| Porsche 959 | ||||||||||||||||||||||||
| The ultimate Porsche? | ||||||||||||||||||||||||
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| Running Report #1 | ||||||||||||||||||||||||
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I'm back! Regular readers will recall my previous running reports on a 928S4, a 993 Tiptronic and the fabulous 993 RS that had a RUF electronic clutch. After the RS, which I really regret selling, I tried a Ferrari 355 for a year and then a 355F1. Whilst the F1 is a fantastic car, used daily and for track events, I became more and more frustrated with the dealer that supplied the car and Ferrari UK's "don't care; don't respond attitude". For example, the windscreen developed a stress-related crack (the car, not me!) and was replaced under warranty. The replacement was a bodge and had to be redone twice before getting it right. The car was out of use for six weeks. Anyway, that's history. I've wanted a 959 for several years but their astronomical price put them out of my reach until now. The article about Charles Ivey's 959 made up my mind. I had to have one. As I intended to use it on a regular basis, rather than stick it in a collection, I bought Bramley's low mileage example. They have known this car for many years and it has been extremely well cared for by Porsche at Reading. It is also unique: ruby red with a cashmere interior. Furthermore, it is a genuine UK car ie it has a MPH speedo and headlights adjusted for driving on the left. Before taking delivery, the car was fully serviced at Reading and given a new MOT. Although it has covered only 3,000 miles, I replaced the VR run-flat tyres with their ZR equivalents and received the first shock of 959 ownership. A set of tyres costs �2,800!!! I mentioned to Porsche that Mr Ivey has fitted much less expensive rubber but was told the 959 is only approved for run-flat Bridgestones made especially for it. As I had successfully negotiated a full Porsche Warranty on a ten-year old car, I didn't argue. I had asked Bramley for a warranty. They categorically said No! I also contacted the RAC and they said No! So, as a last resort I asked Porsche Cars Great Britain. Given the complex technology, the thought of paying for, say a new four-wheel drive system was a showstopper. I couldn't believe my luck when PCGB offered a warranty on the same terms as a standard 911 turbo. These warranties can be renewed, subject to condition, annually at PCGB's option until the car is 15 years old or has covered 100,000 miles. My other indulgences were to have RUF give the car their full Zymol treatment and to disguise its age with a 959 registration plate (at a very acceptable price of only �600). I'm going to run this 959 as an everyday car because that's what it was designed for. I'm also going to use it on Porsche track days. | |||||||||||||||||||||||
| Running Report #2 | ||||||||||||||||||||||||
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959 2nd Running Report | Trevor Baker Mileage 4,600 11th December 1998 I did more miles in my first 4 days than this car has done in the last 4 years. Like any Porsche, the more you use it, the better it gets. After 10 years, this one isn't run in properly yet. As I intend to use the 959 on Porsche Club track days and maybe the occasional hill climb or sprint event, Jan Churchill suggested that I bought a spare set of wheels so that we could fit racing tyres. I knew that the wheels were designed specifically for the 959 and were a notable innovation: in order to keep the tyre pressure as constant as possible, essential for their correct working, a revolutionary rim/rubber complex was designed. At first Dunlop Denlocs were selected, developed with the intention of producing a tyre closely derived from competition rubber, which even in the event of stripping would not explode or suddenly deflate, with the well-known dramatic consequences for car control (especially at high speeds). These tyres can also be used over long distances even with a puncture (run flat capability), which is particularly suitable for competition driving. In the definitive road version similar Bridgestones, 235/45 VR 17 8-in. rims in front and 255/45 VR 17 10-in. rims in the rear replaced them. The alloy rims, with five spokes and a central locking nut, have a tyre pressure monitoring system incorporated. This is based on the hollow spokes that form a single chamber with the tyre itself. At the hub a sensor reads the pressure in the chamber and transmits it to the on-board computer, which cuts in an alarm below a certain pressure. However, nothing prepared me for the initial shock when PCGB told me that a set would cost �16,450. While the price seems high, a genuine set of 993 RS split rims costs �7,266 (although at least one dealer was offering them for just under �4,000 in November's 911 & Porsche World). Nevertheless, I won't be buying a spare set. Part of the joy of owning a car as special as this (actually, all Porsches are special) is to read about it in magazines and books. I bought a copy of Pasini's book dedicated to the 959 from 911 & Porsche World, but the best source of information is the Internet where I noticed that someone is offering this US "street-legal" 959 for $1m claiming it is the only road-registered 959 in America. One of the best web sites to visit is http://www.porsches.com/959.htm dedicated to the 959 but with links to some great Porsche sites around the world. The United States Department of Transportation and the US Environmental Protection Agency refuse to legalise the Porsche 959 because Porsche AG would not provide up to 4 959s for crash testing. Porsche built about 30 'US Spec' Sport 959s for US sale in 1987. The first 8 of them were shipped to Al Holbert's in Pennsylvania, where the EPA and DOT struck down hard and refused to let them in. 7 of the 8 were sent back to Germany with the other 22 to be held for the US owner to come drive in Europe. Most of the owners just put them up for sale in Germany. The one 959 that remained in the US was legally imported. It belongs to Porsche aficionado Otis Chandler, who brought it in under a special US import clause that stated the 959 is for "Display Purposes Only" and cannot be driven on a track or on the street. It can only be displayed in Chandler's car museum in California. Bill Gates, the CEO of Microsoft, has a 959, as does his partner Paul Allen. Supposedly those 959s are stuck in Customs somewhere in the US, although some people 'report' seeing him driving it around Seattle. Gates and Allen's are Comfort models, which means they are not part of the 30 originally designated for the US market. In Germany, there are 5 cars for sale all at prices up to �170,000 but each with a much higher mileage than mine. One was due to appear at a Brookes Auction in December with a guide price of �145k but on arrival in the UK the owner said he had forgotten what a great car it is, changed his mind about selling it, and headed back to Germany. As far as I know, there's only one UK 959 currently for sale and it's at Bramley's near Guildford. In my opinion, it's a bargain and whereas turbo 4s will continue to depreciate, UK 959s should appreciate in value. The other joy of owning a Porsche is using it. So, what's it like to drive? One of my first impressions concerns the suspension. For the suspension, Porsche went for a system straight from racing: the 959 has unequal-length double superimposed arms (for maximum roadholding even at the limit of body roll), with two coupled telescopic dampers per wheel, and progressive coil springs. The suspensions have a special system of commands that alter the car's height from the ground. The "normal" height, at which the 959 can drive on tarmac at any speed without any contact problems, is 120 mm; a hydropneumatic command, worked from the dashboard, will raise the height to 150 mm or 180 mm, where the road conditions make this necessary (snow, mud etc). If the 959 exceeds 50 mph when travelling at 180 mm the on- board computer reads the car's speed through its sensors and readjusts the car's height from the ground to 150 mm. At speeds of over 100 mph the car is lowered to 120 mm. The driver can also choose between three hardness positions for the shock absorbers, soft, medium, and hard, one position for each main type of driving. This is the motivation for the double dampers on each wheel: one is to regulate the height, and act as a constant shock absorber, the other is for variable damping. For this reason the computer also electronically controls the hardness of the suspensions: at speeds in excess of 100 mph the suspensions are simultaneously moved into the rigid position. The 959 has four ventilated and drilled discs, 322 mm diameter on the front and 304 mm on the rear, with aluminium 4-piston callipers and ABS, which exploits the same sensors that the traction computer uses to read the wheel movement, and regulates the pressure on them, preventing them from blocking under any circumstances. The most notable aspect of braking is the complete absence of any pitch in everyday use. No matter how hard I apply the brakes, the nose will not dip. Also, the pedal requires almost no effort, so it took a little while to get used to the braking. Once I get the car on a track, I'll be able to get a better feel for the capability of these brakes. On a round trip from Gravesend to Bristol, I was surprised with the fuel consumption. I left early in the morning (04:30!) so that I could have the roads to myself, apart from lorries that is. I expected about 16 mpg but got 20.3. I think this will improve with use. Most of you, however, are thinking what sort of a plonker buys a 959 and worries about fuel economy. I don't worry about it; rather, keeping a good eye on, amongst other things, consumption (as I have done with all my Porsches over the last 12 years), will tell me if anything is wrong. If you've read this far, I don't need to tell you about the acceleration. Anything with a turbo is going to be quick; with two turbos, very quick; but with two, sequential turbos (rather than the parallel turbos on the turbo 4), the acceleration is in another league. 0 to 60 mph in 3.5 seconds and 0 - 100 mph in just over 8 seconds says it all. Mid-range acceleration is even more impressive and makes my previous car (a Ferrari 355F1) look like someone had selected reverse gear. Driven "normally", 100 mph seems like 70 and I have to keep an eye on the speedo to keep the car at my personal motorway cruising speed of 85 mph. I am really struggling with the left-hand drive. This is going to take some getting used to. I keep drifting to the centre line and have adjusted the right-hand mirror so that I can see the wheels and make the necessary corrections. I even have this problem on motorways. I mentioned it to my rally friend Jan Churchill. He told me that many rally drivers he knew had similar problems that often resulted in driving into the right-hand bank. If any of you are considering a left-hand Porsche, you will need a lot of practice to position the car correctly on our roads. It's even worse for a passenger. For those of us brought up with right-hand drive cars, it seems very strange to sit where the steering wheel should be. To own and run a 959, this is a problem I can live with and, no doubt, get used to.
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