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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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    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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    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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    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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    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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    HOT RIDE: Porsche 993 Words Daniel Bevis Photography Mike Kuhn On (Roti)form RWB 993
    Planet Girth The wide, wide Porsches of RWB are a global phenomenon. You’ll find them in Japan, Indonesia, Australia, Thailand, and now, thanks to the work of Crolls Customs, a bright green 993 has popped up in Pennsylvania. Ladies and gentlemen, meet Philly #1.

    RWB 993 Have you seen enough RAUH-Welt Begriff Porkers yet? No, we didn’t think so!

    Ben Harmony’s RWB 993 Porsche

    The acid-green vision you see before you is the product of passion and heritage, of vintage methods and new-wave thinking. You may be familiar with the cult of the RAUH-Welt Begriff (RWB) Porsche. But do you know just how deep the rabbit-hole goes?

    The whole trippy merry-go-round is a million miles from simply buying and fitting a bodykit – it involves the synthesis and fusion of sensibilities, a personal commitment in time from Akira Nakai himself (for he is the enigmatic figure behind RWB), and a mind-boggling array of decisions in order to arrive at something unique. RWB cars are rare fruit indeed.

    This car, which began life as a 993 Carrera 2, is the proud possession of Ben Harmony, Philadelphia resident and seasoned car modifier. His roots lie in the VW scene, although it’s fair to say that this scene-defining build has really taken the idea of OEM+ to a whole other level. This isn’t just bolting a set of Twists to a Golf. This is a different hustle on another game court.

    “My first car was a 2008 Golf R32,” he says. “It was lowered on coils, and I did the exhaust, chip tune and so on. That started the car craze for me! My next project was a 2012 Golf R, which was bagged, stage 2+, and had a full Milltek turbo-back, APE fuel pump, tune, intake, and also HRE 501s and OEM European Recaro seats imported from Germany.” This car was sold to partially fund the RWB build, as well as Ben’s beloved daily – a 2004 Golf R32, which was also bagged, and running Rotiform INDs. “I miss that car a ton,” he laments. But don’t feel too bad for him. Just look where that money went.

    Now, there are two key steps to take when you start down the bespoke RWB path: one is that you need to source and prepare the right car, and the other is that Nakai-san needs to interview you, to get inside your way of thinking and see how the car will intertwine with your wants and needs. And after numerous lengthy discussions with the great man, pinpointing every specific element of the details, Ben was ready to take the plunge, having been deemed worthy by the creative puppetmaster who pulls all the strings.

    “It all really started about three years ago, when I found the original build videos on YouTube,” Ben recalls. “I began watching them and fell in love with the look of the cars and just Nakai-san’s passion for building. And I knew one day I had to have one!” At this point Ben had a shiny new BMW M3 on order, but he made the call to cancel that and instead refocus his life in an entirely more lairy direction. “It was the best decision I ever made,” he grins.

    A suitable donor was soon found advertised on eBay and Rennlist: a straight Cherry Carrera with no accident damage and just 52,000 on the clock. “It was a three-owner car with a good history,” Ben explains. “Not many people would buy a mint car for an RWB build, but I wanted to find the cleanest because my ultimate goal is to have one of the most all-round best built cars. I don’t cut corners – if you’re going to do it, do it right from the start.”

    The 993 was located in Kansas City, Missouri, so Ben sent over a PayPal deposit and got himself booked on the next flight out, along with buddy Roman, to collect the car and take it on a road trip back home.


    If your knowledge of US geography is a little rusty, a quick route-planner on your favourite online mapping service will reveal that this is a journey of well over 1,100 miles. “It was one of the best experiences of my life,” he laughs.

    And what better way to get to know your car. Before entirely tearing the thing to pieces and starting afresh?

    So, what’s it like watching a RAUH-Welt Begriff creation be spirited into existence by the frenzied, nicotine-fuelled Nakai-san? “I’ll be honest, it’s pretty surreal,” says Ben, in masterful understatement.

    “The car was getting worked on for over a year getting it ready for Nakai-san’s arrival. It was a long journey of emails, details and planning. These builds take a lot of time and effort, especially when you’re a young kid who runs his own business and goes to school full time, it can be very stressful! I flew out to visit a build a few months prior to mine commencing, to meet some of the RWB guys, and also set my date with Akira Nakai and meet him for the first time – which helped out a lot! When he arrived in Philly we already had that bond and knew each other, which was very cool. But to see it all come together and hang out with Nakai-san at my house and watch him build my car was probably one of the greatest events I’ve ever experienced.”

    RWB builds are noted for being a three-day process, but such was the quality of the base car and the fastidiousness of the planning that Ben’s Philly #1 only took two days to build. “It was a weekend of hanging out with my best friends and family, and just watching the project car I worked hard to build finally come to life,” he enthuses. “The best part was just watching my buddies’ eyes light up as Nakai-san worked and put the car together, because they used to joke and say ‘Ben, get real, you’re not building one’. But now it finally happened it just made it that much sweeter.”


    As you can probably imagine, this certainly isn’t a car for shrinking violets, and Ben gets a fair amount of attention when he’s out and about. “I do drive the car a decent amount,” he assures us. “I’ll take it to dinner with my girlfriend, drive it to class, or just run errands. People go crazy over the car trying to take pictures while driving, or just stop me to talk about it. I get tagged in so many social media pics! Whenever I drive it I usually end up talking to at least one or two people about the car, and I always take the time to answer questions and let them take photos. People love Nakai-san’s work, and it feels great to be a part of that.”

    The nature of extreme modification is not to rest on one’s laurels. Sure, Ben may have had his car converted into something hand-crafted and unique by one of the world’s premier automotive artisans, he may be rocking some obscene wheels and a delectable interior, but there’s something about that standard flat-six that’s niggling him.

    “The motor’s still stock, aside from a custom titanium exhaust, which weighs around 5lb compared to 98lb for the stock item,” he says. So what’s the future? “Turbo, turbo, turbo,” he cackles triumphantly. “What I really want to do is swap in a 993 Turbo engine, shoot for about 450bhp – not crazy power, because everything on this car was done for reasons of balance and handling and I don’t want to throw that off.” He says that. But this Porsche’s all about the crazy. Let’s see where the mischief takes him, shall we?

    TECH SPEC: 993 CARRERA / #Porsche-911 / #Porsche-911-993 / #Porsche-993 / #Porsche / #Porsche-911-RWB-993 / #Porsche-911-RWB / #RAUH-Welt-Begriff / #Porsche-911-RWB-993 / #Air-Lift / #Airdynamiks / #Rotiform-LVS / #Rotiform / #RWB / #Porsche-911-Carrera / #Porsche-911-Carrera-993 / #Air-Lift

    STYLING Full custom RAUH-Welt Begriff wide-arch bodykit; Porsche Gelb Grün paint by Josh at Crolls Customs.

    TUNING #Porsche-M64 3.6-litre aircooled flat-six; custom titanium straight-piped exhaust system; manual ’box with CAE shifter.

    CHASSIS 10x18in (front) and 13x18in (rear) Rotiform-LVS; 265/35 (f) and 315/30 (r) Pirelli P Zero Rosso; #Airdynamiks-air-ride with #Air-Lift-3H management; #Brembo discs with ceramic pads.

    INTERIOR #Recaro-A8 seats; full colour-coded #RWB rollcage; doorcards retrimmed in black; new black carpets; Alpine Bluetooth headunit; JL speakers; Focal amp.

    THANKS I want to thank Josh at Crolls Customs for the killer paint and bodywork; Brendan Ginty for the interior work and getting all the suspension done – the man is a perfectionist and there isn’t a thing he can’t do; and all the RWB guys for the help along the way.

    WHEELS: GET THE LOOK Philly #1 is rocking a set of miles-deep Rotiform LVS wheels, measuring 10x18-inch up front and a whopping 13x18-inch out back. Proudly manufactured in the USA, these wheels can be ordered in anything from 14-24-inch in diameter, and 6-16-inch in width. (Well, within reason – if you ask for a set of 14x14” they may look at you funny. Still, can’t hurt to try.) You can also choose between forged monoblock, two-piece, or the full-fat three-piece, as you see here. Get in touch via rotiform.co.uk to discuss specs and pricing.

    What is RWB?

    RWB stands for #RAUH-Welt Begriff , roughly translating as Rough World Concept. It’s the brainchild of legendary and revered Japanese tuner Akira Nakai. Beginning operations in his hometown of Chiba, Nakai-san’s outrageously widened aircooled Porsches have captured the tuning world’s imagination, being immortalised in countless frothing Instagram posts and even the Need for Speed video game franchise. Each car features custom arches, bumpers, wings and skirts, decided upon when Nakai-san interviews the client to ascertain how the car will match their character and fit into their lifestyle. The parts then get shipped to the customer for prep and painting, before Nakai-san flies in with his tools and gets to work building the thing. On a diet of beer and cigarettes, he works through the night until the car’s perfect. Everything’s cut freehand, by eye rather than measurement, in the manner of a traditional craftsman. The quality of the finish is testament to his unique skills.

    The youngsters would say Ben’s 993 is ‘on fleek’

    “People love Nakai-san’s work, and it feels great to be a part of that”
    The Rotiforms hide Brembo discs and ceramic pads. Nice.
    Nakai-san has got a lot better looking.
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    ROUGH DIAMOND
    Hitoshi Hoshino’s super-refined 993 may not be made in Japan… but it’s definitely MADE in Japan.

    EDITOR’S WILDCARD The Ed’s Wildcard gives us the chance to feature those off-the- wall vehicles you may not normally see in Retro Cars. This month we check out a sports car icon… only it may be more Japanese than you think!

    WILDCARD: RWB PORSCHE 993 WORDS AND PHOTOS: Dino Dalle Carbonare

    RAUH WELT PORSCHE 911

    Wildcard: #RWB-Porsche-993 This crazy air-cooled monster may not be made in Japan… but it was definitely MADE in Japan.

    Little did I know that those widened and overly winged Porsches I used to see at Tsukuba 10 years or so ago would have become the sensation they are today. No longer relegated within the confines of Japan, Akira Nakai of RAUH-Welt Begriff has been spreading his vision on every corner of the globe. RWB is a brand in serious demand, with a waiting list stretching to almost a year now.

    That’s because each car, to be truly and authentically identified as an RWB creation, must be put together by Nakai and Nakai only. And with so much demand coming from outside Japan, domestic customers have to get in line too! Thankfully Hitoshi Hoshino got his request in with the big man with plenty of notice, so he could time the unveiling of his car for this year’s Tokyo Auto Salon.

    Hitoshi has spent most of his working life in the automotive scene. First at Yokohama Tire, following various racing series in Japan, and then looking after the aftermarket parts retail at Japan’s official Ferrari dealer network. But his path wasn’t just about following his passion. There was a well-planned goal at the end of it and that period was simply to teach him the skills that would later be used to reach his achievement – Army Girl.

    Hitoshi came up with the idea to launch a clothing brand linked to the automotive lifestyle scene, for the sole reason that nobody in Japan has thought about it yet. It made total sense. He could step things up and set up his own business, yet keep that passion with cars truly alive. It was a win win situation and the idea to tie it all in with RWB made sense. The clothing he designs and produces is made by following the simple concept of keeping it cool, sexy and wild, which are three words perfectly in sync with what Nakai’s brand stands for. Plus it’s all made in Japan, something that Nakai liked very much, too.


    We met with Hitoshi late one night in Shibuya, right on one of the main streets that lead up to Hachiko, the famous scramble crossing. We had seen his car briefly a few months prior at the Auto Salon, but never had a really close look. You know how shows are, so much to see, so little time and you end up missing the finer details of what you’re there to see.

    But we’re glad we got this chance to spend a couple of hours with this 993 Carrera 2 as it could be the most polished cars Nakai has ever put together in Japan. You see, Hitoshi may like the whole idea of the RWB “rough” style, but in reality he likes his stuff very polished, meticulously executed and beautifully refined. One look at his car and you truly get a feel for that, right down to the paint it’s finished off in.

    Hitoshi took an Aston Martin pearl white paint sample to Noshima-san, the guy responsible for painting all of Nakai’s cars in Japan, and told him he wanted something like this. The car would mostly be driven late at night in central Tokyo, after he closes up shop, so it had to shine and look the part under the city lights. Nakai thought a simple Pearl White was a tad boring for one of his creations. But Nojima came up with a little custom mix made up with a higher content of metallic blue in it that really shines through and highlights all those complex lines that make up the exterior. And those aesthetics are just as extreme as you would want them for what is a street driven car, featuring those massively wide signature fenders topped up with that GT2 inspired front and rear bumper. This build however was one of the most complex ones Nakai embarked on, because Hitoshi wanted it done properly.

    The 993 was first stripped down to a bare chassis and sent of to M’s Machine Works, a fabrication shop that Nismo uses for its race cars. Here a custom multi-point roll cage was fabbed, welded and gusseted in place in order to both strength the ageing shell, but also to offer a higher level of safety when the car occasionally hits the track. It was then shipped back to Nakai where he went at it with an electric hacksaw, cutting away the fenders and the roof. Nojima painted it inside out and then the massive jigsaw puzzle was put together. This also included rare additions like the one-off carbon-fibre roof Hitoshi requested, as well as the rear fender winglets and the Rotana style rear wing. A RWB is all about stance and to nail it Nakai fitted a set of #Bilstein adjustable dampers mated to Swift spring to just the right ride height, before bolting on the custom painted 18-inch #Work-Meister-M1 s, which measure a rather generous 11J across the front and 13J at the rear.

    When Hoshino arrived in front of Tower Records, our predetermined meeting spot, I understood why he’d asked to make sure we did this only on a dry night. Those three-piece Meisters are shod in Hoosier slicks, which at 285 wide at the front and 335 at the rear are exactly as dangerous as you’d imagine on a rainy night. Not to mention a tad illegal even for Japanese standards!

    Thankfully rain was nowhere to be seen, so I jumped in the supportive #Recaro seat and we headed down the road to Harajuku. Taking a turn off from the main street that leads down to Omotesando we ended up in some seriously tight back streets – the heart of the Japanese fashion district.

    The sea of scantly dressed school girls that take over the place during the day is replaced with groups of drunk salary men late at night, stumbling out of microscopic izakaya bars as they try to make it to the station before the last train. Miss that, and it’s an expensive taxi ride back home. The 993 attracts a lot of attention, people point, stare and stop to take pictures. It’s quite an experience riding in one of these things. You get a first hand look at the sort of attention it generates.

    Slapping the name of your brand along its sills makes good sense. It’s a stunningly effective promotion tool. But thankfully that’s only part of it. Hitoshi regularly takes it out on the C1 and hits Tatsumi PA for night meetings, enjoying that easy and foolproof handling dynamic these high-grip 911 of Nakai’s are known for.

    Next up for Hitoshi is the engine. He’s already fitted big StopTech brakes up front as he wants to follow what Nakai has done with his 993 Rotana track car, and that’s slapping a massive turbo right next to the engine. Big power and some flames from that custom exhaust would turn Army Girl into something even more special. This is a car, that like the brand it has been built to promote, will continue to evolve.

    TECH SPEC: RWB #Porsche-993 / #Porsche-M64 / #Porsche-911-993 / #Porsche-911 / #Porsche / #Porsche-911-RWB-993 / #Porsche-911-RWB

    TUNING: #Icode titanium exhaust system; #Garage-J fully balanced and refreshed M64 engine; RS clutch and flywheel.

    CHASSIS: #Work-Meister M1 3-piece wheels 11Jx18in front, 13Jx18in rear; #Hoosier slicks 285/30R18 front, 335/30R18 rear; Bilstein Cup dampers mated to Swift springs; #StopTech ST-40 4-pot front callipers; 2-piece rotors.

    EXTERIOR: Full #RWB wide body “street” conversion; RWB original pearl white; one-off RWB carbon roof.

    INTERIOR: M’s #Machine-Works custom welded-in and gusseted roll cage; #Recaro-RS-G bucket seats; #ARTI custom sound system with hidden speakers.

    Sparse interioradds to the fun!
    Even the roof hasn’t escaped the modding with this one-off carbon item!
    Hardcore like the army… and, erm, girls!
    Crazy is common on the streets of Tokyo, RWB cars are a little rarer!
    Fully balanced and rebuilt to perfection!
    Yep, it’s got quite an audio system this one!
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    BIG IN THE NAME SEMA SPECIAL: PORSCHE 993 CARRERA 2 WORDS MIDGE PHOTOGRAPHY KEVVE.BE
    Meet Jenna Belle, an #RWB-Porker 993 with a very phat arse! Lovely. / #Porsche-911-RWB-Porker / #Porsche / #2015

    SHAKESPEARE ASKED, WHAT’S IN A NAME?’ ACCORDING TO MASTER AKIRA NAKAI, THE ANSWER IS EVERYTHING


    It might not be apparent from my rather youthful looks and uncanny ability to say fuck a lot. But I’m knocking on a bit now and, as you get past your late Twenties, one thing you encounter that’s aggravating as piss is the whole baby names thing.

    Now, let me explain. You may still be a teenager, and fair play to ya (you lucky bastard). But one day you’ll wake up and either your missus or one of your mates will say, “I’m having a baby”. And this will be followed by the inevitable question, “What am I gonna call it?” You see, names are important. Choosing a name is a deeply personal thing. There’s hundreds of books dedicated to what your particular moniker might mean, or where it comes from. But it’s still something that’s given and not earned. Well, unless you happen to be a car like this.

    This monster 993 is called JennaBelle. I don’t know why exactly, because that’d be like asking someone why they called their kid Britney-Christina. A bit too personal. The most important thing here though is the fact that this motor has a name at all, and that means it’s a genuine #RWB-Porsche .

    You can’t simply buy one of these. Not in the traditional sense of the word. Even if you happen to work at #RAUH-Welt BEGRIFF #Los-Angeles like Joey Chang here, it’s not quite as simple as buying and bolting on a kit.

    RWB cars are a Japanese institution. The styling on each one is completely unique and, no matter where you are on the planet, they have to be hand crafted by the company’s founder, #Master-Akira-Nakai . What’s more your car only has the seal of approval when he bestows a name upon it. Then it’s a true RAUH-Welt.

    Now, you may see kits from the various RWB branches around the world listed online. They’re usually priced at around $22,000, but think of this as more of a vague deposit. It doesn’t matter who you are or where you live, you provide your own Porsche, have a few design meetings with the man himself and then he’ll fly over and build your car, entirely by eye. No one else is allowed to touch it.


    They all come with his own trademark touches too. The famous sculptural wings and over-fenders are designed to be removable so they don’t interfere with the task of developing and tweaking the car’s chassis geometry or tuning. And that’s because they’re derived from Nakai-san’s passion for hitting Tsukuba, or any other circuit they’ll let him out on. He also spaces out each rivet with his Winston cigarette packet and usually scribbles something in Japanese on the dash. It’s this intimate process that makes these cars so personal. And that’s also why he names them as he sees fit.


    Nakai-san made his own name in the 1990s by pioneering the ‘Rough World’ look on his drift AE86, but it was his transition to building air-cooled Porsches that put him firmly in the spotlight. Starting with his own 930, Stella Artois (see what I mean about names being personal?), he went on to build most of the best-known 911s in Japan, including Spearmint Rhino, Rotana (the first RWB 911 Turbo) and Yves Piaget (French Rose), a car famous for its unique red paint. It was only three or four years ago that he decided to branch out abroad. Starting in Thailand, with a 911 called Rough Evolution, there’s now around 90 documented RWB Porsches worldwide, all with names like Cinderella, Sinister, Jittakorn, Kermit, Fishbone, Darth Vader, Uzi, Good Hill Speed, Midas touch and #RAUH Art. With the exception of one matt-black 996 called Stealth Bird, they’ve all been the old-skool water-cooled models that made him famous.

    Anyway, let’s just say he’s been a busy boy, especially as genuine #RAUH-Welt cars can now be found in the Philippines, Malaysia, Taiwan, China, Hong Kong, Australia, Saudi Arabia, Canada, Russia, Bahrain, Dubai and the Netherlands. There’s even one right here in the UK. Their popularity is universal and we spotted 11 American #RWB creations at SEMA, which brings us neatly back to this one – JennaBelle from RWB LA.

    As the story goes, Nakai-san flew over in April to complete the styling on Joey’s 993 along with a couple of others in LA (cars now called Creaminz and Medusa). Joey says it was an honour watching him work and he was thrilled when he was asked to help with some of the cutting on his own car. A special moment and no mistake. The resulting lightweight widebody conversion is every bit as mental as you’d expect from the Japanese master, but the rest of this awesome machine is down to Joey. As is Nakai-san’s way, your car is built around the wheels, but the rest of the performance mods are down to you. And this is where Joey has clearly come into his own.

    Using his own parts company, CYC Trading Group, Joey has outdone himself, finishing a RWB monster to rival any out there. The underpinnings of this car are more than a match for Nakai-san’s awesome aero, because, although Joey regularly drives it on the street, it’s been put together primarily for no-holds barred track action.

    It’s true to say that this car get’s the absolute shit kicked out of it on a regular basis and until Joey finds the fi re-breathing 4-litre ‘all-motor’ lump he’s looking for, it’s all about getting the most supreme handling possible. I guess that’s a pretty obvious statement – just the chassis spec on this thing is longer than the entire spec on most cars. Everything is dialled-in to absolute perfection.

    When CYC Trading and RWB decided to create RAUH-Welt LA, Joey chose the 993 for his own ride because it’s arguably the best of all the air-cooled 911s. In fact, many purists believe it to be the ultimate 911, so that makes it all the more mental that he’d consider taking a cutting wheel to a ‘totally mint’ base car. Then again it had to be a 993 because, for Joey, it had to deliver the most driver feel. It’s bare bones motoring – you can practically touch the road when you’re behind the wheel. There’s no electronic gadgetry or cheating to keep you on the straight and narrow. It’s pure man and machine stuff. Back to driving basics.


    That also explains Joey’s choice of a stripped-out interior, Sabelt buckets and a well-used set of BBS race wheels sitting in the garage. In handling terms, this is as close as you’re ever gonna get to a raw 1990’s road-going race car. To many, that air-cooled era was by far the most hardcore.


    And I guess that’s exactly what RWB is all about. RAUH-Welt doesn’t translate as Rough World for some sort of laugh. It’s much more than that. It’s an attitude. The whole thing may be a mindset started by one man in an unassuming backstreet of the Japanese city Chiba. But thanks to people like Joey it’s fast becoming a worldwide ideology.

    These hoops cost more than most of our cars.

    TECH SPEC: #1995 #Porsche-911-993 / #Porsche-911 / #Porsche-993 / #Porsche-911-Carrera-2 / #Porsche-911-Carrera-2-993 / #Porsche-911-Carrera-993

    TUNING: #Fabspeed sports headers; Sport Cat X-pipe; #Supercup exhaust; heat duct and fan Block-Offs; Cup high performance air box cover with #BMC filter; six-speed G50 transmission with CAE race shifter.

    CHASSIS: Street wheels: 13.5in #RWB-LA custom threepiece #Forged wheels with 265/35x18 front and 335/30x18 rear Pirelli P Zero tyres; track wheels): 10.5 and 12x18in #BBS-E88 custom three-piece motorsport wheels with Pirelli Corsa System tyres (front 255/35x18, rear 295/30x18); #JRZ RS-Pro with EHC system; #ERP 993 front A-arm spherical bearing kit; rear spherical bearing cartridge; solid mounts; adjustable camber link; adjustable kinematics link and 993 camber plate; Tarett drop links; #H&R front and rear sway bars; #Porsche GT2 strut brace; #Brembo GT kit with type III rotors (front four piston with 355mm discs; rear four piston with 345mm discs); #Brembo-RE-10 pads and SS brake lines.

    STYLING: RWB 993 Street Version; Kamiwaza double deck wing; fender wing; Rotana-style front extended long carnards; Street-style front bumper with fog light insert and air duct; dry carbon bonnet.

    INTERIOR: CAE race shifter; full Alcantara custom interior (dashboard, doors, rear seats, and centre console); RS interior doorpanel and carpet with rear seat delete; RWB LA Race version roll bar; Sabelt 330mm steering wheel with #MOMO steering wheel hub; 997 GT3 cup car steering wheel quick release; Sabelt GT- 600 carbon fibre bucket seat with; six-point harness; radio delete; Porsche OEM guard red seat belt; Rennline floor boards and adjustable pedals.

    THANKS The Master Akira Nakai; CYC Trading Group LLC; #RWB-Los-Angeles ; Pirelli Tires; JRZ Suspension; Fabspeed Motorsport; Brembo/Sabelt Race Technologies; Purist Group; European Auto Source; Hsu Design.
    A 993 that’s had Nakai-san’s official blessing

    JOEY CHANG

    What do people say when they see the car?

    They usually ask if it’s possible to drive it like this. I say of course, that’s why we built it.

    You’re obviously pleased with how it turned out, what’s the best bit?

    Apart from working with Nakai-san himself, I’d say the fender wing. It’s a unique design that directs the air straight to the GT2 wing tunnel to cool the engine. That’s the best thing about aero mods, they work.

    It must have set you back more than a couple of dollars, right?

    I could probably buy another two 993s for what this has cost in mods alone but where’s the fun in that? You have to love it and, if you love what you’re doing, it will last forever.

    One very exclusive Porsche.

    What makes it #SEMA worthy?

    HAND MADE KIT

    There’s no bullshit with a car like this and that’s why #RWB is still the daddy. Each kit has to be hand crafted and installed by the main man himself, or else it just isn’t #RAUH-Welt . There’s no skool like the old skool and the thing about Akira Nakai is that he’s the Headmaster.
    www.rauh-welt.com

    MENTALLY PRECISE CHASSIS

    Got any JRZ and ERP stuff under there mate? Blimey. Actually the chassis package in general is a bit special on this motor – just take look at that monstrous spec! Once Nakai-san has done his thing on the body it’s all down to the owner to get the car up to spec – luckily Joey here is something of an aftermarket parts guru. www.cycgroupllc.com

    UBER RIMS

    Most people would be happy being visited by the amazing wheel fairy just once in their life, but for this project Joey has two sets of the lushest wheels going. The custom made #RWB-Street wheels are absolutely stunning (they’re manufactured by Avant Garde y’know), but he also needed a set of even lighter #BBS jobs for the track. These hoops cost approximately as much as my whole car… and that’s each, without those monster Pirelli tyres. www.rwbla.com
    ‏ — at Los Angeles, CA, USA
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    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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