Porsche 911 991 Club - Porsche 911/Turbo S Base Engine 3.4L/350-hp/287-lb-ft flat-6 Opt Engine 3.8L/400-475-hp/324- 32...
Porsche 911 991 Club - Porsche 911/Turbo S
Base Engine 3.4L/350-hp/287-lb-ft flat-6
Opt Engine 3.8L/400-475-hp/324- 325-lb-ft flat-6; 3.8L/520-560-hp/487-516-lb-ft twin-turbo flat-6; 4.0L/500-hp/338-lb-ft flat-6
Drivetrain Rear engine, RWD/AWD
Transmission 7M; 7-sp twin-cl auto
Basic Warranty 4 yrs/50,000 miles
IntelliChoice 5-Yr Retained Value 51%
An icon that meets the needs of every enthusiast.

BASE PRICE $85,295-$195,595
BODY TYPE Coupe, convertible
There’s a flavor of the iconic 911 for everyone. A newly introduced GT3 RS reigns supreme, but since the entire run of GT3 RS models (as well as the 911 GT3 it’s based on) is sold out, we say drive one if you can and then keep an eye on Craigslist. The GTS model has the most performance you can get without the help of forced induction, and the Turbo S model is the horsepower king. We love manual transmissions, but Porsche’s PDK automatic transmission is really, really good.

EPA ECON CITY/HWY: 14-20/20-28 MPG 0-60 MPH: 2.6-4.5 SEC*
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  •   Adam Towler reacted to this post about 9 months ago
    / #Porsche-911-GT3-991.2 vs. #Porsche-911-Carrera-T-991.2 / #Porsche / #Porsche-911 / #Porsche-911-991.2 / #Porsche-911-991

    A question came up at a recent cars and coffee, and I’d like to know your opinion – plus those of any others who wish to get involved. It all started when we saw a manual 991.2 GT3 for sale. The owner wanted £140k for it.

    Somebody made what I thought was a good point: why not buy a Carrera T and save yourself the best part of £60k? I am in a position to buy a GT3 (I’ll likely have to settle for a 991.2 as I do not have a relationship with any dealer, so I’m not even bothering trying to secure a 992) and it really got me thinking. Everybody is quick to chase the latest GT car, but is a GT3 really double the car of a Carrera T? I’d think not. I also think the Carrera T has taken its big hit, whereas the GT3 WILL come down over the next year or so, and I’m not really interested in losing out on residuals. So, what do you think? As a toy for pure enjoyment, is the GT3 really worth the big stump up over a Carrera T?
    • As with any 911, it all comes down to how you’ll use it. If you want a show-stopping 911 that’s good for gentle drives in sunnier climates, the TargaAs with any 911, it all comes down to how you’ll use it. If you want a show-stopping 911 that’s good for gentle drives in sunnier climates, the Targa makes a compelling choice. If you’re a circuit junky intent on being the fastest at the track day, you’ll need a GT2 RS. Similarly, there’s a place in the lineup for both a 991.2 GT3 and a Carrera T, particularly if the GT3 is a Clubsport with PDK. However, assuming both the Carrera T and GT3 are manual (and the GT3 is a Comfort spec to be as comparable as possible), the GT3 is a complete reworking over the Carrera T. Its motorsport engine is far superior than the turbocharged engine in the Carrera T. We think the former is the best engine in any road car, ever. The GT3’s six-speed manual is also vastly superior to the Carrera T’s seven-speed. A GT has and always will carry a cache of being a fine performance machine, whereas some dealers have already commented that the Carrera T is a hard sell as not everybody understands the car.
      The reality is both cars will make for a cracking driving machine for Sunday blasts and continental road trips, but you’d really have to be extremely convinced by the Carrera T’s ability to perform to pass up the scintillating 991.2 GT3.
        More ...
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  •   Andy Talbot reacted to this post about 1 year ago
    Taking the 911 to a whole new level

    Kyle Fortune tests Porsche’s latest ’Ring-meister: the 211mph #Porsche-911-GT2-RS-991.2 / #Porsche-911-GT2-RS-991 / #Porsche-911 / #Porsche-991 / #Porsche-991.2 / #Porsche-911-991 / #Porsche-911-991.2 / #Porsche / #2017 / #Porsche-911-GT2-RS / #Porsche-911-GT2-RS-991 / #Porsche-911-GT2-RS-991.2 / #Porsche-911-GT2 / #Porsche-911-GT2-991 / #2018 / #2018-Porsche-911-GT2-RS-991.2

    There was a gap in the traffic and suddenly we were travelling at 180mph before a slow-moving truck prevented bigger numbers appearing. The car was a prototype 911 GT2 RS. When he’d pushed the accelerator to the floor, Andreas Preuninger, Porsche’s GT product line director, calmly said there’d be more to come from the production cars. Goodness.

    Now, a few months later, I’m sitting in one. It is ‘the alpha 911’, as the GT man said during that prototype ride. You only need to look at it to see that. It’s a vented, ducted, bewinged, carbonfibre lightweight monster, that is in no way shy in exhibiting its intent.

    The GT2 RS has always been a little bit unhinged, and this one is no exception. Rare, exclusive, collectable, but a car sought out by those who want not only low-number bragging rights but also the fastest, most outrageous 911 Porsche builds.

    The formula remains the same, the GT2 RS taking elements of the GT3 RS and the Turbo S and adding new, exotic technology to the mix. It’s got a 3.8-litre bi-turbo flat-six with water-cooling on the charge air system, bespoke internals and a titanium exhaust. Power is up to 700bhp. Yes, a 700bhp 911. Driving the rear wheels only.

    There’s PDK now, a seven-speed auto insetad of its predecessor’s six-speed manual. Being faster, paddleshifts are the RS way. Frankly, with that much horsepower, it’s probably sensible. There’s less weight, as you’d expect with the RS badge, but the GT2 RS’s 1475kg kerb-weight can be reduced by a further 29kg if you lighten your wallet by £21,000 for the Weissach package. You get magnesium wheels, a carbonfibre roof and bonnet with body-coloured stripe, a titanium rollcage and anti-roll bar and coupling rods in carbonfibre. We can’t imagine anyone won’t.

    Inside, as standard, there are bright red, body-hugging Alcantara lightweight sports seats and a little less sound deadening. You hear the engine and find it lacks the rich, racer’s intensity of the GT3 RS and GT3 naturally aspirated 4.0-litre flat-sixes, this turbocharged 3.8 having instead a heavier, more bassy blare. Blip the accelerator and there’s less eagerness, as you’d expect, not that you’ll notice that too much on the road.

    That it’s fast is no surprise, but it’s not the engine that defines the GT2 RS. Yes, there’s massive, linear shove, and the gearbox is so quick to translate your finger-pulls to swapped ratios that it cracks 62mph in 2.8sec. You can double that in 8.3sec and go on to a top speed of 211mph shortly after. Yet, for all that, it’s the chassis that shines through. In essence it runs on GT3 Cup settings for the Nürburgring. There are upside-down dampers, with every connection, bar a single one on the rear-wheel steering, being ball-jointed, yet that uncompromising set-up does not manifest in a chaotic, harsh ride. Far from it: the way the GT2 RS copes with the vagaries of the UK’s ravaged tarmac is revelatory, as it rides with tautness yet civility too. It’s never the chassis that demands you slow down, rather the engine’s exponentially increasing pace. The steering is rich in sensation, quick in response and near-perfect in its weighting.

    This is a GT2 RS that bins the uncouth, difficult manner of its predecessors and responds with pin-sharp agility, mated to its massive power. It’s engaging and interesting at any speed, which begs the question why it needs quite so much of it. Sure, nobody will be disappointed with the GT2 RS; it moves the 911 game on massively. But however incredible it is, the idea of this chassis being mated to the more intoxicating naturally aspirated 4.0-litre of the GT3 is an even more bewitching proposition.

    Above Despite some awesome performance figures – 2.8sec to 62mph and just 8.3sec to double that – it is the sublime chassis that defines the new GT2 RS.
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  •   David Vivian reacted to this post about 3 years ago
    FIRST IMPRESSIONS The Widowmaker’s Return. #Porsche-911 / #Porsche-991 / #Porsche-991.2 / #Porsche-911-991 / #Porsche-911-991.2 / #Porsche / #2017 / #Porsche-911-GT2-RS / #Porsche-911-GT2-RS-991 / #Porsche-911-GT2-RS-991.2 / #Porsche-911-GT2 / #Porsche-911-GT2-991 / 2017

    For the 991-generation 911, Porsche has skipped the GT2 and gone straight to the GT2 RS. We hitch a ride with #Andreas-Preuninger , head of Porsche’s GT division. By Kyle Fortune.

    Yes, the GT2 RS is happening. Porsche’s worstkept secret since the last one is out, and we’ve called shotgun on a development ride with GT division boss Andreas Preuninger.

    Physically, the prototype is a GT3 RS under a black wrap, converted by Preuninger’s team to GT2 RS technical specification. They’re extremely cagey about details, as the model won’t be homologated until the first preseries cars start running off the line, and that’s still a few weeks away.

    What they will tell us is that it has a 3.8-litre engine from the Turbo S with water-spray intercoolers fed by a 5-litre tank, plus a bespoke exhaust and revised internals.

    Outputs will be ‘more than 650bhp and 750Nm [553lb ft]’. In true GT2 RS fashion, it’s not unreasonable to expect that to be quite a bit more. Mighty then, but this is a GT2 RS, and that’s what buyers expect. It’s also, says Preuninger, something of a riposte to those saying the GT division’s focus on outright speed has been lost. Expect Walter Röhrl to put in a ludicrously quick Nürburgring time (the rose-jointed suspension is essentially a 911 Cup setup). Preuninger promises that in a straight line it will beat all its internal competition, which means 0-62mph in 2.9sec or less. With rear-wheel drive (and rear-wheel steer) the limiting factor is traction, even with bespoke 325/30 ZR21 rear Michelin Cup 2 tyres. Above 62mph it’ll monster the clock, reaching 124mph in under 9 seconds and going on to over 210mph.

    Standard PDK helps; Preuninger says it’s the only option, not just because it’s faster, but to cope with the torque. It also allows the use of the electronically controlled diff with 0-100 per cent locking.

    Extensive weight loss sees the RS usefully under 1500kg, and buyers can do their bit by dropping comms and air con, though few will. An optional Weissach pack removes an extra 30kg via a carbon roof (replacing the standard magnesium one), carbon elements in the suspension, a titanium roll cage and magnesium wheels, behind which ceramic brakes are standard. Visually it’ll be a riot: bespoke vanes on the front wing-top outlets, new intakes, a huge rear diffuser and plenty of carbonfibre. Downforce levels will be much the same as the GT3 RS’s, though it’ll look even more overt.

    We’re on roads Andreas knows well. That it’s quick is no surprise, but its acceleration is 918 Spyder in its ferocity. The ride is remarkable, too, though Weissach’s smooth tarmac is rather flattering. An autobahn run underlines brutal ingear pace, while the cabin is filled with a melodious note vaguely reminiscent of a 930 Turbo’s. Preuninger raves about the GT2 RS’s agility and poise, combined with the effortlessness of the power. He also says this prototype is only about 80-90 per cent there. Final development will bring more of everything. From where I’m sitting that’s genuinely difficult to comprehend. But then that’s exactly how the GT2 RS should be…

    Left and above: GT3 RS body, with a few tell-tale mods, cloaks GT2 RS hardware. Interior is all familiar 911, but with lightweight fixed-back buckets and roll-cage. Preuninger (blue shirt) talks us through changes.

    The cabin is filled with a melodious note reminiscent of a 930 Turbo’s
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  •   Adam Towler reacted to this post about 3 years ago
    NEW GT3 CUP REVEALED / News The latest news from the fast-paced #Porsche world. #Porsche-911-GT3-991.2 / #Porsche-911-GT3 / #Porsche-911-991 / #Porsche-991 / #Porsche-991.2 / #Porsche-911-GT3-Cup-991.2 / #2016 /

    Porsche’s new GT3 Cup car gives us a hint of what a road-going secondgeneration Porsche-991-GT3-991 might look like…

    Alongside the E-Hybrid and 919 Hybrid on the Porsche stand at the Paris Motor Show (right) was the brand-new secondgeneration 991 GT3 Cup racing car. The car has been completely reworked by the Porsche motorsport department to fall in line with the newest generation of production-style GT racing across the globe.

    An aluminium-steel composite construction ensures maximum rigidity and a lightweight body, resulting in the car weighing in at 1200kg. It is powered by a naturally aspirated four-litre flat-six producing 485hp and, thanks to a redesigned aerodynamics package, it is already producing faster lap times than its forebear, we’re told.

    This latest #Porsche-911-GT3-Cup car follows a string of successful variants, which started with the 996 in 1998 since which some 3031 units have been delivered. Significantly, the new car as shown at Paris hints at what a road-going face-lift car might look like. Completely redeveloped, this latest 911 GT3 Cup car will take to the starting grid of the world’s race tracks in #2017 . It features a range of innovative details designed to improve its efficiency and engine performance, ensuring increased durability and reduced maintenance costs.

    A valve drive with rigidly mounted rocker arms and a central oil feed are employed for the very first time. Alongside that an integrated oil centrifuge optimises oil defoaming in the engine, and a crankshaft with increased rigidity appears. On the outside a new front apron is joined by a fresh rear end to improve downforce aiding traction and performance. Talking of downforce, the car’s prominent 184cm-wide rear wing has been retained from the previous model.

    The wheel dimensions are also unchanged: the single-piece 18-inch rims with centre lock are shod with vast Michelin racing slicks. The driver is protected by a solid safety rollcage and an innovative, bucket-style racing seat that is moulded around the head and shoulder area. An enlarged rescue hatch in the roof sits in line with the latest FIA standards, making driver extraction in the event of an accident easier.

    The GT3 Cup is built on the same production line as the 911 road car at Zuffenhausen. Its tuning is performed at the Weissach motorsport centre, where vehicles are also thoroughly tested by a professional race driver prior to delivery to customers.

    As Porsche has built 3031 units of the 911 GT3 Cup (996, 997 and 991) since 1998, that makes it the most-produced GT racing car in the world. Initially the new car will appear in the Porsche Mobil 1 Supercup series in support of the F1 calendar, in the Porsche Carrera Cup Deutschland, and in North America before spreading to the rest of the world’s Porsche Cup championships, including the UK’s Carrera Cup GB, in #2018 .
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  •   Nick Trott reacted to this post about 3 years ago
    Porsche’s new turbo charged future revealed

    In half a century of 911 evolution, this latest update will rank amongst the most controversial: the Carrera is going turbocharged. Here’s the low-down on that - and other changes. #2016 #Porsche-911-Carrera-S-991.2 / #Porsche-911-991.2 / #Porsche-911 / #Porsche / #Porsche-911-991 / #Porsche-991.2 /

    Dr Rerhard Mossle would rather let the car do the talking. On more than one occasion during our 48-minute interview I try to draw the senior Porsche engineer into making bold, cocksure claims for this revised and updated 911, but each time he simply replies: ‘You will see when you drive it.’

    If ever a new car - or rather a new engine - had much to prove against a backdrop of such apprehension, this is it. The 911 Carrera is now turbocharged. In closing the book on five decades of tradition, Porsche has jabbed the ribs of the sports car purist who - for three very good reasons - will wonder if this could be the beginning of the end. Immediate throttle response, a serrated exhaust note and high crankshaft speeds have been central tenets of mainstream 911 engines since the original model arrived in 1964 and, owing to the fundamental way in which turbochargers work, all three of those principles could be at risk. Mossle’s quiet assuredness, though, is more convincing than any conceited sound bite.

    The current 911, codenamed 991, arrived three years ago complete with its own breaks from tradition, and this facelift is intended to keep it fresh and competitive for the final few years until a replacement arrives. The big news, of course, is the switch to turbocharging, although significant revisions have also been made to the chassis, bodywork and cabin. The facelifted Carrera and Carrera S will arrive in UK showrooms before the end of the year, in both coupe and Cabriolet body styles, with four-wheel-drive versions to follow within six months.

    By introducing the new turbocharged engine on this facelifted model, Porsche has given itself a head start on the 991’s replacement, which is due in 2019, and spared itself from having to develop a complicated new powertrain and an all-new platform at once.

    Asked if he can understand the apprehension that some will feel about the move to forced induction, Mossle is emphatic: ‘Yes, of course I can! The normally aspirated six-cylinder boxer is a famous engine in the 911, but we face some challenges, not only in terms of fuel consumption and emissions, but also from our competitors. When you look at our competitor cars, like the Mercedes-AMG GT S or other cars with turbocharged engines, it’s getting harder to stay close to them with a normally aspirated engine.

    Porsche isn’t just responding to the ever more stringent emissions regulations set out by the European Union and other legislative bodies around the globe, then. It’s also doing what needs to be done to keep up with the state of the sports car arms race in 2015, which, regrettably or otherwise, has reached a point where a naturally aspirated six-cylinder can no longer be competitive.

    Both the new Carrera and Carrera S use an all-new 3-litre, twin- turbo engine, still with six cylinders arranged in a boxer formation. In terms of displacement, this is the smallest engine fitted to a 911 since the SC ceased production 32 years ago, but in terms of power output the mainstream 911 has never been more potent. Torque output, meanwhile, has gone through the roof.

    Both versions boast a 20bhp increase over their naturally aspirated predecessors, to 365bhp for the Carrera and 414bhp for the Carrera S. Peak power in each model arrives at 6500rpm, with the red lines set at 7500rpm. Maximum torque on each model has risen, by 44lb ft on the Carrera and 45lb ft on the Carrera S, resulting in 332lb ft and 369lb ft respectively - but it’s now delivered from 1700rpm right up to 5000rpm. To put that in context, the prefacelift Carrera S delivers its peak torque at 5600rpm, which means the new model will be in a different league in terms of flexibility and muscularity from low engine speeds.

    The turbochargers are supplied by BorgWarner. They’re fixed- vane units rather than the more advanced variable-vane items used by the 911 Turbo, and boost at 0.9bar in the lower-powered car and l.lbar in the more powerful model. The intercoolers are mounted within the bulging wheelarches and are fed via the air intake atop the central engine cover.

    With more power than ever, the 911 Carrera is faster than ever, too. The base model will crack 62mph in 4.2sec when equipped with the optional PDK gearbox and Sport Chrono Package; that’s two-tenths quicker than its equivalent predecessor. The Carrera S dips below four seconds for the first time to record a 3.9sec dash (again with PDK and Sport Chrono); that’s another two-tenths improvement. Top speeds are now 183mph and 191mph respectively.

    Fuel efficiency is another point of progress. With PDK, Porsche claims the Carrera will manage 38.2mpg on the combined cycle and the Carrera S 36.7mpg, which represent improvements of 3.8mpg and 4.2mpg respectively. ‘When it comes to fuel efficiency, Porsche is clearly ahead of the competitors now,’ reckons Mossle.

    The benefits of turbocharging are very well documented, but so are the drawbacks. The mass market will equate more performance and improved fuel efficiency with progress, but it remains to be seen how cleverly Mossle and his colleagues have nurtured those less quantifiable characteristics that can make an engine truly exciting rather than merely effective. As Mossle said himself, we’ll find out for certain when we drive the car, but it’s clear that the engineering team did make a priority of response, soundtrack and excitement. ‘We tried to model a normally aspirated engine and avoid turbo-lag as much as possible/ he says. ‘A lot of detail work has gone into the system to improve response. For instance, when you come off the throttle the turbos keep spinning, so they are running at a higher speed when you get back on the throttle. We also have a new sports exhaust system that sounds really good. Yes, it’s different to a normally aspirated engine, but it sounds better than the 911 Turbo, more emotional.’

    On the thorny subject of turbocharging, Mossle has the last word: ‘I think there will be a lot of discussion in the next half-year about it, but (ultimately) customers will always want the faster car.’

    The manual gearbox faces a similar threat of extinction to the naturally aspirated engine in the world of the performance car, but in the Carrera it lives on. Was there pressure to ditch the manual? ‘We had discussions, of course,’ says Mossle, ‘because our manual installation rate worldwide is about ten per cent. It’s a kind of USP (in this sector) now. It’s not the fastest gearbox when you go on a racetrack, but it makes a lot of fun and that’s important for us. This weekend I drove a Cayman GT4 and I didn’t miss the PDK.’

    The manual gearbox, still with seven speeds, gets new ratios to suit the new engine’s power and torque delivery. It’s also been beefed up to cope with the extra torque output, but the PDK transmission is unchanged, save for the ratios. Drive is still distributed between the rear wheels by a limited-slip differential - purely mechanical in the Carrera and electronically controlled in the Carrera S.

    With a turbocharged engine comes weight. The new unit is 40kg heavier thanks to the turbochargers themselves, plus the necessary cooling and plumbing. Around 10kg has been offset by weight savings elsewhere in the car, but there is now more weight over the rear axle. As a result, weight distribution has moved rearwards by half a percentage point to 38:62 front to rear, which has required a complete overhaul of the chassis settings. Notably, the spring and anti-roll-bar rates on the rear axle have been turned up.

    The rear tyres are now 305mm in section at the rear on the S model rather than 295mm, while four-wheel steering has filtered down from the Turbo and GT3 models as an option an the S. At low speeds the rear wheels turn in the opposite direction to the fronts to reduce the car’s turning circle (by 40cm), but above 50mph they turn with the front wheels to improve stability. With that added rear-axle stability the engineers have been able to make the steering more direct around the centre point, by 10 per cent, to make the front axle more responsive. ‘We have more grip on the rear axle so we could go a bit sharper on the front,’ explains Mossle.

    The steering system itself is still electronically assisted, but Mossle claims it’s been improved dramatically since the original iterations of 2011, with lessons having been learnt during the development of competition cars as well as the GT3 and RS versions.

    The brake pads are now a little bigger to deal with the added performance, and Porsche Active Suspension Management is standard fit. The vast majority of buyers were specifying it anyway, apparently, and as Mossle notes, ‘a sports car in this sector should have the best suspension technology available’.

    As a direct result of the turbocharged power unit, the new tyres and the chassis revisions, the new Carrera S is six seconds faster around the Niirburgring than the outgoing model, posting a time of 7min 34sec. Impressively, that’s the same time Porsche claimed for the 997-generation GT2.

    Visual updates are limited to revised bumper designs, new headlight and LED daytime running light layouts, vertical slats on the engine cover, more stylised rear lights and a new placement for the exhaust tips, plus a cleaner door handle design and new wheels.

    The frontal air intakes now feature active flaps, which close in certain conditions to improve aerodynamics and therefore fuel efficiency. A front axle lift is now available, as it has been on the GT3 for some time, although the new system is 3kg lighter and offers 40mm of added clearance rather than 30mm.

    Within the cabin is a new steering wheel, while a smaller, 360mm GT wheel is available as an option, which features a new 918 Spyder-inspired switch for adjusting the car’s chassis and drivetrain modes. The fourth-generation Porsche Communication Management system is introduced here with a multi-touch screen, a smartphone style menu system and Apple CarPlay preparation.

    UK prices are confirmed at £76,412 for the Carrera coupe, £85,857 for the Carrera Cabriolet, £85,253 for the Carrera S coupe and £94,648 for the Carrera S Cabriolet.

    The prevailing technologies change, Porsche responds and we traditionalists declare the end of days. It’s a story almost as old as the 911 itself. Looking back to the 1998 introduction of the 996-generation model, which was a comprehensive sea-change for the 911, it now seems entirely logical that Porsche switched from air- to water-cooling, despite the protestations of the purists. A modern performance engine cooled entirely by air is more or less unthinkable now and perhaps, with time, the same might seem true of normally aspirated engines, as frightful as that prospect might sound.

    However, Mossle suggests the normally aspirated 911 might not yet be dead (putting to one side the GT models for a moment, which won’t adopt turbocharging in the foreseeable). There will never be another series-production normally aspirated 911,’ he says, ‘but maybe we will do some special-edition cars.’

    Make no mistake, with the introduction of this facelifted model something has been lost from mainstream 911s forever. With the best turbocharged engine the world has ever seen, Porsche could mitigate against that loss to some degree, but no matter how responsive the new engine is and no matter what exhaust sorcery has been deployed, it will not match the outgoing naturally aspirated power units for pure, red line-chasing drama. It is the end of an era, but it’s also the start of a new one.


    If any manufacturer is well positioned to navigate the automotive industry's pitfall-ridden journey towards widespread turbocharging, it’s Porsche. The factory first dabbled with the nascent technology in the early 70s. Having been roundly thumped by McLaren in the Can-Am series for several years, it introduced a turbocharged version of its 917 for the 1972 season, which would go on to dominate the championship for two years. Turbocharging would become a mainstay of Porsche’s competition models, with the 935 and the multiple Le Mans-winning 956 and 962 all using turbochargers. Today, the 919 Hybrid is also turbocharged.

    Porsche’s first turbocharged road car was the 911-based 930 Turbo of 1975. With the technology still in its earliest days, the 930’s 3-litre engine was laggy and unresponsive, characterised by an unpredictable rush of boost halfway through the rev range. With every Turbo model that followed, though - through 964. 993.996.997 and 991. plus various rear-wheel-drive GT2 models - Porsche refined the art of turbocharging.

    The introduction of variable turbine geometry has been one of the biggest advances in turbo technology. Porsche first used it on the 997-generation 911 Turbo of 2006. By changing the vanes’ angle of attack, the turbos gave better response at low engine speeds without compromising performance at higher speeds.

    Today, turbocharging features across Porsche’s model line-up. from 911 to Macan. Cayenne and Panamera. A four-cylinder turbo unit is in development for use in the Boxster and Cayman sports cars.


    The advent of the turbocharged 911 Carrera might seem rather scary. A travesty, even. But a jog through the evo archive serves as a reminder that over the years some of our favourite 911s have had their induction forced.

    Way back in issue 003 there was a memorable jaunt with a 993 GT2. and a Viper GTS-R. to Le Mans. David Vivian described the GT2’s steering as having ‘enough feedback to fill a book’ and noted the bark of the Porsche's exhaust turning bellicose at around 4000rpm, just where it got into its stride. Justin Bell, who brought the Viper along, thought the GT2 was relatively easy to drive, but then he was sportscar world champion.

    Metcalfe running a black 993 Turbo (whose 408bhp will be overshadowed by the new Carrera S) in Fast Fleet for 18 months. The numberplate C8 UFO always seemed appropriate for the otherworldly speed that it was capable of. yet it also served as an everyday car for family Metcalfe, transporting children and even, memorably, a Christmas tree about the countryside. A more modern incarnation of C8 UFO. a 997 Turbo with a manual gearbox, would be something I would absolutely adore as an everyday car. Huge pace, surprisingly lairy, yet also remarkably comfortable. A wonderful thing.

    In more recent times, who could forget the incredible 997 GT2 RS. The GT3 RS might be the purer option, but there is no doubt which is the faster. And the scarier. Andy Wallace famously got out of a GT2 RS, pointed at it and said: 'That, must be the best road car ever. The steering, damping and traction are incredible. And that engine... I mean, that is performance.'

    Then there are the oddballs - the Ruf CTRs, the GT1s, the 959 - all wonderful cars that we have adored in their own particular ways. And turbocharging is an intrinsic part of each one of them, whether it be the almighty shove of a Yellowbird arriving on boost or the runaway- train feeling as the second of the sequential turbos in a 959 comes in at 4500rpm.

    As this brief reminisce hopefully shows, turbo'd 911s have always been exciting and as much a part of evo As any GT3. No, they don’t have the soundtrack, but whether it’s the slight terror of trying to get on top of a rear-wheel-drive variant or the bewildered awe instilled by the cross-country pace of a four-wheel-drive version, they certainly hold your attention. Almost every article we’ve written about a turbocharged 911 talks about squeeeeezing on the power. Adding forced induction and really testing the legendary traction of the rear-engined layout alters the character of the car and makes you drive with a different mindset. Given what’s gone before, we’re rather excited to see what the 991.2 holds.

    Far left: 993 GT2 (and a Viper) in evo 003. Left: 997GT2RS thrilled-and scared. Below: Metcalfe’s 993 Turbo and year-2000 Xmas tree. Main pic: 997 Turbo a Catchpole fave.

    Right: new bumpers, headlights and wheel design help mark out the turbocharged Carrera, as do vertical slats on the engine cover and closer-together exhaust pipes (see previous spread).

    TECH DATA #2015 / #2016 PORSCHE 911 CARRERA S (991.2)
    Engine Flat-six, 3 litres, twin-turbo
    Power 414bhp @ 6500rpm
    Torque 369lb ft @ 1700-5000rpm
    Transmission Seven-speed manual ( #PDK option), rear-wheel drive, LSD, Porsche Torque Vectoring
    Front suspension MacPherson struts, coil springs, #PASM adaptive dampers, anti-roll bar
    Rear suspension Multi-link, coil springs, PASM adaptive dampers, anti-roll bar
    Brakes Ventilated and cross-drilled discs, 340mm front, 330mm rear, #ABS , #EBD
    Wheels 8.5 x 20in front, 11.5 x 20in rear Tyres 245/35 ZR20 front, 305/30 ZR20 rear
    Weight c1420kg
    Power-to-weight c296bhp/ton
    0-62mph 3.9sec (claimed, with PDK and #Sport-Chrono-Package )
    Top speed 191mph (claimed)
    Basic UK price £85,253
    On sale December 2015


    Above: optional steering wheel has a 918 Spyder-style driving mode switch (just below the right-hand spoke); Infotainment system has been updated and gains a multi-touch screen and Apple CarPlay.
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  •   Nick Trott reacted to this post about 3 years ago
    THE NEW 911: THE FACTS #2016 #Porsche-911-Carrera-S-991.2 / #Porsche-911-991.2 / #Porsche-911 / #Porsche / #Porsche-911-991 / #Porsche-991.2 /

    The second generation 991 officially breaks cover at the Frankfurt Motor Show this month. Key details of the new car, which represents the biggest step change for the 911 since the 1990s, have already emerged. Story: Simon Jackson. Photography: Porsche.

    Reliable details of the new 911 Carrera, set to represent one of the biggest step changes in the car’s history, have emerged ahead of its official reveal at the Frankfurt Motor Show later this month. Pre-production prototype cars sporting minimal camouflage have been undergoing final extreme weather tests in South Africa, followed by cold weather trials in Canada, before final sign-off on the revised 2016 Model Year 911.

    This ‘new’ 911 comprises a face-lift for the 991 rather than a clean sheet design (we expect that in 2019), but this second generation 991 is significant for a number of reasons – chiefly its engines. The long-rumoured switch from naturally aspirated engines to downsized turbocharged units for 911 Carrera models is the major headline. And, as has been widely reported, all but the face-lifted GT3 and GTS models will feature turbo power in order to meet strict regulations ordering increases in efficiency and reductions in emissions. The new Carrera and Carrera S will therefore run a force-induced 3.0- litre six-cylinder Boxer engine featuring two small turbochargers. Peak power will sit at approximately 370hp with 332lb ft (Carrera), and 450hp with 368lb ft (Carrera S) through the addition of a factory Powerkit on the latter. The Carrera will hit 62mph in 4.3 seconds, the S in 4.0 seconds flat, yet the new powertrain will also hike fuel efficiency to around 37mpg (Porsche claims the current Carrera model can achieve 34.4mpg – #PDK , combined). Purists will rejoice, however, that a seven-speed manual gearbox will be offered in the new 911.

    There are also several key additions to the new car that have filtered down through the Porsche technology food chain. The Carrera S will now benefit from the rear-axle steering facility previously found on Turbo models; the system provides up to three degrees of counter steer on the rear wheels at speeds below 31mph while also allowing for three degrees of parallel steering at speeds above that. Inside the new car will, like the rest of the Porsche range, move across to the 918-style steering wheel, a trend first seen in the Macan, and will feature revised four-point projector headlights. On the outside fresh mirror and front bumper styling (and a rear bumper cooling vent) are the big visual giveaways on the new 911. The mirrors will feature LED ‘blinkers’ while the rear light clusters feature a fresh LED appearance, too.

    There are also completely new additions to the 911 Carrera. Adaptive air ducts in the front bumper will manage the flow of air to the car’s radiators, closing at speeds above 9mph, opening up again above 105mph. The new Carrera will not feature the side vents traditionally found on 911 Turbo models, as these new smaller engines do not require the same high quantities of air. In a bid to answer the difficult question of how the driving dynamics of the new Carrera will differ from the 911’s Turbo badged variants, Porsche has fitted a replacement for the #PSM button. This takes the form of a Sports Response Button (SRB) which has four distinct modes: ‘O’, ‘S’, ‘SI’ and ‘I’. Mounted on the new style steering wheel, the switch alters throttle response and is said to minimise lag from the turbo. The ‘S’ setting is for normal driving, ‘SI’ is for circuit use, while ‘I’ stands for ‘individual’ and allows drivers to set their own preferences.

    The second generation 991 seemingly moves the 911 closer than ever to being a full-blown modern GT car, which is a double-edged sword. In come inherent safety features and levels of comfort and convenience now expected by customers in this marketplace, such as lane change assistance (with a visual warning, not a haptic one, thankfully), and postcollision autonomous braking, which ensures the car is brought to a halt following an accident to prevent additional secondary damage. For the first time on a Carrera there will also be the option to specify the hydraulic nose lift function, enabling the car’s front end to be raised by a speed-hump friendly 50mm at the touch of a button. What all this equates to, though, is a heavier 911 – in part a result of the extra kit but also the new engines, which are heavier. A new Carrera will now tip the scales at 1475kg, up by almost 100kg over the existing model, equivalent to the weight of a first generation 991 Carrera 4 GTS.

    Certain hand-picked journalists have been permitted early passenger rides in the second generation 991, but we at GT Porsche would prefer to refrain from commenting on the new car’s driving dynamics until we actually get behind the wheel. Until then we look forward to seeing the car in the metal at the #2015-Frankfurt-Motor-Show .
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  •   Lester Dizon reacted to this post about 4 years ago
    2015 #Porsche 911 Targa 4 GTS 991 FIRST DRIVE /// #Porsche

    The Targa is one of the best 911 models currently available. In sporty GTS guise it offers a practically unbeatable package to please both the heart and head. Story: Simon Jackson /// Photography: Richard Pardon

    When I first drove the #2015 #Porsche-991 in GTS form back in our April issue I was generally left feeling a little wanting. Fresh from testing the intoxicating Cayman GTS a matter of weeks previous, and the snarling Panamera V8 GTS saloon prior to that, the 911 with a GTS badge stamped across its rump had a lot to live up to. Porsche’s reborn GTS sub brand was indeed in the process of reputation building (or should that be rebuilding?), so to my mind the 911 halo car needed to shine a touch brighter than any of its GTS badged siblings, and I’m not convinced it achieved that.

    In hindsight, our test car’s specification back in April possibly didn’t do much to advance the model’s cause; it was a Carmine red Carrera 4 GTS Cabriolet with PDK, arguably the ‘softest’ of the four 911 GTS variants currently available (the other three being a two- and all-wheel drive Coupé, and a two-wheel drive Cabriolet GTS model). I was therefore keen to trial a different version of the GTS, and the popular Targa model provided an attractive option, something of a halfway house between the Cabriolet we had already experienced and the Coupé model, which we predict to be the most popular 991 GTS purchase.

    On paper, at least, whichever version of GTS you select offers you a plethora of additional extras you’d certainly be daft to ignore; customers gain approximately £9000 worth of additional equipment for a £7500 premium over the asking price of a standard Carrera S. But a Porsche GTS has always been more than the sum of its parts, so the rebirth of those magical three letters really needed to project more than good old fashioned value for money. A GTS should have an aura about it, and that, I think, was what was missing during my first encounter.

    The Targa you see here shares its DNA with that Carmine red Cabriolet but, critically, it somehow manages to capture the intangible spirit of the GTS brand to better effect. It’s true that the Racing yellow paint job is a head turning one for starters, but there’s more magic going on here than that which is simply provided by a brightly coloured exterior hue. The Targa GTS boasts a more muscular aesthetic that seems to lend itself more effectively to the model’s styling cues. Put simply, it seemingly boasts more presence than the Cabriolet version. But that’s an opinion the facts don’t really support, after all we’re dealing with the same C4 wide-body shell and all-wheel drive underpinnings, the same 430hp six-cylinder engine and the same subtle styling tweaks (read black headlamp surrounds, Sport Design mirrors, and GTS badging) on both variants. What we do have here, though, is a manual seven-speed gearbox and more weight; this Targa weighs 130 kilograms more than its Cabriolet sibling, a factor that influences its 0-62mph time of 4.7- seconds, half a tenth down on the aforementioned Cabriolet GTS. On paper then the GTS Cabriolet would seem to have an edge, but that’s not the case on the road…

    While any Carrera 4 991 in the range is certain to feel sure-footed, a GTS model should provide a slightly looser, playful balance, and this is something we reported in the Cabriolet variant. This Targa feels more rooted and exceptionally well composed no matter what might be taking place underneath, perhaps a result of its additional weight thanks to that beautiful glasshouse and roll over bar section (making carrying additional mass entirely bearable). We’re sure those whopping centre-locking 20- inch Turbo S wheels, fitted as standard, can only help available grip levels, too. Although it should feel faintly more ponderous, acceleration from the 3.8-litre DFI appears as brisk as ever, perhaps that is merely down to a perception of speed being augmented by this different body style. If anything, the driving sensation seems far more exhilarating in the Targa GTS, for whatever reason. With the roof stowed and the switchable Sports Chrono exhaust system (standard fit on GTS models) in this car locked open, a fantastic deep growl is unleashed as the engine rises up through the rev range, barking and burbling as it smashes back down through the gearbox, with useable torque (324lb ft) throughout and an eager throttle ready to accept confident commands. This is how a GTS should be.

    At £104,385 (manual) and £107,202 ( #PDK ), this GTS is a fitting range-topping model for the Targa variant of 911 and we think it’s well worth the additional asking price over the more runof- the-mill Targas on offer. The Targa is a seriously head-turning 911, more so than even a 991 GT3 in our experience, and in a bold colour such as Racing yellow – one of four no cost colour options for the GTS (alongside white, Guards red and black) – it’s a sure-fire way to get noticed whether you like the attention or not. Currently the cream of the Carrera crop, the GTS model has proved that it thoroughly deserves its place in the 991 line-up, and this Targa version would certainly make a sensible and thrilling purchase prospect. This is a Porsche 911 capable of pleasing the heart and appeasing the head.

    The GTS is the rangetopping 911 Targa, in this specification the model really comes into its own…

    TECH DATA #Porsche-911-Targa-4GTS-991 / #Porsche-911-Targa-4GTS / #Porsche-911-Targa / #Porsche-911 / #Porsche-911-Targa-991 / #Porsche-911-991 / #Porsche-991
    ENGINE: 3800cc six-cylinder direct injection
    TRANSMISSION: Seven-speed manual
    BRAKES: 340mm discs with six-piston callipers (front), 330mm discs with four-piston callipers (rear)
    CHASSIS: MacPherson strut aluminium double wishbone suspension (front), aluminium multi-link suspension (rear)
    WEIGHT: 1555kgs
    Power: 430hp
    Torque: 325lb ft
    Top Speed: 188mph
    0-62mph: 4.7secs
    Fuel consumption: 28.2 (claimed combined)
    C0²: 237g/km
    ON THE ROAD PRICE: £104,385 /// 2015
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  • TEQUIPMENT AT 20 #Porsche-991 / #Porsche-911 / #Porsche-911-991 / #Porsche-Bike / #2015

    Accessorise! Porsche Tequipment celebrates its 20th birthday this year. In conjunction with Porsche Exclusive, enhancing a Porsche to perfectly fit you and your lifestyle is simple. Story: Simon Jackson & Ben White Photography: Gus Gregory & Porsche

    There’s a rather famous quote from Ferry Porsche defining precisely why he started his little sports car company out of a rustic workshop in Austria: “In the beginning I looked around and could not find quite the car I dreamed of. So I decided to build it myself.” Professor Porsche’s premise is one of the founding concepts of the Porsche brand, an ethos that served as a building block for the goliath car company we know so well today. It’s an underlying ‘anything is possible’ philosophy that hasn’t been lost at Porsche in the modern age, and it’s largely responsible for the range of customisation options available to Porsche customers today. If Porsche doesn’t currently offer the car specification you desire then it will build it for you.

    Personalising your vehicle to suit your individual needs is common sense in many respects, after all why shouldn’t a means of transport be as individual as you are? And practical, too? Since the early days Porsche has been in the business of ensuring its cars could fit you and your lifestyle as perfectly as possible. As far back as 1950 customers were requesting outrageous flights of fancy on Porsche cars, a 356 was even covered in fur as one of the first of what Porsche calls its customer ‘special requests’. Here Porsche was fulfilling customers’ desires by providing unique touches directly at the production line, all under the motto ‘individuality straight from the factory’. Not all of these unique requests brought to bear at Zuffenhausen were quite as extreme as furry bodywork, though. In the early 1950s 356s were seen with practical accessories, too, such as ski racks, and by 1960 two-tone colour to sample paintwork was not unusual. In 1968 a special customer order was completed on a Porsche 911 S 2.0-litre for the London-to-Sydney rally, an entirely bespoke vehicle built-up expressly for the purpose of endurance competition. On a street level these additional accessory requests may have been rather more subdued, but they too were proving popular. The concept of further enhancing your Porsche, before and after taking delivery of it, using appropriate, officially sanctioned accessories was born. So in 1972 Porsche gave its accessories arm a name: the Porsche Parts Service.

    At first the Service’s offerings were predominantly restricted to the kinds of items on sale at your local motor factors – wheel covers and floor mats – but the difference here was that they were now official Porsche branded products. The concept rapidly expanded, in part thanks to the specialists at the Parts Service division working independently on new and exciting commodities, at the same time as considering those requested through the Porsche customer network. The first ever wind deflector on a Porsche was born through the division’s research and development: the Porsche Parts Service worked with an external supplier on the development of a deflector, which would later make full production, becoming available as a retrofit item. And the wind deflector’s popularity at dealer level meant it was then subsequently incorporated into the factory-fit optional equipment list on Porsche cars from the 944 and 968 onwards.

    On the one hand Porsche’s original accessories for post-purchase fitment were growing in popularity but the items produced by the division were wholly distinct from the work going on the factory floor, where any bespoke vehicle requests were being carried out. Up until the mid-1980s this made-to-order vehicle service was referred to as the ‘Sonderwunschprogramm’, which translates as the ‘Special Wishes Programme’, but in 1986 it was renamed ‘Porsche Exclusive’. Staying true to Ferry Porsche’s original mantra, the mission statement of Porsche Exclusive was to follow in the already established traditions of customised Porsche vehicles. Drawing on gathered experience in the field, creating unique models and limited production runs, Porsche Exclusive would represent a factory-sanctioned method of Porsche modification. Today a comprehensive range of options is available for unique vehicle personalisation – options that the company proudly states are ‘virtually limitless’. Over the years that followed, Porsche Exclusive brought us some of the most exceptional cars to ever wear the firm’s famous crest. A one-off ‘935 Street’, a Porsche-built street-legal version of the 935 race car completed in the early 1980s set a precedent for what would followed. But Porsche Exclusive wasn’t only in the business of creating single vehicles – limited production run models have become part of the DNA of the Exclusive department’s work, and it is responsible for some truly epic cars, from the 76 Turbo Slant Nose 964s to just a pair of 993 Speedsters, the 250 997 Sport Classics to, more recently, 100 Panamera Exclusive Series saloons. Ferry Porsche would certainly have been proud.

    At ex-works level, through the 1970s and 1980s, the work of the Porsche Parts Service grew in popularity as the appetite for OE fitment original accessories grew. In 1995 Porsche Tequipment was founded, short for ‘technical equipment’. The idea behind the Tequipment range was to ensure that just three months after the launch of a new vehicle, a suitable range of model specific accessories must be ready for customers to purchase. These products cover a spectrum of retrospective visual customisation options (such as aerokits, wheels, and exhaust systems), together with practical solutions to lifestyle transport logistics issues (read bicycle or ski racks and child seats). No matter what the product might be, though, it must undergo rigorous extensive programme of testing during development at the Weissach Development Centre on both Porsche’s test track and in its wind tunnel. Did you really expect any less from Porsche? What’s more, the entire range of model-specific products are penned by the same team of engineers and designers responsible for that particular Porsche vehicle. So the roof-rack such as the one attached to the top of the 991 GTS in our pictures, was designed by the same team behind the 991 itself. What that means is that these products are viewed in a cohesive fashion, they are seen not merely ‘additional’ accessories but rather created to gel beautifully with the car they’re intended for; these are harmonious Porsche parts.

    Today, upon its 20th anniversary, there have of course been numerous products of note to emerge under the umbrella of Porsche Tequipment, but perhaps some of the more wellknown are its wheels, which just so happen to be the best sellers in the range of products. The first wheel produced as part of the Tequipment range was the single-piece 17-inch Dyno rim for the 986 Boxster. Sold exclusively as a retrofit item, the wheel was a collaborative effort with the Porsche design studio in Weissach, and it would become a watershed product which would lay the foundations for the later creation of the lauded 19-inch Sport Classic wheel, rolled out through Porsche Tequipment as part of the 911 Sport Classic range.

    From humble beginnings offering floor mats and wheel covers, today the official Tequipment range encompasses approximately 400 items, and it is continually growing all the time. It has moved with the times, too, turning to Porsche’s motorsport exploits for inspiration on more than one occasion. One of its latest advents is Porsche’s lap trigger which works in conjunction with its Track Precision app to enable owners to record their lap data. But to summarise, the contemporary range of products is eclectic to say the least! There’s everything from a Charging Pedestal for your 918 Spyder (£1,975.93), snow chains for your Panamera (£567.72), a ski bag for the Macan (£104.87), and a ‘Martini Racing Design’ decorative sticker set for the 991 Carrera (£2,036.90). And that’s not to mention the wealth of vehicle specific roof racks, baby seats, aero kits, ‘SportDesign’ styling additions, together with a lovely little ice scraper with an aluminium telescopic handle and integrated rubber lip – yours for £12.01. Like they said – your wish is Porsche’s command…


    If you didn’t know, just by looking at it you could take an educated guess at who makes this bike. The curve that dominates the top tube, harmoniously following into the rear A-frame, imitates the iconic backbone of Porsches throughout the decades. Perhaps the ultimate lifestyle accessory for any fan of the marque, the Porsche Bike strikes a purposeful pose demonstrating a clear intent: to take performance and dynamic pleasure to fans of two-wheeled transport.

    Porsche’s new range of bikes was originally launched back in March 2014 as part of the Driver’s Selection, offering three distinct variants. At the top end of the price spectrum is the ‘ #Porsche-Bike-RS ’ (£5,500) – a full carbon, non-suspension bike blending the 9kg lightness of a racer with the flat bars and slick tyres of a top-end commuter. Also available from the brand is the ‘ #Porsche-Bike-RX ’ (£4,500), a more focused mountain bike with top-end componentry, a carbon frame and trail-beating front suspension fork.

    Here, the cheapest of the range, is the ‘ #Porsche-Bike ’ which, at £2,500, is a hard-tail, hydroformed aluminium framed machine designed to offer the rider a blend of light offroad ability with practical urban performance. A perfect tool for both commuting and mixedterrain pleasure riding.

    Unsurprisingly, Porsche hasn’t skimped on the Bike’s components, hand-picking individual elements from a range of well-known and highly-regarded manufacturers. The wheels, for example, are 32-spoke P99s by DT Swiss with Shimano hubs. These offer a blend of hardwearing off-road ability with smooth rolling and limited rotational mass for on-road riding. Gear changes on the Porsche Bike are particularly intriguing, using a belt-driven eightspeed Shimano Alfine hub. Shimano’s Alfine eight-speed is very well regarded in cycling circles for offering silky smooth operation yet it’s robust enough to be a viable cog-swapper for mountain bikes. Ratios on this setup are equivalent to a 12-38 tooth cassette, offering a very wide spread of gears enabling the rider to bowl along at almost 20mph on the flat yet tackle any incline they may come across.

    Providing the damping is a front fork by SR Suntor with a lock-out that can be adjusted on the move. Stopping power is via hydraulic disc brakes from German manufacturer Magura, using the MG26 kit. Other finishing components include low rolling resistance tyres from Schwable and the entire article comes in at a respectable 13kg.

    Reading through the list of the Porsche Bike’s components suppliers is a bit like a ‘who’s who’ in quality biking gear, but does it translate when you hit the road?

    We took the Porsche Bike (and the 911 GTS) to UK cycling’s iconic Box Hill to see how they stack up as a lifestyle package. First thing’s first, there’s no question that the bike looks ace on the 911’s Tequipment bike rack. Overdoing brand merchandise can be naff but this pairing doesn’t look or feel like that. And the response from onlookers was almost universally positive.

    Taking to the road on the bike for the first time is also a very pleasant surprise. The ride is strikingly smooth, especially with that belt drive and hub gearing setup which, once indexed properly, changes up and down with the precision of a PDK box. Up front, those SR Suntor forks soak up potholes and poor road surfaces very nicely, the low rolling-resistance Schwable tyres adding to the comfort factor.

    The frame’s geometry means the rider sits very upright but what you lose in aerodynamics you gain in the ability to really throw the Porsche Bike around. Down Box Hill’s Zig Zag road the bike was positive on turn-in but with a real sense of security through the corners. Even with the forks open you can put the hammer down to power out of the switch-backs, picking up speed fast – speed which is easily scrubbed off using the very progressive MG26 hydraulic discs. Getting a bit of air over Box’s speed bumps during the 25mph descent sounds dramatic but the bike soaks up the landings with barely a shrug.

    Turn around at the bottom and the incline of Box Hill – so famed during the 2012 Olympics – awaits. Best thing to do is lock-out the forks so you’re not wasting energy through them and it’s then possible to spin up the 1.5-mile, 450ft ascent pretty briskly. Certainly, no-one on a fully-focused road bike was able to make any headway on your correspondent during the sixminute climb.

    The Porsche Bike is a very good package. Fit and finish really is outstanding and everything looks like it was bespoke designed for this bike. It offers a truly pleasurable riding experience and took on everything one of British cycling’s most iconic locations had to throw at it with aplomb. There is an unavoidable question hanging over the Porsche Bike, however: the small (or perhaps rather too large) matter of price. At £2500 the Bike sits alongside some very serious competitors that outstrip it in terms of components, weight and brand strength within cycling spheres. But, let’s be honest, we’re not looking at cycling spheres here. The Porsche Bike represents the ultimate on-brand lifestyle purchase for those who love both two and fourwheeled transport – and it’s a lovely thing to ride. From a purely Porsche perspective, it actually makes perfect sense.

    Porsche’s Exclusive and Tequipment ranges provide the perfect way to accessorise your life with that extra special something from the brand. The concept of both arms fit cohesively with the company’s approach to car making, abiding by the philosophy first adopted by Ferry Porsche – the idea that something can be wholly customised to suit your needs. With its expansive range of contemporary accessories and aftermarket products, as we have seen, Porsche has turned its hand to producing fully endorsed products including everything from paperclips to carbon fibre shelving units. Porsche has strived to ensure it can offer an immersive experience for the owners of its cars and products but importantly (unlike many other motor manufacturers), these products always demonstrate the brand’s attention to detail, its dedication to quality and that unique ‘Porsche’ identity.

    While driving a 911 with a Porsche branded bike on the roof is a sure-fire way to turn heads, this efficient combination of Porsche sports car, roof rack and bicycle beautifully summarises how far Porsche Tequipment and its other spin-off arms have come over the years, and how the brand has stayed close to its original roots, too. Indeed, rolling down a leafy hillside in a 911 GTS side-by-side with one of Porsche’s premium pedal bikes seems a entirely appropriate way of celebrating 20 years of its Tequipment arm. And a fitting tribute to its lasting ethos of excellence in engineering – excellence that it exudes from whatever might end up wearing that famous Porsche crest.


    The three current bicycles #Porsche offers aren’t by any means the brand’s first foray into pedalpowered transport. Back in the late 1990s Porsche teamed up with bike builder Votec to create some fairly outlandish looking mountain bikes. These included the striking FS Evolution – a three-spoked, carbon composite machine with full suspension and a bevy of top-end components. A standard FS was also made, also benefitting from a range of top-drawer (at the time) running and finishing gear.

    As a bit of a side-note, Australian bike builder Ricardo named one of its 1970s road bikes ‘Porshe’, which was built complete with a look-alike shield, even including the black and yellow colour scheme. It’s unlikely a bike builder would be so bold in this day and age!

    Porsche’s Tequipment arm has produced some fascinating products over the years.

    Porsche’s Exclusive and Tequipment ranges provide the perfect way to accessorise your life with that extra special something.
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