The result is more than impressive in most cases, although some of the manufacturers mentioned above work so intensively that the original donor vehicle only has formal and technical aspects to do with the new creation. The measures are so far-reaching that no stone is left unturned and practically every detail, no matter how small, is given its own signature, quality and look.
What we are getting at is that these modified, newly built vehicles are sometimes priced in the same range as hypercars like Bugatti or Koenigsegg. The order situation at some of the companies mentioned above is so good that delivery times of several years are accepted. At the same time, price negotiations are nipped in the bud. The cars cost what they cost.
Imagine a sales pitch at, for example, Singer or their representative in Germany, the Dörr Group. We ourselves can only let our imagination run wild, but with the best will in the world we can hardly imagine that in such a pitch someone would seriously ask what the donor vehicle is all about, whether it was well looked after over the last 30 years before it was sacrificed for a Singer rebuild, or whether it was serviced according to the service book, or whether any of the previous owners had dog owners or smokers, whether it was a garage vehicle and so on and so forth….
The answer to all of these questions would always be the same: what role does the previous life of a donor vehicle play when everything except the chassis number and its body shell has been replaced? When the entire interior, all relevant parts of the front and rear axle, the entire braking system, the transmission, the engine, the paintwork, simply everything, including leather, carpet and headliner have been replaced, overhauled and optimized, a new era begins for these virtually newly built vehicles. The big reset resets all components to zero.
After this extensive work, a vehicle no longer defines its value by its historical value, but much more by its material value.
It is no longer comparable with the usual offers, which are subject to the classic valuation pattern based solely on their age and type. From this moment on, all you need is a sheet of paper and a calculator to list and add up the work carried out. In addition, if you want to sell this modified vehicle, you don't need hordes of interested parties, but rather the one person who wanted his dream Porsche in this way and no other way and who is now about to have his dreams fulfilled. All the better if this very object of desire no longer has to prove itself, but – as in our case – has already worked flawlessly for 15 years and, thanks to its new properties, brings the owner the driving pleasure that has been given to it since its metamorphosis on every trip.
This trend naturally has a downside. Anyone who has been closely monitoring the 964 market for years will have noticed that fewer and fewer of these cars are available as a coupé. The few available now start at prices that were only available for top models a few years ago. There is hardly any upper limit up to the few racing models 3.8 RS, RSR or turbo S, which can climb well into seven-figure sums.
And so, after a long introduction, we come to our magnificent vehicle, which in its previous life was driven by a single owner for around 160,000 km without any particular incidents and was serviced/maintained at the Porsche Center until this first owner decided to get a new Porsche and traded in his Carrera at his trusted Porsche Center.
The Porsche Center Hegau on Lake Constance sold the Porsche to its second owner, who saw this vehicle as the right 'foundation': a Carrera C2 first delivered in Germany in December 1992 – the last series with all upgrades, without a sunroof, without a rear window wiper, without accident damage, in the "right" color and thus ideally suited to his plan – to create "his" Porsche 964 Carrera 2.
The second previous owner – who remains to this day – decided in 2005 to make extensive modifications and improvements based on the accident-free bodywork, which were also implemented immediately.
The consequences:
Engine rebuilt by Thomas Endrejat (endrejat-porscheservice.de) to 3.8l displacement, "short" 993 6-speed gearbox in conjunction with single-mass flywheel and differential lock, BILSTEIN "Walter Röhrl Edition" chassis with unibal bearings, 964 turbo brakes, integrated, covered HEIGO roll cage (under the roof liner and side panels on the AB and C-pillars), full leather/Alcantara interior, Recaro Pole Position, Momo suede steering wheel, 5-point belts, and countless other details .
All of the work mentioned was carried out almost 20 years ago. Since then, the vehicle has covered around 80,000km under the best conditions. It has long since passed its baptism of fire and is well equipped for many more kilometers and years.
Driving it is a dramatic experience even for experienced drivers and difficult to convey in words. Nevertheless, we will at least try.
In our now extensive Porsche network, we cannot remember a single 964 that conveys its clearly sharpened Porsche DNA to its driver so impressively, while always maintaining the finest manners. Longitudinal and lateral dynamics usually involve at least a certain willingness to compromise.
At least.
Sometimes even a willingness to suffer, because it is precisely these well-developed attributes that in many cases lead to a sports car's limited suitability for everyday use. Who wants to drive through the city in stop-and-go traffic with a rough sports clutch? Who wants to subject their co-driver to suspension that doesn't deserve the name? Who enjoys a constant noise level of well over 100dB in a car that, in addition to all its sports car genes, is also suitable for long journeys?
That is precisely what makes the Porsche presented so distinctive. It manages the balancing act between driving machine and touring GT like hardly any other. It is by no means the fastest Porsche we have ever got our hands on. Over the last 35 years since the introduction of the 964, however, we have not come across a handful of examples whose characteristics and their interaction were so perfectly coordinated.
As if a few gifted specialists had worked hand in hand with the firm goal of creating a truly remarkable Porsche in order to ultimately deliver a perfect result.
Its chassis tuning and balance are exemplary and have reference character. Its engine hits the happy medium of a Porsche sports engine between ample power from any position, combined with the art of delivering this clearly performance-oriented power in a wonderfully playful and harmonious way. At any time, at any speed, in any gear.
The driver thinks the car is turning.
All of this with a range of sounds that is addictive from idle speed right up to the highest regions, without ever becoming intrusive. Its 6-speed gearbox fits the engine like a glove. Its appearance is wonderfully reduced to the essentials, not intrusive from any perspective, and yet incredibly captivating. It stands before the viewer in an engaging way, clear and clean, without frills, adventurous spoilers and the like. Shows the pure form of the Porsche 911 from every angle and is therefore subtle, yet so impressive.
Defined down to the smallest detail.
Our entire team is enthusiastic about this new addition and is therefore of the same opinion – this Porsche is a Sunday model, on which all those involved had their moment of glory.
Anyone who drives it will quickly understand what we mean. It simply fits like a tailored suit from Brioni or welted shoes from the masters Vickermann & Stoya.
More on this shortly and until then with the very best recommendations for this driving experience!
Your dls team.
