Porsche 911 997 GT3 models with centre lock wheels built between February 2009 and April 2010 were recently recalled for an issue with the rear wheel hubs and bearings. Transport authority notices note that “in rare circumstances, the wheel hubs and wheel bearings on the rear axle may break. If the rear wheel hubs and bearings break, the driver may lose control of the vehicle and create a hazard to the driver and other road users.”
Porsche representatives have allegedly told other mags that hubs and bearings “don’t break” and are being replaced “to standardise the revision intervals”. But owners discussing this in a Rennlist thread note that Porsche Cars NA has been telling owners not to drive their cars until the replacement has been carried out.
A number of owners on GT3 forums have shared how their hubs did break, causing their cars to go out of control. Something else to check if you’re in the GT3 market and another big reason to buy from a Porsche 911 GT3 specialist. This video below shows what happened when one owner’s hub gave out at speed on the Nurburgring. Much harder treatment than the majority of owners will ever give their hubs, but still pretty scary when you know what is coming!
Few classic Porsche cars sum up Ferdinand’s driving, not posing policy more than those built at WEVO in San Carlos, CA. One of my favourite cars from this stable is a 1967 Porsche 912, known in the family as Primrose, which I first enjoyed driving two years ago. This is me: pic by Jamie.
The ’67 is Aga Blue. It’s a genuine barn find, with only 36,000 miles on the clock when first uncovered. Hayden Burvill regards the 912 as “the essential-to-understand engineering link between the 356 and the 911. Put into dry storage in 1972, we recovered it in 2007, the 35-year hibernation leaving the interior beautifully preserved and the exterior degraded in a manner that is difficult to describe.
“The patina is insanely genuine, at times disturbing, yet any effort to control or preserve it would look ridiculously contrived. The 912 is heavily waxed, waxed over every blemish and that seems like the appropriate treatment for the time being.”
When I first drove this classic Porsche, it had a simple engine build and almost standard suspension, albeit rebuilt with new bushes. Since then, Hayden has further upgraded the running gear: most noticeably with a 1900cc engine that was run in on the 2012 California Melee.
“The 1900cc motor has been faultless so far. Initially it required a little tuning and synchronization of the carbs but otherwise all good and much nicer than the old motor. Went on a diet and took another 16lbs off during the build, so the car is now about 2000 lbs with a full tank and 110hp: about BMW 2002 territory.
“Old engine to new engine: we kept the crank and flywheel and the cam, but not much else. Entering it on the Melee was an incentive to get it working. The 912 turned out to be the perfect car for the event, rewarding care with momentum – and the big grin that comes from sliding about on dry pavement at legal speeds on 165/80-15 tires.
“The nimble 912 can tackle the unexpected with such finesse, it makes me very happy to have left the 911 at home for another day. That said, after an unbroken run of 140 miles, my shoulders did feel like a massage would have helped. Drivers in the heavier cars would have enjoyed a great upper body workout.”
Agreed Porsche insurance valuation policies for classic Porsche cars are the only way to go. If someone steals your classic or collectable modern Porsche tomorrow, a market value policy will create no end of hassle and may leave you seriously out of pocket. This is when you need an agreed value classic Porsche insurance policy.
Classic Porsche Insurance Valuations UK
Ferdinand Magazine owner, John Glynn, has spent over 30 years in the motor industry, buying and selling cars for trade and retail. John clocked up ten years with Glass’s Guide in the UK valuing older cars and modern classics, for clients in the trade and the financial services industry.
“Always run an agreed value policy on your classic Porsche,” John insists. “It’s the easiest way to ensure you will be properly compensated should the worst ever happen. Never leave the total loss of a car worth tens of thousands of pounds open for debate, even in a rising market. Always agree a value.”
Recent valuations include:
1973 Porsche 911 Carrera 2.7 RS
1979 Porsche 924 Turbo
1989 Porsche 944 S2 Cabriolet
1989 Porsche 911 Turbo LE (930)
1998 Porsche 993 Turbo
2004 Porsche 996 GT3 RS
2010 Porsche 997 GT3 RS
John carries out agreed insurance valuations on classic and collectable Porsche cars that are accepted by every UK insurance company, even when insisting on independent engineer’s inspection. Our agreed valuations cost just £35. Complete the online form for your UK Porsche insurance valuation and we’ll return a written valuation within 48 hours (Mon-Fri).
I spent today in a Porsche technical workshop, gathering feature ideas and furthering my technical knowledge. Porsche mechanics, Andy, Chris, Danny, Mike and Ricky have plenty of experience to share, and there was lots going on.
One project caught my eye. A customer had brought his 996 GT3 RS in to check pulling to the left after the all-important suspension geometry had been set elsewhere. The problem was enough to have the owner on the verge of selling the car, as he found it almost undriveable.
First job was to road test the car. The steering wheel was off centre, tyres were rubbing on the front arches when pressing on and the front ride heights were too low. One normally innocuous bump on the test route was enough to bottom out the dampers and send the car way off track.
Getting the car up on the Hunter alignment ramp, Ricky checked fuel level, front weight and tyre pressures. Then the Hunter wheel clamps were attached, which carry 3D targets to set the geometry up to the wheel centres. Without knowing that the target is centred, all measurements will be off.
I’ve had my E36 M3 measured on this ramp so I know how good it is. It was fascinating to watch the readings being calculated and to see what had been done to the car to get it so far wrong, with camber & castor different side to side up front, and the rear wheels toeing out unevenly. No idea why anyone would set a 911 to toe out but we’ll cover this issue of geometry in a future issue of Ferdinand, as it’s super fascinating if you’re into fast road or track driving.
Underneath a 996 GT3 RS learning about what’s adjustable and why you would adjust it is a pretty cool place to be. No doubt they’ve got their issues, but I remain convinced that standard 996s will assume classic status one day. For the GT3 RS, those days are already here. They just look better and better!
Porsche has just given a brand new 991 Carrera S to the man it calles ‘the best private Porsche driver in the world’. And he’s from Great Britain.
Following his first full season in international GT racing, twenty eight year-old Nick Tandy can celebrate winning the Porsche Cup as the best private driver in the world. On the occasion of the Night of Champions on 8 December in the R&D Centre at Weissach, Nick Tandy received the Porsche Cup from Dr. Wolfgang Porsche, the Chairman of the Supervisory Board at Porsche AG.
The Porsche Cup carries a total value of €253,000. Drivers earn points in eighteen Grand Touring and prototype race series worldwide, as well as selected long distance races. Entering the season as reigning Carrera Cup Deutschland champion – no mean feat in itself – Nick raced International GT Open with Marco Holzer in the Manthey GT3 RSR, in a 911 GT3 R in ADAC GT Masters, in ALMS for Flying Lizard and TRG, and in a GT3 R in the British GT Championship.
Part of the prize was a new Porsche 911 Carrera S, after the Briton scored the grand total of 7,510 points across his season. Second-place Raymond Narac received €30,000, while third man Paolo Ruberti went home with €25,000.
Tandy’s story is an emotional one – more of that later – so a big well done on this marvellous achievement. When the flag drops, the bullshit stops: a few racing critics out there might do well to remember that.
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