Month: February 2019

Aston Martin is set to launch a brand new program in 2019, where customers can enjoy exhilarating race track experiences at iconic circuits, with expert guidance available through the AMR Drivers’ Club. This customer-focused driving academy will offer various levels of tuition to suit each driver, from exploring the capabilities of their own Aston Martin to finding the limit in some of the marque’s most extreme track cars, for those with aspirations to race. The Aston Martin track programme will initially offer three key pillars of experiences, each containing various levels as outlined below.

AMR Experience
The entry level of AMR Experience is called Discovery and it provides an introduction to the brand and products, with 1-to-1 tuition from a dedicated Aston Martin instructor. The next level is known as Performance, an opportunity for owners to fully explore the capabilities of their own Aston Martin with the additional option of a dedicated instructor to provide appropriate guidance.

AMR Academy
Drivers will train with professional Aston Martin instructors and experience the latest Aston Martin models, working from Level 1 to Level 3 for one and a half days per level. As they develop their track capabilities, the customer will then progress to the next level, until they are ready for the AMR GT Academy.

AMR GT Academy
One and a half days of 1-to-1 tuition in a race-prepared GT4 Aston Martin awaits customers with the desire to push their driving skills on to new levels. For those with ambitions to compete, our AMR GT Academy provides the perfect platform to support you in working towards your racing licence.

The track experiences in 2019 will take place at nine significant race circuits, many of which have hosted famous F1 races and each with their own unique layout. The programme will commence with Algarve International Circuit on 19/20 March. Customers can also enjoy visits to the challenging Spa-Francorchamps, the home of British motorsport at Silverstone on 4/5 September and the distinctive Barcelona Circuit on 16/17 September. The packages will range from £750 to £7,600, which can include car, hospitality and accommodation depending on the course selected.

To learn more about the AMR Driver’s Club or to book experiences visit www.astonmartintrackdays.com or contact [email protected]. For additional information about Art of Living by Aston Martin packages visit www.astonmartinartofliving.com.

The refreshed AMG GT which has just been announced, features new exhaust tailpipes, exterior styling enhancements, new LED High Performance headlights; and front and rear view camera, with parking sensors and parking assistant.

The AMG GT Coupé and Roadster feature a hand-built V8 4.0-liter gasoline engine and an AMG Speedshift DCT 7-speed sports transmission. The GT Coupé and Roadster produce 476 hp and 630 Nm of torque. The GT can travel from 0 to 100 km/h in 4.0 seconds and has a top speed of 304 km/h (303 km/h for the GT Roadster). The GT S Coupé and Roadster have an output of 522 hp and 670 Nm of torque. They can reach 100 km/h in 3.8 seconds and while the Roadster has a top speed of 307 km/h, the Coupé can reach 311 km/h. The GT C Coupé and Roadster produce 557 hp and 680 Nm of torque, and can travel from 0 to 62 mph in 3.7 seconds. The Coupé has a top speed of 317 mph, while the Roadster can reach 315 km/h.

The GT Coupé and Roadster comes as standard with LED High Performance headlamps with Adaptive Highbeam Assist, 12.3-inch digital instrument cluster, electrically extending rear aerofoil, AMG performance steering wheel in nappa leather with touch control buttons, AMG Track Pace, AMG drive unit with center console in V8 design, 19-inch AMG five-twin-spoke alloy wheels, heated seats, AMG performance exhaust system, Keyless-Go starting function; automatic climate control, silver chrome trim package trim with black nappa leather upholstery and parking assist. The GT S adds electronically controlled AMG rear axle limited-slip differential lock; 19-inch/20-inch ten-spoke AMG alloy wheels; and AMG Ride Control sports suspension with adjustable damper system. The GT C adds AMG rear axle steering; Keyless-Go package; Mirror package including electrically-folding mirrors and automatically dimming exterior driver’s mirror and rear-view mirror; and a Burmester surround sound system.

The new models can be ordered now, with deliveries as of May 2019.

Very close to the historic town of Hastings, where the Normans under William, later called the Conqueror, defeated the English army led by the unfortunate King Harold in 1066, lies the village of Battle. Next to that village is a relatively small industrial estate where immaculate white trucks with the “CKL” abbreviation on them are often seen. This is the site of CKL Developments, one of the world’s foremost specialist in the art of preparing classic Jaguars for serious racing.

The company is run by Rupert Manwaring, who has gathered a wealth of experience at Lola Cars and Lotus Motorsport, and Chris Keith-Lucas, who has raced Jaguar XKs for 46 years and is also renowned for his role at Lynx. The philosophy here seems very simple: integrity brings repeat customers. They abide by that rule, because it works: CKL customers shape the way the company operates. People who have had their road cars restored are drawn into historic racing, and they rely on the East Sussex company to prepare and run their cars.

Race preparation and support are, historically, the two main tenets of CKL operations. Complete race support packages are offered, from the initial workshop preparation of one’s car to full race support, including expert driver tuition and coaching. The value of such work cannot be overrated, as the performance of a historic race car can only be as good as the skill and mental qualities of its driver or drivers. The company also provides complete arrive-and-drive packages; they can store cars, service them, transport them to and from events, and also take care of the formalities connected with race entries.

In order to hone the performance of the owner-driver client, CKL organizes exclusive track days and test days at the famous Goodwood Motor Circuit. The numbers of vehicles participating are kept small in order to maximize track time. Technicians are available to solve problems which the customer cars may encounter, and on-track tuition is available. The objective of such events is to give more experienced clients a chance to improve their technique, and to give the less experienced ones more confidence.

The workshop facility makes a big impression: equipped with eight vehicle lifts, it is normally a hive of activity. Specialist tooling and highly experienced technicians ensure that the highest possible level of quality is achieved, and the safety of clients driving their own cars is paramount. Right next door there is a metalworking workshop, where exceptionally skilled panel beaters not only can modify a racing classic or perform crash repairs to an aluminum body, but they can also fabricate required parts from a flat sheet of metal!

Restorations are a tricky area: most people tend to overdo them, and turn historically important cars into parodies. This company works with its clients to choose the type of rebuild or restoration which is needed. Delicate work which preserves most of the original patina is preferred, because it helps maintain or raise the value of the car in question. Minor mechanical rebuilds are, of course, also possible as well as concours-level restorations. Most often these are performed upon 1940’s-1960’s Jaguars and other post-war British cars. Earlier, the East Sussex company used to take care solely of Jaguar XK and E-type vehicles, but has now expanded to cover not only British post-war sports cars (including a recent restoration of a significant Austin-Healey), but also American models and other classics whose value and conditions warrants the involvement of a highly professional restoration company. Whatever a customer’s needs, the specialists at CKL will make sure that he returns, satisfied, again and again.

For most people the Ferrari F40 is the red Italian supercar hero of the 1980’s: fast, crazy, exaggerated, but for me the top of the podium in that category goes to the much less known 288 GTO. The F40 is built like a race car, people expecting creature comforts walk away disappointed. Underneath the carbon fiber skin covered in slightly rippled Rosso Corsa paint there is tha uncouth, primitive nature of a competition car, a purpose thinly coated with a veneer of sophistication. It is almost as if the F40 says: I am indeed ugly underneath, and who cares?

The 288 GTO was born out of a desire to build a car which could be competitive in the newly formed Group B. And group B was where everyone wanted to be: Audi, Peugeot, Lancia, Ford, Opel, Porsche… The new regulations made it simpler for manufacturers to create shorter production runs (200 units) of the base vehicles, leaving more money for seriously crazy racing development. Ferrari knew it could beat most of the other car makers involved in group B racing, and it began to work on a car which would help them do just that. It also decided to call the car GTO, for the first time sicne the iconic 250 GTO.

Built on a tough tubular steel chassis, it boasted a wheelbase longer than the production 308 GTB, and it had four-wheel independent suspension. The new Tipo F114B mid-mounted V-8 engine was installed longitudinally rather than transversely, and it produced 400 hp thanks to four valves per cylinder, Weber-Marelli electronic fuel injection, twin IHI turbochargers, and dual Behr intercoolers. The doors, trunk, and engine cover were all covered in lightweight aluminum, while GRP and a carbon compound formed the rest of the bodywork – a taste of the carbon fiber to come.

The car looked a bit like the 308 GTB, but it was much more aggressive, with large flared wheel arches needed on account of the bigger wheels, 8-in. wide at the front and 10-in. wide at the rear. Larger spoilers were also fitted front and rear, the result of extensive wind-tunnel testing. The rear fenders had three vertical cooling slots behind the wheel, an obvious tribute to the great 250 GTO.

Due to a multitude of reasons, and not just several fatal crashes, group B was canceled in 1987 and almost all manufacturers were left with rally and racing cars they did not need. Ferrari had already made a decision, in 1984, that entering group B racing would ultimately be futile, and, when left with a completely developed car, to produce it in a short series for faithful customers, but as a road-legal vehicle. To that end the 288 GTO received leather seats, electric window lifters (s an option) and an air conditioning unit. 272 cars were built and, later, six Evoluzione examples. Among famous owners was one Niki Lauda. In the early 19990’s, when I asked Jeremy Clarkson which car was the greatest car of all time in his opinion, he immediately answered: “the Ferrari 288 GTO”. And why? “Because it is.”

The turbocharged Ferrari, which now fetches prices of between $3,200,000 and $3,600,000, could reach 100 km/h from a standstill in around 5 seconds, did the 0-200 km/h sprint in 15 seconds, and had a top speed of 304 km/h. Today the figures do not seem like much, but back in the day they were mind-blowing. It was simply one of the fastest street-legal cars on Earth.

Gymkhana TEN star Ken Block’s love affair with Ford pick-ups runs deep. He learned to drive in one, did his first burn-out in one and made a 1977 Ford F-150 the star of his latest video. The “Hoonitruck” has the same twin-turbo 3.5-liter V6 EcoBoost engine as the Ford GT, tuned to deliver more than 900 horsepower, and the largest 3D metal-printed part for a working vehicle in automotive history.

The project was a global effort. Ford Performance engineers in the U.S. ran engine performance simulations and collaborated with a team of Ford research engineers based in Europe to design the part and conduct structural analysis. Working together with RWTH Aachen’s Digital Additive Production Institute, in Germany, the team built an intricate aluminium intake manifold that supplies air from the turbochargers to the engine’s cylinders.

Watch the video here https://youtu.be/6GsuRCGEZno

“We are fortunate to have access to incredible technology, but this was one project that pushed us – and our computing power – to the absolute limit. The manifold has a complex web‑like structure that couldn’t be made using traditional manufacturing methods. We ended up dissolving the support systems in acid,” said Raphael Koch, engineer, Advanced Materials and Processes, Ford of Europe.

3D printing, or additive manufacturing, is a tool-less production method that offers design flexibility to help reduce weight and improve performance. The technology is usually used in the development of Ford vehicles to help test and refine different design approaches and to create tools more quickly and cost-effectively. For the manifold for the “Hoonitruck” – that weighs almost 6 kilos – the whole build process took five days.

“I think Ford did an exceptional job. This is my favourite part of the ‘Hoonitruck’. You could not have made it any other way,” said Block. Ford recently received awards from the Automotive Division of the Society of Plastics Engineers for 3D-printed parts that went into Ford Ranger and Mustang vehicles.

Gymkhana TEN is available here https://www.youtube.com/watch?v=m_KBvP0_8Tc

Overview

The XK Jaguar happened sort of by accident. William Lyons had a new engine to sell, and Pressed Steel, the body manufacturer, was unable to provide Mark VII bodies for it without a sizeable downpayment for tooling. Lyons wanted a sleek sports car for the 1948 Earls Court Motor Show and the XK120 was that car, with an aluminum body. The resultant demand surprised everyone, and the hand-beaten alloy bodywork took too long to produce. After 242 units the production switched to steel.

It was conclusively proved to the public, on the Belgian Jabbeke highway, that the car could really do 120 mph and more, and Ian Appleyard, the son in law of William Lyons, did very well in Alpine Rallies. The new car was an instant hit in America, with the first unit bought by Clark Gable, and helped the British marque gain a foothold on the other side of the Atlantic. The initial XK120 was superseded by the technically superior, but arguably inferior in the looks department, XK140 and XK150. Most collectors believe that the prettiest model is the earliest 1949-1950 XK120, and that the design was later watered down due to the larger engines. However, the design flair remained in place.

Early XKs, line the later E-types, were really engineered for small people, and people over 180 cm in height simply don’t fit; it’s easier with the later models. Early XK120s can, however, be modified to accommodate modern-sized inhabitants. In case the Xk150 does not strike your fancy, try taking the bumpers off and fitting some wider wheels. The very late XK150S has the E-type engine and is especially satisfying to drive.

If you wish to go racing with a standard XK120, your choice is limited if you want to race under full FIA rules. The car then must have four drum brakes, the Burman steering box and 2 small SU carbs. The later models were more advanced technically, with the XK140 introducing rack and pinion steering and the XK150 bringing disc brakes. That said, companies such as CKL Developments can make drum brakes work better today than they ever worked in the 1950s.

Generally, due to its construction methods, the XK is quite expensive to restore. The car in our pictures is an alloy example from 1949, originally delivered to Homburg in Los Angeles. It was restored by CKL Developments at great expense with the correct cream paintwork and the biscuit and red interior trim, and it sports several special features which were altered for later examples, like non-adjustable hood clamps, a different door handle location, and the absence of turn indicators. This particular car retains the very rare starting handle (crank) and its tool set.

Engine

The inline six first had a capacity of 3.4 liters, in the XK150 it ended up with 3.8. It is very sturdy and tuneable for faster driving. You can actually double the output of those engines with stronger internals, bigger valves and different camshafts. Regular oil changes and the correct antifreeze concentration are essential. The cooling system must be kept in perfect face, and installing an electric fan and an expansion tank is advisable.

Gearbox

The original Moss gearbox, or more precisely, a Moss design manufactured by Jaguar, is very strong and reliable. it has synchromesh on second, third, and fourth, but the gearchange itself is rather slow. However, some specialists are capable of making it work better. The first XK120s had an ENV rear axle with no limited slip differential, later cars had a Salisbury axle with an LSD.

Chassis

Anything can be improved by replacing bushes and setting the correct angles. Check if rear axle tubes are not coming off the diff, as this is a popular phenomenon. Also check drum brakes for judder and a spongy pedal. Many users today do not comprehend the physics of drum brakes which cannot cool quickly, and abuse them.

Bodywork

This is a traditionally built car, with a ladder chassis and a separate steel body (or rare alloy body). Some frame box sections can rot from the inside, as they can hold moisture and mud. Check the front anti-roll bar mounting area, as it suffers not only from the effects of moisture, but also from stress corrosion (it transmits powerful forces) or even cracks. Another problem area is the section of the chassis which goes over the rear suspension. All these problems can be fixed, and at worst, you can buy a completely new chassis; this, however, will ruin the car’s originality. Fortunately, now most XKs are well looked after, unlike 30 years ago.

Interior

Everything is available, but the car will retain the highest possible value if it is entirely original. Original patina is best, although there are people who can make an XK interior perfect: the only issue is money.

The Story

1948: XK120 launched at Earls Court with aluminum body
1950: bodies made of steel
1951: start of production of Fixed Head Coupe, heater made standard
1954: XK120 replaced by XK140 with rack and pinion steering and more interior space
1957: XK140 replaced by XK150
1961: end of production

Specifications

Specifications
Jaguar XK120
Power 160 hp
Top speed 200 km/h
0-100 km/h 10 s
Economy 13 l/100 km

The DRIVERSHALL Verdict

An XK in good condition is a joy to drive, and lots of fun to race. The operative word here is “condition”! Buy the best one you can find, or a scruffy one and budget for a proper restoration. Early Xks with drum brakes and crossply tires provide an authentic driving experience, if you are slightly less hardcore, you can have electronic ignition, power steering, disc brakes and an electric fan installed. Lots of faked restorations exist, photographic proof may come from a different car. Ask a specialist to look at the car before the purchase. Check if all the documents pertaining to the car’s alleged restoration are present!

Overview

When the 964 version of the Porsche 911 appeared in late 1988, and although 85% of the car was virtually new, it still had the original body shape and was powered by an air-cooled flat-six engine positioned behind the rear axle. At the beginning the car was launched as the all-wheel-drive Carrera 4: at the time, AWD rally cars were all the rage, and the 959 already had shown the potential of delivering torque to all four wheels. The idea was that the AWD system would tame the difficult handling characteristics of the 911, making it accessible to more customers worldwide. The engine was installed in such a way that four-wheel drive was technically doable, except that the old-style torsion bar suspension was in the way. Therefore the entire chassis was redone completely by the team at Weissach, resulting in an arrangement with MacPherson struts in the front and semi-trailing arms with coil springs in the back. The whole floorpan was also newly designed, with new suspension attachment points.

At the time, the investment made in the 944 and 928 lines was not bringing any profit, and the 911 in its latest form had to save the Porsche company from extinction. However, the AWD system, with its 31:69 division of torque between the axles, was very complicated. It used the ABS sensors at each wheel to determine how to apportion torque. If one wanted to save some money and 80 kilograms, as of 1989 one could order a two-wheel drive Carrera 2. It was more agile, and it was possible to order it with the new Tiptronic automatic gearbox (which was unavailable with four-wheel drive).

Until 1993, the factory produced 18 219 Carrera 2 Coupes, 13 353 Carrera 4 Coupes, 16 517 Cabrios, 4 863 Targas (both the Cabrio and the Targa were available as Carrera 2 or 4), and 930 Speedsters, based on the Carrera 2. Today, Carrera 4 models and Tiptronic-equipped cars are generally cheaper than the others. The RS versions, Anniversary cars and the Turbo S have much higher prices, with the Turbo S having exceeded 1 million euros at an auction!

Engine

For the 964 the engine grew to 3.6 liters. Because it is not very heavily stressed, with proper maintenance it can reach 300,000 km until it needs a complete overhaul. Therefore you must demand invoices which prove that a regular and correct maintenance schedule has been adhered to. Valve clearances must be checked every 20,000 km, the double ignition distributor must be checked and the toothed belt replaced every 80,000 km or every 7 years. The cam drive chain sliders must be replaced every 150,000 km. The fuel pump relay can be defective, and the dry sump lubrication system can develop leaks.

Generally the drivetrain maintenance is very labor-intensive on the 964 due to the tight packaging of components. Don’t be surprised by the workshop bills.

Gearbox

The manual gearbox is very strong. Avoid the Tiptronic, and not because it blunts the car’s performance, but because its electronics are prone to failure. Most, if not all, of the Japanese imports are Tiptronics: buy only when the rest of the car is really perfect, and you are terrible at gear shifting.

Chassis

The car will only behave perfectly when the suspension is in ideal condition. The bushes, bearings and rod ends should be replaced recently, and have no play. Too many Porsche 964s in the market are shiny, visually desirable and riding on completely worn out suspension parts: avoid, or haggle. The all-wheel-drive hydraulics are generally unreliable and difficult to maintain. The AWD control unit and Tiptronic control unit electronics are extremely expensive, and they have a strong tendency to fail unexpectedly.

Bodywork

The body is fully zinc-coated, and really rusts only when unprofessional repairs have been performed due usually to accident damage. If you see any rust, walk away. Be suspicious of freshly resprayed cars. The typical hiding places for the tin worm are the large GRP bumpers, which often hide accident damage.

Interior

All parts are available, but never cheap. Look for interior wear (seat bolsters, pedals, steering wheel, handles, switches) which does not match the declared mileage. Find the best interior on the market in order to avoid costly repairs.

The Story

1988: Carrera 4 launched
1989: Carrera 2 unveiled, Tiptronic available
1991: Carrera RS available; 260 hp, but only 1220 kg, modified suspension and steering, only 2832 built
1991: Turbo (320 hp) and Turbo S (381 hp) available
1992: no more running-in period with special engine oil
1993: Speedster, Carrera RS 3.8 and RSR launched
1993: end of production

Specifications

Porsche 911 Carrera 4
Power 250 hp
Top speed 260 km/h
0-100 km/h 5.7 s
Economy 9-18 l/100 km

The DriversHall Verdict

The 964 is very good to drive… for the period. Many of the now fashionable restomod cars are based on the 964, including Singers, but the later 993 is a much better drive due to its multilink rear suspension. Better and safer. That said, a healthy Carrera 2 can give the driver a lot of pleasure. The simplest is always the best, so go for a manual Coupe with rear-wheel drive… or the hellishly expensive RS, which is a work of art. The 964 is the first 911 with power steering (and ABS) and thus is definitely less demanding of its driver. You can drive it in heavy traffic, and take it to a race track. Your choice, and you can make this choice every day. Make sure only original Porsche spare parts have been installed in the car you wish to buy!

Overview

The 911 entered its tenth year in 1973 and the second generation of the rear-engined car was launched.. The Stuttgart-based car manufacturer used powerful turbo engines in its top model and a galvanized body for every vehicle, and additionally launched a Cabriolet version of the 911 and the Speedster on the market in addition to the Targa.

The stricter safety regulations in the USA demanded that all new cars withstand a collision at eight km/h without damage when driving forwards and reversing. Zuffenhausen therefore introduced the characteristic impact bumpers with a rubber lip in front of the luggage compartment lid (and the accordion rubbers on the sides). These bumpers could be compressed by up to 50 millimetres without any damage to important vehicle parts. The collision energy was absorbed by flexible impact absorbers on the US version, and Porsche offered these as an option for all other markets. Safety in general was very important for the second 911 generation. Standard three-point seat belts and front seats with integrated head restraints and impact-absorbing surfaces in the newly designed sports steering wheels were prominent.

The six-cylinder engine in the standard 911 already featured the 2.7-liter displacement of the 911 Carrera RS of the previous generation right at the start. This increased to 3.0 liters shortly afterwards. As from 1983, this increased again to 3.2 liters, with a power output of up to 250 hp for the 911 SC RS. The enormous development potential of the air-cooled flat engine meant that there was always room for improvement.

Porsche started its Turbo adventure by actually buying a Ford Capri with an aftermarket turbocharging kit, but soon developed its own sophisticated solutions. The 3.0-liter flat-six engine at the rear of the 911 Turbo reached much higher power levels as from 1974. The turbocharger technology initially powered this super sports car with 260 hp. From 1977 onwards, an additional intercooler and an increase in displacement to 3.3 liters provided an extra boost – the result was an impressive 300 hp. This translated into performance values that were practically unrivaled in the middle of the 1970s: 5.2 seconds for the sprint from zero to 100 km/h was just as unbelievable as a top speed of more than 260 km/h. Another legend was born with the Turbo.

Nevertheless, dark clouds were gathering on the horizon: new sports cars from Porsche with transaxle technology (engine at front, transmission at the rear axle) such as the 924 and 944 model series with four cylinders and the 928 series with eight cylinders were intended to replace the “obsolete” 911. However, the transaxle heirs to the 911 throne did not establish themselves and the demand for the evergreen remained as high as ever. Porsche then took the right decision: a change in strategy. The future of the 911 was therefore secured for the time being. As from 1982, a Cabriolet version was also offered for the first time alongside the Coupé and Targa. This was even followed by a 911 Carrera Speedster in 1989, marking the end of the second 911 generation – 2,103 of these were delivered with the turbo-width body and only 171 in the slim export version. The G model was built in the period between 1973 and 1989, and Porsche produced 198,496 of these vehicles during these 16 years.

The G is, of course, easier to drive than the preceding model, but it’s also considerably faster. This is the first “real” 911 with the performance to match the visual promise. A car in fine technical shape can be used as an everyday driver, and if you are planning to use one a lot, go for the post-1983 version with the superior G50 gearbox. It is not easy to shift gears with the older 915 transmission, but every shift, every corner exit is more rewarding and much more satisfying if you get it right: the choice is yours. The Turbo is very fast for the period, and a real handful in the wet. If you don’t have racing or rally experience, treat it with a lot of respect. The unassisted steering goes light, on all G-series cars, when, driven on the limit, the 911 lifts a front wheel off the ground due to insufficient torsional stiffness of the body. Things get really hairy then. Driven below the limit, the car on the correct tires is quite manageable.

Engine

The earliest G-models with the magnesium crankcase may leak oil, the later cast aluminum crankcase is more stable. The 3.2-liter Carrera motors have hydraulic camshaft chain tensioners, and suffer none of the chain-related issues of earlier cars. On cars built before 1976 the bolts attaching the heads can rip out of the threaded holes in the block, or the thread on the bolts can strip, causing catastrophic engine damage. Blue smoke from the exhaust means worn valve guides. Heat exchangers and exhaust systems can cause problems, and K-Jetronic injection systems need specialist attention. The correct oil pressure is very important, especially on the Turbo: at 5500 rpm it should not drop below 4 bar. Watch out for cars imported from the USA: due to a different engine calibration, the motors are subject to higher thermal loads and wear out much more quickly.

Gearbox

Cars with the G50 gearbox, as of 1986, have a hydraulically operated clutch, and if it becomes heavy, its mechanism needs a serious repair. Cars which are driven regularly must have had this issue addressed, but “collector” cars with low mileage carry a risk in this area. The earlier 915 gearbox requires a calm hand, due to its traditional Porsche-patented synchromesh, but some collectors prefer it.

Chassis

All the suspension parts must be in perfect shape, the alignment must be correct, the proper tires used etc., otherwise the G-series becomes much more difficult to drive than it has to be. Check the suspension attachment points for corrosion. hire a specialist if you have any doubts. Insist on a test drive: even if you do not have the knowledge needed to detect faults, at least you will find out whether you can live with this version of the 911.

Bodywork

Cars built in 1974 and 1975 rust heavily, cars built in 1976 and later, due to zinc coating, generally are better. Most cars have had some sort of a restoration, but beware of cheap, superficial work: look for poor paint matching, uneven panel gaps and evidence of unprofessional welding. Ask a specialist to look at a car before you negotiate a price. Good restorations are expensive! Leaky seals on convertibles lead to a lot of hidden damage.

Interior

Look for UV damage to interior parts. Most parts are available, but are never cheap. Picking a car with a healthy, clean, undamaged interior will save money in the long run.

The Story

1973: model launched
1974: Turbo unveiled
1978: SC replaces Carrera, Turbo engine capacity grows to 3.3 liters
1983: Cabriolet without a targa roll hoop launched
1987: Speedster launched. Turbo available as convertible and Targa
1989: last unit built

Specifications

Porsche 911 SC
Power 204 hp
Top speed 235 km/h
0-100 km/h 6.8 s
Economy 10.4 l/100 km

The DRIVERSHALL Verdict

I must admit to being a little biased here, because the G-series is one of my favorite iterations of the iconic Porsche 911. It is demanding enough to drive to focus your mind, scary enough to be considered a supercar and useable enough to be driven every day. Buy the best car you can find. Some versions, like rare Turbos and the Speedster, for instance, command ever higher prices and are very good investments: unfortunately their owners tend not to drive them at all…