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  •   time2000 reacted to this post about 11 months ago
    When we sold the house that put the money in the bank that allowed us to buy the 993, everyone thought we were nuts. I’ll admit that looking at the estate agent’s pictures had me wondering what we were doing, but I’ve honestly no regrets on the move, particularly as it allowed me four years of 993 ownership.

    Kyle Fortune
    Warwickshire, UK
    Model: #Porsche-911-Carrera-2-993 / #Porsche-911-Carrera-2 / #Porsche-911-Carrera / #Porsche-911-Carrera-993 / #Porsche-911-993 / #Porsche-911 / #Porsche-993 / #Porsche / #1994-Porsche-911-Carrera-2-993
    Year #1994
    Acquired December 2014

    I seem to be having much the same discussions around the 993, with everyone saying I’m mad to sell it. For us it’s the right time to do so. There was a bit of a wobble when I popped into Sports Purpose and it was being detailed by Richard Tipper of Perfection Valet. Richard is a bit of a legend in our little car world, his clients trusting him with some of the most ridiculously exotic super, sports, road, race and rally cars.

    He’s detailed more £1m+ cars than imaginable, the word ‘Tippered’ entering many motoring enthusiasts’ lexicon to describe his work. To say it was transformational on the 993 is to do the job he did on it a disservice – it really did look like a new car. Inside and out, the 993 looks sensational, Tipper spending an entire day to get it looking so good.

    Now it’s looking perfect there are a couple of small jobs that need doing to have it completely ready for sale. The rear chassis legs are getting some attention as we speak, and a new set of discs are going on the front. Like the house we sold that allowed its purchase, the 993 will never have looked, or felt better when I eventually relinquish the keys to it. I even went through the service history and tidied it all up in date order in a new folder.

    All I can hope is that it goes to someone who’ll enjoy it as much as I have; it really is a lovely example. Yes, I know, I would say that, but then I do get to drive a lot of them. That’s partly why parting with it won’t be too heart-wrenching, as I’m lucky enough to drive all manner of 911s and write about them on these pages – as well as other cars elsewhere. With a new baby arriving in a few weeks I’ll be too exhausted to miss the 993. At least that’s what I keep telling myself while everyone else continues to say I’m mad…
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  •   MaxNew reacted to this post about 11 months ago
    THE QUIET ONE – PORSCHE 993 GROUP TEST

    From base C4 all the way up to the mighty Turbo, we get to grips with a quartet of 993s. Four subtly different incarnations of the 993: but one stands out on all counts. Words: Johnny Tipler. Photography: Antony Fraser.

    High on the moors in God’s Own County, I’m pounding along the undulating country lane aboard a hot 993. Suspension jittering on the bumps, it’s the 3.8-litre X51-spec version of the normally aspirated 3.6-litre Carrera 4. There’s plenty of attitude in its demeanor, and its barking “graaghhh...” is exultant on acceleration and the overrun as I set it up for the bends and the crests. Oh, yes, I think to myself, this has to be the one! But is it? After all, it’s only the first of the four 993s I’ve sampled, and things could change. Our pal John Hawkins from Specialist Cars at Malton has presented us with a conundrum. Which, out of this quartet of silver salvers, would we like to take home? It’s a hypothetical question – he’s a generous man, but not insanely so – and it does indeed provide food for thought (besides hanging around outside the Pickering pork pie shop, that is).

    He proffers the keys to a bag of sparkling silver in the shape of a standard #Porsche-911-Carrera-4 , a #Porsche-911-Carrera-C2S , a Carrera 4S with the X51’s 3.8-litre motor, and a 993 Turbo. I’ve had a go in examples of each one fairly recently, though not all on the same day, which is the task that now faces me. I gained an impression of the X51 on a shoot in Belgium late last year, a barnstormer of a car, though hard to evaluate on a narrow airfield perimeter road; and a 993 Turbo, also ex-Malton, during our quest for the all-time Top Ten #Porsche 911 last summer. We took a 993 C4 to Bruntingthorpe on a ‘wide boys’ shoot a few years back but, apart from high-end max-outs, it’s difficult to truly assess a car on those broad Vbomber runways. The C2S was the one I was most looking forward to driving: visually it’s the queen bee, but would its normally-aspirated 3.6 flat-six that provides the motive power belie its purposeful, broadbeamed, Turbo-esque stance?

    Let’s catch up a bit on the specifications and sort out the differences between them. The basic 993’s 3.6-litre flat-six develops 272bhp, rising to 285bhp in its later Varioram form, and it comes with either sixspeed manual or Tiptronic transmission, and in C2 twoor C4 four-wheel drive format. It is configured as a coupé, cabriolet, or wide Turbo-bodied Carrera 2S and 4S if the wide arch look is preferred. The 993 also showcases the complex Weissach multi-link rear suspension and Varioram induction technology, and the 993 Targa unveiled in 1996 is the first 911 to feature the ingenious sliding glass sunroof. Five other, more powerful, versions of the 993 include the 408bhp 993 Turbo, the 430bhp 993 GT2 racer, and the 300bhp 993 Carrera RS, spartan Club Sport, and 315bhp Carrera Cup racer. The X51 designation I’ve already mentioned is not a model in its own right, rather a factory performance upgrade offering similar power output to the 993 RS, though mounted in a heavier C4S shell it won’t be as quick.

    The Porsche 993 Turbo was released in #1995 , its 3.6-litre engine employing a pair of #KKK #KKK-K-16 turbochargers and Motronic engine management, driving via the same four-wheel-drive transmission as the normal Carrera 4. The bulbous bodywork – 25mm wider than the C2/C4 – with its larger front air intakes and integral fixed rear wing, houses upgraded suspension, larger ‘Big Red’ brakes and star-shaped hollow-spoke 18in alloy wheels. It accelerates from 0- to 62mph in 4.5s and is capable of 180mph. End of the line 993 Turbos feature stronger driveshafts.

    In 1996 the C4S was announced, based on the Turbo 4 chassis and suspension, and housed in the wider Turbo body and running on Turbo-style 18in wheels. In short, it is basically a Turbo 993 without the turbochargers, and even the fixed Turbo rear wing could be specified to complete the impression.

    Ventilated, cross-drilled brakes and four-pot calipers are perhaps slightly over the top, though you can never have too much braking ability. The Turbo’s 8in and 10in ‘Technologie-Rad’ wheels fill out the bulging arches. Resembling Ninja throwing stars, these lightweight five-spoke 18in alloys are not to everyone’s taste on a car that manages to retain the last vestiges of classic 911 styling, and they are not standard, although most C4Ss seem to have them. In the absence of an intercooler the Turbo’s fixed spoiler is omitted in favour of the normal 993’s, retractable wing. Not only does the C4S provide vice-free handling and optimum traction via the multi-link LSA, (lightweight stability agile) rear axle and all-wheel drive, the cabin environment includes leather upholstery, air-con, electrically adjustable seats and ten speaker sound system. A broader body without the aid of forced induction means more wind resistance, and even the factory admitted the top speed was 3mph slower for the C4S compared with its narrow-bodied C4 sibling, at 168mph and 171mph respectively, with 0-60mph in 6.3sec for the C4S against 5.7sec for the slimline Carrera 4. So, one way to address the C4S’s (slight) performance deficit is to acquire the factory’s advanced X51 specification, but that would have set you back around £9 grand, back in the day. This conversion takes the form of the RS-spec 3746cc flatsix, engine code M64-05S, though lacking the RS’s lightweight crank pulley. The C4S anchors up with 993 Turbo brakes, and runs Turbo-style wheels and suspension, installed in the C4S’s wide body. And it’s this model, in 3.8 X51 guise, that I’m being let loose in. But before we get going, here’s the gen on another of our frolicking foursome. Twelve months later, for the 1997 model year, and just ahead of the ‘kettle’ revolution, the swansong C2S came out, also featuring the broad-shouldered Turbo bodyshell but the regular 993 C2 suspension and running gear – like the C4S, set up a tad lower, though 18in Turbo wheels were optional. The naturally-aspirated 3600cc engine is not tuned up in any way, though it features the unique two-section grille in the engine lid, which contains the electrically-operated wing, and aerodynamics are uprated by a small spoiler mounted on the trailing edge of the roof. Units produced numbered 6,948 units of the C4S and 3,714 of the C2S. Not so many, then, considering the volume construction 996 that was already in the frame.

    We leave Specialist Cars’ premises and motor the few miles up to the turnoff onto the moorland road that winds up to Blakey Ridge. First off, I’m driving the 993 Turbo, and to start with, the steering wheel is too close to my knees, so I play around with the driving position, tilting the seat to rectify that. Its sixth gear provides a nice lazy overdrive, where 2,000rpm equals 60mph. But obviously it also feels extremely powerful, with instant throttle response, and when the turbo kicks in it’s away like a streak of lightning. The ride is very firm, the suspension hard, and it loves to follow the contours of this rippling hill road. DDDrrrrrrr!!! A cattle-grid loosens the fillings. Not so much cattle as wandering sheep to watch out for, lurking just over a blind crest more than likely. Forewarned is forearmed. What I like about 993s is their solidity, and one of the 993’s greatest assets is its build-quality, and that means you shouldn’t hear any rattles or squeaks from loose trim. I can’t entirely endorse this Turbo in that respect as the dash top creaks and groans on our moorland bash. It also has very minor braking and handling issues, though no doubt these are fixable. Fundamentally, though, I’m just not convinced its stupendous performance is actually so usable – or relevant – in an everyday context.


    We pause for breath - and a black pudding bun – on the summit by the Lion Inn. There’s quite a crosswind, but the sun is lightening the khaki tint of the fell grass and gorse, a rather wonderful camouflage patchwork quilt. I ease into the cabin of the X51-C4S, resplendent in blue leather with walnut veneer dash and door trim.

    Ye Olde English wood panelling is redolent of a classic Jaguar and at odds with the upbeat image this hottedup 993 seeks to project. The motor zings into life and I pull onto the road. It’s clear for miles, snaking erratically as it follows the contours of the barren tracts. As expected, the four-wheel drive C4S chassis is not so different from the Turbo – a little harder perhaps, but it’s instantly more excitable – as well as torquier with its 3.8 conversion, making it much more alive than the rather pleased-with-itself, ‘I’m so bloody quick’, Turbo; the X51 is definitely the street fighter of the two. It’s shod with 285/30ZR 18 Bridgestones on the back and 225/40ZR 18s on the front, which grip pretty well, though I am getting quite serious bump steer in the potholes, which are chucking it around a fair bit. I’m working the X51 much harder through the gears and really using the throttle, whereas the Turbo does all that sort of work for you. The Turbo is ferocious point-and-squirt, while the X51’s lively nature makes it the more involving drive, the one where you’ve always got to think what you’re doing, whereas the Turbo is a genteel version of the same chassis, if you want it to be. On the brakes, too, the X51 is superior to the Turbo. With the X51 there’s no question, just solid linear brake performance, while the Turbo weaves about. We speculate that maybe the dampers need revalving. The X51 is not a docile beast, and that’s how a proper sports car should be. But eventually I conclude that it is too much a mixture of specifications. And that includes cosmetics too: granddad’s woodwork trim doesn’t really belong in something you’re capable of misbehaving in. It’s been mucked about with too much; if the walnut was on the original order form, and then they’ve gone for the 3.8 engine conversion, I don’t really get what they were trying to do with it. I would find the X51 a trifle irritating day-to-day, because it is relatively bonkers, compared with the orthodox models.

    The 993 C2S is arguably the best looking of the four, its broad-arched Turbo body with the classic sloping tail-end, unencumbered – at a standstill at any rate – by a prominent rear wing. Of course, aero is crucial at high speed, and the electronic wing is simply tucked away at rest, ready to emerge when it hits 50mph. This C2S has been retro-fitted with imitation split-rim Cupstyle wheels, as well as broad spacers on the back to widen the track, and I note the worn edges on the tyres and black rubber skimming the wheelarches where the tyres are fouling the bodywork, and that is not very clever. The oversize spacers appear to be bolted to the hubs and the wheels bolted to the spacers. It probably ought to have Turbo type ‘Ninja throwing star’ wheels with blade effect on the spokes, and thinner spacers, if any at all. Unlike the 911 ‘S’ of old, the 993 C2S offers no performance advantage over the regular 993 C2, though in fairness it does get up and go enthusiastically, and with no driven front axle it does have better feel and is appreciably keener on turn-in than the four-by-four brigade.

    I drive the C2S as fast as I can along the swoops and cambered curves of the big dipper which is Blakey Ridge, and it is certainly an exciting car to drive, despite the terrible graunching over the bumps as the rear tyres snag the bodywork. I can’t argue with the zing of the flat-six and the spritely performance; it most definitely wants to get up and go, and I perceive much more of a sporting persona than the C4 X51, which must be down to the two-wheel drive chassis. Despite the bumps the C2S is remarkably good fun, and a harder ride than the standard C4. One of the positives about the rear-drive C2S is that it turns in smartly, possibly because of its broad rear track, which means I can brake late going into a corner and get through the turn with a nice degree of agility. It also makes me wonder if we had a regular C2, instead of an S with absurdly wide rear track, then that also might give our shootout a different outcome. The C2S cabin is steeped in maroon leather, which is a little bit like sitting inside a candy bar. It’s intriguing at first sight, but I’m not sure that I could live with it. The C2S seems more sorted, more together than the X51; I don’t think that one quite knows want it wants to be, and in fact this wild child with its wider-than-wide rear end is also slightly over the top.

    Up to this point, I’m liking the C2S best. And now, here I am in the stock 993 C4 and, frankly, I’m not expecting any fireworks. I’ve left the dullard till last, reminding myself that this too is an innocuous fourwheel drive model. The lack of an on-board computer and an RS sports steering wheel with no air bag give the impression of a rather more spartan cockpit environment, though in truth the blue leather seats and trim are in the best nick of the four cabins here. Something niggles, though. Were I in the market for a C4, if this car wasn’t in such good condition – it’s only done 48,000 miles – I would pass, because I rely on the computer for telling me the outside temperature (-0° means ice on untreated roads) and how many miles there are left on the fuel. Hmmm... perhaps I’m a little bit too prejudiced, because out on the open road a different story starts to emerge, as I soon realise that this Carrera 4 is the easiest of the quartet to drive and use on a daily basis. It is very compliant, it’s well balanced, it revs nicely and it steers easily, so I suppose if you wanted an easy life then this would be the fella. Everything about it feels taut, whereas the other three are like overhyped kids overdosed on saccharine in a playbarn. This is a very taut car, and the A-road performance is perfectly adequate; it accelerates beautifully smoothly, holds the road perfectly and the ride is good, and in a real world scenario it has the legs of its three siblings. It is, quite simply, the most effective and together of all of them. And this, I remind myself, is a standard car.

    So it’s pretty obvious by now where our fancy’s been tickled. Yes, as they say, it’s the quiet one you have to watch. The one that silently gets on with the job, doesn’t make a fuss, while all the others are jumping about, showing off, waving their arms in the air and making a big song and dance. That’ll be the standard C4 then. I’ve surprised myself, as I generally love the grit of a feisty hot-rod, but there’s no getting away from it, the C4 is the most rounded candidate here in terms of performance, ride and handling, even cabin ergonomics; it simply does everything more competently than any of the others. Who’d have guessed? Not me; generally I like ’em raucous and in your face!

    TECHNICAL SPECIFICATION
    CAR #Porsche-911-Carrera-4S-X51-993
    ENGINE: 3800cc
    POWER: 300bhp at 6600rpm
    TORQUE: 262lb ft at 5400rpm
    TRANSMISSION: Six-speed manual
    TOP SPEED: 175mph
    0-60MPH: 5.2 secs
    SUSPENSION: MacPherson strut front, independent rear
    TYRES: 205/50 ZR17 front, 255/40 ZR17 rear

    CAR #Porsche-911-Turbo-993
    ENGINE: 3600cc
    POWER: 408bhp at 6600rpm
    TORQUE: 398lb ft at 4500rpm
    TRANSMISSION: Six-speed manual
    TOP SPEED: 180mph
    0-60MPH: 4.5 secs
    SUSPENSION: MacPherson strut front, independent rear
    TYRES: 225/40 ZR18 front, 285/30 ZR18 rear


    CAR #Porsche-911-Carrera-4-993
    ENGINE: 3600cc
    POWER: 285bhp at 6100rpm
    TORQUE: 251lb ft at 5250rpm
    TRANSMISSION: Six-speed manual
    TOP SPEED: 171mph
    0-60MPH: 5.3 secs
    SUSPENSION: MacPherson strut front, independent rear
    TYRES: 205/55 ZR16 front, 245/45 ZR16 rear

    CAR #Porsche-911-Carrera-2S-993
    ENGINE: 3600cc
    POWER: 285bhp at 6100rpm
    TORQUE: 251lb ft at 5250rpm
    TRANSMISSION: Six-speed manual
    TOP SPEED: 167mph
    0-60MPH: 5.4 secs
    SUSPENSION: MacPherson strut front, independent rear
    TYRES: 205/50 ZR17 front, 255/40 ZR17 rear


    Carrera 4 looks rather puny compared to the other wide boys tested here. However, it proves to be the most driveable and best suited to the wild North Yorkshire moors.

    Yes, it’s the one that we would take #Porsche-911-993 C2S is perhaps the best looking of the bunch, but is somewhat over- wheeled and tyred. It offers no performance advantage over the base C2, but looks brawnier with its Turbo body.

    Predictably the 993 Turbo is pretty rapid, even by today’s standards. It certainly shows the wide body pretenders a clean pair of heels. Interior is restrained and features hard back sports seats The great pretender. Full #Porsche-911-Turbo-S-993 body shell right down to the air scoops and biplane wing, but this #Porsche-993 flatters to deceive. It’s a C4S, but with the X51 engine pack, which means a 3.8-litre engine and 300bhp.

    Porsche 993s are the hot ticket when it comes to used 911s at the moment, and for good reason. The last of the air-cooled line and thus the most developed of the original #Porsche-911 concept. They’re all good, but predictably the Turbo packs the biggest punch.
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  •   Lee Sibley reacted to this post about 1 year ago
    CAR: #Porsche-911-993 / #Porsche-911-Turbo / #Porsche-911-Turbo-993 / #Porsche-993 / #Porsche-911-Turbo-993 / #1995-Porsche-911-Turbo-993 / #Porsche / #1995

    Year of manufacture 1995
    Recorded mileage 65,195
    Asking price £125,000
    Vendor Avantgarde Cars, Fazeley, Staffs; tel: 01827 288177; www.avantgardecars.co.uk

    WHEN IT WAS NEW
    Price £93,950
    Max power 402bhp / DIN
    Max torque 398lb ft / DIN
    0-60mph 4.5 secs
    Top speed 180mph
    Mpg 18


    The seller also has a mint turbo S at £340k, but we couldn’t help noticing this last-of-the-air-cooled turbos, with S aero kit, at almost a third of the price. It has a huge history file, which includes a £20k engine rebuild in ’2005, 10,000 miles ago, 15 service stamps and six brake-fluid change stamps.

    The Arena Red paint is almost spotless, earlier rust bubbles under the ’screen having been dealt with, and the front bumper and wheels recently refurbished. All we could find is one small touched-in chip at the back of the driver’s door, and a small nick out of the tread plate finisher. The brake calipers were overhauled in 2014, discs and pads look new and tyres are well-treaded Contis all round, 2013 front and 2011 rear. The space-saver spare has never been used; also present are the tyre compressor, jack and unopened first-aid kit. The paint/option code stickers remain: one on the service book, one in the right door shut and one under the front lid. Inside, it’s very well kept, with only mild creasing to the Sport front seats, unused rears, and good carpets and dashboard moulding.

    The motor seems tidy, not that you can see much of it, but it has Tech-Art stainless exhausts. The most recent service stamp was with Ninemeister at 63,972 miles in 2015 (£2161), although the Porsche will have a fluid-change service before it leaves Avantgarde.

    It starts easily despite having stood for a couple of months. The clutch is quite sharp, and the steering heavier than earlier air-cooled Porsches, a result of the all-wheel drive, but the wheel still squirms and writhes in your hands like a proper 911. Oil pressure was hard against the 5 bar stop all the time we were moving, only dropping back on tickover to 2.75 bar, warm, and the oil temperature hardly budged. It is, of course, blindingly fast, the massive torque delivered with no appreciable turbo lag and strong synchros on all six gears. The brakes are great: smooth, powerful and straight. The ventilation system moans and groans to itself periodically (they all do that, guv), but the air-con blows cold. The MoT lasts until April.

    SUMMARY

    EXTERIOR One small touch-in; usual areas refinished, but otherwise mint
    INTERIOR All good; seats lightly aged
    MECHANICALS Has wanted for nothing; 10k miles on rebuilt motor

    VALUE 8/10

    For Ticks all the boxes
    Against Its enthusiasm can be infectious, so be warned

    SHOULD I BUY IT?

    Must be one of the nicest, no-stories turbos around, in a good colour, and with a cast-iron history
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  •   Lee Sibley reacted to this post about 1 year ago
    Porsche 911 Carrera (993)

    A half-cage has gone in and the back seats are out in a bid to make the Porsche more hardcore

    / #Porsche-911-Carrera-993 / #Porsche-911-993 / #Porsche-911 / #Porsche-911-Carrera / #Porsche-993 / #Porsche /

    The toolkit has been out recently, and likewise the 993’s back seats. More on this in a moment, but first you need to hear my justification. When you are surrounded by performance cars day-in, day-out, as I am fortunate enough to be in my job as evo’s staff photographer, you can’t help but feel drawn towards certain models, and also to analyse exactly what it is about them that appeals so much. Over the years there have been a handful of cars that have had me feeling a deep urge to sell my kidneys to own them. The first was the incredible 997-generation Porsche 911 GT3 RS 4.0, then later the Cayman GT4, Mégane R26.R, 458 Speciale, Golf Clubsport S and Ruf SCR 4.2. As you can see, there’s a theme here of mostly pared-back, driver-focused cars. This is clearly my ‘go to’ spec.

    So, unsurprisingly, I had an urge to make my 993 a little more hardcore and, yes, driver-focused. I figured the perfect way to achieve this would be to install a bolt-in half-cage, as this would increase the car’s body rigidity and also allow me to fit harnesses at some point.

    I chose a cage produced by German company Heigo, specifically its Clubsport model, and over a weekend staff writer Will Beaumont and I, with some extra help from Will’s father, removed the Porsche’s rear seats and assembled and installed the cage. Heigo has cleverly designed its half-cage so that you don’t need to destroy your carpet or weld in fixing plates for it. Instead it picks up on the original strengthened areas, including the front and rear seat belt fixings. Another positive is that we managed to fit it without having to remove the front seats. And although the kit weighs 25kg, after removing the rear seat belts and seat backs, the final extra weight to the car is a relatively minor 21kg.

    As well as the cage, I’ve also installed a front strut brace, similar to the one used in 993 RSR race cars and even the aforementioned Ruf SCR. When researching parts I was surprised to find that you can purchase this brace on its own via Ruf UK. It’s ultra-high quality and easy to install, and the benefits are reduced strut tower flex (as both towers are tied together) along with reduced chassis flex.

    The 993 is starting to become my ultimate fast road package and I can’t wait to get it back out on the road and track this summer to test the new set-up.

    Date acquired April 2016
    Total mileage 80,134
    Mileage this month 100
    Costs this month £853 roll-cage £360 strut brace
    £26 dinner for Will and his dad
    mpg this month 24.3

    ‘The 993 is starting to become my ultimate fast road package and I can’t wait to get on the road’
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  •   Adam Towler reacted to this post about 2 years ago
    CAR: #Porsche-911-Carrera-993 / #Porsche-911-Carrera / #Porsche-911-993 / #Porsche-993 / #Porsche / #Porsche-911 /

    A weekend behind the wheel gives our 993’s upgrades – and its natural talents – a chance to shine…

    The 911 had been parked up for what felt like years waiting for available funds to replace two leaking valve covers – a common problem with the 993 Carrera. Thankfully I managed to save up enough to get the job carried out by RPM Technik just in time for a recent driving weekend with some colleagues and friends.

    You may remember Jordan Katsianis, custodian of our DS 3 Performance, briefly mentioning this outing in last month’s Fast Fleet. Our plan was simple: bring a car – your own if possible – and head to the best driving roads that south Wales has to offer.

    Gathering in a service station early on a Saturday morning for a quick coffee and a Danish, we had an eclectic turnout, ranging from a Saab 9000 Aero to a Cayman GT4.

    The weather appeared to be against us at first, turning tragic as soon as we crossed the Severn Bridge into Wales, but we decided to tough it out and carry on with our plan, and to our amazement the rain and clouds gradually faded as we got closer to our first location, the skies eventually giving way to bright sunshine.

    After my first half an hour or so on interesting roads I had to concede that the 993 was a little too stiffly sprung, but this was easily fixed by adjusting the Öhlins dampers to softer settings. Fifteen minutes later I was tackling the same corners again, now with more pace and confidence.

    Another adjustable component that showed its worth in Wales was the Rennline pedal set that I have recently added. The standard pedals in the 993 make it hard to properly heel and toe, because the floorhinged accelerator is so low compared with the brake, but these aluminium replacements solve that by allowing you to independently set the height and lateral position of the accelerator. The only issue I had was with the optional extension plates for the accelerator, which are designed to close the gap to the brake pedal even further. There’s an upper and a lower one, but as you can see in the picture, I only have the lower one (the red bit) fitted, because if you’re wearing regular shoes of around size 10 or larger, you can easily end up unintentionally applying pressure to the brake and accelerator simultaneously.

    As more miles passed beneath the 993’s wheels, I began to understand how to use the car’s rear weight bias to my advantage, but at the same time it also became clear that real mastery of this car can’t be achieved in a weekend. But that’s what I love about the 993 – just how involving it is. You feel like an integral part of covering ground quickly in it. No traction control. No stability control. No active suspension. Just intense driving pleasure.

    With the non-stop feedback through the steering wheel and seat, you can eventually get to a stage where your concentration level is so high and your movements – gearchanges, steering, road placement – become so fluent that when you do finally come to a stop you can’t really identify the single great moment of the drive. Give it a moment, though, and you realise that this is because the whole journey was perfect.

    Over the weekend I must have driven more than 400 miles, filled up twice and spent the equivalent of a cheap weekend break abroad, but making the effort to travel to decent roads in a car like the 993 is totally worth it, and I can’t wait to do it again.

    Aston Parrott (@AstonParrott)
    Date acquired April 2016
    Total mileage 80,034
    Mileage this month 481
    Costs this month £605 valve cover replacement £300 pedals
    Mpg this month 24.1

    Above: adjustable pedals make for perfect heel and toe action.

    Below: 993 and friends in Wales.

    ‘I love how involving the 993 is. You feel like an integral part of covering ground quickly in it’
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