Tougher emissions and crash regulations in the 1970s could have killed the 911, but instead it flourished. Total 911 showcases both top-of-the-range offerings of the time…
'After the swing of the 1960s, the 1970s are often lambasted, wrongly viewed as a decade of energy crises, political upheaval and scandal. The reality is that while the 1970s might have been a turbulent decade, they were also arguably a turning point in the modern world. Those energy crises did raise global concerns over consumption and, unsurprisingly, the car was in the firing line, particularly in the US. Increasing legislation for fuel economy and emissions, as well as safety, demanded change. That created problems for Porsche with the 911. The 911s of 1970’s America would feature detuned engines to pass economy standards , EU and RoW cars largely escaping those, though those US regulations would have a pronounced impact on how the 911 would look. From 1973 onwards US domestic and imported cars had to survive a 5mph collision without any damage to the headlights, engine or safety equipment. The 911’s bumpers had to change, with the US regulation demanding innovation . The G-series bumpers were born, revolutionising the 911’s look and ensuring it would pass not just the 1973-onwards regulations, but also the later zero-damage standards that would come into force over the next decade. Porsche evidentially thrives on the challenges posed by regulation, and those US rules forced the company’s hand changing the 911’s look. The styling department is credited as being responsible for those iconic bumpers, under then-director Anatole Lapine and a team consisting of Wolfgang Möbius, Dick Söderberg and Peter Reisinger. In contrast to so many rivals’ hastily devised, somewhat awkward efforts, Porsche’s solution to the regulations was beautifully integrated and simply engineered. Larger, higher, body-painted bumpers with neoprene rubbing strips were adopted, to which functional ‘bellows’ which compressed on impact were fitted. The bellows were a neat solution which allowed the bumpers to move as much as 50mm, and were attached to collapsible steel tubes on European cars and hydraulic shock absorbers on US cars. The new bumpers were instrumental in the relocation of the battery, too , the now single battery being located in the luggage compartment in front of the left-hand front wheel, improving the weight distribution. The rear would see a similarly styled wrap-around bumper hung off a complex aluminium extrusion, the lightweight metal adopted to keep additional mass at the rear to a minimum. Above the rear bumper Porsche adopted a reflective red band, joining the rear lights in with a styling element that’s largely pervaded the 911’s rear visual signature ever since. For the full 930 3.0 v 2.7 MFI feature, pick up your copy of Total 911 issue 181 in shops now or get it delivered to your door via here . You can also download a digital copy with high definition bonus galleries to any Apple or Android device.'
Tougher emissions and crash regulations in the 1970s could have killed the 911, but instead it flourished. Total 911 showcases both top-of-the-range offerings of the time…
The Turbo S was a fitting sign-off for the hugely accomplished 997 generation, and it was also relatively rare. Here’s what it’s like to buy today…
'History and spec The Gen2 997 Turbo was an exceptionally accomplished sports car, and we’ve sung its praises many times within these pages. Improving upon such a special recipe was a tall order for the engineers at Zuffenhausen, yet they did exactly that, creating an instant classic. With just 2,000 made, production amounted to virtually half that of the regular 997.2 Turbo , and those few lucky buyers would have been very impressed with their new purchase. There was still the same 3.8-litre motor beneath the engine cover, but it had been fettled to produce 530hp and 700Nm of torque – an increase of 30hp and 50Nm respectively. Most of that increase came from turning up the wick on the pair of variable-geometry turbochargers, maximum boost now raised from 1.0 bar to 1.2 bar. Still directly injected and equipped with VarioCam Plus variable valve timing, the latter had been revised on the intake side and the air intake was fashioned from a carbon weave. Drive was sent to all four wheels via the seven-speed PDK transmission – Sport Chrono Plus was standard , which meant the addition of launch control – and there was the usual blizzard of driver assistance acronyms in the form of PASM, PTM (Porsche Traction Management) and PTV (Porsche Torque Vectoring). Despite all of the enticing technology, outright performance wasn’t markedly different from its non-S stablemate, mere fractions of a second shaved from the major benchmarks meaning just modest gains were on offer. Not that it wasn’t explosively fast as it stood, 0-62mph reeled off in 3.3 seconds and 195mph beckoning if you had the space and nerve. So it had the pace, but reasonably there was a question – one asked in some contemporary road tests – over what buyers were really getting for their additional £17k. Well, had the buyer ticked the box marked ‘S’ when it came to ordering their 997 Turbo they would have discovered it also came with PCCB brakes as standard, fronted by ‘RS Spyder’ centre-lock wheels. And on top of the already lavish Turbo specification their new purchase boasted the likes of adaptive Sports seats, a six-disc CD/DVD system and a choice of exclusive interior trim colours. Whether all of that could be viewed as money well spent is open to question, but with the 991 all set to take centre stage this ultimate expression of the 997 Turbo would have been very hard to resist. For the full 997 Turbo S Porsche Index, including its values history, desirable options, buying checklist and driving assessment, pick up your copy of Total 911 issue 180 in shops now or get it delivered to your door via here . You can also download a digital copy with high definition bonus galleries to any Apple or Android device.'
The hybrid 911 has arrived, but it’s not out of Stuttgart. Total 911 heads to California to test the Shadow Drive from Vonnen
'The internal combustion engine doesn’t realise it’s there,” says Chuck Moreland, owner of Elephant Racing. You might know the company – it’s a specialist in Porsche suspension – but here Moreland’s talking about the flat six in an early 991.1 3.4-litre Carrera. Specifically, he’s talking about the Vonnen Shadow Drive , Vonnen an Elephant Racing offshoot that’s developed a hybrid 911 before Porsche itself. If it was going to be done anywhere outside Weissach, then it’s hardly surprising it was here. Vonnen is in California, specifically Silicon Valley, the absolute global heart of innovation and technology. Moreland explains how it happened: “It was a case of us sitting around talking among ourselves and thinking, ‘hey, wouldn’t it be great if…’. And then we started exploring different ideas of how you might hybridise an existing 911 platform.” That was three years ago. Today we’re standing around an engine and gearbox, looking at the axial flux electric motor that Vonnen has developed with a European supplier, sandwiching it between the two. If that sounds familiar, it’s exactly what Porsche will do with the 992 to hybridise it, only it’s left space inside the gearbox to do so. With the 991 there’s no such luxury, so Vonnen had to get clever with the space it had. It’s been a quick development cycle, especially considering this wasn’t Vonnen’s first solution. Initially Vonnen tried pushing electrically generated drive back into the gearbox via the front-axle output shaft on a 996 Carrera 4. Moreland says: “That was more a proof of concept, but we learned a lot from it, and we recognised that there was real opportunity for improving. The biggest issue was that the torque was being added on the output shaft of the transaxle, so we weren’t taking advantage of the gear-reduction capabilities from the gearbox.” Buoyed by the potential, Moreland went all in, saying: “Okay, cost be damned, what if we wanted to make this thing rip? What would we do?” And so we went back to the drawing board and this is what we dreamed up, and it basically addressed all the issues that existed with this car. And that’s how we got where we are.” Squeezing an electric motor between the engine and transmission adds 26mm in length . That’s required some modification of the structure fore of the gearbox to allow clearance, the electric motor replacing the flywheel, as well as the starter motor, and taking over all the functionality of it, including stop-start, if fitted. The batteries powering it are situated in the luggage area, robbing it of some space. For the full Porsche 991 hybrid test drive, pick up your copy of Total 911 issue 180 in shops now or get it delivered to your door via here . You can also download a digital copy with high definition bonus galleries to any Apple or Android device.'
The new 991 has revived Porsche's rich Speedster heritage. Total 911 drives it alongside its predecessors to find out if tradition has indeed been upheld…
'“I took a 911 Cabriolet off the line and drove it to my hot-rod shop,” admits Preuninger. That car became a mix-up of Gen1 GT3 and that Cabriolet. The result of the GT boss’ work was first shown to a select group of customers as far back as 2014 alongside the 911 R concept, which the Speedster shares a lot of DNA with. This new Speedster is a GT department model, a car which, if you take Speedsters at their most elemental, it always should have been. Even so, Preuninger admits: “We didn’t focus on every last gram and we’re not concerned about lap times.” While that might be true, a kerbweight of 1,465kg is just 52kg more than a manual GT3. The Speedster, like the R, is exclusively manual, with no PDK being offered, saving 17kg in weight and pleasing the driving purists among us. There are the same 911 R carbon-fibre front wings, the underbody at the rear being R-derived, while PCCB is standard too. Those early customers who saw it liked the idea of a properly raw Speedster, doing without any roof, but Preuninger and his team denied them that, fitting a hood, in part to ensure that owners actually use them rather than park them away with delivery miles in collections. And the 1,948 Porsche will build? That’s the year when the first Speedster was built. Opening the low, neat roof is simple enough – a button unlatches the hood at the top of the lower windscreen and unclips the buttresses which then spring up from the large clamshell. The clamshell lock is released too, and the huge carbon-fibre panel – the largest Porsche has ever made, and weighing just 10kg – lifts out and back on struts, the hood simply pushed into its stowage area underneath. Pop down the cover and the Speedster is open, as it should be, the slightly steeper rake and lowering of the screen, as well as that rear, fundamentally changing the look of the 911. It’s very reminiscent of original 356 Speedsters, losing the sometimes-uncomfortable, heavy-looking rear of later 911 Speedster models. There’s also a hint of Carrera GT in its proportions, particularly that rear three-quarter view. The black stone guards on the flanks fore of the rear wheels were a late – and necessary – addition, admits Preuninger, breaking the visual length while harking back to the G-series models. You don’t have to have them, and if you’re after an even more retro style then there’s the Heritage Pack plus a numbered, customised Porsche Design timepiece, as is the norm these days. Forget those, though. Preuninger leans in, says to press Auto Blip and the exhaust button and go and drive it. I argue I’ll do the footwork myself and leave the Auto Blip off, Preuninger laughing and saying: “It’s better than you,” before adding, “and me…” For the full Porsche Speedster group test, pick up your copy of Total 911 issue 180 in shops now or get it delivered to your door via here . You can also download a digital copy with high definition bonus galleries to any Apple or Android device.'
RUF’s CTR Anniversary might be a nod to the past but it also offers a glimpse into the future of engineering at Pfaffenhausen. Total 911 is one of the first to test the 21st-century Yellowbird
'“The Yellowbird is a car that made us internationally renowned from one day to another. We were the world’s fastest car – all the big companies were slower. No matter if it was 20 years ago, ten years ago or just yesterday, everybody talks about this car.” These are the words of Marcel Ruf, who talks with passion and pride when I ask him to describe what the RUF CTR of 1987 did for his father’s company. It was that 3.2 Carrera-based ‘ Yellowbird ’ which put RUF Automobile on the map. A real-life David versus Goliath moment, it was faster than Ferrari’s F40 and Porsche’s 959, inspiring an entire generation of automotive fanatic. Those three letters responsible for building it became an alluring brand synonymous with engineering precision and purity henceforth. We’re here on Rufplatz to celebrate 80 years of a company which has been integral to the culture surrounding the 911, a sports car we all – RUF included – admire greatly. RUF has always found a way to improve on Porsche’s recipe, consistently evolving the 911 years ahead of Zuffenhausen. It led to RUF becoming a certified manufacturer in its own right by the German authorities in 1981, and since then we’ve been on the road to this very moment, a dream Alois Ruf Jr has harvested for decades: to build a complete sports car from scratch. That car is the new RUF CTR . Revealed in 2017 – 30 years since the original – the latest CTR has undergone further testing, tweaks and even a name change. The CTR Anniversary, as it is now known, is at last approaching the finished article, and is a fitting way for this family-run business to celebrate its 80th birthday. Putting the festivities to one side, this new CTR is arguably the most important RUF creation in years. Times have changed, and now there’s much stiffer competition for ultra high-end, Porsche-inspired craftwork, most notably from a well-known company some 5,000-miles away in north Hollywood. Looking more inwardly too, the fact this is the first RUF to be built completely from scratch carries a significant cost. Company sources tell me it could be between €12 to 15 million to develop the CTR , all of the investment coming directly from RUF itself. It’s a statement of confidence to say the least, the carbon fibre monocoque at its centre forming, we are told, the basis of RUF cars of the future as well as now. On paper the CTR Anniversary’s credentials (we’ll come to those later) have well and truly resonated with the uber wealthy, so much so that all 30 cars of the initial build run were sold within a week. I say initial build run, as off-the-bat demand for the CTR Anniversary caught out not only RUF itself, but owners of the first CTR, too, who simply didn’t react quick enough to bag the latest example. “We felt it was important that those owners of the original CTR were given the opportunity to have an Anniversary, so we spoke with the 30 buyers of the new car and asked how they felt about us increasing production to 50 cars to solve the problem. Thankfully they gave their blessing, so we were able to offer the extra 20 spaces only to those who had a CTR1,” Marcel Ruf explains. A potential sticking point dealt with efficiently and calmly – how typically German. Production of the CTR Anniversary is set to run until 2022 (by which time the company will also have started building its new, naturally aspirated SCR) with deliveries beginning later this year. A handful are very near to completion, these being assembled by hand on the factory floor during our visit. However, sitting outside and resplendent in the house colour of yellow, there’s an example ready for the road – and we’re going to be driving it. For the full RUF CTR Anniversary first drive, pick up your copy of Total 911 issue 180 in shops now or get it delivered to your door via here . You can also download a digital copy with high definition bonus galleries to any Apple or Android device.'
Deviating from the quintessential curves of a 911, the flatnose is an automotive symbol of 1980s material excess. Total 911 explores two offerings from Porsche and DP Motorsport
'Porsche’s 930 Turbo was a game-changer for its 911 sports car. Utilising groundbreaking exhaust turbocharging technology for a production road car, the Turbo was faster, wider and more luxurious than any 911 before it. Porsche’s humble sports car was quickly propelled into the stratosphere of the supercar, attracting attention – and orders – from the elite and mega-wealthy along the way. Ultimately the goal was to homologate the Turbo for racing purposes, a move which gave rise to a prolonged period of competitive success with forced induction which still exists to this day. And, with the help of those race cars, the 930 Turbo was responsible for spawning an entirely new legend within our Porsche lexicon: the flatnose . The story of the flatnose goes right the way back to 1976 with the 935 (short for Group 5 930). The work of one Norbert Singer, his famously wild interpretation of FIA competition rules bred a racer which bore fleeting resemblance to a 911, underneath what was a vastly reworked body. It was much wider than the road car it was based on, with an outrageously flared rear and – crucially – a new front end. This radical restyling ditched the 911’s traditional, upright front fenders for a flat, slab-like design from the base of the original windscreen, sloping right down to the car’s nose. This was all in the name of greater aerodynamic efficiency, and the flachbau 911 was duly born. The car first appeared at Mugello in the slantnose configuration , but as there was quite some opposition (mainly from BMW), the slantnose received its normal nose treatment for the second race of the World Championship at Vallelunga. Thereafter the car was returned to its slantnose look. The modification quickly captured imaginations of fans around the world. Coachbuilders and tuning companies such as Kremer and Ekkehard Zimmerman began modifying 930 Turbos to flatnose specification, swapping out the original front fenders for a sloping design with pop-up headlights. It didn’t take long for Porsche to appreciate the economic benefits of a flatnose movement among its fanbase either. TAG owner Mansour Ojjeh’s ‘935 Street’ of 1983 was the most notable factory conversion, though the popularity of factory flatnose requests led to the official formation of the Porsche Exclusiv department itself in 1986. Here, Turbos were taken from the main production line and stripped down before being rebuilt by skilled craftsmen, using a steel flatnose and pop-up headlights, also incorporating cooling slats in the reprofiled front fenders in another nod to the company’s 935 racer . It seems fitting that a road car modelled so intently on its competition equivalent should attract the interests of a group of racing drivers. The Guards red example you see here was part of a five-strong order from IndyCar competitors led by Roger Penske and Bruce Canepa in 1984. This was at a time, remember, when the 930 itself was not sold in the US. Canepa’s solution to the problem was to have all five cars ordered in RoW specification, complete with matching ‘WP0ZZZ’ chassis numbers, though the batch still had to endure a lengthy federalising process once they landed Stateside in order to be allowed into the country. Canepa’s patience and understanding of the rules here would go on to serve him well in his quest to bring the 959 to the States just a few years later. For the full feature on these incredible Porsche slantnoses, pick up your copy of Total 911 issue 179 in shops now or get it delivered to your door via here . You can also download a digital copy with high definition bonus galleries to any Apple or Android device.'
The 991 marked a major shift in the 911’s emphasis compared to its predecessor, becoming both larger and more luxurious. How is it viewed as a buying proposition today?
'HISTORY & SPEC Launched alongside the Carrera, the S made its debut at the 2011 Frankfurt Motor Show and went on sale in December of that year. It was instantly apparent that Porsche had taken a slightly different path with its new Neunelfer, the relatively compact dimensions of the 997 making way for something notably wider and longer. Sitting on a wheelbase stretched by 100mm, this was an altogether roomier, more luxurious proposition, and it’s one that not all 911 devotees were comfortable with – more than a few voices accused the new model of being more cruiser than sports car. Thankfully the flat six sitting in the tail would appease most critics, the Carrera’s 350hp, 3.4-litre unit making way for the larger 3.8 boasting 400hp and 440Nm of torque . Naturally aspirated, it featured direct fuel injection and VarioCam Plus and was linked to a new seven-speed manual gearbox or an optional PDK unit. The manual has come in for criticism since, but the double-clutch unit was impressive, getting the Carrera S to 62mph in 4.3 seconds and on to 187mph. However you view this car those are impressive numbers, and they were little different for the Cabriolet variant that arrived in March 2012 wearing a price tag of £89,740. This was certainly a cleaner, more efficient 911, with Porsche claiming that fuel consumption and CO 2 emissions had been reduced by 14 per cent; new technological features such as auto stop/start, better thermal management for the engine and a coasting function for the PDK ‘box all coming to the 991’s aid. Adopting electrical assistance for the steering no doubt shaved further fractions when it came to efficiency , but it was at the expense of yet more criticism in some quarters. In reality, it’s a good system. As for the rest of the chassis specification, it was a more-than-tasty recipe that featured PASM and Porsche Torque Vectoring as standard, along with uprated and iconic ‘Big Red’ brakes: compared to the Carrera there were larger discs and Monobloc fixed front calipers with six rather than four pistons. There was the option to spend plenty of cash on further enhancements, too, from the likes of Porsche Dynamic Chassis Control and Sport Chrono to special interior finishes and £3,000 of Burmester hi-fi. With plenty of buyers happy to indulge when it came to options, there are rich pickings to be had for today’s buyers. Like its immediate predecessors, just four years were allowed to pass before the Gen2 model arrived , bringing with it the end of natural aspiration. Today the 991.1’s specification marks a good link between the more classic-oriented 997s and the tech-laden drive of the 992. For the full 991.1 Carrera S Porsche Index, including its values history, desirable options, buying checklist and driving assessment, pick up your copy of Total 911 issue 178 in shops now or get it delivered to your door via here . You can also download a digital copy with high definition bonus galleries to any Apple or Android device.'
Priced out of a 964 Carrera Coupe? A Cabriolet or Targa could offer a viable alternative…
'These days the 964 is an almost universally popular generation of 911. Endeared to the hearts of many for its near-perfect blend of modernity and classic purity, most would stick a 964 in their five-car 911 garage – though that 964 would likely be a Coupe. However, with 964 Coupe prices – particularly for the Carrera 2 – now off the scale, and in an air-cooled Porsche marketplace that’s slightly unpredictable, for anyone wishing to get behind the wheel of a 964 at a reasonable price point perhaps the Targa and Cabriolet versions of 964 are worth considering? I admit I am with you with a preference for the Coupe. A 964 Carrera 2 Coupe is always the perfect choice, so would you really consider the two runts of the litter: a pair of Carrera 4 964s, one a Cabriolet and the other a Targa? Well, there’s only one way to find out. Drive both across the bumpy, undulating B roads of the North Yorkshire Moors in the bitter cold of March, on a week when the UK is being battered by winter gale-force winds. Sounds perfect. If we’re going to do this, we had better do it properly. That means no sheltering underneath the canvas; topless is the plan. It’s actually a bright, sunny day despite the gale-force winds, and as photographer Chris says: “You won’t see the howling wind in the pictures.” Removing the roof of both cars differs significantly . The Cabriolet is simple: sit in the driver’s seat, and push and hold the button. Wait 20 seconds or so. Done. Okay, so it’s not quite as snappy as a modern convertible Porsche, though it’s perfectly acceptable. For me, convertible cars of any make should be driven top-down whenever possible. I always offer a disapproving frown to anyone I see driving anything with the hood up in the sunshine, so making the process as simple as possible is a vital element for me. The Targa is different. First off you’ll need to rummage in the glovebox for the two levers needed to release the latch above the windscreen, then faff about inserting them before swinging them through 90 degrees. That releases the front edge. Now you have to climb out and figure out how to lift the entire roof section clear, with the catches at the front combining with two steel pins at the rear to secure the section. If you’re like me and have a giraffe-like physique, you can use your leverage and self confidence to lift it clear, a small voice in your head saying, ‘don’t drop it, don’t drop it…’. Humans with lesser leverage may need assistance. Once you’ve lifted the top clear, what do you do with it? The stubborn male in me refuses to do the obvious thing and read the manual. After a few more moments of fiddling I discover the over-centre crank that gives the Targa section its shape and rigidity and allows the whole assembly to fold down, suitable for storage in the front luggage area. Assuming you haven’t already filled it with luggage. Fast and easy it is not. However, as I stand and look at the two cars, there’s no doubt in my mind which one is the better looking with the roof configured for sunshine. The Targa is the more attractive of the two. I have always loved the rollover hoop section and, while the rear screen isn’t the classic Coupe shape, I do actually like the wrap-around curvaceousness of the one-piece rear glass. For the full 964 Targa v Cabriolet road test feature, pick up your copy of Total 911 issue 178 in shops now or get it delivered to your door via here . You can also download a digital copy with high definition bonus galleries to any Apple or Android device.'
The man commonly referred to as 'Mr 911' is retiring. Before closing his office door for the last time, August Achleitner gives his final interview to Total 911
'April first. April Fools’ Day. A hugely significant day for Porsche, and specifically the 911, as August Achleitner will close his office door at Porsche for the last time, handing the keys over to Frank-Steffen Walliser. Achleitner’s business cards might say ‘Vice President Product Line 911 and 718’, but he’s long been referred to simply as ‘Mr 911’. He opened the door to that office 18 years ago on 1 April 2001, Dr Dürheimer giving him the job of looking after Porsche’s most famous model.His leaving is arguably as seismic a change as many of the key points in the 911’s development, Achleitner overseeing the water-cooled era of Porsche, starting with the 996 and signing off with the recently launched 992. You don’t walk straight into a job where you’re responsible for the model that defines a brand. No, when Achleitner removes his nameplate from the door he’ll have been at Porsche for 35 years. It was perhaps inevitable that Achleitner would work for Porsche. He is the son of a vehicle engineer, born in Cologne, Germany, to Austrian parents, while his father was working for Ford before moving to BMW. The young Achleitner studied engineering in Munich while his father worked at BMW, Achleitner adding economics to his curriculum in a bid to ensure his eventual career path didn’t follow the normal route. “I saw which kind of jobs my former colleagues of my engineering studies had at BMW, and I thought to myself, I don’t agree with that. It’s too small to be responsible for the left door handle. That’s not my target.” The engineer wouldn’t, of course, start at the top of Porsche, but his ambition and talent undoubtedly dictated his successful career path. He admits always wanting to work for the company, saying: “I was always a Porsche fan, from my childhood. When I joined I was only in engineering because of my additional studies in chassis; I did five years in chassis development.” A neighbour having a bright-red 356 when he was growing up might have influenced him, too. His first role was with Porsche Engineering, the company’s offshoot that quietly undertakes work for other manufacturers. “At the beginning I had many projects for customers, because Porsche was always doing customer development at that time, more so than today,” says Achleitner. He admits during this period to being kept busy by BMW, doing some work for Audi and others and also travelling to Detroit to work with Pontiac. Porsche’s own projects started taking over Achleitner’s time, his first work on the 911 relating the brakes. “The only part which I designed and drew by myself that made it to production was the new brake disc off the 964 Turbo,” chuckles Achleitner, admitting that every time he sees one he thinks, ‘I did that’. A visible contribution there, albeit through the wheel spokes, but it would be what was behind the 964 replacement’s brake discs that would help define Achleitner’s career path. Achleitner was one of the engineers responsible for the Lightweight Stable Agile (LSA), or ‘Weissach’ axle introduced with the 993.It had been developed in part for the shelved 989 four-door Porsche, the multi-link rear axle being transformational in helping add some predictability to the 911’s dynamic behaviour. That basic rear-axle concept remains to this day, Achleitner saying it’s under the 992, adding: “It’s always a little bit improved, but it’s the same concept. No big changes.”For the full, final interview with ‘Mr 911’ August Achleitner, pick up your copy of Total 911 issue 178 in shops now or get it delivered to your door via here. You can also download a digital copy with high definition bonus galleries to any Apple or Android device.'
Celebrating two decades of Porsche's breathtaking performance masterpiece
'Mention ‘GT3’ and Porsche’s now-legendary moniker conjures a host of vivid adjectives: Loud. Unrestrained. Pure. Mechanical. Fast.Porsche’s GT3 is already considered an icon – an exemplary feat given it’s only just turning 20 years old. Launched just before the turn of the millennium, Porsche’s new 911 model line had already positively asserted itself by breaking the Nürburgring lap record for production vehicles with a time of seven minutes and 56 seconds, thereby firing its way straight into the hearts of admiring enthusiasts.Built to homologate Porsche’s FIA race cars, the GT3 was originally built for the UK and mainland Europe only, yet the line-up has since flourished into a worldwide motoring phenomenon, each new model a highlight within its generation of 911. Total 911 has gathered all six generations of GT3 for a special test, as we relive two decades of a special sports car perennially at the peak of its class. Beginning, of course, with the 996 of 1999…For the full group test of every generation GT3, pick up your copy of Total 911 issue 178 in shops now or get it delivered to your door via here. You can also download a digital copy with high definition bonus galleries to any Apple or Android device.'