Special technology uses turbocharging technology, only 1250 of which will be produced, paying tribute to the iconic racer of the 70s
You might be wondering why any of us are particularly excited about the new Porsche 911 Sport Classic, driven for the first time in the UK.
This is yet another limited-edition (and sold-out) supercar that commands a very high price and, in the narrow context of the 992-generation 911, offers practically nothing new except for an admittedly few details. is attractive. A bit of material style comes from the 1250 Sport Classic, even if it looks as slick as an oil slick.
Its core elements are widely known. The body is the 911 Turbo’s specifications, hence the Christina Hendricks hips. The engine is the same, although for this application Porsche has tuned the twin-turbo 3.8-liter flat-six from 572 horsepower to 542 horsepower, the 110-liter torque also being affected. lost in the process. At this point, it’s worth recalling that the Sport Classic costs more for the 718 Boxster than the majestic Turbo, at £214k.
The manual transmission and suspension are also familiar, and if you spend enough money on a Carrera S, you can come close to recreating the unusual cabin, right down to the remarkable open-pore wood dashboard panel. Love. Note, however, that the green tacho alluding to the phosphor of the original 1964 911 is unique – and simply beautiful.
Also note that this car, despite its asking price, is not part of Porsche’s GT segment. That’s why it didn’t get the dual front axle desired from the only other 911 that rivals the Sport Classic for exclusivity, the GT3, as well as that car’s 4.0 flat-six engine. liter extremely high speed 9000 rpm. Instead, it is the product of Porsche Exclusiʋe Manufaktur, which has always been more overtly concerned with matters of styling.
All of which makes it surprising to learn that the Sport Classic not only thrives with a genuine dynamic character of its own, but is also possibly the most road-centric car the 992 generation has ever produced. Think of it as a 911 Turbo combined with a RWD Carrera GTS, only the ride quality is better than both and the shoe quality is very good compared to the real world. Few if any of these rare sports cars are as accessible, easy to exploit and enjoyable to use on a daily basis.
The reason why the Sport Classic feels so smooth on the road comes from the fact that Porsche rebuilt the front drive axle from the sponsor’s Turbo chassis. The result of this is not only drivability on demand (which the Sport Classic certainly does, although with its 315-section rear Pirellis it’s not always ready for mischief but has traction very big). Lighter weight at the front means it can run at lower spring rates, and the Turbo’s substantial engine isn’t exactly light – or much of a weed.
The combination of the elegant nose and sledgehammer rear end gives the Sport Classic a feel akin to old-school 911 handling balance, only with updated levels of control and refinement.
However, the car’s gait is truly excellent. That softness in the leading axle makes it seem very plush on any road you point it down, and while it doesn’t show off the turning ability of the GT3, those who use the Sport Classic properly They should welcome trade-offs. However, body control remains excellent – strict but uncertain and with a sluggish feel on twisty roads reminiscent of one of the old 911 GT3s, before it went He-Man .
Of course, there’s no GT-diʋision flare in the trunk, but the 3.8-liter Turbo engine emits an induction roar at the top end in a way that the Carrera’s 3.0-liter engine doesn’t. The most notable acceleration lag possible in this era is also considered a character-enhancing property.
Carrying a weight of 1570kg, the peak of 443lb ft (a figure neutralized to protect the gearbox) also feels just right on the road: not so much that you’d hesitate to hit the throttle for a second but enough to swing the Sport Classic through b ends with a slight weight shift on the way in. This engine simply makes you work less hard than the GT3 engine and the handling, when you really get stuck with it, is extremely forgiving and almost effortless. comical.
Fewer gears (just a little) is the transmission. The action is well done and the oʋerdriʋe is great for touring, but there isn’t much of the same feel – in terms of shifting of the linkages – which would make things difficult, because the steering and pedals very intuitive and engaging (albeit with auto-tuning, if you want). Like the 911, tire roar is also considered, although the Sport Classic is worse than the GT3 Touring.
In terms of style, it’s all watchable. Cartoon Big Fuchs alloy wheels, gold lettering, serrated upholstery, Carrera 2.7 RS-esque ducktail (with an air intake in the air intake used to seal the Turbo’s signature air intakes).
Whether you love the look of this car or think it’s classy or classy, it’s backed by an old-school swagger that’s only apparent when you slide behind the wheel, which is makes Sport Classic surprisingly attractive. That’s not to say a conservatively specified Carrera S won’t do the trick, but there’s the X-factor, both dynamically and aesthetically.
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