How Porsche's Ultimate Supercar Nearly Killed Them

In 1903, two men stood staring at the cold, empty skyline of Kittyhawk, North Carolina, and flipped a coin. The result would put Orville Wright in command of the first powered heavier-than-air flight. The right pilot would overcome gravity for just 12 seconds in a miniscule period of time. but it was all that was needed to change the world at that time, it was impressive and innovative, but 120 years ago no one could have imagined that just a few decades later we would be shouting in the sky at supersonic speeds that wars would be fought and won in in the air, not on the ground, and that powered flight would become fundamental to connecting the global human species.

Rarely do we, as humans, realize the potential of what we created in 1948 with his father under house arrest awaiting trial for war crimes. Ferdinand Fairy Porsche Carl Rob and Irwin Kenda set out to create a sports car and just a month later they would reveal their design: a humble Roadster clad in aluminum, it has the engine in the wrong place and its parts were borrowed from the humble Volkswagen Beetle, simple, cheap but effective. Porsche 356 would launch the world's most prestigious sports car brand with just 40 horsepower decades later, a Porsche 917k would fight and fight its way through 24 hours of brutal rain and dark night to cross the finish line first, a victory that would cement the halls of stutgart Porsche's unofficial rally cry win, win everything and win at any cost by 19 1980 Race goers around the world watched Porsche's iconic 911s dominating their opponents with little mercy from the snowy banks of Sweden to the undulating curves of paved circuits. around the world Porsche was on top and could not fail, but behind those colorful racing cars in the shadows of those podium celebrations Porsche was essentially rotting years of bad decisions had left the business side of Stuart's finest in a disaster Gearheads winning races had no idea how to be profitable in the modern world and so, at the dawn of the 80s, Porsche faced annihilation.

In that darkest moment, some Brave Minds at Porsche decided to take a chance and build a machine so powerful, so complex, so ahead of its time. that would change the future of fast cars forever and almost kill Porsche itself in the process. This is the story of the best car ever made by Porsche, the 959. The Porsche 959 was innovative, revolutionized incredibly quickly and almost broke Porsche itself, talk about breaking things, yes. This summer, do you know what else broke my wrist? When you break your wrist there are a lot of things you realize, you take for granted petting your cat, driving a manual car and most of all being able to cook yourself a hot meal, thankfully while I had that broken. arm I didn't starve thanks to today's sponsor The fact is that chef-prepared meals are delivered right to your door no buying strange ingredients for some things on my list um dolphin milk I like CER powder no dirty dishes pots and pans none of those just delicious, nutritious meals ready to eat in just minutes, every meal made with fresh ingredients approved by dietitians and created by real chefs, you know, like those bear guys, which is a great sight, look if you are like me.

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Blow, you know, maybe let's advance this part a little further. Ah, that's better. 1970. Good has triumphed over evil and Porsche has become one of the most dominant names in racing. trace his flagship sports car, the 911 breathed through a shiny new Turbo, it's fast, it's curvy, it's deadly, and the desire of dentists and architects around the world to be a casual observer. Porsche couldn't do anything wrong inside, yet Porsche is at war with itself despite having won. The company's streak has struggled to stay afloat. Poor business decisions and lack of sales were causing panic at the highest levels.

Their flagship sports car was actually struggling to sell and Porsche itself was running out of money to add fuel to the fire they were going through. A complete corporate restructuring decided to go public and elected a board of directors as front men. They appointed an old engine designer named Ernst Ferman to run the company. You know the guy who put the turbo on the 930, one of the first decisions this new and improved made. Leadership was taking the same machine that gave them worldwide podiums, renown, and virtually their entire brand identity, taking it out the back doors of the factory and shooting it in the head, whether you drive a Porsche 911, or whether you drive a Porsche 924.

Whether you drive a Porsche 928, nothing comes close. Ferman, now in his 50s, had a long history with Porsche and, more importantly, with the 911, but he believed that rear-engined cars would be a thing of the past and it's a bit difficult to blame him to this day. today. The success of the Porsche 911 is a notable feature. The DNA of its rear-engine design was simply due to its shared heritage with the Volkswagen Beetle. The design was chosen not because it was better but because Porsche was bankrupt when they started in the 1940s, so they just used what they had lying around, but now decades had passed since those early days.

Continuing to make this archaic sports car made little sense on paper with the oil crisis. Ending sports cars was advancing at a dizzying pace and the 80s were going to be the dawn of future technology, luxury living, wealth and cocaine, a lot of cocaine, that air-cooled engine behind the rear axle was a relic of In the 1940s, the 911's cramped interior was not spacious enough and its suspension was not comfortable. enough for the rich and fat car buyers in the 1980s around the world, a new generation of luxury GT cars were emerging from Germany, the United States and Japan, front-engined, rear-wheel drive Highway Cruisers that would take you far, do it comfortably, do it quickly and you will do it.

I felt like Lex Wexner and that's why Ferman believed that Porsche had to follow the program and that on September 11th it had to die fortunately, although not everyone agreed with this decision under his luxurious boardroom helmet, but the humble engineer fumed with rage as I heard rumors about the 911 being scrapped. 911 had meant everything to him. How could the suits think this was a good idea? His mind was furious, but he had a lifelong career at Porsche that he wasn't willing to risk even for the 9./11, so he swallowed his pride, smiled and nodded when asked to develop the new range because, once again, it all made sense: the 911 replacement would be ahead of its time, rather than clinging to the past, a high-efficiency water-cooled V8.

It drives a transaxle that splits the weight of the drivetrain for perfect balance, something its competitor, the Corvette, wouldn't adopt for another 20 years. fully independent sports suspension, powerful disc brakes, power steering and a spacious interior. This was definitely not a 9911, it was the 928. Porsche's flagship Grand Tour of the future with its little brother, the 4-cylinder 924, was ready to leave its Stone Age past behind and join modern motorsport. Global sales projections said they could break out of their niche market, the engineering segment. titles and vests and finally sold a ton of cars to the whole world Porsche prepared their factories printed their posters and advertisements and revealed the new cars to the world at the 1977 Geneva Motor Show millions of dollars were spent on the future of the company at stake the curtain rose The cars were shining under the lights and no one cared what that is.

Charles is my new Porsche 928 S4. Should I have the driver put it in the garage? Set fire to the driver. The 928 and 924 were justifiably compared to the outgoing 911 and comparison no. It doesn't help that reviews describe the 928 as slow, it wasn't, but it was a heavy ax compared to the nimble, tiger-like prowess of the 9/11. The 928 was numb in the hands and quiet in the ears as the 911 communicated with you through its vibrations and growls despite its new liquid-cooled engine fires broke out, rumors literally began to spread that the 928s were poorly maintained by less enthusiastic new owners and caught fire to make matters worse, the 928 assembly lines were all new and it shared almost no components with Porsche. older models and that made them incredibly expensive to produce, so when it failed it was a costly mistake.

Look, the 928 wasn't terrible, it was a good car, but the 911 was just better. Porsche could try anything he wanted, but all artists will always be artists. Compared to their greatest success, the lackluster sails were a real punch in the gut for everyone at Studart. The most affected was Ernst Ferman, who was battered and bruised by the decision and walked out and then sat in an empty chair at Porsche headquarters, with a blood-curdling curse. air around him who would then step up to save this sinking ship who could sell the 928 to big fat Americans with big wallets and well why not an American Matchbox construction zone CD ROM Caterpillar is the real deal and you're in charge?

You can choose and operate big cat machines like bulldozers, excavators and tractors. In 1980, a man named Peter Shes ran one of the largest Caterpillar brands in the United States. The reason when you think of construction equipment you see yellow shs, he was a German expatriate whose Jewish family had fled. his Homeland in the 1940s, for some strange reason, the leaders of Porsche thought that he would be the one who best knew how to sell his countrymen his new grand tour because he was a German who sold giant machinery to the Americans, of course he could sell them Their bloated new is also a sports car, so in 1981 they appointed Shoots to lead Porsche, but what they didn't know is that they just made a big mistake, well it wasn't a mistake, it was a big decision, but as you know, It wasn't what they thought.

What I mean is that she was a 9911 head and he was known for a trait that was missing in Porsche leadership at the time. He listened immediately, when he found out about his new role at Porsche, he went out to talk to the engineers, the racing drivers and the boots on the ground at the dealerships selling the cars to the public gathering information about his new company so he could better lead it. . He was quickly called back to Germany for a boardroom meeting at headquarters; It was going to be a welcome party where executives and marketing gurus laid out their plan to sell the 928 and 924 to the world.

There, in a room, sat the lead engineer, the hulk of Our Man, with his head bowed and an air of rage glowing around him, armed with the knowledge and experience he gained from listening to her. He looked around the room and sat quietly with a smile. Porsche leaders laid out his plans. Marketing teams laid out the numbers. Bot continued to seethe as they pointed at the graph. That damn chart on the wall was a poster describing the future of Porsche, each current and future model in the company's plans, stacked on top of each other with a line projecting how long each model would run, the 928 remained at the top until the 90s and evenover the millennia, 924 was right.

Beneath the base model of its new Grand Touring range, the people at Porsche claimed that this was the future, that even the 924 would become a racing car and carry the torch of that old outdated dinosaur, the 911, which was in the bottom. from the chart, an afterthought, his timeline ended only a few years after that same day. He was sure that 9/11 was over. The kaput helmet robot finally boiled over hideous balls, he stood up and proclaimed that 9/11 was too important to kill and he quickly calmed down, the other Executives were waiting for their newly appointed lapdog to join in to reign in Bot, but instead, he got up from his leather chair, grabbed a pen, walked over to that damn chart, and drew a line from the 911 that stretched past the 924 flew past the 928 Beyond grung Rock, beyond Nsync and Myspace and toward the walls of the room and then presumably threw the pen at the forehead of the nearest dazed executive and gave B a high five, okay, maybe that didn't happen, but she had drawn her line in the sand and with that simple line the future of Porsche became clear September 11th was forever at Porsche ke The staff meets regularly to discuss modifications and improvements at this time many important contributions are made in the refinement of our cars we try let the meetings be brief now, 40 years before that meeting, the shoes and Bot were on opposite sides of one of the most brutal wars in human history, but that day they were allies and together they undertook a difficult task. saving not only one of the most important sports cars of all time, but doing so without poking more holes in Porsche's already sinking ship.

Could they bring that archaic platform into the future without massacring it? Could a rear-engined sports car compete with Japan's Gundams? Italy's spoiled ponies and the cheeseburger-powered American Rockets, damn it, would try the first thing they needed to get the bad taste of the world out of their mouths that the 928 had given them and prove that they were still the fastest brand in the world. world as part of its original Porsche plan. I was getting ready to get into a couple of those race-spec 924s at Lon, but they were a shot in the arm, like every other smart executive I talk about on this channel, he had one goal: win at all costs.

I never get tired of saying that Shots told everyone in the racing division that if they didn't want to win seriously they should quit. How many of you think you would like to have an advantage over your competition? How many of you would like to see an advantage? proper Porsche grade racing program and then said to do it quickly, so Bot and his engineers walked into the Porsche Museum one day and stood in front of the Porsche 936 on display, a relic of Porsche's golden days, a champion lamama in 76 and 77 which is now collecting dust. The engineers tore down the supports and stole them.

Bot had been developing a new engine, one that would eventually power the 956 years later, so, in the interest of winning and winning fast, he bolted it to that old rumor spreading about a wild new Porsche. ready to hit racetracks around the world and that was all it took to convince the legendary Jackie eeks to headline the show. eeks was a loud, bold and dominant driver who had previously piloted the Can-Am dominating the 917 and had given Porsche multiple touring car championships, including including those coveted Lama winds with the 936 bot eeks and the 936 went to France in 1981 and brought home a shiny new trophy, they had proven once again that they could win big and told the world that despite their lackluster sales and confusing policy, Porsche was still "The king of speed, the victory gave him Bot a newfound confidence and finally felt that now was his chance to alter the course of Porsche history and the engineer close to his biggest job came up to shoot and said it was time for us to build the

ultimate

911 and we." At Porsche we're taking it to the desert, we don't let you buy a car unless we've tested it first.

The robot's method of testing cars was to destroy them. He had been with Porsche since the 1950s, where he was hired to do testing. Their transmissions, Volkswagen's aging gearboxes in early racing cars couldn't handle the torque, so the robot would build new prototypes, put them in the cars, and drive them until they exploded. During his decades at Stuart, he had revolutionized the 911. The robot used Mercedes parts to repair -He designed the suspension in the 60s and drove the prevalence of the Mcfan strut that we still use to this day. In the '70s he experimented with regulators and strapped cameras to cars to record telemetry, a technique way ahead of his time, and eventually Bot knew it.

He could solve many of the 911's turbo problems with the use of all-wheel drive. At the time he had been largely ignored, but now, with the company leader behind him, this was his chance with Shoot's approval robot, which prepared his team to return. -Design the 911 from scratch to solve each of its problems, free it from each of its limitations and propel it with all four wheels to demonstrate that this new transmission would elevate the 911 to new levels that the team set out to test. in a tremendously difficult round of testing that would push the car to its absolute limits and probably beyond them.

In 1984 Porsche would participate in the Paris darar rally. Now Porsche was no stranger to the oppressive heat and wild terrain of Africa. The early Safari rallies had many 911s due to attendance, but by the time the new Paris rally began in 1979, the stakes had been raised on the inaugural race. 182 vehicles would leave the starting line in Paris, but after 6,200 grueling miles, only 74 would see the checkered flag on the car, so Bot thought this was the perfect playing field to test the all-wheel drive 911 following the example of Audi's revolutionary Quattro system, but following its own path, Porsche's psk or Porsche Stewart's comping.

I probably pronounced that wrong, let me know in the comments, it would distribute its power with clutches rather than differentials most of the time, the psk would send 60% of its power to the rear wheels, mirroring the weight distribution of the car. Under hard acceleration, it would operate as if it had all-wheel drive and, when things got tough, a computer would split the power up to 50% front and rear, this would be the revolutionary but complex system that would later form the basis of the Tesa system of Nissan, while the bot team had a 959 prototype and drivable condition for the race, decided it would be better to put an older body on top of the Prototype platform for the race because, well, they were too late to actually create a body, so in 1984 Raina Mega would launch a dated-looking Porsche off the line on Paris Drive, 6,200 abusive miles sitting atop what was essentially the 959 battling rally icons like Mitsubishi and Range Rover and crossing the finish line first in the car, the psk was then a huge success with a trophy to back it up and now the last piece of the puzzle for the definitive 911 was in Place rewinds time before its big win in Germany, the bot and his team had been working for years on the 95 9 to begin the process of building the

ultimate

911 that they would need to start with, well, you know, a 9911, so they threw a 1983 9911 on the factory floor and tore it apart. , completely dismantled it with the intention of rebuilding it, solving its problems and refining performance along the way, to begin with, of course they wanted more power, but there was a problem.

The Porsche Flat 6 had been air-cooled for as long as Porsche had existed, but the power they were aiming for was going to be too much for air to keep under control. Fortunately, Bot had already designed liquid-cooled heads for the Group C winner 956, so the 959 would have those water-cooled heads and it became a preview of what was to come the water-cooled 996 racing DNA. in the 959 it didn't stop there the classic 911 Flat 6 would receive a complete makeover in the end it would share almost nothing with its cousin 911 essentially being the road version of the legendary 962 engine, aluminum block, titanium connecting rods, two cams per head, four valves per cylinder, all fed by Bosch's metronic fuel management system, was everything Bot and his team had learned in racing, united in a 1 2.8 L Masterpiece and this being the 1980s, a turbo always was going to be involved, unlike the 930, you know, the one with the big turbo that kicked in and tried to kill you, the 959 would employ two sequential turbochargers, one that kicked in before the other to downshift the turbo. delay and when the combination of fuel, air and fire exploded behind you with the power of 450 horsepower, more power than any road car was generating at the time, now what it lacked was torque, so Porsche approached Borg Warner to develop a new transmission, what they did was a six-speed transmission that allowed the 959 to maintain a large amount of torque at any speed it reached 60 M hour in less than 4 seconds and allowed the 959 to reach top speeds of almost 200 mph, figures that would be the requirements for proper

supercar

s for decades.

Oddly enough, if you were sitting in one you wouldn't notice a distinct lack of a sixth gear on the lever, just one to five, preceded by a strange one labeled G, apparently to get past noise regulation in Europe. Porsche designated its first gear. Like galanda, the German word for terrain, they would describe it as a kind of four-wheel drive low range meant to get you out of the snow and mud. That way, when they went to noise test the 959, they were able to start the car in the Tamer. quieter second gear now slippery rule leave out this meant that the 959 was the first six-speed manual sports car, all of this together that lay beneath the skin of the 959 were incredible and revolutionary innovations that would dictate the world of

supercar

s in the next decades.

Now what surrounded all this wonderful machinery was more hidden Miss, look, I know I'm going to get roasted for this, but I'm pretty sure I'm not alone. The 959 is magnificent, it is undoubtedly one of the most perfect cars of all time. built, but it is also one of the strangest cars to ever come from Stuttgart. Many will say that it is beautiful and that it is a sin to change the sacred name of 959, but in my opinion, no one else is Goofy, I know that. I said it, but I believe it, the front is strangely tight, those hard horizontal air vents contrast with the well-formed body, the wide arches do not match the proportions of the wheels, the air duct in the rear fenders looks like the hole in a whale and the back is square and hangs off the back of the car like a backpack, as you can probably see, it's not my favorite car, but it's not really the 959's fault, let me explain.

A long time ago, in 1982, Porsche realized that their classic 911 bodywork needed to catch up with the modern world and become aerodynamic, they took a 911 and a bunch of clay and sandpaper and created this: the studio aerodynamics of the C29, a Porsche 911 polished and then sanded to reduce its drag coefficient to 28 CD. Now, that number isn't a record level of aerodynamic achievement, but when you consider that the 930 was rumored to have an embarrassingly bad .5 drag coefficient or that the G floated closer to the 041, this was actually the 911 slipperiest ever made, now the c29. The study was an attempt to make a 911 cut in the air.

Damn the beauty, and it did so admirably, of course, when the 959 project began a year later, the aerodynamic design was incorporated, the C 29 concept body was draped over a standard 9911 chassis and whatnot. Did they stop there? The lines of the 959 were really just a study in a wind tunnel, nothing polished and refined by a designer, no consideration for what a super should look like or even any consideration made to fit the proportions of the 959, it was pure science and not there's Artistry and in my opinion it's strange to see it again. I'm sorry, what's worse? When developing the 959, engineers designed the car to produce zero lift as it climbed at triple-digit speeds because any lift would lighten the steering and create instability. something you want from a car that will do 200mph in the Autobon, it was a commendable effort, but they were so insistent at this point to reduce drag and have zero lift that they didn't really do anything to provide such massive, integrated downforce.

Wing might not have been there because when it came time tocornering did nothing to push the car down and help the tires grip the road, so the 959, the 911 with special race car homologation, would suffer in racing however it could. t It's that good, all that aside, it was impressive in its uniqueness, especially coming from Porsche, who were very shy about taking their sports car design beyond 1972. If you looked at an '87 911 parked next to a 959 you would think they were made 30 years apart, even the 964 that followed the 959 seems stuck in the past, the 959 was going to be the future and as we all know now the future was carbon fiber , but surprisingly or perhaps even more disappointing, the 959 is not made exclusively of carbon fiber.

The 1980s were the beginning of the space age material revolution and the 959 ended up as a kind of Frankenstein's monster of supercars because it used all those materials in strange ways, the front shrank and doors were aluminum, the nose and rear bumper were polyurethane, most of the shell was fiberglass reinforced Kevlar and the chassis was still the same steel construction as the 911 for which it was manufactured from now on. If you ask Porsche today, they'll tell you it was to encourage experimentation with different materials, but if you ask them both, he would do it. I tell you it was because they didn't have the money for carbon fiber knowing what Porsche was going through financially at the time.

I tend to believe that whatever the reason this mix of materials created problems with the kit's paint reacting differently to the doors than to the fenders made it difficult to match colors or prevent runs; however, the quality of the paint was sacrificed in the name of these Agee space materials. At the end of the day, it certainly didn't look like any 911 before it, it growled and roared like no 911 before it and with the help of even more radical technology, it would drive like never before. Super detail Four-wheel drive Four-wheel independent suspension All-terrain Dynamics combined with on-road performance for a new level of enjoyment Porsche 959 radio-controlled Racer the 959 Porsche implemented a complex system of eight hydraulically linked shock absorbers in the 959, two in each curve, one that adjusts the ride height and the other with electronic control. controlled damper adjustment, this system was so effective that it even eliminated the need for standard anti-roll bars, whether driven on the street or a race track, the 959 would behave differently depending on what you demanded of it if you wanted get out of line and break your neck.

The 959 would squat at the rear to provide better traction. If you were to throw it into a corner it would tighten up and deliver power perfectly to the wheels, giving you the best chance of hitting your Apex cruising down the Autobon at 150mph, it would smooth out and behave. giving you an almost boring driving experience at dangerous speeds. If you need to drive your 959 down a rough country road, you can even raise the suspension to clear obstacles or, more importantly, run down that road and slide through a snowbank. It was so advanced that it would. Even doing things automatically as speed increased, the 959 would be lowered to maintain that zero-lift stability and give it better aerodynamics to hit top speed again in 2023.

All of this may seem tame and normal, but this was the mid-1990s. the 80s and it was downright science fiction. The attack attached to this complex suspension system was the largest set of brakes Porsche had ever built, but it wasn't. The important thing was how big they were, the important thing was the fact that they had ABS for the first time in the supercar world and the real novelty came after strapping the 959 to the road was a set of Bridgestone tyres. Yes, the Japanese Bridgestone tires on a German supercar were quite strange, what was more strange is how narrow they were.

Porsche engineers were confident that the all-wheel drive system could maintain traction with tires only 255mm wide at the time when other supercars were approaching 300 or some like the Kosh, closer to 350 now. What was even stranger was that they were wrapped around hollow magnesium wheels, the tires and wheels formed a connected air pressure system and this was done so that the 959 could be the first car to hit the rubber with a system. tire pressure monitoring. or TPMS, the 959 was the sum of 12 ideas per week, all gathered in a single car under the watchful eye of the robot, a collection of ideas that were decades ahead of their time and that are still combined today in a way that few manufacturers of automobiles can reply that the public had.

Seen the 959 strange but aerodynamic lines in 1983, just 2 years after its inception, at that time they called it Group B because the wild world of turbo all-wheel drive rally competition is how Bot got the Greenlet project in 83 , it was just a concept. and few believed that Porsche could actually make the car, but now, years later and with millions of dollars spent with its Paris trophies on the shelf and a car full of Wild Tech coming together, Porsche was beginning to prove everyone wrong, you understand that you have something new. on wheels that could be called super exotic, yes, this is the fastest production car in the world, John, and only 200 of them will be made, so it is exotic and it comes from Porsche throughout its development, when the car began to take shape.

Porsche gave the group b concept car a new name because, well, you know, Germans don't like letters, they really like numbers, which is why it was called 959 when the doors opened at the Frankfurt Motor Show. 1985. The Porsche stand featured the fantastic, incredible homologated 959 road car. theirs for just $225,000, which is probably a price they absolutely regret, not because it was too expensive for the public but because it was too cheap for Porsche themselves. In '85, the project had far exceeded the budget, but with its financial future in doubt, it simply fortunately, there is no turning back, that presentation in '85 gave them hope to continue because the press went crazy and with the victories of Lama and Dar in recent memory, the public buzz around Porsche at that time was at its peak, they were ready to buy Porsche's racing car for the road. and then Porsche set a release date of 1986 and with that the 959 would become real, it would dominate the rally series it was destined for, it would change the face of Porsche and the supercar world forever and Porsche would be saved from annihilation. financial, but There was only one small problem, yes, in 1986 Group B was canceled before that cancellation.

Porsche had entered several 959s and other cars that shared parts with it in various rallies as practice for that group B competition and they even won some events, but ultimately by the time it came out, the 959 was a race car built for a race. which was no longer done like the LFA that would come decades later, it just took them too long to do it now. Bots 959 was never again a total disaster with the unbreakable Raina Mega at the wheel, a racing variant known as the 961 won its class in a long time, but fortunately the 959 would never make a splash in the racing world, although Porsche had already started to manufacture street cars for the homologation requirements at that time. be folded and that's why in 1987 Porsche said what the hell let's sell them anyway, the 9917 is the quintessential Porsche racing car, but if you ask any enthusiast to name their fantasy Road going Porsche, the answer will probably be 959, This is a Ferrari F40 considered by many. being the best Ferrari ever made powered by a Group B tuned engine made to compete and win in races around the world and the latest fast and loud red car approved by Enzo himself Ferrari is disgusting it is fantastic it is the shining example of the revolution of the 80's supercars and is far behind the 959, like decades, yes they were both racing homologations and yes they were both insanely expensive, but the F40 was essentially a racing car with turn signals and the 959 was everything what the Porsche 959 was. absolutely the fastest car of the 80s 0 to 60 in just 3.6 seconds meant the F40 was a second behind you its all-wheel drive system meant it had surpassed GP level in any environment on any surface and in any weather The complex hydraulic system and the suspension meant that you could be crawling down a cobblestone road, carving the corners of the nearest canyon or bouncing over the bumps and jumps of your favorite country road and you would feel nothing but confidence that its interior was comfortable, its dials and electronic components worked when you asked them to and Most importantly, unlike all other supercars of the time, they did not spontaneously combust.

All of this combined meant that the 959 was absolutely astronomically boring. I mean, why do we all love the F40? Why is it always talked about and not 959? It's not because it was the fastest it was because it was the reddest it was the loudest and it was the lowest the F40 was the super supercar in 1987 even if the 959 was better The comfortable and versatile car of the future that Porsche developed so He behaved well. I didn't even realize he was blowing your doors off in a race. It is a classic of German engineering. Numbers tell the story, not emotions.

Porsche didn't give a damn about selling the 959 to the people at Ferrari, they wanted to sell their ultimate 911 to the people who bought 911s. You know, nerds, maybe the best example is one of the most famous buyers, billionaire Bill Gates, a man who instantly fell in love with the 959 numbers and placed an order for one of the 292 959s that would be built with a number of cars so small that Porsche didn't even bother to send any to the states for testing, so in It wouldn't actually be legal to own the 959 in the United States, but you know billionaires will be billionaires, so Bill bought one anyway and of course it was confiscated the moment he brought it in.

Fortunately, Bill was not alone. Racing driver Bruce Canpa and Los Angeles Times editor Otis Chandler wanted to test drive Germany's new supercar, so together they launched a lobbying campaign to get the U.S. government to bend the rules. It sounds good to be rich, you know, changing the government in 1999, more than a decade later, thanks to his efforts, show and display laws were signed allowing enthusiasts to import a car from other countries legally if that vehicle was important to automobile culture. That means that Bill Gates would finally get his 959, a machine so fast, so advanced, and so important that it was worth fighting the entire US government to get billionaires and billionaires to drive their 959s in the United States in 1999.

United in 1983 the wise men began the hard work of building the definitive 911 and by 1987 they had achieved it, the 959 was and possibly still is the pinnacle of what a Porsche 911 could be a great example of what Porsche was capable of doing. and a machine that exceeded the expectations of what each The car should last for decades, but unfortunately not everyone agreed, while magazines around the world praised the Porsche 959, the executives back on guard were furious, their eyes renewed they concentrated on filming and Bot. In 1987, the economic climate in Germany was becoming quite dicey. They went up and sales went down.

Sho's decision to scrap their 924 and focus on the 911 probably angered the board and the 959 project had cost Porsche twice what they expected - even with its enormous price tag, each of the 292 examples was a loss. For the company, despite his efforts to save the most important sports car in the history of all automobiles and probably rescue Porsche from becoming a boring German luxury car company, the board of directors would announce that he would resign shortly after seeing the writing on the wall. Two men who had created possibly one of the most fantastic cars in the world would also leave.

They were out of work a year later. Replacements for filming came and went. I love bone lasted 2 years. Hines scored ziki only three years later, when the world of cars cars began to catch on Until the vision of the 959 when the supercar world was inspired by its performance and balance when streetcars began using ABS TPMS and all-wheel drive, Porsche's board of directors probably remembered its decision to ditch the shoes with regret. because The Shots and Buys were right, they had not only made a fantastic car, they had steered Porsche in the right direction and most importantly, that long red 911 line drawn on the wall was a prophecy, theSeptember 11 would forever be the Porsche like.

There are no other exotic attractions for our practical side and at the same time offer extremely high performance. This is the appeal of Porsche before the 959. Porsche had always been fast as a brand, its singular focus was always on winning no matter the series, no matter the surface, no matter. In time, Porsche drivers would achieve podiums around the world, but before 1987 they did so with courage and determination because the machines they competed with and fought tooth and nail on race tracks and dirt roads were old, outdated relics because Porsche before the 959. They were always afraid to change, afraid that if they massaged the bodywork no one would think they were pretty anymore, terrified that if they adopted the technology they wouldn't know how to make it work and, above all, afraid that something new would mean they wouldn't do it. win more, that fear almost

killed

them, led them to make wrong decisions and abandon the same spirit that made them winners, but thanks to the efforts of brave men and women, the future of Porsche was rewritten in a new timeline where a sports car company they could lead the world with force they could innovate and revolutionize what it means to even make a car the Porsche that made the 959 was a new Porsche one that could lead not only on a race track but also on the roads, in the magazines and in the fishing room I floor the Porsche that made the 959 it was no longer the underdog it was the monster hiding under the beds of every automaker ready to tear them limb from limb that futuristic beast unleashed from Stuttgart would change the entire car in your driveway regardless of the brand likely has DNA that descends from the 959 itself the TPMS system that keeps you safe debuted in the 959 the computer-controlled all-wheel drive of your crossover a hull progeny Bots psk the turbo twin tur system your favorite sports car was race tested by Jackie Six-speed transmissions, electronically controlled adjustable suspension and active aerodynamics were the dreams of some sharp minds in Germany in the early '80s and now they're the gifts we all have lucky to receive.

The 959 was a blessing to each and every enthusiast around the world. Even if we never laid a hand on one, the final 911 became a machine bigger than Pora itself, a machine so grand and so dramatic in shifting that it

nearly

killed

them, but thanks to the persistence of buds bought in the many hands that built those 292 masterpieces. The 959 became more than just a car, it was a rewriting of History, a more optimistic history of motorsport with safety technology and, of course, that speed at its forefront. The Porsche 959 made cars better for everyone and for that we owe it to these men and this machine. all