Description

Chassis No. WP0AC2963RS480454

The year 1993 marked a welcome change in technical direction for Porsche's flagship 911 Turbo, with the introduction of the long-awaited turbocharged version of the 3.6-litre type-M64 engine. Its power duly boosted to some 355 horsepower, the new Turbo 3.6 enjoyed a significant performance gain over its 3.3-liter counterpart, although the looming introduction of the new-for-1995 993 series meant that production relative to the Type 965 series was comparatively modest at around 1,500 cars. However, there was to be one last hurrah for the 964-shape 911 Turbo, with a final batch of just 93 chassis diverted from the main Zuffenhausen production line to Porsche's Exclusive department. The resulting–and mighty–Turbo S would proceed to become one of the most capable and sought-after roadgoing 911s of all.

Production of the Turbo S commenced in September 1993, with the cars available in two distinct body styles: the 935-inspired Flachbau variant–incorporating sloping front fenders and tilting headlights of the type previously seen on the 928 model–and a more classically styled version, blessed with the 911's trademark rounded front fenders and circular headlights. Despite the former version being considerably more expensive, they were also more numerous; Turbo S production being divided between 76 Flachbau chassis and 17 of the so-called “Package” cars.

In line with their other 964-series siblings, the Turbo S employed coil-spring suspension, operating in conjunction with MacPherson struts at the front and cast-aluminum semi-trailing arms at the rear. Front and rear anti-roll bars of 21 and 22 millimeter thickness were employed, albeit with the ride height lowered around 1.5 inches relative to the standard Turbo 3.6 at the suggestion of legendary Porsche race engineer Roland Kussmaul. In common with other performance models across the 964 range, stopping power for the Turbo S was amply provided by cross-drilled, ventilated disc brakes; their operation further enhanced by the fitment of anti-lock brakes, a larger master cylinder, and a new hydraulic servo in place of the more usual vacuum item.

However, it was in its incorporation of the X88 Performance package that the Turbo S diverged significantly; at its heart the magnificent M64/50S engine was developed in close consultation with renowned IMSA Porsche teams Brumos Racing and Andial. The revised unit featured improved cylinder head porting, a modified inlet manifold, high lift camshafts, a larger KKK K27 turbocharger, a front-mounted oil cooler, improved valve timing and uprated fuel injectors; all of which conspired to increase power to 380 horsepower–an advance of some 25 horsepower relative to the standard Turbo 3.6.

In addition, the Turbo S employed revised ratios in its G50/52 transmission, a ZF limited slip differential, and Carrera RS rear axles, while the car's aggressive look was completed by the employment of X99 959-style asymmetric rear fender vents, an X92 front splitter and 18 inch Speedline wheels. The car's performance was, inevitably, no less accomplished than its specification suggested; with 60 mph achieved in barely four seconds and a top speed in excess of 175 mph.

Intriguingly, this particular chassis completed at Porsche in November 1993, is one of just 17 Turbo S “Package” cars delivered to North America, and one of only two such examples imported into Canada. Configured in that most irresistible of Turbo color combinations, “triple black”–black exterior, black leather interior, and a black headliner–chassis 480454 is believed to be one of just ten “Package” cars finished as such. Extensively upgraded with factory options including leather trim to its dashboard, center console, rear deck and door panels, the car was also fitted with a power sunroof, heated front seats, Sony XR-150 stereo, and a remote CD auto-changer; the latter being located in the front luggage compartment. Originally sold through Torontonian Porsche dealers Downtown Fine Cars.

By 1998, this Turbo S, with approximately 12,000 kilometers passed to a new Canadian owner located in West Vancouver. Service records on file from Weissach Performance Limited show service work performed in British Columbia until early 2000. By March 2000 its clean CARFAX shows it was then sold to an Illinois-based collector; its final Canadian service showing an odometer reading 24,992 kilometers or approximately 15,529 miles. Acquired by the consignor in 2022, the car has been only sparingly used and fastidiously maintained in his custody, with its odometer reading just 21,937 miles as at the time of cataloging. Most recently, in August 2022, service records show a visit to Isringhausen Imports of Springfield, Illinois for a Major Service at 21,841 miles. The Turbo S received an oil change, fresh spark plugs, new air and fuel filters, new belts, a brake fluid flush, and new hood shocks at a cost of just over $4,300.

With Porsche 911 total production having soared serenely past the one million mark as long ago as May 2017, the Turbo S–at just 93 cars–remains one of its rarest ever models; such exclusiveness further compounded in the case of the 17 “Package” examples. In seamlessly blending unalloyed aesthetics with an exhaustive technical specification and stunning performance, these cars remain among the most desirable of all roadgoing Porsches of the post-901/911-shape era, representing as they do the very rarest of the rare. In the case of this immaculately presented yet highly original and low mileage example, such desirability is commensurately enhanced, and as such it would represent an ideal and inspired addition to any serious Porsche or performance-focused car collection.