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Project Flatnose: The Secret Development of the Porsche 935

From the middle of 2017 until its release at Rennsport Reunion last September, the 935 project was a hush-hush affair. Nobody knew of the small-batch successor until its unveiling, and the team had to work quietly and quickly. Even other departments weren’t aware of the development of « Project Flatnose. »

The striking appearance of the car is the result of the vision of Grant Larson—the man responsible for gems like the 997 Carrera and the Carrera GT. The exterior design had to be designed in just four days, which meant one shot at making the car turn heads.

This project was special because of all the freedom we had. There wasn’t going to be any homologation, so both we and the engineers were free to design as we wished,” said Grant.

However, the upside to having to work at a feverish pace meant they had carte blanche where the visual design was concerned. By taking cues from the original Moby Dick, they established the foundation. The flatnose design, headlights mounted in the massive front intakes, and flowing Martini livery were clearly linked to the original. The rear took a modern twist with the elongated bodywork, the recessed taillights and tunnel-like shell mimicking the massive venturi tunnel underneath.

The rear end of the 935 is pure fighter jet.

« The engineers were onboard earlier than usual in the design process. We normally join the process in the wind tunnel stage at the latest, but with the new 935 we were already included at the design studio phase—it created a special group dynamic,” said Matthias Scholz.

Unshackled by restrictions, fueled by the success of the past, brought together by the unique conditions present, the team put together a truly unique thoroughbred. It seems the pressure and the urgency actually helped here. The team have turned out a stunning, and stunningly fast, Porsche.

Grant’s skilled hands sketching out the wild shape of the 935.


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Motor Werks Racing : Porsche 924 Heritage Tribute Edition…

Chez Motor Werks Racing, on aime la Porsche 924 GTP. A tel point, que le préparateur de Cumming, une bourgade située en Géorgie au nord d’Atlanta, s’en est fait une spécialité… Recréer des 924 GTP de course, qui reprennent les livrées d’époque et reçoivent sous leur capot, un 1.8l turbo sous hormones… Le paradis des […]


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991.2 G2 RS Clubsport unveiled

Porsche might have chosen LA to reveal its new 992 series Carrera, but the 991 isn’t going down quietly, having one last hurrah in the form of the GT2 RS Clubsport. A track-only 200 limited-run special, the GT2 RS Clubsport takes the already mighty GT2 RS and strips it for the track, with a single Recaro bucket seat with a six-point harness, instrumentation from the GT3 R racer, an air jack system with three lifts and plumbed in fire extinguisher system. The fuel tank has been enlarged, the Clubsport coming with a 115 litre FT3 safety fuel cell which is filled through the bonnet.

That bonnet, like the engine cover is made of carbon fibre, these fitted in place on the Clubsport with quick release hatches for easy access at track. Above the driver’s seat there’s an escape hatch in the carbon fibre roof, in accordance with FIA regulations. Under that removable engine cover is the same 3.8-litre turbocharged flat-six as the road car, situated on rigid mounts.

Porsche is quoting the power at 700hp, though that’s likely to be conservative, it easier to simply quote the road car’s figure than re-homologate the numbers for the Clubsport. The 100 cell cat and new centre-exiting exhaust is certain to have liberated more power from the already ludicrous output of the GT2 RS.

Visually the Clubsport gains an even more aggressive look, with larger air intakes at the front a larger rear wing situated higher than its road relative and rides on Clubsport specific adjustable suspension with 3-way racing dampers, reinforced tie-rods ball joints throughout. The one-piece lightweight alloy wheels of 10.5J x 18 front and 12.5J x 18 rear wheels feature a single centre-lock nut.

The interior is pure race car, with the single Recaro bucket seat, welded-in cage, a Cosworth ICD with integrated data logger, a lap trigger and Porsche Track Precision Race App and a Sport Chrono Clock. The boost gauge is given a ‘vintage’ finish, while the carbon fibre steering wheel is removable, the centre console featuring an emergency cut off and map switches to adjust the ABS, ESC, TC and switch between different tyre circumferences. Air conditioning is retained in the otherwise stripped interior.

Braking is taken care of by six-piston monobloc racing callipers on the front axle grabbing 390mm diameter steel brake discs, the rear having a four-piston monobloc racing calliper and 380mm discs. Two separate brake circuits feature for the front and rear axles allowing the driver to adjust the brake balance as required.

The 7-speed PDK transmission is retained, it featuring a dual mass flywheel with internal pressurised oil lubrication and a limited-slip differential optimised for racing. Despite the fitment of a cage the Clubsport drops in weight, Porsche quoting a kerbweight of 1,390kg.

Eligible to run at selected race meetings or club motor sport, Dr Frank-Steffen Walliser, Vice President Motorsport and GT Cars said: “For the upcoming years, our customers will not only race the GT2 RS Clubsport on track days but also at international motor racing events. We are currently holding very productive talks with the race organiser SRO”.

Just 200 will be built, it likely that if you’ve not already secured an allocation then you’ll not be able to have one, even if you have the €405,000 (before local VAT) Porsche is asking for it. Deliveries start from May 2019, so if you want to win any club races in your current machinery then you’d better get busy before the GT2 RS Clubsport arrives….


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Porsche Macan : le SUV en mode « compétition historique »

Porsche a marqué l’histoire du Sport Auto en Endurance. A l’opposé, des prototypes LMP1 qui sont à jamais inscrits dans la mémoire des plus fervents passionnés de compétitions automobiles, les SUVs envahissent les esprits des automobilistes « grand public ». Le constructeur allemand mêle aujourd’hui ces deux univers aux travers de cinq Porsche Macan exclusifs et uniques qui reprennent les livrées mythiques des bolides de course d’antan. Choisissez votre Macan préféré ! Du Macan à la livrée rouge et blanche inspirée la 917 HK de 1970, à celui rose qui fait le lien avec la Porsche 917/20 des 24 Heures du Mans en […]

L’article Porsche Macan : le SUV en mode « compétition historique » est apparu en premier sur Les Voitures.


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The Maestro’s One-Off 1975 Porsche 911 Turbo RS

Porsche’s magazine-of-record Christophorus has been slowly trickling out their featured articles for a few years now, and this is perhaps the greatest one we’ve seen in all that time. This odd-looking mid-70s 911 Turbo is a unique piece of RennSport heritage that we’d not heard of prior. It was commissioned for long-time Porsche driver, company supporter, and friend of past Porsche CEO Ernst Fuhrmann, maestro Herbert von Karajan. Karajan was not a large man, but his list of accomplishments was imposing. He was only satisfied with perfection, and that helps explain this phenomenal car. One of the first Special Wishes built Porsches, this early production 930 sounds like a heck of a ride, and was built to Karajan’s exacting standards.

As many know, the early 3.0-liter Carrera Turbo Type 930 was built to bring Porsche’s 911 into a new level of performance. With 260 horsepower from a turbocharged flat-six, and a 1140 kilo weigh-in, there’s a reason the 911 Turbo is an icon of performance. In its day, it was counted among the quickest and fastest cars in the world. The maestro requested that his special order 911 Turbo weigh less than 1000 kilos and produce more horsepower than standard. It wasn’t an easy task, and the resulting car shares more with Porsche’s motorsport models than a standard 911 Turbo.

How it Was Done

Starting with a fresh Carrera RS body shell, Porsche attached control arms, uprights, and sway bars from the motorsport department, and fitted a chassis-stiffening roll cage. Much of the Porsche’s weight loss was conducted inside, as this Turbo RS was built with much of the interior left on the shelf; sans radio, door handles, carpeting, or regard for comfort. In the engine compartment, the 3-liter received a larger turbocharger and camshafts to produce around 100 horsepower more than a stock 930. As a special addendum, Porsche requested the blessing of Count Rossi to use his famed Martini livery from their 1974 Le Mans effort on this special customer car. It’s certainly a unique finished product, but certainly not one we’re opposed to.

Karajan only racked up a few thousand kilometers on the Turbo RS odometer during his tenure at the wheel from 1975 through 1980. We cannot imagine driving such an amazing Porsche so little, especially when his house was nestled in the mountainous terrain of southern Bavaria. He was said to get up before dawn and drive up into the mountains to greet the day. Perhaps because this 911 shared garage space with several other Porsches it was not driven as much, because the maestro had to share his time with each of them. Regardless of why, this 911 retains a very low odometer tally. It’s practically criminal that such a unique Porsche has not been driven as frequently as it should be, but with an alleged value of nearly three million euros, we’d have a hard time risking that for a drive as well.

To read much more about this car and its unique first owner, check out the full article in Christophorus Issue 382, or click this link.

The post The Maestro’s One-Off 1975 Porsche 911 Turbo RS appeared first on FLATSIXES.


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