Porsche 911 Turbo (993): Purple thrills

Having driven the new 911 Turbo S, our thoughts turned to our favourite generation of the blown Porsche: the formidable 993…

Sure, more modern versions might be more dynamically capable, but they’re bloated behemoths in comparison to the lean 993

For many (including those in the Classic Driver office), the 993 is one of the sweetest spots in the 911’s half-century of existence. It was not only the last air-cooled, last hand-built 911 – but also the last to retain the diminutive footprint with which the model began its life. 

Sure, more modern versions might be more dynamically capable, but they’re bloated behemoths in comparison to the lean 993. You only need to open the elder's doors, for example, to notice their slender width, an impossibility with today’s safety and technology needs. 

The 959's production cousin

Though the classic proportions might have been familiar at launch, the range-topping Turbo, launched in 1995,  had a little added visual muscle. The rear arches were wider, while the bumpers were more aerodynamic and cast a nod to the 959. Most notable, though, was the huge spoiler inherited from its forebears.

Dynamically, the 993 Turbo was a major step forward. Not only was drive splayed to all corners for the first time, along with state-of-the-art ABS, but the twin turbos – despite not using the 959's sequential arrangement – had less turbo-lag than the 964's singular unit. Being a sort of production cousin of the 959 had made it more predictable and controllable than its notoriously tricky-to-drive Turbo ancestors. In fact it was, quite outstandingly, the first really practical 911 Turbo, with excellent balance, traction and that acceptably low lag.

"Ferrari owners were constantly on the lookout..."

Rather than reducing the excitement, however, that practicality makes it all the more thrilling to drive. Its 408bhp withstands scrutiny today (the 991 Carrera S has less), but in the mid-90s it was mind-blowing: Ferrari 355 owners were constantly on the lookout. Modern times do betray its shortcomings, though: the floor-mounted pedals are noticeably offset, and the then-new six-speed gearchange isn’t quite as positive as you might wish it to be.

Regardless, the 993 Turbo wins the right to be celebrated as one of the finest 911s – if not for the technology and timeless muscularity, then for the fact you don’t need to be Vic Elford to hustle one along swiftly.

Photos: Simon Clay for Classic Driver

The low-mileage car seen here was specified with the 430bhp factory upgrade, as well as the rare ‘Metallic Amethyst’ exterior paint with ‘Rubicon’ leather. It’s currently for sale at London-based dealer Hexagon Modern Classics for £75,000.

Gatebil 2013 by Risto Hännikäinen

Snapshot 1973: Porsche 911 Carrera RSR at Le Mans

Although the overall victory at Le Mans 40 years ago went to Matra-Simca, there were three Porsche 911 Carrera RSRs in the top 10 finishers. We look back.

The Carrera version of the Porsche 911 first raced at Le Mans in 1973

Say ‘Porsche at Le Mans’ and you automatically think of the magnificent 917s that scooped outright victory at La Sarthe in 1970 and ’71, or the 935 perhaps, that won the 24 Hours in 1979. But the Carrera version of the classic Porsche 911 first raced at Le Mans in 1973, the 50^th anniversary year of the great French race. It was clear, even before the race began, that overall victory would be a battle between Matra and Ferrari but Porsche fans were thrilled to see two Martini-liveried Carrera RSRs piloted by Gijs van Lennep/Herbert Müller and Claude Haldi/Reinhold Joest in the prototype class.

Attack of the ducktail

The Porsche 911 Carrera RSR was as an extreme sports version of the already highly capable Carrera 2.7 RS, aimed mainly at privateer Porsche racers – and indeed, the 1973 race saw a fair number of privately entered RSRs in addition to the two works cars. It was, however, the Martini works drivers Herbert Müller and Gijs van Lennep who scored the greatest success in their 3.0 Carrera RSR (# 46), coming fourth overall in the 24-hour race, just one month after winning the last-ever Targa Florio. Meanwhile, the RSRs of teams Porsche Kremer (# 45) and Gelo Racing (# 63) managed eighth and tenth place, respectively.

Photographer Rainer W. Schlegelmilch was there at the time, up close to the on-track action and in the pit lane. His images of the first ‘ducktail’ Porsche at Le Mans remind us of how much the racing world has changed in the last 40 years. 

Photos: Rainer Schlegelmilch / Getty Images

Feeling nostalgic? Plenty of other photographs from five decades of racing history can be found in the archives of Schlegelmilch Photography. See schlegelmilch.com.

via Classic Driver

First drive of the new Porsche 911 Turbo S at the Bilster Berg track

For diehard Porsche fans, only one version of the new 911 Turbo will do: the top model ‘S’. Four decades after the first 930 Turbo made an appearance, there’s now an all-new 991 model that combines power and performance to perfection.

Zero to 62mph takes just 3.1 seconds. Oomph! That’s sensational…

The dash from standstill to 62mph takes just 3.1 seconds. Oomph! That’s sensational… The Stuttgart company has set uncompromising performance as bywords for both the new 911 Turbo and Turbo S models. Which is to be expected, as for year after year it’s been the Turbo that has topped Zuffenhausen’s range. Both models offer maximum technology and driving dynamics, but it’s the 560bhp (vs. 520bhp) Turbo S that really hits the summit of the 991 series of 911s, introduced as an all-new car in 2011. 

So how is the new 911 Turbo actually better than its predecessor?

Let’s not waste time listing technical data. We can mention that the new 911 Turbo’s fuel consumption is now a modest 9.7l/100km (29.1mpg), which is impressive, but this car is more about driving than quoting figures. First of all, look at its sporty tailoring: compared with the standard 911, as always the Turbo variant is even wider (by 28mm) at the rear. It has air intakes on the rear arches, just behind the doors – another trademark. In this car, Espresso Brown leather creates an almost homely air in the cabin. However, take in the armada of switches on the centre console and you soon realise that this car is deadly serious about its art.

The roads that lead to Bad Driburg are well known enough to dip into any of the many settings around the PDK (Porsche’s 7-speed, twin-clutch automatic gearbox, standard on the Turbo) lever. Our destination? The new Bilster Berg Drive Resort where, in 2009, we tested the previous 911 GT3 – albeit under very different conditions.

A boxer hits out

Since 2009, the circuit has changed. It’s now a winding track, looping its way around a wooded knoll: the perfect track for the new Turbo S. At the end of the pit lane I’m fully on the gas – and the Porsche really takes off. The new 4wd system controls the distribution of power markedly faster and with more precision than before, with anything from nothing to 100% available at each corner. The result is phenomenal traction. The PDK 'box, in its latest iteration, changes gear more quickly than you can imagine. From the exhausts come typical turbocharged flat-six rumbles and roars. With short bursts, the turbochargers hiss and the Turbo S seems in its element. At 7,200rpm the boost has reached 1.2 bar, with 0.2 bar available on overboost. The car feels fast - but also supremely competent, technically.

At home in the curves

Over the course of the twisty Bilster Berg track, you can feel the chassis, in conjunction with the 100mm-longer wheelbase, talking to you. It is agile and turns in quicker than before, and is also noticeably quieter than before. At high speeds, active spoilers on the tail and under the chin of the car adapt the aerodynamics for the best effect, giving additional downforce when required.

Everything has its price. The 195,000-euro Turbo S has 20in wheels, ceramic brakes, active anti-roll suspension and the Sport Chrono package as standard. In addition, full LED lights feature at the front. In other words, it’s state of the art and, thus equipped, the 198mph Turbo S should lap the Nürburgring Nordschleife in under 7m 30s. On standard road tyres.

Conclusion: there might be supercars with even more power, but few are as clever or controlled as the latest Porsche 911 Turbo. It represents the power of perfection. Both models, the Turbo and Turbo S, are cars able to be used everyday and, for those happy to settle for 'just' 520bhp, the standard Turbo is available from 162,000 euros.

Photos: Frank Ratering