porscheKlassiKp

or

sc

he

Kl

as

siK

8

8

GTS RoutesFall trip in the 911 Carrera Convertible

The 356 as objet d’artThe photos of René Staud

++ Exclusive report from the US − The 2015 motorsports reunion ++ The 912 file − New facts about the 911’s little brother

Buying early Porsche 911s

964 C2 vs. 964 C430 years of Porsche 959

Secret wind-tunnel prototype,motorsports and series version

Rear-wheel meets four-wheel drive Driven by Walter Röhrl

Early 911 S offers the largest selection in the world

02. 2015 USA $ 10.00 • Germany f 8.00 • Austria f 8,80 • Switzerland SFR 13,50 • BeNeLux f 9,30 • Spain f 10,40 • Italy f 10,40 • Portugal (cont.) f 10,40 f • GB £ 6,99 • Greece f 10,80

ISSN 2199-3785

THE SPORTS CAR MAGAZINE

In the spring of 1965 Porsche presented the 912 model, which had to replace the Porsche 356 C and SC as a reasonably priced entry-level model. On occasion of the 50th birthday of the Porsche 912 this book, limited to 912 copies, describes the development of the Porsche 912 and its modifications in comparison with the 911, and also the evolution and alterations the 912 underwent in four years of manufacture. Apart from the Porsche 912 Coupé (1965 to 1969) this book also presents the Porsche 912 Targa (1966 to 1969). Less well-known, but all the more intriguing is the story of the Porsche 912E, that was built in 1976 just for the US market, and of which only 2099 specimens exist.

© T

heod

or B

arth

Jürgen Lewandowski Porsche 91250 Years

6 99,90 [D] • ISBN 978-3-667-10306-2

available at Bookstores and specialised Retailers • www.delius-klasing.de • +49 521/55 99 33

In the spring of 1965 Porsche presented the 912 model, which had to replace the Porsche 356 C and SC as a reasonably priced entry-level model. On occasion of the 50th birthday of the Porsche 912 this book, limited to 912 copies, describes the development of the Porsche 912 and its modifications in comparison with the 911, and also the evolution and alterations the 912 underwent in four years of manufacture.

Apart from the Porsche 912 Coupé (1965 to 1969) this book also presents the Porsche 912 Targa (1966 to 1969). Less well-known, but all the more intriguing is the story of the Porsche 912E, that was built in 1976 just for the US market, and of which only 2099 specimens exist.

Jürgen Lewandowski Porsche 91250 Years

6 99,90 [D]

limited to 912 copieslimited to limited to

912 copies912 copieslimited to

912 copies

The 912 ThaTfollowed The 911

3EDITORIAL

Dear Readers,

Since the IAA in Frankfurt, the automotive world has had to weather a few turbulent weeks. Just a few moments after unveiling Mission E, a fascinat-ing look at the future of the Zuffenhausen-based marque, Matthias Müller changed teams and packed his bags for a move to Wolfsburg. His achievements at Porsche were undoubtedly instrumental in getting him appointed as CEO of the Volkswagen Group. His passion and sense for the brand will continue to be felt for a long time to come.

As we all know, Porsche has often been led by outstanding personalities of this caliber. Without them, the impressive number of legendary models would not have been possible. Thirty years ago, the 959 – at the time, the fastest street-legal series vehicle – made its debut. The car was a milestone, and not only for Porsche. Comparisons with today’s 918 are certainly in order.

This issue’s top story takes a look at the groundbreaking 959 in an in-depth report on how the icon was born, while also shining the spotlight on the company insiders behind it. An engineer joins another member of the 959 team in the early 1980s to reveal fascinating details from the testing and development stage.

The Porsche 912 is still surprisingly contemporary. The four-cylinder engine of the 912, which was first created 50 years ago, builds a beautiful bridge to the modern day. Four-cylinder cars have, after all, always been a part of Porsche’s history, starting with the first car from Gmünd. New research on the Porsche 912 has uncovered previ-ously unknown information that redefines parts of this car’s history, adding to its mystique and appeal. And the quartet of 912s that accompany us through the story are just as beguiling as the tale itself.

The connection between the past and the present is a central element of this issue of “Porsche Klassik.” Our cover touches on one of the brand’s latest services, GTS Route. The app shows drivers selected roads that offer the perfect combination of curves and scenic beauty for classic and new models alike.

After all, no matter the moment, there is one thing above all that brings Porsche to life: enthusiasm for the greatest form of transportation. Now sit back, relax, and enjoy reading this issue of “Porsche Klassik”!

Konrad Delius Publisher

“These days, I prefer driving old cars. Modern cars are so good that it takes longer for my skills to make any difference.”

Walter Röhrl, two-time rally world champion.

THE CEO OF DELIUS KLASING TAKES A SEAT IN A 1975 PORSCHE 911 CARRERA 2.7.

8

Cov

er p

hot

o: J

an B

ürg

erm

eist

er

4

A look bAck in time

June 10, 1978. An Audience

of 150,000 hAs gAthered

At the 24 hours of Le

MAns circuit to foLLow

the opening phAse of the

worLd’s Most LegendAry

Long-distAnce rAce. the

sAfety cAr wAs A porsche

928. the grAnd touring

ModeL with 240 hp And A

top speed of 230 kM/h hAd

Just coMe on the MArket

the previous yeAr. now it

wAs LeAding the 55 coMpeti-

tors to the stArting Line.

one yeAr eArLier, porsche

hAd won Le MAns for the

fourth tiMe with JAcky

ickx, Jürgen BArth And

hurLey hAywood At the

wheeL of A 936.

the 1978 version of the 936

spyder with the nuMBer 5 –

on the Left of the photo-

grAph, Behind the 928 – wAs

in poLe position. JAcky

ickx cAtApuLted the cAr

to the front of the rAce.

this tiMe, he wAs shAring

the cockpit with henri

pescAroLo And Jochen

MAss. in the 255th LAp, they

hAd to ABAndon the cAr.

After 24 hours of rAcing,

the 936 with the nuMBer 6

driven By Jürgen BArth,

BoB woLLek And ALso By

JAcky ickx (on the right,

Behind the 928) crossed the

finish Line in second pLAce.

they were not ABLe to

snAtch victory froM the

renAuLt (on the Left of the

photogrAph, with the nuM-

Ber 2) thAt yeAr. hurLey

hAywood, peter gregg

And reinhoLd Joest eArned

third pLAce in the porsche

936 (nuMBer 7) froM the

previous yeAr’s rAce.

Summer in le mAnS

5

Phot

o: P

orsc

he

Arc

hiv

e

IT‘S JUST A CAR. AND THIS IS JUST A MAGAZINE.

Order directly ☎ +49 (0)521/55 99 33 for € 8,00 plus Shipping costs

Sign up for subscription www.delius-klasing.de/zeitschriften/auto

IT‘S JUST A CAR. AND THIS IS JUST A MAGAZINE.

Order directly ☎ +49 (0)521/55 99 33 for € 8,00 plus Shipping costs

Sign up for subscription www.delius-klasing.de/zeitschriften/auto

Yes, I´d like to subscribe toPORSCHE KLASSIKPORSCHE KLASSIK is published 2 times a year. Annual subscription prices: € 21,– / approx. 27 US$, including postage and packaging. The delivery may be stopped anytime following the first year (after 2 issues).

Additionally I would like to order PORSCHE KLASSIK digital subscription for only € 5,– / approx. 6,50 US$ extra (iPad and Android-tablet).

campaign-no.:EA 1007 / EAB 1008

HOW TO REPLYPlease complete the form and send to:

+49 (0)521 - 55 99 33 +49 (0)521 - 55 98 88 22 abo.porscheklassik@delius-klasing.de www.porsche-klassik-magazin.de/abo Delius Klasing Verlag GmbH, P.O. Box: 101671, 33516 Bielefeld, Germany

SUBSCRIPTION INVITATION

YOUR DETAILS

Mr/Miss/Mrs/Ms

First name

Last name

Address

Postal/Zip code

Country

Daytime phone

Email

YOUR PAYMENT METHODPlease choose one of the following payment methods:

1.) Bank transfer on receipt of the invoice.

2.) Credit card: Visa Mastercard

Card Number

Valid from (if relevant) Expiry date

3.) I enclose a cheque for made payable to PORSCHE KLASSIK.

The data given is good until cancelled - changes have to be duly announced to the publisher.Please start with next issue/issue no. .

Signed Todays date

If you wish to receive information about the activities and services of PORSCHE KLASSIK and carefully selected organisations that PORSCHE KLASSIK believes will be of interest to you, please tick this box .

7

PORSCHE KLASSIK. THE MAGAZINE FOR SPORTS CARS.

Yes, I´d like to subscribe toPORSCHE KLASSIKPORSCHE KLASSIK is published 2 times a year. Annual subscription prices: € 21,– / approx. 27 US$, including postage and packaging. The delivery may be stopped anytime following the first year (after 2 issues).

Additionally I would like to order PORSCHE KLASSIK digital subscription for only € 5,– / approx. 6,50 US$ extra (iPad and Android-tablet).

campaign-no.:EA 1007 / EAB 1008

HOW TO REPLYPlease complete the form and send to:

+49 (0)521 - 55 99 33 +49 (0)521 - 55 98 88 22 abo.porscheklassik@delius-klasing.de www.porsche-klassik-magazin.de/abo Delius Klasing Verlag GmbH, P.O. Box: 101671, 33516 Bielefeld, Germany

SUBSCRIPTION INVITATION

YOUR DETAILS

Mr/Miss/Mrs/Ms

First name

Last name

Address

Postal/Zip code

Country

Daytime phone

Email

YOUR PAYMENT METHODPlease choose one of the following payment methods:

1.) Bank transfer on receipt of the invoice.

2.) Credit card: Visa Mastercard

Card Number

Valid from (if relevant) Expiry date

3.) I enclose a cheque for made payable to PORSCHE KLASSIK.

The data given is good until cancelled - changes have to be duly announced to the publisher.Please start with next issue/issue no. .

Signed Todays date

If you wish to receive information about the activities and services of PORSCHE KLASSIK and carefully selected organisations that PORSCHE KLASSIK believes will be of interest to you, please tick this box .

✗

PORSCHE KLASSIK. THE MAGAZINE FOR SPORTS CARS.

CONTENTS

THE STORIES IN THE FALL 2015 ISSUE OF PORSCHE KLASSIK.

24 38

7266

88

8

Phot

os T

heo

dor

Bar

th, M

arku

s B

olsi

nge

r, S

tep

han

Lin

dlo

ff, M

arc

Urb

ano,

Por

sch

e A

rch

ive

100

4 Porsche 928 safety car – A look back in time. This Le Mans starting scene from 1978 is more than just

a photo – it’s a portrait of motor racing in its wild days.

10 Porsche 959 − Porsche DNA. Thirty years ago, the Porsche 959 set the technical

benchmark. Get ready for new details from its development.

22 Porsche sculpture – Art. Gerry Judah has designed an impressive work of art

that now adorns the space in front of the Porsche Museum in Zuffenhausen.

24 Porsche 912 quartet − Porsche DNA. The Serie 0-Register Porsche club has staged a reunion

of four Porsche 912s from the U.S. Each of them has a unique tale to tell.

34 Automotive Christmas – Gifts. From key pouches for 356s to watches. Plus: Your chance

to win a Carrera racetrack with a Porsche 918 Spyder!

38 A trip in a 911 Carrera Cabriolet – On the road. One of the world’s 33 Porsche GTS Routes takes us from

Lake Constance to the Königsee lake. A travel classic.

50 Hill-climb heroes – Motorsport. At the European Hill Climb Championships in the 1960s,

Porsche dominated the field with amazing lightweight vehicles.

66 Guy Newmark, a different kind of millionaire – Porsche drivers.

One million miles in a Porsche 356? So what! No big deal, says Guy, who has been driving his 356 since 1968.

72 Early 911 S – Specialists. Welcome to paradise: The classic Porsche 911s are lined up

door to door at Manfred Hering’s workshop. He restores them to perfection.

80 Photo tour with René Staud – Report. Car and location scout Thomas Ernst helped photographer

René Staud make visionary photo shoots a reality.

88 Time travel to Laguna Seca – Porsche Rennsport Reunion. A report on the Porsche fan meet. The motto of the fifth reunion

in California? Legends of Le Mans.

96 Of paint and palette knives – Art. Uli Hack doesn’t paint – he layers paint on canvas.

The result? One-of-a-kind Porsche art.

102 As good as new – Original parts and accessories. Replace worn-out leather parts. We’ll show you how to

make old Porsches look new with original parts.

100 Rear-wheel-drive and all-wheel-drive Porsche 911 – Test.

Rally champion Walter Röhrl discovers the differences and gives us driving tips. A test of two Porsche 964s.

121 Enjoying the ride – On the road. At the fourth Paul Pietsch Classic, publisher Konrad Delius

had the opportunity to explore Elsace and discover a different side of Porsche.

126 Porsche 911 2.4 S Sportomatic – Porsche Museum. Lost and found: For years, no one knew that this experimental

predecessor to the 2.7 RS even existed.

130 Preview – Credits.

Back in the 1960s, Porsche

factory drivers Gerhard Mitter and Rolf Stommelen battled

like mountain lions.

9

8

10

The bench-

markmark

The 959 is considered

the most legendary of

Porsche’s production

models. And in 2015

it’s turning 30. The rarest

collection of 959s

can be found in an

storage room at

Porsche. “Porsche

Klassik” chose three

types – a test model,

a concept car and a

production model –

and talked about the

959’s role in redefining

the sports car with

former 959 test driver

and technician

Dieter Röscheisen.

Porsche DNA / 959

11

A sTorY oF sIX 959. IN HONOR OF THE 959’S 30TH ANNIVERSARY, “PORSCHE KLASSIK” HAD THE OPPORTUNITY TO BORROW THE “GROUP B” CONCEPT (LEFT), A PRODUCTION MODEL (MIDDLE) AND AN AERODYNAMICS TESTING MODEL (RIGHT) FROM

PORSCHE IN ZUFFENHAUSEN.

AuThoR ThorsTeN elbrIgmANN PhoToGRAPhY mArkus bolsINger

12

“grouP b” 959 coNcePT sTuDY: THIS 959 CONCEPT STUDY IS A RACE CAR FOR GROUP B THAT PORSCHE PRESENTED IN 1983 AT THE IAA IN FRANKFURT.

out the DM 420,000 necessary to put a 959 in their garage. They looked at it as an investment – almost like real estate. But a Porsche 959 yearns to be driven!

The wave of innovation that the 959 represents can only be felt when you get in. This was a high-tech car back in its day – exactly 30 years ago. The pinnacle of technology with just a few switches. Analog gauges, each with a specific function. Only necessary data – not one gauge too many. All of the bells and whistles went into the performance, which can be taken to the limit by a skilled driver. But even drivers with modest skills can control the six cylinders and dual turbos when putting the pedal to the metal. That was precisely what the developers were aiming for: to create a super sports car that the average Joe could handle on the road – assuming that he had the necessary funds. The original idea for the 959 was a race car. In 1983, Porsche presented the 959 concept study “Group B” at the IAA with an exterior in metallic mother-of-pearl – fitting for the 1980s. That car is still around today and is the main attraction of the special exhibit titled “30 Years of the Porsche 959” currently at the Porsche Museum.

So is it beautiful or not? Or is even asking that question blasphemous? The 959 is polarizing. The cult of technology of the 1980s gave the 959 a striking spoiler and protruding fenders that were a departure from the pure, classic lines of a 356 or a 911. But the Porsche 959 is a symbol of its time, just like shoulder pads, bright makeup, New Wave and “Top Gun.” The Porsche 959 embraced the 1980s spirit and became the apple of every car-crazy boy’s eye upon its debut at the IAA in 1985. While others were going back to the future, this car seemed to be ahead of its time. It was perfection down to the very last detail: handling that was out of this world, breathtaking acceleration and brutal deceleration, and a tire-testing top speed of 315 km/h. A race car for the streets – for a select few. According to the Porsche archives, a total of 292 production 959s were built in 1987 and 1988, plus eight more assembled from spare parts in 1992. Pop stars, athletes, sheikhs and actors alike were more than willing to shell

13

DeTAIls oF The sTuDY: THE AIR INTAKE, WHICH WOULD LATER BE BUILT INTO THE REAR FENDER, CAN STILL BE SEEN HERE IN THE TAIL. NO DOUBT: A SPEEDOMETER THAT GOES TO 350 KM/H AND A DISPLAY OF THE DRIVE POWER DISTRIBUTION.

In 1983, Porsche’s 959 group b concept study created as much of a sensation as the mission e in 2015. The all-wheel drive concept car featured body paint in metallic mother-of-pearl. Many of the design features were later found in the production models. The current home of the perfectly maintained concept car is the Porsche Museum, as a part of the special exhibit “30 Years of the Porsche 959” – its first official performance in decades.

But this one isn’t the oldest of the bunch. The true gem of the exhibit goes by the name “Code C29” and had already seen action in 1982. This aerodynamics testing model was used by designers and technicians to test all of the shapes and to create the spoiler, the skirting and the plastic underbody cladding. The results were maximum downforce and a drag coefficient of a mere 0.31. The synthetic skin of the C29 still displays all of the measurements and notes made on it by the technicians during development. And a little doodle on the front left fender is evidence that the testing wasn’t always a serious affair. One of the technicians must have been a fan of comedian and cartoonist Otto Waalkes, because visitors are greeted by a few of his “Ottifant” characters. The Group B concept and the C29 are heavily laden with zeitgeist from the 1980s, but that doesn’t even begin to tell the real story of Project 959 – a story about which former head of development Helmuth Bott said: “The Porsche 959 is the most expensive promotional giveaway in the history of the company.” Renown over profit.

Dieter Röscheisen was there while the 959 was being developed under the most difficult of circumstances. July will mark his 40th anniversary with the company – he’s Porsche through and through. Today, as always, he works in test-driving and development. “Right now we’ve got an SUV out on several test courses across Europe. But that’s all I can say,” Röscheisen explains. He still gets just as excited as he did back in 1976 when he first joined the company. “My first really big project was the Porsche 959.” He was there from the very beginning as a test driver and technician responsible for the braking and control systems. In those days, it still took more than rudimentary programming on a laptop to

measure and set parameters. The programs were saved to EPROM chips that were then cast in synthetic resin; later corrections were only possible by completely replacing the control mechanism. As a result, each and every test was significantly more important than today, and the measure-ment equipment was immensely complex and expensive. The equipment necessary for measurement filled the entire passenger side and added a lot of weight. On top of that, there was a special steering wheel for keeping track of steering angle, steering power and steering speed, and the enlarged steering column and cables severely limited the view of the instruments.

“When we performed the first high-speed tests in Ehra-Lessien, pretty much nothing was working right. Due to the heavy engine located far behind the rear axle and the far-from-perfected aerodynamics, keeping the car un-der control required three lanes once we hit speeds over 300 km/h,” Röscheisen remembers.

The designers and aerodynamics experts of Porsche’s de-velopment department were able to quickly get that under control, however – and the same goes for the suspension. It was meant to be a modern and high-tech system right from the get-go: speed-dependent leveling, an adjustable