Category:

Porsche

Christian Coujin waits for Akira Nakai to build his 8th RWB

by Daniel Kim April 10, 2020

Back in October of last year, I was browsing Facebook Events when I learned that Akira Nakai would be building two RAUH-Welt BEGRIFF Porsches at Adam’s Polishes in Anaheim. I wasn’t sure how close we’d be allowed to get, or how much of the build process would be open to spectators, but I thought at the least it’d be a good excuse to get out of the house and get some photography practice in.

Upon arriving, I did not see the large crowd I thought I might, although I did immediately spot something out of the ordinary that let me know I was in the right place: two RWB Porsche 993s, Meguri-Ai and Shingen, parked just outside the warehouse doors.

The cars appeared as if they were already parked for a photoshoot of some sort, but I decided to see if I could find the owners to ask permission to take pictures. As I approached the voluptuous German bombshells, I saw a group of 4 or 5 men conversing just inside the corner of the warehouse closest to them. Nearby sat some snacks, cigarettes, and a bottle of whiskey. Unsure of who exactly the owners were, I timidly excused my interruption and asked for their blessing to begin shooting.

I became painfully aware of an uncomfortable stare from one individual until an Asian man wearing dark sunglasses, cigarette in hand, turned to me and said, “Oh yeah, go ahead.” Later I discovered that this was Christian Coujin, whose gold Porsche 993 “Showa,” pictured in the warehouse, awaited an RWB makeover (the purple Porsche 964 is owned by Allen Yang).

I tried to pretend like I wasn’t freaking out inside at getting such a perfect photo-op and started blasting away. In my short-lived career as an amateur car photographer, this was the best I had ever had it. Two stunning subjects, good natural light, and no having to wait awkwardly pretending to mess with the settings on my camera while people blocked my shot.

As I began to tire of shooting, a few other people arrived, including some families with young children as well — all of them eager to admire the two completed RWBs. My attention turned back to the men inside the warehouse. They definitely appeared to all have some kind of association with Nakai and his RWB brand, although in what regards I had no clue.

There was a young man, who I assumed to be in high school, that stood just outside their circle and didn’t speak much, but I felt that he had a connection to this “RWB clique.” He noticed me standing around and asked, “Are you here to see Nakai?”

Not being very familiar with Akira Nakai or his cars, I felt a little embarrassed as I asked for confirmation that Nakai was the man who was coming to do the build. Kevin, as I would later find out his name was, turns out was the perfect guy to have a random conversation with that day. Not only was he a goldmine of knowledge regarding the tuning scene in Japan, but he had actually lived in Japan for a few months and had gotten to know Akira Nakai personally during that time.

He told me he had been fortunate enough to catch Nakai at his main shop in Chiba, Japan, a few years ago and from there became an acquaintance. As Kevin showed me some of the beautiful photos he had taken while living in Japan, he recalled fondly tagging along with Nakai to the annual Idlers Games at Tsukuba Circuit, as well as getting to attend Tokyo Auto Salon.

I learned from Kevin that Nakai-san, as he referred to him, had just touched down at LAX and would be arriving shortly. More fans slowly trickled in as I continued to pelt Kevin with questions about his experiences in Japan and his relationship with Nakai. I assumed that most fans wanting to meet a figure as well-known as Nakai in-person would be turned down, but Kevin explained that generally Japanese tuners are very friendly to those who take an interest in their work.

Still more people arrived as I noticed a stirring of the gentlemen inside the warehouse: they shuffled around, moved things. I could feel that the maestro would soon be here. It was as if a great dignitary or celebrity were coming. Eventually, a small motorcade of vehicles arrived, including a black SUV that Nakai was riding in. A hub of activity surrounded the vehicle as Nakai made his entrance alongside one female, who perhaps is Nakai’s girlfriend. She carried a medium-sized hard case adorned with RWB stickers into the warehouse as Nakai took a seat and went for a smoke.

He looks like what I’d imagine a typical blue-collar worker in Japan would look like. He has a full head of thick, slightly unruly hair and was wearing a t-shirt, jeans and work boots. But there was this aura, this mystique that surrounded him. Those who apparently were friends, or perhaps customers, approached him in-turn and greeted him as he would receive and reciprocate the pleasantries with a polite smile and nod.

I thought it impossible that he would start a two to three day build immediately after a 12-hour international flight, but about 30-45 minutes after arriving at Adam’s Polishes, Nakai began to prepare. A few of the RWB guys grabbed spray paint cans and other miscellaneous tools and stood at the ready for anything Nakai might need. There were now a good 20-30 people inside and outside the warehouse, all focused on the master and his every move.

I’m sorry to end the story so abruptly at its apex, but this is actually when I decided to leave. I do regret not sticking around to watch some of the actual build process, but witnessing Akira Nakai’s arrival, and feeling the reverence that follows him was enough for me – at least until I get the courage to ask him for an official interview.

April 10, 2020 0 comment

Porsche

Ultimate RWB Porsche FAQ – RAUH-Welt Begriff

by Daniel Kim January 6, 2020

written by Daniel Kim

How much does an RWB Porsche cost?

Two options here. You can build it from scratch by providing your own Porsche 930, 964 or 993, or buy one already completed.

Option 1 — Built from scratch

If you want to have Akira Nakai modify your 911 from stock, here is how much the body kit and options cost for a Porsche 993 for example (not including cost of the car):

Body Kit – $24,000
Front bumper
Rear bumper
Front Wide Fenders
Rear Wide Fenders
Side Rockers
GT2 Wing

Options:
Champion wing – $1,600
Fender Wing – $1,400
“RWB” lettering cut out on trunk – $600

According to bringatrailer.com user “rwblosangeles,” you’re looking at over $30,000 for the body kit alone, including shipping and import duties. This does not include the cost of painting and the associated prep work (I’m not sure if the installation is included in the $30,000).

User “rwblosangeles” also mentions that these estimates don’t include accommodations for Akira Nakai, which I’m guessing include his airfare, hotel, and other travel expenses.

Bryson Richards, owner of Classic Livery of Atlanta, has witnessed six RWB builds. In an interview with YouTube channel VINwiki, he talks about the costs for an RWB build. He explains that a $30,000 deposit with RWB will get you on the waiting list to have a Porsche built by Akira Nakai, which is currently sitting at about 1 year to 1.5 years.

Once you put the deposit down, you become part of the RWB family, which includes being invited to a group chat with all current RWB owners. This also means you’ll be invited to the Idlers 12-hour endurance race, a track day event and social gathering held annually in Japan for RWB owners worldwide.

The video also states that most RWB owners choose to install an air-ride suspension, ranging from $4,000 to $8,000. Wheel options run from $3,000 to $15,000. None of these are included in the price of the body kit.

Richards says a full paint job on an RWB Porsche ranges from $18,000 to $25,000. If including interior work with the paint job, like rollcages, that can run the bill up to $130,000, not including the body kit.

Option 2 — Completed Car

Here are a few examples of RWB Porsches that were sold with their prices:

1995 Porsche 911 sold for $132,000 on 6/21/19.
https://bringatrailer.com/listing/1995-porsche-911-15/
1988 Porsche 911 Carrera sold for $124,001 on 3/8/19.
https://bringatrailer.com/listing/1995-porsche-911-15/
1995 Porsche 911 Carrera was bid up to $91,000 on bringatrailer.com on 4/27/18, but the reserve was not met.
https://bringatrailer.com/listing/1995-porsche-911-carrera-20/
1995 Porsche 993 listed for $150,000 on 12/10/16 (unsure if sold).
https://www.thedrive.com/flat-six-society/6443/rwb-porsche-993-for-sale-in-los-angeles
1989 Porsche 911 Carrera 4 listed on eBay with a $149,999 Buy It Now (unsure if sold).
1997 Porsche 933 “Baymax” was listed at $117,500 on Rennlist forums on 2/15/2017 (unsure if sold). https://rennlist.com/forums/vehicle-marketplace-old/975521-1997-porsche-993-rwb-baymax.html
1995 Porsche 993 C2 is currently listed on Hemming’s classifieds for $189,995.
https://www.hemmings.com/classifieds/cars-for-sale/porsche/993c2/2188834.html

What kind of Porsche is an RWB?

RWB currently has bodykits for the Porsche 930, Porsche 964, and Porsche 993 (these are all different generations of the Porsche 911, from oldest to newest). Below are some photos of each of the three Porsche 911 models Nakai currently makes body kits for.

RAUH-Welt BEGRIFF Porsche 930 (1975-1989 911 Turbo)

RAUH-Welt BEGRIFF Porsche 964 (1989-1993 Porsche 911)

RAUH-Welt BEGRIFF Porsche 993 (1994-1998 Porsche 911)

He also offers a 930/964 “backdate” kit, which means he starts with Porsche 964 but modifies the body to make it look like a 930.

Nakai’s first RWB ever was a Porsche 930, his own personal car, nicknamed “Stella Artois.” He also owns the purple 993 pictured above, nicknamed “Rotana.”

Nakai is currently working on a kit for the Porsche 997. He has posted a few photos of the 997 kit in development through RWB’s Facebook and Instagram accounts.

How many RWB Porsches are there in the world?

In an interview with eGarage writers Nic Jemenez and Ernesto Che, Nakai said that he doesn’t know exactly how many RWBs he has built. He added that, at the time of the interview (Oct. 2011), in the past 6 months he had built over 20 cars.

Bryson Richards, the man responsible for the silver paint job on the 1989 RWB Martini 930 “Ichiban Boshi,” said that Akira Nakai “does about 40-50 builds a year, almost one every weekend.”

How to get an RWB Porsche

Here are a few RWB Porsches that are currently for sale:

1995 Porsche Carrera Coupe C2 (red) listed at PelicanParts forum for $135,000
http://forums.pelicanparts.com/porsche-cars-sale/1027481-rwb-1995-porsche-911-carrera.html
1989 RWB Martini 930 “Ichiban Boshi” (silver) listed at 6SpeedOnline.com for $185,000
https://www.6speedonline.com/forums/automobiles-sale/414512-1989-porsche-911-martini-rwb-2.html
1995 RWB 993 Carrera 2 (purple) listed at Hemmings.com for $189,995
https://www.hemmings.com/classifieds/cars-for-sale/porsche/993c2/2188834.html
1993 Porsche 964 Cabriolet (midnight blue) at listed at Hemmings.com price shown as “inquire”
https://www.hemmings.com/classifieds/cars-for-sale/porsche/964/2308919.html

What is RAUH-Welt BEGRIFF?

RAUH-Welt BEGRIFF, usually shortened to RWB, is a Porsche tuning shop in Chiba-ken (prefecture), Japan. Its owner, Akira Nakai, is famous for modifying air-cooled Porsche 911s with wild widebody kits, which he designs and installs himself.

RWB now has operations all around the world, including the US, but his humble shop in the Japanese countryside, in Kashiwa city, is where it all started (address and contact info below).

RAUH-Welt Begriff, Japan Main Operations
1-14-33 Fugigokoro, Kashiwa-shi
Chiba Japan 2770034
tel. 047-170-5360 fax. 047-170-4252

Nakai’s modified Porsche 911s have achieved cult levels of following within the automotive tuning community, as well as earned him media coverage from many of the internet’s top automotive news websites and blogs. His style sharply divides opinion, as some purists feel his taste is too flashy and over-the-top for the Porsche 911s he uses as his blank canvas.

What does RAUH-Welt BEGRIFF mean?

RAUH-Welt BEGRIFF is a combination of three German words. Rauh means “rough,” Welt means “world,” and “Begriff” means concept.

In a Speedhunters article by Antonio Alvendia from December 2008, the author explains that “Rough World” was the name of a legendary street drifting crew from Ibaragi, Japan, and that it included Akira Nakai, who was the leader, and Kazuhiro Tanaka, a professional drifter currently competing in the D1 series.

Drifters of that time favored a certain style defined by low ride heights, stretched tires, and excessive negative camber. This was known as “Rough Style.” According to Alvendia, Nakai was responsible for making this style popular in the grassroots drifting community.

See photos of Akira Nakai’s AE86 and learn more about the Rough World drift crew.

I read that the three words together in German don’t really make sense, but Nakai explains in interviews that the term is a way to describe the idea that each country has its own unique roads and weather, and that every RWB owner’s driving style is different.

Nakai reveals in another interview that the idea of “Rough World” started around 1994, when he got his first car.

What does “Sekund Entwicklung” mean?

These are also both German words. Sekund means “second” and Entwicklung means “development.” Nakai uses this phrase to acknowledge his transition into tuning German cars as the “secondary” phase of his tuning life, whereas before he primarily tuned Japanese cars, especially the Toyota Corolla AE86.

Is a RAUH-Welt BEGRIFF a Porsche?

RWB doesn’t manufacturer its own cars. It modifies older Porsche 911s. People tend to call a Porsche with an RWB body kit an “RWB,” but it’s not its own model.

What is the address for RWB Los Angeles?

I’m not sure if these are current, but here are the two address listed on the RWB USA website.

RAUH-Welt Begriff, US Operations
790 South Amphlett Blvd, San Mateo, CA 94402
email: rauhweltusa@gmail.com- Best way to contact!

RAUH-Welt Begriff, Los Angeles Operations
3402 W Macarthur Blvd, Suite E, Santa Ana, CA 92704

How to pronounce RAUH-Welt BEGRIFF? (24)

Here is a link to Google translate that has audible pronunciation for “Rauh-Welt Begriff”

All photos credited to Kevin Phan to which he reserves all usage rights. Photos may not be used without photographer’s express permission.

January 6, 2020 0 comment

Porsche

Cars & Coffee: Porsche Experience Center & Tech Session

by Daniel Kim December 13, 2019

written by Daniel Kim

I was able to attend my first The Morning Shift Cars & Coffee event back in October. That weekend’s gathering focused on all Porsche 911s starting from 1974 and up through the end of the 964, whose time came to an end in 1993. 1974 was about midway through the original 911s 25-year production run and was the first year of the G-series 911, distinguishable by its trademark “accordion” rubber bumpers.

The event was held at the Porsche Experience Center in Carson, CA, also home to Porsche Motorsports North America, and was what inspired me to begin my series on the history of the original Porsche 911. There was a great turnout of Porsches old and new. This was the first time I really saw the power of the Porsche brand following at a social gathering – it was mind-blowing how many GT3s, GT3RSes, and immaculately restored classic 911s reside with owners in Los Angeles/Orange County, and equally astonishing the amount of wealth circulating to fund such endeavors.

As I made my rounds with my camera, systematically traveling through each row of displayed cars, something caught my eye that was not a Porsche: a red Lamborghini Countach, parked in one of the reserved spots near the front entrance of the PEC (turns out it’s the one Cindy Crawford modeled with). While some young ladies took turns posing in the front seat for their social media photo ops, I started snapping away furiously at the menacing red bull that sat before me. It was then that I noticed a familiar face, and went into my usual routine when I notice someone famous. I asked the gentleman, “Are you Matt Farah?” To which he replied, “Yes, I am,” and politely shook my hand while asking my name.

He explained the reason for arriving with his Italian girlfriend, rather than German, was that his off-road Safari 911, built by Leh Keen of The Keen Project based in Georgia, was being displayed inside the PEC. As it dawned on me that his success as an automotive personality had brought him enough riches to afford such cars, a bystander swooped in to introduce himself to Mr. Farah. I parted ways with Matt by telling him that he is “the car guy,” to which he modestly replied that “I’m just a guy with a bunch of GoPros.”

After the end of the meet, I attended a Tech Session with Porsche Motorsports North America (PMNA), a behind-the-scenes look at the motorsport’s facilities on-site in Carson, made possible by the Porsche Club of Los Angeles. I had put my camera away for the day, so no photos unfortunately, but I was able to look around the garage where they work on customer’s race cars, and learn a little bit about how Porsche’s customer racing program operates. As you would expect, the facility was immaculate.

Our tour group was reminded of the almost incomprehensible level of precision that has made Porsche so successful, as both a manufacturer and in motorsports, in an anecdote delivered by our tour guide, given while we examined the engine dyno room. He explained that all engine dyno results have to be approved by Porsche’s main motorsports branch in Germany. Our host then proceeded to recall an incident where an engine dyno reading was off by 1 horsepower, and that their counterparts in Europe refused to accept the slight discrepancy, checking every possible variable/error that might have caused it. I forget what it was exactly, but they eventually found out what was causing the reading to differ.

It was that story, and other similar tales of Porsche’s obsessive attention to detail (like how they have an official guideline for how to align the Porsche crest on their wheel center caps) that’s helped me understand grown men’s infatuation with Porsche, and why the manufacturer deserves to receive every bit of it.

Thanks for checking out my blog. If these cars were too tame for you, please check out my next post, The Ultimate RWB Porsche FAQ, where I answer lots of common questions about RAUH-Welt BEGRIFF Porsches, and their creator, Akira Nakai.

December 13, 2019 0 comment

Porsche

Porsche 911 specs, prices, model year changes — 1964-1969

by Daniel Kim December 11, 2019

written by Daniel Kim

Introduction

The original, sometimes called “classic,” Porsche 911’s history fills entire books with information because of its incredibly long 25-year life span; it was produced from 1964 until 1989, when it was finally replaced by the Porsche 911 (964).

Built as a replacement to Porsche’s first model ever, the Porsche 356, the 911 was actually called the Porsche 901 when it first began appearing at car shows in 1963, and into the first few months of its production in late 1964. Porsche would eventually change the name of the 901 to 911 after a legal dispute with Peugeot, which will be covered shortly.

From its first year of production in 1964 all the way through the 1969 model year (MY), the classic 911’s infamous flat-6 “Boxer” engine displaced 2.0-liters: these are the years we will cover in this post. Within the 2.0-liter era there were three distinct lettered “series,” which are commonly referred to as the O-series, A-series and B-series. Each new letter signified an introduction of updates, sometimes major, other times minor.

Why is it called the Porsche 911?

Long before Porsche was manufacturing its own cars, it was actually an engineering design office, founded in 1931 as Dr. Ing. h.c. F. Porsche GmbH by Ferdinand Porsche. Each project was given an “in-house type number,” which would ascend in sequential numerical order with each subsequent project, beginning with the number 7. The Porsche 356 was their 356th project.

But when Porsche’s replacement to the 356 went into production, Porsche decided to start with a new number range in the 900s, as it had not yet been used. They would start with 901 for their new six-cylinder sports car.

Due to a dispute with Peugeot, however, who claimed rights to three-digit model designations with a “0” in the middle, Porsche changed the name to 911 in late 1964. According to Porsche’s website, there are two different reasons why they decided on 911. One is because this number combination was already familiar to all Americans, the USA being one of their most important markets. The other was that using another “1” in the model name would make less work when editing brochures and the name badge on the rear of the vehicle.

1. Porsche 911 O-series (September 1964 to July 1967)

The first 2.0-liter 911s produced were classified as O-series, exact dates above (I’m not sure why they decided to start with O, before beginning in alphabetical order with the A-series in 1968). Porsche used the letter designations to subdivide and classify the original 911s different variations as they began to run out of numbers in the 900s.

Porsche 901 in an off white color, with a lady standing next to it

“1963_911 Type 901” by Abdullah AlBargan licensed by CC 2.0

1964

Porsche began production of the 901 in September 1964, eventually changing the name to 911 in November 1964 due to the dispute with Peugeot.

None of the 82 examples of the Porsche 901 were sold to the public, although a few are known to be in the hands of private owners.

1964 Porsche 901 specs

BODYSTYLE(s): coupe
ENGINE: 2.0L SOHC flat-6 “Boxer” air-cooled 148HP (All horsepower figures used are SAE)
TRANSMISSION: 5-speed manual
FRONT SUSPENSION: MacPherson strut, lateral torsion bars, 13mm anti-roll bar
REAR SUSPENSION: Semi-trailing arm with lateral torsion bars
PRICE: Never sold publicly

1965

1965 was the first full production year of the Porsche 911, with only a single engine offered: a 2.0L flat-6, mounted behind the rear-axle. According to my research, only a 5-speed transmission was offered in 1965.

One visual cue that distinguishes 1965MY 911’s is the slanted and offset position of the gold 911 lettering at the rear of the car. Beginning from 1966 and forward, the logo was moved to a central position and oriented straight.

According to a Car and Driver review from 1970, demand was extremely high at most Porsche agencies for the new 911, resulting in the first six month’s production being sold out. At the time, the Porsche factory was producing a maximum of four cars per day.

1965 Porsche 911 specs

BODYSTYLE(s): coupe
ENGINE: 2.0L SOHC flat-6 “Boxer” air-cooled 148HP
TRANSMISSION: 5-speed manual
WEIGHT: 2,376 lbs.
FRONT SUSPENSION: MacPherson strut, single transverse A-arms connected to lateral torsion bars, 13mm anti-roll bar
REAR SUSPENSION: Semi-trailing arm with lateral torsion bars
PRICE: $6,490

1966

Internet sources report that there was no difference between the 1965MY and 1966MY. It wasn’t until 1967 that the 911 received the addition of a new body style and a few different engine options.

1966 Porsche 911 specs

BODYSTYLE(s): coupe
ENGINE: 2.0L flat-6 SOHC “Boxer” air-cooled 148HP
TRANSMISSION(s): 5-speed manual
WEIGHT: ?
FRONT SUSPENSION: MacPherson strut, single transverse A-arms connected to lateral torsion bars, 13mm front anti-roll bar
REAR SUSPENSION: Semi-trailing arm with lateral torsion bars
PRICE: $5,990

1967

Porsche introduced a new body style in 1967, called Targa, which was their safer alternative to the convertible.

What does the S stand for on a Porsche?

In 1967, Porsche released their first high-power variant of the 911, the 911S. The “S” stands for “Super,” or “Sport,” to denote its more powerful engine and additional performance-enhancing equipment, compared to the base model.

1967 Porsche 911 specs

BODYSTYLE(s): coupe or Targa
ENGINE: 2.0L flat-6 SOHC “Boxer” air-cooled 148HP
TRANSMISSION(s): 4-speed manual standard / 5-speed manual optional (+$80)
WEIGHT: ?
FRONT SUSPENSION: MacPherson strut, single transverse A-arms connected to lateral torsion bars, 13mm anti-roll bar
REAR SUSPENSION: Semi-trailing arm, lateral torsion bars
PRICE: $5,900 / Targa body: +$400

A yellow 1966 Porsche 911S, focusing on the driver's side window

“1966 Porsche 911S” by Bryce Womeldurf licensed by CC 2.0

1967 Porsche 911S specs

BODYSTYLE(s): coupe or Targa
ENGINE: 2.0L flat-6 SOHC “Boxer” air-cooled 180HP
TRANSMISSION(s): 5-speed manual
WEIGHT: ?
FRONT SUSPENSION: MacPherson strut, Koni shocks, single transverse A-arms connected to lateral torsion bars, 15mm front anti-roll bar
REAR SUSPENSION: Semi-trailing arm, Koni shocks, lateral torsion bars, 16mm rear anti-roll bar
WHEELS: 5-spoke forged-aluminum “Fuchs” rims 15×4.5J
PRICE: $6,990

1967 Porsche 911R specs

BODYSTYLE(s): coupe
ENGINE: 2.0L flat-6 SOHC “Boxer” air-cooled 210HP
TRANSMISSION(s): ?
WEIGHT: 1,760 lbs.
FRONT SUSPENSION: ?
REAR SUSPENSION: ?
WHEELS: ?
PRICE: DM 45,000

The 911R was built as a prototype to potentially compete in the GT sport class of racing. Engineers started with a 911S and replaced many of the body panels with fiberglass, stripped out all unnecessary items, and used thinner glass or plexiglas where possible, all in an effort to reduce weight. After stripping 506 lbs., they added a type 901/22 race engine, a six-cylinder flat-6 producing 210HP, similar to the one used in the Porsche 906 Carrera 6. Porsche ultimately decided against homologation and thus only produced 19 examples in addition to the 4 prototypes. 15 of those were sold publicly.

2. Porsche 911 A-series (August 1967 to July 1968)

1968

1968 saw the beginning of the A-series 911 and a reconfiguration of the 911 model lineup. This reconfiguration, was, however, different for Europe and the US, because the 911S was not sold in the US in 1968 due to emissions regulations (it would return to the US market in 1969).

In Europe, the base 911 was now called the 911L (“Luxus” or “Luxury”). Porsche also introduced a new model, for Europe only, the 911T.

What is a 911T?

The “T” in 911T actually stands for “Touring,” not Targa. It was first introduced for the 1968 model year as a slightly detuned, less expensive 911 for entry-level buyers, and in its initial year of production was only available in Europe (it would enter the US market in 1969).

Its 2.0-liter, flat-6, 125HP engine used cheaper materials, lower compression pistons, and a less aggressive camshaft profile than the base 911’s 148HP unit. Solid disc brakes, no front or rear anti-roll bars, and a standard equipment list similar to that of the 4-cylinder Porsche 912 all helped keep the 911T’s price reasonable.

The US missed out on the 911T in 1968, but it did receive the 911L. This was not the same as the European 911L, however. It was, instead, basically a European 911S, but without the more powerful engine. A base 911 was also offered alongside the L in the US (not sure if this base 911 was built as an O-series or A-series).

All variants, in either region, were available in either a coupe or Targa body style.

This was also the inaugural year of the Sportomatic semi-automatic transmission, which could be ordered as an option on any six-cylinder 911.

1968 Porsche 911 specs

USA only in 1968
BODYSTYLE(s): coupe or Targa
ENGINE: 2.0L flat-6 SOHC “Boxer” air-cooled 148HP
TRANSMISSION(s): 4-speed manual  / 5-speed manual optional  / 4-speed Sportomatic optional
WEIGHT: ??
FRONT SUSPENSION: MacPherson strut, single transverse A-arms connected to lateral torsion bars (Reduced size 11mm front anti-roll bar?)
REAR SUSPENSION: Semi-trailing arm with softer 22mm lateral torsion bars
PRICE: $6,190

1968 Porsche 911T specs

Europe only in 1968
BODYSTYLE(s): coupe or Targa
ENGINE: 2.0L flat-6 SOHC “Boxer” air-cooled 125HP
TRANSMISSION(s): 4-speed manual  / 5-speed manual optional  / 4-speed Sportomatic optional
WEIGHT: ??
FRONT SUSPENSION: MacPherson strut, single transverse A-arms connected to lateral torsion bars
REAR SUSPENSION: Semi-trailing arm with softer 22mm lateral torsion bars
PRICE: DM 19,000 / Targa body: +DM 1400

The easiest way to identify a 911T is by its silver, rather than gold, logo.

1968 Porsche 911L specs

USA and Europe
BODYSTLE(s): coupe or Targa
ENGINE: 2.0L flat-6 SOHC “Boxer” air-cooled 148HP
TRANSMISSION(s): 5-speed manual  / 4-speed Sportomatic optional (+$280)
WEIGHT: ?
FRONT SUSPENSION: MacPherson strut, single transverse A-arms connected to lateral torsion bars. Reduced size 11mm front anti-roll bar (Europe? USA?)
REAR SUSPENSION: Semi-trailing arm with softer 22mm lateral torsion bars, 15mm(?) rear anti-roll bar (USA likely, not sure about Europe)
PRICE: $6,190 coupe / $7,190 Targa

1968 Porsche 911S specs

Europe only in 1968
BODYSTYLE(s): coupe or Targa
ENGINE: 2.0L flat-6 SOHC “Boxer” air-cooled 180HP
TRANSMISSION(s): 5-speed manual  / 4-speed Sportomatic optional
WEIGHT: ??
FRONT SUSPENSION: MacPherson strut, Koni shocks, single transverse A-arms connected to lateral torsion bars, 15mm anti-roll bar
REAR SUSPENSION: Semi-trailing arm with Koni shocks, with softer 22mm lateral torsion bars, 15mm rear anti-roll bar
WHEELS: 5-spoke “Fuchs” rims
PRICE: DM 24,500 / Targa DM 25,900

3. Porsche B-series (Aug 1968 to July 1969)

1969

In 1969, the Porsche 911 saw its first round of major updates, which included the addition of fuel injection to certain models, and the lengthening of its wheelbase by a little over 2 inches (one source says 2.25in, another 2.4in). Porsche engineers accomplished this by lengthening the rear trailing arms, which moved the rear wheels back. The slightly longer wheelbase aimed to address the volatile handling nature of the earlier, shorter wheelbase “A” and “O”-series cars.

Optional in 1968, fixed rear glass became standard on Targas starting in 1969.

Porsche 911T vs Porsche 911E

Unlike the previous year, Porsche now offered the same three 911 variations in both Europe and the US: the 911T, the 911E, and the 911S. What was originally the 911L the prior year was renamed to the 911E, and kept its place as the “standard” 911, still sitting above the entry-level 911T and below the high-power 911S. Both the 911E and 911S now featured fuel injection; the 911T remained carbureted. The base 911 engine found in the 911E jumped in power to 160HP. The 911S went up to 190HP.

A self-leveling suspension was introduced as standard on the 911E, and as an option for the 911T and 911S. The Boge struts tended to leak and were expensive to replace, thus most 911s with the self-leveling system have been changed back to a conventional setup with shocks and torsion bars.

Specifications are available for both the 911T and 911E below for a quick comparison.

How much is a 1969 Porsche 911 worth?

At The Porsche 70th Anniversary Auction in October 2018, hosted by RM Sotheby’s, a 1969 Porsche 911E Coupe sold for $123,200. It is a fully restored example.

In comparison, we see a 1969 Porsche 911 S Targa being offered for $54,500 by Beverly Hills Car Club via the duPont Registry’s website. Mileage is not specified.

1968 Porsche 911T with Karmann bodywork, silver color, being displayed in The Gallery Aaldering, Brummen

“1968 Porsche 911 2.0 T Karmann LWB” by peterolthof licensed by CC 2.0

1969 Porsche 911T specs

BODYSTYLE(s): coupe or Targa
ENGINE: 2.0L flat-6 SOHC “Boxer” air-cooled 125HP
TRANSMISSION(s): 4-speed manual standard /  5-speed manual optional (US/Europe)  / 4-speed Sportomatic optional (US/Europe)
WEIGHT: 2,360 lbs coupe
FRONT SUSPENSION: MacPherson strut, single transverse A-arms connected to lateral torsion bars
REAR SUSPENSION: Semi-trailing arm, 22mm lateral torsion bars
PRICE: $5,795

1969 Porsche 911E specs

BODYSTYLE(s): coupe or Targa
ENGINE: 2.0L flat-6 SOHC “Boxer” air-cooled 160HP
TRANSMISSION(s): 4-speed manual standard (US) /  5-speed manual optional (US) / 5-speed manual standard (Europe) / 4-speed Sportomatic optional (US/Europe)
WEIGHT: 2,410 lbs coupe
FRONT SUSPENSION: Boge self-leveling hydropneumatic struts, single transverse A-arms
REAR SUSPENSION: Semi-trailing arm, 22mm lateral torsion bars (no rear anti roll bar?)
PRICE: $6,995

1969 Porsche 911S specs

BODYSTYLE(s): coupe or Targa
ENGINE: 2.0L flat-6 SOHC “Boxer” air-cooled 190HP
TRANSMISSION(s): 5-speed manual /  4-speed Sportomatic optional
WEIGHT: 2,370 lbs coupe
FRONT SUSPENSION: MacPherson strut, Koni shocks, single transverse A-arms connected to lateral torsion bars, 15mm anti-roll bar
REAR SUSPENSION: Semi-trailing arm with Koni shocks, 22mm lateral torsion bars, 15mm rear anti-roll bar
WHEELS: 5-spoke “Fuchs” rims
PRICE: $7,695 / Targa body: +$620

December 11, 2019 0 comment

Porsche

2018 718 Cayman review

by Daniel Kim June 29, 2019

written by Daniel Kim

As I contort myself to squeeze between the storage shelves lining the outside edge of my garage and the Cayman’s low slung door, I feel a muscle start to pull near my right ribcage. I think of Jim Carrey escaping from the mechanical rhino in Ace Ventura: When Nature Calls. I try to ease my weight down onto the Cayman’s standard seat without letting it all come crashing down on the perforated leather surface, but my awkward footing can’t support a graceful landing.

Now fully inside the primarily black cabin, I notice the welcome animation, a graphic outline of a Cayman, in the right-most instrument cluster dial. I turn the key fob, made to look like a little toy Porsche, clockwise to the second position, pause for a second as the dash lights up, then another quarter-turn to fire it up. The starter churns over in a slightly shrill couple of chuffs, then the boxer engine thrums to life.

I can tell that the subtle mechanical bleating of the flat engine is coming from behind me, but it’s not as overt as I imagined. I always thought there would be this melodious sonnet of mechanical noise constantly reminding me that I was in a mid-engined car. As resting idle falls under 1,000rpm it becomes pretty businesslike in the cabin; the NVH department has done their job well, perhaps too well.

As I putt around the neighborhood warming everything up, I realize I am becoming part of the Cayman. The seating position really makes me feel like I’m nestled deep within the cabin’s confines, whereas in most cars you get the distinct sense you are sitting on top of a heavily upholstered chair that happens to be mounted inside a car. I do not sit in the Cayman, the Cayman receives my human form and cradles it.

Thinking about how weird I am for imagining that I have a symbiotic relationship with a car, I notice the oil temp tick over 190 degrees F. Beginning the ascent of a large hill, I floor it. The transmission quickly executes a few downshifts and the turbo-4 awakens. Or should I say, the vacuum cleaner. Any more than 1/2 throttle and I mostly hear induction noise, rather than the gentle punching of the horizontally-opposed cylinders, and, to me, it sounds like a vacuum cleaner.

Midrange power is probably the strong suit of the base Cayman’s 2.0-liter boxer engine, but it is painfully, undeniably a small displacement, 4-banger. This is when it becomes very clear why people pay $10,000 more for the 2.5-liter, 350hp S model.

I dig into the gas again and get her up to speed so I can test the brakes. I use about 80% pedal pressure. My word. If there is a single attribute of the Cayman that makes it worth the daunting lease payment, it’s the composure under braking. You feel the weight shifting forward under heavy braking, but it’s so controlled, it’s so stable. You never really get that unnerving feeling of a bunch of mass being hurled forward as you do in a front-engined vehicle. I start to see why Porsche is considered to be a step above the other high volume sports car manufacturers. The chassis makes no unwanted movements. Not a single one.

And in some ways the genius of the 718’s chassis in even more apparent at low speeds. The best way I can describe how the Cayman rides over the road surface is that it feels like its being pushed down by the hand of God. And I’m not describing downforce. It’s more like, the weight of God’s hand is allowing the level of communication between the tires and road surface to surpass what is possible based on the laws of physics. Yes, the ones he created.

I’m sure it’s just years and years of R&D put in by Stuttgart’s best. Speaking of which, there is a particular handling trait that Porsche engineers have imbued the 718 with, and I imagine all previous generations of Boxster/Cayman, that I must discuss. It’s the way it handles uneven road surfaces. As soon as you run over some kind of surface irregularity the suspension recovers immediately to a state of balance, which provides confidence to the driver to resume attacking. It always recovers itself into the best possible state to continue pushing.

And I keep pushing because it’s too fun. Precise adjustments in steering angle are always rewarded with corresponding reactions from the Cayman, now equipped with a more direct, quicker ratio steering system derived from the 911 Turbo. All the stressors of daily existence fade away as I temporarily ascend to driving nirvana.

Then I realize that I’m only about halfway to the Cayman’s true cornering limits. I can only imagine what a professional racing driver could do with a base Cayman, even on street tires, on a circuit. I decide I’ll leave the heroic stuff to the pros and I get out of the gas, grabbing the steering wheel-mounted downshift paddle a couple of times as I do. The downshifts are extremely quick to execute, and the two successive throttle blips that accompany them create a proper feeling of pomp inside the cabin.

The idle sounds gruffer after the short joyride, just like an athlete pacing his breath as he begins to get his heart rate up. Oil temp is now at 212 degrees. I make sure to give no more than 1/4 throttle on the way home so the engine isn’t taxed while it inhales that cold, dense, evening air.

I press the Homelink button and put her safely away in the garage for the evening. Performing my human contortion act once again, this time in reverse, I exit the car. I stand in the doorway and listen to the ticking of all the hot metal parts cooling down, admiring the Cayman’s pleasing form. Still engaged by all the metallic pangs, clicks and pops, I stay in the garage a few moments longer, continuing to lovingly glance at the 718.

2018 718 Cayman base
2.0L boxer-4 cylinder
300HP/280LB-FT
PDK 7-speed transmission
Power Steering Plus
20″ Carrera S Wheels

June 29, 2019 4 comments

Porsche

Porsche PASM vs. Sport Suspension for Boxster & Cayman (981)

by Daniel Kim November 30, 2015

written by Daniel Kim

When buying a used 2013-2015 Porsche Boxster/Boxster S or Cayman/Cayman S, should you get PASM, Sport Suspension, or neither?

To start, a brief summary of both options:

1. PASM (Porsche Active Suspension Management)

Electronically controlled damper system with two manually selectable settings (“Standard” and “Sport”)
Reduced ride height of 10mm

I think the easiest way to explain what PASM (+$1,790) is, is to basically think of it as a “smart suspension,” using the word “smart” like we do to describe “smart” phones. With Porsche Active Suspension Management, the shock absorbers will talk to the car’s central computer (think of it as the car’s brain) and describe the road conditions.

You can think of the shock absorbers as our feet, and the car’s brain as our own human brain. If your feet feel a jagged, rough surface, they will tell your brain, “Whoa, be careful, you can’t move too fast on this surface or else you’ll hurt yourself.” You will adapt based on that feedback by moving more cautiously or taking smaller strides.

Similarly, if the PASM shock absorbers feel a jagged, rough surface, they’ll pass on that information to the car’s central computer—its brain—which will realize, “Hey, this road surface is very rough, let’s be careful.” The car’s brain will send a message to the shock absorbers telling them to adapt by changing their dampening characteristics: a fancy way of saying they will become stiffer or softer.

2015-porsche-boxster-gts-center-console-controls

The PASM button is the shock abosrber icon directly below the ‘SPORT PLUS’ button on the left side of the console.If the road is smooth, it’ll tell the car, ‘Hey, you can stiffen up man, the conditions are great.’ Conversely, if you’re on some pothole ridden travesty in the middle of downtown Los Angeles, PASM will say ‘Hey, this road is nasty, make the car more comfortable for the driver!’

Hopefully I haven’t lost you yet because it’s about to get slightly more complicated. If you do not order the PASM option, there is a 2nd suspension option you can order called ‘Sport Suspension’ which goes for $1,235 (You can, of course, also order your Boxster without either, but I’d find that strange as the Boxster is aimed primarily at enthusiasts).

2. Sport Suspension

Non-adjustable (stiffer springs, stiffer shock absorbers, stiffer anti-roll bars)
Reduced ride height of 20mm

Sport Suspension equipped Boxster’s have a PERMANENTLY stiffened suspension vs. if you ordered the car without any suspension upgrade option. It’s kind of like having a PASM equipped car stuck in ‘Sport’ mode 24/7. This is not a ‘smart’ suspension as opposed to PASM, there are no sensors in a Sport Suspension equipped car to tell the car’s central brain what’s going on. It’s tuned for optimal performance all the time and you can’t change it.

Extra Notes on Ride Height

A PASM equipped Boxster is 10mm lower than a no suspension upgrade option Boxster. A Sport Suspension equipped Boxster is 20mm lower than a no suspension upgrade option Boxster. So, therefore, a Sport Suspension equipped Boxster is 10mm lower than a PASM equipped Boxster. Here’s a chart to hopefully simply things:

Boxster ride height from highest to lowest:
1. No suspension upgrade option (stock ride height)
2. PASM (~0.4 inches lower than stock)
3. Sport Suspension (~0.8 inches lower than stock)

You CANNOT order both PASM and Sport Suspension, it’s either one or the other. I think purely by the numbers, PASM is by far the more popular option. Owners seem to agree that it rides great on all road surfaces (it’s probably better for resale value too vs. Sport Suspension).

If you were concerned only with performance with little regard for comfort on harsher roads, that would be a scenario you’d tick the Sport Suspension option rather than PASM. A Sport Suspension equipped Boxster would look a little more aggressive too as it sits 10mm closer to the ground than a PASM Boxster.

Summary

Order the PASM option UNLESS you plan on taking your Boxster to the track a lot, or only care about maximum handling capabilities.

Footnotes

On Porsche’s website, their description of the PASM system is a little bit confusing. If I understand correctly, even if you are in ‘Sport’ mode, the system can still revert back to the ‘Normal’ setting if it senses the road is uneven. Conversely, it does the opposite if you are in ‘Normal’, i.e. it will switch to ‘Sport’ mode by itself if it senses you are driving fast.

This post from Rennlist.com seems to confirm what I wrote above – if you are in ‘Sport’ mode and the road is horrible, it will automatically make the car ride in a more comfortable manner.

In the same post, conveniently, the board member also writes: “I noticed they [Porsche] are poor describers of their own systems. This is very disappointing as many of us, I suspect, enjoy technology and have a capacity to understand.”

I, too, thought the same thing when reading their description of the PASM system.

Cover photo: “DSC_1673” by Mateusz Wołek, used under CC BY / Text imposed on original

November 30, 2015 15 comments