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It is incredible to think that SharkWerks is only just over a decade old. Already a household name in the international Porsche industry, their tuned cars and products regularly reach as far afield as Europe, the Middle East and Australia – and what’s even more phenomenal is how this envious global following has been cultivated through the hard work of just four people.

Regular readers of Total 911 will, of course, be familiar with the breathtaking ‘Sharkafied’ Porsches created by Alex ‘Sharky’ Ross, Joan Wood, James Hendry and Dan Kennedy, each creation hailing from the humble SharkWerks premises in Fremont, California. But how and why was the company formed in the first place?

James, who cofounded SharkWerks with Alex, tells me the story of the company’s beginning during my tour of their nautically-themed headquarters: “I met Alex back in 2004. We were both Porsche owners and weren’t happy with what was available in our area in terms of performance tuning,” he says, “so we quickly decided the reasonable thing to do was to start our own business to put that right.”

SharkWerks was born in 2005, just in time for the 997-generation of 911 to begin reaching dealer showrooms. Not long after, these same new 997s would find their way to Fremont for tuning, and the tradition has continued through every Turbo, GT and Rennsport release since, right up to and including today’s 991s – with owners known to have driven their new 911 straight from the showroom floor to SharkWerks’ front door.

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Needless to say, the focus at SharkWerks has always been towards the water-cooled Porsches thanks to the big power gains their flat six engines offer, with every variety of 996, 997 and 991 variants tuned to improve outright performance as well as driving experience.

However, it is the turbocharged cars that offer the greatest performance gains, and this is an area close to the heart of Alex ‘Sharky’ Ross in particular. So nicknamed because of his lifelong obsession with the fearsome elasmobranch fish, Sharky grew up in London, England, and has fond recollections of the mesmerising 930, complete with that appropriately named whaletail.

This obsession with forced-induction Porsches would follow him to America, culminating in the purchase of a 996 Turbo in 2001. He continues the story: “When I first got it, my friend (at the time) Dan and I were looking at ways to get more power and race people at the quarter-mile track in Bakersfield.”

“From stock to tuned we were quickly able to go from 12 seconds to 11 seconds. That part was relatively easy. By 2004 I had met James at a local shop and he was interested in helping me get more serious with modifications to try and get the car into the 10 seconds.”

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“There weren’t many folks showing up to the racetrack with 911 Turbos but we stuck at it and, admittedly, it was a somewhat short – some would say juvenile – but nevertheless fun way to test and tune.” This hunger for more testing and tuning led to Alex’s 996 Turbo securing the National Hot Rod Association’s street car quarter-mile record at 10.5 seconds – a record that stood for well over a year.

The blue touch paper had been lit and now others were talking. Alex continues: “I couldn’t really continue to have meet and greets on my garage floor at home, so James and I started up a small shop. Our friend Todd at EVOMS also gave us a nudge, inviting us to line up with his shop 996TT at the drag strip in Arizona for a double attempt to get to 9 seconds.”

Sad but true, we both made it about an eighth of a mile as he grenaded his transmission and I lifted the heads on the motor on the same run. No, we didn’t get into the 9 seconds, but a bond was born that day. We all went home and learned from it. That really kicked off the engine-building programme on those cars and laid the foundation for what we do nowadays.”

“At that time, James and I were also dabbling with going to private track days, and corners started to become more interesting. Setting up these understeering AWD cars to handle better was another fun challenge. I think that by living, driving and testing these cars in all sorts of scenarios we got a good gauge for what works and what doesn’t.”

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“Testing, tuning & R&D’ing on our own cars is a philosophy we still have today. We don’t trial and error on customer cars and once we have gotten our cars to what we feel is dialed, true and tested, then we release parts, kits and packages.”

As you can see, SharkWerks isn’t merely a trio of businessmen looking to profit from California’s thriving Porsche 911 sub-industry. Far from it. These are drivers who love cars, know a lot about how they work and where they can be bettered, and are ready to help those who want in on this knowledge, particularly when it comes to a car with Zuffenhausen’s prancing horse affixed to its nose.

Even better, it quickly becomes apparent during our visit that Alex, James and Dan are all convivial, affable guys who enjoy what they do immensely. Adept at discussing the most intricate Porsche engineering details, they’re not afraid to share their sense of humour with you either, advocating a genuine family-like atmosphere unlike anything I’ve ever experienced at a specialist.

However, a customer isn’t paying for charm, so what of SharkWerks’ products themselves? Again, only excellence reigns supreme. SharkWerks’ most famous work comes in reengineering Zuffenhausen flat sixes, often involving an increase in capacity using their own tooling.

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Their 3.6 to 3.9-litre conversions on the 997.1 GT3 were groundbreaking from the outset (Alex, James and Dan marketed this long before the factory RS 4.0-litre, don’t forget) and this set the benchmark for further adventures with the Rennsport’s Mezger heart.

The pinnacle of this came in the form of the brilliant RS 4.1 – based on the factory 3.8-litre 997.2 GT3 RS – our cover star of issue 122 and undoubtedly one of the greatest 911s we’ve ever had the privilege of driving. It really is that good.

Away from all-out engine tuning, SharkWerks stock a range of their own bespoke parts for customers to buy individually. And, when they’re not making their own performance products, SharkWerks are working with others of a similar repute in the industry.

As such, their list of partners is enthralling, with the likes of EVOMSit, TechArt, Werks1, Tubi, RSS, Cargraphic, Brembo, Bilstein and HRE collaborating to cover every possible dimension of Porsche performance tuning. Dan, a friend of Alex’s and who has worked at SharkWerks for eight years, underlines the importance of SharkWerks’ parts arm, particularly with regard to international business.

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He tells us: “Export is a huge part of what we do. About 25 per cent of our products go to the Middle East, 25 per cent to Europe and the rest currently goes to the Far East.”

Interestingly, SharkWerks split their upgrades down differently to other tuners, too, giving more flexibility as to the individual needs of each car, as James explains: “We don’t offer stage tuning as such as it’s arbitrary, instead we offer areas of tuning in suspension, engine and the like.” Whether it’s turbocharged or naturally aspirated, SharkWerks’ ten years of experience means that they are well versed at getting the very best from a Porsche 911.

And what of the future? Well, Alex is keen to keep it in the family, so to speak. “I don’t ever see us growing or expanding into anything else. We’re a tight-knit, family-run operation and quite resistant to change, PDK, more buttons and driver aids! I think after ten years we’re starting to feel old and grumpy perhaps?”

I mean, do we really need 28 different flavours of 911, not to mention 12 Panos, ten Cayennes et al? I hope Porsche settles down a bit and re-focuses on making fun driver cars,” he says. If it doesn’t, this will no doubt turbocharge the ever-growing appeal behind what SharkWerks are doing with Porsche’s icon, all the way from the tranquillity of that premises in Fremont.

Top five Porsche drives of 2015 – Lee’s picks

The past twelve months have been exceptional for Total 911. In the year we hosted our inaugural Total 911 Awards, we also got behind the wheel of some truly exquisite 911s in our bid to provide you with world-leading Porsche journalism across our website, magazine and digital specials.

While that may sound a tad self-indulgent, it goes without saying the biggest delight we have here is sharing our experiences at the wheel of such great steers exclusively with you, our fanatical Total 911 readership. So, here’s the top five Porsche 911s I’ve had the pleasure of steering this year:

5) Porsche 911T 2.0-litre

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Surprised? So was I. Back in issue 127 we got behind the wheel of the first and last 911T to chart the evolution of the first entry-level 911. By the end of the test, I actually found favour with the short wheelbase, 2.0-litre variant over the (slightly) more contemporary 2.4. To get the 911T moving, you have to live in the final third of the rev range, really wringing its neck to get anywhere near ‘fast’.

The best thing is, this sensation can be achieved well within legal speed limits on the road and, complete with the early T’s ‘dogleg’ first gear and a cool rasp on induction from the carburettors, this classic 911 has bundles of charm. It’s no daily driver but the thrill of driving the first T was only bettered by four other Porsches for me this year.

4) Porsche 3.2 Speedster

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Speedsters: you either love ‘em or you don’t. I’ve long found peace with this 911’s altered silhouette and am fascinated by the degree of engineering that’s been plied into making this car aesthetically pleasing and practical to own (have you ever seen the brilliantly-shaped door glass on an air-cooled 911 Speedster?).

Our group test of every Porsche Speedster in issue 129 made for an exciting comparison along the Sussex Downs, but the 3.2 Speedster was the one I was most enamoured with. Despite not drawing on the original 356’s spartan-inspired interior as with the later 964, the 3.2’s more agricultural approach to the 911 was most enchanting, complemented of course by that amenable G50 gearbox. It’s the perfect boulevard cruiser.

3) Porsche 991 GT3

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Thanks to the 2014 recall (we won’t talk about the 2015 recall just yet) I didn’t get the chance to climb behind the wheel of this latest GT3 until summer with our head-to-head test with the 997.2 GT3 RS in issue 131.

The wait was well worth it: the 991 GT3 is a sublime machine that’s blessed with breathtaking pace and exquisite poise – not to mention that ungodly exhaust howl every time the crank spins up to 9,000rpm. Feeling unshakable through corners, the 991 GT3 feels unlike any other 911, so much so that its performance remit feels almost omnipotent at times.

2) Porsche 997 GT3 RS 4.0

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I should start by saying the 997.2 GT3 RS is possibly my favourite 911 steer, ever. We’ve been lucky enough to jump into one many times in recent years at Total 911, on both road and track. Compared to the 991 GT3, it’s the thinking man’s race car, dictated by a peaky engine, manual gearbox and passive rear axle. As shown by our head-to-head in issue 125, the 997 RS 4.0 is a masterly evolution of the 3.8, benefiting from increased torque low down in the rev range, tweaked aero for improved downforce, and a stiffer chassis courtesy of rose jointing at the rear.

Far more than merely a low-numbers automotive mural, this is an outstanding performance weapon that’s surprisingly tractable on road, too. I can fully believe Walter Rohl’s claim that he commuted to work in his RS 4.0 test car every day for six months. Unbelievable – and there’s only one Rennsport that’s better.

1) Porsche 997.2 GT3 RS 4.1 by SharkWerks

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Slightly controversial, I know, but SharkWerks’ brilliant take on the Gen2 997 GT3 RS (which, as I’ve just said, is one of the best ever performance 911s in my view) is comfortably my number one drive of 2015. SharkWerks’ RS 4.1 was our cover car of issue 122, so I know it had good form ahead of my visit to California in September, yet the sheer intensity of its driving experience was beyond captivating.

Throttle response is astoundingly quick and this vastly reworked flat six gets shifting quickly with noticeably more torque availabe at low revs than even the factory RS 4.0. However, the real magic is how SharkWerks’ 4.1 still retains the Mezger’s peaky nature and sense of occasion as that needle zips relentlessly around the tacho, pulling strongly all the way to a heady 7,950rpm.

My drive was only 30 minutes long but that was enough – any longer and I’ll have likely got too carried away by its eagerness to rev so robustly, so relentlessly. It’s not just an improvement on the factory 3.8-litre Rennsport, and it’s not just better than the coveted 997 RS 4.0 either. I don’t make the statement lightly when I say this is most likely the best Porsche 911 I’ve ever driven. Peddling it was my greatest pleasure of 2015.

What five 911s have you most enjoyed reading about in Total 911 this year? Comment below or tweet us @Total911.

Top ten photos from Total 911 issue 134

Total 911 issue 134 is dominated by our first drive of the radical new Porsche 991.2 Carrera (above). However, for those who prefer their neunelfer thrills to be a little more traditional, we’ve also driven the very first impact bumper Porsche 911.

There’s even a guide to the Porsche 356 Speedster, a car that would inspire three generations of open-top 911, and a head-to-head between two extreme SharkWerks GT cars. Here’s our photographic rundown of the latest issue:

Never less than eye-catching, we drive the very first impact bumper Porsche 911, displayed at the 1974 Earls Court Motor Show.

Carving through California's canyons, two very different Porsche GT cars, tuned by SharkWerks, go head-to-head.

A pre-911 Porsche icon gets the ultimate guide treatment in Total 911 issue 134.

Josh takes a thrilling drive to Le Mans in the 991 Turbo S to see if forced induction really can be fun...

We take a look at the life and achievements of Porsche's first CEO, Ernst Fuhrmann.

Get the lowdown from the sales room with our look at prestige car auctions in issue 134.

Canford Classics have gained an impressive reputation in under ten years of trading. We find out how.

The 911 Carrera is dead. Long live the 911 Carrera. We get the lowdown on the new turbocharged neunelfers.

The SharkWerks 997 GT2. Is any reason needed?

To read all of these great features, pick up Total 911 issue 134 in store today. Alternatively, download a copy straight to your digital device now.

Sales debate: How has GT3 and RS tuning been affected by rising values?

The GT3 and RS models are meant to represent the pinnacle of the Porsche 911 line up. However, some customers will always want more. Luckily for them, there are a number of companies willing to modify GT3 and RSs to extract ever greater performance from these flagship models.

In recent years though, since the introduction of the PDK-equipped 991 GT3, prices of the venerable 996 and 997 examples have rocketed. Has this had a knock-on effect on the tuning companies?

“What were once fun track cars are starting to get parked back in the garage,” explains SharkWerks founder, Alex Ross. He agrees that there may even be a time in the near future when people won’t want their GT3 modified at all, “especially a 3.8 RS in rare colours”.


Paul Robe, owner of the UK-based Parr (a company that has worked extensively on GT3s and RSs over the years) feels that car price isn’t the only factor in people’s changing attitudes towards tuning: “As the latest generation GT3s became more capable – they have massive brakes, the transmissions became stronger – it definitely cooled people’s attitude toward doing a great deal of work.”

Instead, on top of some exhaust work, Parr predominantly finds itself carrying out what Robe likes to call ‘practical tuning’. “We still fi t lift kits and things like that because they can’t drive over speed bumps,” he explains.

For those who have already made the jump and modified though, Alex at SharkWerks has been pleasantly surprised by his cars’ residuals.

“Only a couple of 3.9s have ever changed hands but the sellers have always made back at least 50 per cent or so on the mods meaning that that a 3.9 costs more than a normal one. I’m pretty chuffed with that to be honest,” he explains.

Both Ross and Robe agree that any modifications carried out should be ones that are reversible, with the latter explaining that “the market wants originality”.


As an investment, without the benefit of significant media exposure, tuning a GT3 or an RS can harm values, with a definite change in attitudes to tuning as prices have risen. However, keeping to reversible changes (such as SharkWerks’ exhaust, suspension and wheel tweaks) does help to protect residual values.

What’s more, as Alex also points out, some of the modifications “actually fix and address a few issues (like the coolant pipe problem),” meaning that, if you’re not afraid of the modified moniker, some tweaks can bring significant real-world benefits.

For market advice on any generation or style of Porsche 911, check out our full selection of sales debates, where we ask the 911 experts the pertinent market questions so you don’t have to.

EXCLUSIVE: Porsche 911 R spotted out testing

Two weeks ago, we revealed that Porsche was rumoured to be building a modern day 911 R using the 991 GT3 as a platform. Today, those rumours were confirmed as Total 911 spies caught a glimpse of the car while out testing.

It may currently look like a de-winged first generation 991 GT3 at the moment but, wearing Ludwigsburg-registered number plates like many of Porsche’s test mules, these photos are proof that Weissach is seriously evaluating a new addition to the neunelfer range.

The fact that Porsche is testing a barely modified 991 GT3 appears to confirm that the 911 R will get the 9,000rpm-redlined 9A1 flat six. Despite the 991 Carrera GTS decklid, rumours now suggest that the ‘R’ could wear a ducktail come its debut in Geneva.

Porsche 911 R profile

As previously explained, while using the GT3’s high-revving engine, the 911 R will utilise a manual gearbox and will feature more weight-saving than Andreas Preuninger’s acclaimed neunelfer in a bid to appeal to ‘purists’.

Unlike this test mule, the finished 911 R will undoubtedly feature styling cues from the new 991.2, including the 3D effect brake lights and updated front light signature when it is officially released in March 2016.

Total 911 understands that official Porsche Centres are already receiving letters of intent for the Porsche 991 R, with rumours continuing to circulate that this will be a limited edition car in the mould of the iconic 997 GT3 RS 4.0.

Is the idea of a 991 R right up your street? Join the debate in the comments below, or head over to our Facebook and Twitter pages now.

Porsche 911 R front

Porsche 996 Turbo S: the forgotten Turbo

Few could have feasibly predicted it beforehand, but 2015 has undoubtedly been the year of the 996. Historic stories of the generation being unloved are plentiful, though after values of the 996 GT3 RS and both GT3 generations rocketed north in 2014, enthusiasts this year turned to the Turbo as the last bastion of affordable Mezger-engined thrills.

As such, these too have seen values increase: what was a £25,000 supercar is now pushing £40,000 for a clean example, which places the humble 996 Turbo directly onto the heels of its younger 997 Turbo brethren.

While the 996 Turbo has appreciated, values of the Gen1 997 Turbo have remained strong. Boasting an extra 60bhp and more modern aesthetics, the 997 makes for an attractive option to those courting the famed Turbo experience, even though its forecast as an immediate investment isn’t quite as rosy – for now.

996 Turbo S side

The Turbo market has been squeezed as a consequence, though the upshot is there are currently plenty of options available to a buyer with around £40,000 to spend.

But while flames of the 996 v 997 Turbo debate continue to be fanned by respective owners, there is an oft-ignored yet particularly special car available for similar money: the 996 Turbo S.

Boasting a production run of just 1,500 units, the 996 Turbo S came at the very end of the 996 production cycle in 2005, and was given the fullhouse treatment of options.

996 Turbo S engine

The 996 Turbo S is powered by a 3.6-litre twin turbocharged engine with double overhead camshafts operating four valves per cylinder and dry sump lubrication, just like its 996 Turbo counterpart.

The engine is fitted with VarioCam Plus, a further development of the familiar VarioCam system, which changes both the intake camshaft timing (by as much as 25°) as well as the intake valve lift.

Fitted with bigger turbos as part of the X50 Powerkit – standard on the Turbo S – power was boosted to 450bhp and the car’s top speed broke through that magic 300km/h barrier, boasting a maximum of 190mph (307km/h) and placing it firmly in supercar territory.

To read our Porsche 996 Turbo S test drive in full, pick up Total 911 issue 132 in store today. Alternatively, order your copy online for home delivery or download it to your digital device now.

996 Turbo S driving

Porsche 993 GT2: the finer details

Any Porsche 911 that rolls out of Stuttgart is, in our eyes, a work of art. However, those created under the watchful guise of Weissach’s finest often feature a number of exquisite details. The Porsche 993 GT2 is no exception.

Its silhouette may not feature the purity of a standard neunelfer however, it is a triumph of form over function, with its various aerodynamic addenda designed to give Porsche an advantage on the track rather than the road.

If you have ever seen one in the metal, you will agree that it is one of the most imposing 911s ever created. As such, it is definitely worth taking a closer look at some of the original widowmaker’s finer elements. Enjoy:

Porsche 993 GT2 rear side

Porsche 993 GT2 rear wing

Porsche 993 GT2 front end

Porsche 993 GT2 rear 3/4

Porsche 993 GT2 front spoiler

Porsche 993 GT2 wheel

Porsche 993 GT2 door card

Porsche 993 GT2 decklid

To read our Ultimate Guide to the Porsche 993 GT2, Weissach’s original widowmaker, in full, pick up your copy of Total 911 issue 131 in store now. Alternatively, you can download it straight to your digital device for an immediate Porsche fix.

2015 Total 911 Awards: Shortlist announced

For the past month, you have been voting in your thousands to decide the nominations for the 2015 Total 911 Awards. On Tuesday at 10pm the lines finally closed and now we can officially announce the shortlist.

Leading the way with nominations in three categories are UK-based independent specialists, Paragon and RPM Technik. Behind them, Porsche Centres Aberdeen and Bournemouth, Autofarm, SharkWerk, Singer Vehicle Design, Nick Tandy and Patrick Dempsey all have two chances of winning in their respective categories.

The nominations, featuring companies from the UK, Germany and the USA highlight the true breadth and depth of the Porsche 911 industry around the world.

2015 Total 911 Awards shortlist

Here is the 2015 shortlist in full:

Best Official Porsche Centre – Servicing
Aberdeen, Bournemouth, Chester, Reading, Silverstone

Best Official Porsche Centre – Sales
Aberdeen, Bournemouth, Guildford, Mayfair, Swindon

Best independent Porsche specialist – Servicing
Autofarm, Jasmine Porschalink, JZM, Northway Porsche, Paragon

Best independent Porsche Specialist – Sales
Design 911, Harbour Cars, Northway Porsche, Paragon, RPM Technik

Best 911 tuner specialist
Gemballa, Nine Excellence, RPM Technik, SharkWerks, Singer Vehicle Design

Best 911 restoration specialist
Autofarm, Canford Classics, Paragon, Paul Stephens, Singer Vehicle Design

Best 911 motorsport team/individual
Nick Tandy, Patrick Dempsey, Porsche Team Manthey, Porsche Motorsport, Tuthill Porsche

Best 911 insurance specialist
Adrian Flux, Lockton, Mannings, Performance Direct, Swinton

Best aftermarket Porsche products
Agency Power, KW, Porscheshop, RPM Technik, SharkWerks

Porsche personality of the year
Earl Bamber, Mark Webber, Nick Tandy, Nico Hülkenberg, Patrick Dempsey

While voting is now closed, you can still register to attend our lavish London awards ceremony on 22 October at Hexagon Modern Classics to see the 2015 winners collect their prizes.

For more information about the 2015 Total 911 Awards, head over to our dedicated Awards site now.

Magnus Walker to star at 2015 Total 911 Awards

With just one day left until voting in the 2015 Total 911 Awards closes, we’re excited to announce that Magnus Walker will attend the ceremony on 22 October at Hexagon Modern Classics in North London.

A firm favourite among our readers (and in the Total 911 office), the Urban Outlaw will make the trip over from Los Angeles to celebrate excellence within the Porsche 911 industry at the first of our annual awards evenings.

Magnus’ personalised Porsche 911s have gained the UK expat international acclaim among both modifying fans and neunelfer enthusiasts, making him the perfect fit for a night that celebrates all facets of the 911 industry.

2015 Total 911 Awards

As well as attending the awards ceremony, Magnus will also run a Q&A session during the evening, allowing those who attend to delve into his world (a world that includes an incredible collection of early short-wheelbase 911s and 930 Turbos).

One day left to vote

Of course, Magnus could also be eligible for one of the inaugural Total 911 Awards, with the Urban Outlaw a potential candidate in the ‘Porsche personality of the year’ category.

If you want him to be on the shortlist though, you need to get voting as suggestions in all categories close at 10pm BST tomorrow: Tuesday 22 September, with the shortlists to be announced later this week. To have your say, you can vote in any/all of the categories here.

To register your interest in attending the Total 911 Awards on Thursday 22 October at Hexagon Modern Classics, head to Total911.com/awards now.

Total 911 Awards details

Total 911’s seven favourite modified Porsche 911s

The various Porsche 911s that have rolled straight out of Zuffenhausen over the years have all, in their own ways, been fantastic sports cars. However, that doesn’t mean that people haven’t tried to put their own stamp on their neunelfer.

One of the great things about the 911 is how easy it is to modify and tune (especially the air-cooled generation where many parts are interchangeable whether the car is 30 or 50 years old).

We’ve decided to pick our super seven favourites to show that a 911 doesn’t have to be, in Magnus Walker’s words, “bone stock” to be exciting.

7) Magnus Walker’s 1972 Porsche 911 STR II
Magnus STR II

We know that some of you think we idolise the Urban Outlaw too much but, love him or loathe him, Magnus Walker knows how to set and develop a trend. His STR II build caught the imagination of many, with its Brumos-inspired colour scheme, replica Campagnolo wheels and classic wide body stance.

6) RWB 964 ‘Pandora One’
RWB Pandora One

Over the years, Nakai-san built up a fearsome reputation as an uncompromising 911 modifier in Japan. However, it was the lurid green ‘Pandora One’ 964 that brought him into the mainstream in 2011 as the first RWB 911 built in the USA. It’s GT2/RSR-style wide body and turbocharged engine really set this build apart.

5) DP Motorsport DP935

Ekkehard Zimmermann’s DP Motorsport has been building slantnose 911s before Porsche thought it was cool. Inspired by the 935s (DP built the bodywork for the 1979 Le Mans-winning K3), the DP935 series was a close to the original racer as possible.

4) SharkWerks Porsche 911 GT3 RS 4.1
SharkWerks GT3 RS 4

Built out of one of Porsche’s latest, greatest icons – the 997 GT3 RS 3.8 – SharkWerks added a Gulf inspired colour scheme before boring out the engine to 4.1 litres. That’s right, if you thought Porsche’s GT3 RS 4.0 was good, SharkWerks’ RS 4.1 is naturally that little bit better.


Any discussion of modified Porsche 911s couldn’t be had without a mention of RUF (a company so prolific they are actually designated a true manufacturer). Alois Ruf’s company is always innovating, often implementing new technology before Porsche. The turbocharged CTR is the granddaddy – the fastest car in the world in 1987.

2) Porsche 911 reimagined by Singer

Every modified Porsche 911 is unique to the owner. That’s what’s so great about them. However, Singer Vehicle Design takes it that one step further with a level of detail that borders on the insane. Their reimagined Porsche 964s don’t come cheap, but the world really is your oyster and the finished product is always jaw-droppingly beautiful.

1) R Gruppe Porsche 911s
R Gruppe

Okay, we’ve copped out and, instead of choosing a single modified Porsche 911 as our number one, we’ve plumped for a whole (R) group of them. R Gruppe, the counter-culture band of hot-rodders formed by the enigmatic Chris Huergas, truly embodies what tuning should all be about: personality and passion. Nobody does it better.

Do you agree with our top seven modified Porsche 911s? Have your say in the comments below, or join the debate over on our Facebook and Twitter pages now.

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