Indholdsfortegnelse for No. 156 i Total 911

“Find a good SC example and boy, are you in for a treat” A wise man once told me if you’re seeking to purchase your first classic 911, look no further than the SC. There are many reasons for this: chiefly, it’s the last Neunelfer era not to utilise an on-board computer, making any spanner work relatively simple; as experts have previously commented, the SC was the car that cemented the 911’s reputation as being mechanically robust in the first place. Aesthetically speaking, its G-series lines represent what is a quintessential 911 silhouette for many, and it’s also one of the cheapest air-cooled 911s you can buy – a mantra that remains true to this day. So why has the SC been so cheap to buy in recent times, compared…

Home race spawns best result yet for new mid-engined RSR Porsche GT’s new 991s clinch second and third at Nürburgring Both Porsche factory GT cars enjoyed their best performance of the 2017 WEC season yet with a second and third place finish at the Nürburgring 6 Hours. The no.91 car of Richard Lietz and Frederic Makowiecki ran out in second place in what is a highly competitive GT field of 29 competitors in the World Endurance Championship. The no.92 sister car of Michael Christensen and Kevin Estré wound up third at the notorious venue, classed as a home race for the Stuttgart car marker. Despite starting on pole for the six-hour sprint around the Nordschleife, Christensen couldn’t manage to hold onto first place in the no.91 car during the race’s…

In praise of the 997 Turbo S Dear Sir, I missed the article about the 997 vs 991 Turbo S, but read the letter regarding the story in issue 153 with interest. I’ve owned a 996 Turbo X50, 997 GT3 RS, 997 GT3, 996 Carrera Cabriolet and a couple of other models. The RS was stunning, but I found that to get it to come alive you had to be pushing on and I realised that I was in constant danger of losing my licence! After much thought I started to look for a 997.2 Turbo S Cabriolet with the PDK ‘box. My thinking was that it could poodle about in traffic but then really get going in manual mode, while the Cabriolet would allow some occasional sunshine in. Most…

Jean-Pierre Gaban was one of Belgium’s foremost Porsche racers in the 1960s. Beginning with a 356 Abarth followed by a 904, he really began to make his name with a 911S, winning the Spa 24-hour race in 1967. Belgian rally champion in 1966 and saloon car vice-champion in 1969, he also raced 911s four times at Le Mans, finishing 12th in 1968 and 10th 1969. However, he was unable to repeat this level of success in the 1970s and turned to preparing competition Porsches. In the 1970s, because Porsche had homologated the 911 3.0 RS – capable of over 300 horsepower in RSR form – tuners had a fairly broad field available to them, but the advent of the SC in 1978 meant this homologation ran out. For national Group…

It’s just gone half four on a Sunday morning and I’m already up and outside. The sun is yet to rise; its rays still to pierce the rugged landscape around me, its heat yet to burn away light dew sitting atop the surrounding grassy fields. The birds are certainly awake, their chipper notes sounding out from tree tops opposite our countryside accommodation. As I walk across a small gravel car park their song becomes distant, my ears instead attuned to the crunching of stone beneath my shoes with every step I take. I’m perhaps not quite awake yet, and so rationale is yet to kick in to my way of thinking: will my outside plodding wake up the hotel’s fellow guests, who still no doubt have plenty of hours’ sleep…

In the 1970s, Porsche had much going for it on the worldwide motorsport stage. Firstly, it learned how to dominate with turbocharging, and secondly, it had in Ernst Fuhrmann a CEO who believed in the commercial benefits of motorsport. Then there was one Norbert Singer, a motorsport engineer who originally wanted to work in aeronautics but when a position at Porsche presented itself in March 1970, he took that instead. With an interest in aerospace, Singer’s knowledge of aerodynamics and weight conservation came in handy when working with racing cars. Singer’s first task at Porsche involved cooling on the mighty 917s, but in just a few short years he was already making his presence felt in Porsche’s wider race department. At the start of the 1976 season, Group 5 regulations…

California is a state blessed with stunning driving roads. Perhaps blindsided by other famous roads in the area such as the PCH and Mulholland Drive, Angeles Crest Highway is arguably the more rewarding; its twists and turns are more flowing, its scenery more stunning. Despite being less than a half hour from the hustle and bustle of downtown LA, the route is strangely quiet of both sightseeing traffic and LAPD officers, who are preoccupied with watching for any driving misdemeanours over at Mulholland. The road is fast and flowing for the majority of its 66 miles, pulling you to and fro as it snakes up the mountainside out of LA, before heading inland into the thick of the Angeles National Forest; a road that offers a thrilling drive for any…

First 991.2 GT3 RS spy shots revealed GT2 RS air ducts and Cup bumper for new Rennsport With first deliveries of Porsche’s new 991.2 GT3 rolling out to excited drivers, Porsche has wasted little time in hauling out an early 991.2 GT3 RS prototype for public testing for the first time. Captured by our spies on roads close to the Nürburgring Nordschleife, this first test mule sports a revised front bumper closely resembling that seen on the latest GT3. This bumper is, of course, taken directly from the 2017MY 991 GT3 Cup cars. There’s clear evidence of GT2 RS influence from the front of the car too, with two additional NACA cooling ducts on the hood feeding air to the front brakes as we’ve seen in Porsche’s new turbocharged RS.…

1963 First official 911 built August was a frantic month for some at Zuffenhausen – Porsche had committed to exhibiting the second model in its history at the Frankfurt motor show. A decision taken a year before and announced soon afterwards underestimated how long development would take. Butzi’s styling had long since been agreed, but arguments over the six-cylinder engine raged into 1962. Finally Formula 1 engineer Hans Mezger was redeployed to manage development, and with help from Ferdinand Piëch, he produced the famous air-cooled, dry sump flat six 901 engine. With seven main bearings, bar some camshaft lubrication problems, the engine would prove reliable from the outset, but it would not be ready by September. So, the fifth prototype 901 was fitted with a 1,600cc 356B unit. Despite corporate…

If history is correct, I should be getting mercilessly battered by the 964 RS’s uncompromising suspension, and fighting the steering wheel to keep the slim-hipped lightweight on the correct trajectory. But I’m not. The 964 RS’s famously stiff ride isn’t an issue. Talk about a tough act to follow, the 964 RS was tasked with filling the sizeable hole left by the 2.7 Carrera RS. Back in 1992 when this car arrived, that 2.7 RS still resonated, justifiably, so expectations were high. In comparison to that RS-introducing icon, the 964 RS is almost apologetic in its looks. There’s no ducktail or scribbled graphics in contrasting colour to signal this is even a Rennsport. Take off the Carrera RS badge from the engine cover and the RS could, to an uninformed…

During the building process of Moby Dick, the car was on stands in the workshop at Weissach without wheels; this height made it easier to work on and for the mechanics to work under the car as required. Once the car was completed and ready for its first test run, the racer was painted completely in white. Norbert Singer recalls with some humour the moment Moby Dick was rolled out: “You can imagine, after seeing the car for weeks at a certain level, you get used to it. Then you fit the wheels and bring it down to the floor, and this combination of being 8cm lower, the increased width, and the car being much longer, it was quite a shock, and one of the mechanics said ‘It looks like…

911s in the data file are organised in rows according to release date, beginning with the very first model in 1964. Many models were available in Coupe, Targa and Cabriolet forms, with the option of automatic transmission. Here, data has been provided from the Coupe variants unless stated. All data here has been compiled, where possible, from Porsche’s own figures. General valuations This reflects the general market trend for a model’s used value compared to the previous financial quarter . The review for Q4 will be September 2017. The review for 2017 Q2 was June. Ratings Each model is rated out of five in our half-star system according to their performance , handling, appearance and desirability .…

Total 911’s cars & coffee rocked up at the premises of 911 Rennsport last Sunday, 25th June, presenting an eclectic mix of 911 metal on display for the enthusiast to enjoy. Set in the idyllic premises of 911 Rennsport’s Moreton-in-Marsh base, the event was attended by more than 40 Porsche 911s, ranging from early classics such as the 3.2 Carrera Clubsport right up to the latest examples of GT3 RS. The cars & coffee morning, held from 8am to midday, gave attendees the chance to take a look behind the scenes at 911 Rennsport, with owners Paul and Keith Cockell happy to show enthusiasts around some of the company’s bespoke Porsche 911 builds. The laid-back event for enthusiasts with 911s of all ages was blessed by glorious sunshine, and Total…

History of the 911 SC We’ve become used to an ever-expanding range of 911s. There’s a model to suit every preference and performance level, but it wasn’t always like that. Between 1978 and 1983 – a time when the Neunelfer’s future was far from certain – buyers had a choice of just two models. The ballistic 3.3 Turbo was one, and the car you see here the other, which was available in Coupe, Targa and Cabriolet flavours (the latter as the first drop-top 911), and retained all of the classic 'G series' design cues that enthusiasts had grown to love. So far, so straightforward; there was an issue, though, and that was a somewhat undernourished flat six engine. The Bosch-injected, drysumped 3.0-litre unit managed just 180bhp, a figure that ensured…

“Within each mode there are five specific software modules, which map every type of driving condition” The idea of an automobile suspension that’s continuously adjustable according to road conditions has been around since the 1960s, but hasn’t been accomplished until comparatively recently. Before World War II, the advent of dampers, commonly but inaccurately called shock absorbers, gave us greater control over springs. Essentially dampers are telescopic chambers, usually fluid-filled, that prevent springs from rebounding by absorbing – or damping – the energy generated by vertical movement. Damping made car behaviour more controllable and contributed to much more acceptable conditions for driver and passengers alike, but spring rates and damper settings were a necessity of compromise. A harder suspension improved handling, within limits; a softer suspension generally made for a for…

“Eddy’s 930 is one of the earliest slantnose Porsches residing in the USA” There are many sights to see in beautiful Malibu. Home to a Mediterranean climate with azure seas and golden sands, beach life is abundant practically every day. A matter of yards back from the water’s edge, one of the States’ best roads in Pacific Coast Highway snakes its way north, while lavish homes of the rich and famous sit in the hills high above. Among the palm trees and general beautiful scenery you’ll find an assortment of automotive exotica on the streets including, of course, many different iterations of Porsche’s 911. With such extravagance in one small area, standing out from the crowd can prove difficult. However, a certain 1982 Turbo in Chiffon white, owned by close…

Much like a classic 911 will eventually need a restoration to ensure it provides many more miles of exquisite motoring, so does the confines of any business or enterprise. After all, evolution is a constant, progressive affair – to stand still in this day and age is to go backwards against the opposition. This is an axiom that applies even to the very best in independent Porsche specialist circles – typified here by the lavish revamp of the premises at Paragon GB. Total 911 has long considered a Paragon car to be synonymous with quality condition inside and out and an impeccable history to boot. Simply put, in terms of independent specialists in the UK, they are one of the best in the business, and have been for some time.…

As is customary when a new 911 arrives in showrooms, interest usually spikes in older iterations of that model with buyers, sellers and other speculators all looking to the used market. This of course is to be no different for the 997 GT2 RS, predecessor to the 991 and the original road-going turbocharged Rennsport. Porsche’s latest 991 has revived the GT2 RS moniker, which was previously singularly represented by the 997, however, despite sharing the same name, there are many differences between the first and second 911 GT2 Rennsports. The 997 is undoubtedly more analogue, though crucially for investors it was built on a numbered production run, making it a slightly different proposition to its 991 successor. However, intrigue in the new car will peak interest in the original, so…