TWO DECADES after the end of series production of the air-cooled Porsche 911 Turbo, the company has joined the continuation craze and built a new example from scratch. The new car is due to be launched at the Porsche Rennsport Reunion in Laguna Seca, USA, on 27 September and, like similar projects from Aston Martin and Jaguar, will not be road legal.
After taking its bow at Laguna Seca, the first example is then set to be auctioned by RM Sotheby’s at the Porsche Experience Center in Atlanta on 27 October, with all the proceeds going to the charitable Ferry Porsche Foundation.
The ‘new’ 911 is Porsche Classic’s contribution to the company’s 70th anniversary celebrations. It was built using a 993 bodyshell to showcase tradition and innovation – and also to promote the availability of the 6500 parts that Porsche Classic offers for 993-generation cars alone.
It was created over 18 months around a brand new 3.6-litre, 450bhp, twin-turbo flat-six. Dubbed Project Gold, it is painted in Golden Yellow Metallic – a link with 2018’s 911 Turbo S Exclusive Series. The black wheels are highlighted with Golden Yellow design accents, while the seats and interior trim are finished in black with Golden Yellow details. The bodyshell features the characteristic side air intakes of the 993 Turbo S that were also available as an option for the 911 Turbo in 1998.
Detlev von Platen, a member of Porsche’s executive board for sales and marketing, said: ‘Project Gold showcases the comprehensive skill of Porsche Classic in fascinating fashion. This project clearly demonstrates our strategic approach.
‘Although we are starting a new chapter in our sports car history with the Porsche Taycan, the story of how the company evolved is no less significant. On the contrary, this Golden Yellow 993 demonstrates how incredibly passionate we are about the tradition of our brand.’
WHY WE LOVE…
The single-spoke wheel
It’s all wrong, obviously. Why deliberately make a steering wheel less strong by supporting its rim on just one spoke? How is that going to hold together over the years? But Citroën, in full function-follows-form-follows-function mode with its 1955 DS, insisted on a minimalist, futurist look that also happened to give an airily unobstructed view of the instruments. Just as two downturned spokes would have done.
And it looked wonderful. More than that, it encouraged buyers to disregard the torn shreds of the rule book, to see themselves as free-thinkers. Most Citroëns stayed with some form of single-spoker right up to the early 1990s, after which the company’s PSA parent banned weirdness in case it baffled buyers.
The early, super-slim spoke was the best, the broad square block of the facelifted BX the most apologetic because it was trying to hide its origins. The single-spoker didn’t catch on elsewhere, though – with one suitably outlandish exception. Which is? The wedge-shaped Aston Martin Lagonda, of course. ~ John Simister