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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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  •   Antonio Ghini reacted to this post about 2 years ago
    There are forms that can only be changed very cautiously, because icons must be immediately recognizable as such. If there is a revolution, then please especially under the sheet metal and in the interior, where Porsche wants to surprise us with a new operating concept and additional assistance systems. #Porsche-911-992 / #2019-Porsche-911-992 / #Porsche-992 / #Porsche-911 / #Porsche / #2019 / #Porsche-911-Turbo / #Porsche-911-Turbo-992 / #Porsche-911-Carrera / #Porsche-911-Carrera-992 / #2020 / #Porsche-911-Carrera-S / #Porsche-911-Carrera-S-992

    An icon at the crossroads: How do innovations like the plug-in hybrid and digitization change the rear-engined classic with the sawing voice and the impossible weight distribution? We have the story - for those who do not want to wait until October 2018.

    Beetle, Mini, Land Rover, 911. All classic without expiration date - or the last Mohicans before the big paradigm shift towards E-Mobility and autonomous driving?

    Probably something of both. Porsche has to take care of the 911 without scare the purists and ignore the signs of the times. "In the 911 there will be no four-cylinder in the medium term," promises chief conductor Oliver Blume. "But we are working on a plug-in variant and will probably use it later." What Blume does not say: Model 992, which debuts at the LA Auto Show in late 2018, is the last of its kind. Because the generation after next generation is already based on the completely new, in all essential elements scalable sports car platform of the future (SAZ), which was developed earlier this year. Lamborghini remains initially out, but Bentley, Audi and probably even Bugatti are considered set in the SAZ network.

    Before the eighth in Zuffenhausen conceived rolls from February 2019 to the dealers, Porsche still wants to tell the story of the 991 to an end.

    The penultimate chapter takes place in March at the Geneva Motor Show, where the winged GT3 RS, which is said to have 520 hp, celebrates its premiere. As part of the racing reunion, a classic event scheduled for September near Paris, Porsche wants to draw the last 991 derivative from the hat in the form of the strictly limited Speedster GT.

    After the 911 T, the Speedster is the second model in the Heritage range. The next 911 generation hears the abbreviation 992 and builds in essential elements on the current series. So it remains at the rear engine - the rumored exchange of boxer and transmission should be completed in 2025 with the so-called Ferrari Fighter (Project 960), the future of course, is still uncertain. Since the duo 996/986, Elfer and Boxster / Cayman share a modular architecture. This constructive approach is in principle, but it is still unclear to what extent the successors of Cayman and Boxster are knitted after the proven pattern and whether Audi is allowed on board. As of December 2017, everything from the big facelift to the radically innovative electric sports car is in the realm of possibility.

    The new 911 is born in uncertain times. As early as next fall, legislators are tightening the exhaust gas standard for gasoline engines with the Otto Particulate Filter (OPF). The measures to comply with the two-stage RDE (Real Drive Emissions) limits cost engine power and money. Quite possibly, that's why Porsche also takes the BMW M-way in the next step and has to provide the expensive water injection. Against the background of the exhaust gas discussion, the classic naturally aspirated engines of GT3 and GT4 inevitably become discontinued models.

    Because at the same time more stringent noise protection regulations threaten, also the intake and exhaust systems must be quieter. A tightening on a broad front brings the upcoming fleet norm of on average only 95 g CO2 / km. But do not worry: the enemy picture of a 911 with four-cylinder boxer without e-module is a chimera, at least in the medium term.

    The graduated start-up of the 992 is based on its predecessor:

    • Carrera 2S and Carrera 4S Coupé, Presentation 10/2018, launch 2/2019;
    • Carrera 2S and 4S Cabriolet, presentation 1/2019, sale from 4/2019;
    • Carrera 2 and Carrera 4 as coupé and convertible, presentation 4/2019, at the dealer 7/2019;
    • 911 Turbo Coupe and Carrera GTS, presentation 9/2019, start of sales 2/2020.


    Together with the new car, a revised engine generation (EA9A2) goes into production.

    The 3.0-liter boxer mobilizes as #MHEV (Mild Hybrid) 15 kW more power and 70 Newton meters more torque, provides additional variability in the mixture preparation and reduces the already hardly measurable particulate matter emission by a factor of 10. The base Carrera 400 PS Strong twin-turbo propellant brings it in the S versions to 450 hp. From 2022 will be increased as part of the facelift again by 20 hp.

    In the GT3 successor it remains at 3.8 liters of displacement, but the first-ever artificially ventilated six-cylinder in the sharpest 911 should increase in the first stage of development from 500 to 550 hp. Spearhead of the series remains the 911 Turbo; he stands with up to 620 bhp / DIN even better in the feed than before. In most cases, a new eight-speed double clutch (8DT 80HL) from ZF will provide the power transmission.

    Inside there's an exciting mixture of classic and modern. Porsche was the only mechanical round instrument to rescue the centrally positioned tachometer into modern times. Although it remains at a total of five clocks, but the two displays on the left and right of the heart rate monitor can be partially configure freely. We know the big touch screen and the panel for the air conditioning from the Panamera. New are the optional head-up display and a long list of comfort and safety features. For example, the adaptive laser light, which illuminates far into the next bend, cleverly avoids reflections and self-glare, selectively illuminates pedestrians and animals, and works its way 700 meters into the darkness wherever it is possible.

    Starting in 2022, the countdown for the 911 #PHEV is underway, but the market launch has not yet been fixed. This model integrates two propulsion concepts: the gasoline rear engine and the electric motor, which turns this 911 into a low-emission 4x4 coupe when needed. The compact E-package consists of four elements: power electronics, lithium-ion battery with 10.8 kWh, Stromer with 70 kW and 310 Nm and a special e-transmission with eight gears, freewheel and recuperation. In total, extrapolated 485 hp and 760 Nm are available. That should be enough to track to (0-62MPH) 0-100 kmh in less than 3.5 seconds and to be 315kph fast.

    Depending on the driving style, the electric range should be up to 50 kilometers. If you like rushing rather than gliding, you can boost for 20 seconds at the touch of a button or swear all the drive components up in Sport Plus for maximum performance - then the Sport Response Button finally makes sense.

    The #Porsche-911-992 has to be able to do better than its predecessor, has to be faster and more agile, at the same time wilder and more confident, quieter and - in spite of the Otto particle filter - more efficient. The means to an end: less weight, a stiffer body and a new eight-speed #PDK for the more powerful boxer. There's a new infotainment and various assistance systems. First test runs from February 2019 .
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  •   Ben Barry reacted to this post about 4 years ago
    STARSHIP 911

    Stewe Corpley drives the #1986 #Porsche-911-Turbo-SE – Porsches 80s flagship #930 .

    Should you, during 1986, come across a right-hand-drive #930-series #Porsche-911-Turbo-Special-Equipment , take a good look at the owner. That’ll be the person behind the wheel; no one who recently paid £73.985.06 for this piece of four-wheeled transport will lose any opportunity to be the one behind the wheel.

    The person you’re looking at will be special indeed: someone with the outrageousness and means and sheer gall to pay a premium of £34.685 just to have a Porsche 911 Turbo 930 that has been improved someone who feels they need more power than the 300bhp of the standard model. At most there will be a dozen of these people out and about on the roads of Britain.

    Despite the Motorfair fanfare during October, the Turbo Special Equipment (Porsche people make certain they say it in full) isn't a new car, it has been built to special order by the repair and restoration staff in the Zuffenhausen factory for the past four years. Now, Porsche Great Britain reckon there’s a market for it that wasn’t around before (perhaps they’ve been surprised at the worldwide interest the four-wheel-drive #Porsche-959 has generated for ultra-expensive Porsches) and they’ve reserved the car a special place, and price, in their official price list.

    The #Porsche-930 Turbo SE (as we’ll call it) is hand-finished. The restoration shop people start with an ordinary, fully built Turbo, strip away the ordinary #Porsche-911-Turbo wings and fit the louvres in the top surface that allow you to look straight through to the top of the tyre. They lit the car with side skirts (we prefer that to the 'running boards’ which is how one impertinent pump jockey described them) and the rear wings got huge, slatted air scoops ahead of the rear wheels. Those admit great gobs of air to cool the brakes.

    There’s a lower chin spoiler, with a business-like mesh grille under the familiar bumper, but the car’s shape at the extreme rear is completely familiar. Same tea-tray wing, same low tail lights and ‘turbo’ in lower case script. The nine-inch wide rear wheels (forged alloy, with five spokes) have polished rims and they wear the new-size 245/45VR16 tyres which now also go on to ordinary, £39.303 Turbos. The front wheels are in the same style; standard seven-inches with the 205/ 55VR16S they’ve had for several years.

    It’s surprising how different the #930-Turbo-SE looks from an ordinary car. There’s a less brutish, more exotic quality to it. and from the front more than a hint of 935 sports/racer. And that is much of what the buyer is paying for - a classier image for a car which goes as hard as any other production car on this Earth up to 170mph.

    Are you getting the feeling that this, despite its huge cost, is a poseur’s chariot of the worst kind, the type whose serious purpose and abilities are subservient to its claim to making the occupants look good? I must say this is what struck-me. And I was then struck, as always in such cars, by the overwhelming foolishness of choosing a car solely because it suits your image - or because you'd like to suit its image. I mean, being seen in a car is so impersonal. Nobody knows who you are; nobody knows it’s you in there, enveloped in leather behind the expensive curves of coachwork. Posing in cars is nothing more than an exorcise in futility.

    With these dark thoughts in mind I opened the hefty door of the Turbo SE on a rainy night after a particularly disaster- ridden day in the office. Parked next to the SE was a classical, no-frills #911 , the one we used for this year’s Top 10 photo session. Gavin Green had that. It was £25,000-worth and we knew it was nice. Mine cost three times that amount, and it was an unknown quantity.

    If you want to establish a close and friendly relationship with a new 911 Turbo you should not drive it on a rainy night, after a spell in a Hyundai Pony. The ergonomics are hell. You will not be able to make the demisting work properly, because you will not have had time for the mandatory refresher course in rear-engined Porsche ventilation controls. You will also have trouble threading the car through those seven-foot wide barriers that are erected all over London suburbs to reduce the nocturnal rumbling of juggernauts; you will have trouble parking the car because you cannot see out of it and the wide wheels stick so far out of the body that you will fret about kerbing them. Better to wait for a fine day and head for the open road. As we eventually did...

    And the Porsche Turbo isn't all body modifications, of course. It has a leather- trimmed Interior - violent red and black in the test car - with all the equipment you could want. There's a powered sunroof, air conditioning, a pair of all-leather Recaro seats (with a console for powered adjustment, heating and lumbar support adjustment on the inside bolster of each). There are driving lights and the standard stereo is a Blaupunkt Toronto.

    Porsche 911 Turbo Special (930 SE)Equipment knocks off same of ordinary Turbo rough edges; comes with now front wings (below) fitted by Porsche's own restoration people In Zuffcnhauson, Germany.

    But the best bit of all is the engine, which is stronger even than the ordinary Porsche Turbo’s, so recently strengthened for the 1986 model year. The standard car has 300bhp at 5500rpm: this one bumps the output up to 330bhp at the same crank speed. The SE's torque peak is more or less unaltered: it stays around 318lb ft (at 4000rpm), the level to which it rose (from 303lb ft) a year ago. The SE's output makes it the strongest purely road going production Porsche ever built - and that has got to be a component in the makeup of the mammoth price.

    It’s surprising, in fact, that the output isn’t up more than 10 percent: Porsche’s people have given the engine high-lift cams, gone up a turbocharger size and fitted the SE with a bigger capacity charge intercooler, and a modified exhaust.
    The rest of the car is pure, well-developed #Porsche-Turbo . The flat six engine, fed from the turbo through #Bosch-L-Jetronic fuel injection ( #Bosch )and with an engine management system controlling its induction and breakerless ignition, is mounted behind the rear axle line and drives through a four-speed gearbox, specialty engineered to handle the massive torque of this car. #Porsche rightly feel that more gears than four are unnecessary. though so few ratios require some technique change from the driver, as we shall see.

    The 3000lb car has strut-type suspension at the front and tough semi-trailing arms at the rear, with anti-roll bars at both ends. There are torsion bars to absorb the road shocks at both ends, plus Bilstein gas filled dampers. The steering is by manual rack and pinion and it takes near enough to three turns to swing the fat three spoke wheel from lock to lock.

    930 Porsche SE cabin is overpoweringly red. Leather it of finest quality and equipment la plentiful, too. Wheel is lovely to use, gets in way of driver’s eye to dial, however.

    The morning dawns icy. Overnight some of the rain on the roads has frozen. Oversteer will be on the menu. My alarm clock has succumbed to the cold: I wake 45 minutes late. It is necessary to be at the service area outside Exeter at 6.30am. To make that, it will be necessary to average 200mph. What is more, the car does not have a handbook, and the intricacies of the ventilation controls still cannot be dredged from the frost-numbed mind.

    This may not sound like an ideal state of mental balance in which to make a first serious approach to the #Porsche-911 Turbo SE. yet it seems right for such a suspected poseur's car.

    I left my base with 120 miles to do (90 motorway, 30 poor back roads) and an hour to do them. I gave it about five miles of warm-up, running the engine easily in the gears around 3000rpm and feeling the way the warmth flowed quickly from the heater. That’s one point in favour of the air-cooled engine. When the oil temperature gauge started to move, I began to open up a bit. On the second corner taken with any power on, there was ice, the tail snapped out, and fortunately something inside me whipped on the right amount of correction and the Porsche did obey, and like lightning.

    And so we graduated to faster better engineered roads, trafficked all night so that they were drier. The Porsche began to lope along at 80, under 3000rpm in top. The wheel, different from any other Porsche type I've used, had a very thick rim, with a lot of little knobs on the windscreen side, where your fingers could fit exactly. That seemed, somehow, to make it a precision tool. In spite of myself, I began to enjoy all this.

    I pressed on rapidly to where I knew my friends were waiting near Exeter. It soon became clear that this was a car of prodigious performance. In top, you were well illegal if you were doing more than 3000rpm. I cruised at 4000. At 27.5mph/ 1000rpm it was fast, but the car felt completely stable In the still morning. There was some buffeting and some rear, but it wasn't loud. Or at least, you couldn't hear much of It for the tyre roar and bump-thump off the road. The Turbo is mechanically quiet, actually, but noise from underneath makes up for that.

    There was not too much anger from the others when I reached our meeting point. They’d used the time to have a service area fry-up, from which I wished them a speedy recovery. We headed west and were deep into Cornwall by Sam. And my familiarity with and respect for the SE was starting, insidiously, to mount.

    There is nothing like a very high geared car, which can still go extremely hard in top to give you an impression of supreme, limitless performance. The Turbo SE. stronger even than an ordinary Turbo, is just such a car. The engine will function smoothly in any gear from about 1400rpm. From about 2600rpm the boost gauge begins to show signs of puff. By 3000rpm there is a definite push in the back and by 3300rpm, if the throttle is opened wide, you cannot avoid going extremely hard.

    Turbo SE’s profile show resemblance to #Porsche-935 racer. There is a grille below front bumper that adds to impression when car is viewed from front, too. Scoops In rear guards have ugly slats, but they direct a lot of extra cooling air onto rear brake discs. Rear wheels have nine-inch rims.

    Beyond 4000rpm, if you are in a lower gear all hell breaks loose. It is as if you're being launched bodily. If first happens to be the gear you’re in, there is only time to concentrate on timing your change into second at 6800rpm, so that you will not over-rev the engine and come ignominiously up against the rev-limiter. Second is a remarkable gear. That one ratio encompasses the entire performance span of many lesser cars. It is possible (though why you should want to. I can't imagine) to get the Porsche rolling in second. You can still be in second nearly 90mph later. Into the red, the speedo shows 95mph, but about 4-5mph of that you have to allow as speedo error. The car’s sheer, thunderous performance has to be experienced to be believed. Forty to 60mph, 50 to 70, 60 to 80mph: they are all consumed in 2.5sec or loss. Suddenly you’re doing 90, right up against the red, and since there are plenty of places where 90mph is not a harmonious speed on British non-motorways, you had better think quickly.

    Third gear has a persona of its own. If it is 24 carat performance you want, third's really not much good to you below 3500 rpm or 70mph. You need to be in second. But between 70 and 130 the Porsche has effortless, soaring performance which lifts it beyond even the level of the Italian twelve’s, since it's so long-legged, so extraordinarily effortless in its self-energised power delivery - and so amazingly quiet. Oh, there is engine noise. The flat*six scream is there and welcome. But the silencing effect of the turbo, the lack of rasp or whine from the superbly strong gearbox, means that the engine is really very refined. On the over-run there might be a hint of vibration as the engine comes down through the 4000s, but only a paid critic would notice it. Anyone else would merely be impatient to slow, just to do it all again. The car’s performance is intoxicating. Think, if you can, of the surge from 100mph to 120 in just over five seconds. It’s so fast.

    Top does its best work over 90mph. Over the ton, really. That’s where the car has its seven-league boots on. Never has so much been achieved by one simple squeeze on a road car's accelerator. And if it’s cruising you want, this car will steam along showing 145mph and 5000rpm (it’s about 138mph true, actually) with nearly 2000rpm left to the redline.
    First is the gear that needs watching. Though the SE comes with a limited slip differential, you can light up both rear tyres if you engage the clutch abruptly with about 4000rpm on board. Actually dropping the clutch is something I just couldn’t bring myself to do. When the rears do spin, you have to be careful. Turbo cars like this - and competition cars - are prone to something called overspin. The tyres lose adhesion, the engine revs rise higher, the turbo spins faster and suddenly even more horsepower is being produced, to the detriment of your #Dunlop D40s. And with no benefit to forward motion. You're probably travelling sideways in smoke, by that time.

    The correct start technique seems to be to feed in the clutch briskly at 3500, enough just to break the tyres loose. Pause a moment as they grip, then give it everything. You’ll find the car is at its maximum, around the middle 50s, less than 4.0 sec later.

    There are not really any snap-changes in this car. The lever movement is long, though smooth. The engine tends to hang in the higher ranges, so there’s plenty of time (or rhythmic changes, not the slam- bam kind. And the need for gearlever violence is reduced by the knowledge that there is a great surge of thrust available the moment you've smoothly engaged the clutch again.

    But one thing is critical in this car, as a result of the four-speed box. You must cover yourself against falling into vast gulfs between the ratios. Thus, when you’re travelling fast it’s best to hold onto a lower gear if you can't see over the hill, rather than risk allowing the revs to fall below 3500rpm. This is actually quite brisk as long as the engine's turning at over 2000, yet so great is the rate of acceleration difference between that and when it’s at 4000, that you’re interested only in one thing. Thus in difficult going, if you’re decelerating, you should change down to third below 70-75mph, second below 50, and first below 30. It's a curious routine until you get used to it, but if you adhere to it. your ability to find power and put it down In every situation. Is awesome.

    As for acceleration, we could get serious only about running some standing quarter miles (13.3 seconds) and some zero to 100mph times (12 seconds dead). It was clear that the thing was so quick that a full set didn't seem worth the trouble. I just wanted to drive. They say zero to 60mph comes up in just over 5.0sec (though such statistics are always dependent on driver skill) and that the car will pull a bit over 6000rpm to give a 171 mph top speed. We’ll take their word for the last. I didn’t go over 150 more than three times, and at that stage, because there was a bit of a cross-wind blowing on our private course, the car felt decidedly lively. Mechanically, it could have sat there all today and tomorrow.

    All this power needs a chassis. The Turbo SE has one reputed to be the most difficult in the business. Realty it is not. There are only two things to remember. Always be hard on the power at the point of maximum cornering effort - and never. never get caught running into a corner on trailing throttle.

    With power to hold its tail down, the Turbo has the grip of a limpet. It has such rear grip, in fact, that unless you turn it into a bend property, its acceleration will propel your front wheels straight across your bend in hideous understeer. Indeed, the grip is such, that even with 330bhp and all these pounds-feet you will probably not unstick the tail in the dry, purely with power. The experts' trick for doing that is to throttle off momentarily to unstick it, then come down hard again on the horsepower to hold it out, while applying opposite lock. Any instinct you have to steer with the throttle, as you might in a more docile machine, needs to be curbed until you’ve felt the big beast out. And by the time that happens, you'll probably have discovered that steering with the wheel makes the best sense. Yet when driven rapidly by someone who truly understands it, the 911 Turbo (and SE) are extremely rapid cars, perhaps even quicker than their mid-engined competitors. They have a neat, rhythmical swinging motion into bends, their reaction to correction of any kind has been bred to be very sympathetic, and the short wheelbase helps there. All the old stuff about the 911’s layout being 'fundamentally wrong' can be made to look rather ill by a good pair of hands on a Turbo's wheel.

    The suspension's support systems are fine. The ride is flat, firm, sometimes jolting (over broken bitumen) but it always has that reassuring tightness which is another reason people buy Porsches. The steering is pin-sharp, especially with the SE's superb wheel. The brakes, huge discs that are cross-drilled and have twin-pot calipers, are superb. Push them hard and you stop hard. Their best attribute, apart from a sheer ability to retard, is that they can be eased off, perhaps to half your original stopping effort, with an ease and accuracy that still isn't normal even in expensive cars.

    But the heart and the guts of this car is the way'it goes. That is why I finished up liking it so much, while thinking it no more than a poseur's special to begin with. I suppose I can get to terms with the price, since the #Ferrari-Testarossa and #Lamborghini-Countach are well into the 60 grand sector and this car is at least as good as they are for sheer ability to go. With its decent bumpers, visibility, manoeuvrability. 12,000 mile service intervals, seven-year anti-rust guarantee and proven resale value, it might well be a lot better, if good sense comes into it.

    What is clearest of all, is that the ordinary 911 Turbo can be an even better choice for someone who puts the time into getting to know it and to handling it the way they do it at #Weissach . That car, 30bhp lighter than the SE, can save you more than £30,000 - £30.000! - yet it's only 0.2sec slower over 0-100mph. It comes to you, very well-equipped, for £39,300 and, in the mood I’m in right now, I think it’s a bargain.

    Luxurious buckets have power-adjust console on inside bolster, plus system of bolster adjustment. They're very comfortable, if loud-looking. 330bhp engine has bigger puffer, Intercooler, then standard, plus high-lift cam profiles, new exhaust.
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