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Bob Ingram Discusses The Fire Which Destroyed The Building Housing The Ingram Collection

Following the tragic explosion at the building next door to the warehouse where much of the Ingram collection was housed in downtown Durham, NC, the community rushed into action. The locals in the area, from first responders to neighbors and friends, put in time and effort to ensure everything got back to normal as quickly as possible. No loss could ever be as great as the two who died in the explosion, and it is nice to hear Mr. Ingram acknowledge that fact. His collection of cars, while important to the Porsche community, will never be more valuable than the lives cut short.

This statement from Mr. Ingram includes the first major update we have heard since the morning of the explosion. There were some cars lost, as suspected, and others still were intact enough to be worthy of restoration. Incredibly, one of the cars, an Abarth GTL, will be returned to Pebble Beach for the Concours d’Elegance later this month. To pull a car out of the rubble of a fallen building and get it correct enough for Concours in just a few short months is nothing short of improbable.

So here it is, Mr. Ingram’s statement on the current state of the collection. And you can read more from Cameron Ingram’s perspective on the Road Scholars blog.

« Some of the cars are fine, some will pass into the next life, and others will be restored. »


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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 Reopens the Renovated Nardò Testing Facility

Few tracks on Earth have greater claim to the word « Ring » in their name. The Nardò Ring, a circle with a circumference of 7.8 miles, is a « Ring » in the truest sense of the word. Porsche acquired the legendary testing facility in 2012, and since then has been working to exceed its former glory. It has taken seven years of working with local councils and 35m euros of renovations, but it has finally come to fruition. Nardò is open for business.

The four-lane circuit has been renovated, and the surface features new asphalt for enhanced safety at extremely high speeds. Porsche Engineering also designed an all-new guard-rail system for the track, designed around the facility’s unique operating requirements. Per Malte Radmann, Chairman of the Board of Directors of the Nardò Technical Center and Managing Director of Porsche Engineering; “(w)ith the modernization of the tracks, the strategic development of the Nardò Technical Center advances decisively. This proving ground has always been one-of-a-kind and is now more than ever a cornerstone of the Porsche development strategy and of the vehicle testing activities in the automotive industry as a whole.”

The renovations are meant to scale with an evolving vehicle marketplace, with Porsche emphasizing its ability to test future mobility solutions. The circuit’s broad surface will allow manufacturers to test everything from driver assistance systems, to fast-charging, to electric vehicle behavior over periods of extended use- the facility does have a history with 24-hour run records, after all.

More than A Single Ring

Though best known for its high-speed ring, the facility houses more than 20 tracks and other facilities. The total area of Nardò is more than 700 acres, and the facility employs more than 150 people. The recent renovations also included a revamp of the 106k square-meter car dynamics platform.

The Porsche Engineering Group GmbH has operated the facility since 2012, and offers engineering services not only within the Porsche brand, but to other manufacturers as well. Porsche Engineering offers strict confidentiality for its clients, and makes its services available across the industry.

Porsche Records at Nardò

Though these records are relatively little-known, a pair of 24 hour speed records set at Nardò may be the 928’s most important contributions to the Porsche motorsports legacy. While a 24 hour closed-course speed record may not have the glamour of wheel-to-wheel competition, these are still important benchmarks for the brand.

The first of these two was set by a 928S in 1982, when the model achieved an average speed of 156.2 MPH over the 24 hour period, covering a total of 6,033 kilometers. The second came eleven years later, when a 928 GTS upped the ante. The mighty GTS bid further 928 development farewell with an astonishing speed of 165.11 MPH over 24 hours, for a final distance of 6,377.25 kilometers.

In Porsche’s present era of record setting, we hope to see future records set at Nardo!


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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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