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    In 2012, Julien Borne’s father died suddenly. This event – in tandem with the birth of his daughter – caused Borne to pause and take stock of his own life and priorities, an episode of reflection that ultimately led him to a sad-looking #1967-Porsche-912-Coupe and a dilapidated house in the French countryside / #1967

    Borne had been racing in the French Supermoto series for years, so he was no stranger to risk but his decision to move into his grandparent’s long-vacant farmhouse in a village on the outskirts of Paris and devote himself to rebuilding classic Porsches nevertheless required a new level of gumption on his part.

    Borne has since focused his energies on the #Porsche-912 , a car long dismissed by #Porsche enthusiasts as being little more than a tarted up Volkswagen, a poor substitute for the more desirable 911. Yet, as Borne points out, this black sheep is beginning to get its revenge, slowly gaining adherents for its lightweight nimbleness and relative accessibility in a time when early 911s have appreciated beyond the reach of the average enthusiast. Indeed, the 912’s lack of pretense is at the heart of its appeal.

    “The #1967-Porsche-912 is closer to a barbecue car than to a golf course car,” says Borne. “It’s not a car to show off, it’s a car to enjoy.”
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    Werk II, Zuffenhausen, Stuttgart Porsche / #Porsche-911 / #Porsche-911-993 / #Porsche-911-Carrera-2 / #Porsche-911-Carrera-2-993

    An 86-year-old #Ferry-Porsche , who was responsible for the first-ever #Porsche car sold by the company in 1948, stands alongside the millionth example nearly 50 years later. The car in question, a 993 Carrera 2 with VarioRam, was given to the German highway patrol, where it served for ten years before being handed back to Porsche. Today it can be found on display in the Museum, just the other side of Porscheplatz from where it first rolled out into the Stuttgart sunlight.
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    #Porsche

    “That car isn’t just me, it’s all the people I’ve interacted with to get to this place,” says John Benton. “I bought this car at 23 years old, I didn’t have all the answers…My car is the result of all those little journeys, here and there…”

    Now, John has his own shop that caters to classic Porsches, but it’s really about how he got to this point—a journey happened in his beloved #Porsche-912 .

    “I’ve heard people say that my car is me. You know, when they see it, when they drive in it, they’re like, ‘Man this car’s you, it’s so obvious’,” he says. “That wasn’t my intent, but it’s neat to hear from people - even strangers - you know, ‘you built this car, it’s so obvious’,” he says.

    His car had been found, driven, taken apart, repaired, restored, and loved over his many years of ownership, and the 912 really was his companion. “It was my daily driver…and weekend race car…” with modifications to suit both. Now, its heart is a “Very high-revving, twin-spark 1.7-litre, fuel injected 616 motor…” but to list off specs would do a disservice to Benton’s passion for these machines.

    “Everything I know put into a car…” he says. The only thing missing is his friend and former business partner, John Coffee, who died earlier this year…but not before completing his opus, a Datsun 240Z prepared for the Peking-To-Paris Rally. “John just hit a home run,” says Benton “…it’s his legacy.”
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    Johann Venter
    Johann Venter uploaded 13 photos in the album 1969 Porsche 911 T.
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    Behind The Scenes On Our 1969 #Porsche 911 T Film

    / #1969-Porsche-911T / #1969 / #Porsche-911T / #Porsche-911

    Each week, with every one of our films, our goal is to bring you not only the cars you love, but the kinds of stories that speak to our shared interests from an individual’s perspective. This week we join an old favorite in the form of this 1969 911 T as we follow Kurht Gerhardt through his favorite driving spots during Los Angeles’ early hours.

    After a stint owning some classic Italian steel, Kurht decided that he wanted to hang onto the romance of the vintage experience, but in a package that was altogether more reliable and decidedly easier to find parts and service options for. “I wanted something that was efficient, and that ran right, and that I could get into and just drive.”


    An early 901 Porsche fit the criteria, and so he bought two. It might sound strange to label this one-to-two car swap as an instance of reduction, but looking past the size of the garage space required that’s just what’s happened here. The 911, and the T, or Touring, model especially so, is a very simple car. It’s not fitted with extra functionality or many amenities to dilute the driving feel and feedback provided in such a lightweight and focused sports car. This holds true for all early 901 chassis, but it’s the T that’s the most stripped-down model in the range, and arguably the most pleasurable experience because of it.


    It’s every bit as quick as he needs it to be, and outside of an R, the T can be considered the Porsche that’s been reduced to the maximum degree — not in the sense of loss in the negative though, but rather that its simplicity adds to the driving characteristics and overall temperament by way of not getting in the way; the T channels a level of purity, of unrefined Porsche personality.

    So what does Kurht do to take advantage of this? “One of my favorite things to do is to get up at like six, seven o’clock in the morning on a Sunday.” Living in LA, these early morning weekend hours are the most opportune time to have the weave of the city streets all to yourself, and as you can see in the film, Kurht makes good use of the space available in the first hours of light. It’s a time when the city is still quiet, and the urban and mountain roads alike can offer their true potential to the drivers who seek it.

    He also plans to participate in the Peking to Paris race in 2019, taking the dizzying 8,500-mile route as an opportunity to live out a dream of his. “I can’t wait to get out in the Porsche and camp and just rough it,” he says, “being out in the middle of nowhere for six weeks, it’s going to be an amazing adventure.”

    In the meantime though, he will continue driving the snot out of this sweet piece of Porsche history, and it’s a plan he has stretched out into the furthest future too; “It’s something I want to keep for life because it’s such a solid car. No matter what, it just keeps on running, and you can beat it up a bit and you can haul ass and it still does great. It starts up every day.”

    This is how you use a classic car and wring the most out of it, this is how you Drive Tastefully.
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    992’S TICKET TO ENTRY

    PORSCHE reveals base #Porsche-911-Carrera-992 / #Porsche-911-992 / #Porsche-911-Carrera / #Porsche-992 / #Porsche-911 / #Porsche / #Porsche-992 / #2020-Porsche-911-Carrera-992 / #2020

    It’s very fast

    While the eighth generation Porsche 911 Carrera S has been public knowledge for some time, details on the base Carrera and Cabriolet remained guarded secrets... until now.

    Porsche has finally revealed how much its base 911s will cost, how fast they’ll go and what they look like, gifting the sportscar world a new benchmark to measure itself against. The 911 Carrera Coupe starts from $229,500 in Australia, with the Cabriolet costing an extra chunk for $251,000. Or a $3050 and $3500 increase, respectively, on the previous generation’s PDK-equipped base models.

    For that, customers get plenty as standard, including lane change assist, 14-way heated seats, a BOSE sound system, and metallic paint. Mechanically it is very similar to both its predecessor and the more powerful Carrera S that’s already been revealed, powered by a 3.0-litre twin-turbo flat-six producing 283kW and 450Nm.

    That’s 48kW/80Nm less than the Carrera S but 11kW more than the previous base Carrera. Acceleration from 0-100km/h is claimed to take 4.2sec for the Coupe, or 4.0sec when optioned with Sport Chrono, while top speed is 293km/h.

    Braking is provided by 330mm discs and four-piston calipers at both ends, while the wheels are an inch smaller than on the S, measuring 19s on the front and 20s at the rear wrapped in 235/40 and 295/35 tyres respectively. An eight-speed dual-clutch is currently the only available transmission, but we’d expect a seven-speed manual to appear at a later date.

    Like its more powerful sibling, the 992 Carrera uses the widebody shell which allows for expanded tracks and a larger footprint on the road. Despite its extra size an increase in the amount of aluminium and high-strength steel makes the body lighter than its predecessor, though weight has crept up to 1505kg when empty.

    The biggest alterations have taken place inside, where the base Carrera apes the S by adopting a brand new interior design with substantially upgraded connectivity, a 10.9-inch touchscreen display and a pair of digital displays that flank the iconic central analogue tachometer.

    The new 911 Carrera is available to order locally now, with deliveries expected to commence in Q4 this year.

    BELOW Drop-top takes two tenths longer in the (0-62mph) 0-100km/h stakes
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