Porsche has won the Bathurst 12 Hour (Australia) for the first time, and has added another chapter to the impressive success story of the Porsche 911 GT3 R in its final performance at a major endurance race. Works driver Dirk Werner (Germany) as well as the two Porsche Young Professionals Matt Campbell (Australia) and Dennis Olsen (Norway) brought the GT3 car fielded by EMB over the line in first place. The fledgling customer team managed by Porsche works driver Earl Bamber (New Zealand) triumphed at its maiden outing on an international stage in the fight against experienced teams from eight manufacturers.

In a breathtaking finale on the Mount Panorama Circuit, local hero Campbell ultimately beat his top-league rivals, to the great delight of his fellow compatriots in the grandstands. In the final 20 minutes of the 12-hour endurance race, the Porsche Young Professional picked off three vehicles one after the other and with perfectly-executed manoeuvres swept into the lead with the No. 912 Porsche 911 GT3 R. His teammates, Werner and Olsen, drove strong stints and his EMB team worked flawlessly with a perfect strategy to lay the foundation for this victory.

Lady Luck, however, was not shining on their team colleagues Romain Dumas (France), Sven Müller (Germany) and Mathieu Jaminet (France). From the half-way point of the race, the driver trio in the Porsche 911 GT3 R swapped the lead with the sister vehicle over long stretches, however the No. 911 car did not see the finish. With three hours left to go, a problem with the power steering hampered the charge of the fast and consistent GT3 vehicle and forced it into the pits.

The Porsche 911 GT3 R fielded by the customer team Competition Motorsport/McElrea Racing retired after an accident of David Calvert-Jones (USA) early on in the race. Jaxon Evans gave an impressive performance at his maiden outing as a Porsche Junior. The New Zealand shared the No. 12 vehicle with works driver Kévin Estre (France) and Calvert-Jones. The identical GT3 car of the Black Swan Racing squad could not contest the race due to an accident during practice.

For the opening round of the 2019 Intercontinental GT Challenge 2019, the 2018-spec version of the ca. 500 hp GT3 car was campaigned for the final time, as stipulated by the rules. Included on the Weissach racing car’s extensive list of successes is an overall victory at the Nürburgring 24-hour race as well as titles in the ADAC GT Masters and the North American Pirelli World Challenge. From the second race of the season in Laguna Seca (USA), customer teams will again race the new version of the vehicle, which celebrated its race debut last weekend at Daytona (USA). The new Porsche 911 GT3 R features numerous improvements in terms of driveability, aerodynamics and kinematics.

In the Class B of the 12-hour race in Australia, the customer team Grove Racing scored a comfortable lights-to-flag victory. Ben Barker (Great Britain) and the father-son team Stephen and Brenton Grove (Australia) secured first place with the No. 4 Porsche 911 GT3 Cup ahead of the same model vehicle run by the Carrera Cup Asia squad.

Comments on the race
Fritz Enzinger (Vice President Motorsport): “What a banner day for Porsche Motorsport. Congratulations to all drivers and particularly to the team principal, Earl Bamber, who has impressed me greatly with his fortitude and meticulousness over the years. Earl is not only a world-class racing driver, he’s also a top team boss. He underlined this today. It’s perfect that the fledgling EMB team has handed us the first victory at Bathurst at the swan song of the Porsche 911 GT3 R after three very successful years. Now we are looking forward to the second race of the season at Laguna Seca. We aim to bring home the next win with the new car.”

Pascal Zurlinden (Director GT Factory Motorsport): “We still had some unfinished business at Bathurst, and now it’s settled. For our proven Porsche 911 GT3 R to win at its last major race, we couldn’t have dreamed for a more wonderful finish. I take my hat off to our drivers, who had to fight in sweltering heat. And we mustn’t forget the customer team Earl Bamber Motorsport. This was the first race at this level for EBM, they tackled it with a top-class, experienced crew and promptly won. This could be the first chapter of an epic story. We look forward to further joint outings. Now we’re looking ahead and preparing ourselves for the next two big events for Porsche Motorsport: the doubleheader in Sebring with the WEC and IMSA and the next round of the IGTC in Laguna Seca.”

Sebastian Golz (Project Manager 911 GT3 R): “This finale was breathtaking. We focussed our entire race strategy on this last stint. The team prepared for it perfectly, and the drivers implemented it perfectly. At the end we fitted fresh tyres, filled the tank and put Matt Campbell in the car – then full attack to the finish line. This victory at the last big race is a fair reward for the very successful Porsche 911 GT3 R. Such a farewell before the car heads into the Museum rounds off the success story perfectly. The EBM team did a sensational job, as well. The squad was put together at short notice with unflagging commitment and great meticulousness. The fact that they promptly scored a victory is phenomenal and a consequence of the professional work.”

Earl Bamber (Team Principal EBM): “We only began putting the team together at the beginning of December. Since then we’ve invested a huge amount of work into this project – not just me, but my brother Will and many other supporters, as well. Our goal was to be able to offer the drivers two equal cars at the very highest level. We succeeded. The No. 911 led over long stretches but then fell back. But we had a second iron in the fire. The No. 912 stepped up to the mark. What Matt achieved in his last stint is film worthy. The fact that we now send this car into the Museum with a victory makes it all the more emotional. I’m completely over the moon.”

Matt Campbell (Porsche 911 GT3 R #912): “I knew without doubt in the finale where the strengths of our car lay – and I then used them consequently. I eyed up my competitors, I made my overtaking moves resolutely and never backed off. That was an important key to this victory and I’m overjoyed. Bathurst is a legendary race, and it’s my home race. It was the first GT3 race for Earl Bamber’s team. To win at the first outing and in this manner is simply brilliant.”

Dirk Werner (Porsche 911 GT3 R #912): “This is a great victory. I’ve waited a long time for such a success at a major race. There are so many special stories from this race. It was the maiden GT3 race for Earl’s team, it was the last race for the Porsche 911 GT3 R and not least there was Matt Campbell’s performance, he really turned up the heat at the end. It was an incredible achievement from everyone involved. I’m absolutely thrilled.”

Dennis Olsen (Porsche 911 GT3 R #912): “Incredible! That one word actually sums it all up. We all worked hard for this win. Ultimately, it was about Matt’s performance in the final stint. How he fought for the lead was nothing less than amazing. I still can’t quite put my feelings into words. I guess it first has to all sink in.”

Romain Dumas (Porsche 911 GT3 R #911): “We were fast, constant and strategically well positioned with our Porsche 911 GT3 R. I drove a double stint early this morning with one set of tyres. That would have given us the benefit of fresh tyres at the end. Unfortunately we couldn’t reap the rewards of the entire team’s hard work. The fact that something breaks at such a gruelling long distance race is simply part of racing. You can’t do anything about that.”

Sven Müller (Porsche 911 GT3 R #911): “The Bathurst track is awesome. It’s a little like the Nürburgring-Nordschleife – I like it. I had some exciting, tough duels during my stint and it was great fun. At times we were in the lead. Unfortunately we got the news that the power steering had a defect. And unfortunately we were out. Congratulations to our colleagues in the No. 912 car.”

Mathieu Jaminet (Porsche 911 GT3 R #911): “We started into the race from twelfth on the grid and ploughed our way up the field. We kept out of trouble and drove our laps flawlessly. That earned us the lead. Unfortunately, about three hours before the flag, the power steering went. Luckily I managed to keep the car on the track. It’s too bad that we were thrown out of contention. But we’ll tick this off and look ahead.”

Kévin Estre (Porsche 911 GT3 R #12): “The most important thing is that our teammate “CJ” is doing okay. It was a really hard impact in a passage where you reach over 200 km/h. Even if something small goes wrong there, it’s over. For me it’s a shame, of course, because this is the second time in four years that I didn’t get a chance to drive here at Bathurst because of an incident.”

Jaxon Evans (Porsche 911 GT3 R #12): “I enjoyed my first race as a Porsche Junior. I found the first stint at dawn particularly impressive. We were going well in the race and our pace was good, but unfortunately my teammate had an accident. That’s Bathurst, something like that can happen to anyone here. One tiny mistake often has big consequences. Of course I’m sorry for Kévin who didn’t get to drive a single lap in the race.”

Brenton Grove (Porsche 911 GT3 Cup #4): “We did a flawless job. There’s not one scratch on our car after twelve hours of racing. And that’s exactly what makes the difference in this race. We were totally concentrated, we simply let the heavy GT3 traffic go, and got the most of our car in the gaps that appeared. That’s how you score a class win at Bathurst.”

Race result
1. Werner/Olsen/Campbell, Porsche 911 GT3 R #912, 312 laps
2. Dennis/Vaxiviere/Kirchhöfer, Aston Martin #62, 312 laps
3. Buhk/Marciello/Götz, Mercedes #999, 312 laps
16. Grove/Grove/Barker, Porsche 911 GT3 Cup #4, 299 laps
19. Tresidder/v.d. Drift/ Bao/Hamprecht, Porsche 911 GT3 Cup #23, 279 laps
DNF Dumas/Müller/Jaminet, Porsche 911 GT3 R #911, 234 laps
DNF Studderd/Fillmore/Muscat, Porsche 911 GT3 Cup #43, 134 laps
DNF Estre/Evans/Calvert-Jones, Porsche 911 GT3 R #12, 37 laps

This is the Intercontinental GT Challenge
The 2019 Intercontinental GT Challenge calendar is made up of five endurance race on five continents. While the teams are only permitted to field 2018-spec GT3 cars at the season-opening round in Bathurst (Australia), the latest generation is allowed at the following races in Laguna Seca (USA), Spa-Francorchamps (Belgium), Suzuka (Japan) and at the season finale in Kyalami (South Africa). Porsche will not compete with a factory squad in the international racing series for GT3 vehicles, but will instead support different customer teams in their campaign.

The Porsche GT Team was rewarded for a strong performance with a place on the podium at the 24 Hours of Daytona. Under difficult conditions on the Daytona International Speedway (USA), the two Porsche 911 RSR racers achieved positions three and five. The ca. 510 hp sports cars from Weissach had clearly dominated the first half of the long-distance classic. However, heavy rain, numerous caution phases, interruptions and incidents threw the two factory cars in the legendary Brumos design into a rainy game of chance in the final hours. The new Porsche 911 GT3 R achieved eighth place at its race debut.

Heading into the race on Saturday afternoon (local time) in dry conditions, Nick Tandy (Great Britain) made perfect use of his pole position, with the No. 911 Porsche 911 RSR holding the lead over many laps. His French teammates Patrick Pilet and Frédéric Makowiecki retained the top spot into the night. Torrential rain early on Sunday morning proved to be a watershed moment in a perfect race. With deep water on the track, the 911 of the polesitter fell back into fifth place.

The sister car shared by Earl Bamber (New Zealand), Laurens Vanthoor (Belgium) and Mathieu Jaminet (France) experienced bad luck early on in the race. The repairs to a defect in the front splitter mounting threw the trio in the No. 912 Porsche 911 RSR back by four laps. Thanks to a flawless drive and perfect strategy, the gap was quickly closed so that both factory cars were back amongst the frontrunners. The No. 912 vehicle was relegated to fourth place in arguably the worst conditions in the 57-year history of the endurance classic, but was classified third when a penalty was handed to a competitor when the race was finally stopped after 24 hours and 50 minutes.

In the GTD class, the new Porsche 911 GT3 R run by the Park Place Motorsports customer team achieved eighth place. After several setbacks, works driver Patrick Long (USA), Porsche Young Professional Matt Campbell (Australia) as well as the two American racing drivers Patrick Lindsey and Nicholas Boulle repeatedly fought their way up the order. Over long stretches, the team from Texas and its experienced drivers underlined the immense potential of the new GT3 car from Weissach and led the race in the final stages. However, the interruption immediately after a pit stop foiled the tactics and thus the chance of a victory.

Bad luck also plagued the customer teams Black Swan Racing and Pfaff Motorsports, with accidents throwing their ca. 500 hp vehicles into retirement. The squads from the USA and Canada managed to match the pace of the frontrunners and were at times on course for a podium spot. A technical defect threw the Porsche 911 GT3 R fielded by NGT Motorsport out of contention early in the race.

Round two of the IMSA WeatherTech SportsCar Championship will also be held in Florida. On 16 March, the 12 Hours of Sebring (USA) will be contested as a doubleheader with the FIA WEC.

Comments on the race
Pascal Zurlinden (Director GT Factory Motorsport): “If you ignore the weather, then you have to admit that was a great race. We witnessed some top-class racing from all manufacturers. It was a great show for the fans. We were really strong in dry conditions, in the wet, however, things didn’t really go as we’d hoped. The result might look a little disappointing at first glance, but the potential shown and the perfect teamwork make me very optimistic.”

Steffen Höllwarth (Program Manager IMSA SportsCar Championship): “That was a gripping race, from which we’re very happy to take home a podium result. We led the field over long stretches, we coped impressively with a setback for our No. 912 car and we regained lost time. There were many highs and lows. We were very fast in the dry with a setup designed for high top speeds on the straights, but unfortunately not quite so in the wet. To achieve a podium result under such difficult conditions is a great effort. Now we’re looking ahead with optimism to the next race in Sebring. We are keen to repeat our victory there from last year.”

Patrick Pilet (Porsche 911 RSR #911): “I’m very disappointed, because we were really strong in the practice sessions and the first half of the race. We couldn’t quite maintain the performance in the rain. A collision cost us two laps in the race, but that wasn’t the decisive factor. I’m focussing on the positive aspects. Our car was extremely fast on a dry track. Our team and the driver trio are strong. So I’m heading to the upcoming race in Sebring feeling optimistic.”

Nick Tandy (Porsche 911 RSR #911): “The first hours were great fun. Our car was fast and reliable, I enjoyed thrilling duels against drivers of other brands. But then torrential rain came. Having to drive at Daytona in such conditions is a very different experience. But we can’t complain. It could have been much worse.”

Frédéric Makowiecki (Porsche 911 RSR #911): “I think we can be very proud of our performance this weekend. In the practice and qualifying sessions we were at the front, and in dry conditions we led the race over long periods. Unfortunately that changed completely once the rain set in. We experienced serious aquaplaning and therefore couldn’t quite maintain the pace. At the end of the day I’m left with many positive impressions.”

Earl Bamber (Porsche 911 RSR #912): “What a crazy race. We were extremely fast, we coped impressively with a bitter setback and we had a car to beat in dry conditions. The situation was different in the rain. We were no longer the fastest out there. All in all, we’ve started the season well with a podium result.”

Laurens Vanthoor (Porsche 911 RSR #912): “Everything was going fine until late at night. We’d set up our car for a high top speed and this worked perfectly in the dry, but we lacked downforce in the wet. I enjoy big challenges and I’m a fan of old-school racing, but these conditions were just crazy. When you’re driving at 290 km/h and you can only see two metres in front of you and you’re flying blind with 30 other cars on your tail all going the same speed, well, that just goes too far. I don’t ever want to experience something like this again.”

Mathieu Jaminet (Porsche 911 RSR #912): “Had it stayed dry, we would definitely have been able to fight for victory. Unfortunately we lacked a bit of speed in the wet. Third place was certainly the most we could do under these conditions. We can be proud of our performance and result. We’ve earned many points to start the season and are on the podium.”

Dennis Olsen (Porsche 911 GT3 R #9): “It’s such a shame. We never let ourselves become disheartened by the setbacks, instead we fought back time and again. We were on course for a podium finish, but then everything went wrong. First a minor problem with the electrics hampered us, then came the crash. At the restart, my teammate couldn’t see a thing and was unable to avoid a collision with another car. Unfortunately the damage to the vehicle was too extensive. I’m certain that Pfaff Motorsports will soon earn the reward they deserve.”

Patrick Long (Porsche 911 GT3 R #73): “Sometimes the right timing is everything in motorsport. Unfortunately this didn’t work for us today. This wasn’t because of the team’s performance, the interruptions due to the heavy rain cost us a better result. Still, we’ve earned some decent points. The season is still very long, and every point counts. The new Porsche 911 GT3 R is fast. That makes me confident for the upcoming races.”

Sven Müller (Porsche 911 GT3 R #99): “Well, we hadn’t really expected it to be like this. During the race week we worked together brilliantly and made constant improvements. It’s extremely disappointing, of course, when the car is out of the race after less than two hours. But that’s how it is sometimes in motor racing. I’ll now tick this off and hope that we’ll be back in this constellation this coming year to successfully complete our mission.”

Dirk Werner (Porsche 911 GT3 R #540): “Retiring from a race is always disappointing, but that’s racing sometimes. We didn’t just experience changeable weather, we also had many ups and downs as a team. We were one lap down several times, but again and again we fought our way back into the top group. When a rival hit the rear of our car in heavy rain this morning the car was beyond repair – it’s a great pity.”

Race result
GTLM class
1. Farfus/De Philippi/Eng/Herta (BMW #25), 571 laps
2. Rigon/Molina/Pier Guidi/Calado (Ferrari #62), 571 laps
3. Bamber/Vanthoor/Jaminet (Porsche #912), 570 laps
4. Briscoe/Westbrook/Dixon (Ford #67), 570 laps
5. Pilet/Tandy/Makowiecki (Porsche #911), 569 laps
6. Magnussen/Garcia/Rockenfeller (Corvette #3), 563 laps
7. Hand/Müller/Bourdais (Ford #66), 559 laps
8. Gavin/Milner/Fässler (Corvette #4), 555 laps
9. Krohn/Edwards/Mostert/Zanardi (BMW #24), 553 laps

GTD class
1. Ineichen/Bortolotti/Engelhart/Breukers (Lamborghini #11), 561 laps
2. Morad/Mies/Vanthoor (Audi #29), 561 laps
3. Montecalvo/Bell/Telitz/Segal (Lexus #12), 561 laps
8. Long/Campbell/Lindsey/Boulle (Porsche #73), 560 laps
16. Werner/Cairoli/Seefried/Pappas (Porsche #540) 545 laps
19. Kern/Olsen/Robichon/Hargrove (Porsche #9), 470 laps
23. Müller/Bachler/Renauer/Häring/Görig (Porsche #99), 47 lap

This is the IMSA SportsCar Championship
The IMSA SportsCar Championship is a sports car race series that has been contested in the USA and Canada since 2014. The series originated from the merger of the American Le Mans Series and the Grand-Am Series. Sports prototypes and sports cars start in four different classes: GTLM (GT Le Mans), GTD (GT Daytona), Dpi (Daytona Prototype international) and LMP2 (Le Mans Prototype 2). The Porsche 911 RSR runs in the GTLM class, and the Porsche 911 GT3 R contests the GTD class.

Porsche has presented the new 911 on snow and ice. After the world premiere at the Los Angeles Auto Show at the end of November 2018, the eighth generation of the sports car icon was presented yesterday, Friday, at the Areit-Alm high above Zell am See in Austria. It was the first appearance of the vehicle away from a motor show. For this, a helicopter flew the new 911 to the Alm, which is located at an altitude of 1,408 metres. The presentation was accompanied by Dr. Wolfgang Porsche, Chairman of the Supervisory Board of Porsche AG, Albrecht Reimold, Member of the Executive Board responsible for Production and Logistics, the brand ambassadors Walter Röhrl and Mark Webber as well as the works drivers Timo Bernhard and Richard Lietz.

More powerful, faster, digital: the new 911
The new 911 will also set standards in the future in terms of exclusive sportiness, and unmistakably features the Porsche design DNA. Intelligent control and chassis elements as well as innovative assistance systems combine the uncompromising dynamics of the classic rear-engine sports car with the demands of the digital world. The now launched Carrera S models are equipped with further developed flat-six turbocharged engines producing an impressive 331 kW (450 PS). The power is delivered by a newly developed eight-speed dual-clutch transmission. Both S models beat the four-second mark for acceleration from zero to 100 km/h: with the optional Sport Chrono Package, the rear-wheel-drive Coupé needs just 3.5 seconds, while the 911 Carrera 4S with all-wheel drive completes the sprint in 3.4 seconds. The top speeds are 308 km/h (911 Carrera S) and 306 km/h for the all-wheel-drive version.

The 911 Carrera S costs from 120,125 euros in Germany, the 911 Carrera 4S from 127,979 euros; the corresponding Cabriolet variants are available from 134,405 euros or 142,259 euros respectively. The prices include value-added tax and country-specific equipment.

Legend on your wrist: 911 Chronograph Timeless Machine Limited Edition
Porsche Design is honouring the new generation of the 911 with a strictly limited special-edition watch: the 911 Chronograph Timeless Machine Limited Edition. Like the legendary sports car, the chronograph impresses with purist design, uncompromising functionality and absolute performance. The chronograph will be available from April 2019 at a price of 4,911 euros (RRP) in Porsche Design Stores, Porsche Centres, specialist shops and also online at www.porsche-design.com.

Motor sports spectacle on snow and ice
The presentation took place before the “GP Ice Race” in Zell am See. This is the new edition of the ice race held from 1937 to 1974. The event, which is taking place this Saturday and Sunday at Zell sports airport, offers spectators plenty of motor sports action with historic and current race and rally vehicles – including numerous Porsche models. The around 130 participants who will drift around the 600-metre long ice track include the Le Mans winner Hans-Joachim Stuck as well as the Porsche brand ambassadors Mark Webber and Walter Röhrl.

Six weeks after the Coupe launch, attention now turns to the Porsche 911 Cabriolet. The open-top 911 continues a decades-long tradition, established when the Stuttgart sports car manufacturer unveiled the prototype of the first 911 Cabriolet at the International Motor Show (IAA) in Frankfurt in September 1981: customers and fans alike were instantly captivated. The first fully open-roof 911 variant rolled off the production line in 1982, and it has been a constant feature in the model range ever since.

The new model echoes the timeless and contemporary design of the Coupe, remaining unmistakably a Porsche 911 in Cabriolet form. The fully-automatic soft top has an integrated glass rear window and the roof structure contains magnesium surface elements, known as ‘bows’, which reliably prevent ballooning of the roof at high speeds. The top can be opened or closed at speeds up to 30 mph; and new roof hydraulics reduce opening time to around twelve seconds – quicker than ever – while an electrically extendable wind deflector ensures high comfort for the driver and passenger.

The 911 Cabriolet is initially available as a Carrera S with rear-wheel drive and Carrera 4S with all-wheel drive. Both use the charismatic flat-six cylinder, 2,981 cc, twin-turbocharged ‘boxer’ engine producing 450 PS (331 kW) at 6,500 rpm and 530 Nm torque between 2,300 and 5,000 rpm. The drive efficiency has been increased and emissions reduced by way of an improved fuel injection process; other optimisation measures have also been implemented, such as a new layout for the turbochargers and charge air cooling system. The power is delivered by a newly-developed eight-speed PDK dual-clutch transmission.

The Carrera S accelerates from zero to 62 mph in 3.9 seconds (with optional Sport Chrono Package: 3.7 seconds) and, where permitted, can reach speeds up to 190 mph. The Carrera 4S attains a top speed of 188 mph and achieves 0-62 mph in 3.8 seconds (with optional Sport Chrono Package: 3.6 seconds). The fuel consumption (NED-correlated) of the 911 Carrera S Cabriolet is 31 mpg (208 g/km CO2 equivalent) and for the Carrera 4S Cabriolet is 31.3 mpg (207 g/km CO2 equivalent).

The new mounting position for the flat-six engine makes the Cabriolet even more rigid torsionally than its predecessor. For the first time, the sport chassis configuration with Porsche Active Suspension Management (PASM) is available for the 911 Cabriolet. The springs are shorter and stiffer, the front and rear anti-roll-bars toughened, and the ride height overall has been lowered by ten millimetres. These adjustments give the 911 a more neutral feel on the road, with better weight distribution.

An exterior design that draws on earlier generations of the 911
The new 911 Cabriolet looks wider, more self-assured and altogether more muscular than its predecessor. Wider arches envelope the large 20-inch diameter wheels at the front and 21-inch diameter wheels at the rear. The rear-wheel-drive models now match the bodywork width of the existing all-wheel drive versions, being broader by 44 mm. The nose – generally 45 mm wider across the front axle – revives a traditional feature from earlier 911 generations: a forward-extended bonnet with a distinctive recess in front of the windscreen. Both elements lengthen the front of the car and lend further dynamic purpose.

The rear of all models is dominated by the significantly wider, variable-position aerodynamic spoiler and the seamless, elegant light bar. With the exception of the front and rear sections, the entire outer skin is now made from aluminium.

Redesigned interior with clear lines
The interior is distinctive, with clear, straight lines and recessed instruments defining the dashboard. As it does in the original 911, the new dashboard covers the entire width between two horizontal wing levels. Alongside the centrally positioned rev counter, two thin, frameless freeform displays deliver information to the driver. Now 10.9 inches in size, the centre screen of the Porsche Communication Management (PCM) can be operated quickly and without causing distraction.

Sophisticated assistance systems enhance safety and comfort
In a world first, Porsche has developed Wet Mode, which is included as standard. This function detects water on the road, preconditions the control systems accordingly and warns the driver, who can then set the car up to focus on safety, by simply pushing a button or using the mode switch on the steering wheel (in combination with Sport Chrono Package). The camera-based warning and brake assist system, also fitted as standard, detects the risk of collision with vehicles, pedestrians, and cyclists, and initiates a warning or emergency braking procedure if necessary. A park assistant system including reversing camera completes the standard configuration of the Cabriolet. Options for the 911 include Night Vision Assist with thermal imaging camera, as well as adaptive cruise control with automatic distance control, stop-and-go function and reversible occupant protection.

The new models are available to order from Porsche Centres in the UK and Ireland from today. The 911 Carrera S Cabriolet is priced from £102,755.00 RRP and the 911 Carrera 4S Cabriolet from £108,063.00 RRP.

Customers will also be invited to explore the potential of their new car, and further develop their own skills behind the wheel, by participating in a bespoke driving experience around the unique tracks at the Porsche Experience Centre, Silverstone.

Three years after the premiere of the first Cayman GT4 Clubsport, Porsche now unveils its successor. The new 718 Cayman GT4 Clubsport represents a consequent further development of the successful model from Weissach.

In developing the new 718 Cayman GT4 Clubsport, the focus was put not only on further improved driveability and faster lap times but also on the sustainable use of raw materials. The 718 Cayman GT4 Clubsport is the first ever production race car to feature body parts made of natural-fibre composite material. The driver and passenger doors and the rear wing are made of an organic fibre mix, sourced primarily from agricultural by-products such as flax or hemp fibres and feature similar properties to carbon fibre in terms of weight and stiffness.

Powering the 718 GT4 Clubsport is a 3.8-litre flat-six engine producing 425 bhp (313 kW). Compared to its predecessor, this represents a 40 bhp increase in performance. The power is transferred to the rear wheels via a Porsche dual-clutch gearbox with six gears and mechanical rear axle differential lock. The lightweight spring-strut front suspension is taken from its big 911 GT3 Cup brother. The impressive racing brake system features steel brake discs all round measuring 380 mm in diameter.

Tipping the scales at 1,320 kg, the 718 Cayman GT4 Clubsport, delivered ex-works with a welded-in safety cage, a racing bucket seat as well as a six-point harness, is a real lightweight.

For the first time, the near-standard mid-engined racer comes in two versions ex-works for global track driving excitement: the “Trackday” model and the “Competition” variant for national and international motor racing. Only the “Competition” edition is offered in the UK.

The “Competition” model – which is available in the UK via the Porsche Cars GB Motorsport department – features a raft of details relevant for racing. The shock absorbers can be adjusted in three stages. The safety fuel tank with a capacity of 115 litres is suitable for long-distance events. Thanks to a brake balance system, the balance bias can be infinitely adjusted between the front and rear axle. An integrated air jack system guarantees fast pit stops. The quick-release racing steering wheel adopted from the 911 GT3 R ensures a range of adjustment options for the individual needs of the drivers. An automatic fire extinguishing system adds another safety feature for the racetrack. The 718 Cayman GT4 Clubsport “Competition” is priced at £130,300.00 plus VAT, and is not homologated for road use.

“The new Porsche 718 Cayman GT4 Clubsport possesses significantly more racing genes than its successful predecessor,” says Porsche’s head of motorsport Fritz Enzinger. “The power of the engine has increased considerably. At the same time, we were able to increase the downforce and the cockpit is now even better suited to drivers’ needs. I’m confident that we can build on the excellent sales figures of the predecessor, of which we have delivered 421 cars.”

The car is available to order immediately and will be delivered to teams and drivers around the world from February.

Technical description Porsche 718 Cayman GT4 Clubsport (Type 982)

Concept
• Single-seater, near-standard production-based race car, not road homologated

Engine
• Aluminium six-cylinder mid-positioned boxer engine with rigid mounting
• 3,800 cc; stroke 77.5 mm, bore 102 mm
• Max. power: 425 bhp (313 kW ) at 7,500 rpm
• Max. rpm: 7,800 rpm
• Max. torque: 425 Nm at 6,600 rpm
• Compression ratio: 12.5:1
• Racing optimised water cooling with thermal management for engine and gearbox
• Four-valve technology with adjustable camshaft phasing and variable valve timing VarioCam Plus
• Fuel quality: Super Plus unleaded, minimum 98 octane
• Racing optimised electronic engine management (Continental SDI 9)
• Integrated dry sump lubrication
• 100-cell metal catalytic converter complying with DMSB specifications

Transmission
• Rear wheel drive
• 6-speed PDK gearbox with rigid suspension and electronic control unit optimised for racing
• Reinforced dual mass flywheel
• Internal pressure oil lubrication with active oil cooling
• Differential lock optimised for racing

Bodywork
• Lightweight body in aluminium-steel composite construction
• Welded-in roll cage, certified according to FIA Art. 277
• Front bonnet with quick release fasteners
• Rear hood with quick release fasteners
• Fixed rear wing with “swan neck” mount made of natural-fibre composite materials, including the sideblades, black aluminium wing supports with integrated carbon fibre Gurney flap
• Driver and co-driver doors of natural-fibre composite materials
• Roof including escape hatch, certified according to FIA Art. 275a
• Recaro race bucket seat with longitudinal adjustment and padding system, adjustable to the individual needs of the drivers (in accordance with FIA Standard 8862/2009 – the latest FIA requirements)
• Three-piston air jack system
• Provision for safety net
• FIA-certified towing loops, front and rear
• Motorsport centre console with enhanced functionality and adapted usability
• Six-point safety harness
• 115-litre FT3 safety fuel cell with “Fuel Cut Off” safety valve complying with FIA regulations

Suspension
Front axle:
• MacPherson suspension strut, adjustable in height, camber and track
• Forged suspension links: optimised stiffness, double shear mounting, high-performance spherical bearings
• 5-bolt wheel hubs
• Racing 3-way shock absorbers with rebound and 2-stage compression adjustment, high and low speed
• Electromechanical power steering with variable steering ratio
• Anti-roll bar, 3-hole design

Rear axle:
• MacPherson suspension strut, adjustable in height, camber and track
• Forged suspension links: optimised stiffness, double shear mounting, high-performance spherical bearings
• 5-bolt wheel hubs
• Racing 3-way shock absorbers with rebound and 2-stage compression adjustment, high and low speed
• Adjustable blade-type anti-roll bar

Brake system
Front axle:
• Aluminium, mono-bloc six-piston racing callipers with “Anti Knock Back” piston springs
• Steel brake discs, multi-piece, ventilated and grooved, 380 mm diameter
• Racing brake pads
• Brake balance adjustment via a balance bar system

Rear axle:
• Aluminium, mono-bloc four-piston racing callipers with “Anti Knock Back” piston springs
• Steel brake discs, multi-piece, ventilated and grooved, 380 mm diameter
• Racing brake pads
• Brake balance adjustment via a balance bar system

Electrics
• COSWORTH instrument cluster ICD with integrated data logger
• Upgraded fault diagnosis with PIWIS motorsport tester
• Porsche Track Precision Race App
• Integrated lap trigger via GPS signal
• Electronic throttle system
• Lightweight lithium-ion (LiFePo) battery, 60 Ah, leak-proof, mounted in passenger footwell
• Emergency cut-off switch in cockpit and outside left of the windscreen
• Driving stability system PSM (Porsche Stability Management) with ABS, traction Control (TC) and Electronic Stability Control (ESC), able to be completely deactivated
• Tyre pressure monitoring system (TPMS)
• Central fire extinguishing system in accordance with FIA regulations
• Air conditioning
• Electric wing mirror adjustment
• Multifunctional CFRP motorsport steering wheel with pit speed limiter and quick release coupling
• Centre console with map switch to adjust the ABS, ESC, TC and switch between preset tyre circumferences

Weight/dimensions
• Total weight: 1,320 kg
• Total length: 4,456 mm
• Total width: 1,778 mm
• Total height: 1,238 mm
• Wheelbase: 2,456 mm

Rims/Tyres
Front axle:
• One-piece light-alloy forged wheels in new weight-optimised rim design, 9J x 18 offset 28 with 5-bolt mounting
• Delivered with Michelin transportation tyres, dimension: 25/64-18
• Michelin slick/wet tyres, dimension: 25/64-18

Rear axle:
• One-piece light-alloy forged wheel in new weight-optimised rim design, 10.5J x 18.5 offset 53 with 5-bolt mounting
• Delivered with Michelin transportation tyres, dimension: 27/68-18
• Michelin slick/wet tyres, dimension: 27/68-18

Colours
• Water-based paint
• Exterior: white C9A
• Interior: white filler-coat, without lacquer

Delivery
Starting in February 2019

Near standard and yet spectacular – the new Porsche 911 GT2 RS Clubsport celebrated its world premiere at the Los Angeles Auto Show today. The 700 PS (515 kW) racing version of the road-going 911 GT2 RS sports car is limited to 200 units and can be run at club motor sport events as well as selected race meetings.

“For the upcoming years, our customers will not only race the GT2 RS Clubsport on track days but also at international motor racing events. We are currently holding very productive talks with the race organiser SRO,” says Dr Frank-Steffen Walliser, Vice President Motorsport and GT Cars.

The technology of the race car from Weissach is based on the high-performance 911 GT2 RS sports car, just like in the 935, which Porsche unveiled nine weeks ago. Both share the same engine as their road-legal relative: a state-of-the-art 3.8-litre flat-six twin-turbo motor. Power from the rear engine is transferred via a rigidly mounted seven-speed Porsche dual clutch gearbox (PDK) to the 310 millimetre-wide rear wheels. Like in all other racing versions of the 911, the driver changes gears via ergonomically-positioned shift paddles on the steering wheel. The positioning of the engine behind the rear axle ensures excellent traction and braking performance. Six-piston aluminium monobloc racing callipers on the front axle in combination with internally ventilated and grooved steel brake discs with a 390 millimetre diameter provide excellent deceleration values at the front axle. The rear axle is fitted with four-piston callipers and 380 millimetre discs.

Like the 911 GT2 RS road car, the 1,390 kg Clubsport version is equipped with PSM (Porsche Stability Management) including traction control as well as an anti-lock braking system (ABS). Thanks to a map switch positioned on the centre console, these assistance systems can be adjusted separately or switched off completely, depending on the driving situation.

The carbon steering wheel and the colour display behind it have been taken from the 2019 Porsche 911 GT3 R race car. A massive safety cage combined with a racing bucket seat and a six-point safety harness ensure maximum safety. Air conditioning provides optimal cooling of the interior.

The new Porsche 911 GT2 RS Clubsport can be ordered now via Porsche Motorsport in Flacht, Weissach, Germany. It is priced from 405,000 Euro plus VAT. Customers will receive their vehicles from May 2019 at exclusive delivery events.

Technical description Porsche 911 GT2 RS Clubsport (Type 991, Gen. 2)

Concept:
• Single-seater near-standard non-road-homologated race car
• Basis: Porsche 911 GT2 RS (991.2)

Weight/dimensions:
• Weight: ca. 1,390 kg
• Length: 4,743 mm
• Width: 1,978 mm
• Total height: 1,359 mm
• Wheelbase: 2,457 mm

Engine:
• Water-cooled 6-cylinder aluminium twin-turbo rear-mounted boxer engine and rigid suspension; 3,800 cc; stroke 77.5 mm; bore 102 mm;
ca. 700 PS (515 kW)
• 4-valve technology with camshaft adjustment and valve-lift switchover
Vario-Cam Plus
• Electronic engine management (Continental SDI 9)
• DMSB-approved 100-cell metal catalytic converter
• Rear silencer with twin tailpipes mounted centrally

Transmission:
• 7-speed PDK gearbox with rigid suspension and short throw
• Dual mass flywheel
• Internal pressurised oil lubrication with active oil cooling
• Limited slip differential optimised for racing

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

Suspension:

Front axle: McPherson suspension strut; adjustable height, camber and track, op-timised stiffness with high-performance spherical bearings, centre-locking wheel nuts; 3-way racing dampers, reinforced tie-rod; electro-mechanical power steering with variable steering ratio; blade anti-roll bar

Rear axle: McPherson multi-link rear axle; adjustable height, camber and track, optimised stiffness with high-performance spherical bearings, centre-locking wheel nuts; 3-way racing dampers, reinforced tie-rod, blade an-ti-roll bar

Brakes:

Brake system:
• Two separate brake circuits for front and rear axles; adjustable via brake bal-ance bar system

Front axle:
• Six-piston aluminium monobloc racing brake callipers with anti-knock-back piston springs; steel brake discs, internally ventilated with 390 mm diameter, racing brake pads, optimised brake cooling ducts

Rear axle:
• Four-piston aluminium monobloc racing brake callipers with anti-knock-back piston springs; steel brake discs, internally ventilated with 380 mm diameter, racing brake pads, optimised brake cooling ducts

Electrical system:
• Instrument cluster consisting of COSWORTH ICD with integrated data logger, sport Chrono watch and boost gauge in a vintage finish
• Removable Porsche steering wheel with shift paddles
• PSM (Porsche Stability Management) with ABS, Traction Control and Elec-tronic Stability Control (able to be completely switched off)
• Centre console with map switch to adjust the ABS, ESC, TC and switch
between preset tyre circumferences
• Porsche Track Precision Race App
• Integrated lap trigger
• Lightweight lithium-ion (Li-Fe-Po-) battery, 60 Ah, leakproof, mounted in pas-senger footwell
• Emergency cut-off switch in cockpit and outside left of the windscreen
• Tyre pressure monitoring system (TPMS)
• Air conditioning

Rims/Tyres:

Front axle: One-piece light-alloy forged wheels
10.5J x 18 offset 28 with centre-locking nut; Michelin transport tyres 27/65-R18

Rear axle: One-piece light-alloy forged wheels
12.5J x 18 offset 46 with centre-locking nut; Michelin transport tyres 31/71-R18

Colour:
White water-based paint

Vehicle price:
405,000 Euro plus country-specific VAT. Delivery from May 2019

Sensation in Los Angeles: the Porsche 911 is now entering its eighth generation. The new 911 celebrated its world premiere on the eve of the Los Angeles Auto Show. It continues to set the standard when it comes to exclusive sporting performance. Unmistakably true to the ethos of Porsche design DNA, the new 911 features a much more muscular stance, and an interior featuring a 10.9-inch touchscreen monitor. Consequently, the new 911 is both timeless and contemporary. Intelligent control and chassis components together with innovative assistance systems have led the engineers and designers to balance the benchmark driving experience that the iconic rear-engined sports car is famed for, with the increasing demands of the digital world.

The next generation of flat-six turbocharged engines has been further developed and is more powerful than ever before, with 450 PS (331 kW) now standard in the S models. Efficiency has been increased via an improved direct fuel injection process and a new arrangement for the twin turbochargers and charge air cooling system. The power is fed to the wheels by a new eight-speed dual-clutch PDK transmission.

Additional highlights include new assistance systems, including Porsche Wet mode that helps modulate the car’s behaviour on wet roads, Night Vision Assist with thermal imaging camera, supported by comprehensive connectivity that now also uses swarm intelligence. In the UK, the features of the 911 are rounded off by two further exclusive digital offerings: the Porsche Road Trip app for extraordinary tours, and the web-based Porsche Impact emissions calculator for neutralising your individual carbon footprint.

Carrera S models start from 450 PS
The turbocharged flat-six engine of the 911 Carrera S and 911 Carrera 4S now produces 450 PS (331 kW). This corresponds to an increase of 30 PS (22 kW) compared with the previous model. Both 911 models can accelerate from zero to 62 mph in under four seconds: the rear-wheel-drive Coupé can achieve this benchmark in 3.7 seconds and the 911 Carrera 4S with all-wheel drive in 3.6 seconds. This makes both cars 0.4 seconds faster than the previous model in each case. This advantage is increased by a further 0.2 seconds with the optional Sport Chrono Package.

Where permitted, the top speeds are now 191 mph (911 Carrera S) and 190 mph for the all-wheel-drive version. The fuel consumption (NEDC-correlated) of the 911 Carrera S is 31.7 mpg (8.9 l/100 km) Combined (equivalent to 205 g/km CO2), while the 911 Carrera 4 S records this figure as 31.4 mpg (9.0 l/100 km) Combined (equivalent to 206 g/km CO2).

Clear design language, unmistakable identity
The exterior design is completely new and emphasises the leap in performance for the 911 Type 992. Significantly wider wheel housings arch over the 20-inch diameter front wheels and 21-inch diameter rear wheels. The rear shoulders of the car are now the same width across all models, further highlighting the slim line centre section. Flush integration of the electric pop-out door handles further emphasise the tapered and smooth side contours. The entire outer skin of the body is now made from aluminium, apart from the front and rear sections.

Across the nose the body is 45 mm wider, and between the new LED headlights lies a subtle yet distinctive styling feature; a bonnet with a pronounced recess that evokes the design of the first 911 generations. The rear of the new 911 is dominated on all models by the significantly wider, variable-position rear spoiler. Beneath the spoiler lip and spanning the width of the car is a seamless light bar, a now familiar element of the Porsche design language.

The completely new interior is characterised by the clear and straight lines of the fascia design with recessed instruments. The 911 models from the 1970s provided the inspiration here. Alongside the central rev counter – typical for Porsche – two thin, frameless freeform displays supply further information to the driver. The centre screen of the Porsche Communication Management (PCM) is now 10.9 inches, and can be operated quickly and without distraction thanks to the new architecture. Located beneath this there is a compact switch unit with five buttons for direct access to primary vehicle functions. In terms of digitalisation, the 911 takes the next step into the future with permanent connectivity as well as new functions and services. Feature highlights of the PCM include online navigation based on swarm data as well as Porsche Connect Plus.

New assistance systems increase safety and comfort
In a world first, Porsche has developed Wet mode, included as standard. This function detects water on the road, preconditions the control systems accordingly and warns the driver, who can then set up the vehicle for a particular emphasis on safety, by simply pushing a button or using the mode switch on the steering wheel (when Sport Chrono Package is specified). The warning and brake assist system, also fitted as standard, detects the risk of collisions with moving objects and initiates emergency braking if necessary. Night Vision Assist with a thermal imaging camera is optionally available for the 911 for the first time. The adaptive cruise control option includes automatic distance control, stop-and-go function, reversible occupant protection and an innovative autonomous Emergency Assist function.

The 911 Carrera S Coupé with PDK costs from £93,110.00 RRP and the 911 Carrera 4S Coupé with PDK from £98,418.00 RRP. Both models are available to order from Porsche Centres in the UK and Ireland from today.

Digital applications: ‘Road Trip’, and ‘Impact’
‘Porsche Road Trip’ supports car enthusiasts in planning, organising and navigating special trips. The curated routes it offers include exclusive hotel and restaurant recommendations as well as points of interest and viewpoints along the route.

‘Porsche Impact’ is an emissions estimator. It estimates the financial contributions that Porsche customers can pay to offset their CO2 footprint. They themselves can choose the internationally certified climate projects in which to invest. The projects available are spread out all over the world and focus on biodiversity, hydro and solar power, as well as forest protection.

The eighth generation of the Porsche 911 will celebrate its world premiere in Los Angeles on 27 November. It’s 55 years since the original 911 model debuted, and so a perfect opportunity to take a look back at the previous seven generations.

The third generation of this sports car, known internally as the type 964, combined the traditional silhouette of the classic model with state-of-the-art technology. It was also a bet on the future of the company, which was experiencing economic challenges – a bet that this third generation would win.

The first model variant immediately showed just how advanced the new 911 was: an all-wheel drive that Porsche had originally designed for the high-performance sports car 959 was introduced to the series for the first time on board the Carrera 4. With electronically controlled and hydraulically regulated power distribution, it was well ahead of its time. The all-wheel-drive system used the sensors of the anti-lock braking system (ABS) which – just like power steering – then became fitted as standard in this model, rather than being an optional extra.

The 911 Carrera 2 with rear-wheel drive followed in 1989. At the same time, the Cabriolet and Targa versions also celebrated their debut alongside the Coupé. What’s more, under that familiar body – in practice only modified by having integrated bumpers – 85% of the 964 also consisted of newly designed parts

At 3.6 litres, the air-cooled flat-six engine reached new heights in terms of displacement, and delivered 250 PS in the Carrera 2/4 models. One of the technical innovations in the boxer engine was its twin-spark ignition, which Porsche had originally developed for greater operational reliability in aircraft engines. At the same time, the aerodynamic lift at the rear axle was almost completely eliminated due to the rear spoiler now being retractable. And there was another new feature: the adaptive Tiptronic gearbox, which allowed smooth gear shifting without any interruption in power.

The 911 Jubilee model was one of the most distinctive variations of the 964 generation, with only 911 of these special, limited-edition cars to mark 30 years of the 911 made available on the market in 1993 – and they sold out quickly. With wide wings at the front and rear, this model combined the drive unit of the Carrera 4 with the Coupé body and 17-inch chassis of the 911 Turbo, but came without its rear wing. Porsche combined the exclusive exterior colour Viola Metallic with a full leather interior in Rubicon Grey.

Adding to the exclusivity, the 911 Speedster was launched in 1993 with a shortened windscreen, modified roof structure, and signature double-bubble cover behind the front seats. 930 cars were built on the basis of the Carrera 2 Cabriolet, plus a further 15 vehicles with a wide turbo-look body.

The turbocharged versions were the top-of-the-range 911 type 964 models. The 911 Turbo initially adopted its predecessor’s 3.3 litre engine, which at that time produced 320 PS, and the 911 Turbo S engine delivered an impressive 381 PS. The model was switched to the new 3.6-litre engine with 360 PS at the start of 1993, and the next in line was already knocking at the door from October of that year, and so the sports car icon took the next step. Porsche produced a total of 63,762 type 964 vehicles between 1988 and 1994.

On 27 November, the eighth generation of the Porsche 911 will celebrate its world premiere in Los Angeles – 55 years after the debut of the original 911 model. This is reason enough to take a look back at the previous seven generations:

With the fifth generation of the 911 introduced in 1997 – the type 996 – Porsche took the bold step to stop using air-cooled engines. After 34 years, the sports car manufacturer completely revamped its icon with the new 911 and in doing so solved a number of urgent challenges. As part of a process that had started with the predecessor, the focus was on reducing production costs through maximum compatibility of parts with other model series, such as the Boxster, as well as on meeting updated safety and emissions regulations. Porsche found its path into the future with the 996.

It did this by preserving classic proportions and combining them with modern technology – in short, re-inventing a sports car legend and preparing it for the future. The 996 had a difficult legacy to follow, but it also represented the first chapter of a new era. That was already clear in the design.

The result was a newly developed body, which impressed with an elegant, no-frills look. The dimensions also grew: The new 911 was now 18.5 centimetres longer, and the wheelbase was also lengthened for the second time in the history of the model series. This increased by 80 mm, while the body width also added another three centimetres. The interior also benefited from these changes: the 996 offered more elbow room and a more generous feeling of spaciousness. The dashboard also had a new look: the five round instruments merge into each other – another break with tradition.

However, the greatest revolution was at the rear. The flat engine design was preserved – but not its air cooling, because this cooling principle did not have enough reserves to comply with the increasingly strict emissions regulations. In contrast, the newly developed water cooling system was ready for the future. This was also true for its performance: the four-valve six-cylinder engine generated 300 PS from a displacement of 3.4 litres, therefore matching the legendary 911 Turbo 3.3. After the engine facelift with a displacement of 3.6 litres, this increased to 320 PS, and in the anniversary edition “40 years of Porsche 911”, the power output even reached 345 PS.

The 911 Turbo also received a new water-cooled flat engine. This came with an impressive track record: as a 3.2-litre six-cylinder engine, it had already powered the 911 GT1 to victory in the Le Mans race in 1998. Thanks to twin turbocharging, it delivered 420 PS in the series-production vehicle. This 911 Turbo was therefore the first series model from Porsche to break the 300-km/h barrier. In the 911 GT2, the unit even produced up to 483 PS. The PCCB with ceramic brake discs also made its debut in the extreme sports car and was standard equipment in the GT2. This was 50 percent lighter than the brake with standard brake discs and had a service life of up to 300,000 kilometres.

With the same engine but without turbocharging, the 911 GT3 marked the start of a new era: it offered pure driving pleasure both on the road and on the race track as part of Track Days. It also formed the basis for the Porsche brand cups, and was the starting point for many race victories of Porsche customer motorsport all over the world. In the 996, the 3.6-litre naturally-aspirated engine initially had an output of 360 PS, and then 381 PS. The 911 GT3 RS followed in 2003 as an even sharper edition. Between 1997 and 2005, Porsche produced a total of 175,262 Type 996 vehicles.

On 27 November, the eighth generation of the Porsche 911 will celebrate its world premiere in Los Angeles – 55 years after the debut of the original 911 model. This is reason enough to take a look back at the previous seven generations.

One thing is certain, and not just for fans of sports cars from Zuffenhausen: the fourth generation of the 911 – the 993 – is one of the most desirable editions in the history of this classic vehicle. Although practically only the roofline remained unchanged, the new model impressed with an exciting interpretation of the 911 design DNA beginning in 1993. The natural interplay of concave and convex forms, integrated bumpers, flush-mounted windows and the wide rear end with its angled tail-light panel set the hearts of almost all sports car enthusiasts aflutter. Even the new front wings – a flatter design made possible by new polyellipsoid headlights – quickly found widespread approval.

The 993 also underlined its leading position in the sports car segment with its technical features – such as the completely redesigned LSA aluminium chassis, which combined lightweight construction, stability and agility. Up to the present day, the multi-link suspension is considered to be the ultimate development stage of the “Weissach” rear axle, which made history with its self-steering properties. The result: even better driving dynamics and enhanced suspension comfort.

The new generation also set standards with its drive unit: the 911 Turbo with standard all-wheel drive came with two turbochargers in 1995. The effect: outstanding 408 PS. At the same time, the 3.6-litre biturbo engine impressed with the lowest exhaust emissions of all series-production units at the time. At the rear of the two-wheel-driven 911 GT2 – and limited to an edition of 100 – it even produced up to 450 PS.

Initially, Porsche offered the 993 only as a Coupé and Cabriolet. The Targa did not make its debut until 1995, at which time it arrived with a new concept: Instead of a removable hardtop, it had a broad electric glass roof which slid under the rear window. There was also another body variant as a series-production model: the all-wheel-drive Carrera 4S – followed slightly later by the Carrera S – combined the wide body and chassis of the 911 Turbo. Only the rear wing was omitted.

The flat-six engine provided another reason why the 993 is so popular among collectors and fans: it was the last 911 unit to feature classic air cooling. Initially with a power output of 272 PS, the two-valve model – again equipped with twin-spark ignition – already delivered 285 PS from 1995 onwards. Porsche also optionally offered a 300 PS variant. The manual transmission was also new: with a top speed of now up to 270 km/h, it received a sixth forward gear to cover this speed range without curtailing the engine’s power development due to a long ratio. The gear changes were also once again more precise.

In the end, staking everything on the 911, Type 993 paid off for Porsche. The chapter of air-cooled engines in this unique model history ended with the fourth generation of this iconic sports car in 1998. The second era then started after 35 years. It was the beginning of a time that would see unparalleled success. For the 911. And for Porsche. Porsche produced a total of 68,881 vehicles of the Type 993 between 1993 and 1998.