by John Glynn | Jan 20, 2016 | Market & Prices, New Models, Porsche News
Porsche is currently hosting the press launch for its newest 911: the 991 Turbo S. The event is being held at Kyalami Circuit in Johannesburg, South Africa, but more of that later. The car will apparently outrun a 918 Spyder from 50-75 mph (count 1.8 seconds in the Turbo), but some reviews seem to suggest that the £150,000 991 Turbo S is just not special enough.
These days, we do not have to wait until the earliest print date for journalists’ first impressions of a new car: reviews are online by lunch in the era where web content is king. The verdict seems to be that the Turbo S is unbelievably fast but it’s not as special as similarly-priced alternatives. Unless you are a Porsche nut, in which case it’s the hottest Turbo yet and therefore must be owned.
The Turbo S produces 572bhp at 6,750rpm. Peak torque of 553lb/ft runs from 2250 to 4k rpm. PDK is the only transmission on offer, which all the Turbo S owners I know will be quite satisfied with. Who needs a manual option confusing future values/residuals? That’s what the 991 GT2 will be for.
How much faster a GT2 manual might be is anyone’s guess. Official 0-60 time for the Porsche 991 Turbo S PDK is 2.9 seconds, but engineers claim that they can fling it to sixty in 2.6 seconds under optimum conditions. Top speed is 205 mph: this thing is unmercifully fast.
Porsche 991 Turbo S Magazine Reviews
Greg Kable’s Porsche 991 Turbo S review on Autocar is perhaps the most enthusiastic summary available for now, and reads like Greg had a day in the car while other journos made do with just a few laps. “[The 991 Turbo S] represents a significant step in terms of dynamic prowess and ability to entertain. While a lot about the facelifted 911 Turbo S remains the same, its intrinsic character has evolved, making it more memorable to drive than ever.”
Dan Prosser is rather more restrained in his review of the Porsche 991 Turbo S for Evo Magazine. “Given that the revisions are quite subtle, the 911 Turbo S’s overall proposition remains the same – for everyday usability, and for those buyers who require two small rear seats, it’s in a class of one. The similarly priced McLaren 570S has the more engaging chassis, while the Audi R8 V10+ has a massively more exciting drivetrain.”
Reviewing the Porsche 991 Turbo S for CompleteCar.ie, Kyle Fortune gives the car four out of five overall, noting: “If the engine’s lacking in any area it’s in the aural department. That remoteness is present in the steering too, which, while undeniably accurate, lacks the weighting and feel that’s present even in the four-wheel drive 911 Carreras.”
Porsche at Kyalami Circuit
Perhaps I missed something, as I haven’t been paying that much attention, but I think this is the first time Porsche has used Kyalami in anger since Porsche’s SA representatives bought Kyalami Circuit at auction a year or so ago. The pics I’ve seen suggest the place has been well and truly spruced up. It seemed obvious to me at the time that Germany might have had a hand in the purchase, as Kyalami is a perfect spot for car launches during the cold months of a European winter. Nice to see that prediction has come true: there’s a first time for everything.
by John Glynn | Dec 18, 2015 | Classic Porsche Blog, Market & Prices, Modified Porsche Hot Rods
I’m working outside the UK at the minute, catching some winter sun in Fuerteventura. As ever, I’ve brought a few books along in case of long lunches, including ‘We are Porsche’: Ferry Porsche’s first autobiography, written with John Bentley in the early 1970s.
I’ve read this book many times, as Ferry’s words both inspire and encourage. All freelancers face constant changes and challenges, which can often feel insurmountable. Ferry’s story demonstrates that, no matter what life throws in one’s path, patient perseverance will find a solution. Hard work and the occasional retreat to simple pleasures can power body and mind through tough situations.
Ferry Porsche and his BMW Motorcycle
As a young man, one of Ferry’s simplest pleasures was motorcycling. At the age of eighteen, Ferry got his motorcycle licence and shares how the independence of increased mobility brought new opportunities to meet girls. “I no longer had to rely on the family car to get me from one place to another in a hurry,” he recalls. “The motorbike I then used was a 500cc BMW and this proved useful in more ways than one.”
This would have been circa 1927, making Ferry’s bike an R42: Max Fitz’s blueprint for just about every BMW road bike made afterwards. Pristine R42s now sell for big money – £40k or more – so Ferry’s mount was well chosen. Given Doctor Porsche’s interest in BMW motorcycles, I wonder what he’d make of the machine seen here, being offered by Bonhams at its Paris sale on February 4th: a 1952 Sunbeam S8, with Ferry Porsche power.
BSA bought the rights to Sunbeam’s motorcycle business in 1943 and revived the brand after the war, when it was given German motorcycle designs as part of the war reparations. Based on the BMW R75, the Sunbeam S7 had a pre-war-designed inline twin which left it low on power, and its successor, the Sunbeam R8 was apparently not much better.
Porsche Engine in a Motorcycle Frame
In 1969, the then owner of this S8 decided to upgrade the power with a 1200cc motor from a Volkswagen Beetle. This was not the ultimate incarnation, as he subsequently ditched the Beetle engine, replacing it with a 1955 1300cc Porsche motor featuring bespoke cast aluminium bellhousing and rocker covers.
The Sunbeam’s first outing was to the 1972 BMF show, where it caused a sensation. MCN’s John Ebbrell tested the bike for the paper, and the Sunbeam was also shown at Olympia, fitted with Amal concentric carburettors a la Triumph and others. A BMW tank was added later, along with Norton Roadholder forks and some other cool touches, including a Vincent Black Shadow speedometer.
For sale due to the advancing age of its owner, the Sunbeam was offered at Bonhams’ last sale in the RAF Museum at Hendon where it failed to find a new home. Given that the price aspirations seem sensible (£9.5k), I was surprised by this, so I emailed Bill To at Bonhams to get his thoughts on why such an interesting piece failed to sell.”We were a little surprised ourselves, but I guess that’s the nature of public auctions: we just don’t know what to expect on the day,” said Bill.
I’m not the world’s biggest vintage bike fan, but I do like this. If it’s something you are also inspired by, get yourself to Paris on February 4th, or contact Bonhams to register as a bidder. I want a ride if you buy it!
by John Glynn | Aug 18, 2015 | Classic Porsche Blog, Market & Prices
Regular readers will know that I occasionally sell classic Porsche cars for friends. My designer friend James has asked me to sell this interesting 911 for him, due to lack of time to use it (car is now sold – thanks all). It’s a 1985 Porsche 911 3.2 Carrera Coupe with above average mileage, but it’s had a huge amount of work done professionally and is now a very nice car. I’ll be putting it on eBay and Pistonheads later, so get in touch if it’s something you’re looking for.
Porsche 911 Restoration
Bought by James in 2007, this right-hand drive 1985 911 Carrera showed 185,000 miles on the clock, had been much enjoyed by its one previous owner and needed some restoration. James took the car to Tuthill Porsche and had the bodywork restored: the front wings were replaced, and common impact-bumper 911 rust spots like the inner front wing tops, front bumper mounts, windscreen apertures, sills and kidney bowls were repaired before the car was repainted in its apparently original colour of Viper Green.
At this time, the aluminium bumpers were also replaced with lightweight Ruf-style bumpers: anyone who has taken the bumpers off their impact-bumper car knows how much weight that saves and how much better the car feels to drive. Impact-bumper blades could easily be refitted if one preferred that style, or fit Speedline wheels for the full Ruf look.
Classic Porsche Maintenance Costs
The original colour is Speedway Green, which is a shade away from its current colour. Greens like this were not offered on 3.2 Carrera Coupes, so consider this car one of one. I have the bills for the last seven years and more than £10,000 has been spent on mechanical upkeep at Tuthills, including a full gearbox rebuild with replacement crownwheel and pinion, and a recent service, new brakes, new Bosch battery and MOT, costing £1500. This does not include the body restoration or the engine rebuild, both carried out at Tuthills.
I spent most of yesterday driving this 911 and it is superb on the road: as good as any 3.2 I have ever driven. The rebuilt engine pulls cleanly and is very strong on power: a treat to use with that rebuilt Porsche 915 transmission. The interior is good: Grey Beige leather with electric front seat height, all working fine. Hand stitched extended leather to door pulls and storage pocket lids: another factory option.
Porsche 911 3.2 Carrera for sale
Seats are in good shape, with only minor bolster wear showing on the driver’s side. The 911 also has a Momo steering wheel, which is very nice to use. The sunroof works well, as does the optional rear wiper on the flat rear engine cover. Rear seats are in nice condition: no rear seat belts are fitted. The car has a Sony CD player and comes with the jack, compressor and the original toolkit (that needs restoration but a nice job for someone).
I had a good look around the car and found a few minus points.
- The sunroof seal needs replacing
- Crack in the front bumper under one side grille
- The leather dashtop has a small split to the left of the binnacle
- Optional black headlining sagging around the sunroof
- Front wiper arms a bit scruffy
- One rear floor carpet is missing: an aftermarket mat is in its place
- Heater works but service invoice notes that the flaps could do with replacing
Bodywork is always the big concern on a 911, and no 911 is rust free. Expect to do a bit here and there over the next five years to keep the bodywork in A1 condition. I can see a few little bits but nothing overly concerning. Other than that it looks a good example and drives exceptionally well on very good tyres. I will update this post with more history as and when it becomes available.
Classic Porsche 911 Prices
As for price, let me put my professional Porsche valuations hat on for this bit. Solid 911 Carreras in similar condition generally hit the market with 125-135k miles and now sell for about £38-40k privately. They also usually come with Fuchs wheels: a set would cost circa £1500. This car has clocked up about 25k miles since restoration, so now has 212k miles on the clock, but remember this Porsche has had a huge amount invested in its upkeep over the last eight years and I cannot fault how it drives.
Adjusting for the mileage, the absence of Fuchs – which most buyers will budget to fit – and making a generous adjustment for the condition issues raised above, I’ve set a selling price of £24,995 (now sold) to buy a great classic 911 that is ready to use right now.
The car is with me near Banbury. I can pick you up from the nearest train station (Banbury) or if you are up in Scotland or in Ireland etc, you can fly in to Birmingham and catch a direct train down to inspect. It is ready to drive home once taxed and insured. I can also organise transport to any UK port for overseas shipping. Contact me with any questions.
by John Glynn | Apr 27, 2015 | Classic Porsche Blog, Market & Prices
EB Motorsport has just added a 100-litre steel fuel tank to its ever-expanding range of classic Porsche 911 parts.
Recreating the classic 911 sports purpose tank, which was available as a factory option on pre-1973 road and race 911s from the end of 1966, the all-steel fuel tank is internally baffled to keep the contents under control on track or in press-on motoring.
“We’d been looking for a top quality fuel tank for our 1965 SWB 911 race car for a while,” says EB’s Mark Bates, sideways hero of last month’s Goodwood Aldington Trophy. “As with so many Porsche parts nowadays, it’s hard to find something that will last as long as the original parts. After speaking to various people, we found a supplier who could manufacture to our specifications in high grade steel that would not start to rust soon after fitment.”
The 100-litre steel tanks for Porsche 911 were originally available as either side- or centre-fill. Side fill using the standard wing-mounted petrol filler flap was normally used on road cars, but was also seen on a number of ST rally models. Centre fill was more common on racing cars, including the 911R.
EB Motorsport offers both options. The standard tank comes fitted with the side filler neck and is finished in black, ready to fit in the car. The tank can also be supplied with a blank top, finished in grey primer, ready to be fitted with the optional centre filler neck or professional quick release race fittings.
The 100-litre fuel tank with or without side fill costs £2200. The optional centre filler neck and cap are priced at £285. An extended fuel sender, to allow accurate reading of the fuel level in the larger capacity tank, adds £295 to the total.
All prices plus VAT and postage. Contact EB Motorsport for more details via the website at www.eb-motorsport.com.
by John Glynn | Apr 15, 2015 | Classic Porsche Blog, Market & Prices
Loving the story of the latest early Porsche 911 discovery shared in a thread on the Early S Registry. Current owner Jay bought this 911 as a supposed 70s/80s model more than thirty years ago, but only recently uncovered the car’s true identity.
Originally purchased with steel flares, IROC bumpers and a fibreglass ducktail, the car had a 2.7-litre K-jet engine installed. It came with a roll cage and some suspension changes, so it seemed the 911 had been raced in the past.
After fifteen years sitting in storage, Jay decided to explore the car properly. The now more savvy 911 enthusiast began to notice 1964-specific features including engine bay pressings, door handles and other small details. A factory check of the build numbers revealed the production date: 21st September, 1964.
Porsche 901 Prototype
This 911 carries chassis number 300005: the fifth 901 built in 1964. No earlier chassis number is known to survive, making this chassis a very special find. The big question now is, how to restore it? Parts for 1964 and 1965 SWB 911s are notoriously difficult to find: certainly the most unobtanium Porsche 911 road car parts out there.
The Porsche Museum currently has chassis number 57 in restoration. This is obviously a much later car, plus the level of attention to detail found in past Porsche Classic restorations has been criticised in some corners. It will be interesting to see what happens with this amazing find. No doubt the level of interest in this Porsche 901 early production prototype at auction would be completely unprecedented.
by John Glynn | Mar 19, 2015 | Classic Porsche Blog, Market & Prices
I walked into a Porsche showroom on Monday and found an old friend waiting to greet me. Not unusual to find friends in Porsche showrooms, but surprising to find this 1974 Porsche 911 Carrera tribute for sale, as part of me thought the original owner would never sell it.
I first met this Porsche 911 at Tuthill Porsche in 2008. The owner, Oli Wheeler, had bought a very nice silver E-reg G50 Carrera Coupe base from Chris Harris, and then started talking to Richard Tuthill about building a tribute car. He was besotted with a feature I had written for 911 & Porsche World magazine, entitled “Citrus Carreras”.
The story revolved around my own 1976 Porsche 911 Carrera 3.0 in Continental Orange, versus good mate Nigel Watkins’ Lime Green 1975 Porsche 911 2.7 Carrera, which he had used to win the Curborough Sprint Championship. My car is called Orange, Nigel’s was called Limey: hence all the title stuff etc.
To defend his racing crown, Nigel had put Limey on a bit of diet, fitting carbon fibre bumpers and spending a fortune on an engine rebuild and re-cammed mechanical injection pump, amongst other things. However, when he went to go racing back at Curborough, his composite bumpers put him in the same class as a full-carbon Lotus Elise and the like. The shine went off the 2.7 and he sold it to build a 964 RS (replica) for more sprinting, which he managed to sort quite successfully after first buying a real 964 RS, which he found too hard to go racing in. Oh, the conversations we had about that…
Anyway, Limey had gone in part exchange on the RS to another good guy: the charming Neil Dickens at The Hairpin Company. Neil sold it to one man, then bought it back, then sold it on to someone else. In between all his moving it around, he met me and photographer Matt Howell at Bicester for a day out, where we shot the feature that would captivate Oli Wheeler some time later.
“Oli wants to build one of these cars, but he’s not sure which to go for,” said Richard on the phone in 2008. “He loves your Orange, and loves Lime Green: can you bring yours down for him to look at?” In the end it was not needed: Oli went with Lime Green (Gelb Grün) as the colour for his build, in homage to Limey. Jamie and I later shot Oli’s car at Wardington for another 911&PW feature.
Oli’s car was built to a sensible budget. He’d just sold a Ferrari 430 and had a few quid to spend, which went on things like:
- Bare metal respray with some backdate cues: rear bumperette delete etc
- Engine fettle with Jenvey throttle bodies, Omex ECU
- SSIs and Dansk rear pipe
- Tuthill billet brake calipers
- Suspension overhaul
- Recaro Pole Positions trimmed in leather
I drove it for a day and enjoyed how the Jenvey ITBs had improved the driveability. Seats were just perfect, car rode a treat but I didn’t like the 16″ Fuchs that had been left on the car. It needed 15s. Oli had it for a few years before emailing to say he had traded it for a 996 Turbo plus cash, which surprised me then and still surprises me now.
Whoever had the car after Oli fitted the 15″ Fuchs it deserved in the proper daisy petal finish, and now the 1974 Porsche 911 Carrera tribute is for sale, priced at just under £70k. I’ve not had a close look underneath it, but being around this car still makes me smile.
