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Fast Porsche Speedster

“The engine was the spare, well, it was what became the spare engine; it had been the primary engine in HR2, the 962 which I raced. It was the Daytona engine,” says Bruce Canepa.

It isn’t every shop that has such an engine going spare, and when Las Vegas casino owner Gary Primm contacted Canepa about the disappointing 1989 911 Speedster he’d just had delivered, the stars aligned.

Primm had driven his Speedster about 100 miles and found it lacking, calling Canepa to ask: “What can we do with this thing? It’s boring, and slow,” Primm and Canepa having collaborated previously on an AMG build.

It didn’t take Canepa long to figure out what to do with the Speedster. He admits: “They were pretty underwhelming. They had no power, they had a Turbo chassis, which was almost too much car for the motor, and they were flexy.”

He thought for a while before fixing on the idea of a 934 for the road. “Really, the nicest thing about Primm and a lot of my customers is he just let me build what I want,” says Canepa. “He didn’t really know what a 934 was. I said ‘we’re going to put on 934 flares; they look cool. We’re going to make it look like a Porsche race car, but with no roof on it.’”

The result is sitting in Canepa’s showroom in Scotts Valley, California. I’ve been poring over it for over an hour. Even here among Porsche rarities of
the like you’ll seldom see outside Porsche’s own Stuttgart Museum, the Speedster is a knockout.

G1 Guards red, because that’s how it was delivered to Canepa (all of Primm’s cars are red), the build is so beautifully executed it could easily be a factory car, albeit a very special one.

The deep front splitter has its outer cutouts filled by running lights behind Perspex, and the remaining three large intakes are pure 934 race car. In the unlikely event that the front bumper left you guessing, this is a Speedster unlike any other. Those 934-proportioned flared arches front and rear, covering 17-inch, three-piece BBS alloy racing wheels, leave little doubt.

Those punctured rear wings feed intake air into the engine, this Speedster taking the idea of a Turbo-bodied Speedster to its ultimate incarnation. Only unlike the standard cars, the visuals are more than matched by the mill…

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Porsche 930 3.0: reviving an icon

There are few icons greater in the Porsche stratosphere than the 930 3.0. The first 911 supercar, Porsche’s Turbo nomenclature has survived to this day – and it all began in 1974 with that wide-arched and whale-tailed 930.

Today, those early 3.0-litre cars are highly sought-after among collectors as the archetypal Porsche 911 Turbo. Finding one is the biggest task, particularly from the first model year of 1975 when just 274 examples were built for worldwide markets. It is estimated only 20-30 of these original cars exist today.

From there, condition and provenance is key – which is why we believe this example, expertly curated by Mash Motor, to be one of the best examples of early 930 3.0 on the planet. Brilliantly restored (though still retaining original parts including the 930’s thicker carpets) car no. 55 of that original 274 is a special car.

Delivered on March 5th 1975 to Porsche Centre Autorama in Verona, Italy, as an exhibition car, chassis 5700065 was bought by a Swiss customer. It subsequently lived in Austria, owned by the renowned Porsche author, Dr. Georg Konradsheim, before being sold to its current owners who recently completed a painstaking two-year restoration to bring the matching-numbers car back to its original Copper brown hue.

Cover star of our issue 181, chassis 5700065 is one of the best examples of 930 we’ve driven. Below you’ll find a gallery of the car’s thorough restoration back to 100% original specification. This special 930 is now for sale – interested parties should contact Mash Motor.

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Turbo v Carrera: 964 RS v Turbo II

Less is more. Or perhaps more is more. After an unforgettable day with two iconic 964s, I’m still struggling to decide. Both cars are Midnight blue,
and both will set you back around £200,000, but there the similarities end. As driving machines the Carrera RS and Turbo 3.6 could scarcely be more different.

I rendezvous with Editor Lee at Hexagon Classics, where the 911s are waiting outside. I’m drawn to the RS first: its neat, narrow-body lines and just-so stance look purposeful yet achingly pretty.

The Turbo is almost cartoonish by comparison, with swollen flanks, dished alloys and a mighty rear wing. If the former appeals to connoisseurs, the latter is an unashamed crowd-pleaser.

Driving either Porsche around London would, frankly, be like eating a Michelin-starred meal in a motorhome, so we set a course for rural Buckinghamshire, me in the RS and Lee in the Turbo.

As we join the gridlocked North Circular, though, I’m already beginning to regret my choice. The Rennsport’s cabin is so spartan it borders on masochistic. Indeed, it’s more useful to list what it doesn’t have: items binned include the sunroof; air conditioning; electric front seats, windows and mirrors; rear seats; radio and cassette player; heated rear window; central locking and alarm. 

This isn’t what carmakers euphemistically term ‘decontenting’, however. The reborn RS also has a seam-welded bodyshell, aluminium bonnet, thinner glass, shorter wiring loom, virtually no soundproofing and no underseal.

Porsche’s standard ten-year anti-corrosion warranty was cut to three years as a result. On the plus side it weighs 120kg less than a 964 Carrera 2 in Lightweight spec, as tested here.

Hemmed in by towering SUVs as we approach Hanger Lane, I have only the coarse clatter of the single-mass flywheel for company. Even at idle the RS sounds austere and combative, the fluctuating churn of its flat six transmitted to my ribcage via hard-shell Recaro seats.

Its ride is rock solid, too, amplifying every ripple in the road. Thank 40mm lower suspension derived from the Carrera Cup racer, larger 17-inch alloys and solid engine mounts.

Filtering onto the A40, a national speed limit sign finally hovers into view. The Turbo is up ahead and I watch its haunches squat as Lee lights the fuse. I slip the stubbier gear lever into third and give chase.

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Turbo v Carrera: 930 3.0 vs 2.7 MFI

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. 

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Porsche 991 hybrid test drive

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. 

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