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Porsche Debuts Production-Ready 911 Speedster At New York Auto Show

We knew it was coming, we knew it would be limited, and we knew what it would look like, but it’s still a joy to see the 991.2-generation Speedster finally in production-ready trim. Only 1948 examples of this open-top 911 will be built, and it’s likely that its most of the way to being sold out by now, if it isn’t already. What you’re looking at here is basically a two-seat convertible version of Porsche’s successful GT3 model. It’ll have the same 502 horsepower 4-liter flat six that revs to 9,000 rpm, and it’ll be shifted exclusively through the glorious 6-speed manual gearbox found in the GT3 Touring and 911R. It even has the same chassis components and specially calibrated rear-wheel steering. The major difference between the 911 Speedster and the GT3? Well, aside from the fact that it doesn’t have a roof, the Speedster features individual throttle bodies!

0 to 60 miles per hour happens in just 3.8 seconds, and the top track speed is 192 miles per hour. The 2019 911 Speedster is planned to be available for order on May 7, 2019 and is expected to reach U.S. dealers in late 2019. Word has it that the Speedster will set you back a whopping $274,500. It is likely that this will be the final iteration of the 991.2-generation chassis as Porsche production makes way for the new 992.

The Speedster will feature the lower and more rakish windshield and speedster humps we’ve become accustomed to through the original 356 speedster, 1989 911 Speedster, 964 Speedster, and 997 Speedster. It’s an evocative shape that brings the old world to mind immediately. The lightweight manually operated convertible top will likely spend most of its time stowed under the rear lid, but will help keep the car’s iconic hunchback look.

Porsche makes extensive use of carbon in the construction of the Speedster to keep it as light as possible. With the front and rear lids, and front fenders made of carbon, as well as standard PCCB carbon rotors shed quite a few pounds. The lightweight poly bumpers help as well. Air conditioning is omitted as standard, but can be optioned back in for no cost (though I’ll take a stand right now and say you’re a coward if you option A/C. Don’t be a coward.). The 2019 Speedster weighs just 3230 pounds, which is just 209 pounds more than the much vaunted king of lightweight 991s, the 911R.

If you’re so inclined, you can also order a matching watch with your Speedster. The Porsche Design 911 Speedster Chronograph is a Flyback with Werk 01.22 movement developed in-house by Porsche Design. The Speedster Chronograph features a carbon fiber dial, a rotor modeled on the Speedster’s center lock wheels. The black strap and red stitching are taken directly from Porsche’s interior crafters.

Exclusively for owners, Porsche Design has created a 911 Speedster Chronograph timepiece. The high-performance Flyback-Chronograph with Werk 01.200 movement developed in-house features Speedster specific design elements such as a carbon fiber dial, and a rotor modeled after the Speedster center lock wheel in both design and color. Genuine Porsche interior leather and thread are also used for the perforated black leather strap with red stitching. Pricing for the watch was not mentioned, but Porsche Design Chronographs start in the $6,000 range.

My takeaway? By limiting this to just 1948 examples, investment speculators have already put in their orders and we’ll see fools parting with half a million dollars to buy these on the second hand market. They’ll all be optioned with air conditioning, and hardly any of them will be driven. Additionally, the concept looked much better with proper throwback cues. I wish they’d offer the wheels and mirrors as an option, at least.


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Spyshots – La nouvelle Porsche 911 Targa type 992 testée au Nürburgring

La famille 992 s’agrandit avec l’arrivée prochaine de la version Targa de la 911, surprise cette semaine en tests sans camouflage sur la Nordschleife au Nürburgring. Avec cette teinte verte, la nouvelle Porsche 911 Targa type 992 ne passe pas inaperçu sur le célèbre circuit allemand, très apprécié des constructeurs automobiles pour mettre au …


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20 years of GT3: every generation tested

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.


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Classic Porsche test: story of the Carrera 3.0

In many Porsche 911 books the Carrera 3.0 hardly merits a mention. Sandwiched between the revered Carrera 2.7 and all-conquering SC, it’s a mere footnote in a 56-year story. Has history judged it too harshly? Is the ‘Carrera 3’ underrated or simply underwhelming? Only driving one will tell us for sure.

The odds seem stacked against the 3.0 from the start. First, Porsche broke an unwritten rule by launching a new car with less power than its predecessor. And while a 13hp shortfall mattered more on paper than the road, the outgoing Carrera 2.7 also boasted perfect pedigree, being mechanically identical to the 1973 RS 2.7, barring the US model. The new 3.0, conversely, was defined by what it lacked. It was, in essence, ‘a Turbo without the turbo’.

On sale for just two years between 1976 and 1977, the Carrera 3.0 was the middle rung of a revised 911 range. The base model – called 911 Lux in some markets – retained a 165hp version of the 2.7-litre engine. The 3.0, meanwhile, adopted the 2,994cc lump from the flagship 930. This development of the 1974 3.0 RS engine would serve the 911 in various guises until 1984. In naturally aspirated form quoted power was 197hp at 6,000rpm, this versus 260hp at 5,500rpm for the top-dog Turbo. Fuel economy was improved, albeit not sufficiently for US emissions legislation. The 3.0 was never sold Stateside as a result.

Transforming a 930 into a Carrera 3 wasn’t merely a case of unbolting the blower. The N/A engine also had larger inlet ports, while compression ratio increased from 6.5:1 to 8.5:1. Further fettling for the 1976 model year included a die-cast aluminium crankcase, Nikasil cylinder liners, a five-blade cooling fan and Bosch K-Jetronic fuel injection, replacing the plunger-type system. The use of K-Jetronic, which endured until the 1994 964 Turbo 3.6, also meant the demise of the hand throttle, supplanted by a vacuum-operated warm-up regulator. Most buyers chose the five-speed manual transmission, but Porsche also offered the four-speed ‘box from the Turbo and the clutchless Sportomatic – the latter now reduced to just three ratios.

What the 3.0 lacked in peak power it made up for in mid-range muscle. Maximum torque of 255Nm matches the outgoing Carrera 2.7 and is developed 900rpm lower in the rev range, meaning it equals the older car’s 6.3-second sprint to 60mph. Top speed is an Autobahn-friendly 145mph. The 3.0 is a relatively light 911, too. At 1,093kg it weighs 67kg – or a typical adult passenger – less than a 1978 SC.

At first glance the Carrera 3 looks little different to other impact-bumper 911s. ATS ‘Cookie Cutter’ alloys in 6×15- and 7×15-inch sizes were standard, with wider Turbo-spec Fuchs for the Sport pack. The latter included a Whaletail spoiler and optional ‘Carrera’ side script, plus Bilstein dampers replacing the standard Koni or Boge set-up. A Comfort pack was also added for 1977 with 14-inch wheels and softer Bilsteins. Coupe versions of the 3.0 outsold Targas by a factor of two to one.

The most significant cosmetic update, however, is hidden from view. 1976 saw Porsche introduce hot-dip zinc coating for all panels, vastly improving the 911’s traditionally rather feeble resistance to rust. Stuttgart then put its Deutschmarks on the line with an industry-leading six-year corrosion warranty, which boosted resale values and reinforced a growing reputation for quality. Sadly the zinc protection is rarely so effective in the longer term; even slight damage exposes the steel underneath, allowing rust to take hold.

Inside, the Carrera 3 made a significant step towards curing another of the 911’s age-old issues: inadequate heating. Until this point regulating cabin temperature had been a hit-and-miss affair, using levers between the seats to mix air heated by the exhaust with fresh air from outside. The new system, standard on the 3.0 and Turbo, used two thermostats and a rotary controller to manage this process automatically. Separate fan and heater sliders were also introduced for 1977 along with face-level air vents, albeit only on the passenger side.

Further improvements to comfort came from extra sound deadening and a plusher interior, including carpeting on the lower doors from 1977. A larger driver’s door mirror was fitted, now electrically operated and heated, and cruise control – called Tempostat in Europe or Automatic Speed Control in the US – was an option for the first time. Porsche even changed the design of the locks to improve security. Now, instead of pop-up buttons that could be hooked with a coat hanger, the 911 had round knobs on the door panels. The Targa’s opening quarterlights were discontinued to deter smash-and-grab opportunists, too.

We could go on, of course. But there are only so many facts about thermostats or carpeted doors even the most committed enthusiast needs. What matters more is how the Carrera 3.0 drives and, ultimately, its place in the air-cooled 911 hierarchy. To find out we visited Classic Motor Hub, a huge multi-marque showroom that at the time of writing has the car pictured for sale at £87,500. CMH is also nestled among some of the Cotswolds’ prettiest villages
and finest driving roads. If the Carrera 3.0 can’t impress here…


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Our Favorite Porsches For Sale This Week: Volume 133

We’ve been compiling some amazing Porsche models on the internet for over five years now, and we’ve seen some pretty astonishing examples pop up now and again. This week we’re looking at Porsche 911 models with Targa tops! Hopefully you’ve enjoyed our « curated » look at the Porsche market. Keep in mind, some of these Porsches could be great collection investments, while others might prove to do more financial harm than good.


Every other week, we feature 5 of our favorite Porsches for sale. That post is sent out to our mailing list of more than 17,000 Porsche owners and fans and is seen by 10s of thousands of other readers who visit our site directly. If you’re selling a Porsche on eBay and would like to see it featured here, just shoot us an email with the details and we’ll be back in touch. Otherwise, feel free to check out all the other eBay listings we have on our Porsches for sale pages.


The 993, 996, and 997 Targas are little more than a huge sunroof panel, rather than a lift out targa roof, but it still counts. This one is over a decade old now, but still looks sleek and modern. The 997 has aged remarkably well. With Carrera 4S wide hips and all wheel drive, this one is a nice performing driver, too. It was well over 100,000 dollars in 2007, which was an absolute load of money back then, and it’s been kitted with nice options. I even like the color.

For more pictures, pricing and information, check out the full listing on eBay.


I’ve got a soft spot in my heart for a late long-hood 911 with black trim. Those 72.5 and 73 cars with black decklid grilles and black tail light and turn signal surrounds are just spectacular to behold. The mixture of gold lettering, stainless deco strips and targa bar, chrome headlight rings, and black shouldn’t work all together, but it does. I’m not partial to the two pairs of fog lamps on the front, as it makes the car a little too busy, but otherwise this looks like a solid classic 911 for someone to drive as often as possible.

For more pictures, pricing and information, check out the full listing on eBay.


Allegedly this is the only example of this car sold in paint-to-sample Mercedes Marine Blue, and it looks absolutely spectacular for it. I was struck by the color while scrolling through eBay and figured everyone I knew had to see it. With a Buy It Now price of $52,500 I don’t expect it to appeal to everyone, but it seems like a decent price in today’s market for what appears to be a well kept car.

For more pictures, pricing and information, check out the full listing on eBay.


You have to be the right kind of Porsche fan to buy this car, and by that I mean you can’t take yourself too seriously. This looks like a ton of fun, and for a reasonable amount of money, too. With a supercharged 3-liter, a gorgeous set of basket weave wheels, and a Strosek-style slant nose kit only a mother could love, it’s hilariously 1980s fun in a package that is probably a riot to drive. This would be the perfect car for a hot summer night in Las Vegas.

For more pictures, pricing and information, check out the full listing on eBay.


This car is not in great shape. It’s missing its engine, transmission, and interior. The paint is crazed practically everywhere, and there is a little bit of body rust, but the bones look solid. The good thing about this car is that it’s a clean slate for the new owner to restore, modify, or hot rod to their heart’s content. It’s not difficult to put a flat six into a 912, though it is quite expensive to source one. Similarly, if you’re looking for a chassis for an electric car conversion, this might not be a bad place to start. Or, if you’re looking for an inexpensive way into the Porsche fold, you can buy this and slowly get the restoration working as you find time and funds. What I’m saying is, you have options.


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