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Sales Spotlight: Porsche 911 Carrera 3.2 Supersport

While it’s hard to beat the purity of the early Neunelfer’s silhouette, we’ve always had a soft spot for Turbo-look Porsche 911s. Helping to accentuate the 911’s business end, those flared rear arches just look right in our eyes.

But, while a widebody appeals to many, not everyone wants a 911 Turbo (and all the inflated running costs associated with Porsche’s top-of-the-range sports car). That’s why, for over 30 years, Weissach has offered Turbo-look variants of certain Carrera models.

The craze started in 1984, when Porsche unveiled the ‘M491’ option code. Ticking this particular check box when ordering a new 3.2 Carrera resulted in the car you see before you: the 911 Carrera 3.2 SSE.

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Currently for sale at esteemed independent specialist, Paragon, this particular Carrera Supersport (SSE is short for ‘Supersport Equipment’) is one of the rare right-hand drive examples sold into the UK market.

While buyers in the US (where the Turbo had been removed from sale) were won over by the SSE’s purposeful looks, ‘tea tray’ spoiler and 930 brakes and suspension, sales on Total 911’s shores were more modest with just 226 cars coming to the UK.

Finished in Jet Black (with a matching black leather interior), Paragon’s Carrera 3.2 SSE is more unassuming than many wide-hipped 911s however, the stealthy aesthetic – completed with body-coloured centres on the 16-inch Fuchs alloys – is part of this particular example’s charm.

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Built in 1988, this Porsche 911 Carrera 3.2 Supersport benefits from the later G50 five-speed gearbox, bringing with it a much improved shifting experience over the 915 ‘box found on early SSEs.

Paragon’s car also comes with a host of period options, including sports seats, headlamp washers, central locking and an electric sunroof. As you would expect of classic 911 that has completed just 68,604 miles, the black SSE looks immaculately presented.

For more information on this Porsche 911 Carrera 3.2 SSE, or to see more of their Porsche 911 stock, check out independent specialist, Paragon’s website now.

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Rouen-Les-Essarts, Haute Normandie, France

You’d think that the site of Porsche’s solitary Grand Prix success as a manufacturer would be easily identifiable. Today, all that marks out the location of the old Rouen-Les-Essarts course though, is a bus stop sign – entitled ‘Circuit Auto’ – a few hundred yards away from where the start-finish line used to be situated.

However, despite this lack of pomp and ceremony, you can still follow in Dan Gurney’s wheel tracks; the circuit’s infrastructure may no longer exist (all traces were demolished in 1999) but the public roads can still be driven.

Situated halfway between Calais and Le Mans, you ideally want to be heading east along the N138 in order to drive the majority of the Les-Essarts track in one go. This section of ‘Route Nationale’ traces the path of the circuit’s northernmost straight, the slip off onto the D938 – signposted towards Elbeuf – the location of the ‘Scierie’ right-hander (the 11th of Rouen’s 12 turns).

400m further down the D938, a roundabout marks the spot of the final ‘Virage du Paradis’. The first exit takes you onto the old pit straight, the road’s two lanes segregated by white bollards, preventing you from taking the racing line (although the 70kph speed limit and reasonably high level of traffic also ensure you won’t be needing to use all the tarmac).

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As you drive past the bus stop, the road disappears downwards, providing a daunting setup for the first corner, a super-fast, lightly banked right-hand sweep that must have had the drivers in 1962 holding their breath.

The old track continues to carve downhill, running through a similarly sweeping left-hander before the infamous right at ‘Six Freres’. After another fast left, you’re suddenly on the brakes and down through gears for the ‘Virage du Noveau Monde’.

Cobbled in the days of Gurney, the road here is now tarmacked but it’s hard not to still imagine the hordes of spectators who used to gather at this vantage point, packing the steep bank on the hairpin’s exit to cheer on their heroes. The tight right takes you onto the D132 and it’s here that the circuit becomes narrower, more technical and more fun to drive.

Bereft of traffic, you can push your 911 a bit harder, fighting against the surprisingly steep gradient through a right-hand kink before a medium-speed curve at turn seven.

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Essential info
Location: Rouen, France
Latitude: 49°20’07.4” N 1°00’43.9”E
Length of drive: 6km
Points of interest:
Rouen Cathedral
Jardin des Plantes de Rouen, rouen.fr/jardindesplantes
Food and accommodation:
Hotel de Bourgtheroulde, hotelsparouen.com
L’Auberge de la Pomme, laubergedelapomme.com

There’s little time to relax now as you cut through the tree-lined hillside, pitching into the ‘Virage du Samson’, the camber hugging you into the apex before spitting you out through ‘Virage de Beauval’. A final right-hand kink takes you over the brow of the hill and onto the back straight.

Unfortunately, if you pass under the A13 link between Caen and Paris, the super-fast curve that would have taken you back onto the N138’s path no longer exits, the Grésil Forest (after which the corner was named) having reclaimed the land after the national Autoroute was built.

Your best bet is to retrace your steps and drive back along the straight, turning left onto the D132A (known as the Chemin de l’Étoile), which follows the route of the shorter Rouen track raced in the early 1950s.

This brings you out just before the ‘Circuit Auto’ bus stop, allowing you to drive the major portion of the circuit over and over again, which is just as well as one lap simply isn’t enough to soak up the atmosphere of this once spectacular venue.

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Total 911’s Greatest Porsche 911 drives ever – Josh’s picks

Between Editor, Lee and Features Editor, Josh, the Total 911 team have driven pretty much every different variant of Porsche 911 ever made, from the original short wheelbase 2.0-litre car to the latest 991.2 Turbo S. But which ones stand out in their mind as the best? Here are Josh’s greatest ever Porsche 911 drives:

6 – Porsche 993 Carrera RS
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Before I got behind the wheel of my first Porsche 993 Carrera RS, I’d spent close to 18 months listening to Lee eulogising the last air-cooled Rennsport’s talents. The bar was, therefore, set pretty high for the 993.

However, it more than lived up to my expectations with a lithe and nimble chassis that is so eager to change direction that steering it feels almost telepathic. The engine is a real firecracker too, happy to rev but with plenty of guts in the mid-range.

5 – Porsche 911 S-R 2.5
Yellow 1972 Porsche 911 S/R driving

If any car can transport a back road in rural Essex into a scene from the movie Le Mans it’s the Porsche 911 S-R 2.5. Effectively the forerunner to the 2.8 RSR, the S-R was an ST-type 911 built by the factory and I can still hear the bark from the unsilenced flat six ringing in my ears.

It wasn’t just the music from the twin pipes that besotted me with the 911 S-R however. On the road it was beautifully adjustable, allowing me to play with its attitude through each corner on the throttle rather than just wrestling the wheel.

4 – Porsche 991 GT3 RS
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Yes, the 997.2 GT3 RS (and its 4.0-litre brother), complete with Mezger engine and manual gearbox, were close to making this list but it was actually the Porsche 991 GT3 RS that impressed me most.

Technologically, it is such a huge leap over the previous generations of Rennsport and this shows most on track where it feels more like a racing car than a road car thanks to its simply stunning levels of grip (especially from the front end).

3- Porsche 911 Carrera 3.0 RS
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Like the 991 Rennsport, the Porsche 911 Carrera 3.0 RS is an incredibly large leap forward from its predecessor. However, the 1974 Carrera RS is, at its core, still very much a classic Porsche 911. It’s just been dialled up to 11.

Taking the 2.7 RS as a starting point, Porsche improved almost every area using the lessons learned during the 1973 race season. The 3.0 RS’s chassis is more direct, there’s more grip and the flat six punches hard across the rev range.

2 – Porsche 911 2.2S
Silver 1969 Porsche 911 2.2S driving

Technologically there are better classic Porsche 911s on this list (the 2.5 S-R and the 3.0 RS) but there is something about the 2.2-litre Porsche 911S that never fails to completely charm me.

Maybe it’s the purity of its silhouette or, more likely, it’s the short stroke flat six that just loves to rev. And rev. And rev. Taking it passed the 6,000rpm mark and letting it come ‘on cam’ is an experience I will never tire of. The chassis too is excitable without being as aggressively oversteery as the early short wheelbase cars.

1 – Porsche 964 Carrera 4 Leichtbau
964 C4 Lightweight driving on track

I never thought I could fall in love with a four-wheel drive Porsche 911 but the 964 Carrera 4 Leichtbau thoroughly proved me wrong when I took it on track in Finland last year.

After being shown around the car by its creator, Jürgen Barth, I was left to revel in the delightfully playful chassis. Complete with the adjustable differential, I’ve never come across a 911 that can have such fantastic track in all conditions without compromising on handling. It’s pretty close to sheer perfection.

What is the best Porsche 911 you have ever driven? Join the debate in the comments below, or head to our Facebook and Twitter pages now.

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Porsche 911S 2.4 tops £200,000 at Silverstone Auction sale

Silverstone Auctions raised £2.5 million at their recent Porsche Sale with a 1972 Porsche 911S leading the way under the hammer, the 2.4-litre Neunelfer topping £200,000 as the British auction house saw 70 per cent of its automotive lots find new homes.

A right-hand drive car originally sold by AFN in May 1972, the Light Yellow Porsche 911S enjoyed an 18-month restoration just under ten years ago and was offered in seemingly exceptional condition.

The Porsche 997.2 GT3 RS, finished in Carrara White with red detailing also performed well exceeding its estimate of £135,000-£155,000 to realise an eventual £168,750.

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Another pre-sale star, the 964 Carrera RS in NGT-spec also didn’t fail to disappoint as it passed the auction block for £157,500, the Maritime Blue Rennsport surpassing its upper estimate by £2,500.

A rare right-hand drive Porsche 930 SE also made it solidly into six figures, selling for £140,630 while an eye-catching Tahoe Blue Porsche 964 Turbo 3.3 just failed to break the £100,000 mark, realising £90,000 after failing to sell at auction earlier in the year.

The crazy price realised by a 993 GT2 at RM Sotheby’s recent London sale doesn’t appear to have falsely inflated the values of later widowmakers as Silverstone Auctions saw their 997 GT2 sell for £135,000 inside Silverstone’s landmark ‘Wing’ building.

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Finished in Guards Red, the 996.1 GT3 Clubsport at the sale (held in conjunction with the Porsche Club GB) also exceeded its estimates, as bidding topped out at £70,310, a solid result in the current market that has seen GT3 appreciation slow.

There were also a number of more affordable Neunelfers under the hammer at the auction, with Porsche 996s still proving a lot of bang for your buck. An early Gen1 Carrera in Arctic Silver fetched just £14,625 while an ex-UK press car (also in 996.1 C2 spec) realised a fraction more at £16,880.

“As a huge Porsche fan I’m delighted that we’ve been able to offer some fantastic cars to new owners, as well as securing strong prices for our highly valued vendors,” said Silverstone Auction’s managing director, Nick Whale.

For all the latest Porsche 911 auction news, make sure you bookmark Total911.com now.

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Sales Spotlight: 1968 Porsche 911 T/R

Thanks to the launch of its modern namesake, the original Porsche 911R has been thrust firmly back into the limelight over the last year. Developed by Ferdinand Piëch, it was the first time Porsche had built a 911 purely to go racing with.

However, the ‘R’ wasn’t built in great enough numbers to be homologated for GT competition. That honour would have to wait until the following year when Porsche chose to homologate the 911 properly for the Group 3 class.

The resulting car was known as the Porsche 911 T/R, with the factory producing 28 examples for the 1968 season. One of just four right-hand drive cars, this exact 911 T/R is now up for sale with classic Porsche specialist, Maxted-Page and enjoys a particularly storied history.

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Ordered by Paddy McNally in November 1967, chassis no. 118 2 0884 was finished in Silver Metallic and originally came delivered with a standard 901/02 flat six (the 160bhp unit from the 911S) however, later in the 1968 season, it was upgraded to twin-plug Carrera 6 specification, turning out 210bhp.

1968 was a relatively quiet season for the car, competing in a couple of UK races before winning the Winter Sprinbok Series in South Africa. For 1969, the car was sold to Paul Vestey who began to campaign it in Europe, including the Mugello 500km and 1000km race at Monthléry.

It was 1970 that was perhaps the car’s most impressive season though, finishing second in class at the Targa Florio with Alain De Cadenet and Mike Ogier at the wheel, the duo going on to repeat that result at the Nürburgring 1000km.

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After rallying in Ireland during the Eighties and Nineties, the car came to Maxted-Page & Prill in 2012 where a full bare metal restoration was carried out before it was loaned out to the Porsche Museum for display during 2014.

It was here where the Total 911 team first came across the car, sitting resplendent alongside Porsche’s latest racing wonder, the 919 Hybrid.

Now back with Maxted-Page, the car comes complete with its original engine (albeit not currently fitted) that could be rebuilt to period specification, and an incredible file documenting this 911 T/R’s fantastic competition pedigree.

For more information on this Porsche 911 T/R, or to check out their other incredible stock, check out Maxted-Page’s website now.

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