Back To The Future

Want the look of a classic Porsche but the practicality of modern reliability and handling? Then look no further than PS Autoart's range of retro 911's

Theories of evolution are fairly simple concepts to grasp, but very difficult to prove and explain. With every evolutionary change comes a new way of coping with a changing world and, while some may seem a backward step, it's generally agreed that new means better. But there's one human emotion that simply refuses to comply with that level of logic: passion.

Passion for the familiar comfort of a well worn pair of jeans is why we refuse to throw them out despite the fact that stone-washed denim went out of fashion almost the minute it came in. Passion for rekindling our youth and dropping a bit of weight is why we refuse to throw out the five year old running shoes despite the fact the sole has worn through and they reek of wet dogs. Passion is why vinyl records are still widely available. And its passion that drives enthusiasts who buy, restore and run classic cars.

The problem with classic Porsches, particularly special editions, is that they are not cheap to restore, and are reasonably expensive to maintain a high standard. That may not bother you too much, and you may consider that all part of the responsibility of owning a classic Porsche for future generations, but for many others, rarity of parts and the relative depreciation the car would suffer as a result of regular use, particularly on wet and salted roads, means the cars are locked away for the winter months and only brought out on special occasions.

The recent resurgence in interest in classic Porsche ownership is tempered by the availability of good cars in excellent condition, and the corresponding figures these now demand. The cars have aged well, and the classic lines of the chrome trim serve to only highlight the bulky look of the thick bumpered and bellowsed 911s made after 1974.

Suffolk – based independent Porsche specialist Paul Stephens believes he has the answer: 1970s style with the convenience of modern performance and practicality – built to an exceptionally high level. The pictures are deceiving, and at a quick glance the car looks as though it is a well cared for classic 911 but look closely and you'll notice that the 911 isn't as old as it seems.

The rear arches are curvier than the cars of the 1970s, the RS inspired front bumper and lower valance have unique lines, and the bonnet is slightly different than the classic car. The real giveaway however, are the alloys, which are three piece CNC machined fuchs-inspired modern interpretations of the originals. They've been made to fit modern offsets and are bigger to clear the cars larger brake discs and have a flatter look than the dished originals.

Clearly, there is more to this car than meets the eye.

The PS Autoart 911 Retro Touring Coupe actually starts life as a 964 – the car Porsche proudly produced in the 1980s to replace the existing 911. It was the first major revamp in power train and suspension for the 911 in years and is generally regarded as the first of the modern line of the 911s.

Front suspension was redesigned, the rear transverse torsion bar suspension was replaced with coil-springs which dramatically improved rear end traction, while the 964 was also offered in AWD and Tiptronic transmission for the first time. The raft of changes also included radically redesigned prominent front and rear bumpers which were integrated into the body design and colour coded to match. The engine was also radically redesigned to meet extra power demands expected of given the extra weight of the new car.

While it was a worthy replacement for the outgoing 911, history has not been kind to the 964. It's the least desirable of all variants, mainly because its dated faster than any other model. Pre-73' cars have a desirable retro look about them but the 964's bumpers look cumbersome and tired, which tends to give the car an ungainly appearance despite its remarkable underpinnings.

Stephens starts by stripping the 964 back to bare metal and repairing any corroded chassis and body shell components. Despite Porsche's galvanising process, corrosion isn't uncommon in key structural areas. While this is being done, he strips out the engine and sends it away to be completely rebuilt, with new barrels, forged pistons camshafts and other components as a matter of course. He says engines of the era were notoriously leaky, so a rebuild at £10,000 is the only real answer to solving the cars reliability. Mechanically, the cars remain untouched- but the engine rebuild is an essential part of the cars return to glory, “its clear they spent millions making the car look exactly the same-which is something you don't realise when you look at the car. But the floor plan is totally new, and every panel is significantly different to allow for the changes underneath the skin. “We quickly learned when making the first cars that we'd taken on a huge project, and that there was no real shortcut to making these cars. It's an all or nothing approach – which is why there's a cost element to it-but there really was no other way”, Stephens explained.

“The bonnet was slightly different, wings were altered, the windscreen rubbers didn't fit because the glass was a slightly different shape-you name it we had to either have replacements made or find solutions to the problems we encountered,” he said “But we wanted to do it right. We may only have been after a look, but we didn't want to be accused of cutting corners. Its my aim to produce cars that are good, if not better than Porsche produced at the time. That means meeting modern expectations over panel gaps, and the quality of fit and finish people come to expect of a modern sports car. There's plenty of competition in this market and I'm sure that customers would have seen through poor workmanship.”

Stephens' efforts have been rewarded with positive feedback from customers and enthusiasts alike since launching the project at Brands Hatch in June 2005. He's currently working on build number 17, which in a highly rarefied and select market such as this, is exceptional-and his client base includes high profile celebrities and well heeled owners who aspire to own something unique. Even current classic Porsche owners are interested in the PS Autoart cars.

“Its clear from talking to people at shows and around the country that our core market is people who're looking at new Porsche but are relatively uninspired by a car that almost anyone can go in and buy off the shelf. Its changed over the past two years and were going to address that over the coming few months.”

While purists are a difficult bunch to satisfy, many have acknowledged the efforts Stephens has gone to in making the car as faithful to the spirit of the pre-74 cars as possible.

Most people who see the car, however are unaware that it is anything but a classic Porsche, despite the PS badging, modern electrical goodies and considerably larger engine than ever fitted in the early 1970s.

Behind the wheel

Outwardly, the car's looks may be deceiving but there's no mistaking the cars modern interior and floor plan. The transmission tunnel, designed to house a pop shaft to the front diff in four wheel drive equipped cars, separates the driver and front seat passenger in the same way the current 997 does, while the dash layout and large clear gauges have been refreshed with new chrome trims and PS dial faces. The seat are clothed in luxurious matt finish leather, while the steering wheel and dash , with its contrasting stitching, are finished in a similar leather. The rear seats are also finished in the same leather, and the car feel subtle and sporty.

"Quality workmanship is beyond question"

On the move, the car feels solid and perky, thanks to the 250bhp engine and the relatively lightweight (by 997 standards at least) chassis. Tiptronic may not suit all but the system is better than you expect, and the car can be hurried along without the snappy oversteer older 911's loved to spring on their pilots in the wet.

Driving dynamics are as excellent as you'd expect from a Porsche, but the real surprise is the respect you get from other motorists and the looks of admiration you get as you cruise through villages. Modern 997 elicit a different sort of reaction than the smiles and waves you get when a classic Porsche rolls in to town.

Verdict

While some people are happy to own and enjoy a classic for what it is, I'd rather have a car that can be used everyday. I admire those who treat their car with respect and reverence but the practicalities of classic motoring preclude many facets of every day convenience. Old Porsches need talent to be urged on in the wet, but modern alterations to the traditional suspension, all-wheel drive and more powerful engines means the 964-based PS Autoart 911 still delivers a rewarding drive and doesn't require Senna-esque brilliance to keep it on the road.

Communicative suspension and a perky engine make driving the car a joy-and you'll surprise a lot of other motorists with the cars turn of pace and speed through bends. Couple the cars modern feel with new interiors, Tiptronic transmission and the convenience of electric windows, mirrors and seats, and the PS Autoart 911 becomes a true alternative to a modern 911. The car is unlikely to satisfy the purist, but it's not meant to. Stephens has made no secret of the fact he's reversing the fortunes of a 911 which had largely been rejected for its outdated looks and tired leaky engine-and the fact he's marketing the cars under his own badge proves he's both committed to the project, and is keen to forge a new future for the car-just as Alois Ruf has with modern 911's.

Stephens' attention to detail and quality of workmanship is beyond question, and while a PS Autoart 911 may not be cheap, the work that goes on in each hand-built car makes that outlay worth every penny. A classic 911 may be a better investment, but for unbridled driving thrills in a well executed retro-style package, very little comes close to the PS Autoart 911 Retro Touring Coupe.

With thanks to Great Cars Magazine for their kind permission in reproducing this article.