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Classic Porsche 911 - Surveys owners, repair and operation of 911 news stories and page model, sales and much more in ou...
Classic Porsche 911 - Surveys owners, repair and operation of 911 news stories and page model, sales and much more in our club fans and fans of the legendary series cars Porsche 911. All about 911-901, 930, 964, 993, 996 and new era 997 and 991-series.

If you're buying a used 911 as an investment, send me your address so that I can arrange a visit from the boys. Investors who never drive their 911s bring a word to mind. That word is 'pimp'. As 911 diehards, the boys don't like pimps, so when they arrive, make sure your engine is still warm, the exhaust system is making that tinkling noise and there is evidence in your tyres of some recently accomplished brisk cornering.

All 911s, from 1963 to this afternoon, share a characteristic 911 'feel', but that varies greatly in degree. Bog-standard used Coupes from the late 1970s or 1980s once delivered the goods for sensible money but they might demand some restoration work now.

Choosing a 911 is such a very personal matter. Just go for what you really want, get the best straight car you can find and look after it. Reliability is legendary but repairs can be costly.

My choice is currently the 993 Carrera 2 Coupe of 1993-98. Its predecessor, the 964, was respectable but dull. The 993's different, agile feel makes it terrific to drive and good ones go for less than £30,000 - this week, anyway.
It's the last air-cooled 911 model but so what? Later models lost nothing by being water-cooled. No, pick a 993 for its exhilarating agility, and its price.

A friend of mine paid £26,000 for a superb 1994 993 Carrera 2 in late 2013. He loves it, whether he's tootling about the shops or on a 300-mile blast through the remote Highlands of Scotland, where it truly excels. And that's no more than it deserves.

Porsche 911 Carrera RS
1973 // £500,000
The eternally great, ultimate development of the original 911 concept, it combines high performance and low weight with inch-perfect precision handling. Superb but the price of this model now, sir, is officially‘through the roof'. If you buy one, promise us you will use it.

On an autumn day in 1972 the salesman from Porsche GB came to visit our house. 'We're making a special car,' he told my father. 'Only 200 will be built, and we're offering them to our best clients first as demand is sure to be strong.' They built more than 1500 in the end, and demand was so great that, instead of management having to use them as company cars to use up unsold stock as expected, Porsche sold out the first batch of 500 immediately and had to build two more series.

Why the fuss? Because the RS is so much more than the sum of its parts. It was derived from the relatively humble 2.4S, but with flared rear arches and wider wheels (a 911 first), bored-out engine (at 2.7 litres Porsche's biggest road car motor to date), a rear spoiler (another first, and not just for Porsche, so initially illegal in some markets) and, last but not least, weight-loss that took the RS under the magic 1000kg in 'lightweight' trim.
The result: 150mph, 0-60mph in 5.0sec, handling to die for (and you would if you lifted off mid-comer) and a string of victories on every continent including rallies, Le Mans and the Targa Florio. Oh, and you can drive it to the shops.

Mine's been in the family for 42 years and has never once 'failed to proceed'. Beat that, Enzo...


Porsche 911 GT3 (997-series, generation II)
2009-12 // £80,000-120,000
The 997-series Generation II cars were terrific in their time and the naturally aspirated 997 GT3 was a hugely powerful, seriously fabulous machine, subtly better in fast corners than previous GT3 models.
A classic in waiting - bound to be a sound long-term investment.

Any brand new 911
2015 // From around £75,000
Admit it, they are absolutely brilliant. If you don’t want one, you should. Buy it, keep it, service it properly. One day, it will be a classic but, meanwhile, enjoy a few happy decades driving it. The best of all worlds.
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  •   Ben Koflach reacted to this post about 3 years ago
    WORK OF ART PORSCHE 1973 CARRERA RS

    The 1973 #Porsche-911-Carrera-RS is recognised by many as being the finest #911 ever. Hailed by many as the greatest road-legal 911 of all time, the #1973 #Carrera-RS remains top of the desirability stakes more than 40 years after its launch, but how many people are aware of the links between this desirable #Porsche-911 and the mighty 917? Words: Keith Seume. Photos: Stefan Bau.


    Some people believe that the Carrera RS is the best road car that Porsche ever built, and it’s easy to see why they might think that way. But can you really say that this 42-year-old car is better than, for example, a modern #997 GT3RS, or the newly-announced #Cayman GT4? That’s an impossible question to answer, for you have to put the RS in context with what else was around at the time.

    Modern limited-run, high-performance Porsches, such as the 911 GT3 (and its sibling, the turbocharged GT2) are undoubtedly breathtaking cars: they are seeringly fast – too fast, one might argue for road use – and, in the case of the GT3RS, pretty uncompromising. They are brutal trackday machines that are, to be frank, a pain in the proverbial to drive on anything other than billiard-tablesmooth roads. Drive a GT3RS for very long on the average British country road and you’ll soon be visiting your dentist to have your fillings replaced…

    And this is where we get to the crux of what makes the 1973 Carrera RS such a fantastic car. It is simply a great all-rounder. But before we go any further, let’s take a step back in time and look at the circumstances surrounding its development and release.

    Elsewhere in this issue you can read of the story behind Porsche’s greatest race car of all time, the mighty 917 (The Big One). As the cost of developing and competing at the highest levels of sports car racing – Can-Am in particular – had spiralled to what many within Porsche believed was an unacceptable level, the company began to consider other more costeffective ways to promote its products.

    Ernst Fuhrmann is well-known in classic circles today as the father of the four-cam motor in the 1950s. After a sabatical period at Goetze, he returned to #Porsche in #1971 initially as Technical Director, before being appointed Chairman of the Board in 1972. Fuhrmann’s return to Porsche coincided with the departure of Ferdinand Piech, father of the 917, who left to go to Audi. Fuhrmann made no secret of the fact that Piech’s obsession with the 917 and its race programme wasn’t in line with his ideas on how best to promote the marque. In Karl Ludvigsen’s Excellence was Expected, he is quoted as saying of the 917’s participation in Can-Am ‘That was a very interesting adventure, but one cannot constantly play on so many pianos. Now we are going to stay closer to production cars…’.

    But Fuhrmann still believed in the value of racing as a way to improve sales, and even though he was personally at the forefront of the movement within Porsche to ultimately kill off the 911 in favour of the 928 (plans for which were already on the drawing board in the early 1970s), he knew the rear-engined, air-cooled model still had a few years left in it. ‘Racing is good advertising for every car,’ said Fuhrmann – even a flagship front-engined V8-powered GT, like the future #Porsche-928


    Fuhrmann was a shrewd businessman as well as a great engineer. He looked dispassionately at the #Porsche-917 programme, weighing the expense incurred against the monetary returns in terms of sales – ie, did the 917 actually make the company any money? Amazingly, it seems it did, for the cost of the race programme was more than offset by the return in publicity generated by the 917’s successes on track.

    Just two months after he was appointed chairman of the board, Fuhrmann gave the go-ahead to develop the 911 for racing. Not since the days of the #911R had there been such a push, but this was not to be a short-term effort like the lightweight R. Porsche entered a raceready 911 in the #1972 GT Championship, beginning with the 1000km event at the Österreichring in June.

    Driven by Björn Waldegaard and Gunter Steckkönig – an experimental race engineer with Porsche since 1953 – the highly-modified 911 was forced to run under the looser, but highly-competitive Group 5 classification. It finished 10th, behind a series of all-out competition cars. Now lay the challenge of how to apply the lessons learnt from this early success to the 911 as a whole.

    The main questions were how to make the 911 more competitive on the track, and then to examine what modifications would have to be incorporated into a limited-series, road-going production car. To satisfy the requirements of the FIA Group 4 regulations, Porsche would need to build 500 examples – a far cry from the 25 (or, initially, 50) required years earlier for the 917 to be given the go-ahead.

    Norbert Singer was placed in charge of the project and his first task was to see how he could ‘build in’ lightness, to achieve a target weight of just 900kg. This was done by reducing the thickness of the steel used on the body pressings of the earliest cars, from 1.00 or 1.25mm to just 0.7mm. At the same time, the glass used in all other 911s was replaced by thinner, lighter material made by the Belgian company, Glaverbel. Lightweight glassfibre panels replaced the steel deck lid and rear bumper/ overriders, too, on models destined for the track. Interior trim was an obvious candidate for attention, with the rear seats deleted, all sound-proofing removed and new door cards installed, which dispensed with the normal armrests and door pulls in favour of plain panels with lightweight plastic handles from a #Fiat-500 and a pull-cord door realease.

    The heavy stock reclining seats were replaced, too, this time with lightweight buckets with thumbscrew adjusters to set the angle of the backrest. Oh, and there was no clock, no passenger sun visor, threshold trims or glove box lid. In short, anything that wasn’t needed got left in the parts bin…

    The bodywork came in for some significant restyling, too, with wider rear wheel arches designed to accommodate 7Jx15 Fuchs wheels, the fronts remaining at 6Jx15. Tyres were 185/70x15 and 215/60x15 #Pirelli-CN36 radials. Under those wheel arches were #Bilstein gas shock absorbers, which helped save just under 4 kilos, while a thicker front anti-roll bar (18mm instead of 15mm) was fitted, along with a 19mm rear.

    Visually, the most significant change to the 911’s profile was the distinctive RS ‘ducktail’ on the rear lid. This followed extensive wind tunnel testing at Stuttgart in the early 1970s, which led to the incorporation of the small lip spoiler under the nose of the 911S models. That was fine for a car with the performance potential of the regular road-going ‘S’, but at higher speeds it was discovered that airflow over the rear of the 911 generated significant lift at speeds over 150mph. By adding this simple ducktail, according to Ludvigsen, lift was reduced from a heady 320lbs to just 93lbs at 152mph. At the same time, the Cd figure fell slightly from 0.41 to 0.40 – a small improvement admittedly, but still worthwhile in the quest for perfection.

    A further advantage of the new spoiler was that it improved airflow into the engine bay, providing extra cooling and intake air for the new engine. And what an engine it turned out to be.

    The contemporary production unit displaced 2341cc (optimistically tagged ‘2.4’ by Porsche), but by increasing the bore from 84mm to 90mm, the capacity rose to 2681cc (nominally 2.7 litres). This was a deliberate choice to allow the engine to be developed for use in the 3.0- litre class, and in fact meant the Carrera had the same bore and stroke as that of the 5.4-litre 917/10: 90mm x 70.4mm. As we are starting to see, the Carrera RS owed much to the mighty 917…

    The lessons learnt from the all-conquering 917 didn’t stop there, for the Carrera’s engine featured Nikasil-lined aluminium cylinders produced by Mahle, in place of the Biral cylinders of the #Porsche-911E and #Porsche-911S models. This process proved to be far tougher than the previously-preferred chome-plating used on aluminium cylinders, thanks to the tiny grains of silicon-carbide contained in the coating. It also had the added benefit of allowing an oil film to adhere to the cylinder walls more effectively.

    The new (or rather ‘revised’) engine, which shared the remainder of its major components with the 2.4-litre unit, produced 210bhp at 6300rpm and some 255Nm of torque at 5100rpm. The transmission – type 915 – was the same as that used in the mainstream models, other than a slightly taller fourth and fifth gear ratios than those used on the 911S.

    The plan was to build just 500 examples of the Carrera RS (as the model became known) but as history has shown, the response was so great that this initial run sold more quickly than had been imagined possible. Four versions would be be available, the rarest being known as the RSH (for ‘homologation’) – a lightweight (960kg) model of which just 17 examples were built. Then came the #M471 and #M472c options, better known as the ‘Lightweight’ and ‘Touring’ respectively.

    The former was essentially a productionised version of the RSH, with slightly less attention paid to all-out weight savings. As a result, the factory-specified weight of the M471 model was 975kg, just 15kg more than the RSH. The #M472 , though, featured the same interior trim and detailing as the regular 911S, other than a smaller 380mm-diameter steering wheel. This trim package added around another 100kg to the all-up weight. The final offering was the 2.8-litre RSR (option M491), of which 55 examples were built for competition use. Ultimately, 1580 Carrera RSs were sold, not including the RSR – a far cry from the original planned run of just 500. However, by building 1000 (or more) examples, Porsche could now homologate the RS for use in the very competitive Group 3 GT racing category.

    The value of genuine, original RSs has, over the last few years, gone through the roof. After a period in the late 1980s when even a Lightweight could be purchased for £20-25,000 in the UK, they have continued to rise in value at an almost alarming rate. This has led to tales of fakes and forgeries (which is where the latest forensic examinations of VIN numbers comes in useful – see Drive-My News, so it is a wise man who seeks expert advice before entering into the purchase (or sale) of an RS today.

    But is an RS really worth a high-six figure (or more) price tag? How much better a car is it than a good 2.4 911S? That depends on who you ask. With a good ‘S’ costing between a quarter and a third of an equivalent RS, you’d need to be pretty set on Carrera RS ownership. But, on the other hand, there is no doubt that an RS is something very special – it’s a limited run model which has direct links to the 917. It was developed by Porsche’s finest engineers for use in the most competitive of all race categories. The letters ‘RS’ stood for RennSport, and that’s a pretty good indication this is something special. If you’ve not driven a 1973 Carrera RS, it’s hard to appreciate what a perfectly balanced package it is, be it in Lightweight or Touring trim – it’s definitely far more than just a ‘hopped up’ 911S. It hasn’t become the stuff of legends without cause. But what would you expect from a 911 born at a time when Porsches ruled the racetrack?
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  •   Ben Koflach reacted to this post about 3 years ago


    With prices continually rising, getting on the #911 ownership ladder has never been trickier. We consider an underrated air-cooled classic: the 911SC, plus the #911T and #964 – all should make for appreciating classic investments in #2015 … 911SCs. Long the poor relation of the Carrera 3.2, the 911SC is now being appreciated for what it really is – a great 911. Values are rising accordingly so now could be the time to buy one – while you still can… 964 v 911T. Got a little more cash to splash on a 911? Two decades apart, the E-Series and 964 proffer alternative prospects for around £35k-50k…

    Living In the shadow

    Long the poor relation of the Carrera 3.2, the 911SC is now being appreciated for what it really is: a great 911. Values are rising accordingly so now could be the time to buy one, while you still can… Story: Philip Raby. Photography: Anthony Fraser.

    Did you know that Mozart had an older sister who, at the age of 12, was considered to be one of the best pianists in Europe? And then her pesky kid brother got in on the act and overshadowed her, to the extent that Maria Anna has been all but forgotten while little Wolfgang Amadeus went on to become a legend. It’s not uncommon, being eclipsed by a young brother or sister – psychologists call it younger sibling syndrome and it can lead to all sorts of conflicts, as you may well know if you have children of your own.

    It’s happened with the Porsche 911, too. For instance, the #996 today lives in the shadow of the arguably better-looking 997, while the 964 was long usurped by the curvaceous and supposedly more reliable #993 . And then there’s the 911SC which always struggled to play catchup with its golden child replacement, the Carrera 3.2. The 3.2 has long been portrayed as the perfect air-cooled 911, for first-time buyers and enthusiasts alike, while the poor old 911SC has been seen as second-best, the car you’d buy if you couldn’t afford a Carrera 3.2. I’ve always thought this was rather unfair, so now is the time to set the record straight once and for all.

    The 911SC arrived in #1978 and was significant as it streamlined the previous somewhat confusing range of 911s – which comprised the base 2.7-litre 911, the sportier (but also 2.7-litre) #Porsche-911S and the top of the range Carrera 3.0 – into one single model. If you wanted to buy a normally aspirated 911 in the late 1970s or early 1980s, your choice was made for you: an SC, take it or leave it. To create this one new model, Porsche took the bare bones of the previously range-topping Carrera 3.0, rejigged the 2994cc engine with reduced power (180hp) and a cheaper aluminium rather than magnesium crankcase, while the impact-bumper bodyshell and interior remained largely unchanged.

    The moniker, meanwhile, was never explained by Porsche. Some have said that SC stands for ‘Super Carrera’, ‘Sports Carrera’ or even ‘Special Carrera’, while others have argued that it signified the S version of the C-programme of 911 development. I once even heard someone suggest that it meant ‘Single Carburettor’! Personally, I like Super Carrera but am happy to accept the name SC for whatever it may stand for. Incidentally, the SC was a landmark Porsche in that it was the last 911 for many years to actually carry a ‘911’ badge – later cars all had a ‘Carrera’ label slapped on their rumps. It wasn’t, then, the most auspicious start to a new 911. There was nothing at all wrong with the SC – far from it – it just, well, didn’t offer anything particularly new. The engine was a peach, though, even in its original 180hp guise, as it produced more power and torque at lower revs than the rather peaky Carrera 3.0’s unit, while remaining remarkably free-revving and eager. Power on non-US cars was increased to 188hp in 1980, thanks to revised timing and a higher compression ratio. Then, the following year, the output was raised to 204hp by hiking the compression ratio further, which demanded 98 octane petrol. US-market cars, incidentally, were stuck with 180hp throughout the SC’s life – and Yank owners were incessantly reminded of this unfortunate fact thanks to a speedometer that read to just 85mph!

    For the rest of us, though, the 911SC, especially in 204hp guise, remains a lot of fun to drive. Its low-end torque makes the car a relaxed and easy cruiser when you want it to be but drop it down a gear or two and the engine really comes alive as it eagerly revs to the redline. Indeed, drive an SC back to back with a later Carrera 3.2 and it’s the older car’s engine that shines, while the 3.2 feels just a little bit reluctant (a trait not helped by higher gearing) and its extra power (the 3.2 produced 231hp) can be hard to notice next to the enthusiastic SC engine. Porsche quoted a 0-60mph time of 5.7 seconds together with a top speed of 148mph for the SC and, even today, that seems quite achievable.

    It’s not just the engine that stands out, either. The SC retains that wonderful lightness of feel which is such a classic 911 trademark. Sure, the non-assisted steering is heavy at parking speeds (by the late Seventies the tyres were much fatter than when the 911 was conceived in #1963 ) but once on the move you can pilot the SC with your fingertips. The rack is quick and the feedback through the wheel is remarkable. It’s a car that encourages finesse as it dances delicately through the corners. Yet it’s also surprisingly forgiving, thanks in part to the relatively supple torsion bar suspension, so long as you don’t try anything silly, in which case that rear-engined bias can bite back. Get it right, and an SC can be so much more rewarding to pilot than a modern 911 with its extra refinement and driver aids which get in the way of the experience. It may sound pretentious (and it probably is) but drive an SC hard and you really do feel at one with the car, as its compact dimensions shrink around you.

    Yet despite its directness, the SC is also surprisingly refined and it makes a superb touring car. Those high-profile tyres are forgiving and don’t transmit the road noise which is a bane of modern sports cars, while the seats are supremely comfortable and the whole interior remains solid and rattle-free. It’s a car you can cruise in all day and get out of feeling refreshed – and there aren’t many Seventies sports cars you can say that about.

    It’s a tough old unit, the SC engine, too. Sure, you hear stories of broken head studs (although that’s not exclusive to the SC) but, on the whole, there’s no reason for a well-maintained example not to cover 200,000 miles without any major work needed. The slightly more stressed 3.2 powerplant, on the other hand, while also strong, is more likely to require at least a partial rebuild by around 140,000 miles (which, to be fair, is in itself good going).

    The SC is mechanically reliable in other ways, too. When new, the model gained a bit of a bad reputation for transmission problems because it was originally fitted with a rubber-centred clutch. This was meant to reduce gear chatter at low speeds but, in reality, it had a habit of breaking up so Porsche dropped it in 1981 while most earlier cars were quickly updated by conventional – and trouble-free – clutch assemblies. The five-speed 915 gearbox was carried over from previous 911s and was criticised in some quarters for its agricultural feel, plus many suffered from poor synchromeshes. However, start with a good 915, treat it gently (especially while the transmission oil is still cold) and, once you’ve mastered the changes, the ’box is a real joy to use and part of the appeal of an older 911.

    The big killer with SCs, as with all 911s from the Sixties and Seventies, is rust. The SC had a fully galvanised bodyshell when new but don’t let that lull you into a false sense of security. Galvanising will slow down the rust process but won’t stop it, while there’s a fair chance that most SCs out there will have had at least some bodywork damage at some point in their lives, which can break the galvanised coating and give corrosion a foothold. Indeed, it’s rare to find an unrestored 911SC that doesn’t suffer from at least some rust. And once you find some rot, there’s a fair chance that there will be more lurking under the surface, ready to hit you with expensive bills when it’s uncovered. The 911 has a complex bodyshell and proper repairs aren’t cheap – you have been warned!

    Get a good one, though, and an SC is an appreciating asset. We’ve seen prices rocket in recent years. Just six years ago, I wrote that £13,000 was top money for a 911SC and, for that money, you’d expect to get a lowish mileage example with an impeccable history, with less good but still acceptable cars costing under £10,000, which made the SC the perfect ‘first 911’ for those with a tight budget. How things have changed! Today you wouldn’t even buy a rough example for £13,000, with most starting at around £23,000 upwards. Increasingly, though, good cars are selling for in excess of £30,000 with a few exceptional ones going for over £40,000. In fact, SC prices are now generally slightly higher than those for the previously more sought-after Carrera 3.2. Despite these increases, I still believe that the SC is undervalued and we shall see further price rises. Although over 60,000 were built during its production run, which isn’t much less than the Carrera 3.2 that followed, the SC is today the rarer car. That’s because, during the many years it was unloved, many were neglected and ended up being scrapped, crashed or modified in some way. Which means that good, original 911SCs are now few and far between. That rarity, combined with people’s realisation as to what a great #Porsche-911 an SC is, and the fact that earlier (and later) aircooled 911s are still going up in price, means that they’re in great demand, in the UK and overseas.

    However, I think it’s wrong to buy a 911 as an investment. It’s far better to buy a Porsche that you can use and enjoy and, if it happens to go up in value during your ownership, then that’s a happy bonus. And an #Porsche-911SC is certainly a 911 that you can both use and enjoy, while remaining affordable to buy and to run, refreshingly rare, and more than likely to appreciate in value. What more could you ask for from a car?

    And if all that isn’t enough to convince you of the SC’s worth, here’s something else to chew on. It could just well have been the car that saved the 911 from extinction. You see, back in the 1970s, Porsche’s then boss, Ernst Fuhrmann, thought that the 911’s days were numbered – it was just too old fashioned and not advanced enough to lead the company into the 1980s, so he commissioned the 928 – a larger, more sophisticated front-engined car – which would eventually take over from the 911. The #Porsche-928 made good inroads but the SC was always the better seller (in #1983 it sold in double the numbers of the 928), a fact that wasn’t lost on new chairman Peter Schutz, who also realised that the 911 was the only model #Porsche was actually making any money on, so he made the sensible decision to keep it in production. For which we should be forever thankful.

    So there you have it. The 911SC has at last been dragged out from the shadow of its little brother, the equally talented in its own way #Porsche-911-Carrera-3.2 . Now it’s time to let it flourish and thrive as the great Porsche that it should always have been.

    OPEN AND SHUT CASES

    The SC was the first ever 911 to be offered in three body styles. First there was the evergreen Coupé, which today remains the most sought-after choice, for its classic looks and rigidity. Then, as with previous 911s, there’s the Targa with its distinctive roll-hoop and clever lift-out roof panel which folds up and stores in the boot. Finally, you have the Cabriolet, which was a first for the #911 and wasn’t introduced until #1982 ; in fact, just 4096 SC Cabriolets were built before the model was replaced by the Carrera 3.2.

    Despite its directness, the SC is also surprisingly refined and it makes a superb touring car.

    A GOOD SPORT

    A popular option for the SC was the Sport package which comprised a whaletail rear spoiler, rubber front lip spoiler, driving lamps, 16-inch Fuchs alloy wheels (up from the standard 15-inch) with #Pirelli-P7 tyres, firmer #Bilstein (instead of Boge) dampers, Sports seats and an improved stereo. Ironically, though, tastes have changed and few people now want the big rear spoiler, preferring the pure lines of a standard engine cover. If the whaletail is removed, though, you should really also take off the deeper front lip spoiler to ensure balanced high-speed aerodynamics, although not many owners bother.

    The SC retains that wonderful lightness of feel which is such a classic 911 trademark.
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