CLASSIC PORSCHE TOURING THE GREAT ESCAPE ... GREAT ESCAPE Fancy touring Bavaria in a classic Porsche? Munich based Passo Tourismo has the means, so we make a run for the Austrian border

THE GREATESCAPEFancy touring Bavaria in a classic Porsche? Munich based PassoTourismo has the means, so we make a run for the Austrianborder in a pair of their 3.2 Carreras

58 911 & PORSCHE WORLD

CLASSIC PORSCHE TOURING

59911 & PORSCHE WORLD 59

Words: Johnny Tipler Photography: Antony Fraser

to Munich, and we call this the Heritage Route for Porscheenthusiasts.’ Among the diverse attractions nearby areGarmisch-Partenkirchen’s winter sports venues and theonce-a-decade Passion Play at Oberamergau, with severalbucolic summer events in the region, not least the MunichBeer Festival, though Lars mentions that thesebacchanalias are not on the itinerary for obvious reasons,glug glug.

There are six regular tour routes, and though there’sample flexibility it’s best to stick with what’s proscribedas Passo Tourismo have recce’d the routes obsessively soyou won’t miss anything. ‘You can choose completepackages from one- to four days including hotels anddinner, but of course we can also offer customised tours.If people want to bring their own Porsches we can lay ona special tour just involving the route and the hotels.’Prices are dependant on which tour is selected: thenumber of days, how many people, and the specific costof the hotels. For example, the one-day ‘Passo BavarianHighlights Route’ starts from €439, the two-day ‘Run forthe Border Route’ that takes in southern Bavaria and into

the Austrian Tyrol costs from €699, and the three-day‘Bavarian Wonderland Route’ taking in King Ludwig’soutrageous Marchenschloss goes at €899. It’s likely thatprices will be up slightly in 2011, so check before booking.

Lars and Franz have evaluated every hotel andrestaurant they list in their detailed, illustrated routebooks so you can be sure of high standards. ‘These tripsaren’t cheap,’ says Lars, ‘but they are good value andpeople generally get more than what they are expecting –they should also expect the unusual, and get it. We’repassionate about what we do and we go the extra mile.There’s no room for mediocrity and we check every detail.’

The region is temperate for half the year, but in thewinter months it’s a white-out, and that’s why themajority of tours are summer jaunts. ‘It’s seasonal,’ agreesLars; ‘depending on when you go, but there’s a small priceincrease between June-July-August before it drops offagain in September. It’s not just the school holidays, it’salso that you have more ability to do certain things aftermid-May. Our season starts on 1st April but many of thehigher passes don’t open until 15th May as there’s still

I’m sipping my hot chocolate, relaxing outside CaféBaur in Krün, when a cow’s head appears round thecorner. The huge bell around its neck wouldn’t lookout of place on Nick Mason’s drum kit. Thisbeautiful beige bovine comes into view, regards me

for a moment, then sways leisurely into an adjacentfarmyard. A dozen of its sisters follow, milkmaidpushing baby-buggy bringing up the rear. My drink’smain ingredient couldn’t be fresher. It’s all part of thePasso Tourismo experience, and there’ll be more animalmagic as we climb the Alpine foothills.

We’re guests of Lars Eise and Franz Karl, PassoTourismo’s Managing Director and Route Manager,sampling their ‘Run for the Border’ route, which will takeus into the Austrian Tyrol. Set up in 2009, the operation isbased in south-central Munich close to the railway

station, and if you fancy driving a classic Porsche aroundBavaria and the Alpine foothills you can fly to Munich, pickup one of their classic 911s; they’ll put you on one of theirspecially devised itineraries and off you go.

Lars and Franz are local boys, though Lars lived in NewYork for 20 years. They know the terrain intimately, so youcan take it as read that your tour will incorporate the bestsights and stopovers. More pertinently, both men arePorsche fans and you’ll be driving their own cars. The twomet through Franz’s internet-based 911 F-model group.‘Once a month these Porsche enthusiasts meet up in aMunich pub,’ recalls Lars, ‘and I went along seeking adviceon restoring a 1973 tangerine Targa. Two years later I metFranz again at my mechanic’s garage and he happened tobe helping out, working on another one of my cars. I wasalready thinking about starting Passo Tourismo, and hewas the perfect partner.’

There are currently four impact bumper Targas, three

3.2-litre Carreras and an SC, and a 964 C4 coupe on theroster, some acquired specially for the business andothers the founder’s personal property before theoperation started. As far as maintenance goes, PassoTourismo are in partnership with a local Porsche specialistso the cars are checked and comprehensively serviced atthe beginning and end of the season, with an inspectionbefore and after each tour. ‘They are always perfectlymaintained,’ says Franz. ‘The last thing we need is for a carto let anybody down, and that’s why we went for the 3.2Carrera – it’s solid and reliable.’ There are more cars in thepipeline. Lars says, ‘we’re expanding our range carefullyand slowly with the right kind of vehicles. They need astory attached to them and they have to feel right – andwe have to feel good about letting people drive them. Ourslogan is, “Road Trip of a Lifetime”.’

Isn’t it a bit risky letting tourists take control of yourpride and joy? It’s not simply that it gives customers amore interesting driving experience; as Lars says, ‘wearranged tours for several years for friends andenthusiasts, and it was clear there was a demand, so westarted the business. We have a lot of experience withthe 3.2 Carrera; Walter Röhrl thinks it’s the most perfectcar that Porsche ever built, and what’s good enough forhim is good enough for us!’

Their tours mostly veer south towards Austria and Italyor west to Switzerland, but for Porsche enthusiaststhere’s a tour that goes west to the Zuffenhausenmuseum. The main routes head up to the Alps because,Franz says, ‘they are world famous for their landscapesand panoramic views plus the different lifestyles –Austrian, Italian, Tyrolean – and of course all thoseperfect roads through the mountains. We offer a tour thatgoes to Stuttgart and into the Black Forest and then back



61911 & PORSCHE WORLD

All right for some. Tiplerenjoys a hot chocolate andslice of cake, with PassoTourismo’s two 3.2 CarreraTargas in the background. Ifyou can sense a slight toneof resentment in thiscaption, it’s because theEditor had to decline thistrip due to his bad back!

Pass Tourismo use classicPorsches because theymake the tours more of anexperience. The Carrera 3.2is, they say, perfect for itsclassic looks combinedwith rugged reliability

“The tours head into the Alps, world famous fortheir landscaped and panoramic views ”

63


911 & PORSCHE WORLD

provided for each specific tour, explain where you are andthe significance of what you’re seeing: ‘Approximately30km south of Munich lies Wolfratshausen. This is in theidyllic valley where the Isar River and Loisach River meet(“Isarspitz”). The Isarspitz is steeped in history and has alongstanding history as a waypoint for lumber rafters,who brought their lumber to Munich during the 18th, 19thand 20th centuries. This tradition is maintained today, butin the context of recreation – Wolfratshausen is thestaging point for the world famous timber rafts racealong the Isar River to Munich.’ To quote just one example.Comprehensive, I think you’ll agree.

We stop for lunch at the Grauer Bar Seehotel on thebanks of the Kochelsee, a fabulous lake where the wateris so still that the reflection of the far shore is a mirrorimage, broken by a classic steamer yacht and a posse ofcanoeists – straight out of Last of the Mohicans. Artlovers take note: along the shore is the Franz MarcMuseum, dedicated to one of the founders of the BlueRider movement who founded German Expressionistpainting along with Kandinsky and Klee in the early 1900s.

One of my particular favourites, so I’ll be back.Now the route gets more serious. Between the dreamy

Kochelsee and Walchensee lakes the road hairpins its wayup and down over 9kms of mountainside with a dramatic240m elevation change. During the 1930s this was theKesselberg Hill Climb, and if you listen carefully you candetect the echo of Carraciola, Stuck and Von Brauchich’swhining superchargers as they blast their Silver Arrowsaround the turns. Dropping Herr Fraser off at a lay-by nearthe top where, on a clear day you can see Munich, Franzand I blast the 3.2 Carreras up the hallowed blacktop forthe photo opp.

We overnight at the sumptuous Parkhotel in the villageof Wallgau, the outside walls of every shop and chaletemblazoned with murals, secular, municipal and religious –they’re ubiquitous round here. Everything’s built of wood –pitch pine, we decide – and the attention to detail isfastidious, from carved cherubs to stairway newel posts.Wall paintings of a saucier kind embellish the guests-onlyswimming pool and spa, and there’s a log fire burning inthe bar. Gourmet dinner and wine, cosy bedroom suites…


snow piled up, so there’s great scenery but you just can’tget through.’ They do have the 964 C4, which, shod withwinter tyres, can cope with winter work, but for themoment there’s no go in the snow.

The longest route goes from Munich through Innsbruckin Austria over the old Brenner Pass and down into theNorth Western Dolomites in northern Italy before tacklingsix consecutive Alpine passes. ‘It’s like a pearl necklace, atfour days the Grand-daddy of them all.’ says Lars. ‘You goin and out again, and it takes you back through Austriaand then via Garmisch to Munich.’ Grand-daddy’s prettyflexible though, with special rates negotiable for groupsand longer tours. What you get is a fab 911, breathtakingscenery, every stop-off point a treat, and great hotels.

Reaching their base in Kirchenstrasse is easy: Munich’seast railway station is a couple of hundred yards away,and there are several hotels, restaurants and bars nearbyif you need to overnight. They’ll fill you in on Munichsightseeing and nightlife, and if you arrive in your own caryou can park free in their yard. Unused to a 3.2 Carrera?The yard’s long enough to have a traffic freefamiliarisation before heading out, though Franz says thatthree-quarters of their customers are already acquaintedwith a classic Porsche, ‘and there are others that drivewater-cooled Porsches and are keen to try the air-cooledones – this is their opportunity to drive one.’ It’s clearlyinspirational: a Boxster owner was so enthralled by histouring Targa and the sound of its air-cooled engine thathe’s trading the Boxster for a 3.2 Carrera Cabriolet.

Wedding anniversary, birthday present, there’ssomething for everyone in Passo Tourismo’s prospectus

and they’ll provide a selection of music CDs for the trip,though in practice the scenery and flat-six soundtrack areriveting enough. On the other hand, anything, come tothink of it, would be better than Camera Boy’s currentfave... Miami Sound Machine’s Doctor Beat...

Hey, well let’s tour! We’ve a pair of 3.2 Carrera Targas atour disposal, sleek and beautiful in silver and red, and Ican’t wait to get rolling. Flanked by tram tracks and onion-dome churches we head out of Munich, zig-zaggingthrough the suburbs into progressively rural countryside.First thing I notice about the silver 3.2 Carrera Targa is itsfresh engine, so lively and eager to rev! And the muchmaligned 915 gearbox, well this one is slick and precise,just as it should be. Lars tells me later that the car had afull mechanical overhaul 30K ago, so now everything’snicely run in. From time to time we switch cars. Thepristine red Targa was sourced in the USA in 2009 and hasmodified suspension that gives it more acute turn-in thannormal. Targa tops off – touring doesn’t come morememorable than this.

We pause by the first of a succession of broad lakes,and I defer my swim, having tested the water by hand:shiiiiiivery. We’re seeing quite significant hills with the Alpsas a distant backdrop, flower-filled pastures and typicallow-pitch roofs with long overhangs, firewood logsstacked up into gable-end eaves. We twist and turnthrough pine forests, tumbling streams and moss-coveredrocks to the side. Now there are lush green meadowswith innumerable wooden field barns, cows, sheep andgoats, chalets and onion-dome churches.

Passo Tourismo’s route books, copies of which are

You can really only begin toguess at just how difficultit was to set this shot up.Who said Baa-varia!? We didthis trip in late Sept, whenthe area is a lot quieter,except for the sheep

Left: Overlooking LakeKochelsee. The water is sostill that the reflection is amirror image

Targa top off is the way togo, weather permitting.And yes, cows really doroam the streets in someparts of Bavaria!

This is what it’s all about.Stunning views is whatmakes Austria and whatbetter way to explore themthan in a classic Porsche


Put this one on your to-do list for sure.Next morning we strike out for the last few kilometres

to the border, through cow-bell Krün and screech-boxMittenwald with its national violin-making school andviolin museum. There’s another hillclimb to negotiate,tighter than Kesselberg though not designated as suchand, two-thirds of the way up, road signs say we’re inAustria. The scenery’s more of the same, forested Alps,chalets and field barns. Turning around at Seefeld wemotor the Porsches back into Germany, taking a

diversion onto an Alpine meadow dotted with woodensheds, a scene that would do justice to SteveMcQueen’s futile leap to freedom aboard his motorbikein The Great Escape. I’m pondering this scenario whenout of nowhere a flock of sheep trundles up the road,engulfing our two 911s. Just as mysteriously theydisappear into some hidden dell. Animal magic. Well it isBaa-varia… Then we veer off to the Walchensee. Largestand deepest of the Bavarian Alpine lakes at 16.4km and

192m, it’s popular with divers due to the crystal-clearwater. We pay a toll and drive the spectacular lakeside’sbackroad. More photo opps as the resident Mallardpopulation takes a shine to our man with the cameraand his rye bread.

As for Lars and Franz, they are already looking forwardto next season: ‘it will be even better than 2010,’ saysLars. ‘We have so many strong testimonials that confirmthat we’re doing the right thing.’ No argument with that.All the funny little incidents that we’ve encountered – the

Red Indian canoeists, the cows in the main street, theflock of sheep, the quizzical ducks, the log fire in the bar –there’s so much spontaneous potential to these tours.Wherever we stopped everybody’s been friendly and thewhole experience has been great: driving the olderPorsches, the amazing scenery, plus snapper Fraser hasmade several new friends, quack quack. Our escapestrategy’s been accomplished in two or three days. Whatmore could you ask of a getaway holiday? PW

The roads are spectacularand some with stunningmotorsport history like theKesselberg Hillclimb, whichin the 1930s reverberatedto the sounds of AutoUnions and Mercedes

CONTACT:Lars Eise or Franz Karl,Passo Tourismo GmbHKirchenstrasse 8881675 MunichGermanyTel: 0049 89 44 45 45 12Web: [email protected]: Franz Karl [email protected]: Lars Eise [email protected]

“I’m pondering this scenario when out ofnowhere a flock of sheep trundles up the road”

RKCHOPPEDame returns with this limited edition chop topped

e Exclusive. It’s not quite the lightweight that it

o, but it’s got that ‘must have’ factor

phy: Porsche AG

38 911 SPEEDSTER FIRST DRIVE


The Speedster legend was born in California

during the 1950s, when importer Max

Hoffman proposed a simple, lightweight,

open 356 to capitalise on a market that was

growing increasingly wise to the little rear-

engined cars from Stuttgart. Just mentioning the car

now brings to mind dusty American highways across

hot desert, the bright blue of the Pacific ocean and

club battles on scorched, fearsome raceways like

Laguna Seca and the much-missed Riverside.

It’s a great pity then, not to say ironic, that the South of

France is doing its best impression of a tropical storm

today. Determined rivulets barge their way perpendicular

to braking zones on the Col de Braus, while strong winds

batter the Speedster’s roof and hammer raindrops into

the fabric. It couldn’t be further from Speedster weather,

but at least the searing ‘Real Blue’ paintwork means the

car stands out in the murk. White is the only other colour

option, by the way.

Think of this Speedster as the newly arrived twin to last

year’s 911 Sport Classic. Like that car, the Speedster is a

product of Porsche Exclusive, the sometimes shadowy

department within Porsche responsible, amongst other

modifications, for those lurid, one-off interior colour

schemes so beloved of certain wealth-heavy markets

around the world.

There will be more Speedsters than Sport Classics (let’s

call them S-C from now on) – 356 compared to 250 – as

the new arrival will be offered for sale in the USA, unlike

the S-C. But it’s a similar recipe in many ways, blending

low production numbers, retro influences and hand

finished touches, along with a ‘kitchen sink’ mentality to

the current 911’s options list.

At its core this car is a Carrera 4S Cabriolet without the

four-wheel drive system, making it the only way of getting

a two-wheel drive, wide body convertible until the arrival

of the GTS Convertible next year. From there, the

engineers have cut down the windscreen by 60mm in true

Speedster style, although unlike previous cars the rake

angle of the screen is the same as the production car. The

normal electrically powered roof is then replaced by a

new, partly manual confection that recreates the classic

arched roofline and sloped rear when raised. Unlike the

Boxster Spyder, this is no flimsy shower cap for use only

when you have to, but one that matches the weather

protection of the standard roof, complete with a glass

rear window. The process to lower it involves both internal

switches and manual effort standing outside the car, a

routine that requires you to get in and out of the car

about three times. Once lowered, it sits behind an

aluminium panel that stems from behind the passenger

compartment to the tail, giving the Speedster a humped,

tail-heavy stance. Underneath the rear deck is a carpeted

space, the rear seats having been removed for this model.

Much of the Speedster’s considerable development

costs were spent in making this hood arrangement fully

type approved, in particular the operation of the roll over

hoops that are triggered skywards in an accident. On the

speedster6new.qxd:PW Tem

plate 16/11/10 10:33

Page 39

SPECIAL OFFERREAD THE FEATURE AND SAVE ON A SUBSCRIPTION

OPLE

9353 the

ong,es

– itorstingonto

quatesd 962sning

d. Heeck from

aguars, E

n cars

ent a long

an Imp,

s whoengine.

I went to

don. my dream

e was a bit

n the same

d to get

agement

Theyhem. s also aorsche

dealer near Maidenhead. We kept in touch, and towards

the end of 1975 he said they had a vacancy. I went down

for an interview and got the job.

I think that was the best move I ever made, I got into

the Porsche world at just the right time. Maltin had three

agencies under one roof, Ferrari, Lamborghini and Porsche,

and we were the only Porsche dealership looking after

RSR race cars for customers. Which was really interesting.

For about five years I did all my training at the Porsche

factory. At that time all the UK dealerships – I think there

were about 18 of them – sent their technicians to

Germany on courses, because no facility existed in the

UK. This applied to race as well as road cars – we got all

the information first hand, which was great.

We’d go to Stuttgart for a complete week at a time,

usually half a dozen of us from the UK. One week all we’d

do would be engines, then three months later we’d be out

again working on gearboxes, or chassis, and so on. That

system stopped in 1982.

The best thing was that at the end of each visit we’d

be taken to the Research and Motor Sport centre at

Weissach to see what was happening. The last time I

went, there was a number of cars on the test track,

including a Martini Racing 935. Someone asked if we’d like

a ride around the track in it, but I was the only one who

said yes. I can’t remember the driver’s name, except he

was a Porsche test driver, about sixty years old, and

drove the car with his arm resting on the window ledge.

For half a lap I was frightened silly, then I came to the

conclusion he knew what he was doing and sat back and

enjoyed myself!

After that ride in the 935, I thought one day I’ve got to

drive one of those.

I’d already started rallycrossing in a Mini, but gave that

up because it got too expensive. Then I bought a Carrera

2.7 RS (for only £6,750, way back in 1981) and decided to

Young Bob after a race win

and lap record at Zandvoort

back in 1989

After that ride in a 935 at

Weissach Bob wanted to

race one. His ambition came

true when a customer

handed him the keys

ech advisor and rolling road guru tells us

illman Imp kit cars to racing a Porsche 935

nd courtesy of Bob Watson

OAD WARRIOR

have a go in the Porsche Club championship. Fortunately

the only option the original owner of the car – a dentist

from Guildford – had specified was a limited slip

differential, which according to the invoice cost him £95.

After one season I took a look at the way RS prices were

going and decided to return it to road car specification

and bought a 2.4E to race.

I raced the 2.4E for three years; we never actually won

the championship but I was in the top three each year.

Then I sold it to a customer, who raced it in Holland a few

times before it was sold on. Two weeks ago we spotted it

for sale on e-bay, complete with a photograph showing all

my trophies on the roof. I wasn’t tempted to buy it back,

but the new owner has now brought it to us for repairs.

After the 2.4E we built a replica 3.0 RSR with 3.5-litres

to run in the modified sports car championship, and won

overall with it in 1992. I also achieved my ambition from

that day at Weissach by racing a customer’s Porsche 935

K3 three times. When the owner first asked me, it took

about a second to answer him. It was an amazing piece

of kit!After my time at Maltin, I went to work for John

Greasley’s Dage Sport company, working on John’s racing

cars. I was building 935 engines, and all the time

increasing my knowledge of Porsches. I stayed with John

for a couple of years then, as many people do, decided I’d

like to work for myself. I started out in November 1984,

with just my wife helping, in an industrial unit at Bicester,


PORSCHE PEOPLE BOB WATSON

Bob Watson heads up a

team of four and runs what

is probably the best

dedicated Porsche rolling

road set up in the country

032POR202.qxp:PW Templat

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33

Offer ends 31st July 2011

NG the

EGENDas on a roll, consolidating its catalogue of sports

with the gorgeous 910. In a dream drive scenario

ng ex Bill Bradley privateer example

PORSCHE 910 TRACK TEST


Sorry! Can’t hear you. I’ve got my earplugs in,

in anticipation of putting another unsilenced

Porsche racing car through its paces. This

time I’ve got my sensible shoes on as well.

Tinnitus trauma’d from the 906 I drove a few

weeks ago, Achilles tendons wrenched from driving

barefoot, I’ve come to Chobham better prepared. Will

Stone from Kensington-based sports racing car

specialists Fiskens has brought along the gorgeous 910

they’re currently selling – chassis 910-020 – and he’s

primed it ready for me to give it a go on the 2-mile test

track. Ground-hugging in trad Porsche racing white

with its in-period blue stripes, I can hardly wait.

The prettiest of the new generation Porsche sports

racers that blossomed at the end of the 1960s, the 910

incorporates many of the preceding 906’s features. ‘The

shape of the 910 came from Buzzi Porsche as well as the

906,’ says Porsche racing and engineering legend Jürgen

Barth. It was also touted as the circuit racing coupé

version of the uncompromising open-top Ollon-Vilars

Bergspyder hillclimb car. The 910 was fitted with either

six- or eight-cylinder engines. Launched in 1967, Porsche

made 22 units of the 910 coupé powered by the 220bhp

2.0-litre (1991cc) flat-six, and 13 cars fitted with the

260bhp flat-eight in 2195cc and 1981cc format, of which

seven were coupés and six were spyders. For long

distance events it was normally equipped with the six-

pot, and the flat-eight for the Targa Florio.

We’re sampling the 910 coupe run by privateer Bill

Bradley in 1968 – hence Bradley’s blue stripes over the

top of the car – and chassis number 910-020 is stamped

on an upper chassis tube ahead of the right rear wheel.

Hunkered down between the chassis tubes, the 2.0-litre

flat-six is a snug fit, cooling fan facing forwards behind

Antony Fraser

its mark in history as being the last

t there’s more to its appeal than

ially when you add four-wheel-drive

...

AVIOUR

993 C4S BUYERS’ GUIDE

79911 & PORSCHE WORLD

Today, most people hold

the 993-series 911s in

high regard as they

represent the last of

the air-cooled

Porsches, the lineage of which

can be traced back to the late

1940s and the birth of the first

Porsche sports car. But in reality

the 993 holds a far more

important place in Porsche

history, for it’s recognised by

insiders as being the car that

saved Porsche from almost

certain oblivion. Let us explain...

The 993 – introduced in 1993

for the 1994 model year – had

only a relatively short life but in

one year (1996) it was the only

product offered by Porsche. Yes

– the only product.

The front-engined water-

cooled 968 and 928s had bitten

the dust, the Boxster was still a

twinkle in the marketing

department’s eye and the all-new

996-series a distant speck on

the horizon. Put simply, if you

wanted a new Porsche in 1996,

the 993 was all that was

available to tempt you. A far cry

from today when you’re almost

spoilt for choice.

At its launch in 1988, the

previous 911 model, the 964, was

acclaimed as being the 911 for

the next 25 years, or so Heinz

Branitzki, then CEO following the

dismissal of Arno Bohn earlier

that year, boasted.

But the 964 did not please

everyone, particularly the

engineers, road-testers and the

company’s bean-counters.

The 964, the first 911 to

dispense with torsion-bar

suspension, was criticised by

many for being too harsh, the

suspension layout responsible for

translating too much road noise

to the cabin. It was expensive to

build, too, which didn’t help the

profit margins. Some within the

company saw this as proof that

the 911 had come to the end of

its natural life, for the 964 had

been intended to give the

company some breathing space

while it sorted out its line-up.

It seems incredible now, but

one of the problems besetting

Porsche at this time was the

reluctance of the board – and

more particularly, the engineers –

to allow the marketing

department to have any

meaningful input into future-

product design.

Previously, the engineers, led

by Ernst Fuhrmann, had always

been coming up with great ideas,

and then there was Ferry

Porsche himself who had always

been there to keep things

heading in the right direction. But

Fuhrmann’s reign was over and

Ferry was approaching his 80th

birthday. Porsche AG risked

becoming something of a

rudderless ship...

A period of instability led

ultimately to the board

reassessing what defined a

Porsche – what was the

‘Porscheness’, as Karl Ludvigsen

describes it, that appealed to the

customers? Peter Falk summed it

up best when he referred to it as

‘agility’ – responsiveness, finely-

honed handling, a one-ness

between the driver and the car.

Falk’s views were shared by

engineer Ulrich Bez, who

regarded the 964 as a

disappointment, saying that, in

particular, ‘the Carrera 4 didn’t

drive like a Porsche’.

He became involved with a

new project which led to the

creation of one of the most

controversial designs to date:

the 1989 Porsche Panamericana.

Built as a one-off for Ferry

Porsche’s 80th birthday, it was a

strange blend of styling cues,

and was actively hated by many

within the company. But, in

retrospect, it was indicative that

there were changes afoot –

changes that would ultimately

lead to the 993.

The Panamericana was

designed by ex-pat British stylist,

Steve Murkett. Working alongside

him on a new project was

another Brit, Tony Hatter. Ulrich

Bez had already stated to the

board that he believed ‘We

should not make something new

and different. Instead we should

do the 911 better.’ It was a

pivotal moment, for it served as

the green light for what was to

become the 993 – the ultimate

air-cooled 911.

But it was not going to be

easy. In 1992, Wendelin

Wiedeking, Porsche’s new

‘wunderkind’, effectively took

control of the company and, to

cut a long story short, made the

decision that the 993 was to be

on sale by the end of the

following year.

The new car was launched in

the autumn of 1994, bang on

schedule, and was claimed to be

some 80 per cent new – that

after the 964 had been declared

87 per cent new at its launch!

Gone were the upright headlights

which had been one of the 911’s

main styling cues since its launch

in 1964, and in their place were

streamlined headlights which

blended almost seamlessly with

the front wings. The profiles of

the door and, more importantly,

the rear quarter window,

remained unchanged from earlier

models. For all its flowing curves,

the 993 was still every inch a 911

in the traditional manner –

something which the 964, with

its plastic mouldings, had

somehow missed out on.

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THE GREATESCAPEFancy touring Bavaria in a classic Porsche? Munich based PassoTourismo has the means, so we make a run for the Austrianborder in a pair of their 3.2 Carreras


Words: Johnny Tipler Photography: Antony Fraser

911 & PORSCHE WORLD86

We have talkedoften before inthese pagesabout ‘missioncreep’; when what startsas a relatively simple jobultimately becomes a taskakin to reconstructing theGreat Wall of China. Andthat’s pretty much how itturned out for art editorPeter Simpson’s 911Carrera 3.2 engine build.Even with 106,000 mileson the odometer it wasstill running well enough.It’s a remarkably toughengine, the 3.2. But therewas sufficient tell-tale oilsmoke in the exhaust –especially after a cold-start, and when idling in

traffic – to suggest that,like most of these units atthat kind of mileage, it could do with a top-endoverhaul: new valveguides and seals, recutand/or reground valveseats, and obviously thesubsequent carefulsetting of the operatingclearances. In the end ithad all that, and – as youhave probably deducedalready from the photos – a great deal more besides.This feature – with thesecond and final part inthe February issue – is byno means intended as acomprehensive, step-by-step guide to this complexprocess. You will need a

good workshop manual forthat, never mind both theskills and the experiencethat come from havingcut your teeth on a fewsimpler power units first.You will have to gather anumber of special tools,too. We hope, though,that like the recipe for agood curry it will give youa fairly accurate idea ofwhat’s involved (and whyit could cost so much!),and no less importantly,perhaps, a shopping-list ofthe basic ingredients youwill require should youwish to create somethingsimilar. And not leastwhat you might expect toachieve with them.

The catalyst for whatturned out to be such a far-reaching overhaul wasFrancis Tuthill’s Workshop,the well-known and highlyrespected early-911 andrally-car preparationspecialist near Banbury,Oxfordshire. A methodicalman, Peter Simpson hadalready bought a set ofsecond-hand cylinderheads, to send away andhave rebuilt while the carwas still in use as his dailytransport. It was when thiswork was being done – byRob Walker Engineering,also based in Oxfordshire –that Peter happened tomention the project toTuthill’s MD, Richard Tuthill.

Standard 3.2 cylinder headswere reconditioned by RobWalker Engineering, andthen assembled by Tuthill’s.Barrels and pistons – fromLN and JE, respectively –look almost too beautifulto hide away inside thefinished engine. Two viewsof the split crankcasehalves (bottom) show howgood the engine was, evenbefore the rebuild – andthat was with over 100,000miles on the clock. The 3.2is as tough as old boots!

There’s more to a successful air-cooled engine build than simply the skill

needed to bolt it together. First you have to decide what you want toachieve, and then where to source all the bits that will do the businessStory and photographs by Chris Horton

MOTORFACTORS

Richard, bless him,immediately offered toreassemble and refit thereconditioned heads – orhave his engine buildersreassemble and fit them,anyway – but thensuggested that given boththe car’s mileage and thework involved in replacingthe heads (which in all 911smeans taking the engineout), it would be well worthdoing just a little more thanthat. It’s the WYAIT – WhileYou Are In There – principle.

blcwtaforebepoon

Occupation: FreelancephotographerHome town: Chichester, WestSussex

Previous Porsches owned: 1 Car: 911 GT3Year: 1999Mileage: 60,000Owned for: 6 monthsMods/options: Fuchs alikewheels and Yokohama tyresContact:

[email protected] MONTH IN BRIEF:At last we’ve got the PS Autowheels on complete withsticky Yokos

ANTONY FRASER996 GT3

911 & PORSCHE WORLD98

WE DON’T JUST WRITE ABOUT PORSCHES,WE DRIVE AND LIVE WITH THEM, TOO

THE TEAM

PROJECTS

PROJECT GT3 RETURNS

Whateverhappened tothe projectGT3? Well,after an atrociously slowstart, we’re finally up andrunning on the modsfront. Which is not to saythat the old girl has beensitting around idle all thistime. (That’s my job.) I’veput around 5,000 milesunder the wheels since Icollected it in May and,other than the air

conditioning condensers(thanks Mr Horton), itreally hasn’t put a footwrong. The onlyoutrageous expense hasbeen a new key, at justshy of – wait for it – threehundred quid! Now, Iunderstand that this ismore than just a simplekey, but we live in a worldwhere you can fly asophisticated remote-controlled helicopter

around your living roomfor £30, so can it trulycost ten times that, justto open a bloody door? Ishould have bought ahammer instead, andbroken the window everytime I wanted to get in; itwould have been cheaper.But the drivingexperience has been littleshort of sublime. As soonas the motor fires, it’s easyto forget the price of thekey you just released. Evenin Comfort spec, this issuch a different car to astandard 996; raw,immediate and alwayschamping at the bit, youfeel guilty if you’re notmaking at least some kindof effort. And yet, it’sdriveable and civilisedenough that you can arriveat the far end of a long tripwithout feeling that you’vejust been beaten with astick. In short, everything I’d

After much aggro the 944 is back on the road with afresh MOT and a new V5 ‘cos the DVLA lost the original when Ichanged the registration from itsmeaningless (to me) private plateback to its age related plate. Justin time for winter, then! Oh, and aroad trip to Stuttgart to vist thePorsche Museum for next issue.

STEVE BENNETT944 LUX

The 924S’s windscreen wipers have been driving meinsane for months now, so I’m pleased to report that I’ve finallycracked the problem... I think.Trouble is, I don’t fully understandhow or why! Plus: why that sexy,lightweight aluminium ‘race’ jackyou bought yourself might not bethe unmitigated joy you imagined.

CHRIS HORTON924S, 944, 996 CARRERA 2

The project 964 has progressed loads since my lastreport. Interior is almost finished, suspension has been changedand genuine Cup 1 wheels powdercoated in gloss back have beenfitted. All this will be covered inmore detail over the next fewissues, until then I’ll carry ondriving and enjoying my 964!

SI MITCHELL964 C4

Let the modifying begin as the GT3 makes a welcome return.First up we’ve gone retro on the wheels and radical on the tyresas track days and driver training beckon

Busy month for the Carrera, including a (fault free) 650miles round trip from my Forest of Dean lair to the North East. NigelBurke of Powermarques, in NorthLincs, has a new ECU to replace the3.2's Motronic box, which as well asbeing mappable for more power alsoallows modern-day diagnostics.More news in a future issue.

PAUL DAVIESCARRERA 3.2 TARGA

A Peking to Paris 356 in my garage has displaced theCarrera 3.0 currently at Specialist Vehicle Preparations inDroitwich for alignment and cornerweights on new tyres. Got somerally boys asking about my 911T,but the big news is I may soon havean industrial unit to bring my 944home to.

JOHN GLYNNCARRERA 3.0/944/911T

Is it my imagination, or has the new oil pipe andlubricant change livened up the Peppermint Pig’s performance?Matt and Martin at Autowerkereplaced the leaking section thatruns from the thermostat over theright rear wheel arch, changed thegearbox oil and, hey presto, we’rein whizzalong mode.

JOHNNY TIPLER964 C2

We’ve been waiting a longtime to get these fitted.From PS Autoart, theseFuchs inspired wheels areactually a three-piece andcan be made to just aboutany spec, finish and offset

hoped for.So: now we come to thepart that will leave therabid originality buffschewing their own fists instary-eyed rage (yes, AdamTowler, I do mean you) –we’ve started our mod-festwith some new wheels andtyres, and (shock horror)some stickers! Let’s startwith the round bits. Thewheels come from PaulStephens’ PS Autoartoperation in north Essex(www.psautoart.com).They’re a motorsport-spec,three-piece design, withmachined billet centres andanodised aluminium rims.The construction allows fora wide range of diametersand offsets to fit prettymuch any 911, from theearliest right up to a newcar. Made to order, colour

nCSp£denoqubefitm

Can iof mkneorde

Yokohama Tyreswww.yokohama.co.uk

PS Autoartwww.psautoart.com

AUTOPILOTThe 997 Turbo is such a formidable piece of kit and tech,that surely the scope for the tuners is limited? Not so, aswe get behind the wheel of the latest from TechArt


Words: Nick Hall Photography: Steve Hall

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NEW 911 SPEEDSTERFIRST DRIVE IN RETRO INSPIRED 911 SPEEDSTERFROM PORSCHE’S EXCLUSIVE DEPARTMENT

PORSCHE 910 TRACK TESTGETTING BEHIND THE WHEEL OF PORSCHE’S 1960SSPORTS PROTOTYPE RACING LEGEND

CLASSIC 911 TOURINGDREAM DRIVE: TOURING BAVARIA IN A PAIR OFCLASSIC 911 TARGAS

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993 CARRERA 4STAKING A WALK ON THE 993’S WIDE SIDEWE SHOW YOU HOW TO BUY THE BEST

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CLASSIC PORSCHE TOURING THE GREAT ESCAPE ... GREAT ESCAPE Fancy touring Bavaria in a classic Porsche? Munich based Passo Tourismo has the means, so we make a run for the Austrian border