Model 2.4-litre 911s Year 1972 Acquired 2018 Model 964 carrera 4 Year 1989 Acquired 2015 Model 964 carrera 2 reimagined by singer Year 1990 Acquiring 2018 Model 964 c4 safari Year 1991 Acquired 2018 Model 993 c4s Year 1996 Acquired 2016 Model 993 turbo Year 1997 Acquired 2015 Model 997.2 Gt3 rs Year 2011 Acquired 2016 Model 991.2 carrera 4s Year 2017 Acquired 2016 Model 991.2 turbo s Year 2018 Acquired 2017
What 911 shapes most please you?
One of my favourites is the organically shaped rear wing on the 993 Turbo. It looks like it was heated in an oven to soften, allowing gravity to lay the sides of the wing down to mimic the form of the rear arches.
I’m also smitten by the rounded quarter panels enveloping the rear wheels, the subdued front wings, the classic 911 windshield close to your face, the white gauges… I could go on.
When I got this 993 Turbo, it had 30,000 miles on it from three previous owners. The prior owner had driven the car just under 1,000 miles over a five-year ownership. The PTS Polar silver paint looked great, the paint meter readouts suggesting untouched body panels from new. The Rubicon grey interior was immaculate, the car appeared unmolested and complete right down to the Becker radio code card. It drove as expected, with perhaps a bit of gear whine in forth and fifth, but perhaps I should have been more thorough with a pre-purchase inspection?
It was subsequently apparent that rodents had made themselves at home while the car sat rarely driven. Hidden from view by the Turbo’s full-width intercooler, the top of the engine cases and the air-conditioning evaporator were filled with rodent excrement and more – yuck! The fix included a new evaporator and related parts, and thorough cleaning of the front and rear compartments.
As a precaution, the gearbox was removed and sent to a specialist for inspection. The report was that it deserved a full rebuild due to some worn bearings, gears and shift forks. The limited-slip could be overcome by hand, so a new Guard LSD was added. Turns out the ‘box had been modified before, with close ratio upper gears along with a light flywheel. Compared to stock, forth and fifth were three per cent shorter, and sixth 12 per cent lower. The engine spins at 3,000rpm at 70mph in sixth. The rationale for the prior gearbox/flywheel mods remains unknown. Perhaps a former owner had enjoyed some track days and thus re-geared accordingly?
I’m a self-confessed stance-aholic: if it sits right, it drives right. The only mod I’ve done in addition to fresh paintprotection film and a Rennline strut brace was a set of Bilstein PSS10 coilovers, with the car lowered about an inch all round.
It does indeed drive right, though it’s relatively heavy – as currently set up
I find the car very turbulent through a series of s-curves. The exhaust sound is muted by the turbos, so I both feel and hear the tires working, the four contact patches of the Michelin Pilot Sports communicating good information back to the seat, hands and ears.
I’ve enjoyed a few fun day trips with this car and hope to take it on a tour this year. At almost every stop during a journey, my first action is to hop out to view that rear wing… a hopeless but presumably harmless infatuation.