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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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930 3.0 v 991: evolution of a species

Second gear, just before the apex of the tightly radiused corner. Squeeze the power and wait for the 930 Turbo to spin up and deliver boost. 2,500rpm and nothing is happening. 3,000rpm and still nothing of significance. In fact, it’s feeling like a slightly flat, normally aspirated Porsche. Three-and-a-half grand and finally we’re feeling a shove between the shoulder blades, the boost gauge below the rev counter now stirring. Suddenly that softly sprung rear is squatting down and the nose is lifting, and we’re being pushed hard at the horizon. The revs rise at a disproportionate rate to what was happening a second ago and I’m readying for that long-throw 915 shift across the gate and into third gear, hoping that I can shift it briskly enough that the engine doesn’t fall off boost.

Ahead of us there’s a vivid, gold 991 Turbo S Exclusive Edition that only seconds ago was filling our windscreen and has now almost vanished over the horizon. The 930 Turbo, now on boost in third gear, is covering the ground rapidly, yet there’s just so much distance to make up. An awful lot has happened in Porsche technology in the last 40 or so years… and not only in turbocharging technology. In fact, today is proving to be such an education and reminder of automotive technology advancement that it’s going to take some time to gather my thoughts.

These two Porsche 911 Turbos are both utterly beautiful. The fact that they both happen to be shades of gold that reflect the prevailing fashions at the time of their production is a happy coincidence that makes for an attractive photoshoot here in North Wales. They are both equally stunning to behold, and of course both are rear-engined. However, beyond that the differences are so stark that they provide probably the most graphic illustration possible of how the Porsche 911 ethos of Darwinian evolution has brought us to what is probably the pinnacle of internal combustion engine technology today, without the addition of hybrid power. We have here the beginning of the Porsche Turbo and quite possibly the end, together on the demanding roads of the Evo Triangle.

I’ve driven the 991-generation Turbo before, so its performance is nothing new to me. It’s fair to say that I am a devoted fan of the 911 Turbo as a road car. I fully accept the argument that the GT3 line has a purity of throttle response that is linear and telepathic, yet there’s something about the effortless, devastating overtaking capability of the 911 Turbos of each respective generation that has given me many happy memories over my years of 911 driving. Most enthusiasts would admit that if there were only one Porsche to drive every single day for the rest of their life, it would probably be a 911 Turbo.

It’s for the best that I’m driving the 930 Turbo first. At least that way it stands a chance to impress with that charismatic, early generation power delivery. The nicely adjusted 915 shift has only four gears, and I’m reminded as a former 1979 Turbo owner just how often you use first gear around the town. Those junctions where you may normally dip the clutch a little and keep it rolling in second gear need a slow, deliberate shift down to first that ideally requires a little heel toe and timing to achieve smoothly; you’re using first as an actual gear here, rather than something you select once stationary. Leaving it in second can strand you mid-junction in a black hole of performance that can be a little embarrassing if you’re not careful.

The steering is unassisted and heavy, weighting up in the traditional 911 way as soon as the corners become significant. It’s not difficult – unless you’re trying a three-point turn in a side street – but it’s heavy nonetheless and gives your wrists a workout, with the steering wheel doing its unique 911 feedback dance over road imperfections. The ride is certainly firmer that a standard 911, though it’s far from hard.

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Porsche 964 RS 3.8: the rarest Rennsport

If, like us, you’ve a keen eye on 911 values and auction results in particular, RM Sotheby’s recent Amelia Island sale would have made for a fascinating watch. While many Porsche struggled to build on their lower estimates, lot 167 reached well into seven figures before its frantic end, the sale transporting us back – momentarily, at least – to the explosive heyday of the Porsche auctions of 2014 to 2015.

The car in question was a 964 RS that set a new record for the model by fetching an eye-watering $1.65million. This wasn’t any ordinary 964 RS though, but the rare, wide-bodied, 3.8-litre 964 RS. Achingly desirable having covered just 800km and looking stunning in Paint-To-Sample Ferrari yellow, the car is just one of 55 examples ever built by Porsche.

But what do we really know about Porsche’s rarest road-going Rennsport? It’s worth a reminder of the car that sired this very special Neunelfer, and that model was the 3.6-litre 964 RS. Appearing in 1991, it was born from Porsche’s need to go racing in the Carrera Cup – a series that had been conceived by Roland Kussmaul and talented engineer, Helmut Flegl – and pared a mildly fettled flat six producing 260hp with an obsessive focus on weight saving. The result was a 911 that exhibited a purity of focus not really seen since the seminal 2.7RS.

Naturally, Porsche felt the need to take things a step further, and it would again be motorsport that lay at the heart of their decision. More specifically, it was the desire to race an RSR variant in the bigger-engined GT-category, and the result was the car you see here. Constructed by the racing department at Weissach and only available by special order from them, there has tended to be some dispute around the actual numbers made, although our information tells us that just 104 examples of the 3.8 RS were built and, of those, just the aforementioned 55 were for road use. The remainder were RSR racers, and of the total production all except two were left-hand drive. 

But anyone thinking this was little more than a warmed-over 3.6 couldn’t have been more wrong, and by the same token if Porsche had set a budget for this project, then it seemed the engineers had ignored it. For one thing it differed markedly in appearance, being based on the wider Turbo body shell and featuring a more extreme aerodynamic package that encompassed a deeper front spoiler and a biplane rear wing that was both adjustable and formed in one piece with the engine lid. The shell was also strengthened over the 3.6 and contained additional welds, while aluminium was used for the doors and luggage compartment lid. Along with lighter glass, and a cabin stripped of all extraneous trim and equipment, Porsche quoted a kerb weight of 1,210kg, made all the more impressionable given the larger brakes, body and wheels.

Whatever the actual numbers, it could still be considered extremely lithe compared to any other 964 variants (the 320hp Turbo was a positively porky 1,470kg), and then there’s that engine. The M64/04 unit gained its extra capacity via an increase in stroke from 100mm to 102mm – the bore remained at 76.4mm – although that was just the beginning. Developing 300hp at 6,500rpm and 360Nm of torque at 5,250rpm – both notably higher crank speeds than required by the 3.6 – the new motor featured a raft of careful developments, including an increase in compression ratio (up from 11.3:1 to 11.6:1), a revised intake with individual throttle butterflies to sharpen the throttle response and tweaks to the engine-management system. Bigger inlet and exhaust valves were fitted, too, with sizes increased to 51.5mm and 43.5mm respectively, and gas flow improved with polished ports.

For the full, in-depth article on Porsche’s rarest Rennsport, order your copy for delivery direct to your door here, or download the digital issue to your Apple or Android device. 

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Rare 997s: six special editions

For some, it’s the ultimate generation of the Neunelfer: melding that classic 911 design with modern-day performance and sophistication, the 997 has it covered. While the earlier Gen1 cars brought back equilibrium for the 911’s aesthetics and build quality after six divisive years of 996, the arrival of the Gen2 in 2008 improved on reliability, usability and performance. Gone was the troublesome IMS bearing and bore scoring that had plagued the M96 and M97 engines. The new 9A1 engines had direct fuel injection, which offered better power with economy. Porsche also said goodbye to the Tiptronic gearbox, an archaic transmission by this point, replaced by the swift and intelligent dual-clutch PDK transmission still utilised in 911s with two pedals today.

Revered by enthusiasts and automotive journalists, the 997.2 has forever been thought of fondly, never suffering from the negative press incurred with the 996 or 997.1 (the latter thanks to question marks over its engine’s reliability). Of course, the ultimate barometer of success is to be found in sales figures, which were positive given the global financial meltdown in which the Gen2 cars were born into.

You could argue that Porsche itself looked auspiciously at the 997 era of production. With what was an all-new generation of 911 in the 991 firmly on the horizon, the company sought to celebrate this era with a series of run-out models that would truly leave their mark. Over a period of 730 days between 2010 and 2011, the company released no fewer than six special editions, all a consummate raid of the parts bin at least or, at best, a truly unique car, courtesy of the Exclusive department. Not since the 964 or 993 generation had the throng of special-edition 911s rolling off Porsche’s production line been so rich.

Just seven short years later, Total 911 has gathered this stellar sextet with Hexagon Classics in a world first. Most are worth far more than list price – incredible for a Neunelfer less than ten years old – and all are now appreciating. This is their story and brilliance, and why they were sure to be deep-rooted to the Porsche 911 hall of fame from the moment they rolled off the production line…

To read the full story, het your copy of Total 911 issue 162 in stores now. You can also order your copy direct to your door here, or download to any Apple or Android device. 

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1967 911R prototype: story of R4

Such is the historical importance of the 911R for Porsche, it’s ludicrous to think the car was relatively unheard of for years for even the discerning enthusiast compared to, say, a 2.7RS. Indeed it wasn’t until the arrival of the 991 R last year, itself a seminal moment in the legacy of our beloved 911, which really shone a light on those 20 early cars and their acute significance to the brand with Stuttgart’s prancing horse on its nose. And to think some of those 20 original ’67 Rs were still available as late as 1970!

The brainchild of one Ferdinand Piëch and the lightest Neunelfer to ever leave the Zuffenhausen factory, the R set the benchmark for the endless engineering possibilities Porsche would accomplish for its cherished 911 platform. Perhaps more importably though, its creation really started the 911’s unrivalled racing legacy, something which, more than 30,000 race victories later, Porsche is still incredibly proud of.

The R, then, wasn’t just built so Porsche could go racing – plenty of early 911s in both T and S guise had already tasted success in competition at various events around the planet – moreover it was an inquisitive exercise to find out just how much the company could evolve its new 911 sports car for competition purposes. In the end, these cars marked the beginning of the process of a Porsche 911 sports car being homologated, a move which would culminate in many historical feats at some of the world’s most famous races and events. That’s quite an imprint on history: simply put, Porsche’s later and notable success at La Sarthe, Daytona, and Sebring to name a few all starts right here with the creation of the 911R.

Though there were only ever 20 production 911Rs built, four prototypes were initially created, those cars pulled from the production line originally in 911S specification. Those four R prototypes are today known as R1, R2, R2, and R4, so named in accordance with their production dates. The car you see in our pictures is that of R4, the last R prototype Porsche built, which today can be found in Scotts Valley, California, its Lemon yellow coachwork glistening under the showroom lights at Canepa. However, its journey to this point is nothing short of remarkable, taking in four countries and two continents despite still being the lowest-recorded mileage R rolling the planet.

For the full feature on this incredible 911R prototype, pic up issue 159 of Total 911 in hardcopy here or get your digital copy from Apple or Android newsstands. 

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