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by John Glynn | Jun 12, 2014 | Classic Porsche Blog, Modified Porsche Hot Rods
In February 2006, I started a website called Impact Bumpers. Based on a suggestion by my mate, Tripe, it was a forum for Porsche guys into aluminium ‘impact bumper’ 911s from 1974 to 1989: what we quickly christened the ‘IB’ 911.
Back then, the cars were unloved by Porsche clubs and there was no place outside Pelican for owners to congregate. My aim was to get twenty guys together who liked working on their own cars and would do a few events every now and then (I had a secondary agenda of lifting regard for the 911 SC, but that’s another story). Eight years later, impactbumpers.com is still going strong, with thousands of Porsche fans online every month.
Just as the SC was looked down on back then, so the 911S also suffered. Built pre-SC with narrow rear quarter panels, the S has a lowly 2.7 litre engine, strangled by K-Jet and emissions exhaust, normally making just 165 bhp. Without the SC’s RS-style arches, it was neither fish nor foul – no pretty early bumpers and no chunky IB rear. On the cusp of full galvanising, many 911S bodyshells rotted away and were not worth repairing. No doubt the narrow body had style: but its moment to shine would just have to wait.
That moment has arrived in 2014. As a mark of its rising regard, two R Gruppe friends have each bought impact bumper 911S models in the last seven days and both plan to keep the appearance as-is. They’re not the first narrow IBs in an R Gruppe garage, but it goes to show what people are up to.
1977 Porsche 911 S
The car seen here is Joey’s in Northern California. “I just got this rather pedestrian narrow body US version 911S coupe,” says Joe, “not normally on my radar but what got me off the fence was the color combo of Minerva Blue with Cork interior. Also it’s a full delete package from the factory: sans sunroof and power windows, with driver side-only manual mirror.”
I love that Joe thinks poverty spec was an option (!), but what a cool 911. My first 911 (SC) was almost going to be the same colour combination, as it really pings in the metal. Joey is looking at mods that will keep it low-key: a bit of a sleeper. 3-litre power is likely, with SSIs adding a bit more grunt.
Personally I would fit modern air con, take weight off stealth-style with aluminium panels, lightweight bumpers and run it as-is, but it’s not my project to build: I’ve got my own narrow-body Porsche 912E project waiting for that. But this 911S looks a beauty! I’m looking forward to having a drive myself sometime soon.
Got a new/old 911 you want to share? Send us some pics: mail@ferdinandmagazine.com. We’ll feature the best ones.
![Impact Bumper 1977 Porsche 911 2.7-litre S Trending]()
by John Glynn | Jun 1, 2014 | New Models, Porsche News
My former paymasters at Autocar magazine continue to produce excellent new car features. Their latest sports car test of BMW i8 versus Porsche 911 Carrera 50* sheds more light on the data Ferdinand shared yesterday, comparing lap times around a California race track for our friend Jack Olsen’s 1972 Porsche 911 RSR hot rod, which runs a standard 1995 993 3.6-litre engine, to professional race drivers in a Porsche 918 and Porsche 911 50th Anniversary model.
Porsche 911 versus BMW i8
The 918 set a lap time of 1:23.54, while Jack’s car managed a 1:26.88. “This is beyond an eternity on a race track” was how one Facebook comment put it, but let’s put “eternity” back into context of dollars invested and remember these are road cars. Three seconds over a 90-second lap time is pretty close for an old 911.
Porsche 997 GT3 RS versus Porsche 991
My question was where would/will the 991 GT3 RS fit in? Jack pointed out that “the 997 GT3 RS ran a 1:33 with pro driver Steve Millen at the wheel, so the 1:28.53 for the 50th-Anniversary 991 model is very impressive.” Autocar’s test underscores this conclusion, as it pits a 911 celebrating 50 years of history against a sports car that has been around just a few minutes.
“The Porsche’s (PDK) driveline lacks the complexity of the BMW’s, but it is not shamed for power,” says Autocar‘s Greg Kable.”The 911’s naturally aspirated 3.8-litre flat six engine, mounted behind the rear axle, nominally delivers 395bhp at 7400rpm. Our test car is a US-spec model, and receives a power kit as standard, upping it to 424bhp.
“It can’t match the BMW’s torque, though. With 325lb ft at 5600rpm, it gives away a considerable 95lb ft…but the 911 is not gutless. Above 4000rpm, its naturally aspirated engine provides prodigious shove. But by then, the i8 has already benefited from its initial spurt of electric propulsion and is away down the road. BMW claims 0-62mph in 4.4sec, compared with 4.5sec for the Porsche. However, a constant, linear surge of energy right from the outset makes the i8 feel considerably faster.”
Porsche 911 Hybrid is Coming
While the BMW has that instant hybrid electric torque – torque you know will eventually find its way to a production 911 – the Porsche has something else. Once heavily criticised for terminal understeer in press-on driving, the new 911 has apparently tamed that shrew and passed it to the Beemer. Is this what makes the difference in lap pace compared to the 997 GT3 RS?
“The fluidity of the 911…is so pure and involving that it makes the i8 feel stifled and artificial. The Porsche displays a lovely balance that prompts you to keep pushing at the sort of cornering speeds that begin to trouble the BMW, and there is a compelling completeness to the whole car, even as you approach the limits.
“And then there’s the rest of the 911’s absorbing dynamic character: its superb body control at any speed, the outright grip it generates, the terrific poise when loaded through a quick corner, the traction on the way out, the well-controlled ride and the way that its electronic driver aids allow you to dabble in a spot of tail-out action. Even if you put the i8 on its optional wider and stickier tyres, I still doubt that it could match the 911.” Greg Kable is a fan.
The Moral: Play Nice
Yesterday’s point was don’t put old Porsche 911s in with other old cars: they can more than hold their own when the going gets tough. While BB2 beat the Anniversary 991’s lap time around a California race track, the gap between the two is not “beyond eternity”. It’s just an interesting benchmark and talking point.
Today’s point is don’t do the “life was better when I was a boy” thing and look down on all new 911s. When a 50 year-old concept beats the latest carbon fibre coupe for intoxicating chassis dynamics, its future is bright.
*Autocar material shared for information purposes only with link to original article.
by John Glynn | Apr 21, 2014 | Classic Porsche Blog, Porsche People
Two years after starting on Instagram, Ferdinand Magazine remains a big fan of the platform and our Cult of Porsche Instagram feed makes new friends every day. One early Instagram friend was John Benton, a detail-obsessed Porsche mechanic based in Anaheim, CA.
Disappointed by his experiences as a Porsche-owning workshop customer, John’s background in high-end facilities engineering led to wondering why attention to detail was not a given in classic Porsche maintenance. Guessing he was not alone in feeling, Benton took a chance and opened a modest Porsche shop in Southern California.
Driven by solid demand for his services, Benton moved to bigger premises last year. Watching Benton’s day-to-day Instagram feed shows his focus on detail, and the comments show that customers love it. His reputation has blossomed into Benton Performance, which has taken back-to-back Porsche wins on Carrera Panamericana.
Underpinning all of Benton’s output is a reverence for classic Porsche style. “We’re so blessed and lucky to have these cars. There are no new 1966 Porsche 911s being built. Out of respect to them, I remain true to the form, but I like to build it a little better.” I hear that.
Customer and film director, Heath Mattioli, is a big fan of Benton’s and recently shot a small feature film with some satisfied Benton customers. It’s interesting, different and sheds light on a few Porsche truths. See how many you identify with.
by John Glynn | Mar 26, 2014 | Classic Porsche Blog, Project Cars
Our mate Justin in Australia just shared some pictures of his 1968 Porsche 911 L approaching the final days of restoration.
Porsche 911 Restoration Australia
A body overhaul has been completed and the 911L has been repainted in Dark Green Metallic. Dark Green is a colour that’s hard to capture on camera, as light affects it tremendously. A dark green metallic 911 in UK light can look muddy, whereas Dark Green in California sparkles and shines.
JR’s car is looking hot in fresh paint. “I’m really pleased with how it’s going, and how it’s turned out,” says the owner. “The car is at Pro Stitch at present, then back to Zags, and then to Grants (Autohaus Hamilton) for reassembly. With luck I will have it back mid-April.”
by John Glynn | Mar 9, 2014 | Classic Porsche Blog, Project Cars
Had a good email from friend of Ferdinand, Patrick, down in Christchurch, New Zealand. Patrick won a Jagermeister 934 print in one of our Porsche print giveaways a year or so ago and has kept in touch. Here’s his print hanging on the office wall:
He also sent some pics of a nice early car, recently unearthed close to home. It’s one of the last ’73 models, fitted with CIS: an efficient and economical set up that is easy to drive and maintain. WEVO Hayden has a similar car in San Francisco, cherished mainly for its fuel efficiency. I’ll let Patrick take up the story:
“Thought you might be interested in my latest acquisition which joins the 944 Turbo race car in my garage. This 1973 911T was sold new in California, USA and was brought into NZ in the mid 90’s. Done 120,000 miles but runs very strongly as it it is a 73.5 with CIS fuel injection.
“This car had been hiding undercover in a quiet street only a few blocks from my home. Having been without a 911 since I sold my 964 C4 two years ago, when my mate Charles phoned me to say the owner was thinking of selling, I didn’t hang around too long.
“The car is very sound & is a keeper. I intend making a few subtle mods, but will keep the narrow body look. It is LHD, but I prefer it that way (even though we drive on the same side of the road as you UKers) as there is no offset on the pedals. Photos are from Wanaka, about 350km from home, on a recent trip down to Central Otago to watch motor racing at the new Highlands Motorsport Park.”
Kudos Patrick: wishing you many happy miles in the new arrival. Great to see our photo hanging on the wall! Keep in touch with Ferdinand by email at mail@ferdinandmagazine.com.
