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A while back Autobahn Interiors worked on a 1967 Porsche 911 "S". The restoration was a success and we were featured in Classic Porsche magazine United Kingdom November / December 2014 edition! The article is called Best of the Best and we are very excited about making headlines across the pond! This particular model has quite a story behind it. The car was originally completed in October 24th 1966, finished in Irish Green with Black leatherette interior. It was then sold by a dealer in Hamburg, Germany to an anonymous buyer,and remained in Germany for little over a decade. Then in 1977 it was bought by an American from New Jersey who had the car shipped out to his home. For the next 20 years the car stayed in the USA but the condition had declined, until 1998 when due to its desirability it was sought out and purchased. The car suffered some body damage from a run in with a snow-plough but then not too long after a deal was struck the restore the Porsche. The first portion of work was done in an Oregon workshop. There in Bend, Oregon, the exterior restoration was done by Tim Morris with German Master Tech. With over 30 years of experience the Porsche was in good hands with Tim Morris.
It鈥檚 cold. That worst kind of cold. The biting, penetrating cold you feel in your bones. It鈥檚 mid-morning at Circuit Ricardo Tormo inland of Valencia, Spain, and all of 40 degrees. The sun鈥檚 been up only an hour, and it鈥檚 cloudy. I鈥檓 not worried about the air temperature, though. I鈥檓 worried about the track temperature. The tire temperature I can fix on the warm-up laps. The track, though, that鈥檚 on nature. I might have known I needn鈥檛 worry. Eight years ago, Jonny Lieberman and I absconded from the last Porsche 911 launch in Los Angeles with a Carrera S and a Corvette Grand Sport and quickly found ourselves in a freak rain-sleet-snowstorm in the mountains halfway between L.A. Santa Barbara. The Corvette was nearly undriveable; the Porsche didn鈥檛 even seem to notice the conditions. So it was familiar ground when I finally put rubber to racetrack the better part of a decade later. The warm-up laps were encouraging.
The surface wasn鈥檛 as skatey as I鈥檇 feared. Still, the question percolated of what would happen with me piloting 443 hp through this rear-engine sports car at the limit, when the only margin of error left is the runoff. Two hot laps put my mind at ease. By the fourth, I was sure I was just as wrong to be worried about the 992 in the cold and damp as I was about the 991. To be short: Weather doesn鈥檛 matter. Don鈥檛 tell that to the people in Stuttgart, though. They expended quite an effort developing a Wet mode that can sense water on the road by the spray from the wheels and, when selected, apply its safety-oriented algorithms with the authority and conviction of a riled-up Southern Baptist preacher. Yes, when there鈥檚 standing water on the road, the 911鈥檚 computers can prevent even the biggest fool from lunching his car.
For us lesser fools, it鈥檚 a crutch on which we need not lean. The new 911 has grip. All of it. All the time, it seems. When it doesn鈥檛, it has predictability. The great folly of 911s is conversely their greatest strength: They always behave exactly the way you expect them to. In the distant past, rude behavior was far, far easier to provoke than it is today, but the result was the same. Trail-brake and turn in too sharply? Lift off the throttle too abruptly with too much steering angle? Yes, the rear of the car will try to take the lead. What makes modern 911s, and especially this new one, so great is the friendly nature of their oversteer. Whatever Isaac Newton may have to say, new 911s don鈥檛 want to go backward in the wall unless you really make no effort to stop them from doing so. When they start to go, you remember that old driver-school chestnut and turn into the skid.