Total 911

The rise of the Porsche 964

Lee Sibley — Thu, 16 May 2013 11:58:34 +0000

If you’re not already kicking yourself, you should be. A few years back, the Porsche 964 was a bargain. Relatively unloved by enthusiasts, it lived in the shadow of the 993, and potential fans lived in fear of the big bills legend said it could create. Not anymore. Today, the 964’s rightful reputation is restored as the classic Porsche that’s anything but an old-school 911 with modernistic abilities – and one that is thoroughly worthy of consideration by modern eyes. Here’s why you should act now before prices become even higher…

Why is it the best?

Launched in 1989, the 964 is arguably the 911 that most faithfully combines modernity with the classic elements that made the car famous. Much money was spent at the time with the aim of making it a car for the Nineties while still retaining the visual appearance of a model from the Sixties.

It could almost be considered a modern classic, given the dual aims of updating it as much as possible while keeping cosmetic alterations to a minimum. For those who have dreamed of a ‘real’ 911 that performs as well as a modern one, the 964 may be for them. Yes, it has impact-absorbing bumpers, smooth body kit and some Nineties-esque colour options, but look at what remains intact: the silhouette, the upright wheel arches, even the exposed drip rails that give it such a period look. Yes, the 964 is the Eagle E-Type, born two decades earlier.

The 964 range is supremely creative, too. This was the first modern 911 to benefit from the lifting of the shackles that an impending death had on the range. Since Porsche boss Ernst Fuhrmann’s threat to kill off the 911 in the Seventies, development of Porsche’s most famous model had slowed. Or, more accurately, stopped, save for the odd update to ensure it met emissions laws. Fuhrmann’s replacement, Peter Schutz, rectified some of that in the Eighties – that’s how the 911 lived on and how the 3.2 Carrera came to be such a well rounded model – but the chance hadn’t yet arisen to indulge in the full lifting of the development and investment clampdown. The 964 was it.

The specific development intent was to bring the model as up-to-date as possible. By now, the 911 was 25-years old: this was to be the car that would ensure it lived on for another 25 years. Such lofty intentions are, of course, why the development costs spiralled out of control – Porsche quickly made up for any lack of investment cash on earlier 911s here – but the level of detail engineering that the car benefits from is another reason why it’s so desirable nowadays.

In short, the 964 is a celebratory Porsche. It’s the one that would ensure the 911 continued to thrive rather than live in the shadow of being quelled. All the development within it was done with the future in mind, rather than chasing to offset legislation or desperately try to give the car a lift without actually spending any cash. The contrast between previous 911s is both subtle in places and blindingly stark in others – and it is this dual appeal that makes the 964 such an intriguing machine.

What were the highs reached by the 964?

As it was the first 911 to have the development cash tap turned on, the 964 was able to bring some glorious developments despite only being on sale for five years. This was on top of the launch car’s high-tech 959-inspired four-wheel drive transmission, new M64 3.6-litre engine, improved heating and air con system and electronic rear spoiler. All of a sudden, the 911 was high-tech – and there was plenty more
to come.

One of the most awe-inspiring is the 911 Turbo, a car so fearsome in its later 3.6-litre guise that Top Gear was moved to create a very memorable spot celebrating its sheer speed. You know the one: Tiff, Millbrook, a mint green 964…

But even this wasn’t as fantastic as the rightly idolised Carrera RS models. These were, in spirit, road-going versions of the new Carrera Cup racers hitting the race tracks across Europe in the new F1-supporting race series. They arrived in 1991 and, yes, the name-check with the original Seventies 2.7 RS and 3.0 RS was intentional. Porsche was determined to remind everyone RS equals lighter and more powerful.

They didn’t have the complexity of the Turbo, but a committed weight-saving programme saw ten per cent removed from the curb weight. This is taking the modern classic theory to an extreme: electric windows, electric seats, car stereo, climate control – all were removed. Even the interior light went, as did the sculpted door trims, door handles, plush carpet and heated rear window. It was brilliantly basic, and an absolute dream to drive. One of the best 911s ever: that’s some high.

So, two special series that were right from the off. Porsche sensibly realised this and ensured that they were developed, too – ultimately, into the Turbo 3.6S and Carrera RS 3.6. Again, it was a mark of how things had evolved: this was the era of continuous development at Porsche, something that started with the 964 and led to the multitude of 997 that we see today. Another reason why the 964 is so significant: it showed it can work.

What is it like to live with?

The 964 was the first Porsche to introduce the modernity we all take for granted. Specifically, it pioneered advanced onboard electronics and diagnostics, wind tunnel-tuned aerodynamics and even a flat underbody to produce a drag coefficient lower than any previous 911 (and lower than the later 993, too). The development costs may have rocketed well out of control at the time, but the benefits today are a Porsche that is more advanced than you’d expect of a car more than two decades old and has such a genuinely classic appearance.

The Carrera 4 is arguably the most foible-free 911 on the road. It can be driven quicker and with more confidence than any other thanks to its drivetrain, which is loaded with grip and traction. The Carrera 2 is almost as fuss-free: the back of your mind has to bear a bit more responsibility than the four-wheel drive alternative, but it’s still a low-fuss partner on the road.

Other 964s have more speed, dynamism and involvement, but all share the same core strengths of the range: reliability, dependability and modernity. All have electronics that try to keep things operating no matter the external conditions and stress, as well as including the ability to tell you if something is going wrong and the reliability to ensure you can throw it onto modern roads with much less anxiety than older classic Porsches.

Less than a decade separates the 964 and the 996. The latter is not considered classic or antique yet, and many drive it daily with the expectation that it will do all a modern car can. But thanks to the advances made with the model, this is something you can, to an extent, do with the 964, too. It has a similar in-built ability to be dependable and as lacking in fuss as a much newer car. Which, looking at it, is something many perhaps don’t expect. And therein lies the beauty…

What about the running costs?

Mention the 964 to some, and they’ll immediately respond with breath sucked through their teeth before going on to mention the difficulty of routine servicing and other such worrisome tales. Listen to them, and you wouldn’t even consider buying a 911, let alone a 964.

But the reality is, as always, different. Many will mention the self-destructing dual-mass flywheels, for example. Most of the problematic ones will have been replaced by now, though. Yes, routine maintenance is more difficult than on earlier 911s, dye to the packed engine bay and electronics overlay. But never underestimate the brilliance of Porsche experts: they have found ways of minimising 964 labour bills. Yes, oil leaks are common, and can be more serious than some realise thanks to the aero underbody panels catching and masking the drips. But really, all 911s leak to some extent. As long as it’s not too bad, it should be fine. Certainly nothing unexpected.

The bigger issues are buying a 964 with unexpected faults. Many, for example, assume that they don’t rust. Wrong: they do – but it is the relative dismissal of that which means some can be caught out, particularly as the rust can be hidden behind those polycarbonate bumpers and the smooth-look sill panels. Don’t be dismissive; check everything.

The arsenal of onboard electronics that keep it running can also be a curse. If electronic niggles have crept in, expect to spend a lot of time and perhaps a fair deal of cash to diagnose and resolve any issues. There are more sensors aboard a 964 than on any 911 previously, so it’s vital you make sure all are operating as they should and don’t dismiss any that aren’t. This is an area where the running costs of a 911 can spiral.

Overall, though, don’t believe the myths. The 964 is now old enough to have been seen by every expert in the field. Their collective wisdom has ensured that any fearsome running costs associated with a 964 have long since passed. Yes, some areas will be more expensive than others, but this should be weighed against the areas in which the car brings benefits: extra reliability, for one, and the ability to shrug off ambient conditions that would cause concerns with other 911s for another. Don’t write it off because you fear running it could be a ruinous headache. By 911 standards, it really shouldn’t.

Are there any 964′s that may disappoint?

Of course, not every 964 quite reaches the highs of the best. The majority of them are likeable in some form, as nothing detracts from the fundamental feel of the car, but there are some models with quirks and characteristics that haven’t found unanimous appeal.

The launch Carrera 4 is the obvious example. The first four-wheel drive Porsche was intentionally created to be sophisticated, stable, loaded with traction and free from the traits that made the 911 notorious in the Eighties. In doing so, though, Porsche had made it do something else – understeer. On the circuit, it was very obvious, meaning those who wanted to exploit the easily found lurid slides a 911’s engine location made easy to access would be disappointed. However, many more loved the newfound assured cornering – this would soon be the Carrera to please non-believers.

Another debatable 911 is the Tiptronic. Using a four-speed torque convertor automatic, it came with the then-revolutionary feature of steering wheel-mounted buttons for shifting up and down, but it was the combination of relatively lazy shifts and only having four gears that made its reception lukewarm. The fact that a 911 without a stick-shift was anathema to some also didn’t help. How times have changed…

The Speedster is also a confusing proposition. Clearly, it was confusing to Porsche itself, too – that’s why there’s two of them: the 1989 3.2 Carrera-derived model and the later 964-derived model. While the chopped-down windscreen, simple (RS-style) interior and that bug-like rear were distinctive, the model never quite achieved its aims of being a more simplistic, pure recreation of Fifties ideals. It missed the spot, making the compromises it bought with it all the more stark. That’s why Porsche sold less than a thousand, despite wanting to sell three times that.

Speaking of roofless 911s, Cabriolets will always be considered by some to be a disappointment. The Carrera 3.2 Cabriolet was almost a rush job, a modern development under the radar of 928-loving Fuhrmann and then launched as rapidly as possible by an enterprising Schutz. The open-top 964 benefited from more years of development consideration, and thus has the refinements to demonstrate this. It’s that bit neater and more cohesive, both to look at and use. Despite all this, it may remain a disappointment, but that’s nothing to do with the 964 this time.

Head to head: Porsche 993 Turbo v 997 C4 GTS

Lee Sibley — Wed, 15 May 2013 09:58:09 +0000

However controversial the 996 was, there’s no denying the 997 represented a real return to form for Porsche. By perfecting the 996’s strengths, toning down its flaws and returning to the classic round-headlamp look so beloved of enthusiasts, Porsche had a hit from the start. That it didn’t rest on its laurels and instead continued to develop the 997 further into a truly wonderful Porsche was both the icing on the cake and a serious self-created problem. Runout 997 GTS or base 991 Carrera? It’s a tougher call than anyone expected. But good as it is, the 997 isn’t yet credited as being the best 911 of all. That’s a title generally handed to the 993, which raises an interesting conundrum: which would be a more rewarding way to spend £65,000 – on a new 997 GTS or the best used 993 on the market? That’s what we decided to investigate.

Style: The lineage is there, but what big differences in proportions separate them? The 997 shape sits in that uncomfortable space of being both far from factory fresh and also the car deemed as ‘old’ in the ‘old and new’ comparisons with the 991. To show off how sleek the new car is, most will look to its immediate predecessor, and rightly so. After all, it was the reference point for Porsche’s own engineers, and fixing its weaknesses will have been one key aim of the design process. That’s not to say the 997 isn’t still a striking and good-looking machine, though, particularly in wide-body Carrera 4 guise. Familiarity means its smooth sculpting is now overlooked, and its classic front end taken for granted. Because we all know what it looks like, it will take time for genuine appreciation for the 997 to return. The fundamentals have been so well implemented, though, that return it one day will.

The 993 is so sublime – it never lost it. This is the last classic Porsche, and the contrast between it and the 997 is striking. No prizes for guessing which appears the most compact, bullet-like, hewn from solid and irresistibly head-turning. The 993 in Turbo guise is an impossibly special-looking car, all pumped-up extremes and the sort of metal-creasing angles that scream ‘desperate measures’ rather than ‘design intent’ (and look all the better because of it). Those 6cm-wider rear fenders look brilliantly exaggerated, and every inch the squat tarmac-melter its reputation implies. The rear wing is nicely OTT, and the steamroller rear tyres look much bigger than their 285/30 ZR 18 sizing suggests. It’s not unlike race cars that have been converted from road cars – take what you have and make it as radical as possible within the realms of reality and legality. The resultant creation is a mutant, and all the more gorgeous because of it.

Part of the 993’s distinctive looks come from the bits that age it. The paint is deeply lustrous, but the polished surface gleam is undoubtedly heightened by all the extra superficial disturbances lying along it. There’s just so much to play with the light, from the exposed drop rails to the glinting edges of panels due to the past-era panel gaps. An aerodynamicist would have kittens at the prospect of all this wind-snaring surface activity, and that’s why modern cars don’t have the surface action the 993 and its ilk do.

Then there’s the aforementioned difference in proportions. Park a 993 next to a 997, and marvel at how ‘big’ the newer car looks. It’s taller, longer and wider; there’s more meat in the door panels and more substance in the window pillars. There’s basically much ‘more’ of it – it’s clear to see why new cars are so much heavier than old ones (despite this new one actually being the lighter of the two). But there’s one telling detail that really separates them and fully illustrates this illusion in stark light: the wheels. On both, they’re 18-inch in diameter. But which looks just right and which appears under-wheeled? And to confirm this, check out the wheel arch gaps between this rubber: it’s fag papers only for the 993, while there’s clear daylight on the 997. In short, the 993 shows why an all-new Porsche was needed: it had simply outgrown itself.

Transmission and chassis: Four-wheel drive made the frightening 911 Turbo manageable and gave Porsche the green light to pursue ever-higher levels of power output. Indeed, it was to do this with the later Turbo S derivative of this Turbo: super-rare and punching out a fearsome 450hp, showing the sheer pace built into this snarling model. From this point on, the 911 Turbo would become awesome for reasons other than the threat of scaring you witless from a surfeit of power over control. It would, instead, be all about power.

But in its 993 guise, Porsche was again pushing development. The gear change is the best example of this. In the 993, you sense you’re using something stretched far from its original purpose, which engineering has made work, but only just: there are compromises along the way. Yes, it packs six speeds, but it also has a lightweight, lifeless shift action far removed from the involving gear change familiar from the 911. Love it or loathe it, there’s no denying the gear change of a classic 911 is involving. This, sadly, isn’t.

The 997, in contrast, has a gear change that engineering has perfected. More than capable of dealing with the 408hp output of the engine, attention has been focused instead on making it as short-throw snickety as possible and as slack-free and sewing machine-like as can be. Complete with Alcantara-topped gearknob, it’s a beautiful transmission and a fine modern interpretation of the spindly stick-shift original 901. It’s arguably even the pinnacle of 911 manual gearbox development given the slight disappointment over the 991’s seven-speed manual.

Both cars are four-wheel drive, but the system is more fluid and linear in the 997 – no surprises there. This arguably makes it too efficient for the enthusiast, though. It does everything you need with supreme efficiency, and thus allows you to drive extremely quickly with huge confidence, but some may actually like the rawer feel of the 993 Turbo. There, you can sense the less smart-thinking rearward-biased drive and the mere 20 per cent of power being divvied to the front wheels, and feel 408hp being mechanically and electronically divided up between the wheels with the most grip. It’s not as efficient, but nonetheless a delight for the engineering-minded. Do this in confidence, too: being a ’98 car, this model will have benefited from the stronger transmission shaft Porsche fitted to later 993 Turbos to lessen breakages for those who did exactly this.

They diverge in handling precision, too. The 993 has the purity of an original 911 but, as mentioned, hidden beneath a firewall that’s there to cope with the heady forces it can generate. Steering, sensations and satisfaction all have rewards, but they’re not immediately apparent – you have to concentrate, be patient and accept that the pure 911-like entertainment may, at times, be more fleeting than in other models. Power delivery and pace undoubtedly dominate here.

The 997, on the other hand, is sublime all the time. It’s easier to drive, but no less pleasurable. The steering has fantastic accuracy, yet also chatters and shuffles like all real 911s should. The front end is crisp and linear and the overall balance beautifully, beautifully composed. This really is a car at the very top of its game, doing everything you’d wish a classic 911 would, but with all the refinements you’d expect a modern car to provide. As many have mentioned, it’s a hard act for the 991 to follow.

Comfort: The 993 screams ‘classic Porsche 911’. To open the doors, reach down low and grasp a cool metal door handle. The door release clicks, and the door eases lightly out on well-oiled hinges, betraying the relative lack of side impact protection and electrical gadgetry built within. The sill appears to have an undercut and the ride height looks substantial, yet the drop down into the cabin, negotiating the set-back A-pillar base, makes you appreciate how much smaller the 993 is compared to modern 911s.

It’s a bit of an evocative noise overload; for the leather of the test car also creaks loudly, briefly drowned out by the sharp vault-like click of the door and, when you’re ready, the cammy, echoing whirr of the starter motor. There’s no engine throb until you’ve mastered the irritatingly confusing (read: Nineties) alarm-immobiliser, though, and this isn’t the only area in which the 993 really shows its age. The floor-mounted pedals, offset far to the left, will be near-unmanageable for classic 911 first-timers. The clutch, and in particular the brakes, feel odd until the immense detail they provide becomes appreciated. The at-a-reach stereo will undoubtedly be bleeping or doing something irritating, as it’s likely to be an aftermarket system, showing how far Porsche in-car entertainment has come in two decades. You’ll have no idea how to work the heater unless you’re familiar with 911s, and will also find the lack of stowage slots for modern-day essentials such as mobile phones rather frustrating.

Step from this into the 997, and it’s like moving from LP to CD. Not as richly rewarding, perhaps, but a damn sight easier to use. The seats are both softer yet firmer thanks to advances in materials and some well-judged bolstering. The pedals are sensibly located, the steering wheel is small and manageable and dials can be clearly viewed through it. The heater controls make sense, the stereo matches everything else around it, everything is close and, to coin a terrible cliché, falls easily to hand, as opposed to hand wavering in the 993 while you work out which switch, slider or lever does what.

The only area in which the 997 lags is visibility. It’s not bad out the front, but rear awareness is very restricted, and those thick pillars block further views out. A key selling point of the 911 was always the panoramic viewpoint so well demonstrated by the see-everything 993; in the interests of crash safety and occupant protection, the latest 911 dials this back. Reassuringly so? If we were using the car often, it’s certainly true a 997 would offer more reassurance than a 993. The loud, damped click when you close and open the door should tell you this, too.

Comfort also includes rolling refinement, and there are no surprises here, either. The 997 is more taut thanks to its far stiffer bodyshell
and two-decades-on suspension understanding, yet it also rides with more absorbency and a lot more comfort than the 993. You can feel bumps, but don’t necessarily hear them. The bit you do feel has been absorbed and smoothed out, so the worst of it doesn’t filter through. With the
993, it’s far rawer. It jitters on stiff springs, which loudly pick out bumps with an aggressive crash, doing little to take the impact harshness away from them. This is undoubtedly the tougher car to live with out of the two.

Performance: This is where the two split the most. The 993 is classic 911: an air-cooled flat-six, livened up by the rush of forced induction that didn’t arrive until more than a decade into the car’s life, but quickly made itself a hugely significant variant. By 1995, the 993 Turbo’s 3.6-litre motor had two turbochargers. Plus, for the first time ever on a 911 Turbo, it had four-wheel-drive. Complete with onboard diagnostics and a catalytic converter system, it was the cleanest 911 Turbo yet, and something of a technological masterpiece. 408hp stands scrutiny today – 17 years ago it was mesmerising.

Porsche today releases 408hp from a normally aspirated motor, the 3.8-litre engine fitted to the test GTS. Add forced induction, and you’re well into the 500s: it kind of puts the might of the 993 into context. But even this doesn’t quite present the advantage you’d think it would.

It’s a matter of similar power, similar performance, but two different ways of delivering it. To get an idea of what they’re like on the road, just look at them: the 993 Turbo lives up to its extreme, aggressive-edged appearance. It’s far from subtle, but very, very thrilling.

To get there, though, you have to be patient. The hydraulic clutch takes some getting used to, while the sticky electronic throttle is frankly awful. Highly digitised, the on/off throttle transition is switch-like, meaning it’s near impossible not to filter in power with a snatch. It’s fine at speed, but just the thing to set you kangarooing around town. At least the engine is manageable at low revs – indeed, probably too much so. When the turbos are sleeping, the response of the motor is subtle. Fail to appreciate this, and you’re going to be left embarrassed. You’ll only find the power and drive if you’re conscious of the revs and likely response.

But away from the city confines, who cares? The performance of the 993 Turbo is fantastic. Seconds pass before the turbos wake up, and even then true effectiveness is only felt at mid-range revs and above. The air-cooled motor loudly howls against a backdrop of rushing turbos, and the entire drivetrain turns electric as that 408hp is delivered.

Against this drama is the contrast: a sleeping 997 feels like an executive car, albeit a well-oiled, interactive one. Where the 993 driver will be fighting and driving through quirks, the 997 pilot will enjoy a crisp, feel-packed gear change, an accelerator that is beautifully metered and surgically subtle and an engine with polite mannerisms. It’s as if Porsche has retained the welcome aspects of involvement, but filtered out the daunting by-products.

As for performance, again, it’s a class act. 408hp can be tapped into with the merest brush of the electronic throttle pedal. The engine responds with immediate precision and exact linearity to the amount of accelerator being dialled in, with none of the hesitation of the 993. Power comes in like turning on a tap, the revs exactly matching the intensity of the response. At higher revs, it feels crackerjack fast, borne out by performance figures that near-level peg the Turbo. It may not have the appearance of the Turbo on the road, but it’s certainly a match for it – believe us, the ease with which the 997’s performance is delivered will more than make up for any advantage the 993 has on paper. You can access and use more of the GTS’ power, more of the time.

993 specs:Power (bhp)408Torque (lb ft) 398CO2 (g/km)373.7CURb weight (kg)1,500Fuel consumption (mpg)150-62 mph4.5 secMax speed (MPH)180Price (excl options) £67,950

997 C4 GTS specs:

Power (bhp) 408

Torque (lb ft) 309

CO2 (g/km) 247

Curb weight (kg) 1,480

Fuel consumption (mpg) 26.9

0-62 mph 4.6

Max speed (MPH) 188

Price (excl options) £83,145

Ben Barker records top ten finish in Porsche Mobil 1 Supercup

Lee Sibley — Mon, 13 May 2013 13:36:32 +0000

Ben Barker recorded a credible top ten finish on his debut in the Porsche Mobil 1 Supercup, scoring points first time out at the Circuit de Catalunya in Barcelona as fellow Brit Sean Edwards claimed a maiden victory for the season.

The practice sessions in Spain represented only Barker’s second outing in the Team Bleekemolen car, but he defied his similar inexperience of the Barcelona circuit to post times in the top six, and reported improvements to the handling of the new 991-based 911 GT3 Cup machine as he and the team made a raft of changes throughout the session.

Barker was in great spirits ahead of his maiden Porsche Mobil 1 Supercup season

Confidence was high in the Barker camp before qualifying, but a couple of small mistakes on his first run left him towards the tail of the top ten, dropping to 13th as some of his rivals used new tyres to go quicker on their next attempt. Bolting on his own set of fresh rubber, the Briton climbed a couple of spots in the order but was left to rue another small error on his best lap: “I locked up in the middle sector, and that probably cost me three-tenths of a second,” Barker confirmed. “I was among the fastest of all through sectors one and three, so would definitely have been higher up the order.

Barker’s time still put him ahead of some illustrious company, with nine-time World Rally Championship winner Sebastian Loeb and former British Touring Car champion and World Touring Car racewinner Alain Menu both behind him on the grid. At the start of the 14-lap race, however, the Briton lingered a little too long on the clutch, allowing Loeb to get the better of him on the run to turn one, but wasted little time in returning the compliment, taking the place back from the Frenchman into the hairpin on the opening lap.

Sebastien Loeb made a guest appearance in his Martini-liveried GT3 Cup 911

With Supercup regular Kevin Estre sidelined before the start, the battle with Loeb would become one for a top ten finish, as well as being a highlight for both the spectators at the circuit and those watching live on Eurosport, where both drivers received a good deal of airtime. Loeb’s on board camera caught the Frenchman’s attempt to wrestle the spot back at the hairpin – only to also show Barker cutting back under the ‘guest driver’ to reclaim the advantage!

Barker enjoyed a gripping duel with Loeb for a top ten place

Once back ahead of his rival, Barker was able to establish a cushion that ensured he was able to cross the line in tenth place, securing six points towards his championship campaign, but was unable to bridge the gap that he opened out in front whilst he was battling. “The scrap with Sebastian was great!” Barker enthused, “It may not have been for the podium, but it was good to come out on top and make sure I finished in the top ten on my Supercup debut.

At the top of the grid, seasoned Supercup driver Sean Edwards ensured his season got off to the perfect start, leading the race from pole to take the chequred flag seven seconds ahead of second-placed Nicki Thiim, the dane himself rising up from the back of the field throughout this opening spectacle.

Left to right: Nicki Thiim (2nd), Sean Edwards (1st, Sean Ammermüller (3rd)

The second round of the Porsche Mobil 1 Supercup takes place in Monaco over the weekend of 24-26 May.

A week in the life of Magnus Walker: part 2

Lee Sibley — Thu, 09 May 2013 10:09:51 +0000

Entering Florida in the new 991 was a little like entering a different world – it moves at its own slower pace. The air smells different, and the scenery and the vibe was tropical. Amelia Island definitely has a chilled atmosphere about it.

We checked into our resort hotel and I donned the only suit I own (because Karen made me!). It’s a neat little pinstripe number and we looked pretty dapper as we headed over to the Ritz Carlton hotel to attend the Porsche 911 50 anniversary dinner. That night we met many new faces, the highlights being Patrick Long, Brian Redman and his lovely wife, plus Hurley Haywood who just happened to give me a Brumos lapel pin!

Meeting Hurley Haywood was a real high from the trip

A few of the honored invited guests included racing legends Vic Elford, Brian Redman, David Hobbs, Hurley Haywood, Sam Posey, Dan Gurney, Patrick long and Jeff Zwart. Not bad company eh? Much to my astonishment, during the opening speech they called my name out along with all those heroes and thanked me for my passion and support – they even claimed I was bringing a few new faces to the Porsche family. It was truly an honor I will never forget.

The next morning was another early affair as we attended a Porsche rally then drove my 991 C4S I had for the week down to a Jacksonville naval base to attend the Porsche driving experience, which consisted of a Cup car thrill ride with either Hurley Haywood or Patrick Long. Karen got Hurley and I got Patrick.

Magnus was impressed by the ferociousness of the Cup 911

The cup car accelerated very quickly up to about 175mph down the long runway strip to the braking zone, then perhaps the most impressive bit happened: the deceleration and sequential down shifts. After the turn, we were then back on full throttle, up-shifting as we approached the sweeping slalom at approximately 140mph. It’s amazing how stable and controllable the Cup car is the hands of a pro driver.

Before you knew it the ride was over, but my first question was “can we go around again”? Thankfully the guys at Porsche had already thought of this and had the lead PDS guy Cass Whithead on hand to demonstrate the same course with a street 991. The amazing thing is with launch control the street 991 did not feel that much slower and did the hot lap at approximately 15mph less than the Cup car! It was so intense to be in the passenger seat of a street 991 going through the sweeping slalom at approx 125mph.

Cass Whitehead had the 991 C4S chasing the Cup car superbly

Next up on my journey was a trip to the iconic and legendary Brumos Porsche in nearby Jacksonville. I have always had a fondness for Brumos with their red, white and blue color scheme along with the fact that my favorite 65-911 car #300310 was delivered to Brumos in early 1965.

We were met by a cool guy named John Schaffer who gave us the showroom tour, introduced us to the team and then took us over to the Museum were their history of remarkable cars are housed. If you are in Florida, a trip to Brumos is a must.

After that I attended the Porsche seminar, a 90 minute discussion panel consisting of Hurley Haywood, Bobby Rahal, Patrick Long, Jeff Zwart, Alwin Springer, Peter Schutz, Jack Atkinson and Harm Lagaaij. Keeping everybody in line and hosting the event was Bob Varsha.

Later that night we hung out with our new found Porsche friends as we sampled Chalmers’ ‘low country boil’ cooking at its finest. It’s the southern version of fish and chips including the newspaper: you cook shrimp, potatoes, corn and, well, anything else lying around. Throw it down on newspaper and eat till your pants pop. It was an action packed day to remember.

The next day we attended the Amelia Island concurs, which is not usually the type of event I choose to attend – yet the people could not have been more welcoming and friendly. Porsche had a great stand featuring a truly impressive original 1965 -911 owned by the Ingram collection, and a new red 991. Centered just across the lawn was a Porsche lover’s dream including the ultra rare prototype 64-911 and everything in-between from a 67R To an ST and numerous 934 and 935s. The amount of Porsche eye candy was overwhelming!

Amelia Island provided plenty of Porsches to admire

Time moves quick in Porsche heaven and before we knew it was time to head back to Atlanta airport for our flight back to LA. Now a lot has been written recently about the new 991 so I will keep it brief, but from a guy who drives nothing younger than a ’76 Porsche 930 variety no less, I can say that new car was a sheer blast to drive.

After 1,000 miles behind the wheel, Magnus is a big fan of the 991

Karen and I had spent five days with the beautiful car. When we left it in the car park at Atlanta airport covered in bugs, we had covered 1097 miles and spent 25.3 hours behind the wheel, and the car never missed a beat. Many thanks to Chalmers Niemeyer and all at PCNA for making this happen.

Lastly, Porsches weren't the only beautiful sight from Amelia Island

*Part one of a week in the life of Magnus Walker is available from Total911.com here. To purchase a copy of the special 100th edition of total 911, guest edited by Magnus himself, hit this link to purchase a copy or click here to download a digital edition.

Total 911 issue 100 guest edited by Magnus Walker out now

A week in the life of Magnus Walker: part 1

Lee Sibley — Wed, 08 May 2013 13:49:56 +0000

“I had wanted to do a southern road trip for some time and it seems the stars finally aligned for me and everything just fell into place. It all started after PCNA marketing guy Chalmers Niemeyer invited us to Amelia Island for Porsche’s 911 50^th anniversary dinner. As luck would have it, my wife Karen is from Atlanta (the ‘Peach State’) which just happens to be where Porsche is headquartered in the States, so my thoughts were to kill two birds with one stone. Naturally then, the trip was based around family and Porsche.

In no amount of time our flight was booked to Atlanta, but what about a car? Sure, a rental car could be booked but apparently Hertz does not rent Porsches yet. But, as luck would have it, Porsche stepped up to the plate and loaned us a 911! We were met at Atlanta airport by Chalmers who give us a brand new 991 C4S Cabriolet 7 speed PDK version with only 11 miles on the clock with a sticker price of $137,000 and a tank full of gas. You’ve got to love Porsche.

Magnus' wife Karen is shown around the 991 C4S by Chalmers Niemeyer, PCNA marketing

Now, I have never owned a Cabriolet and I am not the “wind in your hair” type so the Cabriolet was not the first natural choice, but I was determined not to let that affect our trip.

Being an earlier 911 owner and driver, I was a little overwhelmed by all the modern gadgets and amenities that were being shown to us at the Porsche Tec centre. All that apprehension soon disappeared though as I put the car in sport mode and followed Chalmers away from the Tec Centre in search of some good local Southern food.

Magnus warmed quickly to the latest 911

It was then time to find our hotel located in the middle of nowhere, about twenty miles south of Atlanta. Porsche’s GPS sure came in handy for that! The first thing that struck me about the car was how familiar it felt in nature to the older models, and the second thing was how fast it felt! I was very impressed by the 3.8-litre engine in the C4S.

Despite all the aesthetical changes, Porsche's five pod clocks have stayed with the 911

Early the next morning I programmed the GPS and headed out to take a tour of the Porsche service training centre where apprentices from all over the country come to take the PTAP (Porsche Technical Apprenticeship Program). Top performing students from Universal Technical Institute (UTI) are hand picked by Porsche Cars North America for an intensive 23-week apprenticeship. Students are immersed in Porsche’s full product line then once they successfully complete the program they are placed in a North American Porsche Dealership. I saw classes in engine rebuilding, bodywork, electronics, suspension set up, along with an ultra low mileage Carrera GT that is used as a service training car. It has been taken apart and reassembled 55 times!

This Carrera GT has been reassembled 55 times by Porsche Technical Apprenticeship Program

Next stop was PCNA headquarters just north of Atlanta as I followed Chalmers trough Atlanta’s morning rush hour as I started to feel at ease behind the wheel of the 991. The 911 cuts through morning traffic with ease, no doubt helped by the 400 HP at my disposal. A quick prod of the throttle pedal and the PDK downshifts a gear or two and eats up distances in next to no time. Before I knew it, I was pulling into PCNA.

Upon entering Porsche’s North American headquarters I was given the full tour and amazed at how friendly everyone was. Quite a few of them even knew me because they had seen our documentary Urban Outlaw. A few hours later after having met everyone from the marketing to legal dept I left with an arm full of great Porsche swag and merchandise including a very cool GT3 RS 4.0 piston paperweight and a few cool toy models.

The rest of the day was spent covering great distances in and around Atlanta, visiting and spending time with my wife Karen’s ‘Kin Folk’. I even found time to take Karen’s brother for a quick spin in the 991 around the block. He is usually a diehard Chevy guy so was apprehensive of the fancy Porsche and naturally told me to brake at least fifty feet before it was necessary, but needless to say when the joyride was over he got out of the car and told me he would never call a Porsche a “souped-up VW” again! That’s one more Redneck for the Porsche team.

Early the next day we loaded up the 991 set the GPS and headed south on I -75 towards Macon where we picked up the I-16 & Headed south towards Savannah. The most difficult part was obeying all the local speed limits and controlling the urge to keep the throttle floored for long periods of time. We were soon in the historic picturesque city of Savannah GA. After a short tour and many picture stops we were back on the road heading south down Hwy 95 to Amelia Island, Florida. The 991 was eating up the approximate 375 miles from Atlanta with ease and comfort. We were in Sport mode the whole time, prompting my wife too suggest that a new 991 was a good idea. Maybe it was the four-wheel-drive? Either way, a happy wife makes a happy life!

Total 911's guest editor outside Porsche Cars North America

Entering Florida was a little like entering a different world it moves at its own slower pace. The air smells different, and the scenery and the vibe was tropical. Amelia Island defiantly has the chill vibe about it…”

*Part two of a week in the life of Magnus Walker is available on Total911.com here. To purchase a copy of the special 100th edition of total 911, guest edited by Magnus himself, hit this link to purchase a copy or click here to download a digital edition.

The special 100th edition of Total 911 is out now

World exclusive: new 991 Turbo revealed

Lee Sibley — Fri, 03 May 2013 09:43:11 +0000

Total911.com can exclusively reveal first pictures of Porsche’s new Turbo model. The 991 variant enjoys a power hike to 520hp from its direct injection 3.8-litre engine, with the Turbo S, also revealed this morning, serving 560hp. Both the Turbo and Turbo S are offered with PDK only.

The 991 Turbo S is released in tandem with the 991 Turbo

The Turbo will feature a new all-wheel drive chassis with adaptive aerodynamics and active rear axle steering. The all wheel drive system is enhanced with an electronically controlled and activated multi-plate clutch to help deliver power to all four wheels. The rear axle steering is similar in nature to the system currently offered on the new 991 GT3.

For the first time, Porsche has adopted active aerodynamics to the new Turbo. The front spoiler is now a three-stage retractable item with segments that can be pneumatically extended according to the speed of the vehicle. At the rear of the Turbo, the wing can also be deployed in three adjustable positions according to both height and angle, maximising downforce when required.

The new model is the widest Turbo yet, measuring 28mm wider than the 991 Carrera 4

Also for the first time, PDCC (Porsche Dynamic Chassis Control) is offered on the Turbo models, coming as standard equipment on the Turbo S. PCCB and Sport chrono Package Plus come as standard on the Turbo S once again, and is optional for the Turbo.

The lavish interior features carbon trim and options including radar controlled cruise control and speed limit recognition

The new Porsche 911 Turbo, priced from £118,349, and Turbo S from £140,852, will be on sale from September. An exclusive, in-depth review into the new Turbo with specialist opinion and debate can be found in issue 102 of Total 911, on sale 22 May.

15% discount for Rallye Privé registrations now open

Lee Sibley — Tue, 30 Apr 2013 09:48:44 +0000

In issue 99 of Total 911, we offered two lucky winners the chance to claim free registration for the magnificent Rallye Privé, a French regulation rally for Porsche owners between Chantilly and Cabourg on May 25.

And, now the two lucky winners have been notified, Total 911 is delighted to announce an exclusive 15% discount available to other Total 911 readers who wish to enter the race.

To find out more about the event, please visit http://www.happyfewracing.com/index.php/en/rallyeprive2013 and enter the code TOTAL911 to get your discount when proceeding with registration.

Please note this offer is vail until May 10. See you there!

50 years of the Porsche 911 in Total 911′s 100th issue now

Lee Sibley — Mon, 29 Apr 2013 11:11:21 +0000

Only those who reside on another planet far, far away from our own will not know the esteemed Porsche 911 is now in its 50th year of existence. Since the unveiling of the then titled 901 at the 1963 Frankfurt Motor show, Stuttgart’s revered sportscar has amassed a spectacular history over seven glorious generations, culminating in the sale of over 820,000 Porsche 911s worldwide.

It was only fitting then that Porsche should invite us over to Zuffenhausen to witness at first hand the evolution of the iconic flat six and all its trimmings via an exclusive drive in every generation 911 from the early classic to today’s 991 counterpart. The opportunity provided us with a chance to look back on Porsche’s 911 story at large, documenting how each new generation marked a significant milestone in its decorated history.

As well as getting behind the wheel of Porsche’s selection of pristine 911 examples, we also take to the famous Weissach track to assess its credentials as an integral part of the 911′s development over the last 50 years – and, in a fitting spectacle of a finale, we also visit Porsche’s secret Zuffenhausen museum to uncover some of the Porsche prototypes that never made it to production.

The Stuttgart Celebration of the 911′s 50 years can be found in the milestone 100th issue of Total 911, out now. Featuring the esteemed Magnus Walker as guest editor, you may get your copy wherever you are in the world by visiting the Imagine Shop at ww.imagineshop.co.uk/magazines/total911.html, or by downloading a digital edition for all platforms via the fabulous new GreatDigitalMags.com website.

Photo special: Magnus Walker’s greatest 911 builds

Lee Sibley — Thu, 25 Apr 2013 10:02:43 +0000

Magnus Walker’s collection of self-made 911 hotrods is awe inspiring. Here, the guest editor discusses each of his most famous 911 builds in celebration of his latest creation, the ’72 STR II – as featured in Total 911′s milestone 100th issue now. To purchase your copy, visit the ImagineShop online bookstore, or visit GreatDigitalMags.com to download a digital version.

’71 street racer

Magnus says: “This is my all-time favourite; updated, developed and modified, but never restored. It is my go-to car for all spirited runs, and can be seen in a few online videos. It’s not the fastest car, with only 180bhp from a 2.4-litre Twin-plug motor, yet it handles and stops well. Having owned it since 1999, this is the car I have had the longest and am most associated with.”

’68 R-inspired 911

Magnus says: “This is my favourite short wheelbase build, and really the car that put me on the map. It’s my interpretation of the iconic ’67 R, with a few custom touches, including that great 2.5 motor, suspension setup, stance and look. It graced the pages of Total 911 back in Issue 91.”

’65 911

Magnus says: “Another very early car ironically built only three weeks later than my iconic ’64 911. This car has more of a sports purpose rally vibe, with decor trim delete, vintage Scheel seats and famous Fuchs rims. The car has also been lowered and modified but crucially has not been restored. For a pokey 2.0-litre car, it’s a fun ride with an abundance of character and, of course, an absolute joy to own. Looks-wise, it’s one of my most understated.”

’76 930 Euro Turbo

Magnus says: “This is my latest toy: I am currently on a 3.0-litre 75-77 Turbo crusade, and having already purchased an early ’76 US 930, I could not pass up this rare Euro-spec Minerva blue car with deleted sunroof. The updates here are simple yet effective; it has been lowered and had some group 4 PAG 15 rims added, along with a vintage steering wheel for that personal touch.”

’72 STR

Magnus says: “The ’72 STR was my first build combination of my favourite R and ST models. It was similar to my ’68 R-inspired car, with the same integrated turn signals and drilled door handles and powered by a 2.7-litre MFI motor with a compression ratio of 9.5:1. The car had lots of goodies for better handling, and was covered in orange and light ivory paint, rolling on Minilite rims. It was eventually sold in France, and was the forerunner to my latest STR in this issue.”

’72 STR II

Magnus’ lastest and greatest 911 hotrod build, his second ’72 STR, is featured in the celebratory 100th issue of Total 911, out now.

Magnus Walker revealed as Guest Editor of Total 911 issue 100

Lee Sibley — Tue, 23 Apr 2013 10:31:36 +0000

Total 911 is delighted to announce Magnus Walker as the esteemed guest editor for the publication’s landmark 100th issue, in shops from April 24.

The Urban Outlaw and Total 911 subscriber, widely regarded for his bespoke builds on ’64-’73 era 911′s, has overseen a thrilling edition from his LA home. The issue showcases 25 911s that have inspired Magnus before revealing his latest project, the ’72 STR II hot-rod.

Speaking about his guest editor role for the 100th issue, Magnus said: “I feel privileged to have been asked to head this special edition of the magazine. I was very surprised to be asked to do it, and am honoured at the opportunity.”

As well as the stunning feature on Magnus’ latest 911, the 100th issue of Total 911 is packed with lavish features including the full report from our 1,000-mile European roadtrip to find out if Porsche’s PDK transmission makes or breaks the 991 C4S, and we also pit the 996 GT3 RS against its competition Cup counterpart and delve inside Porsche’s secret museum to uncover some breathtaking prototypes.

In celebration of the 100th issue, the magazine also joined forces with the 911uk forum to stage a huge gathering of 911s at the Silverstone race circuit. Full coverage of this and much, much more can be found in the celebratory 100th issue. To purchase your copy, visit the ImagineShop online bookstore, or visit GreatDigitalMags.com to download a digital version.