paul howells
New member
Hi all This should keep you amused i hope for a while,taken from 911 world in i think 99.First of some old articles.
Nineteen-ninety-five must have been an uplifting time to be a Porsche insider. The sports car maker was emerging from the deep recession of the early 1990s with its reputation and independence intact (at one point it seemed in danger of being swallowed up by one of the big German carmakers, most likely VW). The much anticipated Boxster, that was to broaden Porsche's base and help turn it into the world's most profitable car maker, was being finalised. New variations of the 993 model 911 just kept on coming: Carrera 2 Cabrio, Carrera 4 Cabrio, clever glass-roofed Targa, 185mph Turbo "" and possibly most charismatic of all, the Carrera RS. The Carrera RS was, to any 911 fan, a gorgeous and exotic creation. I can clearly recall the first publicity photo I saw, in early February 1995, prior to the car being unveiled at the Amsterdam motor show later that month. In bright yellow against a blue backdrop, the foreshortening effect of a telephoto lens intensified its oh so perfect curves and bulges. And not only was the RS a stunner to look at, but, unlike its predecessor the 964 RS, it had a bigger engine and appreciably more power. It also has some 96 differences over the standard 993 carrera,this data is from the Porsche tecknic manual 1995 for the 993 rs. Using Amsterdam for the debut rather than the glitzy, higher profile Geneva show in March did, incidentally cause something of a stir in the industry. Porsche was working on the basis that with the Dutch show usually a quiet affair, the RS would be the headline story, rather than being just one more expensive sports car at Geneva; the ploy worked, though not as well as expected because Ferrari, not wanting to be outdone, brought along its race-ready, 380bhp 3.5-litre V8 F355. However Porsche wasn't going to let Modena bask in the limelight for too long, very shortly afterwards unveiling the racing version of the RS. At the time many 911 enthusiasts no doubt thought things couldn't get much better than this. And perhaps they still feel that way, because with the 996 seen by some as a little too soft and compromised, for them the 993 RS remains the ultimate expression of the 911 as the driver's Porsche. DRIVING THE CARRERA RS[/b] My opportunity to drive an 993 RS was, by chance, perfectly timed. Not long before, I had driven a 964RS, and just days before a normal 993. The car belongs to Steve Bailey (see separate box), and is in a handsome and discreet dark blue, though in some lights it takes on a stealthy black aura. The big tail spoiler gives added presence, and the high shine split-rim alloy wheels are most striking, particularly with bright red callipers showing through the spokes. The car is an official right-hand-drive import, spec'd beyond the basic factory level, with air-conditioning, electric windows, central locking and passenger air-bag. One of the first things you need to know about this 993 RS is how to make dignified entry. It's another Porsche with special sports seats, requiring the driver and passenger to guide themselves in carefully. Once in the slim seats grip you mercilessly, and I can't help wondering how anyone even slightly larger than average could possibly be accommodated. Apart from the forward/aft movement, the seats adjust for height, though you won't be doing this at lights, because it involves taking off bolts at the side of the seat. Thankfully he seatbelts are the normal three-point type (although in this case bright red), and click in easily. The door trims are flat back vinyl, and the door latches worked by pulling a strap (red on this car). Weight-saving perhaps, but they actually work very well "" I think they're better than the fiddly and flimsy interior handles on the normal car. Other than that it's business as usually in the 993 cabin. Same pedals, and same classic Porsche instrument layout, much of it obscured apart from the dominant rev counter. It would have been nice for the one of the dials to carry "˜Carrera RS' lettering, after all the Carrera S of the time had its name on the instruments. I can't wait to see how the bigger valve, bigger capacity engine compares, but first I've got to fiddle with the immobiliser, a mid 1990s vintage device that requires a separate key to be inserted into its slot, after which a series of beeps indicate you're clear for take-off. I don't know which infuriates me more, these devices or the thieves that made them necessary. Anyway, the flat-six howls into life it the usual strident way and, true to form, you need to give it a fairly sharp dose of revs to get the car away without it spluttering under load. The most noticeable added ingredient of the 964 RS engine was its greater sensitivity to the throttle, brought about by the lightened fly wheel not crankcrankshaft. You don't get that with the 993 RS, but the 3.8-litre car with its significantly increased power "" and power-to-weight ratio "" definitely feels faster than the ordinary RS. It would take a track day session rather than the roads in Kent to determine by just how much, but it's super responsive, particularly lower in the rev range. It has so much low down grunt you must be careful not to engage too high a gear at low revs, lest? the engine barrels you along faster than expected. The six-speed gearshift, with its 996-like gearknob is the usual excellent 993 change. It's firm, requiring a decisive movement to engage the gate, and is one more aspect of a 993 which makes it such an involving car. The 964 Carrera RS in Lightweight form was infamous for its noise and harshness, but this isn't a characteristic inherited by the 993. Sure, the car is noisier and rides more firmly than standard, but there isn't the same refinement chasm. The one significant sacrifice called for by the uprated chassis is the unruly steering. The system is communicative and with just the right amount of assistance, but the wider wheels and tyres are far more prone to following ridges, hence the steering is more agitated on rough surfaces, continually tugging side to side. That said, much the same criticism can be levelled at a 993 Carrera S we drove recently, it too suffering the effects of wider rubber.Also a contributing factor was the quicker ratio steering rack. At the best of times the rear of the 911 cabin is a token affair, but the back seats being abandoned actually makes the rear cabin noticeably more roomy than the normal Carrera. The problem is that the high-backed seats make it extremely hard to put anything bigger than a slim brief case in the back. At one stage our photographer, Stuart Collins wriggled into the rear in order to shoot some pictures while I drove, but once in he was no more able to get out quickly than a Lancaster's tail gunner. 993 RS "" THE THIRD 911 RS[/b] The 993 RS followed more or less the same recipe as the 964, and indeed the original RS, the 1973 2.7: lightened body, and with emphasis on performance, not creature comforts. There was reduced undersealing, thinner glass, less substantial carpets. Equipment was pared down, the Carrera losing powered windows and mirrors, headlamp washers and the rear seats. It was fitted with an alloy bonnet, interior door straps rather than proper handles, and high-sided bucket front seats (though it could be ordered with normal 911 sports seats). Some of the RS touches might serve better as a demonstration of Porsche's avowed engineering-led approach than as actual weight-saving measures. Take for example the bonnet support, it doesn't even have a proper mount, instead the pointy end of the thin alloy tube simply rests in a hollowed out bolt on top of the nearside suspension strut. Nonetheless, the RS in basic form was 100kg lighter than the Carrera. Some might have found the 964 RS's mere 10bhp boost over the regular Carrera a little less than satisfying. But Porsche showed no such reticence over the 993. This time round the engine was bored out 200cc to 3.8-litre, received bigger valves, re-profiled cams, and the then new Variocam no, Vario ram variable induction system. Every item was blueprinted, in other words only the components that were the most accurately within the engineering tolerances were selected for the RS. The result was a power hike of 28bhp to 300bhp, and torque up from 252lb ft to 262lb ft, occurring at 5400rpm, 400rpm higher than before. That put the RS's power to weight ratio at 236bhp/tonne compared to the Carrera's 199bhp/tonne. Porsche's performance claims were 0-62mph in five seconds and a 172mph maximum (a few months later all 993s adopted the Varioram induction, power rising to 285bhp). The suspension was lowered by 30mm at the front and 40mm at the rear, while enlarged four-calliper brakes and Turbo-sized discs 320mm all round (but not actual Turbo items) were used. Wheels were 18in (8in wide at the front, 10in at the rear), running 225/40 tyres at the front and 265/35s rear. The tail spoiler was specially designed for the RS, though it could be ordered on any 993. In order to maximise stiffness, the body was seam-welded as well as spot-welded, while the engine and gearbox used solid rubber rather than hydraulic mounts. The suspension joints, too, were harder. The best estimate so far is that 993 Carrera RS production totalled 1141, with 48 imported as right-hand-drives. Owners could opt for the "˜comfort' spec that Steve Bailey's car has, comprising air-conditioning, electric windows and mirrors, and central locking. The price before options was £65,245, £10,250 more than the ordinary Carrera 2 The above production total also included a race ready but totally road legal version. It had the same 300bhp engine, but big adjustable rear wing, full roll cage, fire extinguisher, and six-point racing harness. The cost new £71,495 if ordered through Porsche in the UK.Approx 274 Moo3 clubsport version were made. There's confusion over the exact title of this one. The factory called it Club Sport, but Porsche Cars GB named it the RSR to avoid confusion with the 968 Club Sport that was still being sold at the time. Anyway, it's believed that only seven were officially imported. The official Factory code number M003 for the clubsport and the basic version is Moo2 Just to complicate things further, there was a special race series GTS/GT3 in the USA and Japan/HongKong, for which approx 20 cars named RSRs were built, but these were more like the GT2 racer than a normal 993. Not road legal,identical spoilers to the m003 version,but with bolt on arch extension some 25mm narrower than the gt2 arches and sill extensions. [/b] VERDICT[/b] Just as the first 911 to bear the RS badge "" the 1972 2.7 Carrera "" was destined to become a highly coveted classic, so surely is the last RS-badged Porsche, the 993. All the qualities are there: the fantastic looks, the speed, the RS pedigree, and of course the sheer exclusivity. Bear in mind it's even rarer than the original Carrera RS, some 400 fewer being built. Besides its own credentials as a car, the 993 Carrera is inevitably defined by what went before and after it. The 964 Carrera RS, though particularly appreciated by track day types, isn't really suitable as a road car unless you chance upon one of the exceedingly rare high-spec Touring versions. And, in relative terms, the 964 isn't the most enthusiastically recalled 911 generation. What followed "" the more "˜grown up' 996 "" cemented the 993's status among enthusiasts as the last 911 built for keen drivers rather than rich businessmen. A near universal view in the Porsche community is that highly desirable as the present 911 is, it lacks the raw racy appeal of its predecessor. Perhaps the 993 Carrera RS was the best ever 911. So let's hope its rising status as a classic Porsche doesn't stop the lucky few owners driving them and enjoying them. The car is far too young to be a museum piece. STEVE BAILEY[/b] Carrera RS owner Steve Bailey fits the typical ownership profile of an expensive Porsche pretty well: in his forties, and running his own successful business. But the one thing many other Porsche owners also have "" a practical family car, often a 4x4 or estate "" isn't to be seen at his house near Ashford in Kent. Steve just love sports cars, and the closest thing to a sensible car in the family is his wife's Toyota Celica. Besides the RS, his fleet includes a Ferrari Testarossa, original Lotus Elan, Sunbeam Tiger (that's the 1960s Sunbeam Alpine but with a V8), and 1976 Carrera 3.0. He'll take any of them out for a spin or to the shops, even the Testarossa. Does he spend half an hour everyday deciding which car to use for work? "I take the one that's easiest to get to," he claims. But Porsches are clearly his favorites, the 46-year-old part-time DJ (when running his computer firm allows) having been a fan since his teens. He finally became an owner in 1992, when his firm began to take off, buying the Carrera 3.0. In 1999 he acquired a black 1989 911 Turbo, and perhaps feeling that two's not a crowd bought a 1979 3.0SC in bright yellow. "I bought the SC as a surprise present for my wife Sarah," he explains not entirely convincingly. The car only stayed for 18 months, first because it was hardly ideal as a car to ferry three children around in, and second because after the alarm shut the car down outside the school, Sarah rather lost confidence in it. Steve's Carrera 3.0 was and is maintained by RS specialist Autofarm near Bicester in Oxfordshire, and it was a conversation in 2000 with proprietor Josh Saddler that planted the RS seed. "I was picking the car up and I asked Josh if he had a 2.7RS," Steve says. "He didn't buy he had this 993 RS "" I went out in it and was smitten." Acquisition of the 993RS, and its great number plate A911 RSR, was a good reason to let the 911 Turbo go. Not just because the funds would ease purchase, but because frankly when it came down to it he didn't really like[/i] the Turbo. As others have no doubt concluded, after the novelty wore off he felt its power too on-off, making it less than enjoyable to drive a lot of the time. Steve does however love the 993, all the more so since he's had the suspension geometry sorted out (it took a ride in another 993RS to realise the car was handling oddly). But he treats it as an everyday car, and drives it rain or shine, having no truck with owners who lock their precious Porsches up in garages for most of the year. "I see people who have beautifully restored cars and who drive them 200 miles a year, and I think "˜that's very sad'," he says. THANKS TO"¦[/b] We're grateful to independent Porsche specialist Autofarm for setting up this feature, and also to Steve Bailey for letting us loose in his Carrera RS. Autofarm, which has particular expertise in RSs, can be reached on 01865 331666 or e-mail porsche@autofarm.co.uk Also thanks to Paul Howells, 993 Register Secretary at Porsche Club GB, for technical advice. [/b] [/b] [/b] [/b] [/b] [/b] FACT FILE[/b] Porsche 993 Carrera RS Body/chassis 993 coupé shell, seam-welded, with aluminium bonnet, lightened doors trim. Reduced sound deadening material, no undersealing. Thinner glass, basic models lack electric windows and mirrors, and central locking Engine 993 Carrera air-cooled flat-six. Bigger valves, revised camshafts,vario ram not Variocam variable valve timing, all major components blueprinted Capacity 3746cc Maximum power 300bhp at 6500rpm Maximum torque 262lb ft at 5400rpm Transmission Rear-wheel-drive, six-speed manual, revised ratios,ltd slip diff. [/b] Wheels Split-rim alloys, front 8Jx18in, rear 10Jx18in wide [/b] Tyres Front 225/40ZR18, rear 265/35ZR18 Performance 0-100km (62mph)* 5.0 seconds Maximum speed* 172mph[/b] Price new (1995) £65,245 Value now approx £60,000 * Porsche figure
Nineteen-ninety-five must have been an uplifting time to be a Porsche insider. The sports car maker was emerging from the deep recession of the early 1990s with its reputation and independence intact (at one point it seemed in danger of being swallowed up by one of the big German carmakers, most likely VW). The much anticipated Boxster, that was to broaden Porsche's base and help turn it into the world's most profitable car maker, was being finalised. New variations of the 993 model 911 just kept on coming: Carrera 2 Cabrio, Carrera 4 Cabrio, clever glass-roofed Targa, 185mph Turbo "" and possibly most charismatic of all, the Carrera RS. The Carrera RS was, to any 911 fan, a gorgeous and exotic creation. I can clearly recall the first publicity photo I saw, in early February 1995, prior to the car being unveiled at the Amsterdam motor show later that month. In bright yellow against a blue backdrop, the foreshortening effect of a telephoto lens intensified its oh so perfect curves and bulges. And not only was the RS a stunner to look at, but, unlike its predecessor the 964 RS, it had a bigger engine and appreciably more power. It also has some 96 differences over the standard 993 carrera,this data is from the Porsche tecknic manual 1995 for the 993 rs. Using Amsterdam for the debut rather than the glitzy, higher profile Geneva show in March did, incidentally cause something of a stir in the industry. Porsche was working on the basis that with the Dutch show usually a quiet affair, the RS would be the headline story, rather than being just one more expensive sports car at Geneva; the ploy worked, though not as well as expected because Ferrari, not wanting to be outdone, brought along its race-ready, 380bhp 3.5-litre V8 F355. However Porsche wasn't going to let Modena bask in the limelight for too long, very shortly afterwards unveiling the racing version of the RS. At the time many 911 enthusiasts no doubt thought things couldn't get much better than this. And perhaps they still feel that way, because with the 996 seen by some as a little too soft and compromised, for them the 993 RS remains the ultimate expression of the 911 as the driver's Porsche. DRIVING THE CARRERA RS[/b] My opportunity to drive an 993 RS was, by chance, perfectly timed. Not long before, I had driven a 964RS, and just days before a normal 993. The car belongs to Steve Bailey (see separate box), and is in a handsome and discreet dark blue, though in some lights it takes on a stealthy black aura. The big tail spoiler gives added presence, and the high shine split-rim alloy wheels are most striking, particularly with bright red callipers showing through the spokes. The car is an official right-hand-drive import, spec'd beyond the basic factory level, with air-conditioning, electric windows, central locking and passenger air-bag. One of the first things you need to know about this 993 RS is how to make dignified entry. It's another Porsche with special sports seats, requiring the driver and passenger to guide themselves in carefully. Once in the slim seats grip you mercilessly, and I can't help wondering how anyone even slightly larger than average could possibly be accommodated. Apart from the forward/aft movement, the seats adjust for height, though you won't be doing this at lights, because it involves taking off bolts at the side of the seat. Thankfully he seatbelts are the normal three-point type (although in this case bright red), and click in easily. The door trims are flat back vinyl, and the door latches worked by pulling a strap (red on this car). Weight-saving perhaps, but they actually work very well "" I think they're better than the fiddly and flimsy interior handles on the normal car. Other than that it's business as usually in the 993 cabin. Same pedals, and same classic Porsche instrument layout, much of it obscured apart from the dominant rev counter. It would have been nice for the one of the dials to carry "˜Carrera RS' lettering, after all the Carrera S of the time had its name on the instruments. I can't wait to see how the bigger valve, bigger capacity engine compares, but first I've got to fiddle with the immobiliser, a mid 1990s vintage device that requires a separate key to be inserted into its slot, after which a series of beeps indicate you're clear for take-off. I don't know which infuriates me more, these devices or the thieves that made them necessary. Anyway, the flat-six howls into life it the usual strident way and, true to form, you need to give it a fairly sharp dose of revs to get the car away without it spluttering under load. The most noticeable added ingredient of the 964 RS engine was its greater sensitivity to the throttle, brought about by the lightened fly wheel not crankcrankshaft. You don't get that with the 993 RS, but the 3.8-litre car with its significantly increased power "" and power-to-weight ratio "" definitely feels faster than the ordinary RS. It would take a track day session rather than the roads in Kent to determine by just how much, but it's super responsive, particularly lower in the rev range. It has so much low down grunt you must be careful not to engage too high a gear at low revs, lest? the engine barrels you along faster than expected. The six-speed gearshift, with its 996-like gearknob is the usual excellent 993 change. It's firm, requiring a decisive movement to engage the gate, and is one more aspect of a 993 which makes it such an involving car. The 964 Carrera RS in Lightweight form was infamous for its noise and harshness, but this isn't a characteristic inherited by the 993. Sure, the car is noisier and rides more firmly than standard, but there isn't the same refinement chasm. The one significant sacrifice called for by the uprated chassis is the unruly steering. The system is communicative and with just the right amount of assistance, but the wider wheels and tyres are far more prone to following ridges, hence the steering is more agitated on rough surfaces, continually tugging side to side. That said, much the same criticism can be levelled at a 993 Carrera S we drove recently, it too suffering the effects of wider rubber.Also a contributing factor was the quicker ratio steering rack. At the best of times the rear of the 911 cabin is a token affair, but the back seats being abandoned actually makes the rear cabin noticeably more roomy than the normal Carrera. The problem is that the high-backed seats make it extremely hard to put anything bigger than a slim brief case in the back. At one stage our photographer, Stuart Collins wriggled into the rear in order to shoot some pictures while I drove, but once in he was no more able to get out quickly than a Lancaster's tail gunner. 993 RS "" THE THIRD 911 RS[/b] The 993 RS followed more or less the same recipe as the 964, and indeed the original RS, the 1973 2.7: lightened body, and with emphasis on performance, not creature comforts. There was reduced undersealing, thinner glass, less substantial carpets. Equipment was pared down, the Carrera losing powered windows and mirrors, headlamp washers and the rear seats. It was fitted with an alloy bonnet, interior door straps rather than proper handles, and high-sided bucket front seats (though it could be ordered with normal 911 sports seats). Some of the RS touches might serve better as a demonstration of Porsche's avowed engineering-led approach than as actual weight-saving measures. Take for example the bonnet support, it doesn't even have a proper mount, instead the pointy end of the thin alloy tube simply rests in a hollowed out bolt on top of the nearside suspension strut. Nonetheless, the RS in basic form was 100kg lighter than the Carrera. Some might have found the 964 RS's mere 10bhp boost over the regular Carrera a little less than satisfying. But Porsche showed no such reticence over the 993. This time round the engine was bored out 200cc to 3.8-litre, received bigger valves, re-profiled cams, and the then new Variocam no, Vario ram variable induction system. Every item was blueprinted, in other words only the components that were the most accurately within the engineering tolerances were selected for the RS. The result was a power hike of 28bhp to 300bhp, and torque up from 252lb ft to 262lb ft, occurring at 5400rpm, 400rpm higher than before. That put the RS's power to weight ratio at 236bhp/tonne compared to the Carrera's 199bhp/tonne. Porsche's performance claims were 0-62mph in five seconds and a 172mph maximum (a few months later all 993s adopted the Varioram induction, power rising to 285bhp). The suspension was lowered by 30mm at the front and 40mm at the rear, while enlarged four-calliper brakes and Turbo-sized discs 320mm all round (but not actual Turbo items) were used. Wheels were 18in (8in wide at the front, 10in at the rear), running 225/40 tyres at the front and 265/35s rear. The tail spoiler was specially designed for the RS, though it could be ordered on any 993. In order to maximise stiffness, the body was seam-welded as well as spot-welded, while the engine and gearbox used solid rubber rather than hydraulic mounts. The suspension joints, too, were harder. The best estimate so far is that 993 Carrera RS production totalled 1141, with 48 imported as right-hand-drives. Owners could opt for the "˜comfort' spec that Steve Bailey's car has, comprising air-conditioning, electric windows and mirrors, and central locking. The price before options was £65,245, £10,250 more than the ordinary Carrera 2 The above production total also included a race ready but totally road legal version. It had the same 300bhp engine, but big adjustable rear wing, full roll cage, fire extinguisher, and six-point racing harness. The cost new £71,495 if ordered through Porsche in the UK.Approx 274 Moo3 clubsport version were made. There's confusion over the exact title of this one. The factory called it Club Sport, but Porsche Cars GB named it the RSR to avoid confusion with the 968 Club Sport that was still being sold at the time. Anyway, it's believed that only seven were officially imported. The official Factory code number M003 for the clubsport and the basic version is Moo2 Just to complicate things further, there was a special race series GTS/GT3 in the USA and Japan/HongKong, for which approx 20 cars named RSRs were built, but these were more like the GT2 racer than a normal 993. Not road legal,identical spoilers to the m003 version,but with bolt on arch extension some 25mm narrower than the gt2 arches and sill extensions. [/b] VERDICT[/b] Just as the first 911 to bear the RS badge "" the 1972 2.7 Carrera "" was destined to become a highly coveted classic, so surely is the last RS-badged Porsche, the 993. All the qualities are there: the fantastic looks, the speed, the RS pedigree, and of course the sheer exclusivity. Bear in mind it's even rarer than the original Carrera RS, some 400 fewer being built. Besides its own credentials as a car, the 993 Carrera is inevitably defined by what went before and after it. The 964 Carrera RS, though particularly appreciated by track day types, isn't really suitable as a road car unless you chance upon one of the exceedingly rare high-spec Touring versions. And, in relative terms, the 964 isn't the most enthusiastically recalled 911 generation. What followed "" the more "˜grown up' 996 "" cemented the 993's status among enthusiasts as the last 911 built for keen drivers rather than rich businessmen. A near universal view in the Porsche community is that highly desirable as the present 911 is, it lacks the raw racy appeal of its predecessor. Perhaps the 993 Carrera RS was the best ever 911. So let's hope its rising status as a classic Porsche doesn't stop the lucky few owners driving them and enjoying them. The car is far too young to be a museum piece. STEVE BAILEY[/b] Carrera RS owner Steve Bailey fits the typical ownership profile of an expensive Porsche pretty well: in his forties, and running his own successful business. But the one thing many other Porsche owners also have "" a practical family car, often a 4x4 or estate "" isn't to be seen at his house near Ashford in Kent. Steve just love sports cars, and the closest thing to a sensible car in the family is his wife's Toyota Celica. Besides the RS, his fleet includes a Ferrari Testarossa, original Lotus Elan, Sunbeam Tiger (that's the 1960s Sunbeam Alpine but with a V8), and 1976 Carrera 3.0. He'll take any of them out for a spin or to the shops, even the Testarossa. Does he spend half an hour everyday deciding which car to use for work? "I take the one that's easiest to get to," he claims. But Porsches are clearly his favorites, the 46-year-old part-time DJ (when running his computer firm allows) having been a fan since his teens. He finally became an owner in 1992, when his firm began to take off, buying the Carrera 3.0. In 1999 he acquired a black 1989 911 Turbo, and perhaps feeling that two's not a crowd bought a 1979 3.0SC in bright yellow. "I bought the SC as a surprise present for my wife Sarah," he explains not entirely convincingly. The car only stayed for 18 months, first because it was hardly ideal as a car to ferry three children around in, and second because after the alarm shut the car down outside the school, Sarah rather lost confidence in it. Steve's Carrera 3.0 was and is maintained by RS specialist Autofarm near Bicester in Oxfordshire, and it was a conversation in 2000 with proprietor Josh Saddler that planted the RS seed. "I was picking the car up and I asked Josh if he had a 2.7RS," Steve says. "He didn't buy he had this 993 RS "" I went out in it and was smitten." Acquisition of the 993RS, and its great number plate A911 RSR, was a good reason to let the 911 Turbo go. Not just because the funds would ease purchase, but because frankly when it came down to it he didn't really like[/i] the Turbo. As others have no doubt concluded, after the novelty wore off he felt its power too on-off, making it less than enjoyable to drive a lot of the time. Steve does however love the 993, all the more so since he's had the suspension geometry sorted out (it took a ride in another 993RS to realise the car was handling oddly). But he treats it as an everyday car, and drives it rain or shine, having no truck with owners who lock their precious Porsches up in garages for most of the year. "I see people who have beautifully restored cars and who drive them 200 miles a year, and I think "˜that's very sad'," he says. THANKS TO"¦[/b] We're grateful to independent Porsche specialist Autofarm for setting up this feature, and also to Steve Bailey for letting us loose in his Carrera RS. Autofarm, which has particular expertise in RSs, can be reached on 01865 331666 or e-mail porsche@autofarm.co.uk Also thanks to Paul Howells, 993 Register Secretary at Porsche Club GB, for technical advice. [/b] [/b] [/b] [/b] [/b] [/b] FACT FILE[/b] Porsche 993 Carrera RS Body/chassis 993 coupé shell, seam-welded, with aluminium bonnet, lightened doors trim. Reduced sound deadening material, no undersealing. Thinner glass, basic models lack electric windows and mirrors, and central locking Engine 993 Carrera air-cooled flat-six. Bigger valves, revised camshafts,vario ram not Variocam variable valve timing, all major components blueprinted Capacity 3746cc Maximum power 300bhp at 6500rpm Maximum torque 262lb ft at 5400rpm Transmission Rear-wheel-drive, six-speed manual, revised ratios,ltd slip diff. [/b] Wheels Split-rim alloys, front 8Jx18in, rear 10Jx18in wide [/b] Tyres Front 225/40ZR18, rear 265/35ZR18 Performance 0-100km (62mph)* 5.0 seconds Maximum speed* 172mph[/b] Price new (1995) £65,245 Value now approx £60,000 * Porsche figure
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