I'm not sure what has come over me, but I've gone and bought another car, just a few weeks after picking up my Abarth 595! Whilst I'm sure some of you out there know all about this car, I believe it's a forgotten gem that needs celebrating.
I'm sure it will come as no surprise that I was missing having a Porsche in my life. Ever since I sold my 911 Carrera T earlier in the year, I've not hidden the fact I was hoping to get another Porsche at some point in the future, but I didn't think it would be this soon.
Here is a great article telling you more about the 911 40th Anniversary:https://www.total911.com/996-40th-anniversary-coming-of-age/
The Anniversary should be included among them as, unlike Porsche’s ill-considered Millennium Edition of 2000, the ‘40 Jahre’ car’s specification verges on perfection. Visually it is a demonstration of dignified restraint, perhaps with the exception of the shot-blasted and polished 18-inch Carrera II lightweight wheels. With the finish of those wheels prone to damage, many Anniversary cars have had their alloys refurbished with a more conventional painted finish. That might rob them of their originality, but does arguably improve the looks.
Elsewhere the Anniversary follows a proven Porsche formula that defines a special model. It does so without dropping any weight; as any 40-year old will testify, shifting bulk is tricky. The 996 is fairly light as standard though: the Anniversary’s kerb weight of 1,370kg matches that of the standard Gen2 Carrera. Instead of losing mass, Porsche focused on other facets to improve the offering with the Anniversary, particularly relating to how it drives.
Key to the Anniversary’s spec is the addition of an X51 Powerkit. It’s an option that would have added around £9,000 to a standard Carrera should you have asked for it back in the early 2000s. The X51 sees the power rise to 345bhp. Admittedly it’s not a significant gain over the 320bhp Carrera, but writing off the X51’s revisions on the modest bhp gain alone is to do the not-insubstantial revisions it brings a serious disservice.
The Powerkit adds cast-aluminium intake manifolds with a modified cross section, the exhaust ducts too benefiting by being larger in their width and being flow optimised thanks to machining and polishing. The valvetrain differs too: the valves and their springs, caps, guides and seats are changed over the standard car, allowing increased movement to benefit the X51 camshaft’s greater inlet valve stroke and modified inlet and exhaust timing.
The lubrication system is improved with a different dual-chamber suction pump for cylinder bank four to six, new oil lines and the oil pan coming with bulkhead baffles to help prevent high g-force oil surge. The changes via the X51 are anecdotally said to improve the durability of the 3.6-litre flat six because it counters the under-lubrication of cylinder six, with the benefit of helping prevent overheating and premature wear.
Controlling all that is a modified engine map which, like all the X51 Powerkit’s development, was apparently the work of the Motorsport department. That arguably makes X51-equipped cars ‘under-the-counter’ GT machines, and worth seeking out.
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