which may affect the effectiveness of
than smaller discs? your car under acceleration. Of course, the
When you increase the diameter of a disc recommended size of discs depends on the
(and change your car’s calipers accordingly) model of Porsche you own and your driving
the amount of braking torque exponentially style, but the short answer to the question is
increases. In theory, the bigger the disc, the that heavy cars require large discs for effective
faster you’ll stop, but you’re limited by how braking, while lighter cars can get away with
much grip your Porsche’s tyres will allow. For running smaller discs.
example, depending on the quality of the tyre
you’ve bought, discs over a certain size will Why do many performance brake
force you to brake so hard that a loss of tyre discs have grooves in them?
grip encourages ABS to kick in (if the car is There are a couple of reasons for having
new enough to be equipped with the feature). grooves (or slots) and/or drilled holes in your
Keep in mind the fact brake discs are very heavy car’s brake discs. Firstly, the friction created
between pad and rotor
under load produces
huge amounts of heat.
Toasty temperatures
can lead to brake
fade. Grooves and
holes allow heat to
escape. They also help
to channel water, dirt
and other unwanted
materials away from
the contact surface
of the disc, thus
maintaining maximum
friction.
wall with an outside layer comprising strands
Why do people fit of braided stainless steel designed to offer
braided brake hoses massively increased safety and durability over
to their cars? factory rubber hoses. Furthermore, OEM rubber
Braided hoses, such hoses tend to expand during operation, whereas
as those made by braided hoses retain their shape, allowing for
Goodridge or HEL, a much firmer pedal feel. A firmer brake pedal
feature a Teflon inner means better feedback and better braking.

February 2021 67

Why are fixed calipers regarded as being
better than floating calipers?
Many modern cars come with floating/sliding
calipers loaded with one or two pistons. When
hydraulic pressure from the master cylinder forces
the piston against the pad, the whole caliper is
pulled inwards as the pads clamp down on the
disc, hence them being referred to as ‘floating’.
A downside to this mode of operation is that
the pads on the outer side of the caliper tend to
wear unevenly. Another is that since the pistons
need to travel so much, the brake pedal can feel
unresponsive. Fixed calipers, like those on many
Porsches, feature multiple pistons on each side.
Since the pistons are clamping from both sides, the
caliper doesn’t need to move. It remains fixed in
place. This allows for even pad wear, more effective
braking and a firmer, more responsive pedal feel.
I want to impress my neighbours. How do I perform the perfect handbrake turn in my 928?
We’ve often pondered the same question. We’ll ask Tim Harvey and let you know what he says.
68 February 2021
What is a hydraulic handbrake?
A hydraulic handbrake replaces a car’s
conventional cable-operated unit by
connecting to the main braking system
and using the same hydraulic pressure to
clamp the rear calipers. The advantage of a
handbrake of this nature is its immense power,
but this setup is illegal for street use and will
reward you with an MOT failure if you don’t
obey the rules.
Why is a hydraulic handbrake outlawed?
In addition to keeping your Porsche in place
when you’ve parked it on a steep incline, a
handbrake is considered to be your car’s
‘emergency’ brake — a kind of backup in case
your main braking system fails. The law states
a road car’s handbrake must be cable operated
and fully independent from the main brakes.
Why are two-piece discs considered to
be better than single-piece discs?
The last thing you want when flying down a
straight at 100mph and slamming on your car’s
stoppers is sudden brake fade. Two-piece discs
come supplied with aluminium centres often
referred to as ‘bells’. Surprisingly, the contact
area between the disc and bell is minimal. This
is great for heat dissipation and makes the disc
very light. More often than not, a brake kit of this
nature is overkill for a road car and, if retrofitting,
you may need to invest in a bigger set of wheels
to accommodate the increased size of larger
calipers and their required brackets. Two-piece
discs are a great idea for a modern high-output
Porsche or one doubling up as a track toy.
Additionally, you’ll only have to replace the outer
disc when it comes to servicing your brakes.
 PASSION.
EXPERTISE.
QUALITY.

PORSCHE PARTS

www.douglasvalley.co.uk
01257 472866 eBay shop stevestrange007 07801 456066
February 2021 69
HANDLING: CHASSIS TUNING

LAWS OF
GRAVITY
Whether as a result of the appointment of new suspension equipment
or simply the effects of wear and tear, chassis tuning is process
which will positively transform the driveability of your Porsche…
Words Dan Furr Photography Dan Sherwood

70 February 2021
 944 TURBO

R
egular readers of the
Porsche press will have
come across the name
Center Gravity on more
than one occasion, and
with good reason — this
small family firm in Warwickshire has
spent the past sixteen years forging a
reputation for being the go-to supplier
of chassis tuning services for Porsche
sports cars. Additionally, Center Gravity
has long been an advisor to some of the
world’s leading suspension component
manufacturers, which is why it made
perfect sense for me to pop along to see
company head honcho, Chris Franklin,
and lead technician, Pete Leason, when
this handling-themed issue of 911 &
Porsche World was being compiled.
Optimised geometry is one of the
most important factors in ensuring your
car performs at its best. Whether the
Porsche you’re driving is heavily modified
or retains standard specification, poor
alignment can adversely affect tyre
wear, fuel economy, handling (including
steering response) and general
vehicle manoeuvrability. Influenced
by the condition and configuration of
suspension equipment, poor alignment
can be checked and corrected at low
cost, making it one of the most effective
ways of improving the way your Porsche
behaves on the road or track without
you having to spend big bucks. Sadly,
most owners wait until their car develops
problems — pulling from one side of
the road to the other or, perhaps, when
running on tyres with alarmingly low
tread — before they seek a specialist
for corrective work, and even then, the
person charged with carrying out the
job is usually a local tyre fitter reading
whatever factory settings their computer
tells them need to be dialled-in to the car
in question.

FIT FOR PURPOSE

The problem with this approach is a
complete lack of input from the car’s
owner regarding preferred driving style,
tyre choice, modifications and the
environment the car is used in. After
all, while factory-prescribed alignment
settings might be satisfactory for
some, it doesn’t necessarily follow that
those same settings are suitable for
your Porsche, the way you drive it and,
crucially, where you drive it. Indeed, in the
real world, a ‘one size fits all’ solution is
entirely unsatisfactory, especially if you’ve

February 2021 71
added a wealth of upgrades to your car’s
suspension system.
Being in possession of a poorly
Porsche was a good excuse for me
to make the journey to Center Gravity.
Fresh from a return to the road after a
lengthy restoration, my 944 Turbo has
been subjected to a raft of suspension
upgrades, which involved the rear end
of the car being dropped before the
appointment of new parts. Now, anyone
in possession of a Porsche treated to
new dampers, bushes or other chassis
updates will know the benefit of having
alignment, geometry and tracking taken
care of thereafter, but with my car ripped
apart before being put back together,
I was desperate for Chris and Pete to
work their magic in order for me to finally
appreciate just what a superb handling
Porsche the 944 Turbo really is.
Chief among the new parts fitted to
my turbocharged transaxle are GAZ GHA
adjustable coilovers (offering adjustable
bump and rebound, as well as shortened
body and stroke lengths to allow a drop in
72 February 2021
ride height of between 25mm and 65mm),
sticky Toyo Proxes tyres and Powerflex
polyurethane bushes from front to back.
All new supporting equipment has also
been fitted, while the torsion tube, anti-
roll bars, rear trailing arms and other kit
were blasted and powdercoated before
being repatriated. As wonderful as all
of this sounds, the removal of worn,
tired components and the fitting of the
new equipment without yet addressing
geometry means the car’s handling
prowess left a lot to be desired. Enter
Center Gravity.
Chris and Pete’s goal is perfect poise,
balance and symmetry to deliver better-
than-stock handling on whichever car
they’re working on. Ultimately, their aim is
to allow the driver to have full confidence
in their car’s ability and, therefore,
experience more enjoyable seat time. A
fastidious attention to detail ensures this
is the case, as I discovered when my 944
Turbo was treated to bespoke alignment,
geometry, corner weighting (to ensure
equal turn performance), re-indexing
of torsion bars and extensive testing Above The car’s
hugely sunken rear
between adjustments. end was caused by
incorrectly fitted
GIVE THE SLIP torsion bars, which
needed re-indexing
To begin with, Pete subjected the car to
a slip test, revealing where there were
discrepancies between the position of
the steering wheel and where the front
wheels were pointing. It didn’t come as
surprise for me to learn there was an
error to be rectified, such was the effort in
keeping the car in a straight line en route
from my workshop in Norfolk to Center
Gravity’s base in the West Midlands.
Indeed, during the subsequent on-road
steering bias test, Chris was able to
pinpoint just how much resistance the car
put up when asked to keep in a straight
line, especially under load. Reassuringly,
he confirmed the quality of damping was
spot on, but with the height dialled down
to such an extent the car wouldn’t clear Below A high number
the mouth of the raised driveway into of preliminary tests
Center Gravity’s workshop (“the first time were carried out to
ascertain the overall
we’ve ever seen this happen!”), not to condition of the car’s
mention colossal understeer on turn-in, chassis equipment

it was time to configure this Guards Red
modern classic for my requirements, the
car’s requirements and the requirement of
the UK road network.
The first thing to do was work out why,
during advanced damper testing, the rear
shocks were doing very little. Porsche
guidelines require a full tank of fuel when
configuring chassis settings, so with
ballast added to make up for the petrol
I’d used getting to Atherstone, Chris and
Pete announced their intention to return
the car to its factory settings before
customising with the new suspension
equipment and my driving style in mind.
Tyre condition and air pressures are
key at this stage. Fortunately, the Toyos
fitted to my 944 Turbo have seen very
little use, maintaining 7mm tread in each
corner. What wasn’t anticipated, however,
was the fact the car’s torsion bars had
been fitted incorrectly. Specific to each
side of the car, the left torsion bar was
Below Chris reports on the right and vice versa. Additionally,
back to Dan with adjustment bolts were fitted inaccurately,
his findings, before
spring plates were at the wrong angle
configuring the
chassis to factory 944 and camber adjusters were loose. These
Turbo specification complaints largely explained why the
in advance of
car’s rear end was so unbearably low — it
implementing
bespoke settings was a major error requiring immediate
944 TURBO
THE LINGO
In automotive terms, alignment is essentially the adjustment of your car’s suspension
components in order to alter the angles of the wheels, thereby influencing how tyres
make contact with the road, a condition which will affect overall handling and grip. When
a technician checks and adjusts the alignment of your car, there are three areas they will
be concerned with:
CAMBER
In short, this is the angle of the wheel and tyre when viewed from the front or rear of the car.
You may have heard the terms negative camber (inward tilt) and positive camber (outward
tilt) being used when discussing chassis settings. When correcting camber, the bias towards
negative or positive tilt will depend on your suspension setup, your driving style and the
intended application. Unwanted camber misalignment can occur simply as a consequence of
worn bearings, ball joints or incorrectly fitted parts.
TOE
Toe refers to the angle of the wheel and tyre when looking down from above. Toe-in is the
term used when a tyre points inwards, toe-out is used to describe a tyre pointing outwards.
A commonly used point of reference to demonstrate what’s meant by toe is a pair of feet (of
course!). Look down at yours. Imagine them as being a bird’s eye view of your car’s front tyres.
Angle your feet inwards. This is a demonstration of toe-in. Now angle your feet outwards. This
is the effect of toe-out.
CASTER
You’ve looked at your car’s wheels and tyres from the front (camber) and from above (toe).
Now it’s time to view them side-on! Caster is arguably the most difficult to understand of
the three main areas of concern when getting to grips with alignment. The term refers to the
displacement of the steering axis from the vertical axis when viewed from the side of your car.
If positive caster is present, the steering axis will tilt towards the driver. Negative caster tilts
towards the nose of your car. During alignment, caster adjustment encourages self-centring
steering, which helps with straight-line stability at speed.
TRAMLINING
Poor alignment can cause irregular tyre wear and less than desirable handling. Tyres may
be scrubbing on the inside or outside edges. This can make your car feel twitchy, as well as
encouraging ‘tramlining’, whereby you find yourself having to correct steering as you find your
Porsche being involuntarily pulled towards one side of the road or the other.
February 2021 73
remedial work before any further progress
could take place.
Torsion bar re-indexing, though simpler
on a classic 911 than it is on a 944, is a
big job taking many hours — I’m forever
grateful to Chris and Pete for investing
the time to right this avoidable wrong. The
work enabled the pair to pick up where
they’d left off, setting equal ride height
at both ends of the car and ensuring
each GAZ damper was set to the same
damping rate. Chris keenly observed
Porsche’s standard chassis settings for
the 944 Turbo, informing me the model
breaks contact patch more than an S2,
which is why, after all gross adjustments
were complete, he went on to apply more
toe-in than he would do when working
with a naturally aspirated 944.
MIND THE GAP
Something of an optical illusion, the 944
features a bigger arch gap at the front
than it does at the back, making the
model look like it’s squatting even when
level nose-to-rear. Repeatedly testing
with digital angle indicators and a trusty
74 February 2021
tape measure, Chris proved the car to
be precisely level in accordance with
Porsche’s factory specification before
bespoke settings were applied, resulting
in a 50mm lowered ride height, though
even this dramatic-sounding change is
36mm higher than the back of my car was
when it was driven into the Center Gravity
workshop — being able to see rear tyre
sidewall is still something of a novelty!
The steering rack is now centralised,
ensuring lock-to-lock precision,
while thrust angle has noticeably
been improved — the car no longer
wants to steer under heavy load. The
aforementioned understeer is a thing
of the past, too — as mentioned in last
month’s issue of 911 & Porsche World, the
way this 944 Turbo tightly follows a bend
and launches out of it is a revelation.
Naturally, Chris and Pete presented
me a ‘before and after’ report (totalling
ten pages) demonstrating how much of
a radical difference there is between the
Porsche I presented them with and its
handling abilities when leaving the Center
Gravity workshop after a day of chassis
tuning. The proof of the Porsche pudding Above After Chris
and Pete spent a long
is, however, in the driving — corner
day working their
weighting, geometry, ride height, weight magic, Dan’s 944
transfer and thrust steer all addressed, Turbo is now perfectly
level and handles as
this red road rocket is an absolute joy to
though it’s on rails
be in charge of and brings home just how
much work I was having to do in order to
keep the car travelling in a straight line.
Whether you’ve smacked a pothole,
fitted coilovers, are experiencing vibration
through the steering wheel or simply have
no evidence of alignment being checked
in the recent past, it’s important not to
underestimate the effects of chassis
tuning. You can spend thousands on
the best dampers, bushes and tyres,
but if they don’t work together in perfect
harmony, you might as well save your
cash. Achieving optimised alignment
is inexpensive, yet it remains an aspect
of car maintenance overlooked by
many drivers, which is a travesty when
Below Carefully
you consider the massive difference marking every nut and
it can make to the handling of even bolt to help monitor
the most basic vehicle, not to mention any changes between
now and the car’s
improvements in fuel economy. If in next visit to Center
doubt, give Chris and Pete a shout. l Gravity’s workshop
 www.gazshocks.com

TÜV and IS9000 Certification

GAZ for Porsche

...can we build a set for you? Remote reservoirs

Easy height
adjustment

Spring rates can be Adjustable

Bump and altered on request. camber
rebound Silicone Chrome Self lubricating
adjustable Zinc Plated springs available spherical bearings
GAZ Gold
Coilovers for
GAZ GT Shock Absorbers GAZ GHA kits GAZ Gold Coilover Kits Boxster 986
and
Gaz GHA height adjustable kits are Premium height adjustable kits for Boxster S
A very extensive range of telescopic
primarily made for the modified road tarmac motorsport and the serious
dampers for both modern and
car market. track day enthusiast.
classic car applications.
FEATURES:- FEATURES:-
• On car damping adjustment • On car damping adjustment
• These units can be built in various
• Shortened body and stroke • 62mm bodies for increased oil
open and closed lengths.
lengths to allow a -25 to -65mm ride capacity. Black Zinc coated steel outer tube
height adjustment • Induction hardened piston rods
• Bump and rebound is adjustable
• Coarse acme form thread for • Multi lip sealing. GAZ Gold RACE
by means of a a single control knob.
ease of adjustment • Gas cell in the outer reservoir to Coilovers for 944
• Zinc plated to minimise corrosion prevent cavitation and reduce fade Turbo / 968
• Includes high quality coil springs in motor racing conditions.
All units in all our ranges can be GAZ Gold
purchased individually or repaired,
in various rates and diameters. • Lightweight billet alloy bases, end
• Spring rates can be altered on fittings, seats, lockrings, rod guides Coilovers for
by return, in the event of an Classic 911
request. and gland nuts.
accident. Leda rebuild service also Series E models
• When a coilover is unable to be • Black Zinc coated steel outer
available. from 9/1971 -
installed a separate damper and tube to provide the best anti
rear coil spring with a variable corrosive finish possible. 1974 including
A full range of springs are stocked the 911S,
at the factory for road and
spring platform is used so the kit • Anodised outer alloy components
retains full height adjustment all 911T and
motorsport use. Carrera RS.
round.

Gaz Shocks Ltd Telephone:

www.gazshocks.com Rayridge House, Swinborne Road

enquiries@gazshocks.com
Burnt Mills Industrial Estate
Basildon, Essex, SS13 1EH 01268 724585 January 2021 75
HANDLING: TRACK DAY PREP

GET INVOLVED
Handy hints to help prepare you and your Porsche for a fun day at the track…

BEFORE YOU GO
The key to enjoying a fun-filled day at a track is forward planning. Book
an event properly suited to you and your Porsche, ensure your car is in
good working order and take everything you’ll need for the day.
Remember to take your driving license with you. You’ll also need to
ensure your arms and legs are covered when out on track, so don’t think
it’s a good idea to turn up in a t-shirt and shorts simply because the sun
has come out to play.
The last thing you want is to arrive trackside only to be told that
you can’t take part in the day’s activities because you haven’t got the
required equipment. Obviously, you’re going to need a crash helmet.
Some circuits have a stock that you can take advantage of for a small
fee, but if you’re planning to attend track days on a regular basis, then
it makes more sense to invest in your own safety gear. Prices for
helmets start at around £100, but this isn’t an area where you should be
skimping.

BOOKING
There are many companies who host track day events at some of the
UK and Europe’s most popular racing circuits, but it’s worth bearing
in mind some summer shows allow you to enjoy multiple short track
sessions at their host venue. Just remember to take whatever required
passes or paperwork will be asked of you on the day.
Popular Porsche-themed track days are offered by RSR Nurburg,
Porsche Club Motorsport, Javelin, Gold Track, RMA and many more. For
those of you wanting to sharpen driving skills before hitting a circuit,
CAT Driver Training offers unrivalled evidence-based tuition, affording
participants true dynamic understanding of how their Porsches work.

76 February 2021
 TRACK DAYS

NOVICE DAYS
The thought of turning up to your first-ever track day and being out
on a circuit with seasoned asphalt attackers can be daunting, which
is why many organisers offer novice-only track days. These events
are designed to allow the inexperienced an opportunity to ‘learn the
ropes’ without the pressure of being surrounded by drivers with more
advanced track skills. Ordinarily, these ‘starter’ events include helpful
aids, such as brake boards, turn-in markers, apex cones and, where
required, on-site driver coaching. If you’ve never attended a track day
before, signing up for a novice-only day makes a lot of sense.

PREPARATION IS EVERYTHING
You’ll have paid good money to get out on track, so don’t cut your
time short by rocking up in an ill-prepared car. Treat your Porsche a
thorough once-over before you set offing to your chosen circuit.
Fill up on good octane fuel before you head off. You may wish to
take a couple of jerry cans full of extra petrol with you. If you forget,
then don’t worry – most tracks have on-site filling stations, although
they’re known for charging a high premium for fuel.
If you’re attending an open track day not organised by a specialist
offering trackside support, make sure you take a handy tool kit. Not
only will a decent set of spanners enable you to pick up where you
left off after an early retirement, but it will also give you the ability to
drive home following any unfortunate breakdown. Consider the value
in packing a socket set, screwdrivers, cable ties, a tyre inflator and
pressure gauge, a trolley jack, cloth tape and a fire extinguisher.
Inviting a couple of mates who don’t mind getting their hands
dirty may also prove to be beneficial. After all, there’s every chance
something on your car will wear out or break. Carry a selection of
spares with you. We understand that you and your chums aren’t a
World Rally Championship support crew (you won’t necessarily be
looking to swap an engine or gearbox in the pits!), but basic spares
such as brake pads, brake fluid, drop links, oil, fuses, electrical wire,
spark plugs, hoses and a variety of nuts, bolts, washers and jubilee
clips are good spares to carry. Plus, if you’re driving your car to and
from the track, don’t forget to make sure your Porsche is rolling on
road-legal rubber.
WHEN YOU GET THERE
You can’t just rock up and hit the track without a driver briefing —pay
attention when circuit officials explaining how the day will work.
These guys aren’t trying to spoil your fun — they want you to enjoy
your day as much and as safely as possible. Listen to what they
have to say. You’ll be provided with track layout information detailing
when and where you can overtake, an explanation of the unique
characteristics of the circuit you’re attending and, importantly, crucial
safety information (including the location of first aid equipment).
NOISE TESTING
You may be declared ready for action after a driver briefing, but there’s
every chance that your car won’t be. Track days don’t require a full
scrutineering session like a race meeting (primarily because there are no
rules when it comes to specification of a car for an open track session),
but your Porsche will have to comply with the venue’s noise limit, unless
you’re attending a special ‘loud day’. Permitted volume will depend on
the track in question, but it usually ranges between 98dB and 105dB. If in
doubt, check before you set off.
Some tracks feature a drive-by noise measuring the noise coming from
your car when it’s at full chat. If you exceed the allowed volume, you’ll
FLAGS
What each flag means will be covered during your driver briefing, but it’s
worth swatting up to ensure you’ll know what marshals are trying to say
when they start waving their coloured cloth in your direction:
YELLOW
The flag you’re most likely to see. It means an
incident has occurred ahead. Slow down, don’t
overtake and keep your eyes open for debris,
broken cars or mud on the track.
RED
Game over! A red flag indicates the session
has been cancelled. Keep your speed to a bare
minimum and make your way back to the pits (or
as directed by marshals).
BLUE
Check your mirrors. A waved blue flag indicates
there’s a much faster car behind you. You’re
required to let it pass. Do not ignore this flag.
YELLOW AND RED
Oil or fluid on the circuit. Slow down unless you
want your Porsche to become best friends with a
crash barrier.
BLACK
You’ve been misbehaving! If you see a black flag,
your session is over. If not, then there must be
something seriously wrong with your car. Either
way, return to the pits immediately.
CHEQUERED FLAG
Session over. Make your way back to the pits. Use
your drive back to base as an opportunity to let
your car cool down. Slow speeds are your friend.

February 2021 77
ON TRACK
You’ve been given permission to head out,
you’re finally strapped in, and you’re ready to
engage in your first track session. What now?!
ETIQUETTE
Everybody at a circuit has the same idea as you:
drive fast, overtake everything in sight and don’t
crash. It’s up to participants to obey rules laid
out during the driver briefing, but don’t assume
everybody in the room was listening. Track days
can attract imbeciles who think they’re the next
Schumacher, despite the fact they have no track
day experience and are in cars ill-equipped to
cope with what lies ahead. All it takes for an
accident to occur is for these fools to overtake
on the wrong side, or do so at a stretch of track
78 February 2021
where passing isn’t allowed. Make sure you’re
not one of these guys, don’t drive beyond your
capabilities and don’t let the red mist take
hold. And remember, most circuits operate an
overtake-on-the-left policy, so be prepared to
flick your indicator and let faster cars pass by.
STAY COOL
Your car may be pushed to its limit at a track
day, encouraging its working components and
fluids to get hot. Take it easy on the ‘out’ lap
(to get engine and tyres up to temperature)
and perform an easy-pace ‘cool down’ lap
before heading back to the pits. Firing up your
Porsche’s heater can help to dissipate toasty
temperatures. Only switch the car’s engine off if
sufficient cooling has been achieved.
ONE LAST LAP
If you find yourself saying “one last lap”, then
it’s time to pull into the pits and call it a day. It’s
commonly accepted this is when you’re most
likely to do some damage — the temptation to
have one last fling around a circuit could result
in a trip to the kitty litter… or worse! If your
Porsche is one piece, and you if you feel you’ve
had a great time as you draw near to the end of
your track day, then keep things that way.
PEACE OF MIND
No matter how careful or competent you
are behind the wheel, you’re at the mercy of
whoever else is out on track. With this in mind,
we’d recommend you do what you can to
ensure adequate insurance cover for circuit-
based activities. We’d also recommend you
have comprehensive breakdown assistance.
Regarding this last point, don’t think that the
AA is going to believe you drove all the way to
a race track and suddenly broke down in the
venue’s car park. Make sure you have proper
track day cover.
CONTACTS
RSR Nurburg rsrnurburg.com
Javelin Trackdays javelintrackdays.co.uk
RMA Track Days rmatrackdays.com
CAT Driver Training catdrivertraining.co.uk
Gold Track goldtrack.co.uk
Track Days UK trackdays.co.uk
Porsche Club Motorsport porscheclubgb.com
MSV Track Days msvtrackdays.com
 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

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TECH: TYRES

RUBBER SOUL
Without tyres, your Porsche is useless. Here’s what you should be considering in
advance of buying your car’s next set of black circles…

N
ever underestimate the importance of good
quality tyres. The rubber you choose will affect
the acceleration, braking and cornering abilities of
your Porsche. You need to buy wisely, especially if
modifying — there’s little point in trying to maximise
power output, improve handling or beefing-up brakes
if the black circles you’ve fitted undermine the time, energy and money
you’ve invested in enhancing other areas of your pride and joy.
Tyres are the only part of your Porsche in direct contact with the road.
Give serious thought to driver and passenger safety, as well as the kind
of driving style, environment and road conditions you expect the car to
be subjected to. Select appropriate tyres accordingly.
In this article ,we highlight what you should be thinking about before
shelling out for your Porsche's next set of boots.

COMPOUNDS hardness and softness

The rubber compounds used in the
construction of a tyre will differ dramatically
between tyre makes and models.
Manufacturers invest huge sums of money
developing bespoke compounds in order to
meet specific criteria, keeping the ‘recipe’ for
each compound a closely guarded secret!
There are thousands of different tyre
compounds in production at any one time,
and a vast number of different ingredients
– some natural, some synthetic – are used
to produce whatever attributes a particular
tyre might require. Some of these elements
are designed to keep air within the tyre, some
are introduced to allow sidewalls to flex.
Others help bind the incorporated nylon and
steel belts together. The compound most
people refer to is the part of the tyre that is
in direct contact with the road. This tread
compound includes complicated polymers
and, occasionally, trace levels of silica. These
materials provide a tyre with resistance to
abrasion, tears or cuts, and they prevent the
tyre from losing its structural integrity. It is,
however, the mix of natural and synthetic
rubbers, carbons and oils that has the biggest
impact on a tyre’s lifespan. In essence, the
greater the rubber content, the more grip a
tyre will offer, but this comes at the expense of
longevity – soft, grippy tyres wear faster than
hard compounds containing more carbons.
When you hear manufacturers refer to the
of the tyres they
produce, they’re not
talking about how hard
the tyre is to touch.
No, these terms are
in direct reference to
how rubber molecules
interact with the road.
The rubber used goes
through a process
known as ‘vulcanising’.
This converts rubbers
and polymers into a
more durable material
by adding elements
such as sulphur. These
ingredients create
crosslinks between the
polymer chains and
rubber molecules, having the effect of making In contrast, the rubber molecules in a harder
the material less sticky, but more durable. tyre compound are more restricted, delivering
One of the main differences between harder noticeably less grip.
and softer compounds is how the addition of As already mentioned, a soft tyre will wear
sulphur affects rubber molecules. In a soft faster than a hard tyre. It’s the movement of
compound (a greater percentage of rubber) the rubber molecules and the friction they
the crosslinks caused by the vulcanisation generate that provides the grip we crave,
process are fewer in number. This means the but it is also this same friction that causes
rubber molecules and polymer chains are the tyre to wear. In other words, you need to
longer between crosslinks than they are in choose a compromise between the level of
a harder compound. The longer the rubber grip you want and the amount of time you’re
molecules are, the more they can interact prepared to wait before treating your Porsche
with the road surface, resulting in more grip. to another set of tyres.

82 February 2021
HOW ARE TYRES CONSTRUCTED? applying heat and pressure, a process which causes the layers to bind
In order to understand what makes tyre do what they do, let’s look at how together, creating what is essentially a hardened rubber laminate capable
these important parts are put together. of delivering the desired characteristics. The curing press used at this
Almost all radial road tyres are constructed the same way, with the only stage also indents the tread pattern design into the outer tread cap layer,
major differences being the compounds of used and the final tread pattern as well as producing the required tyre markings and sidewall information.
design. The process of building a tyre starts with steel beads. These are
encapsulated in rubber and form the tyre bead as we know it, providing the
starting point for the rest of the tyre to be built upon. Next comes the liner
(a non-porous, nylon-reinforced rubber used to form the basic shape of the
tyre). This creates an airtight seal between the steel beads, enabling the
tyre to be inflated.
Tyre body plies (more parts made from nylon-reinforced rubber)
are added on top of the liner. The number of plies applied depends on
intended application, but a typical road tyre will feature two or three plies.
Steel reinforced sheets of rubber known as ‘belts’ are then added in order
to provide the tyre with strength and durability. The quantity and type of
steel belts used will help to determine the finished tyre’s load and speed
ratings. Like plies, the number of belts used will depend on the tyre’s
intended use, but you will find two or three in most road tyres.
This blend of plies and steel belts is finished with a final layer of nylon-
reinforced rubber before the tread cap is applied. The compounds of the
rubber used in the tread cap will alter between road and race applications.
At this stage of construction, the tyre is still ‘green’, meaning the layers
of soft, sticky, pliable rubber need to be cured. This process involves

TREAD PATTERN DESIGNS

In addition to compounds used during construction, a tyre’s tread pattern is a unique
feature driven by ever-evolving research and development programmes carried out
by manufacturers keen to combine function and form through appealing design. The
different tread pattern designs available for road tyres can be split into three main
categories: symmetrical, asymmetrical and directional.

SYMMETRICAL
A symmetrical tread pattern features
the same pattern across the whole of
the tyre’s contact surface. This means
the tyre can be fitted to any of your
prized Porsche's four wheels.

TREAD PATTERN DESIGNS

An asymmetrical tread pattern is a design changing as
it spreads across the width of the tyre’s contact surface,
meaning the tyre has an inside and an outside edge that
needs to be observed before fitting. The outer edge and
shoulder area of an asymmetrical design usually features,
large, stiff tread blocks to help absorb high loads and
maintain stability during cornering. Asymmetrical tread
patterns also tend to have an inner edge comprising
tightly-packed grooves. These help to disperse water and
provide enhanced grip in wet conditions. Asymmetrical
designs usually feature a wide, continuous centre rib
which encourages stability for straight-line speed.

February 2021 83
TECH: TYRES
EU TYRE LABELLING
Since late 2012, all new tyres have to conform to
an EU-approved labelling system. This information
is displayed using the same easy-to-understand
standardised system found stuck to white goods.
Tyres are graded on wet weather performance,
fuel efficiency and road noise, making it easy to
compare tyres on a like-for-like basis. Grades range
from A to G (without D being used), with A being the
best performer and G being the worst. There are,
however, key considerations you should be aware of:
FUEL EFFICIENCY
‘Fuel efficiency’ sounds attractive to most motorists
and forms part of the EU’s drive towards lowering
vehicle emissions, but what a tyre is actually tested
for here is its rolling resistance (the amount of
energy it takes to keep the tyre rolling). Yes, a higher
rolling resistance will cause the car to burn more
fuel, but that’s not necessarily a bad thing in terms
of performance – it may mean your tyre boasts
superior levels of grip!
DIRECTIONAL
Directional tread patterns differ from
symmetrical and asymmetrical designs
insofar as they’re symmetrical across the
width of the tyre. In other words, they have
no specific inside or outside edge, yet they
have a design that only works in one direction
of rotation. Put simply, directional tyres are
designed to be fitted to a pair of wheels (either
nearside or offside). They must be reversed
for fitting to the opposite side of your Porsche.
Directional tyres offer advantages over
asymmetrical patterns. The primary benefit
is wet weather performance – the high
number and aggressive nature of grooves
typically used on a directional pattern
84 February 2021
WET WEATHER
The wet weather label is important for
Porsche owners who want to know a tyre’s
expected performance in — you guessed it —
wet and slippery conditions. The test involves
driving a car along a wet road at 50mph and
measuring braking distance to a complete
stop. The difference between each rating is
around three metres, meaning there’s a huge
eighteen-metre difference between A-grade
and G-grade tyres!
NOISE LEVELS
Tyre manufacturers are keen to keep noise
pollution to a minimum. The label shows
noise measured in decibels. There’s also an
accompanying ‘sound bar’. One black bar
indicates the tyre meets current legislation,
two black bars prove the tyre meets required
noise restrictions, three black bars tells you
that the tyre is at least three decibels below
the expected future legal limit.
equates to greater water dispersion than any blocks are known as ‘sipes’. Their job is
asymmetrical design. These deep directional to help keep tyre temperatures low. They
grooves extract water from the centre of also help to disperse water in wet driving
the tyre tread and throw it from the sides, conditions. Sipes are deliberately spaced
resulting in impressive wet grip. In the dry, to ensure shoulder blocks are not uniformly
the same aggressive grooves have no water sized. Instead, the size of the shoulder blocks
to disperse, but their larger tread blocks offer differs all the way around the circumference
a greater contact patch with the road than of the tyre. This has the effect of altering
symmetrical tyres, thereby offering increased harmonics and reducing road noise. If the
grip and vastly reduced road noise. shoulder blocks were all the same size, the
Interestingly, it’s possible to combine both tyre would produce an irritating hum when
asymmetrical and directional tread patterns driving at a steady speed.
in a design featuring both an inner and outer
edge as well as a direction of rotation. In
short, directional tread patterns usually
feature stiffer blocks on the outer edge
(similar to those of an asymmetrical
tyre), but the pattern tends to incorporate
aggressive grooves in keeping with the
design of a directional tyre.
SHOULDER BLOCKS
While we’re on the subject of tread
pattern designs, it’s also worth us taking
a look at the shoulder block area of
a tyre. This is the region between the
tread pattern and the sidewall taking the
brunt of the car’s lateral forces during
cornering. As a consequence of this
punishing treatment, shoulder blocks
tend to be fairly chunky in their design,
maximising the contact patch with the
road to promote grip while the tyre moves
around under heavy cornering forces.
The grooves between the shoulder
 WINTER TYRES
In recent years, winter tyres have increased in
popularity, not least because some countries
in mainland Europe force drivers to make use
of them during the cold season. As the name
suggests, the compounds and tread patterns
used in the construction of winter tyres makes
them more suited to cold, slippery, and icy
driving conditions.
The adopted rubber compounds tend to
include increased amounts of silica designed
to help the tyre remain flexible in lower
temperatures. Additionally, winter tyre tread
patterns tend to feature deep grooves, which
help to clear snow, ice, slush, and water with
increased efficiency.
Winter tyres are easily identifiable thanks
to their ‘snowflake’ or ‘snowy mountain peak’
marking found on sidewalls. While these tyres
will generally outperform summer tyres in
temperatures below 7°C, they don’t work as
effectively in warmer temperatures. In the UK,
there is no legal requirement to use winter tyres,
but many experts think there may be a change
in legislation due to increasingly extreme winter
temperatures caused by climate change.
An alternative to buying two sets of tyres (one
for winter, one for summer) is the purchase of
‘all season’ tyres. These feature a higher silica
content than traditional summer tyres, a change
that keeps rubber flexible in cold conditions
while enabling continued use in the warm.

SIDEWALL MARKINGS
The markings stamped on a tyre’s refers to the maximum 3 4 5 6
2 7
sidewall contain information speed rating of the tyre. W
detailing everything from the date of indicates 168mph.
construction to the maximum safe 8 AS-2+ Tyre product name.
speed and load rating. 9 E4 01234 ECE mark
proving tyre meets
1 BRAND NAME Name and
corporate branding of
Economic Commission for
Europe safety standards.
INFORMATION
the tyre manufacturer. The E4 designation in DETAILING
2 225 Width (in mm) of tyre the circle indicates
3 45 Height of sidewall as a testing was carried out in EVERYTHING 8
percentage of width, in
this case forty-five percent
the Netherlands. E1 would
indicate Germany. E11 is
FROM DATE OF
of 225mm. the UK’s ECE code.
1
CONSTRUCTION TO 9
4 R R denotes tyre is radial. 10 ROTATION Tyre direction.
5 17 Rim diameter (in inches). 11 (4014) Date of LOAD RATING
6 94 Load index. Ranges manufacture. The first
from 50 to 150 and refers two digits (40) highlight
to the maximum load the week, the second two 12 10
rating of the tyre. 94 digits (14) refer to the year.
11
indicates a maximum 12 OUTSIDE Denotes
load index of 670kg. outward facing sidewall
7 W Speed index. This letter on asymmetrical tyre to
ranges from N to Y and avoid incorrect fitment.

February 2021 85
TECH: TYRES
HEALTH CHECK
You should take great care to avoid premature tyre failure. Ensure
optimum performance at all times by observing the following:

TREAD WEAR
Abnormal tread wear is one of the most common causes of
tyre failure. This condition is usually generated by incorrect
suspension geometry (common on cars with altered ride height)
or poorly operating brakes. Overinflated tyres will also encourage
rapid tread wear.

SIDEWALL DAMAGE
Tears, cuts, bubbles, and other compromises to the structural
integrity of the sidewall area are dangerous. If spotted, replace
the tyre immediately. Typical causes of cuts and tears are
hazards in the road, while bubbles and scrapes to the sidewall
can be caused by impact damage from potholes and kerbs.

TYRE SEPARATION
Separation of the tyre construction is uncommon and can be
difficult to spot. Bulges in the sidewall, tread face or shoulder
of the tyre are the usual indicators. Typical causes include
excessive heat build-up as a result of under-inflation or over-
inflation, as well as water entering the tyre carcass from an
existing cut or tear.

BEAD DAMAGE
Another unusual complaint, but one to be aware of. Bead
damage is usually caused by poor fitting, particularly if an
asymmetrical or directional tyre is on the wrong wheel. The metal
bead can bend or break leading to sidewall damage.

TRACK DAY TYRES RUN-FLATS

Slicks provide the best performance on smooth,
dry surfaces, primarily because all of the tread
area is in contact with the asphalt. This sounds
great, but slicks aren’t road legal. Thankfully,
many manufactures offer road-legal tyres
designed to be used at the track. These tyres
tend to feature a high rubber content and a tread
pattern with minimal grooves, resulting in a
large contact patch and superior grip at normal
operating temperatures, not to mention the
ability to disperse water in wet conditions. Tyres
such as Nankang’s AR-1, Yokohama’s recent
AD08RS and Toyo’s R888R fall into this category.
The downsides to using road-legal track day
tyres are an increased rate of wear and reduced
wet weather performance when compared with
more traditional road tyres.
CONTACTS
Elite Garages elitegarages.co.uk
Blockley Tyre Company blockleytyre.com
Longstone Classic longstonetyres.co.uk
Porsche N-rated info bit.ly/tyrenrated
Many new cars come supplied with run-flat
tyres. Unsurprisingly, these do exactly as their
name suggests, allowing a tyre with no air
pressure to be driven for a limited period of
time. This is great news if you get a puncture,
but run-flats are less than popular among driving
enthusiasts, primarily because this design
makes use of super-stiff sidewalls (a feature
strong enough to support the weight of the car
after the tyre has lost its air pressure).
Rigid run-flat sidewalls can deliver a rough
ride when compared to the experience of rolling
on traditional performance tyres. Moreover,
the reduced flex in the sidewall hampers
performance (remember, it’s the movement of
rubber and the way it interacts with the road that
gives your Porsche grip).
Run-flats are best suited to repmobiles
covering mega motorway miles, unless you
believe the convenience of not having to replace
a wheel and/or tyre is more important than
performance. To find out specifically which tyres
Porsche has developed and approved for your
car under its N-rating programme, contact your
local Official Porsche Centre for information.

86 February 2021
 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
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BH21 7RE

01895 814446 Tel: 01202 488800

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

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(2.0-3.3) 63-89 (2.0-3.3) 63-89

www.jpgroupclassic.com February 2021 87

TECH: HOW TO

SEAL OF APPROVAL
Own an early water-cooled Porsche suffering from wet carpets at the base of one or both door
cards? In this handy guide, we show you how to replace a failed door membrane seal likely to
be letting rainwater take its toll on your car's interior...
Words and photography Dan Furr

1 2

Is this a familiar sight? 996 and 997-generation 911s, as well as the 986
Boxster and 987 Boxster/Cayman, are known to trouble their owners with
wet door card carpets, usually experienced after heavy downpours or,
frustratingly, after washing. The fault is a failed door membrane seal and
requires the whole membrane panel to be replaced.
Independent Porsche parts retailer, Design 911, supplies genuine door
membrane panels, complete with integrated weatherproof seal. Removing
your car's old door membrane and replacing with a new part is the only
sure-fire way of fixing the leak. Visit the Design 911 online store at
www.design911.co.uk and place an order for the appropriate part.

88 February 2021
3 4 5

You're going to need some basic tools to complete You'll be removing the affected door's airbag, so be Taking one of your trim removal tools, carefully
this job: an interior trim removal set (this Phyles sure to disconnect the battery to avoid any errors prize away the panel located at the top end of the
kit was £10.99 from Amazon), a small flat-headed being logged during the work ahead. A 10mm affected door card. Gently pull the part free to avoid
screwdriver, T20, T27 and T30 torx bits, and a ratchet. spanner, socket or ratchet spanner is all you'll need. breaking any locating clips.

6 7 8

Being mindful of the fact the panel may pop out The next T30 torx screw is revealed by carefully Pull the door handle forward and you'll see a circular
unexpectedly, ensure you're ready to catch it when removing the blank plastic panel in the speaker blank which you can pop out. This reveals another
you're prizing it away from the door card. You'll grille assembly. You may need a flashlight to view T30 torx screw. A T20 screw holds the door handle.
reveal the first of four T30 torx screws. Unfasten it. the screw, which is deep inside the exposed cavity. Unscrew and slide the handle free for extra access.

9 10 11

An awkward leather-trimmed panel wraps itself Gently pull the triangular plastic cover hiding the You'll need to remove the door mirror assembly in
around the arm rest. Carefully use your trim removal electric door mirror wiring. Put the part to one side order to complete the task at hand. Three small
tools to pop both ends and twist the part free. This and remove the retaining screw holding the door screws (two hidden behind the door seal) hold the
will reveal the fourth main T30 fastening screw. card to the main door panel. mirror casing in place. Be sure not to let it hit the deck!

12 13 14

With the door mirror held securely, carefully You should now be able to pull the door mirror You're now ready to pull the door card free. Using a
unfasten the electric motor wiring plug. As you can assembly free. Put it to one side and be sure to keep trim removal tool, work your way around the panel,
see, this fastener gets brittle with age, meaning its accompanying screws nearby. Trust us when we popping fasteners as you go. Try to see where the
retaining clips break easily. Work with caution. say these things are easy to lose! fasteners are as the panel sits proud of the door.

February 2021 89
TECH: HOW TO
15 16 17

Carefully pull the door card away from the door. A Start by carefully unclipping the plug attached to A much larger plug is attached to the power window
series of wires and cables will be attached to the the base of the door card and leading to the power motor. Carefully pull the orange lever attached to
door card from behind, so make sure you've got window switch. No tools are needed for this, other the body of the plug. The unit should pull itself free
something soft to rest the part on while you work. than a steady hand and a gentle touch. from the motor assembly without any persuasion.

18 19 20

Next, carefully press the retaining clips either side Moving to the speaker (BOSE pictured), unclip the There are four long torx screws holding the speaker
of the white plug holding the door handle cable. plug from the door loom to the speaker assembly. assembly to the door card. Remove each of them,
Slide the plug back and you will be able to unhook The part of the plug on the assembly housing is but make sure you have a hand free to steady the
the handle catch. Be careful not to lose its washer. fixed — don't worry that you can't remove it. speaker, ensuring it doesn't drop to the floor.

21 22 23

Next, turn your attention back to the power window Using your small flat-headed screwdriver, lift the Calling your 10mm spanner or socket back into
motor. Three silver torx screws hold this part in red retaining clips holding the two plugs into the action, remove the three bolts holding the door
place against the window gearset the other side of window motor body. Pull the plugs free. You'll also airbag assembly in place. Be very careful with this
the membrane. Don't let the motor assembly fall. need to undo the neighbouring harness tidy clip. part and keep it safe in advance of reassembly.

24 25 26

A small green plug links the wiring harness to the Firmly pull on the green cable ties holding the wiring A series of black torx screws hold the door
airbag. Due to the fiddly nature of the plug's orange harness to the failed door membrane. They should membrane seal to the main door panel. Work your
retaining clip, it's easier to unclip and remove the pop free and can be refitted by simply pushing into way around the membrane, unfastening each screw
plug after removal of the airbag assembly. the relevant holes in the new door membrane. in readiness for removal.

90 February 2021
TECH: HOW TO
27 28 29

You should now be able to prize the old membrane With the door membrane pulled forward, grab a With the plugs undone (it's a small space to work
away from the main door panel. Work your way flashlight and peek inside the door itself. Point your in, we know!), push the door latch cable through the
around the membrane seal, but don't pull too hard — eyes towards the door lock and hinge mechanism membrane and pull the plugs (and rubber mount)
there are still wires running through the part. and you'll spot two plugs. Unfasten both of them. forward through their hole in the panel.

30 31 32

Move to other end of the door membrane. Where the You should have already been able to see water Before getting busy with the new door membrane,
wiring harness feeds through a rubber bung, push marks where the leak was coming from, but take a thoroughly clean the mating surface on the door.
the bung free and feed the wiring harness through. look at the back of the failed membrane and you'll You may have to contend with adhesive left by failed
You can now pull the failed membrane free. see where the integrated seal is flat and failed. repairs. Rubbing alcohol will leave a clean panel.

33 34 35

This is what you should be looking at in advance This is the integrated weatherproof seal attached It's not unheard of for the door card retaining clips
of fitting the new door membrane. As John Haynes to the back of the new door membrane. Note to come free when pulling the door card away from
famously said, refitting is the reverse sequence to how round/tubular it is. Do not over-tighten the the membrane. Carefully remove those that have
removal. Now, where did all those screws go...?! membrane when refitting. Try to retain this shape. stuck fast and you should be able to reuse them.

36 37 38

The failed membrane will feature two rubber bungs Take care to reassemble your 911 or Boxster/ Having proved everything is working as it should do,
which you should carry over to the new membrane. Cayman's door card, but before you fit the outer refit the main door card and have full confidence in
These allow access to unrelated screws buried deep panel, reattach all plugs and wires, reconnect the your car's carpets to stay dry when you're driving in
in the door panel cavity. battery and test window and door mirror functionality. the rain or getting busy with a wash mitt.

92 February 2021
FOR TRADE
ADVERTISING
ENQUIRIES

Please contact
James Stainer

Tel:
07948 802130

Email:
james.stainer@
kelsey.co.uk

February 2021 93
MODEL
BEHAVIOUR
In the second instalment of our report covering a recent tour of the French Alps in
a new Macan Turbo, the sporty SUV makes its way along the rural D996 to Dijon...
Words and photography Dan Furr
M
y suspicion,
especially when
considering
London’s Chelsea
tractor set, is
that when you’re
spotted driving a new Macan, the
presence of a Turbo badge suggests
you’ve upped your spend purely for
bragging rights. After all, when it
comes to today’s Macans, they’re all
turbocharged, but as demonstrated by
the all-electric Taycan, Porsche now
uses the Turbo nameplate as model
designation, rather than evidence of a
94 February 2021
nearby snail-shaped bhp booster. For
those who prefer hard driving to posing,
however, the presence of Turbo lettering
across the rear of a Macan should be
considered a statement of intent.
Where the pre-facelift model was
powered by a specific 3.6-litre twin-turbo
V6, the new Macan Turbo’s 2.9-litre six-
banger has lost cubic capacity, but has
gained galloping horses. In other words,
while torque remains the same as on the
outgoing Macan Turbo, this near 440bhp
updated version of the sporty SUV
takes three-tenths of a second off the
Sport Chrono-assisted 0-62mph time its
SUBSCRIBE TO
SEE PAGE 80
FOR DE TAILS
predecessor could serve up, managing
to post a super-impressive 4.3-second
sprint. The newer Turbo is also 2mph
faster flat-out, posting a 167mph
maximum speed, but it’s the other claims
to fame which provide the most eye-
popping reading: this sporty SUV can
reach 100mph from a standing start in
just 10.5 seconds and has enough in-
gear acceleration to travel from 49mph
to 75mph in a super-swift 2.9 seconds.
Indeed, so easy is it to cover ground at
electrifying pace, I find myself having to
keep a keen eye on this Crayon-coloured
SUV’s speedo to ensure I’m not about to

Above Alain Jestin’s further enhance my reputation as a keen
gorgeous Cayman collector of early 21st century speeding
GT4 and Metin
Yilmaz’s 964 RS tickets. Of course, it might have been a
evocation ready to good idea to have changed the Macan’s
take on the D996 units of measurement to km/h from
mph before setting off, rather than rely
on quick calculations and guesswork,
and it might also have been wise to take
advantage of the cruise control function
available, but let’s not let common sense
get in the way of a good story, eh?!
BRAKE TIME
Below The convoy The brilliance of the Turbo and what
included a good sets it apart from many of Porsche’s
selection of modern
and air-cooled lower-level sports cars is that you can
Porsche products access its pace almost any time. Those
sticky Michelins provide extraordinary
grip in all conditions (as I would go on
to discover as the week progressed),
while Porsche Traction Management
(PTM) has the ability to fire the Turbo
out of the tightest of bends on its wall
of midrange torque. As most of us have
to come to expect by now, Porsche’s
seven-speed PDK transmission is
simply sublime, responding brilliantly
in either full automatic mode or when
you’ve switched to manual and are
enthusiastically clicking the metal shift
paddles, all the while accompanied by a
grin-inducing exhaust growl emanating
from model-specific tailpipes telling the
world exactly what that Turbo badge is
MACAN TURBO
all about. In fact, so smooth are shifts
between gears, it’s only a change of
exhaust note that indicates anything
is happening. All of these amazing
performance statistics, however, hide
one stark fact: a Macan Turbo is heavy
bit of kit. We’re talking about a tall, near
two-tonne hunk of Porsche, which is
why I was thankful my loan car was
making use of the £3,578 cost-option
Porsche Ceramic Composite Brakes
(PCCB), the £804 Sport Chrono package
(with mode button), the £1,052 Porsche
Torque Vectoring Plus (PTV Plus) option
and the comparatively cheap Power
Steering Plus, a £185 feature which firms
steering at high speed in the interests
February 2021 95
of more precise driver input. Put it this
way, after a few days bombing along
twisty, slippery roads carving through
snow-topped mountains, I wouldn’t want
to order a new Macan Turbo and use it
in anger without those powerful carbon
stoppers in place.
A FANTASTIC DEMONSTRATION OF HOW
A MODERN PORSCHE WILL TAKE CONTROL
OF A SITUATION AND PULL ITSELF BACK
TO WHERE THE DRIVER INTENDS
Ah, yes. The road trip. Readers of our
last issue will recall the duo of 964s,
981 Spyder, 981 GT4, 991 Carrera T and
968 Sport I’d Emovis-tagged along with
on what’s an annual tour of the French
Alps established some years ago by the
96 February 2021
London region of the World 964 Owners
group. I signed off by saying we were
about to be joined by a third 964 before
darting along seventy miles of fast-
paced D996 to Dijon. Already impressed
by the Macan Turbo’s abilities as a
civilised, comfortable, luxury motorway
cruiser, not to mention its surprisingly
economical mpg, the D996’s traffic-free
ribbons of road provided the perfect
playground to put this potent Porsche to
the test as a sports machine. Would it be
able to keep up with the convoy of cars
ahead? Sure, in a straight line, this thing Above Evocatively
should beat everything in sight without named D996
stretches seventy
bother, but what about in the corners? miles southeast
Was I about to come unstuck trying to toward Dijon
keep up with a row of cars celebrated for
their class-leading chassis dynamics?
REQUIRED ROUTE
What a ride! If you find yourself travelling
southeast through France any time
soon, make sure you include the D996
in your plans. The name alone suggests
it’s a must-travel highway for Porsche
enthusiasts! Away from the monotony
of the motorway, this awesome road
delivers uninterrupted high-speed
straights, tight hairpins and stunning
scenery. Switching the Macan Turbo’s Below James
driving mode (via the rotary dial on Stewart’s Maritime
the perfectly sized £383 GT steering Blue Carrera RS
evocation was one of
wheel) to suit the terrain immediately three heavily modified
changed the spritely SUV’s character, 964s on the tour
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February 2021 97
delivering sharper, more immediate
throttle response and handling, though
in doing so, it was easy to forget about
the weight this thing carries — a high-
speed hairpin encouraged on-board
driver aids to correct an error early on,
though this intervention was a fantastic
demonstration of how a modern Porsche
will take control of a situation and pull
itself back to where the driver intends.
SPORT STAR
Eventually, we completed the long
drive from Calais to the Pomo hotel in
Échirolles, the second-largest suburb
in the city of Grenoble. A stopover
98 February 2021
before we made our way to our target
destination of Les Loges Blanches in
the ski resort of Megève, this pleasant
place sits in the shadow of the very kind
of snow-topped mountains everyone
present was excited to explore, though
not before a health check of the older
cars in attendance. Dave Barr-Sanders,
Director of Porsche specialist, RSR
Independent and owner of the awesome
Amaranth Violet 968 Sport in attendance,
was called upon to pull out his toolkit
and carry out quick fixes in readiness
for the next leg of the tour, which would
see us travel through some of the most
impressive views the area has to offer,
helped by the fact that the weather was Bottom left Dave’s
spanner set proved
amazingly good and ski season had yet
popular after a blast
to start, meaning rural mountain roads across rural France
were largely deserted. Yep, our Porsche
playground just got a lot bigger. l
Read the next instalment in our
Macan Turbo Alps adventure by
hopping online and pre-ordering
the March issue of 911 & Porsche
World at shop.kelsey.co.uk/NPW320.
Better still, subscribe and get all
Below Stopover in
forthcoming issues of the magazine Grenoble preceded
delivered direct to your door at a the main event:
heavily discounted rate. Visit exploring roads
shop.kelsey.co.uk for latest offers. through the region’s
snowy mountains
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£
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workshop or storage area MODEL
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EXC.VAT
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anchoring system
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February 2021 99
TECH: PROJECTS
We don’t just write
about and work on
Porsches — we drive
SWAP SHOP
and live with them, too! In a case of ‘one in, one out’, automotive photographer, Chris Wallbank,
bids farewell to his 997 Cabriolet in favour of a 981 Cayman GTS...
DAN FURR
1986 944 TURBO

Great to have the 944 Turbo’s rear

end off the floor and the car handling
like it’s on rails. Chassis tuning has
transformed this
into a seriously
capable Porsche.
Plenty of niggles to
deal with, mind.

DAN FURR
2006 997 CARRERA 4S

Why is it that even when you have

every confidence your 911 will pass
its MOT test without registering an
advisory, let alone
a fail, you still feel
anxious on test
day?! She passed
with flying colours.

C
onsidering I’ve
JOHNNY TIPLER been an automotive
2003 986 BOXSTER S photographer for
various magazines
The Boxster is driving like a new car and car tuning brands
thanks to investigation and corrective for the past eighteen
suspension work carried out by the
years, it probably comes as no surprise
guys at William
Hewitt Porsche. If for you to learn I’m a bit of petrolhead!
only they could do During these past two decades, of all
something about the marques I’ve pointed my camera
the weather!
at, my passion for Porsche has kept on
growing and growing. Put simply, I love
GARY CONWAY the heritage of the brand.
2008 957 CAYENNE TURBO I bought my first Porsche back in 2007
and have never looked back. It may have
A major service of the big black battle only been a base model 987 Boxster 2.7,
bus following its arrival at GCAP HQ. but I instantly fell in love with the car. I
I’m looking forward to steady process
of personalisation, remember hopping into that special
including updated drop-top like it was yesterday. The sound
cosmetics and of the flat-six roaring behind my ears and
a raft of exciting
the way the 987 drove was like nothing
tuning gear.
I’d experienced in a car I’d owned before.
Unsurprisingly, the dream was to own
CHRIS WALLBANK a 911. That dream came true in 2012,
2016 981 CAYMAN GTS when the cost of first-gen 997s dropped
to an accessible price point — I managed
Beyond thrilled with my 981 GTS to buy a 2007 Basalt Black Carrera S
after many years spent driving a with just 20k miles on the clock for
911. The specification of this car is
the bargain price of £29k. After eight
outstanding and
I’m really looking amazing years of trouble-free ownership,
forward to plenty however, I decided it was finally time to
of miles in the mid- move on. Naturally, after owning any car
engined marvel.
for eight years and putting 22k on the
clock, you’d expect to lose some of the Above Do you think
vehicle’s value, but quite unbelievably, he’s happy? Does he
look happy? The jury’s
not long before I sat down to write this out. Possibly.
introduction for 911 & Porsche World, my
black 997 sold for the exact price I paid
all those years ago.
In truth, I was sad to see my 911 go,
but as it approaches its fifteenth birthday,
the tech in the car was starting to show
its age. In short, I fancied something
a bit newer. The big question was, of
course, what do I replace a 911 with?! In
an ideal world, I would have loved to have
stepped into a low-mileage early 991,
but with a budget of around £45k, such
a purchase simply wasn’t going to be
achievable. Indeed, it seems as though
991 values have pretty much bottomed
out over the last twelve months, just
like my 997 did in 2012. As far as I can
tell, I’d be looking at near £60k for a 991
that hadn’t covered a lot of ground and
offered good specification.
A second-generation 997 was also an
option, but I didn’t feel as though I’d gain
anything other a slightly updated PCM
unit! Eventually, after coming to terms
with the fact that I may not be stepping
into another 911, focus shifted to the
981 Cayman S. Initially, I felt like this
was a downgrade after so many years
driving a 911, but then I remembered
just how much fun my mid-engined

100 February 2021

Above The spec of Boxster was. The Cayman shares much
this particular GTS is
fantastic, including
of its underpinnings with the roadster
interior upgrades and, if I’m completely honest with
contributing to a
gorgeous cockpit
myself, I actually preferred the balance
and handling of my 987 Boxster to the
chassis dynamics of my 997. The £45k
budget also allowed me to consider late
high-spec 981s and even early 718s,
but the purist in me much prefers the
behaviour of a naturally aspirated flat-
six over the newer 2.5-litre four-cylinder
turbocharged powerplant found in the
newer Caymans I was looking at.
Just a few days into the search for my
perfect Cayman S, I received a call from
Bottom right As
suggested in last Sterling Motors of Wetherby, the dealer
month’s issue, a 981 that’d just sold my 997. The voice on the
Cayman GTS or GT4
makes a convincing other end of the line was telling me a
argument for saving 2016 Rhodium Silver 981 Cayman GTS
cash on the purchase
of a same-age 911 the company had previously supplied
was coming back into stock. Pleasingly,
I was told the car would fit my budget!
This was music to my ears — in terms
of specification, the 981 Cayman GTS
pretty much ticks all the boxes I was
hoping for. Toys include a Sport exhaust,
Sports Chrono, Sport back seats, PASM
and an extra 15bhp over the Cayman S.
The GTS also benefits from a host of
other options, including the excellent
Bose sound system (a must-have if,
like me, you’re into your music), interior
light design pack, PDK transmission
and extended leather with GTS interior
package, providing interior contrast, red
double stitching, red dials and stitched
red GTS headrest logos. A GTS cabin is
truly a lovely place to be.
As soon as I laid eyes on the car I
was sold. The more aggressive GTS-
specific front end (with larger intakes)
combine with the satin black Carrera
S twenty-inch wheels to work perfectly
with silver paintwork. The car looked
absolutely stunning in the showroom,
and the interior was in great condition
considering it’s covered 32k miles. At the
price it was offered, I had to move fast.
Sure enough, I was the car’s proud new
owner the very next day. I can’t thank
Sterling Motors enough for sourcing
the vehicle and for the seamless buying
process, which was absolutely first class
from beginning to end.
Over the coming weeks and months,
I will be reporting on how life with the
Cayman stacks up against the 911. I’ve
also got a few little cosmetic tweaks
planned. First on the list is a set of new
bumper grilles. Watch this space! l
February 2021 101
TECH: PROJECTS
NEGATIVE APPROACH
Finally, the mystery of Tipler’s Boxster’s weird rear camber angle has
been identified, and the problem sorted…
I
t had been clear for some time
there was an issue my Boxster’s
rear suspension. The solution was
not so obvious, though. Having
done his best to get the wheels
correctly aligned, Patrick O’Brien
at Walsingham-based William Hewitt
Porsche was stumped by the right rear
corner. Sure, the wheels could be made
to point in the same direction, but the rear
camber was a law unto itself.
If you’ve been following this saga,
you might recall the suspension took
a pounding last year on some uneven
Belgian pavé, hoiked up by heavy modern
agricultural vehicles, no doubt. These
were massive, centuries-old cobbles
that Wellington and Napoleon’s troops
might well have trod en route to nearby
Waterloo and which I was obliged to
negotiate several times to get to my
rustic B&B. The result was steering awry
and a marked tendency for the back end
to duck and dive, especially in the wet.
102 February 2021
I even ran with the PSM switched off to
make sure I wasn’t imagining what was
happening, as well as to make sure on-
board driver-aids hadn’t given up.
Having got the car through its MoT
earlier this month (by virtue of new
mass airflow sensor and replacement
brake pipes), Patrick’s next challenge
was getting the wheel alignment right.
After due consideration, I decided to
relinquish the eighteen-inch five-spoke
Carrera-style wheels which require
20mm spacers at the rear to clear their
neighbouring dampers and, consequently,
produce a wider rear track encouraging
sharp oversteer. My classic-look Group
4 Fuchs replica wheels went straight on
without the need for spacers. Visually,
the difference in the camber of the rear
wheels is obvious when you stand far
enough back from the car to be able
to compare sides: the left-hand wheel
was more or less upright with a touch
of negative, while the right-hand wheel
was profoundly negative. No wonder Above With the
Fuchs reps back
it knocked out a pair of ContiSport in place and rear
tyres in the short space of a couple of spacers a thing of the
past, JT’s first-gen
months. There had to be a problem with Boxster is handling
the upright, and in the hurly-burly of the better than ever
William Hewitt Porsche workshop, Patrick
dismantled the rear right corner.
Here’s what he discovered: “The wheel
was nearly touching the leg — or what you
might call the damper. When you look at
the leg, you’ve obviously got a top mount,
and then you have a spring, which sits
in a cup. The leg then goes into the hub.
The wheel is bolted to that. There’s a bolt
through the hub, and there’s a line there
that stops on the top of this alloy hub. A
bit of metal sticks out and pushes on up
to that point.” This bottom piece, which
is only about six inches long, should be
straight, but on my car, it was crooked. “I
reckon when you dropped into a hole in
Belgium, it bent the bottom of the leg.”
Perhaps the MO30 damper is not the
formidable unit you might expect it to be,
Top right Printout given it’s a main component in the factory
clearly shows vastly
suspension upgrade package. “I’ve never
improved alignment
seen one as bad as this!” exclaimed Brian
Daniels (ex-Blakeney Garage, for those
who know), a technician who works part-
time at William Hewitt Porsche. Time
to order a replacement, then. My go-to
guy on these occasions is Ian Heward
at Porscheshop, and within two or three
days, he’d sourced an individual MO30
damper from Germany. Ordinarily, you
have to buy the complete kit, including
springs and anti-roll bars.
How much is it out-of-true? “Probably
five degrees,” suggested Patrick, holding
a ruler against. A lot, in suspension
terms. “Your new damper sits dead
Below Corrective straight: look, it stands on the ground
work taking place at
perfectly. When I was trying to make
the William Hewitt
Porsche workshop adjustments with the old leg in place, I
was on a hiding to nothing, because that
bit of adjustment is exaggerated by the
top of the wheel. I’ve seen bottom arms
bent, but not the actual leg. Cars come in
where the wheel is snapped, and I think,
‘oh, the hub’s bent, I’ll replace it’, but I
would have thought the bottom section
on your car’s leg would have been super-
strong. I suppose a wheel acts like a big
lever, so if you hit anything, the leverage
point between the bottom to the top is
massive — your wheel being hit exactly
at that point must have just been hard
enough to tweak that bit of the leg.”
Sounds plausible?
“When you first reported issues
with handling after you came back
from Belgium,” continues Patrick, “my
alignment equipment, which managed
the four wheels together, was just like a
window frame, squaring each corner to
ensure the car is pointing in a straight
line. This approach put your Boxster
sufficiently to rights to ensure it drove
without error, but when I put the car on
a newer version of the same equipment,
I could see all the inconsistencies of
the camber settings. The new system
picks up all the readings straight away
— the squareness was okay, but the
troublesome back corner featured way
too much negative camber. Before I
changed the leg, I started doing the
adjustments, and the wheel was getting
closer and closer to the shock. If I’d
gone with the correct settings, the wheel
would have been touching the shock.”
So, job done: the data on the printout
reveals an average -0°01’ front and rear.
Previously, it had previously been 0°29’.
It was time to get back behind the wheel
for the wild and windy drive home along
the north Norfolk coast, a journey in the
teeth of the worst storm since 1987. With
the car’s fully sorted tracking and camber,
the difference I perceive is astonishing.
It’s like driving a different Boxster! The
way it now behaves on the road is akin
to a virtually new car, going along in a
perfectly ordinary way. The steering is
light, it feels like it’s going in the right
direction, tracking unerringly, even in the
most monstrous conditions. This car is
very much more comfortable with itself
(as am I) than it was with its alignment
all askew. It feels refreshed, absolutely
right – ride, handling and turn-in perfectly
aided-and-abetted by its fresh tyres. l
February 2021 103
TECH: PROJECTS
DIFF’RENT STROKES
The 957 Cayenne Turbo is now operating as Porsche intended
thanks to an engine, gearbox and differential service...
M
y Cayenne Turbo
was supplied
with extensive
Porsche service
history, including
documentation
supporting claims of an engine service
three months before my name appeared
on the second-gen model’s logbook.
There was, however, no evidence of
a recent transmission, differential or
transfer case service within the last
forty-thousand miles. Reasoning the first
thing I advise anyone to do when buying
a new car is treat it to new fluids and
filters, I decided to take heed of my own
advice and tackle every one of these jobs
without delay.
A call to independent parts supplier,
Design 911, resulted in swift delivery of
all the OEM parts I needed, while free-
flowing Pipercross air filters were added
to the mix, along with Mahle pollen and
oil filters and fresh Mobil 1 lubricant.
104 February 2021
I’m also an advocate of Liqui Moly
Ceratec, a ceramic oil additive designed
to reduce friction and wear of internal
engine components through increased
high-chemical thermal resistance. The
intention is to prevent metal-to-metal
contact beyond the capability of oil
alone, thereby extending the engine’s
service life. It’s also a product celebrated
for reducing the noise of big engines
on cold starts. My only criticism is that
the fluid inside each bottle is a murky,
creamy brown, not too dissimilar from
the appearance of the contents of an
engine with a failed head gasket!
The V8 service included new OEM-
specification Bosch spark plugs. It’s a
theme I continued when I set to work
servicing the transmission. New gaskets,
sump, washer, filter and supporting
equipment was use throughout, all of
it genuine Porsche. I really wouldn’t
recommend using aftermarket parts
when it comes to this stuff. There is no
advantage, other than perceived savings Above Out with the
old, in with the new!
on cost, though you may be surprised at
how competitive many original Porsche
parts are when compared to pattern
items offered on the aftermarket. In
fact, it is often cheaper to buy genuine
Porsche components over the counter
from your local Official Porsche Centre
or a third-party retailer, such as Design
911, than it is to buy the equivalent
aftermarket items.
For the differential, Motul gear oil and
more genuine Porsche hardware (plugs,
seals etc.) was used. The colour of the
oil dropped from the unit suggests to me
it hasn’t been changed for a long time
(maybe ever?), which is why I thoroughly
flushed the old lubricant out before filling
with fresh fluid.
In truth, the effect of a differential
service isn’t really something the driver
is likely to be aware of. It certainly
won’t be as pronounced as a gearbox
fluid change. This was certainly my
Above Only genuine experience driving the Cayenne after
Porsche parts were
completing the work — previously, when
used for the diff and
transmission service cold, the gearbox really struggled to
shift from second to third gear. It would
rise all the way through the rev range
before remembering to swap cogs and,
when it did, third gear was engaged very
aggressively. Now, shifting is smooth
and considered, radically improving the
driving experience.
The same can be said of the engine
service, though this is largely influenced
Below Gary’s by my reluctance to ‘give it hell’ until
Cayenne Turbo is
now running better
I’d completed the fluid, filter and
than it has in years plug change. I was, in the interests
of mechanical sympathy, driving
more conservatively than I needed to.
Needless to say, I’ve really enjoyed
putting this Porsche through its paces
since taking care of the servicing work.
The Cayenne Turbo is a fantastic SUV
and, as outlined in last month’s 911 &
Porsche World, something of a bargain
on the used car market — an early
Cayenne Turbo can be bought for less
than the asking price of a 924 S, but
increase your budget by a few grand and
you could find yourself driving a 4.8-litre
957 Cayenne Turbo like the black beauty
you see on the pages before you. l
February 2021 105
TECH: Q&A
DEALER TALK
Based in Huntington Beach, Southern California, IPD Plenums
has become the first name in aftermarket Porsche airflow
equipment, helping to propel Pikes Peak hillclimb monsters
and regular road cars to reach their true performance
potential. We took time out to chat with MD, Greg Martin...
How was business for IPD during 2020?
Like many in the automotive aftermarket, we
have been extraordinarily busy. There are a
number of factors at play here. Firstly, many
people involved in the Porsche scene have
found unplanned free time on their hands,
largely through working from home, less
commuting and less general travel. This has
helped many owners to catch up on jobs they
are usually to busy to deal with, including
playing with their cars, which is also a pursuit
helping to relieve boredom. Additionally, we’ve
observed a trend of owners who were thinking
of upgrading their cars, but instead of making
a significant financial outlay in these uncertain
times, they’ve decided to spend money on the
Porsche they’re already in possession of. More
poignantly, however, the devastating impact of
the pandemic has reminded many owners that
life is short and comes around only once — none
of us are getting any younger, so get out there
and play with your Porsche while you still can!
Has increased demand during the pandemic
affected your ability to fulfil orders?
Not really, no. Any part of the IPD production
process not taken care of in-house takes
place within a stone’s throw of our SoCal
headquarters, meaning we aren’t slave to the
restrictions and delays many other companies
are subjected to as a consequence of their
decision to outsource work to suppliers out
of state or, worse, outside North America.
When the pandemic hit, we were obviously
planning for the worst and hoping for the best,
but our decision to invest in local businesses
106 February 2021
Greg Martin is
Managing Director of
IPD Plenums, one of
the leading aftermarket
airflow equipment
manufacturers for
Porsche sports cars.
Catering for N/A and
turbo Porsches, the
company can be found
online at ipdplenums.com
has ensured no
major disruption to
manufacturing. Lead
times haven’t been
affected, and the
many years we’ve
spent reinvesting in
our production lines,
not to mention our
determination to
ensure we always
house a plentiful
inventory, means our
biggest challenge is
ensuring we keep up the pace on new product fibreglass frame, but nobody would get in the
development whilst dealing with a significant car with me because, frankly, these replicas
increase in demand for current IPD equipment aren’t brilliantly made. I decided to disassemble
over and above what we’d usually experience at the car and rebuild it from the ground up,
this time of year. It’s a nice problem to have. using only genuine Porsche parts or entirely
bespoke fabrication. Due to how busy IPD
What new products are you working on? has been, I’ve barely had time to spend with
We’re busying ourselves with 992 Carrera and the project in recent times, but at least my
992 Turbo plenum production. We’re currently cheque book has been able to catch up with
in the testing phase, with series manufacturing the build! Regardless, I’m having a 550 buck
expected by the end of January. Product launch made to form a lightweight body sitting over a
is planned for April. completely custom chassis carrying one of the
last air-cooled flat-sixes to roll off the Porsche
What’s IPD’s ‘hit single’? production line. Power will be in the region
It’s difficult for us to keep up with demand for of 400bhp, propelling an 800kg body on 996
the 991.1 and 991.2 Turbo plenums and Y-pipes suspension. This is going to be a very quick car.
we produce. Our innovative Y-Pipe design is
not only larger than stock, but utilises non- Is it one you’ll market?
round runners, an optimised merge collector I’ll finish this prototype in the coming months,
area and our proven dimpled interior surfacing. then build a production prototype. Interested
This superior design provides greater volume parties have already expressed desire for a
of air, improved laminar flow and increased limited production run. Watch this space!
air velocity. These
enhancements deliver in When did your passion for Porsche begin?
excess of 35hp and over You could argue it was from the moment I was
40lb-ft torque, improved born. In the late 1960s, my father owned a white
boost response, as well 912. When my mother announced she was
as more linear power ready to give birth, my parents hopped into the
and torque curves. Porsche and sped to the hospital. Before my
mother could enter the delivery room, however,
What personal Porsche my father made her stand next to the 912 and
projects are you force a smile for a commemorative photograph
currently working on? of the occasion. I guess I never looked back!
I bought a 550 Spyder
replica comprising a Where can we view IPD’s current product line?
ladder chassis and a Hop online at visit ipdplenums.com. l
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2021 107
TECH: AUCTION
MARKET WATCH
This month’s round-up is a watch on the market in more ways
than one — while we celebrate the tempting selection of used
Porsches being offered in online auctions during the coming
weeks, an astonishing $27.6m has been raised in the sale of
historically significant timepieces, each smashing its estimate
when going under the hammer in the Big Apple...
F
or many owners, Porsche is
as much a lifestyle choice
as it is a celebration of
automotive excellence, which
is why the recent Phillips’
Flagship New York Watch
Auction attracted heavy attention from
owners of Stuttgart-crested sports cars not
long before we went to print with this issue
of 911 & Porsche World. Chief among the
wristwatches on offer was a Rolex ‘Big Red’
Daytona. A stainless steel chronograph with
black dial, caseback engraving and bracelet,
the watch was given to Hollywood icon and
Porsche racing driver, Paul Newman, by his
wife, actress Joanne Woodward, before
being gifted to their daughter, Clea. When
the final bid was cast and the hammer fell in
New York, this iconic timepiece fetched an
extraordinary $5,475,000.
FEATURING THE MAGICAL INSCRIPTION
“TO HAIG, LE MANS 1970”, THIS
SQUARED-EDGED CLASSIC SET THE WORLD
AUCTION FOR ANY HEUER TO DATE
Newman’s wasn’t the only watch to
encourage jaws to hit the floor. A Heuer
Monaco owned by Le Mans star, Steve
McQueen, and gifted to his friend and
personal mechanic, Haig Alltounian, fetched
a record-breaking $2,208,000. Featuring
the magical inscription “To Haig, Le Mans
1970”, this squared-edged classic set the
world auction for any Heuer to date.
A collection of Richard Mille watches
owned by Sylvester Stallone also generated
considerable interest, resulting in a
winning bid well in excess of $3m for four
separate items, but it was the Newman and
McQueen-owned design classics which
really set pulses racing. Amusingly, the
Newman piece features the Woodward-
penned “Drive Slowly” on its caseback.
Meanwhile, in the world of rather more
accessible toys, Bonhams sold a fantastic
1988 928 S4 with less than 90k miles on
108 February 2021
the clock for just £12,937. Loaded with
automatic transmission (as was the case
with eighty percent of all 928s sold), this
cool coupe has just had a belt change and
service carried out by marque specialist,
Paul Anderson. A lot of car for the money.
Two other ‘belters’ coming to auction
in the new year include a 1998 RUF Turbo
R and a 1973 Carrera RS 2.7 Touring.
Both Porsches will be available to bid on
at the RM Sotheby’s Arizona sale on 22nd
January. According to the accompanying
RUF delivery confirmation letter, this
Turbo R’s unique build specifications
include an integrated roll cage, front strut
brace, sports suspension, 18-inch wheels
and calipers finished in the company’s
signature ‘Yellowbird’ paint. The rich
black leather interior is furnished with
many desirable RUF fittings, including
a pair of harness-ready sport seats,
aluminium pedal set, steering wheel,
green instrument notation, CTR2 shift
knob and yellow-logo velour floor mats. The
original owner also specified the fitment of
front and rear bumpers sourced from the
awe-inspiring RUF CTR2.
Another black transaxle catching our
proverbial eye is the 1986 944 about to
hit The Market’s latest round of online
auctions. Offered with a lower estimate of
£10.5k, this cared-for car is rolling on 964
Cup wheels, which take years off the ‘toothy’
early naturally aspirated 944’s aesthetic.
Equally as pleasing on the eye was the 1972
911 S ‘oil flap’ hillclimber sold for £89k by
Classic Car Auctions a few weeks ago and
claimed to have been rebuilt into a 1973
Carrera RS 2.7 shell. Striking in Tangerine
with Jade Green wheels, this road-legal
racer had no trouble finding a new home. l
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February 2021 109

CLASSIFIEDS
356 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
1996, 35259 miles, £54,999. Carrera
cabriolet, 6 speed manual, in excellent
original condition in midnight blue with
marble grey leather, complete service
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.
911 103944
PORSCHE 911
2002, 16380 miles, £79,950. Features
an all-wheel drive system and was
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
ADVERTISE Plus and stability management, and
on the US models, an electronically
HERE 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
GO TO to allow airflow to 3 radiators up front
and to accommodate 18-inch wheels
MOTORFREEADS.CO.UK and tyres. Please call 07850 888880,
South East. (T)
101292
110 February 2021
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
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,
Tiptronic buttons for steering wheel,
Porsche cast wheel caps, Automatic
speed control, Top tint windscreen,
Park assist and Sunroof. Full Service
History, with recent services. Please
call 01636812700, East Midlands.
103175
PORSCHE 911
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
PORSCHE 911
1983, 114000 miles, £79,995. 2dr,
finished in Zinc Silver with Navy Blue
Full Leather. Electric sunroof, electric
windows and central locking. Comes
with a Large History File. New tyres
recently fitted. Please call 01485
541526, East of England.
103814

PORSCHES WANTED
ANY MODEL
ANY AGE
ANY CONDITION
Please contact Edward
Northwood, Middlesex
M: 07774 484 497
E: ejwclassiccars@btinternet.com
mgandporsche.com
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
1982, 22000 miles, £3,800. 1982
Porsche 944, 22k on the clock.
Unfortunately no paperwork as was lost
during the last 9 years of storage. Please
do not expect a perfect, restored car at this
price - this was rescued after being stood
since 2011, bringing it back to running and
driving. The car is a running project, which
runs and drives with interior and cosmetic
work remaining as well requiring a
service. Black leather interior (needs a
few bits cleaned up). Cookie Cutter Alloys.
Good Engine and Gearbox, fully running.
Mechanically Restored. V5 in hand. Tax
/ MOT exempt in two years. Only light
work required to finish With a bit of work,
the car will be worth more. Please email
taddv@live.co.uk , South East.
104964
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
February 2021 111
CLASSIFIEDS
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
112 February 2021
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 PARTS & ACCESSORIES
PORSCHE CAYMAN S TIPTRONIC PORSCHE 911 ENGINE COVER
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.
1970, £250. Porsche 911 original engine
Please call 07979 512974 or email
cover, no rust, bead blasted and etch
geoffbrown7@hotmail.com, Herts. primed. Please call 07532 477192.
PORSCHE CAYMAN
PORSCHE TOOLS
2015, £32,995. Stunning Cayman
981 PDK Finished In White With Black
Leather and Alcantara Interior. Fantastic
Spec Inc: Upgraded Custom Exhaust
System, Heated Seats, Upgrade 20"
Porsche Turbo Alloys In Black, Auto
Xenon Headlights, DAB, PCM Prep,
Navigation Prep, Front Sensors, Rear
Sensors, Carbon Style Stripes, Carbon
1972/3, POA. Assortment garage clear
Wrapped Rear Spoiler, Sports Steering
out. Please call 07477 414999, South
Wheel With Paddles. Full Porsche
Service History. Low Miles!. Please East.
call 01484543728, Yorkshire and the 101040
Humber. (T)
105164 PORSCHE GARAGE CLEAROUT
PORSCHE CAYMAN
POA. Porsche air compressor unused
2008, 100300 miles, £11,950. boxed, early type,Jaguar E wire
987-series, 2,700 5-speed manual 2 wheels, 2' Tr2/3/4 4 steel wheels,
door Coupe, Jul 2008. Please call 01420 Lamborghini bolt on wheels magnesium
520635, South East. 4, Lamborghini jack and bag early type,
104522 espada bumper and grill items, special
factory tools.other items. Please call
SPEEDSTER 07477 414999, West Midlands.
102447
PORSCHE SPEEDSTER RECREATION
PORSCHE 911 RADIUS ARMS
1980, £25. Pair of vulcanised radius
arms, never used and still in box. Fits
1957, 30477 miles, POA. Please call 911 from 1974 to 1986. Please call
01509 881106, East Midlands. 01983853500, Channel Islands.
103813 102769
PORSCHE BACKPACK WANTED REGISTRATIONS
£39. Backpack by Porsche with logo
Polyester 100% in black 17"x11"x6"
Still in bag. Unsuitable gift and unused. 996 GT3 GT2 PARTS BBS LM
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

NEW PORSCHE 911 ROOF PANEL

1963-89 Wanted. Looking for 996 GT3 and GT2
£1,499. Porsche roof panel, Dansk, parts: cage, BBS LM or E88 wheels,
new in box, OE-90150305100, Porsche bucket seats, GT2 wheels etc. Also
911 1963-1989. Please call 01244 996/997 Turbo parts such as Aerokit
370886 or email davidbrown.chc@ spoiler, hollow spokes etc. GT3 RS parts
btinternet.com, Cheshire. would be preferred but I know they are
rare, need to bring back some spice in
NEW PORSCHE 911 997 AIR my relationship...WITH THE CAR!!! Text, JU57 HOT P911 AFC
FILTER HOUSING email or WhatsApp pics. Please call
£350. Porsche 911 997 Mk2 air 07948 900911 or email 911hsc911@
filter, OE-99711002231, 3.8L, brand gmail.com, Beds.
new, complete, collection Chester.
Please call 01244 370886or email ALL PORSCHES £3,499. ‘P911 AFC’ Gooner Porsche. Super
davidbrown.chc @btinternet.com, plate for a Porsche 911, excellent plate for
Cheshire. £4,999. JUST HOT, enough said. ‘JU57
an Arsenal fan/player, ultimate plate for
HOT’, this head turning number plate is
any Gooner with a Porsche 911, imagine
PORSCHE 911 997 GEN 2 LED held on a long retention certificate, it this rocking up at The Emirates. The plate
TAIL LIGHT LENSES can be put on to your car now or saved is on a retention certificate which makes
£250. Genuine Porsche, used and from for later. An excellent investment that everything so simple, number plates are
my own car, working perfectly but will continue to rise in value, get in very good investments and this registration
the lenses are separated slightly and touch now and make it yours, absolute will appreciate in value. Contact me if you
let in water, even with this problem bargain at this price. Please call 07900 want to be the new owner of this desirable
everything works fine. I put 2 new 276656 or email lhamer92@gmail. asset. Please call 07858 580557 or email
ones on my 911 just for looks really Wanted. All Porsches classic to com. ticktock88@ymail.com.
at almost £1000! Possibly they could modern! All conditions wanted, from
be repaired but never tried, would suit restoration projects to concours,
as backup or for track day car etc, can right and left-hand drive. Complete ADVERTISEMENT INDEX
send photos if required. Please call collections purchased, cash buyer,
07894 465066, Co.Tyrone. discretion assured. Please contact Augment Automotive 93 Northway Porsche Specialists 28
me if you are interested in selling your Beverly Hills Car Club 47 Paragon Porsche 17
PORSCHE BACKPACK IN BLACK Porsche and are looking for a prompt Bilstein 9 Parr Garage 115
£39. 100% polyester backpack, hassle free cash buyer! I am especially Brey Krause 4 Patrick Motorsports 28
17”x11”x 6” approx, unsuitable gift, interested in the following models: Cambridge Concours 99 PIE Performance 65
unused, 60% off, postage included. 911, 911SC, 911 3.2, 964, 993, and Car Bone 8 PMO 93
Please call 01475 726360. low mileage 996 and 997. Please Classicline Insurance 109 Porsche Club of Great Britain 79
call 07787 528131 or email sales@ Classics World German 107 Porsche Torque 87
PORSCHE BOXSTER HARD TOP torosportscars.com. CSF Inc 53 Portiacraft 52
STORAGE BAG CT Racing 8 Reap Automotive Design 93
£99. For sale my hard top storage bag, 968CS LHD PROJECT Dansk 87 RGA Porsche 52
fits Porsche Boxster and many other Wanted. Looking for an original, first Dave The Trimmer 97 RPM Technik 4
vehicles. It is in very good condition- paint, accident free 968CS left-hand Design 911 27, 91 Sportwagen Eckert 61
fully lined/ padded with full zips and drive that can be a good base for Douglas Valley Breakers 69 Stoddard Parts 23
hanging loops. Overall, very good soft restoration. Please send me your Elephant Racing 45 Stomski Racing 5
quality. Buyer collects for £99 or can offers via email with photos, I would Elite Garages 25 Tarett Engineering 30
post to the uk for an extra £15, email consider other classic Porsche project FVD Brombacher 2 Tech 9 Motorsport 116
for pics at pkw2704@ gmail.com. manufactured until 1995 but I am on Gaz Shocks 75 TracTive Suspension 51
Please call 07726 340199, Leeds. low budget. Please email rutkowsa@ GCAP Performance 28 TwinSpark Racing & Engineering 32
gmail.com, Denmark. Hartech Automotive 32 Van Zweeden Porsche 41
Hayward & Scott 97 Vertex Automotive 57
Heritage Parts Centre 33 Westwood Cylinder Liners 30
Hillcrest Specialist Cars 97 William Hewitt Porsche Specialist 99
HP Porsche 52
IPD Plenums 13
Jaz 69
JMG Porsche 87 CLASSIFIEDS
Liberty Classic Cars 21 CMS Porsche
LN Engineering 37 DSD Motorwerks
Machine Mart 99 EJ White Cars
Marque 21 Racing 99 Karmann Konnection
Morethanpolish 97 Prestige & Performance Cars
Nine Excellence 32 Related Registrations
Ninemeister 8 Roger Bray Restoration

February 2021 113

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