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Richard Attwood drives a 964 3.8 R restomod

road car. A race car. An engineer’s car. The 911, more than any other car, is a product of continual automotive evolution. Porsche’s enhancements have kept it relevant for the road, competitive on the track and have cemented its reputation as the enthusiast’s car of choice. That evolution isn’t just limited to Porsche itself; an entire industry out there takes 911s backwards and forwards in time, improving, re-imagining, personalising. The 911 is an eminently adaptable basis upon which owners can build the car they want from it.

With this 964, that’s exactly what RPM Technik has done for its owner Ian Humphris. The idea was for a fast road car that could be track driven, adding contemporary performance while being respectful to the classic feel and engagement a 964 brings. Using a Carrera 2 as its basis, the build process has been meticulous, seeking improvements in every area, this now a 964 that can run with its more recent GT department relations, yet offers a driving bandwidth that enables it to be enjoyed on the road, too.

Of all the many branches of 911 evolution and sub-species, this visceral, exciting 964 arguably represents the most appealing opportunity for perfecting and personalising, taking a tired Carrera and reviving it as a car that can be enjoyed. Its performance absolutely eclipses a 964 RS that you’d be too scared to drive. What RPM and Humphris have created is the perfect riposte to a zeitgeist where vehicular value takes president over the value of driving itself.


It’s a sunny day at Bedford Autodrome, our track time exclusively reserved for RPM Technik’s 964 3.8. Owner Humphris likes his cars too: there’s a 997 GT3 RS in his garage, alongside some other special machinery, but it’s the 964 he’s animated about.

It’s obviously not standard, but to the uninformed could just be a neat, small, red Porsche 911. Its lowered stance could be missed, its split-rim BBS alloys less so. Humphris admits that they’re his road wheels, having a set of Cup 17-inch wheels with some cut slicks for serious track work. There are subtle hints to its revisions visually then, the black-rimmed headlight surrounds an RSR nod, the small lip splitter a neat addition under the front bumper.

There’s no surprises seeing the brake intakes on the front bumper, though they’re framed by darker indicator lenses. These, like those headlight surrounds, contrast perfectly with the red bodywork. Around the back the build follows the same understated enhancement route, this 964 retaining a single exhaust pipe, though the engine cover suggests that single pipe is attached to something a little bit different from the norm. The sticker, not badge, says 3.8 R, a model that’s entirely of its owner’s making, and justifiably so. Specification or naming purists be damned, this is a car that defines purity, a car built for an individual, with their – and only their – ambition and goals for it driving the entire project.


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Porsche 550 RS Spyder… Il était temps !

Allez savoir pourquoi… Mais y’a des caisses, on vous en a tellement parlées qu’on ne sait plus quoi raconter. On est obligés de trouver des subterfuges afin de ne pas avoir l’impression de radoter. Bientôt on sera même obligé de vous raconter la vie du mec qui a serré les boulons qui tiennent la culasse […]


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Porsche Unveils An Even Tougher RS: The GT2 RS Clubsport

There is a rare breed of driver who can’t quite stand anything that resembles a creature comfort. Even the thinnest carpet offends these serious folks. For those who would skip another meal in the name of another tenth off their best time, Porsche has released a meaner, leaner, even more exclusive version of their fastest RS. For better or worse, this particular model will never wear license plates—this is a track-only special.

The GT2 RS Clubsport will be eligible to run at clubsport events, Porsche Club of America (PCA) track days, as well as selected motorsport meets. « For the upcoming years, our customers will not only race the GT2 RS Clubsport during open track days but also at international motor racing events. We are currently holding very productive talks with the race organizer SRO, » says Dr Frank-Steffen Walliser, Vice President Motorsport and GT Cars. Does this mean the return of a customer racing program with turbocharged 911s, à la the 993 GT2?

To satisfy the ounce-obsessed road racer who skips carbohydrates three weeks before a track day, any unneeded pounds have been stripped from this svelte track scalpel. The Clubsport ticks the scales at just 3,045 pounds, and benefits from stronger brakes and stickier tires to shorten braking distances to those of a bonafide GT racer.

Six-piston aluminium monobloc racing calipers on the front axle in combination with internally ventilated and grooved iron brake discs, with a 390 millimeter diameter provide excellent deceleration values at the front axle. In addition, the rear axle is fitted with four-piston calipers and 380 millimeter discs. Michelin slicks at all four corners provide the sort of grip and traction needed to exploit the thoroughbred chassis on pavement-rippling power.

Like the 935, the powerplant has not been modified to provide any more thrust; 700 is more than enough. However, it has been mounted rigidly, as has the transmission. The differential has been optimized to handle the added stress of racing and the increased grip, and the nanny systems—more for speed than safety in this instance—are adjusted via a map switch positioned on the center console. This allows for tweaking of the various systems independent of one another to best suit whatever situation the driver finds themselves in.

All that, as well as an air jacks, a fire extinguishing system, and a complete roll cage are just some of the added features which take the GT2 RS, a car which straddles the fence between road car and racer, and clear into the realm of the frighteningly fast and focused track toy for the most discerning enthusiast.


Single-seater, non-street-legal race car
Basis: Porsche 911 GT2 RS (Type 991.2)

Weight: ca. 3,064 pounds (1,390 kg)
Length: 186.7 inches (4,743 mm)
Width: 77.9 inches (1,978 mm)
Total height: 53.5 inches (1,359 mm)
Wheelbase: 96.7 inches (2,457 mm)

Water-cooled 6-cylinder aluminium twin-turbocharged rear-mounted boxer engine with rigid mounting; 3,800 cc; stroke 77.5 mm; bore 102 mm; ca. 700 hp; 4-valve technology with VarioCam Plus camshaft adjustment and valve lift control
Electronic engine management (Continental SDI 9)
DMSB-approved 100-cell metal catalytic converter
Rear muffler with twin tailpipes mounted centrally

7-speed PDK gearbox with rigid mounts and short paddle throws
Dual mass flywheel
Internal pressurized oil lubrication with active oil cooling
Limited slip differential optimized for racing


Weight-optimized bodyshell in aluminium-steel composite design
CFRP motorsport rear wing
Enlarged air inlets with integrated LED headlights in 4-point design
CFRP roof with removable escape hatch complying with FIA Art. 275a
Lightweight CFRP front lid with quick release catches
Removable CFRP rear lid with quick release catches
115-liter FT3 safety fuel cell, refueling through the front lid
Welded-in safety cage
Recaro® racing bucket seat with longitudinal seat adjustment and padding system in accordance with FIA Standard 8862/2009
6-point safety harness
Air jack system (three jacks)
Fire extinguishing system with electronic release unit

Front axle:

MacPherson suspension strut; adjustable height, camber and track; optimized stiffness with high-performance spherical bearings; center-lock wheel nuts; 3-way racing dampers; reinforced tie-rods; electro-mechanical power steering with variable steering ratio; anti-roll bar

Rear axle:

Multi-link suspension; adjustable height, camber and track; optimized stiffness with high-performance spherical bearings; center-lock wheel nuts; 3-way racing dampers; anti-roll bar

Brake system:

Two separate brake circuits for front and rear axles; adjustable via brake balance bar system
Front axle:

Six-piston aluminium monobloc racing brake calipers with anti-knock-back piston springs; multi-piece iron brake discs, internally ventilated with 390 mm diameter, racing brake pads, optimized brake cooling ducts

Rear axle:

Four-piston aluminium monobloc racing brake calipers with anti-knock-back piston springs; multi-piece iron brake discs, internally ventilated with 380 mm diameter, racing brake pads, optimized brake cooling ducts.

Electrical system:

Instrument cluster consisting of Cosworth® color display ICD with integrated data logger; Sport Chrono clock and boost gauge in a vintage finish
Porsche steering wheel with shift paddles and quick-release coupling
PSM (Porsche Stability Management) with ABS, Traction Control and Electronic Stability Control (able to be completely switched off)
Center console with map switch to adjust the ABS, ESC, TC, and switch
between preset tire circumferences
Porsche Track Precision Race App
Integrated lap trigger
Lightweight lithium-ion (LiFePo) battery, 60 Ah, leakproof, mounted in passenger footwell
Emergency cut-off switch in cockpit and outside left of the windscreen
Tire pressure monitoring system (TPMS)
Air conditioning

Front axle:

One-piece light-alloy forged wheels
10.5J x 18 offset 28 with center-lock nut
Michelin transport tires 27/65-R18
Michelin rain/slick tires, dimensions: 27/65-18

Rear axle:

One-piece light-alloy forged wheels
12.5J x 18 offset 53 with center-lock nut;
Michelin transport tires 31/71-R18
Michelin rain/slick tires, dimensions: 31/71-18


Water-based paint
Exterior: white (9CA)
Interior: white filler coat, without lacquer

200 cars
Vehicle price:

$478,000 USD MSRP excluding tax, shipping, and import fees
Delivery from May 2019


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Well-Driven Lotus Struggles to Match GT2 RS Around Silverstone

It’s quite easy to become desensitized nowadays as, for better or worse, driving a 700-horsepower car doesn’t seem suicidal. Perhaps I’m just a little jaded, but cast your mind back fifteen years, when even 500 horsepower was something that seemed genuinely dangerous, almost a weapon.

Well, perhaps it was then, and perhaps it is no longer. After all, the 991 GT2 RS’ has been able to shake the model’s widowmaker reputation. Steps forward in aerodynamic and mechanical grip, a much friendlier handling balance, a manageable torque curve, and a paddle-shifted gearbox make the latest version a massive step forward from its forebear. Compared to the 997 GT2 RS, a loony car for a rare breed of brave men, the current flagship is—dare I say it—almost clinical.

So, with all that refinement and predictability, it seems another quick car must be used as a benchmark to convey just how absurdly quick the latest force-fed RS is.

The pursuer, an automotive photographer by the name of George Williams, has one of the niftiest track cars around: a Lotus Exige. However, this one has been touched by Komo-Tec, who’ve increased the engine’s output to 463 horsepower with a different pulley, a chargecooler, and a newer intake and exhaust system. Pushing around just 2,425 pounds, it is frighteningly quick and responsive. Plus, a Quaiffe limited-slip differential, a set of big Komo-Tec brakes with Performance Friction race pads, and top-tier Nitron coilovers make it a wonderful all-around car that is completely exploitable on the circuit.

That said, it’s not a pussycat, and is happy to spin the rear wheels—even at higher speeds. It helps that Williams is a very talented shoe, and knows Silverstone and his car well enough to drive in this dramatic, tail-out fashion. Some of those sideways antics are caused by an odd choice in tires—Michelin Cup 2 on front, Nankang NS2R on the rear—and the racing splitter in front, but he manages the car beautifully, despite having to dial in opposite lock regularly.

Still, even with all those assets, Williams struggles to keep the GT2 RS in his sights. Every time a reasonably straight section of the course presents itself, the gray Porsche pulls away and, at times, becomes a speck on the horizon. Only when traffic halts the Porsche’s progress can Williams get a good look at its broad rear haunches, then remark on how cool it is.

Only in the tightest sections, when aided by traffic, can Williams close the gap on the remarkably powerful GT2 RS.


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Porsche 911 Backdating… Au tour de DP Motorsport !

Je ne sais pas vous, mais j’ai l’impression que le backdating sur base de Porsche 911 est quand même bien tendance actuellement ! J’ai l’impression que c’est comme à l’apéro… Y’a le plat avec le saucisson, et tout le monde se jète dessus. Après c’est une question de talent (Pour le backdating hein, pas le […]


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