Innehållsförteckning för No. 174 från Total 911

As Porsche’s new 992 generation of 911 roared onto centre stage in Los Angeles I decided to spend some time reflecting on the outgoing 991 and what its legacy is going to be in the future. It’s fair to say the 991 has always divided opinion among enthusiasts – much like the 964 in 1989 for its ABS and power steering, or the 996 in 1998 for its water-cooled engine and new looks. Detractors of the 991 have always pointed to the car’s big proportions and its lean towards more of a grand tourer than outright sports car. Enthusiasts, meanwhile, have hailed it as the generation which gave the 911 a contemporary feel, breathtaking performance and greater all-round capabilities. “The 991 should be noted for championing the power of analogue”…

GT2 RS Clubsport revealed in LA 991-generation is signed off with limited edition turn-key race car Less than 24 hours after Porsche revealed the new 992 generation to the world it waved an official goodbye to the 991 era of 911 by announcing a special build of 991 GT2 RS Clubsports. Strictly a turn-key race car, the GT2 RS Clubsport will be limited to just 200 units worldwide. It features the same 700hp twin-turbocharged flat six as housed in the road-going GT2 RS and remains rear-engined, shunning the rear-mid layout of Porsche’s 991 RSR. Like the 935 ‘Moby Dick’ unveiled at Rennsport Reunion nine weeks earlier the GT2 RS Clubsport uses the carbon steering wheel and colour display taken from the 2019 Porsche 991 GT3 R race car as well…

The ever-changing nature of the Porsche marketplace often throws up some interesting conundrums for the 911 buyer. As values of separate models fluctuate, they often combine to bring about new scenarios for those in the market to consider: ‘What’s around for my £100,000?’ for example. Right now there are many different choices of 911s available at many different price points. As a case in point, for £40,000 you could choose anything from a G-series classic, to a 996 Turbo, to a 997.2 Carrera S right now. The market’s constant evolution means different cars move in and out of the equation, whatever your budget. It’s what keeps things interesting, in many ways. As another case in point, only five years ago we ran a head-to-head road test in this very magazine…

It shouldn’t really come as any surprise that last year’s driving tour feature (issue 160) garnered plenty of interest, not least because few cars are as suited to long-distance enjoyment as the 911. From crossing countries to tackling the most challenging roads on the planet, it never fails to entertain, which is why we’re sure you’ll be ready to plan some exciting adventures for 2019. Nothing beats a memorable road trip and a chance to enjoy fine locations, and doing so in the company of like-minded enthusiasts makes it all the more special. So, if you’re looking to get out and drive in 2019, let Total 911 point you in the direction of some truly cracking trips. In fact, we’ve found four that you will absolutely love, each offering a…

“I’ve been a Porsche fan for almost 30 years,” says Oliver Plogmann, Total 911 reader and past owner of several Neunelfers. “I had air-cooled cars from a 1970 2.2T all the way to a 1997 993 Carrera, and more recently a water-cooled 997.” Originally from Germany, Porsche’s home territory is where Plogmann owned most of his cars before relocating to Singapore a few years back. For a car enthusiast, Singapore throws up one or two problems: “The downside here is the speed limit, and the fact that the car market is tiny compared to Europe or North America. The local regulations also prohibit the import of used cars over three years of age, apart from the classic car scheme for cars over an age of 35 years with limited use…

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’susedvaluecompared to the previous financial quarter. The review for 2019 Q2 will be April. The review for 2019 Q1 was January. Ratings Each model is rated out of five in ourhalf-starsystemaccording totheirperformance,handling, appearanceanddesirability.…

For those wanting a Porsche whose styling echoed the 911 but with four usable seats and a healthier dose of practicality, then the Panamera launched in 2009 should do very nicely indeed. But this was far from Porsche’s first attempt at giving buyers a sports car with broader family appeal, the company having investigated a four-seater model as far back as 1961. That car was the 754 T7, a prototype based on the 356 that featured four seats and would essentially morph into the 911, albeit with sleeker rear-end styling. Porsche would have another go in the late-1980s with the 989 project, a four-door model featuring a front-mounted V8 engine and styling by Harm Lagaay that gave a taste of the 996 to come, but it was canned in 1991,…

August Achleitner announces retirement Head of 911 line has made his final model, hands over to Frank-Steffen Walliser August Achleitner, head of production for the 911 model line, has announced he is to retire. The German, who has enjoyed an illustrious career at Porsche overseeing development of the 911 for the last 20 years, made the announcement at the unveiling of the Porsche 992 in Los Angeles. The Porsche brand ambassador and compére for the 992 presentation, Mark Webber, hinted at the news during his on-stage interview with Achleitner. “This is going to be your last 911; how do you feel about it?” Webber asked Achleitner, who later confirmed to journalists his intention to leave the Stuttgart manufacturer within the next few months. August Achleitner started his Porsche career in…

Did you know the Porsche 911’s first ever race was, in fact, a rally? The year was 1965, and Huschke von Hanstein, race director and Porsche PR officer, was keen to show off the dexterity of the company’s new sports car, which could be driven on the road and raced at weekends. Herbert Linge and Peter Falk were thrust into a 2.0-litre 911 for the legendary Monte Carlo rally, driving the car from Bad Homburg, Germany, to the Prince’s Palace in Monaco, finishing a creditable fifth overall. A 911 would win the notorious event outright in 1968 in the hands of ‘Quick Vic’ Elford, the first of many key rallying successes which forms an important part of the 911’s 30,000 overall race victories to date. Meanwhile, alongside the sport kits…

Engine displacement is everything in the US. The home of the Hemi is also the land where big V8s are shoehorned into just about everything, whether it’s for the school run or the race track. Bigger is supposedly better when it comes to cars, this a heavily enriched ideology ingrained into many aspects of general US society. However, in the world of Porsche, superior engine size has never formed part of the agenda. While Lamborghini’s first car in 1963 was the 3.5-litre, V12 350GT, for example, Porsche’s original 911 had a measly 2.0-litre flat six. Lamborghini still uses the V12 in its Aventador today, while Audi’s R8 is powered by a 5.0-litre V10, and Ferrari’s V8 and V12 powerplants are considered legendary among the wider car enthusiast population. Despite this…

Porsche has a rich history of building decorated Turbo-look cars. It began, of course, with the Turbo itself: almost immediately from its release in 1975, customers desired those wide hips on a 911 of their own, even if they could never afford the monumental $26,750 for the real thing. Independent coach builders saw an opportunity, offering to convert customers’ narrow-bodied Carreras and, later on, SCs, to 930-spec. Some offered to do so via fibreglass solutions, but steel arches, as per the factory Turbo specification, were the only real way to get the proper look with an authentic and consistent arch line. Porsche itself didn’t offer a genuine Turbo-look option until 1985 with the arrival of the 3.2 Carrera SSE (SuperSport Equipment). This mated the naturally aspirated 3,164cc flat six from…

James Samuel Poole, UK @jamessamuel4 Model 997.1 Turbo Year 2008 Acquired April 2015 Model 996.1 GT3 Year 2000 Acquired January 2018 This month has been all about getting reacquainted with the Turbo. Having done so many miles and track days in the GT3 it’s fair to say the Turbo has been a bit neglected. A work trip to Snowdonia National Park sprang up and, with the tyres on my daily driver best described as ‘worn’, the perfect excuse for a blast had presented itself – all 700 miles in 48 hours! With the car packed and fuelled I set off for various site visits in Birmingham and Cheshire on my way up to North Wales, an area considered a bit of a Mecca for motoring enthusiasts for its quiet, winding…

As good as the modern, water-cooled 911s are, there can be little argument against the fact there’s an added cache of owning an air-cooled example, representing the 911 in arguably its purest form. There’s no question the classic marketplace cooled off in 2018, but the upshot is there’s plenty of bargains to be had. But which air-cooled model represents the best value for money right now? Paul Cockell, owner of 911 Rennsport, specialists in bespoke creations of air-cooled Porsche 911s, has witnessed the changing marketplace: “What has happened in the past few years is the typical ‘jump on the band wagon’. Every 3.2 Carrera and SC owner has seen the ones for sale at £50-60k and think theirs must be worth that too. Truth is it is an expensive car…

991-generation reliability issues Dear Sir, Reading the letter from Chris Evans on page 16 of issue 172, I thought I would share my experience of reliability on the 991 GTS. My car is a Carrera GTS from December 2014. Originally a demonstrator with a massive spec, including Burmeister and PDCC, it spent its first two years with an owner that did only 6,000 miles. I acquired it in December 2016 and it’s been used as a semi-daily driver and done a week-long trip to the Alps, covering another 18,000. Overall, I love it. The extra drama from the GTS was just what I was looking for, as I’d found the standard S a little underwhelming. Reliability overall, though, has been poor. A loss of power resulted in recovery back to…

“A new sports car for a new era,” said Oliver Blume, Porsche CEO. The 992 has finally been officially revealed, the Porsche Experience Center Los Angeles the venue, journalists bussed in on the eve of the LA Auto Show to witness Porsche’s eighth 911 being introduced. Always conscious of its history, Porsche’s 992 reveal was introduced by the seven generations that preceded it – a 1960’s 911 followed by a G-series, 964, 993, 996, 997 and 991 highlighting the global icon’s design lineage, as well as illustrating how big in proportions the 911 has become over the years. We’ve ridden shotgun already, the 992’s reveal confirming a lot of what we’d already ascertained from that. It’s bigger, the 992 the first 911 Carrera to only be offered in one width.…

What do you really know about Porsche’s Classic scheme? We’ll admit we only had a reasonable handle on what it offered, from attractively packaged oils to “access to more than 50,000 original parts”, as Porsche’s marketing teams have been at pains to point out. We’ve also seen the usual maintenance and restoration services, not to mention the Porsche Classic Register, offering owners some tempting perks. We’d nevertheless just dismissed it all as mere marketing adjunct to the normal OPC activity, and wanted to discover whether it really was little more than PR smoke and mirrors or of real benefit to those that cherish their classic Neunelfers. There’s been a mixed reaction to the scheme among the wider Porsche specialist industry too: one specialist we spoke to questioned the attention to…

Data File Full specs, ratings and market values of every 911 1963-2019 can be found overleaf Plus Showroom Looking for a new 911? The classifieds from our independent specialist partners are the first place you should start your search Servicing & tuning Get the very best from your Porsche 911 with the help of our selected performance and maintenance specialists Porsche lifestyle Helping you make the right lifestyle choices to complement you and your 911. Don’t just drive Porsche, live the brand Insurance & finance Get your Porsche covered with the best insurance deals for road and track to ensure happy, safe motoring…

Porsche Active Suspension Management (PASM) has been a standard feature on the 911 Carrera S since 2005. The system provides both improved grip and greater comfort – two attributes that often seem mutually exclusive. Outwardly, a PASM damper looks almost identical to its standard sibling, save for the control wire connected to the head of the unit. It is this control wire that hints at the PASM damper’s secret. A central control unit is connected to all four dampers on a PASM-equipped Porsche 911. When you push the PASM button an army of sensors spring into action. These sensors measure parameters such as steering input, body roll and suspension bump. Alongside two accelerometers, the data is sent back to the control unit where the PASM system determines whether to stay…