MCP MOTORSPORT TESTIMONIALS
GT Purely Porsche - 964RS and 993RS
Like it or not, the barriers between the UK and the rest of Europe are coming down. Ever since someone noticed that cars are generally cheaper on the Continent than in 'Rip Off Britain', there has been a steady stream of private buyers sourcing their cars abroad. Although the manufacturers were forced into responding, there are still savings to be made.
It's not just the new cars either; secondhand exotica could find its way into your garage for a fraction of the UK prices and because this is no longer a new practice, you can buy left-hand drive machines that have already been imported. Take a look at the high quality classified ad magazines if you want proof, there are plenty to choose from and all the hassles involved with importing them into the UK has been done for you.
There are other benefits, too, not least of which is that you will be buying an example that has been built exactly as the designer intended. Moving the wheel to the right is a subsequent revision that can have compromises in terms of optimising the driving position, re-housed switchgear and general ergonomics. If you want the car in its purest form, it has to be a left-hooker. Also, there's a greater choice as limited edition models are far less limited in Europe and will often come with additional touches otherwise unavailable on UK equivalent models.
One of the main hurdles to all this is the unknown factor, the lack of knowledge of the car's history. What kind of life has it led? Has it been treated right? Has it been crashed? The reality is that Germany is one of the safest places to buy a used car, the cars are generally maintained to a higher standard and rules and regulations are much tighter than those here. Service histories are not usually kept as comprehensively as in the UK, but dealers will have comprehensive records, so it's possible to trace the car in question.
Having said that, if you are going to import rather than buy a leftie that is already here, we would recommend you use a recognised broker. These guys know the business inside-out, and have all the contacts in place to ensure they get their hands on the best cars that come on the market. Their fee for this is usually around three to five per cent, but this will save a whole heap of effort on your part, and provide a little peace of mind. The import specialists will often buy the cars themselves and sell them on, or go looking for your exact requirements.
As with any car purchase, you should really consider the other end of the process, the resale element. This makes some Porsches considerably more suitable for buying as a left-hooker than others. For example, it really isn't worth choosing something from the current range, the amount you save will be swallowed up by depreciation which can be monumental. The cars that work best are the real enthusiasts' choices, the cars that develop a cult following, the future classics that are still cheaper than their RHD brothers, and yet they retain residuals that fall into the category marked 'glacial'. By a happy coincidence, these are the cars we really hanker after, the models right at the top of any Porsche fan's wish list. What we are effectively saying here is that our favourite machines are the most practical to buy. What else do you need?
To prove the point we're taking a look at the 964RS and 993RS, two cars that fulfil all the criteria listed above, and then some. Get your chequebooks ready, the temptation is hard to resist.
Driving Them
It is the alien driving position that puts more people off a left-hooker more than the complications of importing one. But the reality is that there is very little to worry about after about half an hour it feels as though you've always driven that way. Okay, you may whack the door a few times as your left hand instinctively tries to change gear, and you'll probably try and get in the wrong door, too, but you'll soon learn.
You won't need to go as far as to learn to drive all over again, but practices such as overtaking will need an extra degree of thought before plunging into oncoming traffic. The rewards will be well worth the experiences on offer though.
Doing It Yourself
If you can't find the car you're looking for or are confident enough in importing a car yourself, there is a process you need to be aware of. First be certain of the model and specification you're after and then get yourself on the Internet. Here you will be able to check dealer stock lists and private sellers before going out there, cutting down your searching time once in Germany. Das Verlag is the main classified ad magazine, and well worth searching out. Once you have secured a car, you'll need to go to the local registration office for a temporary number plate and insurance, which will cost around £100. Cars need to be more than six months old to avoid paying VAT once you arrive back in the UK and you'll need to source a Certificate of Conformity for type approval. Then it's just a case of passing an MOT (if more than three years old) before registering it at the Vehicle Registration Office (£25), buying your road tax and fitting your new UK number plates.
964RS (1991-93)
Over the last couple of years the prices for these cars have actually risen. It was possible once to snaffle one up for little more than £20,000. Today you will need at least £25,000 to secure type a good un, but that's still around £10,000 to £12.000 less than you need to pay for one of the very rare UK cars. The reason for the resurgence probably has everything to do with rise in popularity of track days, as the 964RS was the most focused of all the 964s and it makes for an excellent road and track all-rounder.
It was 100kg lighter than the standard 964 Carerra 2, which means that everything that held it back was omitted. No air-con no electric windows, not even a proper door handle - it saves weight and omits things that could go wrong. Not that you'll be thinking about running costs once behind the wheel. It's raw, pure and arguably the most responsive 911 of all. It's still youthful enough not to have the problems associated with classics, and yet retains all the focused driving thrills. It's hard to ignore and once bought it's hard not to exploit it to the full.
This means that most of the examples you look at will have seen a little track action. Don't panic, these cars are built for the job and are well up to the task in hand and if the car has been well maintained there really will be little to worry about. With older cars such as this it is well worth getting it thoroughly examined by an expert who knows this particular model. Very low mileage cars are now a little thin on the ground, but there are quite a number in the 50-60,000-mile range and they will still feel as fresh as the day they appeared on the production line ten years ago.
Points to check over and above the usual wear items include the dual belt distributor which is prone to failure. If it does break then a specialist will advise that you fit the slightly more expensive, but harder-wearing 993 version, which fits right on. Corrosion is still very rare, but if the car has not been garaged it's worth paying close attention to sills and the drainage channels. If they become blocked the water can stagnate.
993RS (1994-97)
The 964RS was always going to be a hard act to follow, but the 993RS was to the 964RS what The Empire Strikes Back was to Star Wars. A sequel that proved to be every bit a match to its iconic forebear. Just as much of a keen drivers' car, with a 3.8-litre, 300bhp, flat-six with a Varioram induction system and the ultimate soundtrack.
Just 47 of the 1123 cars built had their steering wheel on the right and that means UK cars still command around £50k, while a leftie will leave you with ten grand change.
The last of the air-cooled 911s had so many years of development behind it, you'd expect it to be a paragon of reliability. And it is. This last incarnation had a number of revisions to make servicing easy, which in turn keeps the running costs down. As with all 911s, the suspension geometry is absolutely crucial, and with the RS it should be checked at each major service. If it's set correctly, tyre wear will be surprisingly low, however, if camber, castor or toe are out just a little, the rubber will wear unevenly and quickly.
The massive brakes are hugely efficient, and remain progressive and resistant to fade however hard you try. This often means pads take quite a beating and it's not unheard of for them to be completely worn in as little as 4000 miles. The transmission is strong, it is effectively a development of the system first used in the 964, so it has undergone the typical Porsche long development cycle. With the RS the clutch has a lot of power to deal with, but it has enough beef to cope with it. It has a double-mass flywheel with 43 degrees of movement to ensure the action is smooth, so any problems will be immediately apparent. Constant slipping will of course burn it out, so ensure there are no grinds as it takes up, and equally a sticky gearbox is a sure sign that it has been abused.
Being a popular choice on the track day scene shouldn't put you off, just take time asking questions of the owner and the garage that has been looking after it.
Whatever your choice, the 964RS and 993RS provided some of, if not the purest 911 driving experiences money can buy and with either at your disposal you won't be disappointed.
Second Opinion
Maurice Stewart-Ashley has owned the yellow 964RS for two years now after buying from a wealthy German businessman who had his own private collection of 911's. "Once I decided to buy one, the whole process was quite short and straightforward," he told us. "I had an agent looking around for a car for me and he soon spotted this 22.000-miler in pristine condition. I had it inspected by a main dealer close by, before flying out with a cheque and the deal was done.
"I absolutely love this car, I race classic bikes and like the rawness of a car such as the RS. It reminds me of the 1973 2.7, it's as intimate, but it comes with the security of strong brakes and the satisfaction of a decent gear change. I actually have a couple of other cars, so this one gets kept for special occasions and those Sunday mornings when the roads are quiet. It means that I cover less than 3.000 miles a year, but it has been no trouble at all. There are no problems jumping into the left-hand seat after a few weeks behind the wheel of a RHD car. Basically, I just love it to bits. It gets to stretch its legs on track days too, so I am currently looking at a Motech upgrade to improve power and torque without altering its character. One thing I won't be doing is selling it!"
Usefull Contacts
RSJ Sportscars 01733 553969
MCP Motorsport 01263 822481
Autofarm 01865 331234
Specialist Cars of Malton 07000 911993
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