The car we are proudly featuring was the Cover star of November 2008 issue of "911 & PORSCHE WORLD"and was also featured in Christophorus #341 and other publications and articles. This car was a STAR! The current owner sourced the car from reputable Porsche shop JZM, bought and registered in Hong Kong in October 2015.
Way before Singer "Re-imagined" Porsche 964 in the USA, Richard Tuthill of the eponymous Porsche shop Tuthill Porsche in Wardington, Oxfordshire already had the concept to create a "brand new" 1974 Carrera but with modern mechanics. The retro-mod transformed the tidy but tubby 1988 3.2 into a lean and green 1974 911 Carrera. From the outside, it looks like a "brand-new" 1974 Carrera in Lime Green of the era. However, underneath that 70' exterior is a modern competition specification engine, a bespoke braking system, gear-shifter and pedal box. Various handling and suspension upgrades and a new lightweight RS interior.
The car started life as Motoring Journalist and Top Gear's show host Chris Harris' 1988 3.2 Carrera coupe in Silver Metallic with linen leather, a late example in good solid condition with just under 80,000 miles and full Porsche history. Petrolhead Oliver Wheeler and his wife Tina Hobley, actress and medical soup opera star of "Holby City", bought the car off Harris in 2007 and began the One Year, $500,000 journey to transform the car.
First on the list was body off, bare-metal respray and color change, including the cabin, luggage compartment and engine bay, a magnificent job that took over 80 hours. Cosmetically, the heavy flag mirrors were changed to the ones from 74' Carrera in the right location. The whale tail and rear wiper were removed and a 74' RS Ducktail engine cover fitted, lending a smoother look to the back end. The front valance changed to the earlier model and the fog lights removed, creating an elegant, un-spoilered look of the car.
For the engine, the Motronic intake and injection were replaced with the latest 911 upgrade like individual throttle bodies, matched to the latest MoTEC ECU controlling fuel delivery and crank-fired ignition. The heavy original exhaust were also replaced with lightweight Dansk silencer. More weight was saved inside, where factory sport seats were replaced by a pair of nice, retro leather lined buckets. Th rear seat backs were deleted but 3 point belts were retained for your juniors. The door cards were changed to RS items, the carpet was replaced with RS set as well.
The list continues, six-pot front and four-pot rear billet calipers over 3.2 discs with Ferodo pads were fitted. The servo and master cylinder upgraded with cockpit adjustable bias. The original 16" Fuchs refurnished. Underneath, the suspension is now fitted with full Elephant Racing items. As a 1988 car, it is of course fitted with the Getrag G50 gearbox, which was further enhanced by a truly magical short shifter kit.
The result? Throttle action is incredibly light and the car revs quickly with just a touch of right foot. The car is smoother all around with a crisp throttle pedal, instantaneous on the get-go and gorgeous induction noise. The modification takes the old flat 6 into the 21 century. The engine bay looks amazing, removing the air filters reveals shiny intake trumpets and individual throttle bodies. Pure car porn. The lighter weight certainly helps the acceleration and adds driver enjoyment in every area. Suspension is wonderfully communicative. The rear is still without being hard and the front is light and responsive without the understeer of the old cars. The simplistic interior is both functional and fashionable.
Body: 2 Doors Coupe
Exterior: Lime Green (Paint Code #137 Gelb Grun)
Driver's Sider: RHD
Indicated Mileage: 95,799 Miles
Location: Hong Kong
Registration: Hong Kong Registered
History: Originally delivered Oct 17, 1988 in the UK. Owned by Motor Journalist Chris Harris and Converted into 74 Carrera in 2008. Purchase and registered by the current owner in 2015. Showing 0 Hands on Hong Kong VRD. Overall in pristine condition mechanically and cosmetically with extremely well documented history and press coverage. All owner's manual, stamped service book, tools, records of V5, MOT, repair, modifications are included with the car.
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Featured car on numerous publications
Fully documented history and famous ex-owners
Well executed RetroMod by the reputable Tuthill Porsche in the UK
90 out of 100 Condition
- Upgraded and installed ELEPHANT racing full suspension kit
- Interior leather restoration for door panels, under dash
- New Headliner, Sunvisor, floor mats, overmats
- New rubber strip for roof
- Upgraded intake manifold, replaced hoses
- Replaced injectors, Camshaft and Crank position sensor
- Installed MoTEC M130 ECU + Tuning
2015 (95140 Miles)
- Fully serviced by JZM Porsche specialist in the UK
2007 - 2015 (90887 Miles)
- Full conversion, upgrade and serviced by Francis Tuthill LTD, Porsche Centre Bristol
1988 - 2007
- All records are available
BACKGROUND AND HISTORY: (Source: Motor Trend Buyer's Guide for 1984-1989 Porsche Carrera)
If you lust after a 911, you don't need to be told why. There's no sound quite like that whirring, six-cylinder hair dryer living just aft of the rear axle. There's no other shape so pure and simple. There are few cars that have been as successful on racetracks around the world. Porsche's venerable icon is one of perhaps a dozen designs that, more than anything, simply says "sports car."
More than 40 years' worth of 911s have created a lot of experiential bandwidth. Pre-safety bumper cars (1973 and earlier) are the classic-era 911s. The 1974-1977 cars are less desirable, due to low power outputs and troublesome emissions equipment. The 964-series 911 (19891/2-1994) had strange-looking bumpers, optional automatic transaxles, airbags, and more luxury trappings. They're often viewed as a departure from the original 911 ethos.
In between are the 3.0-liter 911SC models (1978-1983) and the 3.2-liter Carrera lineup (1984-1989), a dozen years of 911 production that's plentiful, affordable, and blends the tradition of the early cars with dabs of modernity and comfort. Here, we focus on the later Carrera, as it benefits from better performance and significant production updates, yet still embodies that original 911 look and packaging.
Carreras were offered in all three 911 body styles: coupe, convertible Cabriolet, and the Targa, with its removable center roof panel. Performance types lean toward the coupe because its chassis is by far the most structurally rigid; some just feel it's the right look for a 911, too. The Targa is a neat concept: semi-open car when you want it, closed car when you don't. The trade-offs are increased chassis flex and the additional care required to keep the top and its seals leak-free. The Cabriolet version, introduced for the 911SC's swan song, 1983, offers the full open-air experience.
Even though the carrera's basic architecture celebrated its 20th birthday when this model was introduced, steady evolution kept the performance ahead of most of the pack. Road tests of the day noted 0-to-60 times in the mid-five-second range, quarter-mile times in the low 14s, and solid 0.80g grip on the skidpad. Control inputs are heavy; the manual steering has been lauded for its feedback and feel, but it issues up its share of bumpsteer, too. The power four-wheel disc brakes are equally firm, yet communicative; you'll get used to the floor-mounted pedals. For sports cars with a relatively short wheelbase, Carreras ride beautifully over all but the worst pavement, as long as the tires, shocks, and bushings are in good shape. You've likely heard much about the 911's tail-happy handling characteristics and potentially lethal off-throttle oversteer. That reputation is well-earned, but suspension updates and the use of ever-wider rear tires make it a real problem only when driving to the car's and your max.
The Carrera's interior is compact yet accommodating. You'll have no trouble telling that its layout stems from the 1960s (or at least the early 1970s), but comfort and creature-feature levels improved over the years. The car had become expensive, but a fair amount of stuff was standard, including leather upholstery, power windows, air-conditioning, and power sunroof. The rear seats don't even qualify for a "+2" rating. Porsche's front sport seats have long been praised for their support and comfort. The cabin's worst aspect is its HVAC system; the A/C unit is as effective as blowing warm air across an ice cube (although the heater will boil water), and the arcane controls require tutoring.
The Carrera's 3.2-liter flat-six boasted nearly 80-percent new parts, although its overall design was the same as the 911SC's. Horsepower increased from 172 to 200, torque went up as well, and fuel mileage improved by nearly 20 percent. The only transmission offered at launch was the Getrag 915 five-speed manual. A slicker-shifting Getrag G50 box became standard in 1987. The proper tensioning of the engine's timing chains had been a problem since the 911's birth. A proper fix finally appeared in 1984 in the form of a revised chain tensioning and lubrication system; this alone is one reason to consider a Carrera over a 911SC, although the latter can be retrofitted with the improved hardware. You won't find a more robust powertrain than a Carrera's. Given timely care and frequent oil changes, they'll run well for 150,000 miles and more. Be sure not to miss scheduled valve adjustments. Clutches require replacement in as little as 50,000 miles, but can live to 100K in the hands of a sympathetic driver.
As with many Porsches over the years, one of the Carrera's most endearing aspects is its superb build quality. Every fitting, the stitching on the seats, the smoothness of the paint, the instruments, the drum-tightness of the body structure, the materials employed--everything smacks of quality. Given good care and enthusiastic use, they'll go long and strong. While it may be an overstatement to say that mid-1980s Carreras will appreciate, honest, low-mile, rust-free examples are in ever-increasing demand and should at least hold their value.
The mid-1980s Porsche Carrera bridges the gap between the lightweight, visceral, and increasingly more expensive 911s of the early 1970s and the larger, luxurious, computer-controlled Carreras of today. A 1984-1989 Carrera costs no more than a moderately equipped Camry; they're satisfying cars to own and drive and, as the last old-school 911s, are already on their way to being modern-day classics.
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