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The New Porsche 992 Will Make For One Epic Racer

Renderings show what the next 911 RSR could look like.

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New Shoes For Your Classic Porsche Can Make All The Difference

So I have this Talbot Yellow 1976 Porsche 912E that I drive a lot. It doesn’t get mentioned much here, because it hasn’t needed much work, it isn’t much of a project car, and I just keep driving it. I have owned this car for just a tick over 2 years, and I take it on long road trips all over the country, racking up over 30,000 miles of in that time. For most of those miles, I’d been using a low profile modern compound tire on a set of 15×6 and 15×7 Fuchs, but it just didn’t look right on an over-40 car. The wheel gap was far too large, and the comfort was a bit lacking. Time for something new, then. I’d been looking for a vintage-looking wheel for ages. The staggered Fuchs wheels were a bit too beefy for the delicate narrowbody mid-year fenders of my 912, and with a taller sidewall tire, the rears would rub incessantly on the sheetmetal. Fitment is important, but there is also something to be said for having the right look. The wheels and tires make the look of the car, I always say. This 912E needs a throwback tire that is narrower than it is tall to really look right. Being able to feel the tires fold over a bit and set into the turn makes the drive a little more enjoyable, too, as you have to work a little harder at the wheel to really get it moving. With a lower profile tire, the 912E is very planted and neutral. Driving a Porsche should be a little more exciting than that, maybe. I’ve always liked the look of a narrow minilite-style wheel on an old Porsche, and tracked down a new set of VTO Performance « Classic 8 » wheels with the right look. They’re an inexpensive Chinese-made wheel that come in the right size and offset for the car. Metalurgy has come a long way in the last decade, let alone the last forty years. A new set of replica wheels is likely made to a higher quality than Minilite or Panasport made them in the 1960s, so I feel safer with this set than I would with originals. I’m not really planning to take this car on track, and the taller sidewalls mean the wheel won’t be subjected to much serious stress anyhow. I chose to go with the 15X6 square fitment with a +35mm offset for all four wheels. It’s a bit wider than the factory wheels, giving a little nicer finish to all of the wheel openings without being too wide. They’re fine for street driving. And for the $733 per set price tag, you can’t beat them. So then came the decision of what tire to put on these wheels. For one thing, I wanted a tire that looked right, with a classic look and a decent compound. After reading a few vintage car tire reviews to make sure I knew what I was talking about, I called over to the experts at Tire Rack. I frequently get tires from them because my house is only a few miles from their Western warehouse, and they were more than happy to oblige in donating a set to FlatSixes for the purposes of this review. They have some pretty great options for vintage cars, and they’re working to expand that offering further.
In the war of price and quality, Vredestein’s Sprint Classic is a dark horse. The Dutch tire company has been around for ages, but they don’t have the cache of a Michelin or a Firestone when it comes to vintage car offerings. The Sprint Classic has been around for a few years now, and I know quite a few vintage Porsche guys, especially longhood 911 and 912 owners, who swear by them. Visually they look right for an old car of the 60s and 70s. In the interest of driving dynamics, the Sprint Classic has a shallow tread depth and wide blocky treads, contributing to good cornering and braking grip. In fairness, I have not yet driven on these tires in the rain, but some have indicated the experience to be a bit hairy. In addition to having the right look, by cranking up the sidewall aspect ratio on my new tires, I was able to build a little more comfort into the car’s suspension. A taller tire will absorb abrupt bumps, like a pothole, transmitting less of that shock to the wheel and suspension. And with a taller overall diameter, I’m running at a lower RPM on the highway, which is always a good thing. The difference is only a few percentage points, but it’s noticeable and appreciated. In October of last year, I took delivery of these wheels and tires, then installed them before a long drive to give them a proper test. The first stop was to 912 Rendezvous in Solvang, CA. The next stop was a quick visit to Los Angeles for a rip up and down the Angeles Crest Highway with some friends. Then on to SEMA in Las Vegas for a week before returning home to Reno, NV. My car, with an extremely loud exhaust, makes it quite difficult to evaluate these tires for road noise. That being said, the fell through the steering wheel was quite nice, providing decent communication to what the road was doing up to my fingertips. As mentioned before, the taller tires made for more sidewall flex and less overall grip than the modern sporty tire I’d been using up to now. Though, that is exactly what this car was meant to do. I still have plenty of grip to carry speed through the corners, but I just have to be a bit more methodical and deliberate with my inputs. In all, I really enjoy this tire, and for the reasonable cost of entry, it does a great job. At $733 for the VTO wheels, another $620 is what the Vredesteins would cost, plus a bill for the mounting and balancing, and I’m still well under $1500 for a complete visual transformation of this car. Wheels and tires, when done right, are always worth the cost. A car on the wrong set of wheels and tires is a car that doesn’t look right at all, wouldn’t you agree?
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Porsche Explains The Exterior Design Of The 2019 911

Porsche’s Top Five videos have typically involved some kind of historical model, or moment of Porsche’s past. For this one, the company chose to highlight some of the designer’s favorite details of the 992-generation 911. You can watch the full video below, including Porsche’s director of exterior design Peter Varga, talking up the 992 in perfect German. If you don’t ‘spreken doich’ make sure the subtitles are turned on to get an inkling of what he might be saying.

First thing out of the gate he mentions his love of the vertical third brake light assembly. If I were asked, I might say that particular design element is my least favorite of the 992 generation.

Next is the revised lower rear fascia, which integrates the exhaust surround and the intercooler air exit into the same design element. It’s a slick way to do things, for sure, and especially so when the painted element of the rear bumper extends below that rear fascia. It’s a unique look that works well for the 992.

After waxing poetic about the car’s new sculpted sides and the way the headlights integrate into the shape of the front bumper. It’s at the front that we see the other element of the 992 that I personally find slightly offputting, and that is the squared off corners of the front trunk lid. On a car that is so round and smooth, this sharp edge seems incongruous.

Overall, the 992 is a handsome design, and Porsche (as well as Varga) are right to be proud of it. In the final element highlight, Varga talks about the « Sports Car Shape » of the new 911, but it’s definitely matured enough that it can’t rightly be a sports car anymore. The 992, a larger and more comfortable experience, is more a Grand Tourer with a few sports car pretenses remaining these days.

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Is This Hybrid 911 The Future Of Porsche Performance?

Hybrid and electric hot rodding is here at last, folks. We have been riding the slow chair lift to the top, but now we’re sitting high on the mountain with a pair of racing skis and we’re about to plow through the freshly groomed ski hill powder of electric performance. This is the future of hot rodding super advanced cars like Porsche’s 991 Carrera. It’s so difficult and costly to add turbochargers or change the tuning software of a car, which makes the drop-in electric motor sandwiched between the engine and transmission make more sense. Vonnen Performance in Northern California has developed a system that does just such a thing.

With batteries and controllers in the front trunk, and the thin motor wedged in the middle of the stock drivetrain, it doesn’t really have an effect on how the motor or transmission operate, it simply provides 175 horsepower worth of assistance on full-throttle acceleration events. When you want to make the jump to hyperspace, Vonnen’s electric motor is there to help out. Pretty much all other times, it’s virtually unnoticeable. That’s the genius of this system, it’s ability to seamlessly integrate with an already-great car. The electric motor weighs just 38 pounds, and the battery stack up front is just 80.

Vonnen has developed this motor to work with manual and PDK gearboxes for 991-generation 911s and 981-generation Boxsters and Caymans. They are working on a similar system for aircooled models right now, and hope to deliver 991s upgrades to customers in the first quarter of this year. It’s not a cheap operation, but 175 extra horsepower never is cheap, is it?

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Pack SportDesign pour la nouvelle Porsche 911 – Plus de sportivité

Pour bien commencer la nouvelle année 2019, Porsche propose désormais le Pack SportDesign – conçu par Porsche Exclusive Manufaktur – pour la nouvelle 911 type 992. Ce kit carrosserie donne des accents extérieurs plus sportifs à la 911. Des jupes latérales spécifiques sont aussi disponibles. Comme à son habitude, Porsche propose un grand choix d’options …
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