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Inside the world’s best Porsche collection

It’s just after midday and we find ourselves waiting outside a plain, nondescript building, its featureless, external monotony a brilliant contrast to the magic of what resides inside. That’s because within these walls you’ll find what is very likely the most astonishing, most unbelievable Porsche collection on the planet which, until very recently, has been kept a complete secret to everybody. You should prepare to be amazed.

It’s a complicated process to get inside the building but, after sharing introductions with the rather secretive owner, we’re lead inside. Greeted by a maze of stairways and corridors at first, our eyes take a little time to adjust to the bleached-out haze of white floors, walls and ceilings, illuminated by brilliantly white lights. The connotations here are almost surgical – for a minute you’d forgive us for thinking we’re about to take a look around a top-secret new hospital that’s soon to open.

Eventually we reach a wide set of windowless double doors, bright light from the other side visible through a minute gap where they meet. Pulling on each handle, the owner swings the doors open and steps back, imploring the three of us in our party to venture inside.

Staggering into the room, three sets of jaws hit the floor as our brains attempt to compute the information we think our eyes are relaying. There are no less than 54 Porsche sports cars impeccably laid out in this huge room which, like the corridors leading to it, is a complete whitewash from floor to ceiling. The cars within this hall, rather predictably, are all finished in varying shades of factory ‘weiß’. Welcome to The White Collection.

What started with a single Matchbox 911 Turbo has grown into what is the most awe-inspiring stockpiling of Porsche on the planet. It’s not just because of the unique colour either. The cars in this room are, almost exclusively, extremely rare and collectible models, and all boast low mileages. Don’t let the colourless hues fool you: each Porsche is extensively, bountifully specced, with most of the modern cars simply dripping in bespoke CXX options – but we’ll come to that later.

The collection is vast and immaculately presented. Walking towards the middle of the room, a row of 911 GT2s from 993 right up to 997 RS sit to our left – the 991 is in transit – all organised in chronological order. To our right there’s a row of air-cooled Porsche Rennsports ordered from first to last, including both M471 Lightweight and M472 Touring versions of the original 2.7 Carrera RS. The water-cooled Rennsports line up opposite, with the holy trinity of Porsche supercars in the 959, Carrera GT and 918 presented, in white, in the middle.

Flanking each end of the Rennsport displays you’ll find an extensive Turbo and Turbo S line-up, plus a long line of rare flatbacks which culminates in a 991 R. There’s a row of Cabriolets in the distance, plus every Porsche Speedster, and some choice Targas. All are meticulously placed in stringently straight lines.

Back to that white Matchbox Turbo. “I was given the car when I was a child and was mesmerised by its flowing lines, and so I cherished it. More than a car, I found art in its design. It continued to inspire me as I grew up,” says the Collection’s bashful owner, who wishes to remain anonymous. His first Porsche was a 993, though not in white. They came later, amassed over a period of years, though there’s an admission that “the collecting only became quite aggressive in the last six years or so. The aim, as you can see, was to have one of everything, in white, in the lowest mileage possible.”

Boasting what is likely the best independent Porsche collection in the world, the owner of The White Collection might also be one of the Exclusive Department’s best contemporary customers. The 918 has north of $100,000 in CXX options, and the R, GT3 RS and GTS Targa aren’t far behind. The total amount of CXX options in the room could be near to $1 million. Even cars such as the 991 Turbo S Exclusive Edition, which came with bespoke Gold metallic paint, was optioned in Carrera White Metallic and, popping the front bonnet, the entire boot is lined in luxury leather with contrast gold stitching, courtesy of the Exclusive Department.

Most 991 interiors are resplendent in CXX Yachting blue leather with white contrast stitching and seat piping, this specification a clear favourite of the meticulous owner. The inspiration for this lies on the far side of the room, among the flank of flatbacks, where a 3.2 Carrera resides with a factory Yachting Blue interior. “I just fell in love with the colour combination when I bought that particular car,” the owner says. “It works so well and complements the white exterior, so from that moment on I decided all the new cars should be finished this way.” That 3.2 Carrera’s legacy now includes a 991 R, 991 GT3 RS and 918, all with Yachting Blue interiors.

For the full exposé on The White Collection, pick up your copy of Total 911 issue 175 in shops now, or get it delivered to your door. Can can also enjoy a special bonus gallery of the Collection via our digital editions for both Apple and Android

 

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Classic icons: Porsche 911T v 911E v 911S

In issue 159 of Total 911 we compared the 991.2 Carrera, GTS and Turbo S, declaring them the “modern-day interpretations of the 911 T, E and S”. Now, we’re rewinding the clock 45 years to the classic originals. Meet the mainstream F-series range as it was in 1973, the final year of the ‘long bonnet’ before the impact-bumpered G-series arrived, a move which changed the 911’s look forever.

Why ‘mainstream’? Well, as Porsche enthusiasts, we all have ‘1973’ branded on our collective consciousness as the year of the first road-going Rennsport. The Carrera 2.7 RS is a fully paid-up icon and arguably the greatest 911 ever made, yet, then as now, it was exclusive and expensive. So, just as we excluded GT models from our 991.2 triple test, the RS fails to fit the brief here.

The three-tier 911 hierarchy was established in 1968, when the entry-level T (Touring) and mid-range L (Luxury) joined the flagship S (Super) – the latter introduced in 1967. At this stage, all had 2.0-litre engines and a 2,210mm wheelbase. The carburettor-fed L gave way to the fuel-injected E (Einspritzung) in 1969, when wheelbase was lengthened to 2,271mm. A year later, the flat six grew to 2.2-litres, then 2.4-litres in 1972. The 2.4 F-series models were thus in production for just two years, compared with 15 for the G-series.

The three cars gathered today – kindly sourced by Paul Stephens in Essex – all hail from 1973, and look near identical at first glance. Get closer, though, and it’s apparent there are detail differences, most obviously the colour of the engine shroud: black on the 130hp T, green on the 165hp E and red on the 190hp S. However, as those power outputs suggest, by far the biggest difference is felt on the road.

I start in the middle with the 911E: a model Paul describes as “undervalued”. This particular example is resplendent in Light ivory (colour code: 131) on polished 6×15-inch Fuchs. It’s the only UK car here, which explains the round door mirrors – both the T and S are US imports and sport rectangular mirrors – while the absence of optional bumper over-riders or chrome wheel arch trims results in a cleaner look.

The E being a right-hooker helps me acclimatise more quickly, yet there’s still much that feels alien about a 911 of this era. The hand throttle, a hinged choke lever nestled between the seats, is one notable quirk, as are floor-hinged pedals that force you to skew your legs towards the centre of the car. Unassisted steering and a five-speed 915 gearbox that’s obstructive when cold are further features that would confound drivers of modern machines – not least anyone accustomed to water-cooled 911s.

To read the full article on our Porsche 911T vs E vs S mega test, pick up a copy of Total 911 issue 161, in shops now and available to buy here or download.

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