Another advantage if compared to a conventional 5-hole screwed: A fast wheel change, which represents an important plus factor when used on the race track. In addition, the high material stability permits the known filigree design of the TECHART forged wheels, which results not only in visual dynamics but significantly improves the ventilation of the brakes.

The TECHART Formula Race is available in titanium grey matt as well as in individual matched custom colour. For the necessary road grip, TECHART recommends Continental ContiSportContact 3 and Michelin Pilot Sport PS2 in sizes of 245/30R20 and 325/25R20 as well as Michelin Pilot Sport Cup+ in dimensions of  245/30R20 and 315/25R20

Built on 2000 Porsche Boxster 2.7 6 cyl, custom body, lengthened chassis, tight, airbags, DOT side and rear protection, factory seals, removable carbon fiber roof. leather/suede.
You can choose from 2 fiberglass bodykit models available  Tall – for up to 6′,5″ (shown in most photos) and short – up to 6′,2″. It can be put on any Porsche 986 (early Boxster) – f.e. 1997 with the simple 2,5 engine, that price starts from 10 000 euro.

Porsche Carrera GT Boxster body kit consists of front clip, hood, mirror shells, door skins, rear clip, rear lid, wing, winglid, 2 speedster hoops, center 3rd brake surround, roof-adapts to boxster convertible framework, screening, headlight clear covers, rear lenses…And it costs only $14.500! So with a cheapest running boxster you will spend ~25 000 euros (30 000 us dollars) for you CGT look! The only drawback is that you should strech your car little bit

The 356 B series comprises nine models, a permutation of three different body styles with three 1,600 cc engines of different power output. We had the intermediate engine giving 75 bhp net, half-way between the 60 bhp of the standard model and the go bhp of the Super 90. The three bodies, all of which are mounted on a platform chassis of great rigidity, comprise a detachable hardtop, a detachable convertible and a fixed head coupe. The last, which we tested, is the traditional low-drag body, still very similar in shape to that of the first Porsche which was introduced in 1949 and which was based largely on Volkswagen mechanical parts.

Thirteen years of development have left few if any of the original components unaltered but the general layout remains the same with a rear-mounted air-cooled flat-four engine, swing axle independent rear suspension and front wheels mounted on twin parallel trailing links. The usual tendency for cars to grow in size and weight has been largely resisted and although increasing refinement has brought some weight penalty, this 17,5cwt car is one of the very few machines available to a buyer who insists on luxury in a compact and agile form.

First Impressions

The unusual comfort of the front seats confirms that correct shaping is more important than soft padding. The upholstery is quite hard but body weight is well distributed over its surface and the adjustable rake back rests support the whole length of the spine whilst also giving satisfactory location against sub-stantial cornering forces. The Motor staff, who vary rather extravagantly in height from 5 ft. 4 ins. to 6 ft. 5 ins., had to admit that the fore and aft adjustment was entirely adequate.

A low floor is a desirable feature and although the pedals arc spaced well apart an angled organ-type throttle allows easy and natural heel and toe operalion of brake and accelerator; the left foot has plenty of room to rest when it is not working the clutch or the plunger type windsreeen washer. A manual dipswitch is combined with the direction signals and headlamp flasher in a convenient finger-tip control projecting from the left of the steering column. The steering wheel is placed high enough to leave ample room above the legs and low enough not to interfere with an excellent view down the short sharply sloping bonnet. The rear view is also comprehensive and this latest Porsche, with front and rear windows enlarged since the end of last year, shows a useful improvement in all-round visibility over earlier models.

At night this visibility is maintained by powerful headlights with a good spread and in bad weather by extremely effective windscreen wipers, with a heavy contact pressure. Although variable wiper speed is no longer a novelty, these have the widest speed range we have yet encountered. The facia is neat and practical with well-separated switches and large, clearly marked instruments. No oil pressure gauge is fitted but there is an oil thermometer as a reminder that oil temperatures fluctuate more widely in air= cooled than in water-cooled engines. The instrument was not calibrated in degrees, but we never got the needle anywhere near the red warning sector even after quite a number of miles at or near maximum speed.

Road Impressions

The thoughtful design of the seats and controls makes a new driver feel at home very quickly and his acclimatization is accelerated by the Porsche gearbox, which for many years has set something of a standard by which others are judged. Long connections to the rear-mounted gearbox isolate the lever from engine vibration whilst introducing a degree of flexibility which is no disadvantage in practice. All four forward ratios have synchromesh and, perhaps because this car had done only 500 miles when we took it over, bottom gear was always heavy to engage, but the other changes were light, and very fast. An unusual and most attractive feature is the quietness of the lower gears which give maximum speeds of approximately 30, 50 and 80 mph at 5,500 rpm. It seems natural in the Porsche to run up to 5,000 rpm (the beginning of the red sector on the rev. counter) quite regularly and not, as in most cars, only when in a desperate hurry; thus in ordinary driving one comes near to repeating the excellent acceleration, figures shown in the data panel. The mean maximum speed of 106.6 mph was recorded with less than 1,000 miles on the clock and would probably improve appreciably after a lot more running in.

Obviously the smoothness of the flat-four air-cooled engine is a major factor in encouraging this sort of use; as heard from outside the car or by reflection from walls through open windows, the power unit is not quiet but its remote position and effective insulation prevent the direct transmission of mechanical sounds to the interior leaving only a deep-throated and not unpleasant combination of intake and exhaust noise. When throttled back for high-speed cruising most of this disappears and generally the engine has a relaxed air as though working well within its limits.

Wind noise round the very well=streamlined and wellsealed body is extremely low with all the windows shut; a separate cold air inlet makes fully closed motoring possible in mild weather but the front or rear quarter lights must be opened to induce a substantial flow of air. If the side windows are wound down very far, a most unpleasant buffeting airflow is established.
Multiple Carburation
We have said that the engine enjoys turning fast and a green sector on the rev. counter from 3,000—5,000 rpm indicates the region in which the needle should be kept for high-speed motoring, but it is certainly not inflexible. Two double-choke downdraught carburetters provide a separate inlet tract for each cylinder and there is ample evidence that carburation is unusually clean. Smooth, even pick-up is possible from below 1,000 rpm and the steady speed fuel consumption figures are particularly good. An 11,5 gallon tank with a reserve tap and a touring fuel consumption of nearly 36 mpg make a cruising range of 400 miles possible at moderate touring speeds. In our hands the car was driven as hard as possible nearly all the time and with a good deal of rush-hour town motoring thrown in the overall figure of 26 mpg was creditable. No rich mixture device is fitted—a few strokes of the throttle squirt in enough fuel from the accelerator pumps for cold starting and almost immediately the engine will idle reliably without use of the hand throttle provided.

Sensitive Steering

It is well known that early Porsche had the appreciable oversteer that is often associated with rear enginesand swing axle suspension und which demanded considerable skill in fast driving. Suspension and tyre development have now eliminated premature rear=end breakaway and left a car which can be driven extremely fast on winding roads without exceptional technique. Drivers who prefer more understeer can have it if they order the modified rear suspension which is standard on the Super 90 and available on the Super 75 as a factory-fitted optional extra. This consists of a crentre=pivoted transverse leaf spring which allows the use of thinner torsion bars giving a reduction in rear roll stiffness of about 20 %. Our test car was not equipped with this extra spring.
In general, the high=geared steering is reasonably light if not, perhaps, as light as one would expect with a high=efficiency mechanism and only 7,5 cwt on the front wheels, but considerable effort is needed to hold it into a sharp corner taken really fast when self-centring is very pronounced. Textile braced tread German Dunlop SP tyres (an optional extra) may have been partly responsible for this but, in return, they grip the road tenaciously in wet or dry conditions. In the limit, it is still the back wheels which break away first but they do so fairly gently; this limit can be postponed to stiii higher speeds by cornering with the power on; with i.r.s. and 58 % of the unladen weight on the driving wheels a good deal of power can be used with advantage even in the lower gears.

It is very noticeable that the Porsche responds best to those with a light, sensitive and relaxed touch and any attempt to grip the wheel and direct it forcefully results in jerky cornering and erratic straight-running. Normally it needs little correction at high speeds, but changing cambers, to some extent, and cross winds, to a considerable extent, can cause high=speed wander.
The roll stiffness is very great, the centre of gravity low and the rear roll centre high, a combination which diminishes lean on corners to a very small amount but introduces a characteristic lateral rocking motion into the ride as camber changes are followed closely and rapidly. Springing is comfortable but very firm so that there is some well-controlled vertical movement on ordinary roads but really bad roads are absorbed with unexpected ease; washboard surfaces, pot holes, bumps and ridges disturb neither its road clinging nor the monolithic feel which is an outstandingly pleasant result of a very rigid rattlefree structure and well-insulated suspension. This is one of the few cars where cornering speeds are indicated by the sharpness of the bend and not by the roughness of its surface.

The deceleration figures taken from 30 mph show that the brakes are powerful and fairly light but, although they proved entirely adequate for motoring in this

country, they fall below the standards set by good modern disc brakes. At low speeds and low pressures they made a loud and rather gritty rubbing noise and when stopping really hard from fast cruising speeds high pedal forces were needed and a slight judder was observed. A rapid succession of hard stops from 60 mph produced increased pedal travel and some fade. The pull=out handbrake, mounted under the facia, is extremely powerful and held the car with ease on a gradient of 1 in 3, but it is rather awkward to release and tends to remain in a half=way position unless pushed firmly back.

Luggage room under the front bonnet is rather limited but there is plenty of room inside the car when the occasional seat backs are folded flat and luggage can then be secured by straps which are available as an extra. For short journeys it is quite possible to put two average=size adults in the rear seats provided that the front ones are pushed forward to give kneeroom.

In many ways a light smalUengined car with a really high performance gives a keen driver the maximum satisfaction but, in this country at least, most of the vehicles which rival the Porsche for speed and agility lack its refinement comfort and carrying capacity. It is amazing that it still has so few competitors or imitators.

Reprinted to Porsche brochure of 1962 with permission of “The Motor”, London

The most obvious development concerned the push-rod engine. Enlargements first to 1300 and then to 1500 cc brought racing units which, when fed with alcoholic beverage, produced up to 98 bhp (DIN measurement, i.e., with all accessories and silencer) and propelled coupes and open 2-seaters at speeds exceeding 125 mph.

For some time these engines collected success after success, but in 1952 Ferry Porsche and his staff realized that, for serious racing, the days of the simple pushrod unit were numbered. A completely new, flat=4 engine of 1500 cc was built, air cooled again, but incorporating 4 overhead camshafts; the result was an initial power output of 115 bhp at 7500 rpm.

In an open 2-seater, driven by pre-war ace Hans Stuck, this engine had a few experimental sorties in 1953; entrusted to Hans Herrmann, it made its first successful bid for top racing honors in the 1954 Mille Miglia, where it delighted its creators by placing 6th overall and winning the i50occ class. Even today, the racing career of this design is anything but over, as the 1961 Porsche GP team started this season with a fuel-injected version credited with about 165 bhp— nearly 50% more than the original design target.

In the same year of 1954, this engine also commenced a second career which, as far as the private Porsche owner is concerned, is of even greater direct interest: It was installed in one of the Austrian-made aluminum coupes and appeared in the Liege-Rome-Liege, one of the toughest Iong=distance rallies ever; driven by Polensky and Linge, it beat the entire competition and came first in general classification.

The winning potential of this combination was so convincing that series=production was decided; christened “Carrera” in honor of the Mexican Road Race and recognized as a “series-production GT car,” it has since distinguished itself in countless events.

The Carrera, produced first with 1500, later with 1600 cc, was meant for the driver interested in serious high-speed motoring. Many Carreras never faced a starter’s flag, and there was really not much point in preferring the more sophisticated engine and its exacting demands on maintenance unless the superior performance in the upper speed range could be exploited—the pushrod units were cheaper to buy and to run, less noisy and, in daily use, just as fast. One Carrera specialty merits recording: To this day, all pushrod engines have been cooled by virtually the original VW fan. This was not good enough for the 4 ohc engines, for which a powerful blower with twin rotors was evolved; at high revs, huge quantities of air were expelled underneath the engine, which on dry roads produced the most spectacular clouds of dust and a distinct “atmosphere of racing.”

As the years went by, even the big touring cars got more power and began to trespass into performance regions hitherto considered private Porsche hunting grounds. To enable the air-cooled fraternity to keep in front, even in straight-line acceleration, something more powerful than even the Super go was desirable. The 2-liter “Carrera 2″ was the answer.

This model was introduced at the Frankfurt Motor Show in the fall of 1961; its body has all the latest modifications mentioned in R&T’s December 1961 issue (larger window area, modified front hood, freshair inlets ahead of windshield, external fuel filler cap, twin cooling air inlets on engine cover), while the chassis specification is identical to that of the Super 90, with its rear swing axle with transverse equalization leaf spring. In other words, body and running gear are modified in detail only; it follows that in comparison with the Super 90 and the 1600 (tested by R&T in March ’6o and October ’61), no radical departures are to be expected.

The only thing completely new is the engine. Porsche has often been named among those constructors who are wizards at achieving results which others (or theory) consider impossible; when it was decided to provide plenty of torque at low speeds—for real acceleration—and smooth, flexible running, even the fathers of the Carrera agreed that this could best be achieved by a little more displacement: When the 4-ohc engine was first laid down, it had already been decided that the design should permit a maximum size of 2 liters, and this then was the volume selected for the Carrera 2. With 92-mm bore and 74=mm stroke, it is decidedly oversquare; its peak power of 152 bhp (SAE rating) at 6200 rpm is definitely below the figure attainable by this unit in racing tune; maximum torque comes at 4600 rpm on a long, flat curve. In the interest of smoother running, longer life and easier maintenance, bearings arc plain throughout, in contrast to the early models’ roller bearings for the mains and connecting rods.

Our test car was fitted with the “European” gearbox; for cars supplied to the U.S., standard ratios in 3rd (1.227) antd 4th (0.885) are slightly “slower,” in the interest of a little more pulling power.
As explained previously, we did not expect any surprises from the chassis; when we threw our test gear into the back of the car, we were prepared to find a well-known package in which only the new engine would merit special comment. In a way, we were right, because all the well=known features are there: the very comfortable Reutter seats, the quick gearchange, the familiar surroundings and, above all, the unmistakable feel of a quality car built for the connoisseur. But we did have a pleasant surprise. Apparently the “unchanged” chassis has again been subject to subtle detail development, which makes itself felt as soon as one takes the wheel. The steering is a little better—improved response with reduced vibration feedback—and there is unmistakable progress in the way the car keeps glued to the road at all times. There is better stability under fierce acceleration, at full speed and under heavy braking, and experiments like braking in a corner can result in a slightly ragged line but practically never bring real trouble.
It is likely that part of this improvement must be credited to the late-model “round shoulder” tires but, whatever the reason, the balance is perfect.

This is not useless luxury. The high torque promised on paper is certainly there, and when climbing wind= ing mountain roads it is very easy to accelerate out of a corner with too much steam; under conditions such as this, the exceptional controllability is quickly appreciated.
The car’s acceleration is truly exhilarating. The clutch takes quite a bit of throttle without protest, and when one finds that it is time for 2nd gear, down comes the stick in a flick, more acceleration, and other cars pass by as if in reverse. High up in the speed range, this is it—the effortless superiority of the true high-performance machine.

Performance figures are almost exactly as claimed by the manufacturer. Best recorded speed was 126 mph (Porsche says 124.5) and our acceleration times were just slightly slower than those given by a graph included in the specifications. Unfortunately, our test car was wanted “back as soon as possible,” so we had no opportunity to check the fuel consumption. However, we have reason to believe that owners will find it easy to get better than the minimum 16.8-mpg figure indicated.

In the body department, the most notable innovation concerns the fresh=air intake, combined with electric fan and a separate heater which is situated in the front compartment, ahead of the battery. This combination is effective and (at last!) permits windshield defrosting without running the engine; it has the amusing peculiarity that, after switching the engine off, the burner continues with burbling noises until all the fuel previously aspirated is used up—which may lead to uninitiated parking lot attendants calling the fire squad when faced with a car obviously about to explode! At present, no figures are available concerning the additional fuel consumption of this heater but, anyhow, the extra comfort is worth something.

Points of criticism: When we first laid eyes (and cars) on the new engine, in the autumn of 1961, we were struck by a silkiness totally unusual for this kind of power unit. It was therefore with high expectations that we approached our test car. But these expectations were not entirely fulfilled: There was too much noise inside the car, and the engine appeared to have that certain roughness well remembered from older Carreras. In fairness, we must record that we tried a preproduction model, so we can only hope that this peculiarity will have disappeared on the cars supplied to customers. A second remark concerns the body as a whole. It is certain that Porsche has never tried to be “a la mode” and bless it for that—but after 14 years with an almost unchanged shape, even the accustomed eye begins to notice some signs of age. The instrument panel, for example, is higher up than is usual nowadays, and visibility could only benefit from a lower waistline.

Also, of course, the rear seating compartment remains impossible—at least for grown=ups—for distances over 5 miles. No doubt comparatively small production figures do not invite frequent body changes, even less so when the existing shape has many proven advantages and a solid following, but, in spite of this, we feel that Porsche should start to look ahead—if it hasn’t already done so.

As a whole, the Carrera 2 is certainly one of the most desirable GT cars produced today; it is not cheap, and maintenance will not be quite as easy as on the simpler pushrod versions, but it should delight the owner looking for a car of high quality and exceptional roadworthiness.

Text by Hansjoer Bendel from original Porsche brochure you can download from TBP

The fact that the Super 90, the hottest pushrod Porsche they offer will do all that and still behave like a Iamb when you can’t get it over 2,000 revs in the snow (in second yet), is equally impressive. This latest version of the Stuttgart flat four had all the diamondlike luster we expected on the open highway but it was equally willing to potter between hotel and ski lift with the top down, never choking, fussing or missing a beat under conditions that are completely foreign to it—to wit, slow drives.
This is doubly noteworthy in a S 90 because this mill is well-and-truly tuned. The Super 90 replaced the Carrera de Luxe and they had to apply all of the extensive Porsche background to promote 90 healthy horses from 1.6 liters of pushrod engine. That was pretty close to a Carrera value a few years back—without the expensive handfitted engine and overhead cams. The manner in which the ponies were bred is a major part of this tale.

A quick peek under the lid shows item number one—two giant double Solex carbs from the Carrera line. They are mounted on “semiram” intakes that feed new heads with better flow and larger intake valves. Compression was boosted and higher, fourring pistons fitted into special cylinder barrels that have a sprayed steel coat to promote smoother break=in and longer life. The blower puts out more cooling air. They also fitted lighter pushrods, stronger valves, beefier valve seats and stiffer springs.

That was enough to raise the 75hp Super to 90 hp but it isn’t the Porsche way to hot up the top end and let the bottom struggle. Porsche wouldn’t buy a shorter motor life so they reworked the entire bottom end too (or rather the middle in an opposed four). Main bearing caps are stronger and of sturdier stuff on the faces and the con rods are huskier.

The sum is an engine that will boost a luxurious two seater up to 113 mph and do it calmly as if that were the normal thing. You have to keep an eye on that big central tach to stay out of the red zone, the power* plant is so eager. Incidentally, conditions prevented our usual top-speed test but the factory had recently run this exact car, top up, and recorded 123.5 as an average. It was fully believable, allowing for speedo error.

Our own acceleration figures point up one Porsche habit. They are not prone to get off the mark like a shot, but once rolling the rush of push is all there and then some in the 90.
The body—a cabriolet—was naturally the 356 B design introduced in late 1961. This means bumpers raised 3 inches in front and 4 inches in the rear, higher headlights, brake cooling vents under the front bumper, new light-metal brake drums with axial cooling ribs and an improved water seal, new gearbox and a dished steering wheel with black rim, to name the highlights.

The fresh air rent in front of the windshield gives ample ventilation to the passenger compartment. A new low fuel tank gives a larger luggage space and brings the fuel filler spout outside of the car. An electric clock is standard in all models. A gear shift lock has made the car even more theft proof.

Those brakes are a typical Porsche trick. Previous Porsches were noted for fine braking but that wasn’t enough for Zuffenhausen; they made them better and fitted Energit 999 linings to boot. Similarly they went after the gearbox—which was always considered one of the best features in a Porsche—and made it better. The handle is shorter and thicker and angled toward the driver. The throws from cog to cog are shorter too and it is literally impossible to beat the Porsche-patent synchromesh.

Shifting is only one driving pleasure with these cars. The steering is precise beyond belief, though a little heavier than you might expect. Forward vision is good and the black instrument dials are round, large and right where the driver can take them in at a glance. One minor complaint is the ash tray spotted under the center of the dash where it skins your knuckles on fast shifts from II to III. The pedals are well placed though the acceIerator=return spring was stiff enough to tire the ankle on partthrottle cruises.

Comfort is beyond belief in the reclining seats and the padded and trimmed top is absolutely draft and leakproof. Closed, the car is fully as weathertight as a coupe. The top is not a one-hand opener (nor closer) though one man can manage it with a little skill applied. Like all rag tops, the car is blind to the rear quarters, but that is a small price to pay for such a true allweather vehicle, and the two mirrors were properly placed.
The heater is another realm where Porsche improved the marque with the 356 B. It is a hot=air model, off the engine, but it puts out all the warmth you can use in belowafreezing weather. Unfortunately, the knob, located ahead of the shift lever, has to be turned endlessly from off to on.
The car is certainly a two=seater, despite the improved occasional seats in the rear. Porsche gained some 2 inches of headroom back there but anybody larger than a child would still be cramped. Besides that, the real luggage room is behind the front seats. With the rear scat backs folded down there is plenty of space for touring luggage for two.

And finally, the handling. Old Porschists will be astounded with the B line. The tail-wagging-the-dog feel is gone and the car remains neutral right up to the border. In this realm the Super 90 is even better than the new Normal und Super with its compensating spring that softens the ride (softer torsion bar used with it) but holds the wheels on the road better.

Text by Jerry Sloniger from 1962 original Porsche brochure you can download in our downloads section

As introduced at the Frankfurt Motor Show, all the 356 B Type Porsches have horizontally finned brakes with better heat dissipation, higher mounted bumpers and headlights, new steering wheel, shorter and smoother gear shifting. The windshield of the Coupe and Hardtop has been enlarged so that even the smallest and largest drivers have an unimpared vision. Traffic lights as well as small children are easily visible. The rear window of the Coupe and Hardtop has also been enlarged to give better all around vision in city traffic.

Especially when parking, the large window will be appreciated. The fresh air rent in front of the windshield gives ample ventilation to the passenger compartment. A new low fuel tank gives a larger luggage space and brings the fuel filler spout outside of the car. A larger front lid furnishes easy access to the spare tire as well as increasing accessibility of the luggage space. The fuel filler cap is now located in the right fender. The finishing touch was added to the different models by: an electric clock which is standard in all models, a gear shift lock which makes the car even more theft proof, a variable speed windshield wiper system keeping the windshield clear in even the worst weather.

On the other hand in a light rain the wipers do not have to race back and forth unneccesarily. What is it like to drive a Super 90? First of all, the immediate acceleration of the 75hp Super is still in the new engine. Then a great deal has been added to the top end so that we were able to clock a safe and comfortable 116.5mph maximum.

The engine is designed for 3500 revs over long periods with short bursts to 5800 considered practical. The Super 90 we drove was equipped with Dunlop SB 5 braced tread tires. This tire is a wire cord type designed to run at low pressures, much as the Miche lin X. But there the resemblance stops. Tread area is greatly increased—67 per cent more than Dunlop’s fine B=7 nylon tire. Despite greater road contact, the road resistance at top speed takes only 15 hp as compared to 29 hp for the Continental Supersport. Adhesion in turns is much better with the SB-5 than with any other tire and there is no expansion at high speeds—desirable for serious rallyists. The only inherent disadvantage is felt on cobblestone surfaces where the entire car vibrates at a very high frequency. The solution to that is to stay off cobblestone streets.

Before the 1960 models, Porsche had a reputation for oversteer. The very first cars were notoriously bad and needed so much careful attention that the name Heckschleuder (rear slinger) was applied. Steering improvements were made but there was still a slight tendency to oversteer-enough so that very fast motoring was a little dangerous for the new Porsche driver. The Super 90 shows absolutely neutral steering. (A compensating leaf spring has been added below the swing axles.) Entering a turn too fast, the car holds its line and doesn’t break away. An additional virtue is the lack of roll. And there is no difference in handling when driving a series of fast left- and right-hand turns.

Recently, after driving the Mercedes 220S, I commented that I had never before driven a car with such fine roadholding and “driving culture”—a combination of handling and steering characteristics, suspension, seating position, relation of driver to steering wheel, pedals and gear lever, and visibility.

Now I honestly believe that the Super 90 is even better. Seating, for example, is exactly on the center of gravity. The spine is so beautifully supported that it feels as if the body is held by a corset. This is im= portant for prolonged high-speed driving; one can drive the Super 90 for hours without tiring. The new steering wheel is ideally sized and positioned in relation to pedals and gearshift while instruments, notably the all-important tachometer, are in perfect view.Power increase on the Super 90 has been attained by two Carrera carburetors (Solex 40 JJ=4), larger intake ports and valves, compression raised from 8.5 to 9 to 1, and a freer flowing yet quieter muffler. The intake valve stroke has been increased by changing the rocker arm ratio. Camshaft remains unchanged from the Super.
Starting is quick and easy from cold; a hot engine requires two or three accelerator strokes. There are no acceleration flat spots and the car pulls smoothly from 1500 to 5500 rpm in fourth gear without protest.

The four-speed all-synchro-gearbox offers the most sensational fast shifting I know. It is no wonder that Ferrari and many others have adopted the Porsche ring synchronization.
Driving comfort is excellent. Torsion bars and telescopic shocks soak up every rough surface so that it is difficult to realize that this is a car with only an 81inch wheelbase. Steering is not extremely light; it is easier to steer into a turn than in the turn itself. But steering is very direct and uneven road surfaces are not transmitted back into the wheel.

Porsche’s drum brakes are without doubt the best on any production car today. Pedal pressure is light to moderate and there is no appreciable fade after a number of high-speed stops. Hands-off stopping is absolutely straight.
The tiny 1582 cc (96.5 cubic inch) engine moves the Super 90 from a standing start in very good fashion:

0—60 kpg     (37.2 mph)   6.6 secs. 0—80 49.6 9.4
0—100 62.0 13.6
0—120 74.4 19.0
0—140 86.6 27.0
0—160 99.2 36.0

The Super 90 is surprisingly economical. On the Autobahn we checked fuel consumption. At a steady 75 mph the car delivers 20.5 mpg. Stepping the speed up to 85 increased consumption to 17.4 mpg. This engine likes the best grade of gasoline available.

This is an exciting car, a man’s car, outstanding in every way and a real adventure in motoring. In past years we wondered; now we know the Porsche can be improved. The only question is where do they go from here?

By Günther Molter, text from original Porsche brochure of 1962

Porsche is presenting a new version of the mid-engined Boxster roadster at the Bologna Motor Show in Italy on December 5 – 16. In its distinctive design, features and philosophy, the Boxster RS 60 Spyder echoes the classic motorsport era of the 1960s, and in particular the success of Porsche sports cars during that period.
After countless class wins around the circuits of Europe and America, in 1960 the Porsche Type 718 RS 60 Spyder beat competitors with much larger engines to score its first overall victory in the 12 Hours of Sebring in Florida, USA, one of the most prestigious long-distance sports car races, courtesy of Hans Herrmann and Olivier Gendebien.
The new Boxster RS 60 Spyder reflects the sporting character and design purism of that successful mid-engined two-seater sports racing car. The RS 60 Spyder is based on the acclaimed Boxster S model, but differs significantly in terms of its performance and features.

Externally, the RS 60 Spyder is distinguished by a unique front spoiler and 19-inch diameter Porsche SportDesign alloy wheels, which spacer plates have moved outwards purposefully in the wheel arches. A modified sports exhaust system combined with dual tailpipes increases engine output to 303 bhp as well as adding further definition to the car’s appearance. Completing the sporting orientation to the driving experience is Porsche Active Suspension Management (PASM) which adds further dynamism to the Boxster chassis.
Distinctive GT Silver Metallic paintwork is accentuated by the contrasting natural leather interior in Carrera Red. The roof is also finished in red. As an alternative, there is also the choice of Dark Grey natural leather in conjunction with a Black roof. The tail light clusters are also finished in red. Inside, door trim strips made of stainless steel proudly bear the “RS 60 Spyder” model designation. The leather interior trim is further distinguished by a textured surface on the centre sections of the sports seats and the centre door linings, and this also extends to the steering wheel rim and handbrake lever. Completing the sporting ambience is a bespoke gear lever.Complementing the exterior appearance, the faces of the instrument dials have a GT Silver Metallic finish and with this model not having the usual hood over the instrument cluster, the large central rev counter and the two circular dials on either side bring something of the flair of a racing car to the cockpit.
Further features include the windscreen surround finished in black, as well as the centre console, the seat backrests and the roll hoops all finished in GT Silver Metallic and thus harmonising with the seat belts also finished in Silver.
Reflecting its model designation, the Boxster RS60 Spyder is limited to 1,960 examples, each one proudly bearing a silver-coloured plaque on the lid of the glove compartment.

For 1960 the rules for sports cars were modified, dictating a considerably wider cockpit and taller windshield. Reluctantly, Porsche adopted the RSK to the new regulations. The frame was widened and the wheelbase slightly lengthened. The rear suspension was modified once more and the swing axles were now gone completely, replaced by a more modern double wishbone layout. For the first time the 1.6 litre engine was also offered to customers, producing 160 bhp compared to the 150 of the Type 547/3. The new machine was known as the RS 60 Spyder and the subsequent 1961 cars were dubbed RS 61 Spyder, although they were identical. Porsche also developed a coupe version and a similar, but open car known as the W-RS. These cars had even larger two-litre engines and eventually fitted with an eight cylinder engine the W-RS was raced successfully well into 1964.

Despite being based on a car that debuted in 1956, the RS 60 Spyder again proved to be a giant slayer. The international racing debut came at the 1960 Sebring 12 Hours. Reminiscant of the 550A’s early performance, the RS 60 took an amazing one-two victory in the 12 Hour event. Next up was a win at the Targa Florio and Porsche looked well on their way to winning the World Championship against the three-litre engined Ferraris. A second and fourth at the ‘Ring must have felt like a disappointment. Le Mans certainly was disappointing with the highest placed RS 60 finished twelfth and second in class. Porsche and Ferrari had both scored 22 points, but Ferrari was awarded the title on the grounds that they had finished third more often than Porsche. In 1961, the Porsches had to make do with class wins as the Works concentrated on the Grand Prix program.

Although in heavily modified form, the first Porsche spaceframe chassis was raced successful for almost ten years, taking a Targa Florio win as late as 1963. These nimble racing cars lifted Porsche up from a class victory contender to a serious rival to racing greats. They were certainly instrumental in the company’s long path to the much desired Le Mans win and all cars designed in the 1960s incorporated the lessons learned in the many years the 550A, RSK and RS Spyders were raced.

After a successful year, Porsche continued to offer the RS 60 and changed its name to the RS 61. Completely identical in specification to the RS 60, it raced alongside the W-RS which had a more extended nose. In 1963, the factory released detailed documents on how to upgrade the Type 547/4 and Type 547/5 and gain an increase of about 10 bhp.

In 1958 the car successfully finished third overall at Le Mans and came first in class. Jean Behra also brought one of the cars home second at the Targa Florio. In 1959 the car claim overall victory at the Targa Florio driven by Edgar Barth and Wolfgang Seidel. A 718 also won the European Hill Climb Championship in both 1958 and 1959. In 1961 Masten Gregory and Bob Holbert piloted a 718/4 RS Spyder to a class win at Le Mans.

Compared to the original 550, the biggest step forward was the new spaceframe chassis. Consisting of many small diameter tubes, the chassis was considerably lighter and as much as five times stiffer than that of its predecessor. To cope with the stiffer frame, the suspension was also reworked, although it still followed the traditional Porsche lines. At the rear the swing-axles were considerably lowered, eliminating many of the negative characteristics of this type of suspension. With the chassis so much stiffer, the body did not have to carry anymore load, so it could also be lightened considerably. Its design still followed that of the original, but the 550A can be easily distinguished by a louvered hatch on both sides behind the cockpit.

But 1960 brought new regulations for racesports cars, leading to the Spyder RS 60 with displacement increased to 1600 cc, larger windshield, a “functional” top and a regulation trunk in the tail, behind a four-cam engine which now produced 160 HP. This RS 60 brought Porsche its finest results up to that time, particularly in long-distance events. While an overall victory in the 44th Targa Florio in 1960 by Bonnier/Herrmann, with a lead of more than 6 minutes over a 3 liter Ferrari, was within the range of previous achievements – sports cars from Zuffenhausen had already captured overall Targa Florio victories in l956 and 1959 – a new Porsche chapter opened with the first appearance of the RS 60 at the 12 hours of Sebring in the USA. Olivier Gendebien and Hans Herrmann won outright while Holbert/Scheckter/Fowler drove a second factory RS 60 into second, ahead of Nethercutt/Lovely in a 3 liter Ferrari Dino. Swiss driver Heini Walter, at the wheel of an RS 60, secured Porsche’s third and fourth European Hillclimb Championships in 1960 and 1961, following those from 1958 by Count Berghe von Trips and 1959 by Edgar Barth.

The Dr. Porsche designed unraced 1939 1,482.56 cc (53.0 x 56.0 mm) 2-stage Roots supercharged V12 Auto-Union had been projected to deliver 327 bhp (244 kW) at 9,000 rpm. This provided the basis of the Cisitalia 360 car which was built around a mid mounted supercharged 1,492.58 cc (56.0 x 50.5 mm) flat 12 engine giving a conservative 300 hp (224 kW) at 8,500 rpm and a top speed of 300 km/h (186 mph). A fully enclosed streamlined body for fast circuits was planned giving over 200 mph (320 km/h).

Later bench tests showed about 385 bhp (287 kW) at 10,500 rpm. The chassis was of chromoly (high-strength low-alloy steels) tubing and featured on/off four wheel drive with a sequential gear-shift and a rear mounted transaxle also sending power through a driveshaft to a front differential. Suspension was trailing arm in front De Dion tube (It is a sophisticated form of non-independent suspension and is a considerable improvement over the alternative swing axle and Hotchkiss drive types. A de Dion suspension uses universal joints at both the wheel hubs and differential, and uses a solid tubular beam to hold the opposite wheels in parallel. Unlike an anti-roll bar, a de Dion tube is not directly connected to the chassis nor is it intended to flex. In suspension geometry it is close to the trailing beam suspension seen on many front wheel drive cars, but without the torsional flexibility of that suspension) in the rear. Porsche’s experience with the pre-war Auto Union Grand Prix cars showed through in the layout and design of the Cisitalia to the extant that it has been referred to as the “E Type”.

By the time the only prototype was finished Dusio was out of cash. The car languished in development until 1951, at one point being shipped off to Argentina to try and persuade president Juan Perón to invest in the company. By 1952 Formula One rules had changed and while Dusio attempted to source a 2 liter motor for the car a lack of funds relegated one of the most advanced Grand Prix cars of its day to a few Formula Libre events and quick retirement. The car is currently on display in the Porsche Museum in Stuttgart.