Update 3/15/19: This GT3 Touring is following the market down; the new asking price is $172,990 today, down a bit over $22,000 from January when it was $195,159.
The 2018 Porsche 911 GT3 Touring. Otherwise known as the car that crushed every 911R speculators hopes and dreams. This was no mistake either. 911 boss August Achleitner came out and said that the GT3 Touring Package was created partially in response of secondary market 911R prices going insane the second they were announced. Of course there are some differences between the R and the Touring because Porsche didn’t want to anger all 991R owners to complete madness. The R has a magnesium roof along with carbon fiber fenders and hood to save weight while the Touring has the normal metal. The Touring also has a 9,000 rpm redline, slightly up from 8,600 in the R. The rest? Pretty much the same. Production numbers weren’t limited on the Touring and the number still isn’t final since they are just wrapping up final production on the GT and Speedster 991 chassis before going full swing in 992 production. What I would like to know is what has happened to the 911R market now that these cars are out in the wild and what about the market the GT3 Touring themselves? Well, lets just say people have entirely too much money.
Recently on our Facebook page I posted a poll to see what our fans would like us to write-up. The choice in that poll was between two different generations of Grand Tourer; cars with the same purpose but very different execution. The Porsche 928GTS was at the end of its illustrious production run, the ultimate evolution of the V8 transaxle design. On the other hand, the fairly recently introduced 850CSi wasn’t quite the ‘M8’ BMW had teased, but in a post-Recession economy it was still pretty special. The 928GTS clocked in to work with a slightly revised exterior, 17″ Cup wheels, giant Brembo brakes and a stonking 5.4 liter 4-cam V8 capable of 345 horsepower. The 850CSi was, of course, also naturally aspirated, but a 5.6 liter V12 lay under its computer-designed angular bodywork. The E31 was heavily breathed upon by BMW’s Motorsport division, the S70 laughed at Porsche’s V8 by channeling 372 horsepower to the rear wheels solely through a 6-speed manual gearbox. Like the 928, bodywork revisions, M-System II forged wheels and mega brakes along with suspension updates helped justify the lofty price.
In their days, both of these cars could eclipse $100,000 easily with options. The thing is, they’ve never really come down in price. Both were quite limited production; a total of 1,510 850CSis were made with only 225 sent to the U.S., while 2,877 928GTSs were made, with I believe 451 landing in North America.
The Facebook poll came down to a dead heat between the two, each with 44 votes. So, I did my best to come up with two worthy examples priced closely to consider today:
As I discussed in the ’91 911 Turbo post, while Porsche claimed that a fair amount (85%!) of the “new” Turbo was “new”, in reality it was an evolution of the ’89 Turbo wrapped in a smoother package. However, as our reader Howard pointed out in the comments, one very important change outside of the look was the suspension, which moved away from
wooden carts the antiquated torsion bar setup to ‘modern’ coil springs. Coupled with the new limited-slip differential, anti-lock brakes and more sophisticated engine management (hence, smoother power delivery), the ’91 Turbo was a lot more livable in day-to-day situations.
Of course, that meant that it was possible to introduce even more power. Since the ’91 Turbo was a replacement for the defunct 965/969 V8 project, it made sense that Porsche hadn’t developed a new Turbo motor for the initial 964 Turbo launch. But for 1993, Porsche took the 964’s 3.6 liter and mated it with the turbocharger from the 3.3. The result was, of course, the Turbo 3.6. The extra displacement meant power was up 40 to 360 and torque 52 to 384 lb.ft, while both numbers were achieved lower in the rev range. To show off this new-found power, Porsche installed some fantastic Speedline-made Cup wheels and discrete “3.6” badging after the Turbo script. Despite the relative undercover looks, these are sought cars.
Today’s car is listed as one of the 288 Turbo 3.6s imported in ’94, and with a scant 6,350 miles on the odometer you know the price will be high. How high?
Welcome back to Wednesday Wheel Roundup. Today, I wanted to check out a few sets of wheels that differ quite a lot in size and taste. First up are a set of 19” Mercedes-Benz Monoblock wheels. They are a 19×8.5 and 19x.9.5 that let you run some really wide tires if that is the look you are going for. These are seen as the ultimate wheels for the W140 or the R129. Next are another set of 19″ wheels but this time from Brabus, followed by a hard-to-find set of BMW Style 38s. These 3-spokes are now back in style thanks to the resurgence of everything 80s and 90s now. Speaking of, Carter tracked down a few sets of DP Motorsports wheels following up on yesterday’s DP935. Carter also threw in one of his favorite 911 wheel designs – the Speedlines from the 993 Targa. The last two sets are great options for the cars who want to upgrade from their stock 14″ wheels into a 15” set, but keep the OEM look. A very clean set of ATS wheels that look identical to the factory 14” Bundts open up an entirely new world of tire choices and if you want to keep your hubcaps, a set of 15″ steelies with the ultra-rare 15″ hubcaps that were on the W100 600 and some ambulances in Europe.
Our run of crazy modified cars continues with one of the many outrageous Porsche Turbo creations. This one comes straight from some of the biggest names in the hallowed halls of Porsche racing; Kremer, DP and Andretti. The Andrettis might as well be the Kennedys of motor racing, such is the success and tragedy they’ve seen. At the head of the family is Mario, who managed to not only be 1978 Formula One World Champion, but a class winner (and 2nd overall) at Le Mans and raced in NASCAR, PPG IndyCars, sprint cars and IROC. Quite simply, he’s one of the most diversely accomplished drivers in history. And in the mid 1980s, Andretti partnered with Porsche to race first 956s and then 962s later (with his son Michael co-driver both times) at Le Mans. Neither campaign was successful; they finished 3rd in 1983 and 6th in 1988. But in the meantime, Andretti apparently commissioned a very special road-going Porsche to go along with his racing exploits.
That car was built by none other than Kremer, who carried the torch in development of the 935 as Porsche moved first to the 936 and then to the 956 models. It was Kremer’s K3 development of the 935 that outright won Le Mans in 1979, and its extreme bodywork was developed in conjunction with DP Motorsports. The legend was born, and the DP-bodied, Kremer-modified ‘DP935’s took to the 1980s as one of the fastest street-legal cars you could get into. Kremer’s street “K2” spec featured a K27 turbo attached to an upgraded 3.3 flat-6, reportedly good for 460 plus horsepower with adjustable boost. A claimed twelve of these K2-modded DP935s made there way to the the United States, and what is reported to be Mario’s personal example is for sale now:
The year is 2019 and we are full into an era where a first generation Porsche Cayenne can be had for the cost of a German Shepherd puppy. Seriously these, along with its hunky cousin VolkswagenÂ Touareg, are trading for shockingly low prices thanks to the classic formula of low demand, low quality and higher than normal repair costs at a higher than normal rate. Buying one of these now is a gamble that I don’t think anyone is really ready for because while money can fix anything, you can’t buy more time from the inconvenience that these things can cause. If you wanted to snag one for a pure hobby knowing that this is going to be a bumpy ride, there is one special build that is worth looking out for: the 6-speed manual.
For whatever reason, Porsche brought over a handful of 6-speed manuals mated to their 240 horsepower version of the 3.2 VR6 in the 5,000 lb. base model Cayenne. I’m sure every dealer who were allocated these had thoughts about not setting the parking brake and letting them roll away given how hard these were to sell when new. While Porsche also brought the 6-speed manual in the GTS model, that one was mated to a 405 horsepower V8 and sold as a performance model, so it made sense in a way. Here we are now some 14 years later and a handful of these bounce around on the used market in conditions you would expect an old Porsche SUV to be in. Everything is sticky, it smells like crayons and theÂ center carrier bearing probably needs replaced again. Still, this example up for sale in Chicago might have you thinking about it if you are just crazy enough.
As the Turbo era died off in the early 90s and nearly everyone abandoned forced induction thanks to newer, more stringent fuel economy and emissions standards, Porsche’s ‘Gott verdammt, ve continue to do things the same vill!‘ attitude extended to boost. Instead of backing away from their somewhat flawed design, Porsche doubled down and launched a ‘brand new’ Turbo model of the 911 for 1991. I say ‘brand new’ because while the body looked modern and the interior updated, in reality this was the same old-school Porsche 911 Turbo underneath. It was still rear-drive only, still a single turbocharger with a ton of lag, and still capable of ripping your face off. Still displacing 3.3 liters, revisions to the intake, exhaust and ECU left the flat-6 churning 315 horsepower and 333 lb.ft of torque, the 964-era Turbo hit 60 in under 5 seconds if you threw caution to the wind and was within a breath of 170 flat-out. Outside, the 964’s smooth bumper covers replaced the impact-era units and 17″ Cup 1 wheels filled the flares, but squint and not much looked different from 15 years prior. Yet sure enough, newfangled technologies had crept in: anti-lock brakes, airbags, power steering *gasp!* In many ways, though modern and certainly capable of hanging with the best cars of the day if not exceeding their performance, they felt a bit like a dinosaur unabashedly sticking its middle claw up towards progress and the future. It’s that attitude, reputation and look that today continues to drive the desirability of this model in the used market:
Update 3/1/19: This 944 Turbo Cup has a huge price drop for March, lowering from the original $149,995 ask to $109,900 today.
While Rob has left us, that doesn’t mean Porsche coverage will be! So I’d like to start the year with the counterpoint to Rob’s 911 Club Sport. I recently looked at a 1988 Porsche 944 Turbo S, the details of which were sussed out by Porsche in the Turbo Cup race series. While the Club Sport purported to be track-ready, the Turbo Cup was a turn-key racer straight out of the factory.
Porsche built a limited group of 944 chassis each year which were heavily upgraded with lightweight parts, roll cages and turned up engines. Weight was dropped thanks to extensive use of magnesium for the intake and sump, along with deletion of most luxuries. Manual windows, no door pockets, no air conditioning or sunroof here! The engine was upgraded with more boost and a revised turbocharger, along with a strengthened gearbox. Inside a Matter cage reinforced the structure, a Recaro seat cradled the driver and of course the suspension was upgraded as well. Later Turbo Cup cars also featured magnesium Phone Dial wheels, alone saving on the order of 18 lbs, though early models were delivered with forged Fuchs. These cars were not only raced in the one-make Turbo Cup series around the world, but also utilized by Porsche and privateers in race series such as the SCCA Escort Endurance Championship in “Showroom Stock”. Each year only a handful were produced, making these cars some of the most sought transaxles out there:
This will be my last regular post here at GCFSB so I wanted to go out with a personal favorite: a 1988 Porsche 911 Carrera Club Sport. I won’t say that the 3.2 Carrera CS is the best 911 ever made, but for reasons of history and its particular quality it is my favorite. I grew up in the ’80s so the 3.2 Carrera and 911SC always have held a special place in my heart. As the classic 911 design would give way to the more modern 964 the Carrera CS served as a great way to send off these fantastic machines, which had played such an important role in solidifying the 911’s place at the top of the Porsche lineup.
The Club Sport followed typical protocol for producing a performance-oriented variant: the engine was blueprinted and rev limit raised, the gearbox was modified to provide closer ratios, the suspension was retuned for a more track focus, and unnecessary weight was removed. The CS wasn’t as stripped out as a 964 Leichtbau, but most creature comforts were gone and total weight savings was around 50 kilograms. Only 340 were made.
I have featured the Club Sport a few times over the years, ranging from ultra-rare original examples to modified track cars and in each case they were a treat to behold. I figured we could look at one final example, and it just might be my favorite of those I have come across.
A Tahoe Blue Metallic 964 is a color I used to never see come up for sale and then suddenly it seemed common. Of course, by common I mean that I have come across and posted three different examples over the past 14 months so they aren’t really that common, but given that none seemed to exist before that you get the idea. Of the three I have posted two have been Turbos and one was a C4 Cabriolet. Were I looking for a 964 those really aren’t the models I’d be looking for. What I’d be looking for is the one we see here: a Carrera 2 Coupe. So for me that makes this one the best of the bunch.