Innholdsfortegnelse for No. 189 i Total 911

In this modern, digital world, the printed magazine is more special, more sacred, than ever. A trusted media source that’s written by experts, scrupulously vetted for accuracy and lavishly presented, it might not be able to compete with the internet for immediacy of news, but it more than makes up for that by giving you unrivalled detail and insight into your desired subject over many pages. We’re proud of our title in fulfilling this and we understand that its role today is arguably more important than ever before, and fully believe the printed magazine is therefore here to stay. “We believe in elegant print media, and we believe you do, too” That’s why this issue we’re delighted to present you with a bumper package of Porsche buying essentials. Alongside your…

The enduring charm of Porsche’s 930 Turbo Dear Sir, I realise I’m in the US and you are not, but I get your magazine often when I make it to the local bookstore. So, it’s probably a pain for you to send it even if I won the wax for Star Letter, but I wanted to tell you my opinion anyway. I bought my first Porsche in 1977. It was a leftover 1976 911 Turbo. Copper bronze metallic with colour-keyed Fuchs. Window sticker was $28,000. I paid exactly that. Loved that car. I have had many turbos through the years, not to mention a few Ferraris. But I have to say that car is still my favourite. Probably the least horsepower of any other exotic I ever had, but by…

It’s a dull, grey day, but the ‘Indischrot’ paint shines and sparkles as if this 20-year-old 911 rolled off the assembly line yesterday. This is one of the most beautiful 993s I have ever seen, and it’s also one of the most unique. The 911 connoisseur in you will immediately recognise those extra wide, voluptuous hips, and knows that for the 993 generation these belong to a Turbo as well as the Turbo-look Carrera S and 4S. However, none of these were ever produced as convertibles – yet the car right here in front of me is, unmistakably, topless. There’s something very special about this 993, which comes from the Porsche factory as one of the last ever air-cooled 911s. Let us go back in time. In the ‘80s and…

Assisted by forced induction to make its 420PS, the M96/70 Turbo version had no need to be as highly strung as the naturally aspirated M96/76 of the GT3. Maximum torque arrived at 2,500rpm and the rev limit itself was much lower at 6,750rpm, and this made the use of expensive titanium unnecessary; the 996 Turbo had the same steel connecting rods as the 993 Turbo. Compared with the M96 of the 996, the Turbo engine had substantially higher cooling capacity and a third radiator. The twin turbochargers were almost exactly as used on the 993 Turbo, differing only in their location closer to the exhaust ports. A variation of the Turbo engine was the M96/70S, used for the 100kg lighter, RWD GT2. The 70S’s compression ratio at 9.4:1 was unchanged,…

RANGE Approx. 200 miles on a full charge CHARGE TIME Approx. 1 hour per 100 miles on a Tesla 22kW charger COST PER MILE As low as 1p per mile on a low, night-time tariff COST OF CONVERSION Technology moves very fast. A 911 converted today would not use the same technology, but would replace engine and gearbox with a Tesla drive unit. Conversion costs from £55K-65K, depending on whether Mild (300bhp) or Wild (450bhp) pack is chosen. Further upgrades or renovation work would be in addition to this. All figures supplied by Electric Classic Cars…

Lee Sibley Poole, UK @lee_sibs Model 996.1 CARRERA Year 1998 Acquired JAN 2019 I’d mentioned before how the chassis of my 996.1 Carrera is in desperate need of an overhaul – that Irish green paintwork might look new and pretty, but underneath there’s a lot of original components on the car, which is now 22 years old. The suspension is no different. The original setup is incredibly soft now, and the car has started to creak, very loudly, over any surface less than billiard-table smooth. Drive-bys have garnered a few worried looks from people around town, which has proved incredibly embarrassing for me. Needless to say, I’m desperate to get it all sorted. That loud creaking is the result of knackered lower arms at the front. I’ve looked to replace…

It’s something we all consider at some point during ownership, if only for a fleeting moment: would another colour better suit my 911? Particularly for those of us who are committed, for one reason or another, to owning a certain car for the long term, the concept of a colour change often runs through one’s mind as an antidote to selling, instead choosing to refresh the car to one’s eye. Some enthusiasts go through with it. Our very own editor’s 911 undertook a colour change from Zenith blue to Irish green. Elsewhere in this issue, you’ll find pictures of a Speed yellow GT3 Touring which has been resprayed to Signal yellow at the request of its owner, one Chris Harris. A colour change is an extremely personal choice, but what…

During his more than 20 years with Porsche, Huschke von Hanstein proved that the best kind of PR is, perhaps, simply sticking by the product yourself, creating a hybrid role that saw him not only head up the company’s racing division but also oversee Porsche’s press coverage globally. After initially having a teenage interest in motorcycles, von Hanstein, a baron’s son, later made the decision to switch his focus to four wheels. Starting in 1936, he became a regular at events across Europe and on the Le Mans 24-hour stage. By 1938, von Hanstein was the prestigious German hill events champion under the management of BMW. He was not afraid to use his SS connections for professional advantage either and, following the war, von Hanstein continued his racing endeavours with…

Porsche begins testing 992 Targa GTS Pre-production mules free from camo in cold-weather testing Total 911’s spies have captured Porsche testing 992 Targa GTS prototypes for the first time. The mules, free from any camouflage, are the first Targa variants of 992-generation GTS cars Porsche has been seen testing during cold-weather runs in northern Sweden. Easy to spot with its centre-locking wheel designs, the Targa GTS in our pictures features a slightly tweaked front bumper over those found on a standard Carrera. Black details, which have become a hallmark of the modern-day GTS, can again be found on the 992 Targa GTS prototype. Meanwhile, on the back of the car, a Sport Design bumper is used as well as the now customary twin-oval Sports exhaust. Clear rear lights run along…

2020 Le Mans driver lineup announced 12 works drivers will tackle GTE-Pro classification in four factory RSRs Porsche Motorsport has announced its driver lineup for Le Mans 2020 as the factory makes another red-blooded assault on the famous 24-hour race at Circuit de La Sarthe. Weissach previously disclosed it would again run four works RSRs in the highly competitive GTE-Pro class, with two RSRs from the WEC – of which Le Mans forms part of its calendar – joined by two sister RSRs flown over from the Stateside IMSA series. Each RSR will be driven by a team of three drivers, meaning there will be 12 works drivers in action in the top GT category alone. The two WEC vehicles will line up on the Le Mans grid with the…

“We built it without management knowing,” admits GT product line director, Andreas Preuninger. He took a standard GT3 and, taking inspiration from the blue-on-white Carrera 2.7 Carrera RS picture he loved as a kid, created the 996 GT3 RS. The management said yes, hoodwinked slightly as to the changes the engineer had made to the GT3 to create the new Rennsport. The engines were a bit more special than anyone would admit openly at the time, the quoted output the same 381hp of the regular GT3 because of the cost and hassle of homologating the revised engine. In reality though the 3.6-litre boxers in the RS were a little bit more special, with reshaped intake and exhaust ports among some other detailed changes. Preuninger has also previously admitted to us…

“Despite all of the success that Porsche has enjoyed with the 911, this is one event that looked likely to remain unfinished business” When it comes to motorsport, Porsche is used to winning. Its incredible record on the world’s toughest race tracks and rally stages are evidence of that, but it would be the latter where the 911 first demonstrated its competitive abilities. There are fewer motorsport disciplines tougher than rallying, a sport that tests both car and driver to their very limits, and by the same token no events are tougher than the Safari. Success here requires not just total commitment, but a car that can soak up the strongest of punishments, a combination that should really have suited the 911 to a tee. Just two years after its…

Data file Full specs, ratings and market values of every 911, including the 996.1 range, can be found beginning on page 88 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…

When it was launched in 1988, the 964 was claimed by Porsche to feature 85 per cent new parts compared to its ageing predecessor in the 3.2 Carrera. Featuring ABS, AWD, power steering and advanced computer systems, the car very much represented a technological overhaul over the G-series cars that customers had become used to since the mid-Seventies. All of the above technologies still form part of the 911’s arsenal today (albeit they are seismically advanced, reflecting the exponential growth in engineering breakthroughs). Another key technological revision is still in use today, which first solved a problem at the 964’s rear. The 964’s sleek new design, including flush-fitting bumpers, revised rain gutters and, notably, a completely flat undertray, meant its drag coefficient was reduced to a respectable 0.32Cd from the…

London is to get its first Porsche Classic Centre, after Total 911 learned of plans by the Jardine Group to unveil a Classic Centre at Brent Cross. The Centre is to be built on the site of the old Toys R Us store off the A406 North Circular. Total 911 understands the Centre should be opening by early summer of this year, and will mark the first dealership solely focussed on classic Porsche within the city of London. A spokesperson was unavailable for comment.…

THE OVERALL MARKET ASSESSMENT Before we reveal the ten specific 911 models tipped for greatness this year, it’s important to take a general look at the Porsche marketplace and what we can expect over the 12 months ahead After the widespread doom and gloom of 2019, our experts have universally agreed the new year holds much promise, with uncertainty replaced by genuine excitement in showrooms around the planet. A lot of that uplift in consumer mood is, particularly in the UK, down to the knock-on effects of political developments. We’ve long vowed not to print the B-word in this magazine, but the fact Britain and the EU are no longer in ‘Article 52 limbo’ has brought confidence from the public to spend, which has in turn injected new life into…

Despite the protests of diehards, Porsche, as is now well understood, had no option but to abandon the air-cooled flat six. Noise and emissions regulations plus ever more demanding mpg requirements were making it impractical to adapt the 911’s traditional engine design further. Porsche was also the last significant builder of air-cooled engines and the possibility of sharing parts costs was therefore non-existent. The flat six was also expensive to build. The company’s attempts to develop it with a multi-valve head came to grief with the Typ 965, which was foiled by cooling problems, and a water-cooled, 24-valve head as on the 959 was a complex and far too expensive solution for the 911. The 21st century demanded a modern, mass-produced engine and Porsche obliged with its usual ingenuity by…

The 911 has had a long and distinguished career in rallying, one that stretches all the way back to that first attempt on the Monte in 1965. Having demonstrated just how competitive it could be, it’s no surprise that the world’s finest drivers would soon be queueing up to taste victory in a Neunelfer, with wins achieved on a remarkably frequent basis. Back-to-back European Rally Championships in 1967 and 1968, together with a trio of victories on the Monte Carlo by the likes of Vic Elford and Bjorn Waldegard, had proved the small sports car’s mettle, and success would continue into the 1980s. By 1984 Prodrive had teamed up with the Rothmans Porsche Rally Team to campaign the SC RS, something it did with notable success; the car won on…

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 2020 Q2 will be April. The review for 2020 Q1 was January. Ratings Each model is rated out of five in ourhalf-starsystemaccording totheirperformance,handling, appearanceanddesirability.…

TURBO LEGACY Ahead of the 992’s launch, we take a look at the history of the 911 Turbo, and assess whether the model is still relevant today CARRERA T: MISUNDERSTOOD? The last 911 Carrera with stick shift – did buyers really understand the T? 911 PAINT PROTECTION The ins and outs of car protection, including PPF v ceramic coating BIG INTERVIEW: DAVID DONOHUE The son of legendary Porsche racer Mark looks at his own path in racing…