The Lamborghini Countach, part 6

Named to honor the company's 25 year anniversary in 1988, the 25th Anniversary Countach was mechanically very similar to the 5000QV but sported much changed styling. The rear 'air boxes' were restyled and enlarged, while the vents behind them were changed so that they ran front to back instead of side to side. In addition, a new air dam and side skirting, both with air intakes, were fitted, and the taillights were restyled to be narrower, with body-colored panels replacing the upper and lower parts of the previous large taillights. The styling changes were unpopular with many, particularly since the intakes had strakes in them that appeared to mimic those on the Ferrari Testarossa, but they improved the engine's cooling, a problem the Countach had always struggled with. It also featured 345/35R15 tires; the widest tires available on a production car at the time. The Anniversary was produced through 1990 when it was replaced by the Lamborghini Diablo.


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The Lamborghini Countach, part 5

In 1985 the Countach's engine was improved again, bored and stroked to 5.2 liters and given four valves per cylinder (quattrovalvole in Italian). The carburetors were moved from the sides to the top of the engine for better breathing - unfortunately this created a hump on the engine deck, reducing the already poor rear visibility to almost nothing. Some body panels were also replaced by Kevlar. In later versions of the engine, the carburetors were replaced with fuel-injection.

For the first time, a US specification model was produced by the factory, with styling changes to allow bumpers to meet US federal standards (large, bulky bumpers were used that, to many people, ruined the smooth lines of the car). Although this change was the most notable on the exterior, the most prominent change under the hood was the use of Bosch K-Jetronic fuel injection, rather than the six Weber carburetors used in the Euro-spec model.



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The Lamborghini Countach, part 4

In 1978, a new LP400S model was introduced. Though the engine was slightly upgraded from the LP400 model, the most radical changes were in the exterior, where the tires were replaced with much wider Pirelli P7 units, and fiberglass wheel arch extensions were added, giving the car the fundamental look it kept until the end of its production run. An optional V-shaped spoiler was available over the rear deck, which, while improving high-speed stability, reduced the top speed by at least 10 MPH. Most owners ordered the wing. Dynamically, the LP400S was a better car, the wider tires making it more stable in cornering. Aesthetically, some prefer the slick lines of the original while others prefer the more aggressive lines of the later vehicles, beginning with the LP400S. The standard emblems ("Lamborghini" and "Countach") were kept at the rear, but an angular "S" emblem was added after the "Countach" on the right side.

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The Lamborghini Countach, part 3

The rear wheels of the Countach were driven by a traditional Lamborghini V12 engine mounted longitudinally with a mid-engined configuration. For better weight distribution, the engine is pointed 'backwards'; the output shaft is at the front, and the gearbox is in front of the engine, the driveshaft running back through the engine's sump to a differential at the rear. Although originally planned as a 5 liter powerplant, the first production cars used the Lamborghini Miura's 4 liter engine. Later advances increased the displacement to 5 liters and then (in the "Quattrovalvole" model) 5.2 L with four valves per cylinder.

All Lamborghini Countaches were equipped with six Weber carburetors until the arrival of the 5000QV model, at which time the car became available in America, and used Bosch K-Jetronic fuel injection. The European models, however, continued to use the carburetors until the arrival of the Lamborghini Diablo, which replaced the legendary Countach.

The Countach used a skin of aircraft-grade aluminum over a tubular space frame, as in a racing car. This is expensive to build but is immensely strong and very light (in spite of its size, the car weighs approximately 1500 kg (3300 lb)). The underbody tray was fiberglass.

A single prototype was built, the LP500 (the 500 standing for the 5 L displacement of the engine which was intended to be used). Painted bright sunflower yellow, the car was a stunner at the Geneva Motor Show in 1971. Sporting Gandini's original design concepts, the car's design needed extensive modification for production. In particular, the small air intake ducts on the car's rear shoulders proved insufficient to cool the engine, and large 'air box' scoops were added in that position. Large NACA ducts were added on the sides to give additional air. The experimental car was also constructed of aluminum honeycomb sheeting among other things, which was dropped for production.

The car did not survive; it was sacrificed in a crash test to gain European type approval, even though its construction method was utterly unlike production vehicles.

The first 4.0-liter production Countach was delivered to an Australian in 1974. The first recorded person to own the LP400 was D. Milne, who was a member of the Australian Defence Force Transport Corps.[citation needed] Externally, little had altered from the final form of the prototype except at the rear, where conventional lights replaced the futuristic light clusters of the prototype. The styling had become rather more aggressive than Gandini's original conception, with the required large air scoops and vents to keep the car from overheating, but the overall shape was still very sleek. The original LP400 rode on the quite narrow tires of the time, but their narrowness and the slick styling meant that this version had the lowest drag coefficient of any Countach model and possibly the highest top speed. Many people like the looks of this clean, fresh original model the most of all the Countach variants, and indeed it is simple, with smooth lines and few decorations. Even the emblems at the rear simply read "lamborghini" and "Countach", with no engine displacement or valve arrangement clutter as is found on more modern cars.

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The Lamborghini Countach, part 2

The Countach was styled by Marcello Gandini of the Bertone design studio, the same designer and studio that designed the Miura. Gandini was then a young, inexperienced designer—not very experienced in the practical, ergonomic aspects of automobile design, but at the same time unhindered by them. He produced a quite striking design. The Countach shape was wide and low (42.1 inches), but not very long. Its angular and wedge-shaped body was made almost entirely of flat, trapezoidal panels. There were curves, notably the smoothly coke-bottle wing line, but the overall appearance was sharp.

The doors, a Countach trademark, were of a 'scissors' fashion—hinged at the front with horizontal hinges, so that the doors lifted up and tilted forwards. This was partly for style, but just as much because the width of the car made conventional doors impossible to use in an even slightly confined space. Care needed to be taken, though, in opening the doors with a low roof overhead. (With the car's poor rear visibility and wide sills, this led to drivers adopting a method of reversing the car for parking by opening the door, sitting on the sill and reversing while looking over the back of the car from outside.)

Aerodynamics, however, were still unfortunately unable to match the sleek looks of the car.

The pure style of the prototype was progressively enhanced or cluttered (depending on one's point of view) by the evolution of the car to improve its performance, handling, tractability, and ability to meet mandated requirements. This began with the first production model, which included several vents which were found to be necessary to cool the engine adequately. These included the iconic NACA duct on the door and rear fender of each side of the car. The car design changes ended with a large engine vent directly behind the driver, reducing the rearview. Later additions, including fender flares, spoilers, carburetor covers, and bumpers, progressively changed the aesthetic values of the car.

The Countach's styling and visual impression caused it to become an icon of great design to almost everyone except automotive engineers. The superior performance characteristics of later Lamborghini models (such as the Diablo, or the Murciélago) appealed to performance car drivers and engineers, but they never had the originality or outrageousness that gave the Countach its distinction. The different impressions left by the various Lamborghini models have generated numerous debates and disagreements over what constitutes 'classic' or 'great' automotive design (elegant looks and style, vs. technical and engineering superiority).

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The Lamborghini Countach, part 1

The Lamborghini Countach was a supercar produced by Italian automaker Lamborghini from 1974 to 1990. It popularized, but did not pioneer, the wedge-shaped, sharply angled look popular in many high performance cars since. It also popularized the "cabin-forward" design concept that pushes the passenger compartment forward in order to accommodate a larger engine.

The word countach is an exclamation of astonishment in the local Piedmontese language - generally used by men on seeing an extremely beautiful woman. While the term is considered untranslatable, it can be considered the verbal equivalent of a Wolf Whistle.

The name stuck when Nuccio Bertone first saw "Project 112" in his studio. The prototype was introduced to the world at the 1971 Geneva Motor Show. Most previous Lamborghini car names were associated with bulls and bullfighting.

In 2004, Sports Car International named this car number three on the list of Top Sports Cars of the 1970s, and it was listed as number ten on their list of Top Sports Cars of the 1980s.

Despite the fact that the car has been discontinued for 17 years, it still enjoys a massive fan following this day.


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The Lamborghini Urraco

The Lamborghini Urraco was a sports car manufactured by Italian automaker Lamborghini in the 1970s. It was introduced at the Turin auto show in 1970 but wasn't available to buyers until 1973.

The car was a 2+2 coupé with body designed by Marcello Gandini, at the time working for Carrozzeria Bertone. Rather than being another supercar, like the Lamborghini Miura, the Urraco was more affordable, an alternative to the pricier Ferrari Dino and Maserati Merak.

When production ended in 1979, 791 Urracos had been built. Twenty-one of these were labelled Urraco P111 for the American market. In order to comply with American regulations, these cars had larger front bumpers and less horsepower. The other Urraco versions were the Urraco P200, Urraco P250 and Urraco P300 with 2 litre, 2.5 litre, and 3 litre V-8 respectively.

Both the Lamborghini Silhouette, with its detachable roof panel, and its successor Lamborghini Jalpa, with a 3.5 litre V-8 engine, were based upon the Urraco.

A black Urraco was featured in a December 2005 episode of the BBC television show Top Gear. The supercar was purchased by James May (used) for less than £10,000, and was in mechanically awful condition. Eventually succumbing to complete electrical failure, the car was then believed to have been sold on to a dealer in London for £5,000.


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The Lamborghini Jarama

Lamborghini Jarama is a sports coupé which was built by Lamborghini between 1970 and 1976. It was designed by Bertone designer Marcello Gandini. It was named after the Jarama racing circuit near Madrid, Spain (which is in turn named after the Jarama river).

In 1970, Lamborghini had to redesign the Islero to meet new United States safety and emissions regulations. The new car was built on a shortened version of the same platform as the Espada. Two different models were made, the original GT (1970-1973) model having 350 bhp V12, and the GTS (1973-1976) with its output upped to 365 bhp. Also, with the GTS there were a few minor body modifications and power assisted steering, removable roof panels, and an automatic transmission became available as options. A total of 327 Jaramas were built.

Ferruccio Lamborghini's personal Jarama GTS is on display at the official Lamborghini museum.

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The Lamborghini Islero

The Lamborghini Islero is a sports car produced by Italian automaker Lamborghini between 1968 and 1969. It was the replacement for the 400GT and featured the Lamborghini V12 engine. The car debuted at the 1968 Geneva Auto Show.

The Islero (pronounced "eez-LEHR-oh") was named after a Miura bull that killed famed matador Manuel Rodriguez "Manolete" on August 28, 1947. (Lamborghini also produced a car named the Miura, from 1966 to 1973.)

Since Carrozzeria Touring, the company that designed Lamborghini's chassis, was bankrupt, Carrozzeria Marazzi was the next logical choice as it was funded by Mario Marazzi, an old employee of Touring. The design was essentially a rebody of the 400GT, but the track was altered to allow for wider tires and while the Islero's body suffered from a lack of proper fit between the panels, its good outward visibility, roomier interior, and much improved soundproofing made it an improvement over previous models. It had a 325 hp (242 kW) 4.0 L V12 engine, a five-speed transmission, fully independent suspension, and disc brakes. Its top speed was rated at 250 km/h (155 mph). Only 125 Isleros were built.

An updated Islero, dubbed the Islero S, was released in 1969. The engine in this model was tuned to 350 hp (261 kW), but the torque remained the same. There were quite a few styling changes, including brightwork blind slots on the front fenders, an enlarged hood scoop (which supplied air to the interior of the car, not the engine), slightly flared fendered, tinted windows, round side-marker lights (instead of teardrops on the original), and a fixed section in the door windows. Various other changes included larger brake discs, revised rear suspension and revamped dashboard and interior. The top speed of the S improved to 260 km/h (162 mph). Only 100 examples of the Islero S were built, bringing the production total of the Islero nameplate to 225 cars. Ferruccio Lamborghini himself drove an Islero during that era.

The Lamborghini Espada

The Lamborghini Espada is a grand tourer which was built by Italian car manufacturer Lamborghini between 1968 and 1978.

Based on the Marzal show car, displayed at the 1967 Geneva Auto Show, and the Bertone Pirana, a radically rebodied Jaguar E-type. It was to fill the spot of a true four seat car in Lamborghini's lineup, which already included the 400GT and Miura. 1217 cars were made, making it the most successful Lamborghini model at the time.

The car was designed by Marcello Gandini of Bertone. The name "Espada" means "sword" in Spanish, referring to the sword that bullfighters use to kill the bulls.

The Espada was originally fitted with a 4L 325 bhp (242 kW) V12 engine, fully independent suspension and four wheel disc brakes. Most transmissions were manual, and the Espada also introduced one of the first automatic transmissions able to absorb the torque of a large sporting V12. It had unusual gearing, with 3 ratios: drive, 1 and reverse.

During its 10 year production the car underwent some changes, and three different models were produced. These were the S1 (1968-1970), the S2 (1970-1972) and the S3 (1972-1978). Each model featured engine power improvements, but only minor details were changed with the exterior design. The interior was altered dramatically between each model. An all new dashboard and steering wheel was installed for the S2, and the interior was again revamped for the S3. In 1970, power assisted steering was offered as an option, and in 1974 an automatic transmission was also offered. In 1975 impact bumpers had to be installed to meet United States safety requirements, and some people consider cars produced with them to be the S4, but Lamborghini did not officially change the designation. Near the end of the Espada's life, Bertone designed a four door prototype, which was never put into production.

In 1999, a new version of the Espada was rumored to be in the works, but it was right at the time Lamborghini wanted to concentrate on a Diablo successor, so little became of the idea aside from a few drawings


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The Lamborghini Miura

The Lamborghini Miura is a sports car built in Italy by Lamborghini between 1966 and 1973. A mid-engined layout had been used successfully in competition, including by the Ford GT40 and Ferrari 250 LM at Le Mans. De Tomaso had produced a road car with this layout, the Vallelunga, but otherwise cars designed for the road were almost uniformly front-engined, rear drive vehicles. The Miura was a trendsetter, the one that made the mid-engined layout de rigueur among two-seater high performance supercars. It is named after the Spanish ranch Miura, whose bulls have a proverbial attack instinct.



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Audi R8. Top cars of 2008

Audi R8. The Audi R8 is top cars of 2008 a mid-engined sports car released by the German automaker Audi. But Audi stopped the production of the first version and substituted it with the 2007 model, using some of lamborghini features. First appearance of the car was in 2005, the first successor. Audi announced in 2005 that the name of the successful Audi R8 race car would be used for a new road car in 2007, the Audi R8, based on the Audi Le Mans Quattro concept car, which was based on the earlier Audi RSQ concept vehicle. The R8 was officially launched at the Paris Auto Show on 30 September 2006.

The Lamborghini 350GT

By sabrebIade
The Lamborghini 350GT was the first production car by Lamborghini, first shown at the Turin Motor Show in 1963.

The car featured a 3.5 litre quad-cam V-12 engine (hence its designation), independent rear suspension (while Ferrari still used live rear axles) and a controversial 2+1 semi-fastback body by Carrozzeria Touring of Milan.

The 350GT generally drew high praises at the time for its flexible and high-revving engine, its stable cornering, even on rough surfaces, and its high level of finish. 120 copies were built from 1963 to 1966.

It has a top speed of 149mph and can accelerate to 60mph in 6.8 seconds.


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The Porsche Boxster, part 2

The styling of the Boxster is owed to former "Style Porsche" department head Harm Lagaay. His Boxster design study and the production Boxster stimulated a commercial turnaround for Porsche after several difficult years of falling sales.

The first generation of the Boxster whose visual appearance was heavily inspired by the Porsche Spyder and Speedster as well as the Porsche 550 Spyder. The Boxster was released ahead of the release of its big brother, the 996 model 911. Through consultation with Toyota, Porsche greatly decreased the cost of manufacture, and introduced large scale sharing of components between its models. The 986 Boxster had the same bonnet (hood), front wings (fenders), and distinctive 'fried-egg' headlight units as the 996. Its original 2.5L M96 engine shared its architecture with the 3.4L M96 engine used in the original 996, and was the first application of a completely water-cooled engine in a series production, non-front-engined Porsche. The combination of the new Boxster / 911 styling and the reduced build costs through component sharing are widely believed to have saved Porsche from being acquired by another car company, although it is argued that the strong front-end resemblance between the 911 and the less expensive Boxster may have deterred potential buyers of the 996.

The M96 is used in all 986/987 Boxsters, and most of the 996/997 range (except the GT3/GT2 and Turbo, which are based on the GT1 racing engine). The M96 is a horizontally opposed ("flat") six-cylinder layout. This layout is one of only four common engine layouts that have a natural engine balance, the others being the straight six (as used in many of BMW's engines); the flat 12; and the V12. This gives the engine a characteristic smoothness throughout the rev range. The flat six is also an inherently low engine. Its placement immediately ahead of the rear axle offers the Boxster excellent balance, a low center of gravity, and renowned neutral handling characteristics. Early production M96 engines had a small but significant number of engine failures due to cracked cylinder liners, but since a minor redesign in 2000 these problems have been resolved.


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The Porsche Boxster

The Porsche Boxster is a mid-engined roadster built by Porsche. The Boxster is Porsche's first vehicle designed from the beginning as a roadster; all previous Porsche convertibles were based on hardtop coupes.

The first-generation Boxster (the 986) was introduced in late 1996 as a 1997 model; it was powered by a 2.5 litre flat six-cylinder engine. In 2000, the new Boxster S variant was introduced with a larger 3.2 litre motor, and the base model received a more powerful 2.7 litre engine. In 2003, styling and engine output was upgraded on both variants.

In 2005, further updates were substantial enough that Porsche internally identified the Boxster as a new 987 model. The 987s were more powerful than the 986s; engine output increased yet further in 2007, when both Boxster models received the motors from the corresponding Porsche Cayman variants.

Production of the 986 began at the former Porsche 928 facility in Stuttgart, Germany in 1996. Valmet also manufactures Boxsters under contract to Porsche at a facility in Uusikaupunki, Finland. The Boxster was Porsche's biggest volume seller from its introduction in model year 1997 until the company introduced the Cayenne utility vehicle in model year 2003.

The Boxster's name is a combination of the word "boxer", referring to the vehicle's horizontally-opposed or "boxer" engine, and the word "roadster", referring to the vehicle's convertible top.

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The Porsche 968, part 2

The 968's styling somewhat resembled the 928 although it looks considerably more like a blend of the Type 993 911, which did not appear until the end of the 968's production and a 944 S2. Like the 944, the 968 was sold as both a coupe and a convertible. Much of the 968's chassis was carried over from the 944S2, which in itself shared many components with the 944 Turbo (internally numbered 951). Borrowed components include the Brembo-sourced 4-piston brake calipers on all four wheels, aluminum semi-trailing arms and aluminum front A-arms, used in a Macpherson strut arrangement. The steel unibody structure was also very similar to the previous models. Porsche, however, maintained that "fully 80% of the car is new".

A street-legal race variant, dubbed Club Sport, appeared later on with a stripped-out interior including racing seats, revised suspension, and larger wheels and tyres, but was offered only in Europe. A UK-only version called 968 Sport, a Club Sport model with some comfort features added back in, was produced in 1994 and 1995. Porsche briefly produced a turbocharged version called Turbo S—15 were produced in total, and again the car was only sold in Europe. The 968 Turbo S was capable (in 1993) of 0–60 mph in 4.7 s and top speeds approaching 180 mph (290 km/h). A race variant called 968 Turbo RS was added as well; only 4 were produced.

There were approximately 2000 cabriolets and 2000 coupes imported to the United States between 1992 and 1995.

The 968 was Porsche's last new front-engined vehicle before the introduction of the Cayenne SUV in 2003. It was sold alongside the 928 GTS through 1995 when both models were dropped. As of 2006, Porsche has not yet built another front-engined sports car.

The Porsche 968 Cabriolet was featured in the 1994 film Beverly Hills Cop III starring Eddie Murphy. In the film Murphy "borrows" the car from an unsuspecting gentleman who assumed Murphy's character, Axel Foley, was a valet at the restaurant.

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The Porsche 968

The Porsche 968 was an automobile sold by Porsche AG of Germany from 1992 to 1995 and marketed as the replacement for the Porsche 944. When production ceased in the 1995 model year, it represented the end of a line started almost 20 years earlier with the introduction of the Porsche 924.

The 968 actually started development as a 944 "S3", set to replace the "S2" variant that Porsche had introduced in 1989. However, so many of the 944's components were modified or replaced entirely during development stages that Porsche chose to introduce the variant as a new model, hence the 968 nameplate. Production was moved from the VW-Audi plant in Neckarsulm (where the 924 and 944 had been manufactured under contract to Porsche), to Porsche's own factory in Zuffenhausen.

The new model was powered by an updated version of the 944's straight-4 engine, now displacing 3.0 L and producing 240 PS (236 hp/177 kW). Changes to the 968's power train also included the VarioCam variable valve timing system, newly-optimized induction and exhaust systems, a dual-mass flywheel, and updated engine management electronics. The 968's engine was the second-largest 4-cylinder ever offered in a production car, and the most powerful naturally-aspirated 4-cylinder engine ever sold in a production automobile up to that time. A new 6-speed manual transmission was offered, as well as a dual-mode Tiptronic automatic.

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The Porsche 959, part 6

There are many famous owners of the 959. Comedian Jerry Seinfeld, who owns an extensive Porsche collection, purchased one for $700,000. Microsoft founders Bill Gates and Paul Allen each own 959s, and helped pass the "Show and Display" law in order for them to be driven on American roads.

The golfer Nick Faldo unintentionally had his 959 appear in tabloid front pages in late 1998, when spurned ex-girlfriend Brenna Cepelak trashed his 959 with his golf clubs causing a £10,000 repair bill. Other famous owners include athlete Daley Thompson and former Porsche factory driver Hans Joachim Stuck.

The 959 was used as the base for several Transformers characters, including Nightbeat, Skystalker, Hot Shot, and various GoBots/Spychangers.
The 959 appears in the following computer and video games:
Turbo Out Run (1989), as the opponent. The player races a Ferrari F40 against it.
Test Drive II: The Duel (1989), also as a competitor to a Ferrari F40.
Need For Speed: Porsche Unleashed (2000), downloadable from the Electronic Arts website as a bonus car.
Automobili Lamborghini (1997), as an opponent car, though it could be unlocked by completing championships.
Shox (2002), as a Dakar Rally car.
Project Gotham Racing 2 (2004)
In Top Gear Rally(1997) for the N64, a Porsche 959 can be unlocked under the game-name of "Type PS".
In Rad Mobile (1991), the in-game car and the sit-down cabinet resembles a 959.
Forza Motorsport (2005)
Forza Motorsport 2 (2007)
Wisedog/Dobermaxx, also known as Polgas, the main character in the Filipino comic Pugad Baboy, owns a customized Porsche 959, which he calls the Thunderdog.

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The Porsche 959, part 5

By sabrebIade at 2007-08-09
The 959 was not street legal in the United States prior to 1999 when the "Show and Display" law was finally passed, although an unknown number were imported via the "grey market" during the late 1980s as show pieces. During the model's development, Porsche refused to provide the United States Department of Transportation with the four 959's they required for crash testing, and the car was never certified by the NHTSA for street use in the U.S. With the passage of "Show and Display" the crash test requirements were removed and importation of the 959 was allowed, assuming the car could meet with the local emissions standards that would have existed as of 1987. The 959 can be fitted with a catalytic converter and a rechipped computer which will allow it to meet those emissions requirements. However most owners refuse to modify their 959s, and the cars remain as collection pieces. While the initial selling price was $230,000, today one of these cars would be worth upwards of a million dollars. Most 959s are currently in the hands of collectors, but the ones that are available do occasionally come to market.

The lessons learned from the 959 in terms of engine management, aerodynamics, suspension tuning, and four wheel drive were what enabled the production life of the 911, once thought to be nearing obsolescence due to the extreme rearward placement of the engine, to be extended to the present day with no end in sight. In this way, the 959 project more than paid for itself many times over, and owners of new Porsche 911s can, to a large degree, benefit from the great strides forward made by this technological tour de force.

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The Porsche 959, part 4

The 1983 Frankfurt Motor Show was chosen for the unveiling of the Porsche Group B prototype. Even in the waning hours of October 9th, finishing touches were placed on the car to go on display the next morning. When the curtain was drawn the next morning, the Group B car became an instant celebrity. After the first two prototypes, the bodywork was modified to include air vents in the front and rear wheel housings, as well as intake holes behind the doors. The first prototype modified like this was code named "F3", and was destroyed in the first crash test.

The street version of the 959 debuted at the 1985 Frankfurt Motor Show as a 1986 model, but numerous issues delayed production by more than a year. The car was manufactured in two levels of trim, "Sport" and "Komfort", corresponding to the race version and the street version, respectively. First customer deliveries of the 959 street variant began in 1987, and the car debuted at a cost of $225,000 USD per unit, still less than half what it cost Porsche to build each one, production ended in 1990. In total, fewer than 300 cars were built and the total number (which hovers around 250) includes both 959 street variants and 961 race variants as well as at least 4 prototypes Porsche built during development. 226 of the cars built were street legal (in Europe) and were sold to consumers. At least one 959 and one 961 remain in the Porsche historic hall in Stuttgart, Germany.

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The Porsche 959, part 3

Porsche also developed the 959's aerodynamics which were designed to increase stability, as was the automatic ride height adjustment that became available on the street car (961 race cars had fixed suspensions).
Its "zero lift" dynamics were a big part of keeping it drivable.
The 959 also featured Porsche-Steuer Kupplung (PSK) which, at the time, was the most advanced all wheel drive system ever used in a production car. Capable of dynamically changing the torque distribution between the rear and front wheels in both normal conditions and slip conditions, the PSK system allowed the 959 to have the adaptability it needed both as a race car and as a "super" street car.
Under hard acceleration, PSK could send as much as 80% of available power to the rear wheels, helping make the most of the rear-traction bias that occurs during such instances.
It could also vary the power bias depending on road surface and grip changes, helping maintain sure footedness at all times.
The magnesium alloy wheels were unique, being hollow inside to form a sealed chamber contiguous with the tire and equipped with a built-in tire pressure monitoring system.

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The Porsche 959, part 2

Development of the 959 (originally called the Gruppe B) started in 1981, shortly after the then-new company Managing Director, Peter Schutz, took his office. Porsche's head engineer at the time, Helmut Bott, approached Schutz with some ideas about the 911, or more aptly, a new 911. Bott knew that the company needed a sports car that they could continue to rely on for years to come and that could be developed as time went on. Curious as to how much they could do with the rear engined 911, Bott convinced Schutz that development tests should take place, and even proposed researching a new all wheel drive system. Schutz agreed, and greenlit the project. Bott also knew through experience that a racing program usually helped to accelerate the development of new models. Seeing Group B rally racing as the perfect arena to test the new mule and its all wheel drive system, Bott again went to Schutz, and got the go ahead to develop a car, based on his development mule, for competition in Group B.

Porsche began with an engine they already had, and moved on with development from there. The powerplant, a twin turbocharged boxer six engine, with an air cooled block and water cooled heads displaced 2.85 total litres, about half a litre less than a contemporary 911 engine. The motor had originally been developed for the "Moby Dick" race car, then was redeveloped slightly for the short-lived Porsche Indy Car and several other projects before being "tweaked" a last time for use in the 961, the 959's racing counterpart. The water cooled cylinder heads combined with the air cooled block, 4 valve heads and sequential turbochargers allowed Porsche to extract 444 hp (331 kW) from the compact, efficient and rugged power unit. The use of sequential twin turbochargers rather than the more usual identical turbochargers for each of the two cylinder banks allowed for smooth seamless delivery of power across the engine RPM band, in contrast to the abrupt on-off power characteristic that distinguished Porsche's turbocharged engines of the period. It has been speculated the engine was capable of over 600 horsepower if fully tuned. The engine was used, virtually unchanged, in the 959 road car as well.

In an attempt to create a rugged, lightweight shell, Porsche adopted an aluminium and Aramid (Kevlar or Twaron) composite for body use along with a Nomex floor as opposed to the traditional steel that was normally used on their production cars. The vehicle's light weight (2917 pounds) gave astounding performance:

(mph)
0-60: 3.6 s.
0-100: 8.3 s.
0-125: 12.7 s.
0-140: 19.0 s.
0-1/4 mile: 11.8 s. @ 119 mph (standing)
Top Speed: 198+ mph

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The Porsche 959

The Porsche 959 is a supercar manufactured by Porsche AG from 1986 to 1989, first as a Group B rally car and later as a road going vehicle designed to satisfy FIA homologation regulations requiring that a minimum number of street legal units be built. It is widely regarded as Porsche's first true supercar.

During its production run, it was hailed as being the most technologically advanced road-going sports car ever built and the harbinger of the future of sports cars; it was the world's first high-performance vehicle to use an all-wheel-drive system, it provided the basis for Porsche's first all-wheel-drive Carrera 4 model and convinced Porsche executives of the system's viability so well that they chose to make all-wheel-drive standard on all versions of the 911 Turbo starting with the 993 variant. During its lifetime, the vehicle had only one other street legal peer with comparable performance, the Ferrari F40.

The 959's short production run — 268 road legal versions were built - and astonishing performance have always kept values high. In 2003, Canepa Design corporation, famed for their high-quality SUV conversions, began using new hardware and modification techniques to modify 959s, making them more powerful as well as bringing their emissions levels into acceptable standards so that they could become street legal under recent U.S. legislation, bolstering the vehicle's status as a collectible among American buyers who were wary of spending vast sums of money on a vehicle that previously they would not have been allowed to drive in the U.S.

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The Porsche 944

The Porsche 944 was a high performance sports car produced by German auto manufacturer Porsche. It was introduced in 1982 to replace the Porsche 924 as their entry level model, although the 924 continued until 1988 as an even lower-priced alternative. Production ended in 1991 when it was replaced by the Porsche 968. The 944 was a huge success for Porsche throughout the 1980s, and was available in several forms throughout its evolution: 944, 944S, 944 Turbo, 944S2, and the 944 Turbo S.

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The Porsche 928, part 5

Styling was the same from 1978 through 1979 and the body lacked both front and rear spoilers. From 1980 (1983 in North America) through 1986, front and rear spoilers were present on "S" models, rear spoilers were integrated into the hatch. From 1987 through 1995, the front spoiler is integrated into the nose and the rear spoiler became a separated wing rather than an integrated piece, and side skirts were added. The rear tail-light configuration was also different from previous versions. GTS model had wider rear fenders added to give more room for 9" wide wheels.

Another easily noticeable visual difference between versions is the style of the rims. Early 928s had 15" or 16" "phone dial"-style rims, while most 1980s 928s had 16" slotted "flat disc"s, CSs, SEs and 1989 GTs had 16" "Club Sport", later GTs had 16" "Design 90" style which were also option on same period S4s, the GTS used two variations of the 17" "CUP" rims.

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The Porsche 928, part 4

The 928 S4 variant debuted in the second half of 1986 as a 1987 model, an updated version of the 5.0 L V8 for all markets producing 320 PS (235 kW/316 hp), spotting a new single-disc clutch in manual gearbox cars, larger torquen converter in automatics and fairly significant styling updates which gave the car a cleaner, sleeker look. S4 was much closer in being truly world car than previous models as only major differences between ROW and US models were instrumentation in either kilometers or miles, lighting, front and rear bumper shocks and availability without catalytic converter in many ROW markets. Australian market version was only one with different horsepower rating at 300 PS (221 kW/296 hp) due to preparation for possible low grade fuel. Even this was achieved without engine changes.

A Club Sport variant which was up to 100 Kg lighter became available to continental Europe and USA in 1988. This model was watered down version of 1987 factory prototype which had lightened body and 10.9:1 compression ratio engine. Also in 1987 factory made four white lightened manual gearbox S4 for racecar drivers who were on factory payroll at the time. These were close to same as later actual Club Sport models and can also be considered prototypes for it. An SE (sometimes called the S4 Sport due to model designation on rear bumper), a sort of halfway point between a normally equipped S4 and the more race-oriented Club Sport, became available to the UK. It's generally believed these Porsche Motorsport engined cars have more hp than the S4. They utilize parts which later became known as GT pistons, cams, engine ECU programs and a stronger, short geared manual gearbox. The automatic gearbox was not available.

For 1989 model year visible change inside was digital trip computer in dashboard. At same time Australian model received same 320 PS (235 kW/316 hp) engine management setup as other markets. Porsche debuted the 928 GT in the late winter 1988/89 after dropping the slow selling CS and SE. In terms of equipment, the GT was most like the 928 SE, having more equipment than a Club Sport model but less than a 928 S4 to keep the weight down somewhat. It had the ZF 40% limited-slip differential as standard like the Club Sport and SE before it. Also like the CS and SE, the GT was only available with a manual gearbox. ROW 1989 CS and GT wheels had an RDK tire pressure monitoring system as standard. This was also optional for same year ROW S4. For 1990 model year Porsche made RDK and a 0-100% variable ratio limited-slip called PSD (Porsche SperrDifferential) standard in both GT and S4 models for all markets. This system is much like the one from the 959 and gives the vehicle even more grip. In 1990 the S4 was no longer available with a manual gearbox.

The S4 and GT variants were both cut at end of 1991 model year, making way for the final version of the 928. The 928 GTS came for sale in late 1991 as a 1992 model in Europe and in spring of 1992 as an early 1993 model in North America. Changed bodywork, larger front brakes and a new, more powerful 5.4 L, 350 PS (257 kW/345 hp) engine were the big advertised changes; what Porsche wasn't advertising was the price. Loaded GTS models could eclipse $100,000 USD in 1995, making them among the most expensive cars on the road at the time. This severely hampered sales despite the model's high competancy and long standard equipment list. Porsche discontinued the GTS model that year after shipping only 77 of them to the United States. Total worldwide production for all years was a little over 61,000 cars.

Second-hand models have largely fallen in value, the result of generally high maintenance costs due largely to spare parts that are expensive to manufacture. The earliest versions, however, especially those models with the Bosch K-Jetronic (CIS) injection system, have few electronic components and therefore can be repaired more easily provided spare parts can be found. Various enthusiast supported parts suppliers exist, especially in the United States.

The GTS model has retained a high value however, and as of 2006 the price for all variants is apparently starting to creep upwards (Classic Motorsports, March, 2006 issue, p. 38). A great community dedicated to the 928 exists online even today, and the car has won a huge fan base. The 928 was such a powerful vehicle in its day that even models 25+ years old are able to outperform current sport/grand-touring models of various manufacture.

With the release of the Cayenne sports utility vehicle, Porsche has met with renewed success with a front-engined, V8-powered model. The company's 2005 announcement that a new V8-powered 4-door grand tourer model called Panamera would be launched in 2009 fueled rumours and fan speculation of a reborn 928. Although the Panamera will be a 4-door model, Road and Track magazine published a speculative piece in their April 2006 issue in regards to the possibility of a new, 928-esque coupe that may debut on a shortened version of the Panamera's platform sometime around the 2011 or 2012 model years. Although feasible, this is pure speculation as of 2006. The article seemed to indicate a re-use of the 928 nameplate although Porsche's recent tendency to give non-numerical names to their vehicles and a desire to separate the vehicle from past models may preclude the possibility of calling the vehicle 928.

Also noteworthy is that there are several manufacturers of supercharger and turbo kits specifically for the 928. The stock engine for any year is capable of handling significant power increases without part failure. More owners have opted for supercharging their vehicles as the conversion is reasonably straight forward whereas the fitting of two turbo chargers on each of the exhaust manifolds has caused problems because of the lack of space.

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The Porsche 928, part 3

Porsche introduced a refreshed 928 S into the European market in 1980, although it was summer of 1982 and 1983 model year before the model reached North America. Externally, the S wore new front and rear spoilers and sported wider wheels and tires than the older variant, but the main change for the 928 S was under the hood, where a revised 4.7 L engine was used. European versions debuted with 300 PS (221 kW/297 hp), and were upgraded to 310 PS (228 kW/306 hp) for the 1984 model year. From 1984 to 1986 ROW (Rest Of the World) S model was officially called S2 in UK. North American spec 1983 and 1984 S models used, among other differences, milder camshafts and additional emissions regulation equipment, and were limited to 239 hp (174 kW/242 PS) as a result.

As the faster S model was not available in the USA and Canada during the first three years of its existence, a "Competition Group" option was created to allow North American customers to have an S model lookalike with spoilers, 16" flat disc wheels, sport seats, sport springs and Bilstein shocks. Customers could specify paint and interior colors the same way as on a normal 928. The package was available in the 1981 and 1982 model years and was cancelled in 1983 when the S model became available for these markets. Many cars have had S features added by subsequent owners, making original "Competition Group" cars difficult to distinguish without checking option codes.

In 1982, two special models were available for different markets. 205 "Weissach Edition" cars were sold in North America. Unusual features were champagne gold metallic paint, matching brushed gold flat disc wheels, two-tone leather interior, a plaque containing the production number on the dash and the extremely collectible three-piece Porsche luggage set. It's believed these cars were not made with S spoilers even though these were available in USA during this time period as part of the "Competition Group" option. The "Weissach Edition" option was also available for the US market 911 in 1980 and 924 in 1981 model years.

140 special "50th Jubilee" 928 S models were available outside the USA and Canada to celebrate the company's 50 year existence as a car manufacturer. This model is also sometimes referred to as the "Ferry Porsche Edition" because his signature was embroidered into the front seats. It was painted meteor metallic and fitted with flat disc wheels, wine red leather and special striped fabric seat centers. Similar 911 and 924 specials were also made for ROW markets.

Porsche updated the North American 928 S for 1985, replacing the 4.7 L, SOHC engine with a new 5.0 L, DOHC unit sporting four valves per cylinder and producing 288 hp (215 kW/292 PS). Seats were also updated to a new style. These cars are sometimes unofficially called S3 to distinguish them from 16-valve S models. European models kept a 4.7 L engine, which was slightly more powerful, as standard; a little detuned 32-valve engine together with catalytic converters became an option in some European countries and Australia for 1986. That same year, revised suspension settings, larger brakes with 4-piston calipers and modified exhaust was installed on the 928 S, marking the final changes to old body style cars. ROW models received these changes at beginning of model year while North American cars got them only after close to 900 cars were made, starting from VIN 1001. North American version of this late 1986 model is sometimes referred as S3.5 or S3½ because of these changes. The name is little misleading as more than 2/3 of 1986 North American model production had these updates.

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The Porsche 928, part 2

The 928 featured a large, front-mounted and water-cooled V8 engine driving the rear wheels. Originally displacing 4.5 L and featuring a single overhead camshaft design, it produced 219 hp (163 kW/222 PS) for the North American market and 240 PS (176 kW/237 hp) in other markets. Porsche upgraded the engine from mechanical to electronic fuel injection in 1980 for US models, although power remained the same. This design marked a major change in direction for Porsche (started with the introduction of the 924 in 1976), whose cars had until then used only rear- or mid-mounted air-cooled flat engines with four or six cylinders.

Porsche utilized a transaxle in the 928 to help achieve 50/50 front/rear weight distribution, aiding the car's balance. Although it weighed more than the difficult to handle 911, its more neutral weight balance and higher power output gave it similar performance on the track. The 928 was regarded as the more relaxing car to drive at the time. It came with either a five-speed dog leg manual transmission, or a Mercedes-Benz-derived automatic transmission, originally with three speeds, with four speed from 1983 in North America and 1984 in other markets. More than half of production had the automatic transmission. Exact percentage of manual gearbox cars for entire production run is not known but its believed to be between 25 and 30%.

The body, styled by Wolfgang Möbius under guidance of Anatole Lapine, was mainly galvanised steel, but the doors, front fenders and hood were aluminium. It had a substantial luggage area accessed via a large hatchback. The new polyurethane elastic bumpers were integrated into the nose and tail and covered in body-coloured plastic; an unusual feature for the time that aided the car visually and reduced its drag. Porsche opted not to offer a convertible variant but some aftermarket modifiers offer convertible conversions.

The 928 qualified as a 2+2, having two small seats in the rear. Both rear seats could be folded down to enlarge the luggage area, and both the front and rear seats had sun visors for occupants. The 928 was also the first vehicle in which the instrument binnacle moved with the adjustable steering wheel, a feature seen more recently on Nissan's 350Z sports car.

The 928 included several other innovations such as the "Weissach Axle", an early all-wheel steering system that provides passive rear-wheel steering in certain off-throttle cornering situations, and an unsleeved, silicon alloy engine block made of aluminium, which reduced weight and provided a highly durable cylinder bore. The concept of all-wheel steering was also adopted later on to several Japanese automobiles, including a Japanese-market version of the Toyota Celica, the Mitsubishi 3000GT VR-4 and the second generation Nissan 300ZX.

Porsche's design and development efforts paid off during the 1978 European Car of the Year competition where the 928 won against the BMW 7-series and the Ford Granada. The 928 is the only sports car so far to have won this competition, where the usual winners are mainstream hatchbacks and sedans/saloons from major European manufacturers. Proof of how advanced the 928 was compared to its contemporaries.

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The Porsche 928, part 1

The Porsche 928 is a grand tourer automobile made by Porsche AG of Germany from 1978 model year to 1995 model year, during which time it was one of their most expensive offerings.

Porsche's marketing slogan "It's about as fast as you can go without having to eat airline food" or "It is as fast as you can go without hiring a flight attendant" from the late 1980s where at one point it was the fastest production road-car in the world, having been recorded at 172mph on the salt flats in Utah in 1986 using an early 928 S4. This particular car was originally white but was sprayed bright red for the record attempt to make it stand out more against the salt in marketing material like videos and posters.

By the late 1960s, Porsche had changed significantly as a company, and executives including owner Ferry Porsche were toying with the idea of adding a luxury touring car to the line-up. Managing Director Ernst Fuhrmann was also pressuring Ferdinand to "greenlight" development of the new model in light of concerns that the current flagship at the time, the 911, was quickly reaching its maximum potential where it could soon no longer be improved upon. Slumping sales of the 911 seemed to confirm that the model was approaching the end of its economical life cycle. Fuhrmann envisioned the new range-topping model as being the best possible combination of a sports coupe and a luxury sedan, something well equipped and comfortable enough to be easily driven over long distances that also had the power, poise and handling prowess necessary to be driven like a sports car. This set it apart from the 911, which was a pure sports car.

Ordered by Ferry Porsche to come up with a production-feasible concept for his new model, Fuhrmann initiated a design study in 1971, eventually taking from the process the final specs for the 928. Several drivetrain layouts were considered during early development, including rear and mid-engined designs, but most were dismissed because of technical and/or legislative difficulties. Having the engine, transmission, catalytic converter(s) and exhaust all cramped into a small rear engine bay made emission and noise control more difficult, something Porsche was already facing problems with on the 911 and wanted to avoid. After deciding that the mid-engine layout didn't allow enough room in the passenger compartment, a front engine/rear wheel drive layout was chosen. Porsche also feared at the time that the U.S. government would ban the sale of rear-engined cars in response to the consumer outrage over the Chevrolet Corvair, started by Ralph Nader via his book "Unsafe at Any Speed".

Porsche engineers wanted a large-displacement motor to power the 928, and prototype units were built with a 5.0 L V8 producing close to 300 hp. Very early units used one four-barrel carburetor, which was eventually tossed in favor of Bosch's K-Jetronic fuel injection system. When increasing concern within the company over the pricing and availability of fuel during the oil crisis of the 1970s became an issue of contention, smaller engines were considered in the interest of fuel economy. Some managers began pushing for development of a 3.3 L 180 hp powerplant they had drawn up specs for, but company engineers balked at this suggestion. Both sides finally settled on a 4.5 L, SOHC 16-valve V8 producing 240 PS (219 hp in North America), which they considered to have an acceptable compromise of performance and fuel economy.

The finished car debuted at the 1977 Geneva Motor Show before going on sale later that year as a 1978 model. Although it won early acclaim for its comfort and power, sales were slow. Base prices were much higher than that of the previous range-topping model and its larger size and somewhat odd futuristic styling put off many purists who were more attracted to more compact 911.

Fuhrman's replacement, Peter Schutz, decided that the models should be sold side by side, feeling that the 911 still had potential in the company's line-up. Legislation against rear-engined vehicles also didn't materialize. Although the 928 developed an avid fan following, it never sold in the numbers that Fuhrmann had originally predicted and was discontinued in 1995. The size of the market for expensive and extravagant grand tourers has increased since then, and the company is again looking to capture this market with the Porsche Panamera four-door GT.

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The Porsche 924, part 4

In 1986 the 924S was released. Porsche realised with the 944's prices increasing with new standard features and options, they were losing their place as Porsches entry-level model car. While the 924 had always been available in other markets, Porsche decided to re-introduce the 924 to the American market with an initial price under $20,000. The 924S had an old-spec 944 engine producing 150 bhp and drivetrain but with a normal slim 924 body. It also retained the original 924's spartan, VW-like interior. In 1987 the 924S Le Mans (or Special Edition) was made available in limited numbers with a 944 spec 163hp engine, uprated suspension and cosmetically upgraded interior and exterior. This special 924 had manual windows, no sunroof, and no air conditioning to save weight, although you could order one with air conditioning if you so wished.

In 1988, the final year of production for the 924S, the power for all models was brought up to 163 hp (122 kW). This made the 924S faster than the base 944 due to its lighter weight and more aerodynamic body. Due to unfavorable exchange rates in the late 1980s, Porsche decided to focus on upmarket models. They dropped the 924S for the 1989 model year, and stopped producing the base 944 later that same year

The 924 has its own racing series in the form of the 924 Championship in which Jeff May had a pivotal role from the late 1980s until his death on 10th November 2003. Jeff was also one of the founding members of Porsche Club Great Britain. Barry Ashman (the Midlands BRSCC Coordinator) took over the running of the Championship in early 2004. The 924S is also eligible to race in the 944-Spec racing class.



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The Porsche 924, part 3

Porsche executives soon recognised the need for a higher-performance version of the 924 that could bridge the gap between the basic 924 and the 911s. Having already found the benefits of turbochargers on several race cars and the 1975 911 Turbo, Porsche chose to use this technology for the 924, eventually introducing the 924 Turbo as a 1978 model.

Porsche started with the same Audi-sourced 2.0 L I4, designed an all new cylinder head (which was hand assembled at Stuttgart), dropped the compression to 7.5:1 and engineered a K-26 turbocharger for it. With 10 psi (70 kPa) boost, output increased to 170 hp (127 kW). The 924 Turbo engine assembly weighed about 65lbs more, so front spring rates and anti-roll bars were revised. Weight distribution was now 49/51 compared to the original 924 figure of 48/52 front to rear.

In order to help make the car more functional, as well as to distinguish it from the naturally-aspirated version, Porsche added a NACA duct in the hood and air intakes in the badge panel in the nose, 15-inch spoke-style alloy wheels, four-wheel disc brakes with 5 stud hubs and a five-speed transmission. Forged 16" flat wheels from the 928 were optional.

Internally, Porsche called it 931 (left hand drive) and 932 (right hand drive), much like the 911 Carrera Turbo, which had been "Type 930". These designations are commonly used by 924 aficionados.

The turbocharged engine allowed the 924's performance to come surprisingly close to that of the 911 SC (180 bhp), thanks in part to a lighter curb weight, but it also brought reliability problems.

Intense heat in the engine bay lead to short turbocharger life and turbo-related seal and seat problems. To fix the problems, Porsche released a revised 924 Turbo series 2 (although badging still read 924 Turbo) in 1981. By using a smaller turbocharger running at increased boost, slightly higher compression of 8:1 and an improved fuel injection system with DITC ignition triggered by the flywheel, reliability improved and power rose to 177 hp (132 kW).

After a successful sales run of both naturally-aspirated and turbo models, in 1981 Porsche decided to surprise everyone and a new 924 variant was unveiled at Le Mans 24 Hours.

By adding an intercooler, increasing compression to 8.5:1 as well as various other little changes, Porsche was able to develop the 924 Turbo into the race car they had wanted, dubbing it the 924 Carrera GT.

Visually it differed to the 931 in that it had polyurethane plastic front and rear flared guards, a polyurethane plastic front spoiler, a top mounted air scoop for the intercooler, a much larger rubber rear spoiler and a flush mounted front windscreen. It lost the 931's NACA duct in the hood but retained the air intakes in the badge panel. This more aggressive styling was later used for as motivation for the 944.

In order to comply with the homologation regulations, the 924 Carrera GT and later 924 Carrera GTS were offered as road cars as well, producing 210 and 245 hp (157 and 183 kW) respectively. Clubsport versions of the GTS were available with a factory included Matter rollcage and race seats. 924 Carrera GT variations were known by model numbers 937 (left hand drive) and 938 (right hand drive).

The ultimate development of the 924 in its race trim was the 924 Carrera GTR race car, which produced 375 hp (280 kW) from a highly modified version of the 2.0 L I4 used in all 924s except for the 944 Carrera GTP which used a highly modified as yet unreleased 944 2.5 litre DOHC 16v Porsche unit. This last model variant came 7th overall at Le Mans 24 Hours and spent the least time out of any other car in the pits.

Production of the 924 Turbo ceased in 1982 except for the Italian market which lasted until 1984. This is due to the restrictions on engines larger than 2 liters, putting the 2.5 liter 944 into a much higher tax category.

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The Porsche 924, part 2

The 924 was originally intended to be Volkswagen's flagship coupé sports car. Volkswagen commissioned Porsche to design the car (VW project number 425), who developed a fresh chassis and transmission that would work with an existing Audi I4 engine. They also handled the suspension and the interior and exterior design. Porsche decided on a rear wheel drive layout, and chose a rear transaxle to help provide 48/52 front/rear weight distribution. This slight rear weight bias, despite the front mounted engine, aided both traction and brake balance.

Due to growing concern over the 1973 oil crisis and a change of directors at Volkswagen, they put the 425 project on hold, eventually dumping it entirely after their decision to move forward with the Volkswagen Scirocco model instead. Porsche, who needed a model to replace the 914, made a deal with Volkswagen leadership, agreeing to buy the design for an undisclosed figure—some suggest 100 million DM, others say 160 million—but most agree it was less than the amount Volkswagen paid Porsche to design it.

The deal specified that the car would be built at the ex-NSU factory in Neckarsulm located north of the Porsche headquarters in Stuttgart, the Volkswagen employees would do the actual production line work and that Porsche would own the design. It became one of Porsche's best-selling models to date, and the relative cheapness of building the car made it both profitable and fairly easy for Porsche to finance.

The original design used an Audi-sourced four-speed manual transmission for the 924 mated to VW's EA831 2.0 L I4 engine, previously used in the Audi 100 and Volkswagen LT van and producing 95 hp (71 kW) in North American trim. This was brought up to 110hp (87kw) in mid-1977 with the introduction of a catalytic converter, which reduced the need for power-robbing smog equipment. The four-speed manual was the only transmission available for the initial 1976 model. An Audi three speed automatic was offered starting with the 1977.5 model.

European models, which didn't require any emissions equipment, made 125 hp. They also differed visually from the US spec model by not having the US cars low-speed impact bumpers and the round reflectors on each end of the body.

A 5-speed transmission, available starting in 1979, was a "dogleg" Porsche unit, with first gear below reverse on the left side. This was troublesome and was quickly replaced for 1980 with a normal H-pattern Audi five speed. The brakes were solid discs at the front and drums at the rear. The car was criticised in Car and Driver magazine for this braking arrangement, which was viewed as a step backward from the 914's standard four-wheel disc brakes. However, four wheel disc brakes, five stud hubs and alloys from the 924 Turbo were available on the base 924 as an "S" package starting with the 1980 model year.

The overall styling was penned by Dutchman Harm Lagaay, a member of the Porsche styling team, with the hidden headlights, sloping bonnet line and grille-less nose giving the car its popular wedge shape. The car went on sale in the USA in July 1976 as a 1977 model with a base price of $9,395. Porsche made small improvements to the 924 each model year between 1977 and 1985, but nothing major was changed.

J. Pasha, writing in Excellence magazine, at the time, described the 924 as "the best handling Porsche in stock form".

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The Porsche 924

The Porsche 924 was an automobile produced by Porsche AG of Germany from 1976 to 1988. A two-door, 2+2 coupé, the 924 replaced the 914 as the company's entry-level model, and was the model that finally retired the 912. It was the first Porsche model powered by a water-cooled, front-mounted engine to make production, although the similarly-configured 928 was designed before the 924. The front-engine, rear wheel drive arrangement was normal for most other manufacturers, but it was unusual for Porsche, who had previously only used mid or rear-mounted engines of a boxer configuration, all of which had been air-cooled.

The first official appearance of the 924 took place in November 1975 (as a press launch rather than a motorshow appearance) at the harbour at La Grande Motte, Camargue in the south of France. The model was a success and not only helped to take Porsche out of financial ruin, but created the revenue stream needed to continue building and developing the 911. The 924 was replaced by the 944 in 1982 in the US market, but continued to be produced until 1985 in the Rest of World market.

For the 1986 to 1988 model years the car aqquired the powerplant from the 944 model and became the Porsche 924S.

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The Porsche 914, part 2

There are different ways to tell which year a particular 914 model was made. The most distinguishable trait are the bumpers. Between 1970 and 1972, both front and rear bumpers were flat across and available in either chrome or painted metal. In 1973, bumper stops were added to the front of the car. And in 1974, bumper stops were added to the front and rear of the car. In 1975 and 1976, the big black bumper years, the bumpers were rubber covered and heavy. Some people like the smooth look of the later bumpers, but most prefer the lighter weight chrome ones. Many people have backdated their bumpers, so this is not always a tell all, but certainly a good starting point for identity.

Another way to distinguish 914's is by the plastic piece that goes around the headlight. White ones are from the first 914s to mid-production of 73. After that, it was a black plastic. Another feature to distinguish the 914 by year is if it has a movable passenger seat, it is 73 and later, while the 72 and earlier had a fixed passenger seat.

Estimates of the number of surviving 914s vary wildly. Because of the cost and availability of repair parts compared to the inexpensive cost of a new chassis, many cars with serious but repairable damage were salvaged over the years. In fact many cars were cut up over the years with the purpose of saving other cars. The increasing scarcity of clean cars is driving up the value of the model.

While the 914 has been out of production for over 30 years, many repair parts are still available. In large part this is due to small companies which specialize in 914 parts, as well as many active car clubs. While a few parts are considered scarce and expensive, (such as US-spec rear turn signal lenses and D-Jetronic Manifold Pressure Sensors), most are available from a variety of mail-order sources while still others are tooled and manufactured. Due to its nimble handling and the low cost of a basic 914, the "poor man's" Porsche of the 1970s has become the poor man's weekend racing car on amateur racing circuits.

Many enthusiasts see the 914 as a blank canvas upon which to create their own automotive dreams. Owners have modified the original four cylinder motors to upwards of 170 horsepower. Many owners instead choose to swap different engines into the 914's sizeable engine bay. These swaps range from Volkswagen turbodiesels, to 911 engines (following in the foosteps of the much sought after 914/6) or Corvair air-cooled sixes, to a small-block Chevy V8. Recently, swaps of Subaru engines have gained popularity among the non-Porsche purists. The 914 is also the base for an electric vehicle conversion kit.

Body modifications are another popular way to personalize a 914. Some of these are simple, such as bolting on fiberglass bumpers that aid the 914 into morphing into a look of the 916 prototype. Some are more extensive, such as installing steel or fiberglass fender flares a la the super-rare 914/6 GT. Some involve completely changing the appearance of the car, often to resemble some other mid-engine car, such as the Porsche 904 or the Ferrari Testarossa. A fiberglass kit was offered in the 1980s dubbed the "9014." The "9014" never found its following, the parts were impossible to find and as a result the car-kit died off, though sometimes an entire car can be spotted on Ebay.

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The Porsche 914

The Porsche 914 was a sports car built and sold collaboratively by Volkswagen and Porsche from 1969 through 1976.

By the late 1960s, both Volkswagen and Porsche were in need of new models; Porsche was looking for a replacement for their entry-level 912, and Volkswagen wanted a new range-topping sports coupe to replace the Karmann Ghia. At the time, the vast majority of Volkswagen's developmental work was handled by Porsche, part of a setup that dated back to Porsche's founding; Volkswagen needed to contract out one last project to Porsche to fulfill the contract, and decided to make this that project. Ferdinand Piëch, who was in charge of research and development at Porsche, was put in charge of the 914 project.

Originally intending to sell the vehicle with a flat four-cylinder engine as a Volkswagen and with a flat six-cylinder engine as a Porsche, Porsche decided during development that having Volkswagen and Porsche models sharing the same body would be risky for business in the American market, and convinced Volkswagen to allow them to sell both versions as Porsches in North America.

It appeared to be a perfect win-win situation. On March 1st, 1968 the first 914 prototype was presented. However, development became complicated after the death of Volkswagen's chairman, Heinz Nordhoff, on April 12th, 1968. His successor, Kurt Lotz, was not connected with the Porsche dynasty and the verbal agreement between Volkswagen and Porsche fell apart.

In Lotz's opinion, Volkswagen had all rights to the model, and no incentive to share it with Porsche if they would not share in tooling expenses. With this decision, the price and marketing concept for the 914 had failed before series production had even begun. As a result, the price of the chassis went up considerably, and the 914/6 ended up costing only a bit less than the 911T, Porsche's next lowest price car. This had a serious effect on sales, and the 914/6 sold quite poorly. In contrast, the much less expensive 914-4 became Porsche's top seller during its model run, outselling the 911 by a wide margin, with over 118,000 units sold worldwide.

Volkswagen versions originally came with an 80 hp fuel-injected 1.7 L flat-4 engine based on the Volkswagen air cooled engine. Porsche's 914/6 variant came with a carbureted 110 hp 2.0 L flat-6 engine, taken from the 1969 911T. Karmann manufactured the rolling chassis at their own plant, then either sent them to Porsche for fitment of the Porsche suspension and flat-six engine or kept them in house for Volkswagen hardware. 914/6 models used a similar suspension and brakes to the 911, giving the car handling and braking superiority over the 4-cylinder Volkswagen models in addition to higher power output. A Volkswagen-Porsche joint venture, Volkswagen of America, handled export to the U.S., where both versions were badged and sold as Porsches. In Europe, the four-cylinder cars were sold as Volkswagen-Porsches, at Volkswagen dealerships. This "tainted" the car in the opinion of many automotive critics of that era, and a little of that attitude persists to this day.

Slow sales and rising costs prompted Porsche to discontinue the 914/6 variant in 1972 after producing 3,351 of them; its place in the lineup was filled by a variant powered by a new 95 HP 2.0 L, fuel-injected version of Volkswagen's Type 4 engine in 1973. For 1974, the 1.7 L engine was replaced by a 76HP 1.8 L, and the new Bosch L-Jetronic fuel injection system was added to American units to help with emissions control. 914 production ended in 1976. The 2.0 L flat-4 engine continued to be used in the 912E, which provided an entry-level model until the 924 was introduced.

The 914 was Motor Trend's Import Car of the Year for 1970 and a 914/6 piloted by Frenchmen Claude Ballot-Lena and Guy Chasseuil won the GTS class and finished sixth overall at the 1970 24 Hours of Le Mans.

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The Porsche 912

The Porsche 912 was a sports car manufactured by Porsche of Germany between 1965 and 1969 as their entry-level model. The 912 was a nimble-handling compact performance four-seat vehicle also capable of up to 30 mpg fuel economy. This combination was possible based on a combination of high-efficiency petrol engine, low-weight, and low drag. A variant of the Type 911, one of the most famous and successful sports cars of all time, upon initial offering the Type 912 initially outsold the 911, boosting the manufacturer's total production until success of the 911 was assured.

After the discontinuation of the 356 model in 1965, Porsche was left with the pricey new 911 as their only offering. Fearing that its considerable price increase over the 356 would cost the company sales and narrow the appeal of the brand, a decision was made by executives to introduce a new entry-level model. Built on the 911's chassis and sharing its bodyshell, Porsche was able to offer the 912 for much less than a base-model 911 by using the four-cylinder engine from the 356 rather than the 911's "flat" six-cylinder powerplant and by reducing the number of standard features. The proven reliability of the 356's powerplant combined with the 911 bodywork and low price made the 912 a very attractive buy to both new and old customers, and it substantially outsold the 911 during the first few years of production: Porsche produced slightly more than 30,000 units during its five-year production run.

After updating the 911 line-up to include both a more powerful 911S and a less expensive 911T, Porsche executives began to feel that the 912 had become redundant, that the 911 platform was sufficiently diverse and that pricing had largely come into line with market expectations. Owing to this and the desire to introduce a new model, the 912 was discontinued and superseded as Porsche's entry-level model by the 914 in 1970; a vehicle which Porsche had thought would be less expensive for them to manufacture and sell than the 912.

After a six year absence, the model was re-introduced to North America in 1976 as the 912E to occupy the entry-level position left vacant by the discontinuation of the 914, while the new 924 – the 914's official replacement – was being finalized and put into production. The new 912 featured the "G-Series" 911 bodywork and was powered by a 2.0 L version of the Volkswagen air cooled engine, previously used in late-model versions of the 914/4. 2,099 were manufactured in total, and were not officially sold outside the United States.

Sold to the public for street use, the Porsche 912 was also raced, including rally events. Factory Rally Kits were available that included anti-roll bars, racing brake pads, and a dead pedal rest. In 1967 the 912 played a part in Porsche rally history when independent driver Sobieslaw Zasada of Poland drove a 912 to win the European Rally Championship for series touring cars.

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The Porsche Type 997

The Porsche Type 997, or simply 997 (nine-nine-seven or nine-ninety-seven) is the project code name for the current version of the sports car Porsche 911, built by the German manufacturer Porsche since 2004. Production began in July 2004 and two variants, the Carrera and Carrera S coupés, were available immediately. The all-wheel drive Carrera 4 and Carrera 4S versions began shipping in November 2005, while the Turbo and GT3 derivatives went on sale in late 2006. The Targa top models are also available.

According to testing carried out by several American automotive publications, the Turbo model can go from 0 to 62mph in about 3.4 seconds. The Carrera S model is capable of going 0 to 60mph in as little as 3.9 seconds, and carries a top speed of 300 km/h (186 mph), while the base Carrera model is slightly slower, able to run 0 to 60mph in 4.4 seconds, with a top speed of 285 km/h (175 mph). Note, however, that these figures contradict the conservative official Porsche figures.

The Carrera 4 and Carrera 4S will use the same engines as the Carrera and Carrera S, respectively. Visually, the rear bodywork is nearly 2 in (50.8 mm) wider over larger tires. The all wheel drive system sends between 5% and 40% of engine torque to the front wheels as needed.

The 997 Turbo debuted in February 2006 at the Geneva Motor Show. It uses a new front bumper with LED parking lights in a horizontal bar through the air intake. The fog lights are moved to the corners of the bumpers. Large air intakes in front of and behind the rear wheels are other obvious visual cues. The retractable rear wing is also one of the highlights, a feature which has been available on the 996 Turbo too.

The engine is reported to be based on the rugged and very reliable 964/GT1 design at 3.6 L with power output at 353 kW (480 PS) and 620 N·m (457 ft·lbf). The turbochargers will include BorgWarner's new Variable Turbine Geometry (VTG), which uses guide vanes located in front of the turbine wheel that modulates inflow angle and speed. While the 911 Turbo is the first non-diesel production car to feature a variable geometry turbine, a similar approach was used by Garrett Systems starting in 1989 with the Shelby CSX, that used variable nozzles instead. The optional Sport Chrono Package includes a temporary 2.9 psi overboost, upping peak torque to 680 N·m (502 ft·lbf) for ten second bursts.

According to official Porsche figures, it produces 480 hp, accelerates 0-100 km/h (62 mph) in 3.7 seconds with the manual transmission, and a has 0-100 km/h (62 mph) time of just 3.4 seconds with the manumatic Tiptronic S transmission, which is more than enough to edge out its current rival from Ferrari, the new F430. It has also recorded a 0-60mph time of 3.2 seconds at the hands of US motoring publication Motor Trend - eclipsing all of its major competitors and even Porsche's own Carrera GT supercar. The 997 Turbo has a top speed of 311 km/h (193 mph).

Possibly one of the most astonishing feats of the Porsche 997 is its 40 - 60 mph time. In second gear, it takes just 1 second.

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