Road & Track 2013-06 PDF

OUTLAW 911S, SEE PAGE 28
INSIDE
THE ICON
SPEED
LEGENDS
DANGER
SECRET FAILURES
OBSESSION
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DIY: FILM
YOUR DRIVING

JEEPS BANSHEE
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ANATOMY OF AUDIS
LE MANS WINNER
911 at 50
SPECIAL ISSUE
JUNE 2013
PORSCHE 911 GT3: Exclusive First Drive
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5 ROADANDTRACK.COM JUNE 2013
First Drive
2014 PORSCHE
911 GT3
Dont automatically
dismiss it just
because theres
no stick.
BY JASON CAMMISA
65
Maneaters!
PORSCHE 934 vs. 935
A mortal gets on the track with
two immortal race cars.
BY SAM SMITH
Irreplaceable
The 911s legions of fans demanded that
Porsche keep their beloved, air-cooled,
rear-engined car alive despite attempts
to replace it with more advanced designs.
Heres how the engineers kept the faith.
BY KEVIN CAMERON
PHOTOGRAPHY COVER BY STEVEN SIMKO; CONTENTS BY JASON GOULD
48
60
70
JUNE 2013 | VOL. 64, NO. 9
The Secret Hoard and Essays
A look inside Porsches secret warehouse at the 911s
that never were, and a look inside the hearts and
minds of the faithful at why the 911 will always be.
BY R&T CONTRIBUTORS
ANNIVERSARY CELEBRATION
The Porsche 911 Turns 50
We needed over 50 pages for half a century of triumphs, genius,
flaws, and glory with the worlds most famous sports car.
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S T A N D A R D E Q U I P M E N T
ROADANDTRACK.COM JUNE 2013 8
100
24
Go 17
LE MANS PREVIEW Audis R18 Laid Bare,
Races On Demand, and the Voice of Le Mans ... 18
NVH Industry Rumblings and Grumblings .... 22
DETAILS Up Close With PMO Carbs ................... 24
YOU MUST Before You Go: Air-Cooled 911 ......... 26
THE FANATIC Magnus Walkers Wild Ones ....... 28
911 CORNERING How to Survive .......................... 29
FROM THE ARCHIVES Porsche Hovercraft ........ 30
DAILY DRIVER A Legends San Fran Vacation ... 30
Drives 41
PORSCHE 911 BY SINGER VEHICLE DESIGN......... 42
JEEP GRAND CHEROKEE SRT ................................. 43
MERCEDES-BENZ CLA250 ..................................... 44
PORSCHE CAYMAN S .............................................. 46
Columns
EDITORS LETTER BY LARRY WEBSTER .................... 10
YOUR TURN LETTERS FROM READERS ...................... 12
SIDE GLANCES BY PETER EGAN ............................... 32
GUEST COLUMN BY SAM POSEY.............................. 36
GUEST COLUMN BY CHRIS CHILTON ......................... 38
GO LUTZ YOURSELF BY BOB LUTZ.......................... 112
20 28
90
44
87
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The Boot 87
DIY: SHOOTING ACTION VIDEO OF YOUR CAR ..... 87
R&T FLEET................................................................. 90
THE FIXER ..................................................................97
CHEAT SHEET ......................................................... 100
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LIFE
IN THE FAST LANE
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M
E D I T O R S L E T T E R
by LARRY WEBSTER
My first spin in a Porsche
911 was like learning the
truth about Santa Claus.
Id just turned 25 and had
spent almost that many
years obsessing over the
machine. Like a lot of peo-
ple, I hung 911 posters on my wall and read
every bit of magazine copyincluding the
adsso ofen I could recite them on command.
The press and the ownership cult presented the
Porsche as something mythical, the embodi-
ment of everything a sports car was expected
to be. So on that day in 1995, when I climbed
aboard and heard the sounds of the door closing
and the engine ring, I gured Id just hit the
apogee of life. The car didnt stand a chance.
In the years since, Ive waff led between
thinking the 911 was an overhyped, overpriced
anachronism and completely falling for it. For
the money, there are always quicker cars. A few
years ago, I took out a then-new Carrera GTS.
Fun piece, terric steering, and so on, but the
power-to-weight ratio wasnt much better than
that of a Boss Mustang, to say nothing of a Cor-
vette. Yet thanks to the Porsche PR machine, at
least two reviewers in this business called the
$104,000 GTS a bargain.
Porsches are never bargains, which isnt
the same thing as not being worth the money.
The 911 is an antidote to increasing corporate
sameness, and Ive come to believe thats worth
every penny. The cars sounds, the odd but
immensely satisfying way it goes around a cor-
ner, and the combination of practicality and
entertainment remain unmatched. I completely
get the Porsches allure, which is why assembling
this special anniversary issueover 50 pages of
911, more than weve ever devoted to one car
was almost as much fun as driving one.
The hitch was adding something to the con-
versation. Countless volumes have been written
about the 911, but we knew enough to realize
there was still plenty of uncharted territory. In
the process, we highlighted one of the things I
love about the auto industrythe successes are
ofen less about calculated decisions than one
man relying on instinct. The 911 succeeded in
part because Porsche killed the more usable
but ungainly sedan version (page 53), and it
endured because company CEO Peter Schutz,
an American, spared it from the gallows (page
50). The lesson is simple: If youre lucky enough
to be struck by lightning, dont screw it up.
One snowy day last March, a friend of Exec-
utive Editor Sam Smith stopped by the office
with a near-perfect 1995 Carrera, the last of the
air-cooled models. Sams friend graciously threw
me the keys, and I took a quick spin. The steer-
ing wheel jiggled over pavement ripples, and
the suspension glided over bumps with fantastic
compliance. To my mind, that chassis has the
perfect combination of modern isolation and
vintage feedback. Throw in the expansive view
and back seats t for my kids (Schutz once called
them the cars most important feature, because
they introduced the next generation to the 911s
charms), and damn, I need one.
Ive been poring over classifieds ever since.
Afer all, Christmas is only six months away.
BEFORE YOU DIVE IN, READ THIS: IN THIS ISSUE,
WE USED PORSCHE INTERNAL CODE NAMES TO
I.D. THE 911S DIFFERENT GENERATIONS.
Code Model year
901
First batch of cars (less than 100)
before Porsche renamed it.
911 19651989
964 19891994
993 19951998
996 19992005
997 20052012
991 2012present
Lack of seat
time doesnt
preclude
legendary
status.
A space full
of strange
creatures,
prototypes,
and unseen
objects.
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Editorial Staf
Editor-in-Chief
LARRY WEBSTER
Design Director Executive Editor
DAVID SPERANZA SAM SMITH
Managing Editor
MIKE FAZIOLI
Senior Editors
JASON CAMMISA, JOSH CONDON,
JOHN KREWSON
Art Director
MATT TIERNEY
Editor-at-Large
PETER EGAN
Road Test Editor
ROBIN WARNER
Associate Editor
DAVID GLUCKMAN
Copy Chief
REBECCA JONES
Multimedia Editor
CHRIS CANTLE
Photographer
MARC URBANO
Editorial Assistants
RANDALL ALANIZ, BETH NICHOLS
Art Assistant
SOO KIM
RoadandTrack.com Staf
General Manager, Digital Product
ERIC GOERES
Editorial Director
ALEX NUNEZ
Web Editor
ALEX KIERSTEIN
Editorial Interns
JOHN GRACELY, WIL RANDOLPH, LEE WARNER
Contributing Editors
BRETT BERK, PETER BOHR, CHRIS CHILTON,
COLIN COMER, SAM POSEY,
ALLEN ST. JOHN, MARSHALL PRUETT
Contributing Artists & Photographers
TIM BARKER, BRUCE BENEDICT,
HCTOR LUIS BERGANDI, DENNIS BROWN,
PAUL-HENRI CAHIER, JON DAHLSTROM,
KEN DALLISON, HAL MAYFORTH,
NILES NAKAOKA, KENT PELL,
CHARLES W. QUEENER, BARRY ROWE,
LARS SLTZER (LARSON),
JOE TROISE & FRANK ANSLEY, JACK UNRUH,
BILL WARNER, BRYN WILLIAMS,
F. PEIRCE WILLIAMS, JEFFREY R. ZWART
Editorial Advisory Board
CHIP GANASSI (RACING MOGUL)
BOB LUTZ (VIPER CREATOR, EXEC)
CAMILO PARDO (ARTIST, DESIGNER)
SAM POSEY (PAINTER, RACER)
BOBBY RAHAL (INDY 500 WINNER,
TEAM OWNER)
Special Thanks to:
JAMES EDWARDS, PETE STOUT
Chris Harris on the
exclusivity of the Singer-
modied 911, page 42.
Photographer Tobias
Hutzler, describing Porsches
top-secret garage, page 48.
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FOR UNSOLICITED MATERIALS.
Senior Editor Jason Cammisa, the author of the
Tesla test, responds: Wed argue that the Model
S has standout performance, a perfectly com-
petitive price, and completely usable range. That
makes it the rst EV to hit all three targets.
I appreciate your advertisement for the Tesla
Model S. America has delivered a car that would
turn the world on its head. Henry Manney
would love ita car that I can drive from Mem-
phis to Nashville and then have to wait two and
a half days before I can drive it back.
John Hutson, Memphis, Tennessee
Cammisa again: Why would you have to wait so
long? You could just plug in the Tesla for a couple
of hours and make it back home. Unfortunately,
then youd be back in Memphis.
The Tesla Model S may signify a milestone in
EV development, but one topic that remains
curiously vague is the securityand safetyof
these silent sofware updates everyone raves
about. Im sorry, but the last thing I want is some
automaker pushing an update to my car without
my knowledge. And dont even get me started
on the privacy implications. No thanks, Tesla.
Andy Harvilla, Murrysville, Pennsylvania
Cammisa a third time: We dont disagree, Andy.
But dont be fooled into thinking most new cars
dont have black boxes that record your usage
or that some conventional gas-powered cars
couldnt download sofware updates remotely.
You clearly are in love with the Tesla Model S,
but you ignored the elephant in the room con-
cerning EVs. That is: What is the real efective
range, say, in 110-degree Phoenix with the A/C
and stereo on full-blast? Or in 10-degree New
Hampshire with the heater, lights, and stereo
going? When will we see real-world range testing
for those of us who dont live in balmy climes,
who distrust advertising claims, and who like to
drive anxiety-free no matter how desirable the
car is? I really want to love EVs but am stymied
with the lack of real-world range testing.
Lou Bevilacqua, Longboat Key, Florida
Cammisa once more, this time with feeling: This
has been done many times, by many media out-
letsand just like with gasoline-powered cars,
your mileage will vary. We made no concessions
to range. On our trip from L.A. to Palm Springs,
climbing over a mountain range in the process,
we drove at 80 mph in the rain with the wipers,
A/C, headlights, and seat heaters on, and the
stereo blasting. Range was well over 200 miles.
Ditto for the day with the burnouts, donuts, and
other adolescent behavior.
I have been a Road &Track subscriber since 1962
and have long enjoyed your comparison road
tests. However, the Lotus-versus-Porsche test
in the April issue makes me wonder if you read
your own material before you publish it. You say
the PDK-equipped Porsche whopped the Evora
S IPS in every objective measure, yet the Evora
comes out on top. You need to spend less time
selling subscriptions and instead focus on what
Road & Track claims to be.
Eric Leighty, Alexandria, Virginia
A few lines from the test of the Evora S IPS and
the Porsche 911 Carrera S PDK: The Porsche
is point-and-shoot, but the Lotus playfully en-
courages you to try for that last bit of midcorner
speed. The Evora is fast, but it needs you to get
the best out of it... This is why we buy a sports
car. Lotuses offer a superior driving experi-
ence, and you guys get it. Few do. Thank you for
speaking for the true enthusiast.
Bruce Oblad, North Salt Lake, Utah
My grandfather died at 62. My father died at
62. I just turned 63. Then I got my April issue of
R&T. One of the main stories discusses which
$100,000 sports car has the best automatic
transmission. It looks like I lived a year too long.
Leslie Stewart (Via email)
Larry Webster describes the Aston Martin
Vantages sound as a deep blaaaat and a
throaty snort. I would describe the Astons
sound as kind of an mmm MMMMMscreech-
WAPUMcracklecrackleWAPUMsnapcrackle-
popbbbbrrrRRRRRRUUUUUAAAAAAAAA-
uuuAAAAAAAAaaaa.
Anonymous (Via email)
Noted.
CORRECTION: In the Driving to Food section of
our May issue, we incorrectly stated that Rancho
de Chimayo restaurant, in Chimayo, New Mexico,
had gone out of business. Were happy to report
that the restaurant is open seven days per week
from May to November, and the carne adovada
burrito is as good as ever.
IT SEEMS OUR READERS ARE HAVING TROUBLE
ACCEPTING OUR LOVE FOR THE TESLA MODEL S.
Dear R&T,
Back in the 1980s, I read (in Road & Track?) an article on electric
automobiles that concluded, acceptable performance, acceptable
range, acceptable pricepick two of three. Your recent review dem-
onstrates that the Tesla Model S certainly has acceptable perfor-
mance and, given the competition, an acceptable price. However, the
lack of any meaningful discussion on range has me wondering if that
30-year-old judgment still holds true.
Paul Burchell, Toronto, Ontario, Canada
Publisher & Chief Revenue Ofcer
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Sporting a clean, lean shape and a more aggressive-looking grille, the new E-Class screams performance. Yet it
moves with a quiet intelligence: constantly watching and analyzing. Then if it senses that you arent responding
to a danger, it does. This is a car that thinks on its wheels. Eleven of its driver assist systems are new or vastly
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And it thinks fast, too.
The new 2014 E-Class.
Fuel for the Driven Life [ R&T : 06 : 2013 ] edited by Josh Condon
LE MANS PREVIEW
SEE PAGE 18
I build for myself, not for
customers. If they want the car and
its for sale, fine. But Im not taking
orders from anyone but me.
MAGNUS WALKER, PORSCHE 911 BUILDER AND COLLECTOR,
AND THIS MONTHS FANATIC (SEE PAGE 28)
Dissecting Audis
Le Mans-winning R18 p. 18
Nismo treatment
for Maxima, Altima p. 22
Cornering in a 911:
How to survive p. 29
The Porsche-powered
hovercraft of yore p. 30
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OBSESSION
ON DEMAND
The worlds greatest collection
of racing footage is now
just a click away.
E
nglands Duke Video, the longtime
custodian of everything from 1970s
Formula 1 season reviews to harrow-
ing Isle of Man motorcycle footage, is
going digital. Racings greatest video archive is
set to sidestep traditional distribution channels
and plunge directly into the direct-download
game. More than 1600 titles will soon be avail-
able for purchase at dukevideo.com.
Audi introduced
the P1 classs rst
carbon gearbox housing.
Because we added the
hybrid system, we had to
look at [saving grams] to
bring weight back down.
This tech has been used in
F1, but its never had to deal
with diesel torque or last for
24 hours. Well use this case
for the entire season.
Routing the exhaust along the
top of the gearbox made Audi
look to F1 for answers. The result
is a pullrod rear-suspension design
similar to the back of Sebastian Vettels
championship-winning Red Bull RB8.
At 90 mm, the R18s
inconel (a high-
performance metal alloy) exhaust
is large enough to hurl anti-tank
shells. It houses a particulate
lter to keep it from puking
clouds of black smoke.
What looks like a carbon-ber
oil bottle actually houses the
variable-turbine-geometry (VTG) controller.
We have only one turbo, and its quite big.
With this, we can change its geometry and
achieve performance across a wide range.
700 lb-ft, more
than 500 hp,
and 40.6 psi of boost.
The exhaust on the 3.7-liter
turbodiesel V-6 recalls the
bundle of snakes headers on 1960s
open-wheelers. The request came from
the aero department, Reinke says. By
turning around the cylinder heads, we
were able to have a narrower package
on the bottom of the engine, which let us
feed more air cleanly out of the radiators.
Aerodynamics are critical in F1, and many of the same decisions
are now being made in endurance racing, says Reinke. There
is a minor [center of gravity] penalty by moving the exhaust higher, but
its grossly outweighed by the efects of feeding air into the engine from
below, which cleans up the airow inside the R18.
Air-conditioning is mandatory for closed-top P1
cars. Hot air is extracted from the cockpit via two
apertures that use engine-bay airow to suck air fore-to-aft
inside the cabin.
RACE ANATOMY
CHRISTOPHER REINKE, MANAGER OF AUDIS LE MANS PROGRAM, SHEDS LIGHT
ON THE 200-MPH R18 E-TRON QUATTRO AS IT PREPARES TO TACKLE THE FAMED
24-HOUR RACE. (JUNE 2223, LIVE ON SPEED) MARSHALL PRUETT
1 3 4
7
8
2
5
6
Weve got an archive of several thousand
hours of motorsport, probably one of the big-
gest in the world, says company owner Peter
Duke. We decided early on to get [everything]
digitized. The attraction is wider distribution.
The companys digital goldmine covers a
broad swath of popular topics, including Le
Mans, IndyCar, rally, touring cars, and the
DTM. But it doesnt stop there.
We started with popular things like the
British Touring Car Championship and F1,
Duke says. We digitize about 14 titles a week,
and theres probably another thousand to
come once we drag a few more half- and three-
quarter-inch tapes of the shelf.
Wake up in the middle of the
night with a hankering to dive into
the 1987 24 Hours of Le Mans?
Duke has it. Same for the 242-min-
ute review of the 2012 race in
full HD. A review of the 1976 F1
season, the focus of the upcoming Ron How-
ard lm Rush, is just seven bucks. Group B rally
cars? More than a dozen options. There are also
countless documentaries focusing on every one
from Jim Clark to Michael Schumacher.
Dukes next project involves unlocking one
of the sports visual feasts: the F1 reviews of the
1980s, which feature the epic rivalries of Prost/
Senna and Piquet/Mansell. Theres an awful
lot of interest in seeing those great Eighties
years published, Duke says. Its
quite a hole for collectors because
theyre only available on VHS. We
talk to Bernie Ecclestone about it
each year, trying to nd a solution.
MP
Visit dukevideo.com/
roadandtrack
for a free 22-minute
compilation download.
The car ahead exists for only one reason.
Its there to be passed.
Legendary British racer Brian Redman,
in the Duke video Red Mist Stuf
The turbochargers air inlet. Its rules-mandated 45.1-mm restrictor limits the engines
output. At high speed, air hits the restrictors tapered prole and can go sonic.
The windshield required a new manufacturing technology because its
curved in three dimensions, like a sphere. The material is not so exotic;
preventing distortion was the challenge, Reinke says. We apply diferent
coatings for UV lightenough shading during the day but also enough light coming
in at night. A new washer uid was also required. The uid from our road cars
wasnt meant to work at 205 mph on a 3-D windscreen.
The all-wheel-drive
system powers the
front wheels through two
electric motors in the cars front
bulkhead (not pictured). Rated
at 107 hp each, they recover
energy under braking and feed
electricity to a ywheel-based
storage unit next to the driver.
The motors are designed to
the millimeter to t inside this
tiny space, says Reinke. The
mechanics hate us for that, but
it works.
The chassis uses an F1-inspired high keel, or raised
structural spine. You have bad, turbulent air behind the
front wing on an F1 car and the difuser on a prototype [like this],
Reinke says. With a high keel, you have more efcient airow from
the difuser and you can direct it more efciently to the radiators.
The one-piece carbon-ber tub is another
rst. Audi says the hassle of ditching the
traditional manufacturing process, where two body
halves are bonded together, was worth the weight
reduction and increased torsional rigidity.
Door-support struts from Audis A3 hatchback are
the only R18 parts found at a dealer. They were
designed to hold much heavier doors, so we drop the
pressure. Otherwise theyre too hard to close.
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ou cannot buy a win at Le Mans.
You can plan, you can design, you
can be clever, but there are too
many variables. Look at Toyota or
Nissan. It was the $10 part or the stone chip
in the sidewall that thwarted them. You cant
know what Le Mans will throw at you.
Were so used to it being a 24-hour sprint

now. Thats a clich, but its also true.
A few years ago, Sir Stirling Moss told us

that he never liked Le Mans because he was
instructed to drive at a pace. Moss wasnt that
type of driver. He admitted hed love it now
because he would get in and go at-out all the
way around.
Our year doesnt run from January to

December, it runs from June to June, Le Mans
to Le Mans. We have a 24-hour New Years party
that happens to be the start of the race.
Ive missed one year since 1989. I got chicken

pox just before the race in 1991, so I never
saw the Mazda win. I keep saying to Johnny
Herbert, youve not won Le Mans, which
really winds him up.
Voice Lessons
John HindHaugh, the voice of Radio Le Mans, has covered
the worlds most famous endurance race for nearly 25 years.
as told to senior editor josh condon.
There is still something special, almost wrong, sort of
exotic and erotic about racing on public roads at nearly
200 mph in the dark. Its like being in your teens listening
to music on your radio underneath the covers.
The rst couple of years, I stayed on the
track. I slept in the studio; I slept on a table.
One year we had a little motorhome. Otherwise,
Ive stayed with the same French family for
pretty much the whole time.
We do more race miles at Le Mans in

24 hours than Formula 1 does the whole
year. And we do that with one engine and
one gearbox, and we dont think thats odd.
Its remarkable that we now accept that level
of reliability as the norm in all forms of
motorsport.
I got married in 06. We had the ceremony

in Arnage village the Friday before the race.
That was Eves idea. She said it was the only
time she knew exactly where Id be all week.
Which I thought was sound thinking.
Everything comes back to Le Mans. The

rst endurance race was at Le Mans; the rst
Grand Prix was at Le Mans; the whole concept
of homologation came from Le Mans. From
those very rst days, it was all about proving
machinery and pushing technology forward.
The thing that the track has in spades is

people racing each other while four miles
apart, trading fractions of a tenth in every
corner, at every interchange, and theyre
separated by a lap. Yet theyre racing as hard as
if they were wheel to wheel, mirrors banging.
Its one race, but a million diferent stories.
Weve met some fabulous people, including

a French lady who was on her honeymoon
in 1955 and survived the accident there. A
bunch of our listeners ofered to pay for her to
come last year. Shes very old now and couldnt
understand why all these Brits were making
such a fuss over her.
The locals call Le Mans le semaine Anglaise

the English week. More Brits go to Le Mans
than go to the British Grand Prix. Its Britains
biggest motorsport event, it just happens to be
in the middle of France.
Far be it from me to second-guess Bernard

Eccelstone, but 19 Formula 1 races is too many.
The impact is lost. There is one Le Mans a year.
Just the one. Its at Le Mans.
ROAD ROAD OADA AD OADA ADA ADA DAA ROA ROA RO RO RO R NDT NDTR TR TRA NN CK.CO K.CO COMM JUNE JUNE 220133 22
1. CLUTCH CONDOLENCES
No manual transmission will be ofered. Sorry.
2. WIDE, WIDER, WIDEST
The 911 Carrera 4 and GT3 are 1.7 inches wider than
a base 911. The Turbo adds another 1.1 inches.
3. RUBBER THE RIGHT WAY
At high speed, a rubber tube under the front fascia
lls with air and extends downward to act as a
spoiler. It helps create downforce at the Turbo Ss
electronically limited 196-mph vMax.
4. MORE IS MORE
The Turbo makes 520 hp; the Turbo S, 560. The
0-to-60-mph sprint should take three seconds at.
5. MATERIAL WHIRL
The Turbos roof can be painted, made of glass, or
for the rst time evercarbon-ber, a la
the track-only 911 GT3 Cup.
RISE OF THE MACHINED
Americas rekindled love for craftsmanship has moved
beyond cocktails and selvedge denim. J. L. Lawson
hand-machines brass, aluminum, and cold-rolled steel to create
one-of-a-kind accessories, elevating simple bottle openers and
keychains to heirloom status. JC (From left: Brass VII opener, $72;
MII key shackle/opener, $42; 00VII cufinks, $72; jllawsonco.com)
STUFF WE LOVE
P
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K
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P
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J
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N O I S E
HYBRID GT-R, LOTS MO NISMO
Nissan wants to ll its new Nismo plant to
capacity, meaning it will move the badge be-
yond just GT-Rs and 370Zs. A Nissan executive
tells Road & Track that the automaker is gung
ho on producing a Nismo Maxima and a Nismo
Sentra, both of which will ofer additional power
and track-oriented handling. The idea, he says,
is to have Nismo models across Nissans lineup,
much like Audi has done with its S and RS cars,
so dont expect mere badge jobs. As of late, the
front-drive Maxima hasnt lived up to the Four
Door Sports Car tagline it once wore, and a
Nismo version could nally separate the car
from its similarly sized Altima sibling. Nissan
is also planning a hybrid-powered GT-R, but
dont expect a Porsche
918-like energy-storage
ywheel perched in the
front seat. If the model
sees production, it will
get its jolts from a small
lithium-ion battery.
V I B R AT I O N
ACCORD TO GET NIGHT VISION?
A top-tier safety supplier has conrmed that
both Honda and GM have signed agreements
to develop night-vision safety systems for their
next-gen 2015 or 2016 U.S. models. Honda wont
conrm the news, but given the current Ac-
cords suite of active safety systems, night vision
would be a natural t for the sedans midcycle
update. (Our second guess goes to the Acura
RLX.) Night vision is currently of-
fered only on German luxury cars
and the new Lexus GS as a $2000-
plus option; over the next few years,
as the cost of sensors and cameras
continue to drop, Joe Accord might
be able to buy it for $800$900.
Cadillac says night vision will return
in 2015 as part of its Super Cruise au-
tonomous driving system (the tech-
nology debuted on the 2000 Deville
but was abandoned four years later),
but wont divulge any model specics.
H A R S H N E S S
CLAIM ADJUSTMENT
Tia Noreet bills herself as the rst and only
female African American NASCAR driver,
and media outlets such as ESPN, Jalopnik, and
the Washington Post were quick to herald her
achievement. However, it seems few looked
for verication beyond Noreets own self-
promotion. While Noreet has been licensed
since 2010 and did complete a solitary lap in a
NASCAR-sanctioned race (a late-model event
at Virginias Motor Mile Speedway), NASCAR
says its impossible to verify if she is the rst
licensed African American woman because the
organization has never asked its licensed driv-
ers to specify their race. As we do
with any aspiring NASCAR driver,
we outlined the process in place for
Tia Noreet to pursue her stated rac-
ing goals, says NASCAR PR director
Marcus Jadotte. We also reiterated
many times that NASCAR could
not be of more assistance until she
becomes an active participant in
NASCAR. Noreet has never sub-
mitted a formal rsum to move up
into the sanctioning bodys Tour-
ing Series, let alone its Nationwide or National
divisions. Afer the New York Times questioned
Noreets credentials in March, the driver
referred to a smear campaign on her Facebook
page. Neither Noreet or her representation
have responded to R&Ts requests for comment.
Things You Should Know
About the 2014 911 Turbo
NEWS, RUMORS
+ BONEHEADED
MOVES FROM THE
CAR UNIVERSE.

BY CLIFFORD ATIYEH
2013 Volkswagen of America, Inc. vw.com
Let more outside in.
Get a little more sun. The all-new Volkswagen Beetle Convertible opens up to the world
with the push of a button, and the available 200-hp turbocharged engine sure makes it
hard to stay inside. Thats the Power of German Engineering.
J
O
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Santa Monica, California, rm PMO
does just one thing: make high-quality
induction systems for the Porsche 911.
The companys astonishingly well-made
carburetors ofer a modern rethink of
an ancient concept. Throttle bodies for
mechanical and electronic fuel-injection
systems are also available. (Carbs:
$3400$3600; pmocarb.com) JC
Heavy Breather
D E T A I L S
@Hinchtown: Well that didnt suck. There are no words
so I wont even try. To everyone...thank you, thank you,
thank you #GoDaddyRacing @FollowAndretti
March 25th tweet from Andretti Autosport driver James Hinchclife following his win at the Izod IndyCar Series
Grand Prix of St. Petersburg. The Mayor of Hinchtown was behind the wheel of the No. 27 GoDaddy Chevrolet,
which the late Dan Wheldon had signed on to drive before his untimely death in 2011. St. Petersburg was
Wheldons adopted hometown, and a memorial in his honor had been unveiled at Turn 10 just four days earlier.
DRIVE SMARTER
Embrace the red.

Avoid the blue.
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Department ROADTK 2013 ESCORT Inc. *Requires additional equipment and subscription.
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more speeding tickets as they try to generate revenue for their struggling
budgets. If you dont want to contribute your hard-earned money to
this program, you need the ESCORT RedLine.
Why it rules. Our team of engineers designed the most sensitive
radar and laser detection device to date. It has the longest range of
any radar/laser detector on the market, hands down.
How it works. The RedLine utilizes a Twin Turbo antenna
system specically designed to locate X, K and Ka-band radar
signals and give you the earliest possible warning. The RedLine
is also completely undetectable.
Now get expanded ticket protection with the award-winning
ESCORT Live* on the ultimate live alert network.
RedLine. Dual antennas for the longest range.
$
499.
95
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S
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Think the L.A.-based Brits customized 911s are sacrilege?
Transcendent? Think what you likehes not making
them for you. by john pearley huffman
ALMOST EVERYTHING ABOUT MAGNUS WALKERS
appearance, from the rock n roll sensibility to hair that
screams for its own National Geographic feature, seems
deliberately cast against the type of Porsche purist among
whom hes gained notoriety. The mans collection of 911s,
reverentially detailed in Tamir Moscovicis documentary Urban
Outlaw, is similarly characteristic. If Walker can be said to have a signature style, it
would be an early example of the breed, optimized for hard driving and tweaked
to indulge his own aesthetic. That means louvered decklids, drilled door handles,
integrated turn signals, and paint jobs evocative of Porsches racing past. Theyre
not precise restorations (though some are close), race cars, or art pieces. Walkers
cars are more akin to personally crafed hot rods, m ostly period correct yet freely
fortied with pieces borrowed from a wide range of 911 models. Its all the sort of
thing Porsche itself might have done.
But dont think any of itthe movie, the signature look, the dozen or so
Porsches now sitting in a funkadelic downtown Los Angeles building originally
built as a truck-parts distribution centeris part of some grand scheme for
recognition. Ive never had a plan, explains Walker, in his working-class
northern British accent. I came over to work as a camp counselor in Michigan
and overstayed my visa. So I took a Trailways bus [to California] in 1986, when I
was 19. Everything Ive done since has been following my passion. And though
The Passion
of Magnus Walker
Walker has sold several cars, hes not in the Porsche-building business. I build for
myself, not for customers, he says. If they want the car and its for sale, ne. But
Im not taking orders from anyone except me.
Among Walkers recent acquisitions is a pair of 1976 911 Turbos, early
nonintercooled cars with single turbochargers. He hasnt yet decided what to do
with them. And as early 911s become increasingly expensive, hes keeping an
eye on the relatively unloved 944s and 928s, which seem reasonably priced by
comparison. If anyone could see past the reputation of those unloved siblings to
create something unique and desirable, hes the man.
I dont follow the trends, he says. I set my own path.
THE
FANATIC
WHAT
DO YOU
DO?
Slow it down! Stay fast!
VERY BRAVE! BUT ITS ALMOST
TIME TO TURN IN, AND YOU REALLY
ARE GOING AT QUITE A CLIP.
OKAY, BUT NOW ITS ALMOST TIME TO TURN IN,
AND YOURE JUST AMBLING ALONG. WHY DID
YOU BUY THIS GORGEOUS MACHINE IF YOURE
NOT GOING TO TAKE ADVANTAGE OF IT?
Hmm. Good point. Perhaps
discretion and rm
braking are called for.
Hey, I know
what Im doing.
Youre right! Ill slam on
the gas as I enter the
turn. It will be fun!
Easy does it!
This things
like a snake!
Id best ease
a bit of the
throttle.
The guys at the
bar say that
hammering on
the gas is the
way to drive
these things.
Lets try that!
Not to worry.
Thats just
its funny
little way.
Ill stay on
the throttle
through
this curve.
Am I what now? OF COURSE.
Why do you
ask such
damn fool
questions?
Er . . . No.
Yes!
Dont you
recognize
me from
my Porsche
career?
AS YOU TURN
IN, THE FRONT
WHEELS
PUSH AND
SCRUB. ITS
THE DREADED
SPECTER OF
UNDERSTEER!
YOU TURN IN SMOOTHLY AND ENJOY
THE LIGHT, PRECISE STEERING FOR
WHICH THE 911 IS KNOWN. BUT YOU
ARE NOT GOING PARTICULARLY FAST.
This is a ne German
sports car, and I am,
of course, a very
good driver. I know
what Im doing.
Steady as
she goes!
WELL, OKAY. YOU GOT
THROUGH THE CORNER WITHOUT
INCIDENTBUT WITHOUT HAVING
ANY FUN, EITHER. ITS RIGHT TO
RESPECT YOUR 911, BUT YOU
DONT HAVE TO LIVE IN FEAR OF
IT. LETS TRY THAT AGAIN AND
SEE IF WE CANT SHAKE THE DUST
OUT OF YOUR TOUPEE.
THE REAR OF YOUR 911 STEPS
OUT . . . AND JUST KEEPS GOING.
WHAM! YOU OVERSTEER AND
LEAVE THE ROAD BACKWARD.
THE MORE YOU TURN
THE STEERING WHEEL,
THE LESS HAPPENS,
UNTILWHAM!YOU
UNDERSTEER AND RUN OFF
THE ROAD NOSE-FIRST.
GREAT SUCCESS!
YOU SWEEP THROUGH
THE CORNER WITH GOOD SPEED,
A RAKISH SMILE ON YOUR FACE,
AND JUST ENOUGH TAIL-OUT
ATTITUDE, A SHINING EXAMPLE
TO 911 DRIVERS EVERYWHERE.
OF COURSE YOU DO.
HERE WE GO . . .
SIGH.
YOURE WHATS
WRONG WITH THIS
COUNTRY, YOU
KNOW THAT?
ARE YOU HURLEY HAYWOOD,
VIC ELFORD, OR WALTER RHRL?
WAIT, REALLY?
SORRY, OUR
MISTAKE. YOURE
MUCH MORE
HANDSOME IN
PERSON.
BETTER SAFE THAN
SORRY, RIGHT?
WELL SEE ABOUT THAT.
THOSE GUYS
AT THE BAR?
OH, OKAY.
YOU DONT GO ON
A LOT OF SECOND
DATES, DO YOU?
NEXT TIME, DONT
BE IN SUCH A HURRY
SO SOON, OKAY?
Oh, man! Im
in the soup
now! Id better
cut the throttle
immediately!
YOU ARE ONE
HERKY-JERKY
KIND OF GUY, YOU
KNOW THAT?
Why, then Ill smoothly feed
in throttle and accelerate
through this turn.
Oh crap! Id
best back of
suddenly!
NOW THE REAR OF YOUR 911 HAS
STEPPED OUT A FEW DEGREES
. . . JUST SO YOU KNOW.
ONE COOL CUSTOMER,
ARENT YOU?
AND YOU WERE
DOING SO WELL . . .
UH-HUH.
THATS WHAT
WE THOUGHT.
DORK.
COOL
AS CAN BE.
WE SHOULD
HANG OUT.
YOU SURE AS
HELL ARENT.
THEY ARE NOT
YOUR FRIENDS.
911 CORNERING SURVIVAL GUIDE
YOURE IN A 911 GOING DOWN A FAVORITE ROAD AT A RESPECTABLE SPEED. THEN, SUDDENLY, A CORNER APPEARS!
BY JOHN KREWSON
Its My Daily Driver
As told to Josh Condon
M
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Fifty-four or so customer CTRs were built, but
theres only one Yellow Bird. R&T gave the car
its nickname in 1987 after it sailed through the
traps at 211 mph, making it the fastest street
car in the world. Later, it hit 213 mph.
I proposed doing a story on the car to Alois Ruf,
Jr. over a dinner with our wives in San Francisco
in August 2005. To my shock, he agreed. Gulp.
How about you return the car sometime before
Christmas? It was October. I drove 001 to work,
along the north coast, and down lonely central
California roads. In 2500 miles, it never faltered.
With 500 hp, 2650 pounds, torsion bars, and
massively staggered tires, I figured itd be the
Corvette of 911s: great on paper, not so much
on back roads. But you didnt have to drive it
like Stefan Roser to have fun or go fast.
It revved to 6800 and sounded like a 3.0-liter RSR.
Forget armrests or sound deadening. Its a true
autobahn car: narrow body with a twin-turbo
3.4, full cage, AM/FM antenna taped to the
windshield, tinny radio for traffic reports, and a
brace to keep the hood from caving in at speed.
To cool the pistons, the thing ran so rich that
I had to hold my breath at every intersection.
At a gas station near a desolate highway, a park
cop asked how fast the car would go. When he
said he got all his parts from EASY, a Porsche
dismantler Id been going to since high school,
I brightened. Then he asked if we needed an
escort, so I asked if his F-250 could do 213. He
smiled, handed me his card, and told me to call
if anyone gave us grief.
Cops would use three lanes to circle the car
while trying to decide if I looked German
enough to be running the license plates.
The Yellow Bird handles like a 1973 Carrera
RS 2.7 but has the pace of a 997 GT2an
intoxicating mix. No 911 Ive driven since has
exceeded its thrill, and Ive driven a few.
I think most people thought I was driving
a bright-yellow 912E with a V-8 and fake
Euro plates. Only one guy said something.
Thats not . . . Wait, who the hell are you?
NAME: PETE STOUT AGE: 39
LIVED: MARINA DISTRICT, SAN FRANCISCO
VEHICLE: 1987 RUF CTR-001 (A.K.A. THE
LEGENDARY YELLOW BIRD) BLOSSOM
YELLOW WITH A BLACK INTERIOR, POWERED
BY A TWIN-TURBO FLAT-SIX
911-DRIVING DOUCHEBAGS
ON THE SILVER SCREEN
HOLLYWOOD LOVES PORSCHES ICONIC
SPORTS CAR, MOSTLY AS SHORTHAND TO
SHOW THAT A CHARACTER IS A JERK, AN
EGOMANIAC, A PREPPIE, OR ALL THREE.
From left: Jake Adler (Alec Baldwin), Its Complicated, 2009; Skip
(Rob Lowe), Class, 1983; Mike Lowery (Will Smith), Bad Boys, 1995;
Morgan Hiller (James Spader), Tuf Turf, 1985; Ted Varrick (Charlie
Sheen), No Mans Land, 1987; Mark (Craig Kilborn), Old School, 2003;
Johnny Storm, a.k.a. the Human Torch, (Chris Evans), Fantastic Four,
2005; Bill Lumbergh (Gary Cole), Ofce Space, 1999. Randall Alaniz
STUTTGARTS OTHER
BIG ANNOUNCEMENT
IN 1963? A PORSCHE-
POWERED HOVERCRAFT.
THE BON AIR 6-1-X
WAS REAL. IT WAS
PURCHASED BY THE
STATE GOVERNMENT OF
QUEENSLAND.
Smart is a tire designed to empower the driver.
For those who want to own the road, the Proxes 4 Plus
delivers exceptional all-season performance, plus it
comes with a 50,000-mile warranty.* Explore our full line
of Proxes UHP tires at toyotires.com/proxes.
*Among V & W-Rated tires. Mileage warranty will vary by tire type and fitment, and is subject to exclusions.
For complete details, visit toyotires.com. 2013 Toyo Tire U.S.A. Corp.
S I D E G L A N C E S
by PETER EGAN
One fine autumn afternoon in 1986, former
Road & Track Feature Editor Steve Kimball
and I found ourselves motoring smartly down a
tortuously curving and almost empty stretch of
Los Gatos Road, northwest of Coalinga, Cali-
fornia. We were driving a new test car, a red
Ferrari 328 GTB. I was behind the wheel and
probably driving a little faster than technically
allowed by law.
As we howled smoothly and atly through a
corner, I glanced in the rearview mirror and said
to Steve, Nice old Porsche 911 moving up on
us, fast. He either wants to race or wants me to
move over.
Steve looked over his shoulder casually and
said, If you drive a little faster, hell spin out.
I glanced over at Steve and looked at him
blankly. Trust me, he said. I own a 912.
So I went a little faster and, sure enough, the
911 spun out about three corners later. Big howl-
ing loop with much dust but no damage done.
He came to a stop in a wide turnout, then mo-
tored slowly back onto the road.
Told you, Steve said, hardly looking up
from his map.
That was 27 years ago, when the 911 was
already in its third decade of production. And
now its 2013 (in case, like me, you somehow lost
track of midnight on New Years Eve), and the
much-evolved Porsche is still with us, celebrat-
ing its 50th anniversary.
I open with this anecdote not to embarrass
the 911 on its birthday, but to point out how
long this evergreen car has been around, in one
form or another. Its also worth mentioning
that the 911 that spun out behind our Ferrari
was a very early modelnarrow tires, no fender
ares or whale-tail spoiler, equipped with only
a 2.0-liter engineand yet it was reeling in a
fast-moving, brand-new Ferrari. Until things
went slightly wrong. These older Porsches were
always giant killers, but they did have their
eccentricities.
When this new model was introduced in
1963, Id already accumulated a two-year stack
of R&T and Sports Car Graphic magazines,
andat age 15was watching the sports-car
scene like an alert medieval theologian, looking
for signs of both heresy and revelation. We teen-
age True Believers knew, for instance, that the
Ford Thunderbird had started out with possibil-
ity but lost the plot, while the new Jaguar XKE
was the obvious and perfect next step, reboot-
ing a line of XK road cars that had been edging
slowly toward decadence. And when photos of
the new 911 appeared on these pages, I took
one look and said to myself (possibly aloud), Of
course! This is exactly what the next Porsche was
supposed to look like, a natural successor to the
356. To paraphrase Saint-Exupry, it seemed
that its lines had always existed in nature but
were just waiting for Butzi Porsche and his team
to discover them inside a block of granite or
maybe a lump of modeling clay.
Even though I was a big admirer of the 356, I
was instantly smitten with the 911. The sloping
trunk between the front fenders and the grace-
ful curve that started at the top of the wind-
shield and swept back over the tail seemingly
couldnt be improved upon.
Not everyone agreed, of course. Some crit-
ics thought the 911 was a move away from the
light, simple purity of the earlier carsamong
them the great English journalist/Mille Miglia
navigator Denis Jenkinson. Seems that when
Jenks went to trade in his much traveled 356A, he
The Eternal 911
A CLASSIC FOR OUR TIME, NO MATTER WHEN THAT IS.
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It seemed that the 911s lines
had always existed in nature,
just waiting for Butzi Porsche
and his team to discover
them inside a block of granite,
or maybe a lump of
modeling clay. Even though
I was a big admirer of the 356,
I was instantly smitten.
raise your aesthetic.
lower your lap time.
2013 MINI USA, a division of BMW of North America, LLC. The MINI name, model names and logo are registered trademarks.
INTRODUCING MINI PACEMAN.
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S I D E G L A N C E S
decided to get an E-type Jag rather than a new
911. He said the new 911 was much bigger,
more softly sprung, it rolled about a lot com-
pared with a 356, and was obviously aimed at
another section of the motoring public, not just
the enthusiast. He added, I looked at the size
and complexity of the 911 Porsche and decided
if I was to learn to live with it, I might as well
have 4.2 liters of Jaguar rather than 2.0 liters of
Porsche.
Yes, the engine was perhaps overmatched,
but size and complexity? Nowadays, these cars
seem compact and stone-ax simple, yet they did
have a few shortcomings. Basically, they didnt
handle very well.
The problem went back to what I think of as
Ferdinand and Ferry Porsches original sin.
And that was the moment, in their early postwar
factory at Gmnd, Austria, when they decided
to make the rst 356 a rear-engined rather than
mid-engined car, as the tubular space frame of
the companys early prototypes was deemed too
complex and expensive for mass production.
Thus began a long tradition of building street
cars (but not, initially, factory race cars) with the
engine hanging, Beetle-like, out behind the rear
axle. Excellent for interior spaceand leaving
room for a small back seat, in true 2+2 style
but not so good for weight distribution.
And so began another tradition of Porsches
being proudly designated as cars not intended
for the novice. Apparently only professionals
enjoyed going off the road backward. Many
stayed on the road quite handily, however, be-
cause they got very good at a technique called
wischening, or wiping, which involved catch-
ing the cars sliding back end with several quick
steering corrections.
Those who could handle rear-engi ned
Porsches won a lot of races with them, as the cars
were quick and light for their displacement, in
addition to being both efcient and aerodynam-
ically smooth. If you could master the right tech-
nique, they were exciting and fun to drive. Also
durable, well-built, and cooler, in a modern jazz-
cultish way, than almost anything. One look at
a 356 made you want to drive all over Europe,
picnic in the Alps, ski at Kitzbhel, and park on
a cobblestone street in front of a Paris nightclub
where Dexter Gordon was playing. Even if, like
me, you were a high school sophomore in Elroy,
Wisconsin.
Unfortunately, the first 911 was something
less than an improvement on the 356s relatively
moderate handling quirks. With a fairly dread-
ful 43/57 front/rear weight distribution and a
capacity for greater speed, it could be a little
scary when driven fast. I finally got to drive
an early 911 in a contemporary-versus-classic-
sports-car comparison test we did in August of
1989. I was, frankly, quite spooked by the han-
dling. Granted, the tires were not in the great-
est shape, but this particular car understeered
in slow corners, oversteered in fast ones, and
became oaty and vague at high speed. Afer a
spirited run through Californias gold country
on winding roadspartly in the rainI got out
of the car soaked in sweat. Someone asked me
what I thought of the car.
Diabolical, I said.
Meanwhile, the 1964 Chevrolet Corvette
Sting Ray and 1967 Alfa Romeo Duetto Spider
we had along for comparison were relatively com-
posed, balanced, and easy to drive. I was never so
glad to get into a Corvette in my life. Where the
heater and defroster worked better, by the way.
Interestingly, the modern sports cars we
had on this road trip were a 1989 Corvette L98,
a 1989 Alfa Spider Quadrifoglio, and a 1989
Porsche 911 Carrera Cabriolet. And, at the end
of the trip, our six drivers unanimously picked
the new Porsche as the car wed most like to
have on a weekend for two in the mountains.
We concluded: With nearly as much grip as the
Corvette, it has the tidy agility of the Alfa (and
then some); superb feedback through the steer-
ing; firm, linear brakes; good balance; and,
more than any other car in the six-car group, it
feels as though its chassis were cast in a single
piece. A car right from the machine shop.
Gosh, these words still resonate with the ring
of truth. Possibly because I wrote them.
The old 911, however, was chosen most de-
manding of the group. Fortunately, Porsche
engineers had recognized these problems and
immediately gone to work, rst adding weights
to the front bumpers, then extending the
wheelbase by angling the half-shafs rearward.
The 911 is one of historys
keepers. If it hadnt been
created, there wouldnt be
anything remotely like it.
It lled a gap we didnt
even know was there.
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Peter Egan is R&Ts editor at large. He hails from
Wisconsin, where horses are put before carts.
Neither was an elegant solution, but both
seemed to help. As the years and generations of
911s went on, however, the handling got better
and better. Changes in wheelbase, tire width,
engine weight, spring rates, and anti-sway bars
all worked to keep the horse behind the cart,
where it theoretically belonged. By the time I
got hired by R&T in 1982 and started driving
911s in our regular road and comparison tests,
the cars were fast, polished, grippy, great fun to
drive, and quite predictable. In fast corners on a
track, you could still feel a pendulum at the rear
of the car, but you could use that high polar mo-
ment to turn the car and still expect the rear end
to stay back where it belongedunless you did
something clumsy and outrageous at the wheel.
In the years since, weve tested half a dozen
new generations of the design with a mind-
boggling array of performance permutations.
Each has been better than the last. For the
past quarter -century, I havent participated in
any sports/GT comparison test where the 911
hasnt easily gotten my vote as the best of the
groupexcept for one in which we also tested
a Boxster S, after which I went right out and
bought one, used.
But when friends ask which 911 I would buy,
I always say, The latest one I can aford. While
I appreciate the visceral sound and feel of the
old air-cooled cars, I much prefer driving the
996 and its water-cooled ilk (in other words,
any post-1998 911) on road trips or in daily use.
Those cars have abundant real-world torque, a
feeling of silky mechanical sophistication, com-
municative steering, race-car-rm brakes, great
speed, and superb handling. Most have elec-
tronic stability control, and the more modern
examples ofen have a host of useful features,
from cockpit-adjustable dampers to electroni-
cally adjustable exhausts.
That said, I wouldnt spurn the chance to own
a 911 from any generation, even the earliest
ones. At this point in history, you simply have
to make allowances for the age of charismatic
objects from the past to enjoy them. Its half the
fun, or maybe more than half. And the 911 is
simply one of historys keepers. If it hadnt been
created, there wouldnt be anything remotely
like it. Like most great things, it lled a gap we
didnt even know was there.
On top of all this, the basic shape of the 911
has never begun to look even slightly dated.
While the old 356B I once owned and restored
has a kind of art-deco period charm, the 911
seems timeless. It cant look old-fashioned any
more than can a snowdrift or a smooth river
stone. It just is.
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G U E S T C O L U MN
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TO KNOW AND RESPECT THE 911 ISNT NECESSARILY TO LOVE IT.
Porscherevered by its legions of owners, feared
by its competitors, a deied name in the world of
cars, a company that in the minds of many can
do no wrong. I shared this view, until the rst
time I actually raced a Porsche. Thats when
things began to go downhill.
The race was the 24 Hours of Daytona, 1966.
I was driving my newly acquired 904, which the
factory itself had prepared. It was also running
904s, and we were to be an unofcial part of the
team, trading technical info and so forth. Before
practice, we received a visit from the team man-
ager, the famed Huschke von Hanstein, who was
kindly and avuncular, repeating the factorys
promise of full cooperation. But then practice
began, and the unexpected happened: We were
faster than the factory cars. I expected congratu-
lations from my new buddy Huschke, but we
never saw him again. Lesson learned: Beating
the factory was strictly verboten.
Later that year, I sold the 904the rst and
only Porsche Ive ever ownedand fate has
punished me, repeatedly, for being disloyal. As
everyone knows, 904s combine great design with
scarcity, and today theyre worth . . . Dont tell
me; I know I let a fortune slip through my hands.
Lesson number two: Never sell a Porsche. There
is a department right there in the factory known
simply as Revenge. People go in there but never
come back out.
My next Porsche encounter furthered my edu-
cation. It was at Sebring, 1967, a Trans-Am drive
with Peter Gregg in his 911. We won in spite of the
car, not because of it. Production of the 911 had
begun three years earlier, so I expected the car to
be fully sorted. Instead, it handled terribly. The
front end darted from side to side as if it had mas-
sive toe-out, while at the rear, the engine swung
things around like a pendulum run amok. First
gear, required for Sebrings ultratight hairpin,
was hidden of by itself somewhere under your
thigh, and there was no shif gate, which lef you
stirring the lever hoping that it might encounter
a gear by luck. But the 911 was beautifully turned
out, and the engine was so obviously powerful
that it was just assumed the whole car was great.
In fact, it was Peters talent and Jack Atkinsons
careful prep that attered the car and helped give
it a reputation it really didnt deserve.
In fact, teams that ran Porsches in those years
ofen improved the cars, with no help from the
factory, turning losers into winners. When Tony
Adamowicz won six out of 10 Trans-Am races in
a row in 1968, his 911 was what he called a Cali-
fornia hot rod, with a suspension built by the
brilliant Mac Tilton. The early 917s were virtu-
ally undrivable until John Horsman redesigned
the tail. And, most famously, Mark Donohue
managed to transform the prototype Can-Am
car from a problem-ridden op into a 1500-hp
monster so fast that it ruined the Can-Am. No-
body could compete with it.
The 911 was bad; the 917 was worse. Porsche
introduced it in 1969, and the favorable rst im-
pression it madeleading Le Mansproved
totally misleading, the utterly fearless Vic Elford
having driven it as no other man could. Those
rst cars were desperately crude. Brian Redman
told me his would change lanes without warning
at 235 mph, and I remember Pedro Rodrguez
passing me on the Mulsanne, white as a sheet
and steering like mad on a wide, dead-straight
part of the track. Sticking out beyond the front
axles, the drivers feet were completely unpro-
tected. Welds cracked in the space-frame chas-
sis. Porsche had rushed construction of the 917s,
building 25 of them to comply with an FIA ho-
mologation requirement. Hindsight says they
never should have sold one to an inexperienced
privateer, but they did, to English amateur John
Woolfe, and he was killed on the rst lap.
For 1970, Porsche had rened their car, now
designated the 917K, and it had seven entered.
These cars were sledgehammers, and they were
built when Porsche, afer years of dominating the
smaller classes, was nally going for the overall
win. But Ferrari also wanted Le Mans, and it was
out in force, looking to regain the luster of earlier
years. The North American Racing Team had a
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Porsche was able to take
its hard-earned knowledge
and turn liabilities into
strengths. We hear about how
people who survived crippling
illnesses in childhood grow
up to be stars. The 911 is that
kind of story.
new 512S for Ronnie Bucknum and me. In those
days, you were either a Porsche man or a Ferrari
man, and team spirit was very much alive. When
Id glance down at the steering wheel and see the
Prancing Horse, it never failed to give me a thrill.
We nished fourth, behind three Porsches, and
the next year we were third, again beaten only
by Porsches. A fourth and a third, each time the
highest-placed Ferrari. Wasnt that something to
be proud of? Maybe. But all I could do was curse
the cars that had beaten us.
For the good of the sport, wouldnt a Ferrari
(mine) have looked better in winners circle? I
certainly think so, and always remember, de gus-
tibus non disputandum estin matters of taste,
there can be no disputes. Besides, Porsche would
go on to win 15 more times at Le Mans, includ-
ing seven in a row. Couldnt it have delayed the
onslaught by one lousy year?
The sting of those defeats has faded over time
to a dull ache that ares up when somebody
starts talking about those legendary 917s. Hav-
ing a shot at Le Mans and missing is something
that can haunt you the rest of your life. Just ask
David Hobbs. Or Brian Redman. Its not exactly
Porsches fault that I never won Le Mans, but the
loss took a lot of free-oating negative vibes and
focused them into envy and resentment.
Porsches success resonated strongly in the
United States, important because half of its cars
were bought by Americans. Emboldened by the
companys successes, Porsche owners now bra-
zenly disdained all other makes. I would speak at
a Porsche Club meeting and any story that didnt
have me driving a Porsche caused the members
to grow restive. By the end of the evening, when
conversation invariably narrowed to a discussion
of obscure details of their cars, it was all too obvi-
ous that I was not, and would never be, one of the
true brotherhood.
The automotive press, too, bought into the
Zufenhausen mystique, heaping praise on ev-
erything Porsche. Even Road & Track, usually
the paragon of editorial integrity, swooned at
each tiny change to the 911. Criticism of this car
was seemingly of-limits.
Ah, the 911. Worshipped. Iconic. Stupid. Dig
back to its beginnings, and you nd yourself in
Nazi Germany with a lot of things going on that
are best lef in the swirling Wagnerian mists.
What emerges is the VW Beetle, a superb design
for cheap transportation but wholly unsuited as
the basis for anything with sporting aspirations.
The engine, you see, was in the wrong place
so far out back that there was nothing beyond
it except a license plate and exhaust fumes, and
where its weight, when acted upon by even the
slightest cornering force, swung the tail out to ev-
ery ditch and guardrail. Since time began, each
iteration of the 911 has started life handicapped
by this awed DNA, and many of the highly
touted improvements were little more than steps
toward making the 911 less bad.
Stuttgarts engineers knew all this, of course,
and in the late 1970s, they managed to get front-
engined sports cars, free of the 911s baggage,
into production. These were excellent cars, but
by the time they arrived, it was too late; the 911
had gained real traction in the marketplace.
Management shifed the companys develop-
ment focus back to the 911. The story goes that
the decision was made quickly by the two top
men, and it was seminal, creating a blueprint for
the companys future.
These people had their eyes wide open. They
knew that no matter how much you rened the
911, youd still have something less than opti-
mum. But they were able to look beyond that and
appreciate what they did have: a unique product
that had stood the test of time.
Porsche was able to take all the hard-earned
knowledge acquired through the years and turn
liabilities into strengths. You hear about how
people who survived crippling illnesses in child-
hood grow up to be stars. The 911 is that kind
of story.
Last fall, my son John and I were in the pad-
dock at Lime Rock when we spotted a 911 Turbo
S. John doesnt carry the Porsche baggage that I
do, and he found the car stunning. To my sur-
prise, I soon agreed with him. The Turbo com-
bined grace and poise with a muscular look,
and its performance numbers were well past the
threshold of sanity: 530 hp and a top speed of al-
most 200 mph. Sure, its basic lines dated back to
the Pleistocene age, but I found this comforting,
evidence that stubborn perseverance can pay of.
Suddenly, this car made other manufacturers
seem to be lurching from one style to another in
search of something Porsche already had, a kind
of gravitas that only time (and a few 917s) can
give you.
Alone among major manufacturers, Porsche
has stuck with the idea that cars dont always
have to be new, but they do have to be better
and today it elds a lineup like nobody elses.
Sam Posey is a member of R&Ts advisory board.
Of his grace and poise, there can be no disputes.
G U E S T C O L U MN
by CHRIS CHILTON
The pavement outside Porsches Weissach R&D
center is as chaotic as a Turin trafc jam. Twenty-
ve 911s of all ages are strewn across the road as
if deposited there by tsunami, and the man at
the centers gatehouse is not happy. The truck
driver, dressed in those peculiarly German
workers overalls, cant deliver his secret cargo,
and the Cayenne-driving execs on the other side
of the barrier cant get out, because we cant take
our cars inside until weve signed our lives away.
The result: chaos. Welcome to Porsches 911 is
50 press day, a very Italian-avored celebration
of a very German icon.
Robbed of our phones for security reasons,
we head into the facility. It was established as a
simple test track in the 1960s but now houses
Porsches R&D and motorsport operations. The
circuit is a thrill ride of elevation changes, of-
camber curves, and ick-ick lef-rights, and it
makes the average Formula 1 track look about
as technical as a Texas freeway. On this winter
morning, most of the pavement is dry, but a cou-
ple of damp, shaded corners still lurk to catch
the unwary. And Porsche is going to let us loose
in its own collection of low-mileage cars.
Were told we will drive in groups of four
behind an instructor. Carnage immediately
ensues as journalists jockey for their chosen
rides. Porsche has brought along a slew of water-
cooled cars, but everyone wants to drive the old
stuf, and there arent enough cars to go around.
Nor is there any kind of system to make sure
everyone gets time in each. Furtive deals are
taking place, and auction-house-style nods and
winks are shared as the Japanese pass the tasty
cars among themselves or dont relinquish the
keys at all. By lunchtime, Ive failed to get into
anything built before 2003.
We might be here to celebrate a car, but focus
too closely on the metal today, and you risk
missing the bigger picture. Like, say, the huddle
of innocuous-looking senior citizens that the
Russian journalists are pushing past in their
hurry to bag a ride in an unremarkable 964
Targa. With a bit of work, you could gather cars
from every generation together anywhere in the
world. But how ofen can you stroll over to one
of the men responsible for creating the 911 and
ask what that very rst drive was like?
So I do just that. Porsche nuts know Peter Falk
as the man who headed the all-conquering en-
durance and ParisDakar racers in the 1980s, but
he started his career with the company in 1959
with the road-car test and development team.
When we took the 911 prototype out for the
rst test, it was terrible, he recalls. The steer-
ing had so much friction, you could turn the
wheel, let go, and the car would carry on at the
same trajectory. It was very unstable too, par-
ticularly in crosswinds, and would snake up the
autobahn at high speed. But then we put the big
weights in the bumpers.
Hes not kidding. Earlier today, wed endured
a dose of brainwashing about the 911s various
innovations. But in 1966, when Porsche real-
ized that the combination of a tiny (87-inch)
wheelbase, skinny wheels, and a heavy engine
hung out over the rear axle was causing chronic
power-on understeer and potentially fatal lifof
oversteer, the high-tech solution was to stuff
50-pound cast-iron weights into the front bum-
pers. The brand has been ghting, and latterly
winning, the same war with physics ever since.
Handling eccentricities aside, these early 911s
are sweet cars, with beautifully talkative rack-
and-pinion steering and a 2.0-liter, carburetor-
fed six that makes up for its low output (128 hp)
with gobs of enthusiasm and a 7200-rpm red-
line. When I try a four-wheel-drive 993 Turbo
built 30 years later, its 402-hp, twin-turbo 3.6
puts it on a different plane, but its incredible
just how much the two cars share. The upright
windscreen, the awkward oor-hinged pedals,
and the woeful ergonomics are almost identical.
Along with the legendary 1973 2.7 RS, the
993 is a poster boy of the 911 lineup, a volup-
tuous sculpture, the last to use air-cooled power,
and thanks to its multilink rear axle, the rst
to really tame the models tricky handling. The
rather unloved 996 that succeeded it, however,
is fashionably dismissed for its water-cooled
engine and bland styling, a gross miscarriage
of justice. The 996 doesnt look like a 911, but it
steers more accurately, communicates better,
and is far easier to drive.
There are interesting parallels with the 2011
switch from 997 to 991. I try them back-to-back,
and the newer car is massively faster, more
stable, more incisive in corners, and far better
nished. But its somehow less exciting to drive.
By all means, wish the 911 well on its 50th, but
spare a thought for steering feel, cut down in its
prime at 48. And then another for three cars,
including a 65 coupe and 67 Targa, which
sufer catastrophic clutch failure at the hands of
the legendarily gifed Chinese journalists.
Theres a chance for one last drive before we
leave, so I beg the keys to a car not on the ofcial
list, which is strangely heavy with convertibles
and Carrera 4s and short on GT, Turbo, and RS
models. Its a Europe-only mid-1970s Carrera, a
melding of the 1973 RSs 207-hp engine with a
later body and a 2370-pound curb weight.
I hit 125 mph on the back straight, ears
ringing with induction roar, unassisted steer-
ing writhing in my hands, and make a mental
note to stab myself in the eye with a pen for not
buying one of these things when they were still
afordable. You couldnt sell a 911 so raw today,
so unfettered by safety gear and so physical to
drive, with its heavy steering and slow-shift-
ing, concentration-sapping gearbox. But just
occasionally, the masochist in us wishes some-
one would.
Geburtstag!
BEHIND THE VELVET ROPE AT THE MEDIA PARTY FOR THE 911S 50TH.
T
You could gather 911s from
every generation together
anywhere in the world. But how
often can you stroll over to
the one of the men responsible
for creating the car and ask
what that rst drive was like?
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PORSCHES FACTORY TEST TRACK, SOME OF THE WORLDS BEST 911S, AND ENOUGH GERMAN GENIUSES TO LAUNCH A SECOND APOLLO PROGRAM.
IT WAS ALL OFF-LIMITS TO THE PUBLIC. IN ATTENDANCE: WHITE 1984 CARRERA 3.2 CLUB SPORT PROTOTYPE (BOTTOM LEFT);
JUST 27 EXAMPLES MADE IT TO AMERICA. BLUE FIRST-YEAR 1965 2.0-LITER (BOTTOM RIGHT). RED 1989 SPEEDSTER (MIDDLE RIGHT).
NORBERT SINGER (UPPER RIGHT), PORSCHES LONGTIME MOTORSPORT WIZARD, KNOWS WHAT YOURE THINKING.
The new, the ofeat, and the just plain cool
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a steroidal
interpretation of Butzis
masterpiece.
CHRIS HARRIS ON THE PORSCHE 911 BY SINGER, PAGE 44
By
singer
vehicle
design
T
he trade of updating and improving motorcars is nearly as old as
the horseless carriage itself. Given that, it requires a profoundly
impressive take on the craf for a so-called tuner car to gain the
collective attention of the industry.
But back in 2009, it happened: A chap called Rob played around
with an old Porsche 911 and showed his work to a few people. Within
weeks it was a legend, one that swelled and gathered momentum for
three years, during which time few people actually drove it. But then, few people actually
drove a Vector, right? Lack of seat time doesnt preclude legendary status.
Rob Dickinsons reimagining of the classic 911 shape is, to these addled eyes, one of
the great modern styling exercises, one that owes as much to the art of hot-rodding as
anything else. Everything has been pulled and distended so cleverly that the result is a
steroidal interpretation of Butzis masterpiece, not just some misguided homage.
The process to reach this point was laborious. Rob is a rank perfectionist. He styled
clay for a year. What began as a fun exercise quickly proved to be the kernel of a potential
business. It then turned into something a childrens author would call a quest, just with-
out the requisite dwarf. The Singer-modied 911 contains a level of detail and obsession
that I have only seen matched by the Pagani Huayra.
The cars base is a 964-chassis (19891994) 911 shell, dipped
and chemically treated. Part of the front crash structure is
removed and an oil cooler beautifully integrated into the
chin, allowing for the prettier long hood worn by pre-1974
911s. A carbon-ber roof is bonded in, and the rear fenders
are replaced with wider carbon panels. When you see the body
in white sitting in Singers workshop, the quality of nish is
staggering. The bespoke wiring loom alone costs somewhere
around $30,000.
Into this reengineered shell slides an air-cooled
3.8-liter at-six. This two-valve unit starts out as a Porsche
sixwith a crankshaf borrowed from a 996-chassis 911
GT3and is then modied and rebuilt by Cosworth to
motorsport standards. Claimed output is 360 hp, with
curb weight somewhere around 2600 pounds. The sus-
pension includes exotic-looking hlins three-way-adjust-
able dampers that cost as much as a Korean subcompact.
Ill devote a separate paragraph to the rims, otherwise
Rob will kill me. He speaks about wheels with the zeal
of a 19th-century preacher. (Theyre everything!) His
custom-built Fuchs look-alikes prove what weve long
known: A deep dish always beats the crassness of a mas-
sive diameter. They are impossibly gorgeous.
PRICEModications
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POWERTRAIN
3.8-liter H-6, 360 hp,
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WEIGHT2600 lb (est)
ON SALE Now
PORSCHE 911
OLD, NEW, HEARTBREAKINGLY
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FOR THE PRICE OF ONE VINTAGE PORSCHE REBUILT BY
CALIFORNIAS SINGER VEHICLE DESIGN, YOU COULD
HAVE FIVE NEW 911S. YOU WANT THIS INSTEAD.
2014
J
eeps 2014 Grand Cherokee SRT is a hammera big efn hammer with
prizeghter power and a methed-up-Chris-Brown attitude begging for
confrontation. Its the school bully, the bazooka at the knife ght, and
your daughters black-leather-jacketed prom date all rolled into one. Weve
been fans of the hottest Grand Cherokee since the model appeared in
2006 and began giving Porsche Cayennes atomic wedgies. Afer handing the 2014
example some abuse at its Circuit of the Americas (COTA) press launch, our adula-
tion for the Jeep has only grown.
Picture a 5150-pound barn door ripping down the back straight of an F1 track at
more than 125 mph. You blaze by the rst brake marker, then the second, then slam
the brake pedal to the oor, making the business end of Americas baddest SUV
dance around like a drunk pinup. You drop three gears via a steering-wheel shif
paddle, crank the wheel lef, mat the gas, and power of the corner in a killer drif
that makes you feel like a Hollywood stunt driver. This is not a made-up story. Its
the factual recol lection of my run into COTAs Turn 12. In the rain.
The Grand Cherokee SRT, face-lifed for this year, no longer sports an 8 in its
namethe model used to be called SRT8but its engine is still a 6.4-liter, 470-hp
V-8. SRT engineers ditched the old trucks ancient ve-speed automatic in favor of
a new slick-shifing eight-speed that bumps fuel economy by 1 mpg both city and
highway, to 13/19. Built-in launch control helps the Jeep consistently hustle to 60
mph in a claimed 4.8 seconds. Oddly, this is the same time quoted for last years
SRT8, which had much taller gearing. Combine that with ve diferent modes for
the adjustable suspension and all-wheel-drive system (Auto, Sport, Track, Snow, and
Tow) and a 7200-pound towing capacity (2200 pounds more than last year), and you
have a performance SUV that has the jack-of-all-trades thing nailed.
The old SRTs kidney-jarring ride has been replaced with one thats compliant and
condence-inspiring, and the truck feels a heck of a lot lighter
than it used to. Visually, however, its still a heavyweight, as
Chryslers design team went full-bore aggressive with the
squat nose and LED running lights. Out back, a nicely inte-
grated rear spoiler and dual exhaust nish things of.
There are drivers out there who will dismiss this thing.
Theyll say its too brash, too American, too far over the top.
Theyll point out that it lacks the renement, class, and pedi-
gree of a BMW X5M or a Porsche Cayenne GTS. To them we
say, see you at the track. Mike Musto
The Singer-modied 911 is not a machine you simply
climb aboard and drive. It starts like a normal car, using a
key, but before you twist that little stub of plastic, you will
have played with the clacking door handle. Once snuggled
into the bespoke, cross-woven Recaro bucket, youll need
10 minutes to prod and marvel at this interpretation of a
classic Porsche cabin. Its quaint coziness peppered with
clever allusions to the past, but set in modern materials
with modern amenities. By that, I mean an MP3 player.
The worry with this, as with so many customized cars,
was that the driving experience wouldnt support the
static object. It takes about three minutes to dispel those
fears. The engine cranks and res quickly, settling to a
rich baritone idle through the central exhaust tips. Whap
the throttle a few times, and you know this is a motor
with real zingand individual throttle bodies. The way it
wants to rev establishes a clear link with the water-cooled
GT3. From inside, the noise is captivating.
This is a very fast car, and yet the manner of its perfor-
mance is even more memorable than the outright thrust.
Push those f loor-hinged pedals into the carpet, reach
forward to the short gear lever (Singer has worked magic,
transforming the 964s linkage from good to amazing),
and grip the Momo Prototipo wheel like youre McQueen
in the opening frames of Le Mansthis is the type of ma-
chine that appeals to people obsessed with cars. It draws
you into the narrative of its creation and lets you create
your own reality from insidea fantasy ride shaped like a
attened Volkswagen Beetle.
The steering is classic 911: heavy, loaded with infor-
mation, and not too quick. On the road, the car strikes a
decent balance between suppleness and agilitynoise
and vibration are far better than in any older 911 Ive
driven because this one has acres of aviation-grade sound-
deadening strapped to its rear bulkhead. The trick is the
way it lters out the unwanted sounds and still allows that
gorgeous GT3-inspired tune to seep into the cabin.
On the track, the car is grippy, adjustable, and fun.
Its fast, too, but limited by its Michelin Pilot Sports and
impossible to fully assess because the dampers ofer so
much adjustment that owners can basically choose their
own setup.
Ah, the owners: the lucky people who can shell out
nearly $500,000 on a reimagined piece of jewelry. They
will own perhaps the perfect distilled essence of the
worlds most famous sports car. Something that is every-
day usable without being ostentatiously ashy; something
dynamically thrilling but unexpurgated by modern chas-
sis electronics. Something anyone who has ever felt a
longing for a at-six will instantly fall in love with. No car
radiates the passion and obsession invested in it better
than this particular Porsche 911. Chris Harris
PRICE $63,990
POWERTRAIN
6.4-liter V-8,
470 hp, 465 lb-ft;
AWD, eight-speed
automatic
WEIGHT 5150 lb
060 MPH 4.8 sec
TOP SPEED 160 mph
EPA CITY/HWY
13/19 mpg
ON SALE Late 2013
THE SINGER IS NOT A MACHINE YOU SIMPLY
CLIMB ABOARD AND DRIVE. IT DRAWS YOU IN
AND LETS YOU CREATE YOUR OWN
REALITYA FANTASY RIDE SHAPED LIKE A
FLATTENED VW BEETLE.
JEEP GRAND CHEROKEE SRT
ONE HELL OF A BLUNT INSTRUMENT
AND JUST AS REFINED AS IT SHOULD BE.
T
hirty years ago, car designers rediscovered the curve and realized that
the word drag could exist without being immediately followed by race.
Mercedes chased younger buyers with the ultra-aerodynamic 190E.
This year, the company is again reaching downmarket with an aero-
focused sedan. In Europe, the CLAs drag coefcient can be as low as
0.23a claimed production-car world bestbut the CLA250 coming to America
makes do with a rather ordinary 0.29. Blame corporate product planning.
The key diference between the 190E and the CLA, however, is mechanical: The
new car is front-wheel drive. The conguration isnt new ground for the brand in
Europe, where the front-drive A-class has been on sale since 1997, but the CLA is the
rst Mercedes sold here to be so equipped.
America doesnt get (and wont soon see) the latest A-
class, but that cars sleek CLA variant is ample compensa-
tion. Catch a glimpse of one gliding by, and you might
mistake it for a CLS, the $72,000 four-door coupe spun
from Mercedess E-class sedan. But the CLA costs just
$30,825, making it over $5000 less than the most modest
C-class, the cheapest Benz currently sold here.
PRICE $30,825
POWERTRAIN
2.0-liter I-4, 208 hp,
258 lb-ft; FWD, seven-
speed automatic
WEIGHT 3264 lb
062 MPH 6.7 sec
TOP SPEED 149 mph
ON SALE Fall 2013
MERCEDES-BENZ CLA250
BEHOLD THE BABY BUDGET BENZ!
JUST AVOID THE SILLY SEAT STRIPES.
2014
Despite that price advantage, Mercedes claims to not
be worried about cannibalizing sales of the C-class, which
will grow noticeably in length in its next incarnation.
Having tried the CLAs back seat, the claim is under-
standable. Rear headroom is so tight that the only way to
see out the window is to adopt an airline brace position.
Even so, kids t ne, legroom is bearable, and the trunk
is comparable to that of the C-class. Cabin quality is also
excellent, with sof-touch plastics, tactile rotary controls,
and low wind noise, the latter suggesting Mercedes got its
aero sums right.
If cutting weight has become a carmaker obsession
over the past few years, aerodynamics looks to be the
next buzz. The underoor of the CLA is covered in plas-
tic cladding, fairing the center tunnel and suspension.
Even the muff ler is designed with externalnot just
internalairow in mind.
Every 0.04 we shave off the drag-coefficient factor
gives us an economy advantage equivalent to reducing
weight by 88 pounds, says the CLAs program director,
Hans-Georg Engel. To accomplish that sort of weight saving would mean using difer-
ent [read: expensive] materials.
A 4Matic all-wheel-drive version of the CLA lands next spring, around six months afer
the front-drive model, and will likely cost around $2000 extra. Like the Volkswagen Golf
Rs Haldex system, 4Matic can in theory deliver nearly 100 percent of available torque to
the rear axle. But in the real world, 4Matic CLAs are front-drivers until the wheels slip,
which they almost never do. Torque steer is virtually nonexistent on the two-wheel-drive
car, and a pseudo-torque-vectoring function brakes the front wheels individually to help
the car pivot into corners.
Both two- and four-wheel-drive CLAs handle neatly, with a good blend of ride and body
control at high speed on the lone (passive) sport-suspension setup. Its not perfect; at low
speed, urban ruts produce an audible thump that echoes through the cabin with the sub-
tlety of a judge pounding a gavel in a rowdy courtroom. Europeans can choose a comfort-
oriented suspension option, but its not making the trip across the Atlantic.
The sole engine is a 2.0-liter turbo four developing 208 hp and 258 lb-f of torque. Its
mated to a mandatory seven-speed dual-clutch gearbox. Zero to 62 mph in 6.7 seconds
puts the CLA around half a second quicker than the turbocharged 1.8-liter C250, but
the gearbox struggles and second-guesses your needs when asked to deliver all of that
performance on a twisty road. The noise, or rather its quality, is the other negative. The
CLA might look like 70 grand, but it certainly doesnt sound like it, pumping out a plain
four-cylinder bark when every other sensation on the car
prepares you for a silky six.
The CLAs transverse engine layout means that even
the CLA45 AMG, due in November for around $50,000,
sticks with a four-banger. AMG R&D boss Tobias
Moers promises a suitable growl from the CLA45s
360-hp 2.0-liter, together with better steering feel from
a xed-ratio, electrically assisted rack. It sounds like a
strong package, but it strays from the core appeal of the
CLA as the cheapest way into a new Benz. Mercedes ex-
pects most CLA250 buyers to add the Premium package
(Harman/Kardon sound, dual-zone automatic climate
control, heated seats), a panoramic sunroof, and little
else, which will keep the price below $35,000. At that
level, with those looks and quality to match a full-sized
Merc, whos going to care if theres a humble European
hatchback hiding underneath? Chris Chilton
THE FRONT-DRIVE CLA250 WONT COME STANDARD WITH
THOSE HASSELHOFFIAN SEAT STRIPES. ALONG WITH THE BLACK
WHEELS AND AMG TRIM, THEYRE PART OF A SPECIAL EDITION 1
PACKAGE, OF WHICH ONLY 750 WILL BE BUILT.
2014

Y
ouve got the worlds greatest stretch of twisty tarmac ahead of you,
goes our pitch to Walter Rhrl, World Rally legend and Porsche test
driver, and two sets of keys. One for a 911 Carrera, the other for the
new Cayman S. Which do you choose?
For Porsche fans, this year is all about the 911, which turns 50. But the arrival of the
second-generation Cayman cements a suspicion weve had for some time: Porsches most
famous sports car may no longer be its best. Neunelfer obsessives, quick to dismiss the
comparison on the grounds that one of the two models has its engine in the wrong place,
should remember that Porsches rst prototype car was mid-engined, as was a whole gen-
eration of incredible race-winning sports cars from the 1950s and 60s. To remind us to
remind you, Porsche parked a stunning 904/8 racer all 225 hp and 1500 pounds of it
in the pit lane of Portugals Portimo circuit.
The latest Cayman weighs double that, loaded with modern creature comforts and
constructed with the goal of preventing you from looking like an IED victim in the event
of a fender bender. At 2910 pounds, its actually 66 pounds lighter than its predecessor
and some 200 pounds lighter than its rivals, thanks to the extensive use of aluminum.
This new chassis is also 40 percent more rigid than the old, and Porsche quotes torsional
stifness of 40,000 Newton-meters per degree, making it less bendy than Lamborghinis
carbon-ber Aventador supercar.
The Cayman concedes jaw/pavement interfacing ability to the Italian, but it does at least
look like a junior supercar this go-round, and less like a Boxster with a tin bubble glued
on top. Perceived quality makes a similar leap forward. Even the base Caymans cabin is
as beautiful as that of a six-gure 911. Its also roomier than last time, thanks in part to a
2.4-inch wheelbase stretch.
Youd take that entry-level car over a BMW Z4 or Mercedes SLK,
sports-car pretenders both, without thinking twice. The Cayman
feels tighter than a hamstring the morning afer a double mara-
thon. Lean, lithe, and alert, it turns into corners like a 911 wouldnt
believe. It steers with such precision via its electrically assisted rack
that you might forgive Porsche for dialing out the peripheral sensa-
tions its engineers call noise, but which we actually enjoyed about
the old hydraulic system.
Even the $53,550 entry-level Cayman has 275 hp at its
disposal, just broaching the magic 100-hp-per-liter mile-
stone. A simple ECU tweak delivers that extra 10 hp over
the equivalent Boxster to reinforce the coupes sportier
market positioning and nonsensical $3100 price premi-
um. But its no threat to the 911. The little 2.7-liter at-six
spins like a rotary but makes only 213 lb-f of torque,
so if you want it to feel fast, youll need to keep the revs
beyond 4500. No chore on a winding road, but a pain in
the city when you see a gap in trafc, stomp the throttle,
and expect to be pinned to your seat.
The $64,750 Cayman S, however, might have the
911 running scared. Exhaust and cooling compromises
(plus, wed guess, Porsches keenness to protect the 911)
mean the Ss 3.4-liter six is rated at 325 hp and 272 lb-f
here, 25 hp and 15 lb-f down from the same engine in
the Carrera. Sixty is done in 4.7 seconds, a tenth fast-
er than the 911, and that drops to 4.4 if you go for the
dual-clutch PDK version with the Sport Chrono pack-
age, which adds launch control. Most buyers will go
the two-pedal route; the transmission is so responsive
that even the most ardent manual fans would agree its
no longer inferior on a technical level, aside from what
it lacks on the emo tional one. The 911s seven-speed
manual is too long to t, so stick-shif Caymans get the
(brilliant) old six-speed, plus some Nissan 370Z-style
electronic heel-and-toe fakery on Sport Chrono cars.
The 911 is still an amazing machine, still delivers that
sports-car experience its GT rivals fail to muster. And
it still ticks a few boxes the Cayman cant: In the vastly
more expensive Carrera S, it has the power that speed
junkies crave; those back seats help convince killjoy
spouses youre buying a family car; and theres a four-
wheel-drive option for those who just cant get enough
traction. It also has that three-digit number on its butt,
which counts for much in car-guy kudos. But if you like
driving, the unarguable truth is that the Cayman is more
fun. Factor in the $20,500 diference between a Cayman
S and a base Carrera, and its no contest.
If youre still in doubt, heres how Rhrl answered our
question: The way it turns, the balance... and then a
shake of the head in admiration. Okay, so its a little
down on power, and it doesnt have the traction, but its
a much easier car to play with, and much easier to catch
when it slides. Cayman every time, no question. The
master has spoken. Chris Chilton
PRICE $64,750
POWERTRAIN
3.4-liter H-6, 325 hp,
272 lb-ft; RWD, six-
speed manual
WEIGHT 2910 lb
060 MPH 4.7 sec
TOP SPEED 175 mph
EPA CITY/HWY
20 /28 mpg
ON SALE Now
PORSCHE CAYMAN S
WALTER LIKES IT BETTER.
WHAT MORE DO YOU NEED TO KNOW?
THE CAYMAN NO LONGER LOOKS LIKE A BOXSTER WITH A FIXED
ROOF, EVEN IF THATS WHAT IT REALLY IS. WHATS MORE, BOTH
AVAILABLE ENGINES SPIN TO 7800 RPM.
Mike Valentine
Radar Fanatic
Call toll-free 1-800-331-3030
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Valentine Research, Inc.
Department No. YA63
10280 Alliance Road
Cincinnati, Ohio 45242
Ph 513-984-8900
Fx 513-984-8976

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Autoweek
T H E S E C R E T H O A R D
T H I S D I N G Y WA R E H O U S E H O L D S P O R S C H E S S E C R E T S
T H E A B A N D O N E D P R O T O T Y P E S , T H E MI S F I T S , T H E MA D S C I E N C E G O N E WR O N G .
WE C R A C K E D T H E D O O R S F O R A N E XC L U S I V E L O O K
AT T H E 9 1 1 s T H AT N E V E R WE R E .
p h o t o g r a p h e d b y T O B I A S H U T Z L E R
49 ROADANDTRACK.COM JUNE 2013 49 49 49 49 49 49 499 499999999999 449 49 49 4999999 4999 449 449 499 444 RRRROADA DA ROAD ROAD ROAD ROAD ROAD ROAD OAD ROADD ROADDA DA ROADA DA ROADA DA DA OADA RRRROADA RROAD ROAD ROADA ROADA ROADA ADA RRRRRRO ROADA OADA ROADA A RRROAD ROAD ROOADD RRRRRROAD OOOOOAD ADA RRRROADA RO DD AD RRROO ROADD RROAD OOAD OAD OAD OADDD ROADA ROAD RROAD RRRRRO ROAD R DD ROADD RR D RRROOO ROADA RRRRR AA OA ADD NDTRA NDTRA NDT ND ND NDTRA TRA NDT NDDDTRA DTT DTRA DTRA TRA TRAA TTR TR TRA TRR TRA TRA RA NDTR NDT NDD NDDDDDT DT TTRA TRA TT A TRA DDDDDDDTTTTTTTRA TTTTRA TRA DTRA DDDDT DTT DTRA DTRA NDTRA RA TRAA DDTTTTTT DTRA TRA DTRA TTTRA TRA DT TTTRRA TTTTTR TRA DTRA DTTTT A RA DTRA TRA NDTRA DTRA TRA RA RA TTTTTRRRAA TTTTT DTRR DT TT DTRRRR TRA TTRA DTTTRA RAA TT K CK.CO CCK.CO CK.CO CK.CO CK.CO CK.C CK CC CK.CO CK.CO CK.CO CK.CO C CK COOO CK. CK.CO CK.CO CO O CK CCCCK.CO K CCK CKKKKK CKKKK. KKKKK MMMMMMMMMMMMMMMMMMMMMMMMMMMMMM U JU JU JU JUNE JU U JUNE NE NEE NE UNEE NEE JU J NNN UNE NEEEE UNNNEE JU EE JU JJU UUUU JJ NE JU JJJU JJJJJJJUU JJU JJJJUUU E JJJ 0 20 220 2013 201 201 20 2013 013 013 2013 2013 2013 22013 2013 20 2013 20 200 201 2013 0133 2220001 20 201 2011 013 2013 200013 1333 2013 222 3333 2 11333 2200113 13 1133 13 13 113 133 00 33 01333 01333 20 333 0 3 0 3 20 33
W
hen I joined Porsche, I hadnt so much as sat in a 911. But within a week or so of being on the
job, I noticed a sort of pervasive sadness among the staf. Asking around, I discovered that
the employees had lost all of their motivation as soon as the decision came down to can-
cel the 911. As the board saw it, the car had become an outmoded concept. Sales had
been dropping steadily for more than a year, and dealers had begun to complain that the
price was too high and quality too low. The 911 was too difcult to control, blah, blah, blah.
The decision didnt sit well with me. While the car could be temperamental at times, at least it had character.
Thats what people loved most about it. You had to remain vigilant with your inputs, but for those who could
those with training, with skill, who could catch it in a slide and bring it back into linethe 911 was king. It was the
only car worth driving because it was the only car that would push back.
You have to understand that, in Germany, once a decision is made, its made. As far as the company was
concerned, the 911 was history. But I overturned the boards decision in my third week on the job. I remember the
day quite well: I went down to the ofce of our lead engineer, Professor Helmuth Bott, to discuss plans for our
upcoming model. I noticed a chart hanging on his wall that depicted the ongoing development trends of our top
three lines: 911, 928, and 944. With the latter options, the graph showed a steady rise in production for years to
come. But for the 911, the line stopped in 1981. I grabbed a marker of Professor Botts desk and extended the 911
line across the page, onto the wall, and out the door. When I came back, Bott stood there, grinning.
Do we understand each other? I asked. And with a nod, we did.
Peter Schutz was CEO of Porsche AG from 19811986 and the rst American to hold the title. Ferry Porsche personally
invited him to apply for the job.
THAT EVERY TIME YOU MAKE A DECISION, YOU CREATE A WHOLE NEW UNIVERSE. WHICH MEANS THAT
MANY OF THE CARS I N PORSCHE S CLASSI C-STORAGE WAREHOUSE, THE ABANDONED PROTOTYPES
AND ODDBALL IDEAS, ARE ACTUALLY GATEWAYS TO A DIFFERENT WORLD, ONE WITH 911S POWERED
BY WATER-COOLED V-8S OR REAR-ENGINED 944S OR GOD KNOWS WHAT ELSE. ON THAT NOTE, IT S
ONLY FAIR THAT A LOOK AT PORSCHE S CURIOSITY SHOP SHOULD ALSO HOST FOUR VERY PERSONAL
STORIESCHRONICLES OF DECISIONS THAT, HOWEVER SMALL, MADE OUR WORLD WHAT I T IS TODAY: A
PLACE WHERE A QUIRKY LI TTLE CAR CAN MEAN SO MUCH TO SO MANY THAT IT STAYS ALIVE FOR FIVE
DECADES. AND WHY NOT? AS I T TURNS OUT, I T WAS THE RI GHT I DEA. WHI CH DOESN T MEAN THAT
THE OTHER, LESS RIGHT IDEAS AREN T WORTH HANGING ON TO. BE GLAD THEY DID. John Krewson
SOME PE OPLE BE LI E VE
THE SECRET HOARD
PETER SCHUTZ
Former CEO of Porsche
PORSCHES ZUFFENHAUSEN
MUSEUM HOLDS ABOUT 80 CARS,
BUT THE COMPANY OWNS MORE
THAN 400 OTHERS. MOST OF THE
OVERFLOW LIVES IN THIS BUILDING.
A
E
H
B
F
I
THE SECRET HOARD
A 1973 Carrera RS 2.7: 210 hp, with a ducktail spoiler that cut the
2100-pound cars rear lift by 70 percent. B A greater prole than
John Barrymore, virtually unchanged 50 years on. Not all cars here
are museum-ready. C Bitsa display piece combines panels from
every generation to highlight how little has changed. D By 1960,
the front treatment of the eventual 911 was almost nalized; this
T7 prototype displays the four-seat layout dropped in 62 at Ferry
Porsches insistence. E The 984, a two-seat, rear-engined proposal
from the early 1980s, has a ip-over hardtop that stores beneath the
rear deck. F Mercedes coupe shell hides running gear of a four-seat
989, a Panamera 20 years before the fact, canned by the economic
downturn. G This 944 hides a rear-mounted inline-four and four-wheel
drive; no one seems to know why. H Warehouse is littered with cars
butchered to reveal technical content at shows and press launches.
I This 1983 Gruppe B prototype became the 87 959 street car. J Flush-
tting bumpers, glass, and rain gutters of this 1980s aerodynamic
study provided knowledge later used on the 964 and 993. Ugly wheels
are plastic covers over regular Fuchs alloys. K The V-8-powered, rear-
engined 965 would have sat between the 911 Turbo and 959.
C
J
D
G
K
ROADANDTRACK.COM JUNE 2013 54 ROADANDTRACK.COM JUNE 2013 54
RUNNING GEAR OUTS
THE DRIVETRAIN MOCKUP AS
A 1989 CARRERA 4; RED 996
CONVERTIBLE HAS PROTOTYPE
RETRACTABLE HARDTOP.
THE SECRET HOARD
D
ear Mr. J. D. Davis,
Nearly a decade ago, you handed me the keys to your 1995 Porsche 911
Carrera 2 in exchange for what I now understand to be a sum of money
signicantly below the cars value at the time. In exchange, you obtained a
promise that I would never put the 911 on a racetrack. You were a Porsche
club racer at the time, and I was preparing for a racing career of my own,
so you did not make the request out of ignorance, nor did I agree lightly. I expected I would
keep my word, as did you.
I no longer know where to nd you, so I am using these pages to tell you that, on August
18, 2012, I knowingly broke that promise. If you are still alive, I hope you will forgive me.
You hadnt bothered to name the Carrera; although you owned a few 911s, the low-
option, six-speed, Grand Prix White car was simply the Porsche to you. You never
shared what the car meant to you, but perhaps I can guess. You grew up in a world where
Porsches were rare sights, upended bathtubs blatting down the back roads of Michigan.
They gradually disappeared, gracefully fading away as most old cars do. You were not
surprised. On the frost-heaved roads of the Midwest, no car is forever. You bought the 911
knowing you would eventually sell and replace it with something newer, faster, better.
Porsches meant something diferent to me. They were the frog-eyed companions of
my lonely youth, friendly faces staring out from magazines and brochures, their specica-
tions locked in my head, a catalog tucked under my pillow.
The 911 was the forever car. When Porsche began galvanizing the 911s body in the
mid-1970s, something special happened. The car transcended the salt states appetite
for rotten metal and became seemingly everlasting. It acquired a quality of permanence,
a pride in ownership that could attach equally to the most outrageous Turbo or the hum-
blest old 911SC. It was an admirable philosophy, simultaneously powerful and simple.
The day you shook my hand in the paddock at Mosport and made me a 911 owner,
I knew that I would never sell the car. In the years that followed, other cars came and
wentfaster, ashier, more expensiveyet the garage slot closest to my bedroom al-
ways sheltered the Carrera. I put thousands of track miles on my other Porsches, but I
remembered my promise. I loved and cared for that car perhaps more than anyone or
anything else I knew. I did not expect that would change.
Three and a half years ago, my son was born at slightly over three pounds and delivered
directly into a neonatal intensive care unit, where he was separated from me by a plastic
box and an array of breathing tubes. In the evenings, I sat next to him and read stories
aloud to soothe him. Since he couldnt understand what I was saying, I read what amused
me: Karl Ludvigsen, Paul Frre, Bruce Anderson. I read the stories of the forever car to him,
stroking his feverish forehead with a latex-gloved hand.
When the rst two-syllable word he spoke was Por-sha, I wasnt surprised. He plays
with miniature GT3s and Turbos now, steers them around tracks of his own imagination on
the tile oor. I took him to a PCA club race and he cheered for a purple 911SC that nished
in last place, trailing blue smoke.
On that August day I mentioned, Mr. Davis, my son John and I took that Carrera you
sold me around Mid-Ohio. He was rmly strapped down in his car seat, the passenger
seat cranked forward to make room. For three laps, we diced with a black Boxster, my son
yelling at me to make the pass, and the old at-six willing to push me there, but I chose
to lift on the back straight and leave the position uncontested. Were going to six! came
the cry from the rear seat; he knew what the center-mounted tach meant and wouldnt
accept a short shift. Then we returned to the pit lane and drove the 60 miles home.
A promise is a promise, Mr. Davis, but I am not the same man who bought that car from
you. All I can do is this: I will leave the 911 to my son, and I will bind him as you bound me,
and we will leave those three laps to his dreams, lost as he ages, gone as you may already
be, as I will be. Until it is just him and his Porsche, the young man and his forever car.
Jack Baruth is a club racer, Porsche owner, and R&T contributor from Powell, Ohio.
JACK BARUTH
Wri ter, amateur racer
T
he 911 has probably been the most inuential ob-
ject in my life. It goes back to 196768. I was 10
years old, and we had just returned from Europe.
We moved into this little neighborhood in South-
ern California, and oddly enough, I lived just a few
houses away from Jef Zwart (page 59). His dad
had a Bali Blue 901, chassis number 35, and his mom had a gray
356. So I got to know Jef pretty early on. We would cruise around
on our Stingray bikes and check out cars.
There was one other 911 that we would see. We would take
our bikes out at around ve in the afternoon to Ball Road. It was
partly dirt back then. There was a silver 911, maybe a 66 or a
67, that would come by at exactly the same time every day. Jef
and I would ride our Stingrays, get a little chocolate bar, and just
watch this car go by. From that point on, I read everything I could.
I just soaked it up.
When I got out of the Air Force and went to design school, I
really wanted to work for Porsche. I sent in my portfolio and got
the opportunity in 1983, upon graduating, to work in Weissach.
To me, that was like a kid going behind the scenes of a movie. I
got to know all the people and went into the workshops. I jumped
right in when we started the 959.
It was really, how far could you take this idea and move it into
the future? And at the same time, I was working with the origi-
nal modelers who worked with Butzi Porsche on the 901. But I
couldnt aford a Porsche at that time because I was just this
poor kid from Southern California. I didnt even have a mattress
on the oor of my little apartment. My dreams were big, but the
reality was I had to make due with just being around this stuf.
What always stuck in my mind was the purityits size, the in-
credible visibility you had inside, how serious it was. Thats what
drew me to Porschethis kind of serious engineering approach
that was about function and purpose. The sound of the car was
one of those things that . . . you just wanted more of. It became a
philosophy. In a sense, I cut my teeth as a car designer on the 911.
Everything goes about with a very German approach. You
start to look at the headlights. Whats the function of the head-
lights? Whats their purpose? And Ferry Porsche said that, you
know, its very important that the fenders have a vision point, so
you can tell where their ends are. And that became the head-
light. But then there are parts that defy . . . normal engineering.
Because that Porscheness was so powerful, it became a hugely
important thing to preserve. To let technology be the tool with
which you tame the animal.
Because they really were infatuated with the 911, Helmuth
Bott and his team pushed the engineers to package everything.
When you sit inside a 993, the original cabin size is preserved. I
think the 996 was maybe a step too far, but they realigned it with
the 997. They said, okay, we took it too far, and the customers,
although theyre buying the car, theyre not keeping it. And thats
important, because you dont only want the rst owner to want
it. You want the next person to dream of it just as much.
You have to look at it like an onion. As you slice deeper into the
911, it gets more interesting, and you want to learn more about
it. Its the magic of the men, from Mezger to Butzi to Komenda,
and every person since who has helped preserve it. When Peter
Schutz came in, he shared his passion to preserve the car, and it
gave Bott the ammunition to create the 959, 964, 993, and so on.
I can tell you that when those projects were running in the
studio, everybody wanted to be a part of them. When the front-
engined cars made their way through the studio, there was obvi-
ously professional passion. But it wasnt the personal, emotional
type, where youre willing to stay weekends, extra hours, just
because you have the honor of being able to work on this thing.
Freeman Thomas is an American car designer who has worked
for Porsche and Ford, among other companies. He co-founded R
Gruppe, a special-interest club devoted to the modication and
preservation of early 911s.
FREEMAN THOMAS
St yl i st, former
Porsche empl oyee
THE SECRET HOARD
EVEN CLAY MODELS HAVE
ESCAPED THE CRUSHER. THE SCALE
WAS USED TO TRANSLATE THE
MODELS DIMENSIONS (A 996, IN THIS
CASE) TO METAL TOOLING.
THE SKELETAL 964 IS ONE OF
TWO 911S HERE BUILT FOR DRIVER
TRAINING. IN THE BACKGROUND,
A 1950S 356 SHYLY POKES
OUT FROM UNDER ITS COVER.
THE SECRET HOARD
I
remember the morning. At the time, my family lived in Southern California and
had two cars, an early 356 and a Bali Blue 911. My father had announced over
breakfast that I was going to learn to drive that day. He said, I think we will
take the 911, since it has more power and you wont stall it so much. I was 15. I
learned to drive in chassis number 35, built in September of 1964a 901.
My dad had a certain amount of pride in the car. He seemed to always have
my mom driving it somewhere, and this was a time when they werent that expen-
sivehe bought it second-hand. We all revere the 901 now, but then it was like, how
quickly can you make the trim black or get mag wheels for it? How quickly can you
make it not look like the old one? It was just a used car.
We were middle-class and lived in a condominium complex. I just remember how
incredibly special it was to drive a car that meant something to the family. You look at
the 911 now and its way out there, really expensive. But it was kind of a choice at the
time, between a sports car and a regular car. You put up with the inconvenience of a
sports car because you were passionate about it. It wasnt a huge nancial decision.
The largest parking lot near our house was at the Los Alamitos horse track. It was
early in the morning on a Sunday, and there was no one around. On the way there, I
remember studying my dads driving, watching his feet, which you can see in a 911
because there isnt a big center console.
I remember the door shuttingPorsche doors shut with this sort of sharp ping. And
I remember turning the key in the ignition and hearing the little pumps come alive. That
silent moment of my dad settling in, my hand reaching out to that skinny, little wooden
steering wheel, trying to see if I could get my right foot to match my left and not stall it.
And I think from that point, adrenaline took over. It became the red mist or something.
My dads still around. He actually went with the service crew on the PanamaAlas-
ka race10,000 miles and 25 days in a Porsche. Hes 84 but still doing pretty well. I
remember being nervous in that parking lot because it was my rst time, but not be-
cause of himhes very reassuring, and there was no pressure to do well in front of him.
It was more your own personal pressure. You wanted to do it right.
It was such an unusual shape. I remember shifting into second gear and letting the
clutch out, and it felt like we were on a racecoursethe legs were just getting longer
and pulling us faster. There was this feeling I was doing something so special, and there
couldnt have been a more special car to do it in.
I dont know what happened to that car. There are all sorts of registries and diferent
websites and things for early 911s, but I dont know where it ended up. My father sold it
in 1973 or 1974, and I heard soon after that it was stolen. In those days, when cars were
stolen, they were basically cut up for parts. Number 35 hasnt appeared on any of the
registries, so I have to assume thats what happened to it.
Theres a circle around the 911 that is really special for me, and I think I take it for
granted sometimes. In a lot of ways, no matter who you are, the car is a bridge. It just
feels like home. It gives back to me more than I give it.
Jef Zwart has shot the majority of Porsches television commercials since 1989. Hes
competed in the Pikes Peak International Hill Climb in nine diferent Porsches and has
won seven class championships on the hill. As a freelance photographer, he has shot
more than 40 Road & Track covers.
JEFF ZWART Photographer, di rector

DAMNED IF THEY DO.
DAMNED IF THEY DONT.
BUT DAMNED IF THE NEW
PORSCHE 911 GT3
ISNT THE REAL THING.
BY JASON CAMMI SA
PHOTOGRAPHED BY TOBI AS HUTZLER
AS USUAL, PORSCHE I S SQUEEZED
BY TRADITI ON ON ONE SI DE AND PROGRESS ON THE OTHER.
A FI RST DRI VE OF THE 2014 911 GT3 PROVES THE PURI STS HAVE
(ALMOST) NOTHI NG TO WORRY ABOUT.
At this springs Geneva motor show, there were crowds ghting to snap
pictures of the newest fast cars from Lamborghini, Ferrari, and McLaren.
Over at the Porsche stand, a drop-dead gorgeous 911 GT3 sat in relative
solitude, receiving only passing, disapproving glances.
The proverbial pitchfork-wielding Porsche purists werent pissed just
because the new car no longer uses the Le Mans-winning Mezger engine
of previous GT3s. No, the nail in the newest Porsches cofn of public opin-
ion is that it will be available only with an automatic transmission. Which
is, by the way, no diferent from the crowd-pleasers over at Lamborghini,
Ferrari, and McLaren.
I dont get this Stone Age idea about what a 911 should be, says
Andreas Preuninger, the man responsible for Porsches GT cars, at
Porsches rain-dampened proving grounds the next day. With the rst
GT3, they were practically throwing rocks at me because it didnt have an
automated-manual transmission, which was where all the hype was at the
time. But those transmissions werent very good. Now, the GT3 gets a per-
fect [dual-clutch automatic], and everyone is screaming for the manual.
We admit that, this time, we were part of the screaming. The GT3 has
always been the 911 that ofered the least of what techno-crazed Germans
would call progress, but as a result, it led the sports-car world in terms of
driving experience. It was the rawest, purest expression of everything that
denes the 911right down to its detuned race motor and wrist breaker
of a manual shif lever.
Ugh, God, youre one of them! says Preuninger, rolling his eyes. Just
shut up and drive the thing.
The new GT3 starts up with a
bark no less intense than that of
the old car. The interior buzzes,
both literally and guratively, at

idle. The variable-stifness magnetorheological engine mounts are clearly
not tuned for comfort. When you start out from a stop, theres an over-
abundance of revs, noise, and clutch slippage. Our test car is a preproduc-
tion prototype, but if Porsche has any sense, the transmissions program-
ming will stay exactly like this.
Moving of, as youre focusing on the clutch engagement, something
else grabs your attention: The steering snaps to life. This doesnt happen
in a regular 911, with which the GT3 shares its steering hardware. It took
Preuningers team more than two years of programming work before he
was happy with the electrically assisted steering; he wanted the driver to
feel everything the cars tie rods experience. This is doubly good news, as
it means the GT3 has steering reminiscent of older Porsches, but its also
an indication that theres hope for the regular, numb-helmed 911. And the
Boxster/Cayman twins, which use similar equipment.
Cruising at U.S.-highway speeds on Porsches track, the GT3s steering
isnt quite as talkative as that of a 997. Still, given how distant the steering
in the base Carrera feels, its a miracle that it talks at all. And the weight-
ing is genuinely natural when you turn into a corner. On this slick surface,
we could almost criticize the steering for not communicating enough as
the front tires lose adhesion. Except the rear tires let go at the same time.
Understeer is nowhere to be found; at the limit, the car goes neutral.
Stability control is very lenient, interfering only when the driver doesnt
correct as quickly as the rear wheels come around. And when Preuninger,
sitting in the passenger seat, switches of the system with a devilish laugh,
I WANTED TO MAKE SURE I COULD STILL DO A BURNOUT
WHEN I PULL UP NEXT TO A PRIUS, HE SAYS. THE GT3S PROJECT
MANAGER I S QUI CKLY APPROACHING SAINTHOOD.
NINE GRAND FROM
A FLAT-SIX? SHUT
UP! THE NEW GT3
IS THE FIRST TO
USE THE CARRERA
4S WIDE-BODY
REAR END. IN THE
PAST, THAT WAS
RESERVED FOR
THE GT3 RS.
PRICE
$131, 350
POWERTRAIN
3.8-liter H-6,
475 hp,
324 lb-ft;
RWD, seven-speed
automatic
WEIGHT (MFR)
3153 lb
0-60 MPH (MFR)
3.3
seconds
TOP SPEED (MFR)
195 mph
ON SALE
Fall 2013
the GT3 becomes as throttle-steerable as every GT3 before it.
Then theres the active rear steering. Frankly, Porsches marketing
department should have lef that out of the press conference. Youll never
know its there. Youd hardly describe the previous GT3s reactions as pon-
derous, but the old car did take a moment to settle into a corner, especially
at the rear. The new car turns in instantly and as a whole, with none of the
articial feeling imparted by the regular Carreras optional active anti-roll
system. Preuninger meant it when he told us to shut up and drive: Even the
sharpest purist rhetoric falls apart when the GT3 feels exactly like a 911
from behind the wheel, only better.
And dont bother crying over the disappearance of the Mezger motor.
This car uses efectively the same 3.8-liter block as the Carrera S, but that
tremendously oversquare engines bore and stroke dimensions are each
within a millimeter of the last GT3s 3.8.
The new engine hits its power peak where the old one hit its rev limiter.
It redlines at 9000 and makes 475 hp from just 3.8 liters. Shut up, indeed.
Along with additional oiling capability, the GT3 engine uses titanium
connecting rods and forged aluminum pistons. Its cylinder heads have
been substantially reworked for high-rpm duty, including nerd-porn n-
ger followers that incorporate hydraulic valve-lash adjustment. Happily,
this six isnt as sof in the low range as its 6250-rpm torque peak would
suggest. It lives to rev, though we had to ght the instinct to shif shy of
redline. Thats probably because our ears have never before been treated
to the sound of a nine-grand at-six in a street car, but forward thrust eases
noticeably in the 750 rpm between the horsepower peak and the redline.
Noise does not. The GT3 emits a pained wail that, along with the high-
pitched whine from the transmissions hydraulic pump, will have a Ferrari
458 looking around nervously for the nearest exit.
To grab the next gear, you can pull one of the steering-column paddles,
which feel hefier than those of a regular 911. Or, if youre in the middle of
a turn, sideways and arms crossed up, youll want to use the console shif-
er, because the paddles arent xed to the steering column. And theres
even more good news: By reversing the shif pattern, Porsche has nally
admittedwithout actually admitting anythingthat its Tiptronic
(torque-converter automatic) and PDK (dual-clutch) shif levers have been
backward for years. The GT3s lever now operates like a sequential race
box, with a push forward for a downshif and a pull for an upshif.
The seven-speed transmission contains revised gearing compared with
the regular 911. Every single ratio is diferent, as is the nal drive. A quick
calculator workout, however, shows that while the ratios are much shorter
overall, the GT3s additional 1200 rpm makes up for the gap the cars
maximum speeds in gears one through ve are nearly identical to those of
a Carrera S. The additional grunt and shorter gear ratios knock a stagger-
ing 0.7 second of the Carrera Ss already blistering sprint to 60 mph. Fuel
economy will likely sufer, but we dont care, and you shouldnt either.
More important, the GT3 hits its top speed in top gear (and at just over
8000 rpm), where other PDK-equipped Porsches do the deed in sixth.
The GT3 also reacts more quickly to shif requests than does the regular
911, and Preuninger even installed a clutch-dump functionpull both
I
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GT3 continued on page 104
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PORSCHE TRIED MORE THAN ONCE TO
REPLACE THE 911 WITH WHAT ITS ENGINEERS
CONSIDERED TO BE MORE ADVANCED DESIGNS.
PORSCHE OWNERS WOULDNT HAVE IT. THE 911
HAD, WITH NO HELP FROM BRAND MANAGERS,
MADE ITSELF IRREPLACEABLE.
In such classic designs, every featureevery part
has a story. Why did Porsche make unconventional
design choices in the 911s engine? It is air-cooled
in a world of liquid-cooled designs. It is a at, or
opposed, six in an orthodoxy of upright inline-
fours and -sixes or V-6s and V-8s. Here, in simplest
terms, is why and how the 911s engine endured.
FLATTEN IT!
Ferdinand Porsches original design for the VW
Beetles at-four engine centered on simplicity,
durability, and low cost. When Porsche designed
the Beetle-derived Porsche 356, the rst car to
bear his name, those virtues remained attractive.
Air-cooling systems can neither freeze in winter
nor boil in summer, and can reduce parts counts.
In the 1920s, U.S. Admiral William Mofett saw
that half of the in-ight failures of naval aircraft
originated in their engines liquid cooling. His
support for air-cooled radial engines was pivotal
in the development of air transport. Porsches
racing success with air-cooled engines in the 1950s
showed Hans Mezger, the engineer who would lead
911 development for decades, that air cooling could
handle high power output.
FLAT, OR OPPOSED, ENGINES ARE SELF-BALANCING
BECAUSE THEIR RIGHT-LEFT PAIRS OF PISTONS MOVE
IN WHAT THE GERMANS CALL BOXER FASHIONIN
OPPOSITE DIRECTIONS. IN SPORTS-CAR APPLICATIONS,
THE VERY LOW CENTER OF GRAVITY OF A FLAT ENGINE
IMPROVES CORNERING GRIP BY HELPING REDUCE WEIGHT
TRANSFER IN CORNERS. TRADITIONAL UPRIGHT ENGINES
ESPECIALLY THOSE WITH OVERHEAD CAMSHAFTS
HAVE SIGNIFICANTLY HIGHER CENTERS OF GRAVITY.
Additionally, a at engine makes double use of its
crankshaft and crankcase length. The resulting
weight savings has made such designs attractive
as powerplants in general aviation since the 1930s.
You see them also in modern Subarus and in some
BMW and Honda motorcycles.
The 911 engine uses a dry-sump oiling system,
which lacks the usual deep under-engine oil pan,
allowing it to be placed even closer to the road.
Spent oil is collected by a scavenge pump from a
tray beneath the crank and sent to a remote tank.
Because it draws from the oil tank and not from a
sump, a dry-sump oil system makes it difcult for
hard cornering to slosh oil away from the pressure
pump, which could damage bearings by getting
air. Such dry-sump oiling is used in Formula 1 and
in aerobatic aircraft.
Why separate cylinders and heads? Germanys
tradition of separate construction originated
before World War I, from the need to service such
parts individually. As engine rpm rose, inline
engines needed the added beam stifness of
one-piece cylinder blocks and heads. But when
Ferdinand Porsche designed the VWs at-four,
the balance of forces from the twin cylinder banks
made this unnecessaryand in any case, the
production of that engines nned cylinders made
them difcult to cast in pairs.
The adherence to tradition may seem odd, but it
has a logical origin. Certain ways of doing things
become a companys signature technologies, as
desmodromic valves (which forgo valve springs)
are for Ducati motorcycles. This makes them
hard to abandon. Also, German engineers learn to
work from rst principles in a system of higher
technical universities originally created in the
19th century by Otto von Bismarck. A result can
be the Herr Professor Doktor who feels no need to
question his own conclusions. Germany calls itself
the Fatherland, reecting a long patriarchal
family tradition of authority. Yet German
engineering has long been a counterpoint between
such rigid certainty and free-thinking innovation.
Consider that the swept wings, podded engines,
GET DOWN
FLAT IS WHERE
IT S AT!
IRR IRR IRR IRR IRR IRRRRREPL EPL EPL EPL EPL PL PLACE ACE ACE ACE CE ACEABL ABL ABL AB ABL ABL AAB EEEEEE
and synthetic oils of modern aviation are German
innovations. Proof of Porsche exibility? When
its cherished trailing-link suspension proved
inadequate for 1960s Formula 1 usage, Porsche
replaced it with unequal-length A-arms.
KEEP IT SIMPLE!
Why did the company choose to drive a single
overhead cam per cylinder bank via duplex chains?
Its early, pre-911 racing engines drove their cams
by systems of shafts and bevel gears much admired
for their precision. Other pure racing engines
had trains of straight-cut spur gears, and ber-
reinforced rubber-toothed timing belts were just
coming into being. Shaft-and-bevels was rejected
as too expensive. (Ducatis classic bevel-drive 750
engines of the early 1970s require seven hours
work to set tooth engagement and backlash. Time
is money!) Spur gears become loose as heat expands
the engine structure, making unacceptable noise.
Tooth belts had no track record.
DUCATI GENERAL MANAGER CLAUDIO DOMENICALI
HAS A FRAMED PHOTO OF A PORSCHE 911 ON THE WALL
OF HIS OFFICE IN BOLOGNA. HE CALLS THE 911 THE
AFFORDABLE EXOTIC. THE PICTURE IS THERE TO REMIND
HIM THAT COST CONTROL ENABLES MORE PEOPLE
TO OWN THE PRODUCT.
For that reason, and because the engine was
planned primarily as a sportingnot racing
engine, the 911s cams are driven by two duplex
chains. These are, in turn, guided by plastic shoes
and tensioned by hydraulically positioned idlers,
allowing valve operation through rocker arms.
And why stick with only two valves per cylinder
for so long in a world rapidly going to four-valve
engines? Remember the goal, which is to power
a lightweight sporting automobile. Air coolings
unique requirements were spelled out during
World War I by Professor A. H. Gibson, who
observed that the more holes you make in an
air-cooled cylinder head, the more problems
you can expect from distortion and cracking.
Therefore, the great radial engines that powered
piston airliners of the 1950s had but two valves
per cylinder.
The crucial region of a four-valve head is between
the two hot exhaust valves, called the exhaust
bridge. The danger is that metal in this area
heated from both sideswill expand so much
that it compresses the metal around it. When it
contracts after engine shutdown, it is thrown into
tensile stress, which eventually causes it to crack.
Two valves was the rational choice.
Porsches rst 1950s racing engines were
outgrowths of prewar technology, which included
classic deep hemispherical combustion chambers
with their two valve stems set at 90 degrees.
With a at-topped piston, this provided an
open combustion space that burned well, but
more knock-resistant gasolines made higher
compression ratios practicable, boosting torque
and reducing fuel consumption. In one method
of raising compression, pistons were given tall
domes, but those slowed ame travel and reduced
performance. Encountering this in their at-
eight F1 engine, Porsche chief engineer Klaus von
Rucker and project leader Leopold Jantsche gave
the 911s engine much shallower, more open, and
faster-burning combustion chambers with valve
included angle reduced to less than 60 degrees.
COOL IT!
The 911s at-six started life at 2.0 liters with
modest power of 124 hp. Over its 30 years of
development from rst production in 1964, the
design proved capable of expansion to an eventual
3.8 liters and more than twice the original power
all within the original engine volume.
THE MORE POWER YOU MAKE, THE MORE WASTE
HEAT IS GENERATED. IF THIS HEAT IS NOT REMOVED AS
FAST AS ITS MADE, IT ACCUMULATES IN CRITICAL
PARTS LIKE PISTON DOMES AND EXHAUST VALVES,
PUSHING UP TEMPERATURES AND CAUSING FAILURES.
Because water is about 830 times more dense than
air and has a vastly higher specic heat, air cooling
requires a huge volume of air. To bring so much air
into direct contact with engine heat requires that
STRESS IS
A KILLER
TWO HOLES IN
YOUR HEAD
IS ENOUGH!
the hot partscylinders and cylinder headsbe
given very large surface areas in the form of closely
spaced cooling ns. To push the necessary air
through engine-n spaces, Porsches air-cooled
engines employ axial fans.
COOLING DOES MORE THAN JUST KEEP PARTS FROM
FAILING. IN ANY SPARK-IGNITION ENGINE, POWER IS
LIMITED BY TEMPERATURE. ANYTHING THAT HEATS THE
FUEL-AIR MIXTURE PUSHES IT TOWARD THE ABNORMAL
AND DESTRUCTIVE FORM OF COMBUSTION CALLED
KNOCK. COOLING LIMITS THAT HEATING, THEREBY
PREVENTING KNOCK. THE COOLER THE PISTON, VALVES,
AND COMBUSTION CHAMBER CAN BE KEPT, THE
HIGHER THE COMPRESSION RATIO THAT CAN SAFELY
BE USED, RAISING TORQUE AND POWER.
An air-cooled engines hardest-working parts are
its exhaust valves, heated by the sonic outow of
hot exhaust gas, then cooled by returning to their
much cooler seating surfaces for an instant before
the next exhaust event. To ensure that 911 engines
could tolerate full-throttle operation, the solution
was the same as for supercharged aircraft engines:
make the valve stems hollow and partially lled
with sodium. The sodium liquees in operation,
and its motion carries heat from the critical region
near the valve head, passing it up the valve stem
and into the valve guide. To prevent erosion of
the sealing surfaces, they were hard-faced with a
refractory alloy.
Piston cooling is another critical task, for two
reasons. The pistons rapid up-and-down motions
create stress, and aluminum weakens at higher
temperatures. Cooling is strength, and most of it
takes place by contact with the cooler cylinder
wall. The second concern is to prevent contact
with an overheated piston crown from excessively
heating the incoming fresh fuel-air mixture.
The rst 2.0-liter 911s had so-called Biral cylinders,
consisting of a cast-iron liner as a piston running
surface, with the cooling n array around it cast
in aluminum, a superior conductor of heat. The
iron liner was thick enough to tolerate the 1970
bore increase from 80 to 84 millimeters, boosting
displacement to 2.2 liters, but no room remained
for further increases.
One way forward was to eliminate the iron liner,
using Chromal hard plating directly on the
aluminum cylinder material as had been done in
the 196062 F1 engine. But chrome lacked long-
term durability. Fortunately, piston manufacturer
Mahle had just developed something better
for Porsches 917 racerNikasil, a dispersion of
super-wear-resistant silicon carbide particles in
nickel. Replacing several millimeters of low-heat-
conductivity iron liner with a tenth of a millimeter
of Nikasil greatly improved piston cooling. Yet even
with the liner eliminated, further bore increases
would require bigger cylinders. Because the bore
pitchthe spacing between cylinder centerlines
couldnt be increased without scrapping the
existing crank and crankcase, cylinders could only
become bigger if their cooling ns became smaller.
How can shorter ns cool a bigger cylinder that
makes even more heat?
OIL IT!
THERE IS MORE THAN ONE WAY TO COOL PISTONS. IN 1971,
PISTON-COOLING OIL JETS WERE POSITIONED ABOVE
THE 911S MAIN BEARINGS, AIMED AT THE UNDERSIDES OF
THE PISTON CROWNS. THEY REDUCED PISTON-CROWN
TEMPERATURE BY 50 DEGREES CELCIUS (90 FAHRENHEIT).
SUCH OIL-JET COOLING IS NOW A FEATURE OF MANY
HIGH-PERFORMANCE CAR AND MOTORCYCLE ENGINES.
As any engines power is raised, loaded parts
need upgrading. The 911s crankcase was cast in
lightweight magnesium (only 65 percent as heavy
as aluminum) for a time, but to survive heavier
duty, it was changed back to aluminum in 1974.
To reduce bending and bearing loads, the crank
(always a forging), originally uncounterweighted,
was given counterweights, and its design was
steadily rened to reduce stress concentrations.
PLENTY OF
ROOM FOR
NICE, COOL AIR
AMONG ALL
THOSE FINS!
IRR IRR IRR IRR IRR IRRRRREPL EPL EPL EPL EPL PL PLACE ACE ACE ACE CE ACEABL ABL ABL AB ABL ABL AAB EEEEEE
As national governments began to impose vehicle
emissions limits, new tools came into being
more precise metering of fuel injection, and
small but powerful computers. While carbureted
engines run rich in summer and lean in winter,
computer-controlled fuel injection compensates
automatically, greatly reducing unburned
hydrocarbon emissions. 911s began with Solex
and Weber carburetors, moved to the more precise
fueling of mechanical injection pumps controlled
by 3-D cams, and then passed through the series
of evolving Bosch injection systems with ever-
more sophisticated controls. The goal was to hold
fuel mixture in the narrow range acceptable to
modern three-way exhaust catalyst systemsa
mixture which, happily, also delivers excellent
performance. Improved ignition-timing control
had a role to play in this process, driving an
evolution from distributor systems to completely
programmable mapped digital timing control.
911 development beneted continuously from
Porsches activity in racing. Racing validated
advanced features and made them reliable,
providing a menu of options for upcoming
production models. At one point in the 1970s, a
switch to more conventional water-cooled engines
was planned, but another path was chosen instead:
to continue to exploit the potential of the 911s
engine concept by turbocharging. Racing led the
way in a variety of classes and congurations,
and the greater heat of such boosted power was
increasingly dealt with as it had been in combat
aircraft piston enginesby internal oil cooling. At
one point, Mezger reckoned that oil cooling came
to handle 30 to 35 percent of the engines heat load.
STICK WITH IT!
Eventually, it was time for a new paradigm: a
water-cooled at-six engine, far less expensive
to produce and assemble, with four valves per
cylinder operated by dual overhead cams.
BUT THIS FOLLOWED THREE DECADES OF EVOLUTION,
AFTER DISPLACEMENT HAD RISEN FROM 2.0 LITERS
TO THE EVENTUAL 3.8 LITERS OF THE 1996 CARRERA RS.
OUTPUT HAD CLIMBED FROM THE ORIGINAL 124 HP
TO ESSENTIALLY WHATEVER POWER THE APPLICATION
RACING OR PRODUCTIONREQUIRED.
How could so unconventional an engine thrive
through three decades? Chevrolet gave up
its air-cooled Corvair at-six after 1969, and
Tatra discontinued its air-cooled V-8 in 1975.
The 911 succeeded because buyers wanted it
and resoundingly did not want its planned
replacement, the far more conventional 928.
It succeeded also because its competition
development kept a stream of new technologies
coming to expand the production cars capabilities.
The Porsche 911s engine must be considered not
as a xed design but as a living evolution, drawing
upon accumulated experience, the accelerated
urgency of racing, and all the constantly emerging
new tools of industry and computer science.
The 911s engine is the people at Porsche who
translated advanced ideas into long-lasting
practicalityfrom Mezger at the helm to the
technicians supervising test rigs or checking the
hardness of freshly produced parts. It is also the
enduring insistence of the many 911 owners, real
or potential, that this car continues to exist.
HERE S SOME
OIL UP YOUR
SKIRT,
HOT STUFF!
THANKS,
EVERYONE
YOU KEPT ME
ALIVE ALL THESE
YEARS!
934 VS. 935:
COM
BINED, TH
E TW
O M
OST INFAM
OUS
AND BLOODTHIRSTY 911s OF PORSCHES GOLDEN AGE
PRODUCE ALM
OST 1300 HP.
W
H
AT H
APPENS W
H
EN A M
ORTAL
CLIM
BS INTO TH
E HOT SEAT?
BY SAM SMITH // PHOTOGRAPHED BY JASON GOULD
RED: 935, 800900
HP. WHITE: 934, 500-
PLUS HP. BLACK:
DARREN LAW, PRO.
PROVOKE EACH AT
YOUR OWN RISK.
A Porsche 935
Only it moves. It is an air-cooled, twin-turbo,
mechanically injected six-cylinder originally
drawn up by a bunch of obsessive Germans. In an-
other life, these Germans would have been build-
ing perfect highways or ying men to the moon,
because that is what Germans do when they get
antsy. But they decided to go racing. Their cre-
ation won Le Mans outright (1979), Sebring six
times (19781982 and 1984), and three 1000-kilo-
meter races at the Nrburgring (19771979). Also
every Daytona 24-hour from 19781983.
Contrast that with the slower, but still Le
Mans-winning, Porsche 934, essentially a 1975
911 Turbo with more power and a few suspen-
sion tweaks. It was a less obvious insanity, if just
as much a product of German overkill. Both ma-
chines rose to power when turbocharging was in
its brutal infancy and the 911 was young and raw.
They remain the peak of the cars hairiest days.
This is what happens when an ordinary club
racer meets each. The experience wasnt al-
ways fast or pretty, because these cars werent
designed for ordinary people. It actually felt a little
ridiculous, which is why we brought along a pro-
fessional hotshoe for help. He laughed at us, but
nicely, as you might laugh when the dog barks at
the vacuum cleaner.
The main straight at Arizonas Inde Motor-
sports Ranch is long, uphill, and wide enough
to double as a runway. That straight, two hours
outside of Tucson, is one of the reasons we took
our test to Inde. The other is Arizonas perpetu-
ally amazing weather, which lets you stand in
the pits and not worry about rain while watching
a red, 800-plus-hp 935 tear across the tarmac.
Which is what I was doing when the cars owner,
Jim Edwards, walked over.
Hows he feeling? Jim asked.
Hes okay, I said. I think he likes it.
I dont know anybody thats ever driven that
car that didnt.
The 935s driver was Porsche racer Darren
Law, COO of the Bob Bondurant School of Per-
formance Driving and a four-time Le Mans vet-
eran. We asked him to help lay down fast laps and
ofer feedback. Edwards brought a 934 and 935, a
willingness to share both with strangers, and his
crack support team.
These cars come from a heady time in Stutt-
garts history. Both are related to the 260-hp,
3.0-liter 911 Turbo of 1975, Porsches rst turbo
street car and a coarse speed grenade known for
exiting the road backward when you pissed it
of. Thirty-one 934s were produced in 1976 for
the FIAs near-stock Group 4 class. Buyers got a
485-horse, 2470-pound, ared-fender 911 with
a bare-bones interior, an aluminum roll cage,
brakes from Porsches 240-mph 917, and a 3.0-
liter six with stockish internals. Two water-to-air
intercoolers replaced the street cars air-to-
air unit, and the suspension received stif coil
is basically all engine.
It is all engine, and then some more
engine, and then more engine after that.
You open the rear lid and think, No. This is wrong.
Thats a dishwasher, maybe, or a particularly randy sump pump.
It does not look capable of motion. It looks capable of pumping out your basement.
934 VS 935
5
73 73 7 ROADA A RO NDTRA DTRA N CK.CO CK.CO .C MM JUN NE U 2013 0 3
934: IN 1976, THE
WORLDS MANLIEST 911
RACE CAR WAS LITTLE
MORE THAN A STREET
CAR WITH ANGER-
MANAGEMENT ISSUES.
THESE CARS ROSE TO POWER
WHEN TURBOCHARGING WAS IN ITS
BRUTAL INFANCY. THEY REMAIN
THE PEAK OF THE 911S HAIRIEST DAYS.
ABOVE: 934 SPORTS
STOCKISH DASH AND
ELECTRIC WINDOWS.
THIS ONE WON LE
MANS. BELOW: 935 IN
TRAILER AT DAYS END.
THE 935S TWO TURBOS CALL TO MIND
A BULL ELEPHANT WITH A HORMONE PROBLEM.
WHEN BOOST HITS, YOUR BRAIN
DISMANTLES ITSELF.
934 VS 935
springs, augmenting the stock torsion bars.
Much of the rest was ordinary 911 Turbo, includ-
ing the electric windows and rear spoiler prole.
Heres where things get greasy: The street Tur-
bo had a turbocharger the size of a large orange.
The 934s was the size of a prize cantaloupe.
While larger turbos usually ofer more power,
they almost universally bring greater lagthe
time between when your right foot hits the oor
and the car smacks you in the back. The 934 was
essentially a more skittish 911 Turbo with hellish
lag, relatively small rules-mandated tires, and
nearly double the power. Derek Bell once called it
a nasty little beast. Most say he was being nice.
Still, on paper, the 935 was nastier. The early
blueprint was simple: a 2.8-liter mechanically
injected engine with heavily massaged innards;
a massive KKK turbocharger; a locked (spool)
rear axle for traction; new suspension geom-
etry; a production-based steel shell; wide ber-
glass bodywork; and between 550 and 650 hp,
depending on boost. Curb weight was 2138
pounds, close to the class minimum for the
FIAs liberal Group 5at the time, the craziest
production-based road racing on earth.
Loophole afer loophole was exploited: stretch-
ing a rule regarding fender ares to chop of the
cars headlights and reduce drag; double-layering
bodywork to satisfy regs mandating the presence
of stock panels. Early 935s gave FIA ofcials kit-
tens, but they were technically legal, and no one
could stop them from winning. Privateers soon
began building their own cars. By 1982, most 35s
extantusually tube-framed, with twin turbos,
greater displacement, and ludicrous power
werent born in Porsches factory. They were
dominant regardless.
Which brings us back to Jim Edwardss Coca-
Cola-liveried 1984 Fabcar-Porsche. This car was
commissioned by Sebring winner Bob Akin and
constructed by Fabcar, the Indiana shop that de-
signed the rst Grand-Am Daytona Prototype. A
3.2-liter, 2060-pound weapon, it borrowed heav-
ily from the outlandish 935s of Germanys Kre-
mer brothers and the factorys Moby Dick Le
Mans racer. Porsche people call it the last 935
because it essentially closed the book on the car.
It also qualied on the pole at the 1984 Daytona
24-hour and hit 218 mph there. The two K29 tur-
bos in its rump call to mind a bull elephant with
a hormone problem.
Law, having driven the car earlier in the day,
went out before me to warm it up. It took two of
Edwardss mechanics to start the engine. The
guy at the rear stood with his legs splayed, the
cars turbos parked halfway between his shins.
He primed the engine with his right hand and
worked the throttle with his lef, yelling at the
man in the cockpit, until the engine roused and
settled into a nervous, 2000-rpm yell of an idle.
Three laps afer Law strapped in, he was on it.
The car ung onto the back straight emitting an
odd whistle, and then time compressed, and this
vaguely 911-shaped thing vaulted to the horizon.
Moments later, I caught Law jumping a curbing
in third gear, one wheel four inches in the air, the
car itting sideways before ripping up the front
straight and slam-icking over the next rise.
A 935 does not move. It simply evaporates
from one place and reappears in the next.
A while later, I crammed into the red cars
cockpit, folding in behind a sea of steel tubes and
a Freightliner-size angled wheel. The upright
windshield reveals no fenders, and the car just
kind of disappears. Youre lef with the distinct
feeling of being a hood ornament on a 200-mph
piece of construction scafolding. If I said I was
calm, Id be lying.
Before heading to Inde, I called a few drivers
and asked them what to expect. Bobby Rahal
drove Edwardss red car in 1984; he said it was
easy. A vintage-racer friend with 935 experi-
ence later heard this and was incredulous, call-
ing the car not a very sanitary device, adding,
understeer like you wouldnt believe unless you
got on the gas early when, oh shit, you went from
no power to way too much. Rahals voice had the
1976 Porsche 934: 1:42.02 1984 Fabcar-Porsche 935: 1:35.04
I
nde is a classic club-scale track, a place that prioritizes patience and can teach you something
in just about any car. We used its fastest configuration (there are eight in total), which offers
a 2200-foot straight, 15 turns, and a 2.55-mile length. Darren Laws timed laps revealed the
obvious power differential between the two cars, but they also illustrated the staggering speed
delta between a purpose-built race car and a converted street machine, however potent the
latter. The key takeaway: Dont abuse the front tires, and when you nail the throttle, be damn
sure you know what youre doing.
Blind, and the only place where the
two cars are at the same speed: 47 MPH.
Hairy climbing kink.
935 looks planted at 113.2 MPH.
934 dances around at 101.6 MPH.
Tight corner.
934s surprising edge: 1.35 G
to the 935s 1.27 G.
From 90100 mph, the 935 averages
a ridiculous 0.61 G of longitudinal
acceleration. 934 pulls just 0.39 G.
934: 128 MPH. 935: 144 MPH.
INDE
MOTORSPORTS
RANCH
WILLCOX, AZ
CIRCUIT
DIRECTION
DEREK BELL ONCE CALLED
THE 934 A NASTY LITTLE BEAST. MOST
SAY HE WAS BEING NICE. ON PAPER,
THE 935 WAS EVEN NASTIER.
934 VS 935
MANEATERS continued on page 102
laconic glassiness of a man picking out socks. (I
mean, I dont think youd want to hit anything in
one, but . . .) It was all a little unnerving.
Coincidentally, that describes what happens
when you rst mat the gas. As a 935 builds boost
above 4000 rpm, your brain dismantles itself.
The horizon warps up to your face in this nonlin-
ear, rubber-band fashion, giving you the distinct
sensation that someone is gradually stretching
your ears around the back of your head. Any
major throttle change brings around three sec-
onds of lag. For safetys sake, Edwardss crew
limited me to 0.7 bar of turbo pressureyou ad-
just it via a soup-can-sized knob on the dashor
around 700 hp. It was still ridiculous. Full boost
gives close to 900 hp at around 8000 rpm. Its
likely enough to rip faults in the earths crust.
Astonishingly, you get used to the power. As
a tool, the 935 feels almost disarmingly simple,
and while the engine has a learning curve
brake, back on the gas, exit the corner with the
wheel straight, leap three countiesyou sense
that the car wants you to gure it out. The un-
boosted brake pedal is always there and never
heavy; the foot-tall shifer feels like the handle
on some kind of planet-sized circuit breaker. The
nose moves around at triple-digit speeds, but as
with any old 911, you just let it move, because
if its not moving, youre probably driving like
a little girl. Screw up your throttle timing and
the car chucks sideways moments afer. Above
everything is this chest-rattling combo of en-
gine growls and whistles, an industrial furnace
gone kazoo.
Law, naturally, was unfazed. Any time I get in
it, I just want to go faster, he said. From a power
standpoint, its as good as anything out there.
A modern RSR is more compliant over bumps,

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C
ameras like the GoPro Hero brought the world of action
video to the masses, combining high-def capability and
lightweight durability in an affordable package. Because
theyre small, they can be placed almost anywhere on a
car, making it easy to get the perfect shot. With a little fore-
thought, you can produce pro-quality video of your ama-
teurish antics. Heres what you need to know to capture your
own track heroism or back-road tomfoolery.
YOUR CAR IS THE STAR
Shoot to Thrill
GETTING THE MOST FROM THE
UBIQUITOUS VIDEO CAMERA.
WORDS AND PICTURES BY CHRIS CANTLE
FRONT AND CENTER Mount a camera
inside the cars grille. The lower you go,
the greater the sensation of speed. As a
bonus, this position wont be visible by you
or other cameras. For your safety, do not
wave into this camera while driving.
SHOTGUN! Make the most of the
GoPros wide-angle lens by hanging
the camera near the passenger-side
A-pillar. Its a great way to show of
your love interest or, in the case of our
model (your humble narrator),
total lack thereof.
WATCH THE WHEELS GO ROUND AND ROUND
Capture the view from behind a front wheel, a
few inches of the car, to highlight wheel motion,
especially if slides are your thing. Then tell everyone
you held the camera in one hand while driving with
the other. If youre using sticky, stone-slinging tires,
prepare to regularly replace the housings front lens.
TWIST AND SHOUT The steering
wheel is a favorite second camera
position. Try adhesive putty if you need
the camera where gravity doesnt want
it to be. This is also a great place to
capture sound; to improve it, connect
an inexpensive mic and stick it on the
windshield. (Dashingly trimmed beard
and Jackie Stewart impression optional.)
Location, Location, Location
WELL TELL YOU WHERE YOU CAN STICK IT.
EAT MY DUST Capture the chaos in your
wake with a shot over the trunk lid. Its
well-suited to track action, where youll be
dicing for position.
THE ORIGINAL, UPDATED AND UPGRADED The GoPro Hero3 is
the latest evolution of the original cheap digital-video camera. It
starts at $200. At $400, the top model includes the Wi-Fi Remote
(above, $80 when sold separately), which mirrors the cameras
status screen and controls. The LCD Touch BacPac ($80) is a huge
help framing shots. If youre cheap but have a fancy phone, the
GoPro App (free for iPhone and Android) lets you control
the camera and see what it sees. For long-term
documenting, pick up a Battery BacPac ($50)
and double the cameras battery life.
THE INTERLOPER The Drift HD Ghost
($399) is a compelling GoPro alternative.
With plenty of resolution and a quality
lens, the Ghost needs no external housing
to be waterproof and is packed with
top-notch features like Wi-Fi smartphone
integration. Glove-friendly buttons and a built-in
1.5-inch monitor make setup a snap.
HOLD MY CALLS Pull the iPhone out of
your pocket and stick it in an Optrix XD
($100 for iPhone 4/4S, $130 for iPhone
5). The waterproof case maintains the
touch screens usability and adds a
175-degree, wide-angle lens.
EYE IN THE SKY The
AR.Drone 2.0 ($300)
carries a 720p video
camera and is typically
piloted through a
smartphone app. The
GPS-enabled Flight
Recorder accessory due this summer is capable of autonomous
ight along a programmed course.
The possibilities are endless, from
capturing a fantastic pass at the track
to tracing your favorite back road.
MOUNT UP Bin the factory suction cup in
favor of one with more exibility, like the Delkin Fat
Gecko Dual ($70). The ball head is quick and
easy to adjust, which means youll have more
time to rig diferent shots. It requires an
adapter to go from a standard tripod
bolt to the GoPro.
BACK-SEAT DRIVER
A forward-facing camera
mounted high between the
front seats gets you a bit of
everything: hands on the wheel,
scenery you pass, Ride of the
Valkyries on your stereo, your
shrieking passengers begging
to be let out. Mount the camera
to a roll cage or hang it from the
sunroof with a suction cup.
DEPTH OF FIELD Foreground and background
are your friends. Put a badge or other cool detail
in the frame and use the wide-angle lens to
capture it and the road in the same shot.
SNEAK UP ON YOUR CAMERA Now that theres a tally light on
the rear of the camera, theres no excuse for starting a video with
a close-up shot of your face peering into the blinking red eye.
Add-Ons and Alternatives
MORE WAYS TO SPEND MONEY ON CHEAP VIDEO.
ROADANDTRACK.COM JUNE 2013 90 P H O T O G R A P H B Y A . J . MU E L L E R
LONG-TERM INTRODUCTION
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OUR FUEL ECONOMY 12 mpg
MILES DRIVEN 3498
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I
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a certain type of upscale luxury buyerread:
the type whose eyes never stop moving, who
speaks a little too quickly, and who cant tell
you exactly what he does for a living. (Also
overpampered coastal housewives.) To t their
lifestyle, this fundamentally brutalist shape
has been lled with quilted leather and tted
with a seven-speed automatic and the same
twin-turbo V-8 found in most AMG products.
Ours even has Mercedess optional matte-
black, stealth-ghter paint ($3950). This raises
its overall level of menace, as well as its price, to
something out of a comic book.
So the G63 is the ultimate How-Dyare-You-
I-Am-Legyiti mate-Russian-Byusi nessman
machine. But as amusing as that is, and as much
fun as it is to watch your personality change
behind the wheelExecutive Editor Sam
Smith is no longer allowed to drive the G63 to
lunch, for exampleits not
why were excited to have it in
the eet. The Gs true appeal
lies in its ancient structure.
Save a relatively thin veneer of
luxury, this is the same truck
it was 33 years ago. That ma-
chine was awesomely capable,
and so is this one. You can
lock all three diferentials and
tear over or through almost
any kind of terrain.
But the G also represents
the raw essence of truckness. All the luxury
trappings Mercedes can throw at this portable
guard tower cant hide the exposed hinges of
the big, square doors or mute the ominous,
rie-bolt KA-CHACK of the locks slamming
home. Like many paramilitary trucks, the G63
can be a wandering handful on the highway
and a lurching ordeal on the streets, but thats
only because its original demographic was too
busy worrying about weapon stoppages to care
about ride quality. By and large, we dont care
either. We love this crazy thing. John Krewson
WHY WE
GOT IT
Isnt it
obvious?
+
Makes you
feel like youre
Darth Vader.
-
People look at
you like youre
Darth Vader.
TECH BRI EFI NG
9 THINGS YOU DIDNT KNOW ABOUT THE PORSCHE 959
STUTTGARTS 1980S SUPERCAR IS STILL A WONDER. AND ITS A WONDER PORSCHE STUFFED ALL THIS INTO A 911-SHAPED PACKAGE.
Its Kevlar roof is reinforced with rigid

expanded foam, the cars underbody
with Nomex honeycomb.
The rear diferential case, clutch housing,

and hollow-spoke wheels are made of
magnesium.
The wheels carry the rst production

tire-pressure monitoring system.
The twin-turbo 2.8-liter at-six uses

forged titanium connecting rods.
Five on-road gear ratios are preceded by

G (for Gelnde), an of-road creeper gear.
For the all-wheel-drive system to work

correctly, the front and rear driveshafts
must run at diferent speeds; as a result,
the front tires are taller than the rears.
The racing-inspired center-lock wheels

have a torque spec of 664 lb-ft.
The brakes have 50 percent more surface

area than those of the contemporary 911
Turbo. The 959 also has about 50 percent
more power than the Turbo.

Because few dealers would ever see
a 959 in their service bays, Porsche
supplied them with a simple diagnostic
tool designed for the car.
brakes (because theyre
lighter and Im a brake
nerd), carbon-ber seat-
belt outlets (because they
look cool), and an alumi-
num dead pedal. I chose
three no-cost options: the
stripe-and-badge delete,
the xenon-headlight delete (I got the regular
halogens instead), and the stereo delete. The
headlights and sound system save precious
poundsI bought this car for the racetrack,
not to drive to dinner.
That said, I commute in it whenever I can.
Of the 5000 miles Ive put on it, only about
500 have been on a track. Ground clearance is
always an issue around town. The steering is
heavy, the clutch is heavy, the shifer is heavy,
the brakes squeal. But drive it for a half-hour
and it all becomes normal, not tiring.
This car is visceral. It amplies the good
and the bad, and it forces you to pay attention.
Compared with my previous RS, the 4.0-liter
is more eager. It faithfully does what you ask.
Everything I touch in the car feels like a direct
mechanical connection. Theres no lter, no
veil to be lifed.
The only problems Ive hadand there
have been a fewwerent 4.0-specic. The
thermostat, the mass-airow sensor, and the
transmission-cooler bypass valve have all
failed independently. And I quickly learned
that the computer for the dynamic engine
mounts was never bolted down at the factory.
It was just opping around behind the lef-rear
trim panel for the rst few hundred miles.
I can look past that kind of stuf because of
what this car provides. Its pure sensory over-
load. Theres nothing Ive driven that feels
like a Porsche GT car. Im not saying theyre
the best, but theyre ridiculously good at what
they do. For guys like me, thats everything.
For others, it doesnt do a thing. I dont know
how thats possible.
G
T
3
:

B
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T

H
U
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P
H
R
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S
I
KNEW SELLING MY PREVIOUS GT3 RS and buying this car was the
right decision when I red it up to drive it of the lot. That rst night, I
drove 200 miles home with no radio and loved it. It was a good bond-
ing experience made only somewhat painful by the break-in procedure.
Finding one to buy was challenging. Only 126 4.0s were brought into
the States, and there are about 200 dealers in the country. My regular
Porsche dealer decided to keep his allotted car for himself, and by the time
I contacted the other stores near me, theirs were already spoken for. I even-
tually found a dealer willing to sell me a car the way I wanted it, and more
important, without a $30,000 markup.
So I took that rst highway trip to bring home a car I had special-ordered
nine months earlier. The only options I paid for were carbon-ceramic
LONG-TERM INTRODUCTION
2011 Porsche 911 GT3 RS 4.0
THE MEZGER-ENGINED SWAN SINGS. by JAMES RENNER
VITAL STATS
BASE PRICE
$187,650
AS TESTED
$197,190
POWERTRAIN
4.0-liter H-6, 500
hp, 339 lb-ft; RWD,
six-speed manual
1-888-371-8473
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CONTINENTAL PASSENGER OR LIGHT TRUCK TIRES FROM TIRE RACK, IN A SINGLE PURCHASE TRANSACTION FOR A TOTAL VALUE OF $440 OR MORE EXCLUDING MOUNTING, BALANCING, SHIPPING, TAXES, ROAD HAZARD
INSURANCE OR ANY OTHER FEES ASSOCIATED WITH THE PURCHASE. LIMIT ONE $100 ADIDAS GIFT CARD IN THE FORM OF AN ELECTRONIC GIFT CODE PER PERSON, TWO PER HOUSEHOLD. NOT RESPONSIBLE FOR LOST,
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EXCLUDING MOUNTING, BALANCING, SHIPPING, TAXES, ROAD HAZARD
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SUSPENSION BRAKES
BREMMER KRAFT BR10
17 18 19
STARTING AT
$
149 ea.
AVARUS AV9
18 19 20
STARTING AT
$
179 ea.
MOTEGI RACING MR126
17 18 19 20
STARTING AT
$
238 ea.
KAZERA KZ-Z black
17 18
STARTING AT
$
140 ea.
ANDROS SPEC D matte grey
16 17 18
STARTING AT
$
129 ea.
ENKEI PERF. M52 black
15 16 17 18
STARTING AT
$
113 ea.
ENKEI PERF. M52
15 16 17 18
STARTING AT
$
120 ea.
ENKEI PERF. RSF5 hyper silver
15 16 17 18
STARTING AT
$
120 ea.
ENKEI PERF. EKM3
17 18
STARTING AT
$
153 ea.
BREMMER KRAFT BR09
17 18 19
STARTING AT
$
149 ea.
SPARCO TARMAC
17 18
STARTING AT
$
141 ea.
SPARCO ASSETTO GARA
15 16 17 18
STARTING AT
$
115 ea.
SPARCO ASSETTO GARA
16 17 18
STARTING AT
$
130 ea.
SPARCO ASSETTO GARA
16 17 18
STARTING AT
$
114 ea.
ASA GT5 black
17 18 19 20
STARTING AT
$
159 ea.
A HUGE SELECTION OF OVER 931 DIFFERENT WHEELS
ENKEI PERF. BR7 matte grey
16 17 18
STARTING AT
$
128 ea.
O.Z. FORMULA HLT
17 18 19 optional cap incl.
STARTING AT
$
289 ea.
O.Z. ALLEGGERITA HLT
16 17 18
STARTING AT
$
259 ea.
O.Z. ULTRALEGGERA HLT
19 20
STARTING AT
$
420 ea.
O.Z. SUPERFORGIATA polished
19 20
STARTING AT
$
1,541 ea.
ENKEI PERF. IMOLA
17 18
STARTING AT
$
138 ea.
O.Z. ALLEGGERITA HLT SE
17 18
STARTING AT
$
349 ea.
ENKEI RACING RPF1
15 16 17 18
STARTING AT
$
225 ea.
KOJIN
standard shown
17 18
TENJIN
deep lip shown
17 18
FUJIN
17 18
RAIJIN
18
2013
M-F 8am-8pm
SAT 9am-4pm
Hours
EST:
Prices Subject to Change
Prices Vary by Application
FAI R WARNI NG
EXPERT REPAIR ADVICE
SINCE 2013
F
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WHEELS & TIRES
Bespoked Carbon Fiber
THEYRE EXPENSIVE NOW, BUT COMPOSITE
WHEELS HAVE PROMISE IN WIDER USE.
T
hese days, the only thing growing more quickly than the nations waistline is
the wheel-and-tire diameter of the average road car. Though a larger overall
diameter pays dividends in ride qualitypull your mind from the gutter, were refer-
ring to the wheelsand fuel economy, it typically adds weight. Which, conversely,
degrades ride and economy.
Australia-based Carbon Revolution has taken a step toward addressing that
problem with its CR9, the worlds rst all-carbon-ber production wheel. The gorgeous
CR9 has been engineered to replicate the stifness of the factory wheels on the 997-chassis
Porsche 911 GT3. They weigh nearly 40 percent less than the Porsches alloys, reducing the
cars unsprung mass by 41 pounds. The rub: A set costs $15,000.
On track, the CR9s transform a GT3. The Porsches steering is suddenly all Lotusy, requiring
far less efort and transmitting more nuanced information. With modern carmakers increas-
ingly focused on slashing curb weights, wheels like these hold promise. And if OEMs adopt
carbon wheels, costs will drop, making them attainable for the average Joe. Jason Cammisa
I
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C
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P
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W
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J
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Keep Em Clean
I recently bought a
mid-Eighties xer-upper.
Ive started working
on the car, but what
concerns me most are
the wheels. I want to
refurbish as many of the
factory parts as possible,
but the rims look stained
and pitted beyond repair.
Is there anything I can
do to save them?
SCOTT LEE, ST. LOUIS, MISSOURI
LEAVE A CARS WHEELS ALONE FOR LONG
enough, and youre stuck with a combination
of pitting, oxidation, and water spots.
When your wheels look like theyve been
jackhammered, soap and water wont do the
job. Wheel-cleaner sprays work great as a
cheap, once-a-wash solution, but they dont
cut it once a decade. Past that, youre into the
realm of minor-league at-home refinishing;
most wheel-abandonment issues can be cured
by a combination of steel wool, ne sandpaper,
and a drill outtted with a polishing pad.
Still, there are times when you cant take
care of it yourself. When brake dust and grit
become structural components of a wheel, you
need industrial-strength help. At that point, if
new wheels are available and afordable, thats
probably the best option. But if you decide
your wheels are worth saving, head to a detail-
er. If they dont renish your rims themselves,
theyll either send the project to a specialist
or give you the name of a reputable alterna-
tive. Ask for samples of each shops work and
an explanation of what will be done to revive
your uglies. The cheapest option we found
was a $25-per-wheel wet-sanding process (acid
and sandpaper). For $150 per wheel, anoth-
er shop ofered a combo of steaming, polish-
ing, and buffing. In that case, you get what
you pay for. And once your wheels are pret-
ty again, stay vigilant: An ounce of cleaning
efort is worth a pound of renishers cure.
DONT
GET
STEAMED
A hot engine means
coolant under pressure,
waiting to escape. To avoid
burns, wait for everything
to coolmake a sandwich,
maybethen open the radiator
cap. Your skin will thank you.
Plus, hey, sandwich.
I
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C
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F
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911 BUYING GUIDE
LOVE FOR SALE
WHAT FLAVOR OF REAR-ENGINE
ENCHANTMENT FITS YOUR BUDGET?
by PETE STOUT
By this point in the issue, if you dont already have a 911, youre probably thinking
about buying one. Herewith, suggestions on where to aim your money. Just
remember: The buy-in is only the beginning.

$15,000 TO $35,000
198489 CARRERA (911) The first base U.S. 911s to break 200 hp are loved
for their old-school dynamics and fantastic build quality. They offer a happy
balance of modernity and vintage feel, with unassisted steering and torsion-
bar suspension complementing power windows and a 3.2-liter, electronically
injected flat-six. What they do without: A/C worth a damn, ABS, airbags.
$35,000 TO $50,000
199598 CARRERA
(993) The 993the
final air-cooled 911 and
the last to share the
901s greenhouseis already
appreciating. Its voluptuous fenders signaled significant upgrades, including a
new multilink rear suspension, a six-speed manual, and a 3.6-liter engine worth
at least 270 hp. Predictably, it was a hit. Good ones are now worth considerably
more than the 996 Carreras that followed.
$50,000 TO $75,000
200405 GT3 (996) OR 200708 GT3 (997-1) Most people separate these
track-oriented street cars, but theyre surprisingly similar. Both use 8000-plus-
rpm versions of the GT1 engine, the last flat-six to win Le Mans overall. The
avant-garde, 380-hp 996 is analog and more pure (conventional shocks, no
electronic nannies), while the traditionally styled, 415-hp 997 mixes variable
dampers with digital safety nets and more refinement.
$75,000 TO YOU DONT NEED OUR HELP
201112 CARRERA GTS (997-2) Every so often, Porsche turns out a perfect
911. The GTSs 408-hp, 3.8-liter 9A1 engine is sweet, but the beautifully judged
chassis makes the car. Think fantastic turn-in, predictable responses, insanely
good damping, and of course, unreal traction out of turns. Avoid the Sport
PASM option, which replaces the GTS-specific suspension.
Pete Stout is the editor of Porsche Panorama, the Porsche Club of Americas
monthly magazine, and the former editor-in-chief of Excellence magazine.
THE THING YOU
THOUGHT YOU KNEW:
If your car isnt turning as much as
you asked it to, youve exceeded
your front tires available grip.
Either the steering wheel is turned
too far, or, with front- or all-wheel-
drive cars, you asked the front
tires to both turn and propel the
car at the same time. Theyre
busy, theyre tired, so they give up.
THATS UNDERSTEER.
When the drive wheels of a rear-
drive car slip in a turn, the cars
tail often comes around. THATS
OVERSTEER. You probably added
too much throttle or did something
to unload the back end. If you can
sustain it, then youre drifting. And
drifting is fun, so long as you stay
out of the ditch. Nobody likes the
guy in the ditch.
Staggering Works
of Understeer
I have a 2006 Mustang GT that Id
like to prep for some autocross and road-course use. A lot
of S197 Mustang guys like to run 255-series tires up front
and 275s in back, but Im concerned about understeer
induced by that kind of staggered setup. Am I better of
sacricing style and going with identical-size tires at all
four corners for better handling?
KEVIN RASP, SPOKANE, WASHINGTON
YOURE CORRECT; assuming youve made no other changes to your
suspension, a staggered tire setup on a car not originally designed for
it will probably promote understeer. If you install 255s on all four cor-
ners, youll gain a little grip without changing your Mustangs current
handling balance. But you dont need to upgrade immediately. The
2006 GTs factory-installed 235-section rubber is a good starting point.
Try it in action with those tires, if you havent already. The car likely has
enough grip and balance to be a fun, fast learning platform.
CAR ADVICE, FREE OF CHARGE
SEND YOUR QUESTIONS TO FIXER@ROADANDTRACK.COM
EITHER CCAN LAND YOU IN
THE WEEEDSITS JUST A
MATTER OOF WHICH END OF
YOURR CAR HITS FIRST.
Understeer
vs. Oversteer
911 BUYING GUIDE
t Id
. A lot
front
er
of
The Cheat Sheet
QUICK HITS FROM THE R&T PARKING LOT. OM THE R&T PARKING LOT.
2013 NISSAN ALTIMA V-6 At rst glance, the Altima seems like a perfectly
adequatastic four-door sedan. It has ultracomfy seats and light but cruise-
friendly steering, and it rides like an extra-soft mattress. But with the
optional 3.5-liter V-6, it has more than enough power, which is, of course,
just enough. Approaching 300 hp at this price has become common in the
class, but the Altima is still a decent bargain. And although that power is pro-
cessed through Nissans ever-present CVT, the rubber-band transmission
doesnt get in the way as much as you might think. John Krewson
BASE PRICE $26,550 ENGINE 270-hp V-6 EPA CITY/HWY 22/31 mpg
2013 NISSAN PATHFINDER AWD Nissan knows
the sales landscape for traditional SUVs is
as at as a mall parking lot, which is why the
Pathnder has morphed from a body-on-frame
sport-ute into a unibody crossover. Any off-
road pretense has been abandoned in favor
of fuel efficiency and interior room. Ground
clearance is negligible, and youre stuck with a
CVT and a V-6. Still, the AWD Platinum model
proved a relaxed and roomy hauler with cam-
eras and sensors galore, able to tow 5000
pounds. Josh Condon
BASE PRICE $31,095 ENGINE 260-hp V-6
EPA CITY/HWY 19/25 mpg
2013 FORD ESCAPE TITANIUM Everything that we imagine folks want in a
smallish SUV can be found in the Escape: an expansive forward view, high
seating, easy parking, and plenty of cargo room. You can get all that in any
number of vehicles, but the Escape excels because its actually decent to drive,
has high-quality interior materials, and can be outtted like a Lincoln. Frugal
types will naturally avoid the top-shelf Titanium edition and its fun, but thirsty,
2.0-liter turbo four. Larry Webster
BASE PRICE $31,265 ENGINE 240-hp I-4 EPA CITY/HWY 22/30 mpg
2013 BUICK ENCORE AWD The world is a strange and unpredictable
place. It now contains a subcompact Buick crossover with optional all-
wheel drive, one that shares mechanical components with the Chevy
Sonic. The Encores cabin has the same quiet, comfy feel as Buicks
other cars, albeit in a taller, abbreviated shape; a short wheelbase
means a slightly inty ride. The 138-hp four is adequate if you dont ask
too much of it, and the six-speed auto is equally relaxed. Everything is
comfort-oriented. DG
BASE PRICE $26,450 ENGINE 138-hp I-4 EPA CITY/HWY 23/30 mpg
2014 SUBARU FORESTER XT The Forester has grown up, gotten a job,
and settled down. The turbocharged XT, always the favorite of the lineup,
trades its mail-slot hood scoop for an angrier face, its conventional
automatic for a fun-killing CVT, and tidy packaging for larger size. EPA
fuel-economy numbers improve from last year, though real-world driving
requires you keep your foot planted to carry any speed. Frumpy as the
original was, we miss it. David Gluckman
BASE PRICE $28,820 ENGINE 250-hp H-4 EPA CITY/HWY 23/28 mpg
but its got great grip, and its stable. Its work to
drive and you have to think about it, but its easy.
That word again. I guess it felt easy. But only
on a smallish track, in the ve laps I got before
parking it, wary of growing too comfortable.
I got out and felt slightly proud for conducting
myself like an adult. Then I sat down and thought
long and hard about the car. Five minutes later, I
realized my hands were twitching.
Strike that. Easy is a stretch.
At the risk of stating the obvious, a 934
doesnt move like a 935. The 35s engine bay
is an orgy of loopy science; the rear lid on Ed-
wardss 934 hides two intercoolers, a at fan, and
something that looks a lot like a production mo-
tor. Plus an air intake big enough for the Titanic.
By late 1976, some 934s made as much as 580
hp. Edwardss car won its class at Le Mans in 1977
with Frenchman Bob Wollek. There is a plaque
on the wheel that says as much, albeit in Ger-
man. As the mechanics warmed it, it sounded
like any other turbo 911, chufy and congested.
Still in street clothes, I lowered myself into the
cockpit and sat there, thinking. The car felt big-
ger than the 935, but not by muchthe tiny pil-
lars leave you just as exposed, with full view of the
front fenders. The dash screamed Seventies 911,
with its center tach and vintage heater controls.
And then I grabbed a tube and lifed myself out,
staring at the spindly roll cage. The relatively tiny
racing slicks were suddenly obvious.
Law took the car out for a few timed laps,
came back in a little sweaty, and compared it to a
NASCAR stockersof, rolls a lot, a big compro-
mise, still hauls. I put on my helmet.
The 935 is really progressive, Law said. It
just comes up through the rpm and pulls hard on
the top, but the 934 is dead on the bottom. It feels
like youve got 150 hp, then youve got 500.
Afer the 935, the 34 felt comfortable and
familiar. I spent the rst lap doing acceleration
runs, playing with the turbo lag and the four-
speeds wandy, long-throw shifer, evaluating
just how long the car would wait before hiking
up its skirt. It varied with load and rpm, but basi-
cally, if you nail the gas immediately afer brak-
ing, you have to breathe out of it at the end of the
corner, right when full boost hits, to keep the
rear tires from turning to vapor. Get it right, its
an ordinary 911 with Gods boot up its ass. Get it
wrong, you spend a lot of time clenching various
body parts. And anything less than full commit-
ment just feels suicidal. If the 935 reacts immedi-
ately and seems innitely adjustable, even as its
tires slip, the 934 just wants one thing from you
always. And it will accept nothing less.
Caught up in the engines kick, I once reached
for a nonexistent fh gear at the end of Indes
straight. The pavement there is rippled, and the
934s wheel oscillated, the nose shaking with it.
The paradox registered: too much engine, but I
MANEATERS continued from page 77
still wanted more. On my cool-down lap, I no-
ticed yard-long rubber streaks in a few corners
from Laws lapping. (Him, coolly: Oh, yeah.
The tires got hot.)
The 934 recalls the 911s early years, when the
car demanded patience and understanding, not
politely requested them as now. You climb out of
it feeling barely man enough. And yet, if you later
watch a pro sliding one around, as I did, you nd
yourself thinking, What is wrong with my life that
I dont own a turbo Porsche?
Heres the catch: As you may have gathered, I
am not Bobby Rahal or Darren Law. (Endur-
ance-racing legend Hurley Haywood once said I
wasnt bad for an amateur, but thats hotshoe-
speak for Ive had a nice time playing passenger
on a racetrack, but this wasnt it.) Still, one thing
remains: Every vintage 911 Ive touched has been
a sweetheart. These two are no exception.
Admittedly, that may not tell you much. But
the glory here is how these cars let you glimpse
the possible. You give them what youve got, and
they hint at what the greats make them do. At
seven-tenths, a 934 or 935 seems friendly, the
slide-happy front tires and light-switch power tol-
erable. But if you pay attention, you catch whifs
of the other side, the old world where Le Mans is
run at night and in the rain, where the Porsche
Curves and the Mulsanne Straight regularly kill
people when they screw up.
The ancient clich applies: The men who rst
drove these cars must have been extraordinarily
free of imagination.
Law had never driven a 935 before, and he
seemed to prefer it. It was a better, more rounded
tool for competition, he said. Me, Im drawn to
the 934. It appeals to a romantic part of my per-
sonality that believes fast cars should put up a
ght. Above all, it illustrates the most enduring
lesson from the 911s rst 50 years: The difer-
ence between great cars and merely good ones is
that the great have enough soul to negate their
aws. Sometimes you just have to keep your foot
down to see it.
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BACK ISSUES: To order back issues within the past two years, please
go to backissues.roadandtrack.com. For digital back issues, please
go to www.zinio.com/rt-issues. ROAD & TRACK (ISSN 0035-7189),
(USPS 570-670), June 2013, Volume 64, Number 9, is published monthly
10 times a year except for combined issues in February/March and
December/January by Hearst Communications, Inc., 300 West 57th
St., New York, NY 10019. U.S.A. FRANK A. BENNACK, JR., EXECUTIVE
VICE CHAIRMAN & CHIEF EXECUTIVE OFFICER; STEVEN R. SWARTZ,
PRESIDENT; CATHERINE BOSTRON, SECRETARY; RONALD J. DOERFLER,
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VICE PRESIDENT & GENERAL MANAGER; JOHN A. ROHAN, JR., SENIOR
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ALL RIGHTS RESERVED. ROAD & TRACK IS A REGISTERED TRADEMARK
OF HEARST COMMUNICATIONS, INC. PERIODICALS POSTAGE PAID
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Polarized with
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paddles in any gear, and the engine will free-
wheel. Release them, and drive will gently reen-
gage. If youre in Sport Plus mode, the gearbox
will unceremoniously dump the clutch.
I wanted to make sure I could still do a burn-
out when I pull up next to a Prius at a red light,
Preuninger says. The man is quickly approach-
ing sainthood.
Alas, the GT3 wouldnt need the Prius-paddle
function if it had a real clutch pedal. Hearing
this, Preuningers chiseled face drops.
The manual-versus-PDK argument was the
most discussed point [during development], and
we only made the decision to go with the PDK
last August. This is genuinely the first time a
paddle gearbox is satisfying to me. PDK takes
away the clutch, which is the interface between
man and machine . I admit that. But it gives back
more. Every shift of the manual-transmission
car loses almost a half car-length [on accelera-
tion]. That means afer three shifs, the [auto-
matic] GT3 can pass a manual GT3 and pull
safely in front of it.
To which we couldnt help but respond, Yeah,
a GT2 or an automatic Turbo could do that, too.
The crux of the issue is that theres a fun-
damental difference between speed-obsessed
German engineers and good ol silly Americans
who just love to drive a manual. For the former,
theres a point at which the automatic is faster
and can be programmed to be more efficient.
It then becomes better. To the rest of us, it
merely becomes a better automatic. And while
the GT3s PDK is one of the better automatics,
there is not, nor will there ever be, an automatic
that is as involving as a manual. The 911, like so
many other cars, has traded a degree of involve-
ment for speed. Wed happily lose time on the
sprint to 60 mph, or a few seconds per lap, if it
meant more fun.
But rather than lay all the blame on Preun-
inger and Germans as a whole, were partly at
fault. There was a time when most enthusiasts
seemed to view the dual-clutch automatic as the
second coming. Afer living with those transmis-
sions for a decade, they just feel like automatics.
On that note, allow us to apologize on behalf
of an entire industry. We were wrong. We dont
care about shaving tenths of acceleration runs.
We want to work for our lap times. Were bored
to death behind the wheel, and we want to get
busy with a shif lever and a clutch pedal.
Perhaps those Germans also can admit they
made a mistake. No need to apologize for the
directional operation of the shifer or the regular
911s lack of steering feel; those are now xed.
You have to hope that, at some point, Porsche
will release a Mea Culpa Edition GT3 with a six-
or seven-speed manual. In the meantime, well
just enjoy the version we have. Whichif youll
please just shut up and drive itis one hell of a
consolation prize.
GT3 continued from page 63
PIT
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$79 .99
$
39
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2 PIECE, 1500 LB. CAPACITY
VEHICLE DOLLIES
LOT NO.
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60343
Item 67338 shown
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42%

$
19
99

REG.
PRICE
$34 .99
1000 LB. CAPACITY
SWING-BACK
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LOT NO.
41005/69780
Item
41005
shown
S
U
P
E
R

C
O
U
P
O
N
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$90
60" WORKBENCH WITH
FOUR DRAWERS
LOT NO.
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$
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99

REG. PRICE $229 .99
Item 93454 shown
Item 47257
shown
REG.
PRICE
$5. 99
$
2
59
27 LED PORTABLE
WORKLIGHT/FLASHLIGHT
Item
67227
shown
LOT NO.
67227 /69567/
60566
Requires three
AAA batteries
(included).
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56%
LOT NO. 47257/61230
6" DIGITAL CALIPER
Includes two
1.5V button cell
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REG.
PRICE
$29 .99
$
9
99
SAVE
66%
LOT NO.
90018/69595/
60334
Item
90018
shown

$
79
99

REG. PRICE $144 .99
1500 LB.
CAPACITY
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$65
SAVE
60%
SUPER-WIDE TRI-FOLD
LOADING RAMP
Item 38391
shown
SAVE
40%
3-IN-1 JUMP STARTER
AND POWER SUPPLY
LOT NO.
38391 /60657

$
35
99
REG.
PRICE
$59 .99
900 PEAK AMPS
SAVE
$135
FIVE DRAWER
TOOL CART

$
164
99

REG. PRICE $299 .99
LOT NO.
95272/69397
700 LB.
CAPACITY
Item
95272
shown
S
U
P
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C
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P
O
N
!
REG. PRICE $27 .99

$
19
99
YOUR CHOICE!
13 PIECE 1/2" DRIVE
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SAE
LOT NO.
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METRIC
LOT NO.
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69332/69561
Item
67903
shown
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28%
REG. PRICE $12 .99

$
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5 PIECE AUTO TRIM
AND MOLDING
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LOT NO.
67021
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61%
SAVE
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$
87
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Electronic keypad uses
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LOT NO. 68332
4 CHANNEL
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$
249
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LOT NO.
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60625
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G O L U T Z Y O U R S E L F
by BOB LUTZ
You said it yourself: a bad idea! Ask yourself how
ve smart guys could possibly have embarked
on such a hopeless, demotivating project. Was
alcohol involved? My suggestion: Get together
sober, agree it was a bad idea, and sell it to ve
other guys, if you can nd them.
Im working a job I like at a great company, but
Ive been ofered a similar position at a smaller
outt, albeit one with a lot more prestige. The
opportunity is tempting. Word is you were
once in a similar situation; they say you were
ofered the chance to run Porsche and turned
it down. Seems like that would have been an
amazing gig. Is this story true, and if so, why
did you say no?
JAMIE GINSBERGER, San Francisco, California
I was, in fact, once approached to see if I was
interested in becoming CEO of Porsche. But
I was chairman of Ford of Europe at the time,
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International Operations, and I wasnt ready for
a job that would likely be my last. Plus, at BMW,
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I sit in a lot of meetings. Im even expected to
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home, I dont know why my wife seems to think
the family has to sit around a table if it isnt din-
nertimemaybe I sound like a jerk, but its not
like my kids get a vote on anything anyway.
Does anything important ever get decided in
meetings, or am I safe letting my mind wander
during these get-togethers?
MARION WAYS, Tallahassee, Florida
I sympathize, but a certain number of admit-
tedly painful meetings are necessary, and they
have to be face-to-face. In your leadership posi-
tions at work and at home, you should focus on
substance, move it along, and use the gathering
to lead, educate, inspire, impart your views.
Thats your duty. But when you nd yourself in
huge meetings run by someone senior and you
wonder why youre there, its okay to sleep. I did.
My beloved Toyota pickup is just about
shotits past the point of no return, there
are patches on top of patches, and xing it
up one more time isnt an option. Problem
is, these Toyotas are scarce in my part of the
country, no one makes a decent small pickup
any more, and theres nothing else for me. Why
doesnt anyone ofer a decent small pickup,
and whats wrong with me that I dont want
anything but?
KARL KOLB, Laramie, Wyoming
Your condition isnt serious. Rare, but emi-
nently treatable. Find a late-model small pick-
up from just about anyone . . . a Ford Ranger,
Chevy S-10, whatever Nissan that was, etc.
Make sure its reasonably low-mileage. The rea-
son I call your condition rare is that most buy-
ers opt for full-size: The small trucks simply got
squeezed out of the market.
J
O
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H

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NEED HELP? HELL YEAH, YOU DO. WHY NOT ASK
THE WORLDS MOST OUTSPOKEN CAR GUY?
When you nd yourself in
huge meetings run by someone
senior and you wonder
why youre there, its okay
to sleep. I did.
Bob Lutz has been The Man at several car compa-
nies, so your problems are cake. Bring em on.
I share a car with four friendsalready a bad idea, according
to somethat we couldnt aford individually. We thought
itd be a good experience, and fun, to work on it together,
learning stuf, sharing the glory and expense, that sort of
thing. Well, it basically needs everythingengine, transmis-
sion, suspension, interior, you name itand we cant decide
what to do next. Without boring you with the gory details,
how should we set priorities in this project without going for
each others throats?
MARTIN GANZ, Detroit, Michigan
Dear Bob,
! Submit questions to Bob at AskBob@roadandtrack.com
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OUTLAW 911S, SEE PAGE 28

Were so used to it being a 24-hour sprint

A few years ago, Sir Stirling Moss told us

Our year doesnt run from January to

Ive missed one year since 1989. I got chicken

We do more race miles at Le Mans in

I got married in 06. We had the ceremony

Everything comes back to Le Mans. The

The thing that the track has in spades is

Its one race, but a million diferent stories.

Weve met some fabulous people, including

The locals call Le Mans le semaine Anglaise

Far be it from me to second-guess Bernard

Embrace the red.

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