Porsche Problems

Just as things are calming after Toyota's eight-million-vehicle mistakes in the USA and Europe, Mazda is hit with a 90,000-car recall in Japan and China.Australia has again dodged the recall, which only applies to a specific model of the Mazda3 not sold here, but things are looking tougher for even the world's most-admired brands. "The Mazda3 is not affected in Australia," says company spokesman Steve Maciver. "It's only the 1.6-litre engine, which we do not get here."But Toyota Australia was forced to recall the latest Prius hybrid for tweaking of the braking system; elderly Daihatsus have been recalled - ironically, under the Toyota banner; and Great Wall was forced to recall the first batch of its Chinese twin-cab utes to rectify a seat belt problem.Even Suzuki, which has one of the lowest warranty-claim rates in the country, was forced to recall the baby Alto because of a problem with wiring to the stoplights. Suzuki Australia is still sourcing a replacement stoplamp switch and will contact owners.Then there is Toyota USA, which is hit with another cloud over the Lexus GS460. It's a heavyweight SUV which is built up from the Prado and, thanks to an unsafe rating by the influential magazine 'Consumer Reports', sales have been stopped while the company conducts safety tests. It is responding to claims the car can develop a tail slide, leading to a rollover, in an emergency situation. Once again, Toyota Australia is responding with a 'no panic' reply."The Lexus GX460 is not and has never been sold in Australia. Toyota Motor Corporation Japan has advised us that Prado is not affected by the sales stop. It has a smaller engine and significantly less weight overall, particularly over the front wheels, says Toyota and Lexus spokesman, Mike Breen. Toyota is even putting a positive spin on the Lexus development."This is firm evidence of Toyota’s stated intention to respond even more quickly to ensure quality and customer satisfaction. It shows that Toyota is taking the matter seriously and are determined to identify and correct the issue that was identified," Breen says. "Having done that, Toyota Motor Corporation has adopted its normal approach of conducting further tests on other SUVs. These vehicles have already undergone extensive testing and Toyota is confident they meet its high safety standards. Toyota is therefore conducting these tests as an additional measure to ensure customer confidence."And it's not just cheap-and-cheerful car brands that get caught up in recalls. Ferrari is also suffering after recalling more than 2000 of its F355 model fitted with a single fuel pump system and sold in the 1990s. Ferrari says it will be contacting known owners so their cars can be checked for a problem with the fuel system pipes.Porsche, meanwhile, plans to recall 152 of its all-new Panamera flagship, which sells from $270,000 to $365,000. They have to be checked for faulty seatbelt mounting points.

Porsche enthusiasts rejected the 928 because it wasn’t true to Porsche tradition with its water-cooled front-mounted engine affecting resale value on the used car market today.Used Porsche 928 prices tend to hover around the mid-$20,000 range the front-engine Porsche supercar is a super buy.MODEL WATCHThe 928 first appeared on the scene in 1977, when it was a shock to Porsche traditionalists who refused to accept that a car with a water-cooled engine mounted in the front for heaven’s sake could carry the Stuttgart sports car maker’s badge.Porsches had always had air-cooled engines mounted in the back, and despite the inadequacies of that layout, like quirky handling as a result of the pendulum effect caused by the mass of the engine hanging way out behind the rear axle, Porsche fans would have it no other way.So adamant were they that Porsche eventually admitted defeat and returned to its roots with a rear-engine, and in the case of the Boxster, a mid-engined layout.If you were prepared to ignore the traditionalists you’d find that the 928 was a true supercar, and one that has few peers even today.With a 4.5-litre single overhead camshaft all-alloy V8 pumping out 176 kW mounted under the alloy bonnet, driving through a three-speed auto or five-speed manual gearbox, the 928 would accelerate from standstill to 100 km/h in less than seven seconds, and reach a top speed well in excess of 220 km/h.Underneath the sleek two-plus-two body was independent suspension front and rear, the rear boasting a unique self-steering feature that made a significant contribution to the 928’s impeccable road manners.the original 928 gave way to the 928S in 1980, which can be readily identified by its front and rear spoilers, and 16-inch wheels. Other improvements under the skin saw the engine grow to 4.7 litres and output to 221 kW, while slotted front brake rotors and air ducting provided some much needed improvement to the braking which had come in for criticism on the original 928.A four-speed auto replaced the earlier three-speed in 1984 to make it a more lively car off the line, and in 1985 the manual was updated to a much more user-friendly five-speed unit.A new dual overhead camshaft 5.0-litre engine was fitted from 1986. Able to run on low-octane unleaded fuel its output dropped to 212 kW. At the same time Porsche further upgraded the 928’s brakes with four-piston callipers all round and ABS for the first time.The 928S4 arrived in 1987 with a more rounded shape and a separate hinged rear spoiler. The front spoiler had been deleted and if you cared to look underneath you’d discover ground effect panelling.Power was back to 221 kW, the brakes were again upgraded with larger front callipers and wider, eight-inch, wheels were fitted to the rear.The 928GT was released in 1989 and power climbed to 242 kW among a raft of changes. Porsche’s acclaimed PSD Porsche Slip Diff was fitted from 1990.The final fling before Porsche killed off the 928 in 1995 was the GTS, which was launched in 1992. By the time it vanished from Porsche showrooms the power was a mighty 257 kW, it had huge brakes, and just about every feature you could imagine.In its final guise the 928 would accelerate to 100 km/h in less than six seconds, and reach a top speed of 270 km/h. It was a supercar in all senses of the term.ON THE LOTPorsche imported a total of 1319 928s in the 14 years the car was sold here. Because it was a Grand Tourer in nature, most were sold with the automatic transmission.Early 1970s 928 models can be found for less than $15,000. Spend $25-$35,000 and you’ll find a nice S4 from the mid-1980s, which is probably the pick of the bunch. If you’ve got a bundle of cash burning a hole in your pocket you can step up to a 1994 GTS for $60-$70,000.IN THE SHOPThe 928 was a techno tour d’force, a true supercar that will deliver exhilarating performance, but while it now comes at a quite reasonable purchase price there is a sting in the tail, and that is the cost of maintenance. Regular servicing is a must, and it’s not cheap.The engine itself is generally bulletproof, it will last forever without wearing out, but the engine ancillaries require regular attention.The camshaft belt requires changing every 40,000 km; if you don’t you run the risk of it breaking and when that happens you’re likely to do considerable damage to the engine’s internals.Oil leaks are a problem and can be expensive to fix. The most common from the engine are from the cam housings, the front and rear camshaft seals, and the crankshaft seal. Oil leaks from the power steering rack are also common.Brake wear can also be high. Replacement of pads after 10,000 km is not uncommon, and discs need replacing at around 20-30,000 km depending on how hard you work them.Early cars, which had K-Jetronic fuel injection up to 1983, suffered with the accumulation of deposits on the inlet valves and poor cold running which will require the removal of the intake manifold and the blasting of the valves.Gearboxes, diffs and the chassis are pretty much trouble free, as is the body which was a combination of alloy panels and galvanised main structure so it doesn’t suffer from rust.Electrical switches and controls, like air-conditioning controls, tend to be unreliable and can require regular replacement.Check service records as many owners wouldn’t pay the price of ownership, and be aware that some owners get their cars serviced at reputable service outlets just to get their book stamped, and don’t always have all the repairs done that they should. As a result there are some cars out there that need a lot of money spent on them.LOOK FOR• Awesome road performance• Impeccable handling and road manners• There’s nothing like a Porsche badge• Inadequate brakes for the performance on early cars• High maintenance costsRIVALSBMW 840i 1993-1999 $49,000-$95,000Mercedes-Benz 500SL 1990-1993 $64,000-$87,000

When you think of Porsche you can’t help but think of the rear-engine cars that have made the German sports car maker legendary. Rarely do the front-engine cars come to mind, yet they’re very competent sports cars, and now represent great bang for your buck as used cars.Tradition it seems is so strongly ingrained in the minds of Porsche enthusiasts that the company simply can’t get away from it. The front-engine cars were an attempt by the company to broaden its reach and strengthen its future, but the traditionalists shunned them and the company was eventually forced back to its traditional air-cooled rear engine formula.The 924 was Porsche’s first front-engine model and was perhaps the mistake the company made, if indeed it did make a mistake in experimenting with front engine cars. Unfortunately the 924 was a lemon, at least in Porsche terms, powered by an Audi 2.0-litre engine. If any other company had produced it the 924 might have been a success, but it was so far from what Porsche was building at the time it was too big a step for Porsche aficionados to accept.The later 944 and 928 probably suffered because of the 924’s reputation and never quite got off the ground. Pity, because both were great cars.The good thing is that they’re both now relatively affordable, and make great classic sports cars.MODEL WATCH The 944 was launched in Europe in 1981 and arrived here the following year.With hindsight Porsche probably erred with the 944 in that it was an evolution of the 924. It used the same basic body structure, albeit with unique guards that gave it a tougher look, had the same interior, suspension, and brakes from the 924 Turbo.Porsche did address one of the perceived problems of the 924 by powering the 944 with a genuine Porsche-designed engine. Essentially half of a 928 V8, the 944’s 2.5-litre water-cooled four-cylinder engine produced a useful 120 kW, and had a very flat and usable torque curve.In an effort to optimise the weight distribution Porsche engineers mounted the gearbox, either a five-speed manual or three-speed auto, in a transaxle at the rear with a torque tube to connect the gearbox with the engine.Underneath the 944 featured MacPherson struts and coil springs at the front and semi-trailing arms with torsion bars at the back.Ventilated front and rear disc brakes with 15-inch alloy wheels were standard equipment.Porsche pumped the power up a whopping 35 per cent to 162 kW in 1986 by adding a turbo.The 944S followed in 1987 and sold alongside the 944 and Turbo. Thanks to a new 16-valve head power climbed to 140 kW.Compression was increased from to 10.2:1 in 1988 and pushed the regular 944's power up to 121 kW.The Turbo S was also introduced in 1988. Based on the 944 Turbo, the S had a modified turbo and computer which delivered more boost over the entire rev range, the clutch was a heavy-duty unit designed to handle the increased power, the first and second gear sets were specially hardened, a limited-slip differential and transmission oil cooler were standard, shocks and springs were upgraded to Koni coil-over units, 928 brakes were used all around and bushings were of a harder rubber than on the standard Turbo.The changes that made the Turbo S so special were adapted across the 944 Turbo line-up in 1998 to distance it from the new S2.The S2 featured a 3.0-litre, 16-valve four-cylinder engine that cranked out 155 kW. The S2 also featured the beefier front panels from the Turbo, and was available as a coupe or convertible.Standard features on the S2 included alloy wheels, air-conditioning, power steering, ABS and full electrics including a removable sunroof.IN THE SHOP A service history is important when buying a 944. Like all Porsches they are very resilient and can tolerate quite a beating if they are well serviced.The engines are remarkably reliable given that they are often used in competitive events, or simply driven hard on the road, but oil should be changed regularly. Check engine oil for colour and sludge to determine the frequency of changes.If you find sludge walk away because the car hasn’t been serviced regularly.It’s also important with the Porsche’s alloy engine that the coolant is regularly changed.Camshaft belts need to be changed at 100,000 km intervals, and must be changed. A broken cam belt can lead to substantial and expensive internal damage.Look for oil leaks from the front and rear seals on the engine.Clutches can be a problem so watch for excessive driveline lash that can mean a clutch replacement.The galvanised body means rust isn’t a problem with the 944. Even so it’s worth checking around the battery, as this is one area prone to rusting.While some Porsches are used the way their designers intended, some are pampered so look for one of these. They often have low mileages, which adds to their attraction.Parts and servicing can be expensive, but shop around and you’ll find Porsche specialists able to take care of your car at more affordable prices.CRUNCH TIME Don’t bother looking for airbags in the 944, there weren’t any. Safety came from a combination of brilliant chassis dynamics, and powerful brakes. ABS was added on the S2.OWNERS’ VIEWS Greg Turner reckons the 944 is perfect for anyone wanting want a classic, inexpensive sports car that handles and stops brilliantly and can go hard when the adrenaline is high. He says it is extremely rewarding and easy to drive, its rugged construction will give years of trouble-free motoring.Peter Andressen owns a 1988 944S with 160,000 km on the clock. He says they handle like a dream, and are just the best fun to drive.Leigh Voges recently bought a 1990 944 S2 which he drives as his daily car. He and his father also use it in the Porsche club events and have it to be great value for money as well as a lot of fun, not to mention competitive for our class.LOOK FOR • Traditional Porsche enthusiasts don’t rate them real Porsches• Great handling with perfect weight balance• S2 much improved over earlier model• Good performance• Durable mechanical package if well serviced• Parts and servicing can be expensive.VERDICT Great sports car at an affordable price that can be used daily or just for weekend getaways.RATING 80/100

By all measures the Porsche Boxster was a brilliant car. It was fast, handled superbly, yet was still comfortable and refined, but that wasn’t enough for die-hard Porsche enthusiasts who panned it for being insipid and plastic.Stung by the criticism Porsche swung into action and soon produced the Boxster S, an evolution of the original mid-engined Boxster that had the sort of edge Porsche fans were longing for.MODEL WATCHGiven its current success it’s amazing to think that Porsche was teetering on the brink of bankruptcy 20 years ago.Then, it was a one-dimensional car company producing an expensive high-end sports model that was going nowhere. Company bosses knew it had to expand or it would die, but how to achieve that expansion without losing the very character that made a Porsche the great and classic car that the 911 is wasn’t clear.The company’s first attempt to expand its model range, with some credible front-engined sports cars, proved a disaster. There was nothing wrong with the cars, it was simply that Porsche enthusiasts refused to accept them as real Porsches and wouldn’t buy them.The Boxster was the second attempt. This time the new car line was much more Porsche-like and was a rip-roaring success with everyone but the die-hards.While it looked like a scaled down 911, and shared a number of body panels, the Boxster was very different to the iconic 911.It was mid-engined instead of rear engined, and its engine was water-cooled rather than relying on air to keep it cool.The key was that it didn’t go too far from the Porsche formula. Its looks were in keeping with Porsche tradition and anyone who got behind the wheel found a car that had all the performance you could wish for in the real world, handled like it was on the proverbial rails, and drove sweetly when put to the task in traffic.It was the perfect compromise for anyone who wanted a sports car, but not necessarily one that would induce a nosebleed simply by looking at it.The S came in 1999 and was an attempt to inject a little more excitement into the Boxster for the Porsche die-hards who reckoned the Boxster was perfect for their wives to drive, but wouldn’t dare being seen in one themselves.Put simply, the S accelerated faster, had a higher top speed, and more dynamic handling, better stopping power, and better active and passive safety than the regular Boxster.Its six-cylinder engine was 3.2 litres and put out 185 kW at 6250 revs and 305 Nm from 4500 revs.With the right foot buried in the carpet it would accelerate to 100 km/h in less than six seconds and reach 260 km/h if pushed.Behind the larger engine lay a six-speed manual gearbox, or if optioned up, Porsche’s sporty Tiptronic auto.To keep up with the new performance the Boxster S had firmer springs and shocks, distinctive 17-inch alloy wheels, and large disc brakes on all corners.IN THE SHOPLittle generally goes wrong with Porsches; they are remarkably robust and resilient. Stories abound about Porsches with very high miles and still going strong.At the same time there are many that do few kays. They’re held in reserve for that special day out when the roads are dry and the sun is shining, but they will survive very well if driven daily.Have your chosen car checked over by a Porsche specialist to make sure all is well just the same.It would pay to find someone well qualified to service your car and get on friendly terms with them. That way you will save money of servicing costs.Aware that its parts prices were high Porsche made a conscious effort to contain them with the Boxster and you find that things like headlights, guards and door panels aren’t as expensive as you might think.IN A CRASHA stiff, strong body, underpinned by an agile chassis means the Boxster has good crash protection.Nimble, responsive handling means it can get out of danger if driven capably, its big powerful brakes will get it stopped when threatened, and the body structure will stand up when all is lost.If it happens to roll over the A-pillars are designed to stand up and give it the same level of overhead protection as a coupe.Add to that the passive protection of dual front and side airbags and the Boxster’s crash protection is good.AT THE PUMPDrive it hard and the fuel consumption will increase, but driven normally the Boxster is quite frugal for a sports car.Porsche claimed the Boxster S would do around 10.5 L/100 km on average in manual form, the auto a litre more.LOOK FOR • Badge cred• Superb handling• Exhilarating performance• Robust and reliable• Comfortable and refined• Tractable in trafficTHE BOTTOM LINE Not a cheap buy, but good value for money, and there are few better sports cars if you can scrape up the cash.RATING 85/100

There are some classics that, while very desirable, are simply too expensive for all but the well-heeled collector. That’s the way it is with the 1973 Porsche 911 RS, the race tuned version of the iconic 911.A genuine RS would comfortably sell for half a million dollars on today’s market, which puts it out of the reach of most enthusiasts. But there is a way of enjoying the thrill of the RS for much less money. That’s in the form of a replica, a car that captures the essence of the original, but is created from a more affordable model like the later 911 3.2.MODEL WATCH The 1973 911 Carrera RS is one of the most desirable and collectable Porsches of all. In its time the RS was one of the fastest production sports cars on the market.To create the RS Porsche took the 911S, also a very desirable classic sports car today, and put it on a diet that would see it shed 100 kg by doing things like removing the rear seat and the dash board clock, using thinner body panels, and fabric pulls to open the doors instead of regular handles, and covering the floor in rudimentary rubber mats.By the time it was over the RS had been trimmed to just over 1000 kg, but the Porsche formula for speed went further than mere weight loss. The flat-six engine was bored out to 2.7 litres, and with Bosch fuel-injection delivering the fuel it put out a healthy 157 kW. With its power boosted and its weight trimmed the RS was fast. It required just 5.7 seconds to reach 100 km/h, and would do 240 km/h when pushed to the limit.Not only did it do the business on the road it also looked the part with its large bootlid spoiler, front airdam, bold Carrera graphics down each side, and Fuchs alloy rims. It’s no wonder the RS is held in such high esteem by Porsche aficionados. Equally, given Porsche only made 1000 or so, it’s not surprising that RS prices are now so high. It shouldn’t be a surprise then that it has attracted replica makers.The RS is an ideal car to replicate. It was based on the regular Porsche 911, which didn’t change very much over a long period of time from the 1960s to the mid-’80s. The later 911 3.2 is the most obvious model to use as the base for a replica. It was released in the early 1980s and continued in production until late in the decade. It not only provides a sound foundation, requiring little modification to the body, it’s also affordable and there are heaps available here and overseas.IN THE SHOP Sydney company ZAG Automotive specialises in RS replicas. It takes a 911 3.2, mostly imported from Asia where there is an abundance of potential donor cars, and does a complete bare body rebuild on them with a range of genuine and reproduction RS parts to create a car that fits the image of one of Porsche’s most treasured classics.They usually retain the 3.2-litre engine and the gearbox that came with the car, but rework the car visually to recreate the credibility of the original RS.Buyers have a choice of options, from sunroof, air-conditioning, sound systems, and power windows among a comprehensive list of choices. They can also choose their colours, the original RS came in white with blue, green or red graphics, but ZAG will paint a car to the owner’s wishes. There is also a range of details the owner can nominate to achieve the appropriate level of authenticity.The cars are mostly left-hand drive when they arrive and are converted to right-hand drive in the build process. Once completed they require the approval of an engineer before they can be registered, and the requirements can vary from state to state so it’s well worth doing your homework to establish the requirements for your state.IN A CRASH Porsche body strength has never been questioned and that’s the primary crash protection in the early 911 and the replicas. There were no airbags, so safety reverts to the basics of construction, handling, braking and roadholding with the Porsche.AT THE PUMP If your priority is fuel economy read no further as the 911, and the replicas, are high performance cars and like to drink lots of fuel.OWNER SAYS Rohan Veal says he has wanted a classic 911 for as long as he can remember, and he set himself a goal of having one by the time he turned 30. He achieved his goal earlier this year when he took delivery of his 911 RS replica from ZAG Automotive.By then he had already owned a genuine four-cylinder 912, but found it was too good to drive. He was always worried about damaging it to really enjoy the driving experience. There are no such concerns about the replica. “I just want to drive it,” he said. “I won’t pay half a million dollars on a car to polish.”LOOK FOR • the ultimate classic Porsche look.• raw-boned performance• great rasping engine sound• affordable exotic• easy to drive dailyTHE BOTTOM LINE Not the real thing, but close enough it delivers the thrill of the original, at a price that won’t break the bank.RATING 78/100

The Porsche Boxster and Cayman are pure mid-engined sports machines, meaning the engine is installed just behind the cabin, unlike the the engine in the Porsche 911 that’s fitted behind the back wheels.A mid-engine layout gives exceptionally good weight distribution and therefore the best in chassis balance and higher cornering speeds than the 911.Interestingly, the Boxster and Cayman share quite a few of their front-end components with the Porsche 911. At the rear they are quite different machine visually, though there’s still a family resemblance.Porsche Boxster is sold only as a convertible, Cayman is a fixed hardtop coupe and didn’t go on sale till 2006, nine years after its open-top brother.Boxster’s roof is one of the simplest in the business, note the clever way the roof acts as its own cover when it’s powered open. It can be left open even if the weather is threatening as it can easily be powered closed at a red traffic light. You can usually avoid the embarrassment of having to wait for roof closure to be complete after the lights turn green.Both models are brilliant machines that cry out to be pushed hard and fast. Their naturally-aspirated engines are wonderfully responsive, the gearbox is a delight to use, road grip is very high and the feel through the steering wheel and the seat of the pants is magnificent.It takes a lot of provocation to get the tail out of line, and if it does start to slide the cars remains controllable - up to a point, that is. As with all full-on sports cars with mid-mounted engines, if the tail gets out too far you'll need quick reflexes to correct it.An advanced driving course is recommended if you really want to get the best from your Porsche. These days electronics aids can save you from over-reaching; they can be detuned should you wish to make your own decisions, particularly for track days.Unlike the 911, these Porsches are strictly two-seaters. The seats are supportive and comfortable and shoulder room is plentiful, with the two occupants well insulated from buffeting with the roof down.A real bonus of the mid-engined layout is that Boxster and Cayman are surprisingly practical for sportscars, with luggage compartments front and rear, this can almost be used as a daily driver by a one or two-person household.The Boxster arrived in Australia in January 1997. It received minor upgrades in October 1999, August 2001 and August 2002, then a major upgrading in February 2005. The latter, tagged the 987 series, replaced the previous 986 models.This was upgraded again in November 2006, November 2007 and March 2009. An all-new Boxster came out in June 2012, followed by a new Cayman 12 months later.The Boxster was initially criticised for being down on power, mainly due to its smallish 2.5-litre, flat-six engine. That problem was solved in 1999 when a bigger 2.7-litre unit was installed.Even better news was the shoehorning of an optional 3.2-litre engine into the models called the Boxster S and Cayman S. This was increased to 3387 cc in 2006 and to 3436 cc in 2009, with the standard Boxster going up to 2.9 litres in 2009.These superb Porsche engines, even the smallest ones, really come alive above 4000 rpm, their tone initially hardening, then rising to a wonderfully metallic howl as it goes through 5000 rpm. Get the top down whenever you can and hold on to the lower gears just for the sheer pleasure of listening to it.There were major changes to the Boxster engine in 2009. Though the flat-six engines still capacities of 2.9 or 3.4 litres, they featured a direct injection fuel system.This was complemented by numerous other changes. Power was increased, and even more importantly peak torque remained constant over large parts of the rev band. Unlike the older powerplants, that needed 4000 revs to come on song, the newer units really begin to buzz from not much over 3000 rpm.Powerful ventilated brake discs are installed. If you think going from a standstill to 100km/h in under six seconds in the bigger engined models feels sensational, just wait until you experience 100 to zero in less than three seconds. That really makes your eyes bulge and gives a most satisfying feeling of security.Boxster initially used either a five-speed or six-speed manual gearbox or a five-speed Tiptronic automatic transmission. From the 2009 upgrade a seven-speed dual-clutch gearbox was installed.Porsche is long established in Australia. The dealer network isn’t huge, but it’s well organised and we seldom hear complaints about parts or service availability. Prices aren’t cheap, but neither are they outrageous for what you get.Insurance ratings are generally moderate for what is, after all, a prestige sports car aimed at those who like to drive hard and fast.A Porsche Boxster that’s always been serviced and repaired by an official dealer is relatively common and we feel it's the one to aim for. You probably be asked to pay more because of its history. And may we suggest you keep up the servicing to make your car a sound investmentWHAT TO LOOK FORHard driving is what the Boxster and Cayman are built for - butt too much can decrease their lives. Look for severe tyre wear, heavy brake dust buildup and repairs to the body. Rust is very unusual and almost certainly means the car has been badly repaired after a crash.These cars are well engineered and solidly built and unless poorly repaired after a crash should last well. If you suspect collision repairs it’s wise to have it professionally inspected.Check the interior for signs of mistreatment. Look under the floor mats for signs of dampness caused by a Boxster being caught out in the rain. The engine should start easily, idle smoothly virtually from the moment it kicks over and have throttle response that’s all-but instantaneous.Heavy operation of the clutch is likely to mean it’s due for an overhaul. Not a complex job, but there are no cheap repairs on a Porsche. The gearbox should be light and easy to use, with no noises at any time, even during the fastest of gearchanges.Be sure the brakes pull the car up cleanly without one wheel locking ahead of the others. If ABS is installed feel for a pulse through the brake pedal under hard braking.CAR BUYING TIPMost sports cars are only driven gently - sad but true - however it’s a fact of life they probably make a better used-car buy. 

When famed sportscar maker Porsche entered the SUV market with the Cayenne in 2003 many thought it could be the end of the marque. Doubters said Porsche 911 was the purest model in the German marque’s range and that diluting it could ruin the Porsche image. Yet, in many countries the Porsche Cayenne outsells the 911 and the pure sportscar’s sales certainly haven’t suffered.Porsche deliberately gave the Cayenne a family resemblance to the 911. Some have described it as looking like a 911 on steroids, saying the stylists have simply added 250 millimetres to the underfloor of a 911. We have to say that the design of the original Cayenne isn’t one of our favourites and it’s interesting to see the Series 2, launched in Australia in July 2010, has taken a different direction in style.The Cayenne Series 2 is larger than the original model, particularly in the back seat which provides comfortable space for two adults. The backrest can be adjusted for rake to further let you tailor your space. Luggage space is slightly more voluminous than before and can be significantly increased by sliding the back seat forwards to create extra length. Up to 160 mm of seat travel is available.Rather than pour huge amounts of money into the all-new Cayenne, Porsche collaborated with Volkswagen and Audi, so the Cayenne, Touareg and Q7 share some out-of-sight components. Unlike the other members of the team, who aimed for quality on-road cruisers with some off-road ability, Porsche leaned very much in the sports wagon direction. This big Porsche SUV has on-road dynamics that defy the bulk of this large wagon.The Porsche Cayenne S Series 2 no longer tries to be a full-on off-road vehicle; it doesn't have a two-speed transfer case to provide low range for extreme driving. That, and others changes have resulted in a mass reduction of about 12 per cent which not only makes it slightly nimbler, but also lowers fuel consumption and emissions.Cayenne was launched in Australia in June 2003 with a 4.5-litre petrol V8 in either naturally aspirated or turbocharged format. Even more power, 383 instead of 331 kW, arrived in a special version of this engine, called the Turbo S, in February 2006.New designs of V8s with a capacity of 4.8 litres were introduced in April 2007, again as turbo and non-turbo engines. A 3.6-litre petrol V6 became optional at the same time, though it doesn’t provide the exhilaration of the V8s it does have enough performance to suit some owners.A V6 turbo-diesel displacing 3.0 litres joined the range in April 2009. With plenty of torque, up to 550 Nm, it performs well and turbo lag isn’t too bad. Naturally fuel consumption is lower than on the the petrol V8s.An interesting hybrid option is offered in the Series 2 Cayenne S. This uses a 3.0-litre supercharged V6 petrol engine and an electric motor. However, the Cayenne S hybrid costs significantly more than the equivalent Cayenne S in petrol format – and uses more fuel than the Cayenne turbo-diesel.The great majority of Australian imports have a six-speed tiptronic automatic transmission. Some six-speed manuals were brought in, but these haven’t been big sellers and may prove unpopular when you come to trade up.Porsche has had a presence in Australia for many decades and runs an efficient dealer network. These focus on major population centres so if you have any problems out back o’ Bourke you might have to get the Cayenne trailered back to the big smoke. Not a cheap exercise.Many Cayennes will have been serviced by these Porsche dealers strictly by the book. We recommend these as used vehicles; you will probably be asked to pay more, but it’s money well spent. Follow this up by keeping to the same servicing routine and you will benefit at trade-up time.Insurance charges are higher than average, but not outrageously so considering the type of buyers attracted to Porsche Cayennes. You will find quite a difference on quotes so it’s worth shopping around. As always make sure you do accurate comparisons between companies.WHAT TO LOOK FORCheck the interior for signs of rough usage, particularly in the back where bored kids can do a lot of damage. Make sure the engine starts easily and settles into a steady idle almost immediately.  The diesel isn’t quite as good as the petrol unit, but isn’t far behind them.The Porsche Cayenne has more off-road ability than you would expect, but few will have been bush bashing. If you do come across a used Porsche Cayenne that’s been on more than dirt roads it’s probably best to pass it up.Few Cayennes are used as heavy-duty towing vehicles, but if you inspect one for sale at a horse riding school, or similar, it might pay to ask a few questions.Cayennes with V6 engines were recalled in 2008 because of a possible fuel line problem that could lead to a fire. Check the problem has been rectified by talking to the seller. Or click on www.porschecars.com.au.Repairs can be expensive so make sure to get a quote on even apparently insignificant problems.CAR BUYING TIPSporting SUVs are likely to be driven harder than those bought as kid carters and probably have greatly accelerated wear rates as a result. 

The Porsche 911 is a triumph of persistence over perfection. By rights it shouldn’t have worked at all with its air-cooled engine slung out behind the rear axle the way it was, but determined development by Porsche over many years turned the ugly duckling into a graceful swan.Ferdinand Porsche championed the concept of air-cooled rear engines slung out behind the rear axle in a way that led to a pendulum effect when cornering that made his famous VW Beetle and the early Porsches a real handful if pushed to their handling limits.The Porsche family stuck true to Ferdinand’s formula and with endless refinement and improvements in technology made the iconic 911 sports car a true classic revered by petrolheads all round the world.The 911 replaced the 356 in 1964 and the process of evolution was well underway. The 911 3.2 was one of the early signs of what was to come from Porsche; it was bolder, more aggressive and more powerful than the more modest models it followed.Now, almost 25 years old it’s one of the most affordable ways of acquiring a classic Porsche badge.MODEL WATCH In the 1980s Porsche enthusiasts feared the 911 would be killed off by a management determined to enter the mainstream with a series of new models with a water-cooled engine at the front and refined handling of the sort never thought possible with a Porsche badge.The 924 was a rather insipid attempt at appealing to the masses, the 944 was better, while the 928 was a much-underrated supercar. None, however, appealed to the die-hard Porsche enthusiast who couldn’t accept anything but a 911 as a real Porsche.While those front engined models have gone to the great automotive graveyard in the sky the 911 has gone from strength to strength and the company has succeeded beyond even the wildest dreams of the management in charge in 1984 when the 911 3.2 was released.Even today’s 911, a vastly different car to the original 911, has a family resemblance that is unmistakable. Every 911 has retained the 911 ‘look’ even when it’s been heavily altered.The 3.2 looked like a 911, but was subtly different to the cars that went before it. Its lines were bolder than those of its predecessors, and you could have it with the wide body of the Turbo for the ‘Turbo look’.Power came from a 3.2-litre version of the flat six-cylinder engine that was so familiar in the back of previous 911s. It had electronic multi-point fuel injection and electronic engine management and produced a healthy 170 kW and 284 Nm when at its peak. Coupled to a five-speed manual — there was no auto option — it was capable of racing from zero to 100 km/h in 6.1 seconds and had a top speed of 245 km/h.By 1985 exhaust emission limits were having an effect and it was fitted with an air pump. A year later, when Australia went to unleaded fuel the air pump was deleted, but it got a catalytic converter and was detuned to 155 kW.A new stronger gearbox came in 1987, which delivered smoother shifting than the rather stiff shifting Porsche ’box it replaced. At the same time the clutch was changed to hydraulic actuation and the whole gear changing experience was changed for the better. No longer did you need massive muscles to swap cogs, it was a much lighter and more pleasant experience.The following year, 1988, saw engine power boosted to 160 kW with the availability of 95 octane unleaded fuel. Porsche offered the 911 3.2 in a choice of three body styles, coupe, cabriolet and Targa, and in 1985 made the wide body available. In 1987 all were fitted with front spoilers and the wild whale tail rear spoiler.IN THE SHOP Porsches are generally bulletproof, not a lot goes wrong with them even when they get up in the kays as many of them now are. Watch for smoke from the tailpipe under acceleration, which can mean worn bores and oil is getting past the rings. Porsche introduced hydraulic cam timing chain tensioners on the 3.2 and these are much more reliable.The Porsche interior, like all European interiors of the time, suffers under the Aussie sun, and this can lead to cracked and buckled plastics and torn trim. Cabriolets and Targas are more prone to interior damage because of the greater exposure to the sun.It’s important with all cars of the age of the 3.2 to carefully check for evidence of crash damage. The odds of any car of that age being in a crash are high, so it’s worth spending extra time making a thorough check.IN A CRASH Built before the advent of airbags and the like the 3.2 relied on its chassis to get out of trouble. The brakes were powerful, without ABS of course, and stopped the car efficiently. Porsche handling was always the subject of much discussion, and it’s worth getting some experience behind the wheel before pushing the 911 to its limits.AT THE PUMP It’s arguable that a Porsche driver is overly concerned about fuel economy. Most only drive their cars on sunny Sundays and then they rarely go far so the cost of their fun motoring isn’t very high. For what it’s worth the 911 3.2 should get 11-13 L/100 km on average driving, but push it hard and that will markedly increase.LOOK FOR • Porsche cred.• Cheap thrills• Robust mechanicals• Dodge imports• Be wary of modified cars• Great driving fun• Classic Porsche looksTHE BOTTOM LINE It’s almost 25 years old, but the 911 3.2 is an affordable classic that still looks as fresh as tomorrow.RATING 85/100

Porsche’s attempt to move away from its traditional roots with a range of front-engined sports cars in the 1980s proved disastrous. It wasn’t that the cars were bad, it’s simply that die-hard Porsche fans refused to accept anything other than a car with a rear-mounted air-cooled ‘boxer’ engine and sales of the front-engined cars didn’t get off the ground. With that sort of background the arrival of the Boxster in 1997 was a much anticipated event.The German sports car maker was acutely aware that it had to expand its range of cars beyond its traditional models or face extinction. The front-engined experiment had failed so there was plenty riding on the Boxster when it was launched.Unlike the front-engined models – the 924, 944, 928 and 928 – which represented a major departure from Porsche history, the Boxster honoured the past despite being quite different to the great old Porsche models.For a start it looked like a Porsche. It was reminiscent of the old Speedsters of the 1950s, and bore a clear family resemblance to the 911, which became even clearer with the release of the new generation 911 in 1998 that shared many body panels with the Boxster.Some hardcore Porsche traditionalists remained unconvinced that it was a “real” Porsche, but sales surged. Aided by a base price tag of $109,900, which made it relatively affordable, the Boxster attracted people to the brand who would never have considered buying a Porsche before.MODEL WATCHThe Boxster was a marked departure from past Porsche practice although it wasn’t immediately obvious from the outside.The engine, a horizontally-opposed 2.5-litre six-cylinder ‘boxer’ unit, was totally new. Most notably it was water cooled instead of being air-cooled as was previous Porsche practice, apart from the front-engined cars.Boasting an alloy cylinder block and heads, dry-sump lubrication, with twin overhead camshafts on each bank and four valves per cylinder, the fuel-injected Boxster engine produced peak power of 150 kW at 6000 rpm. Maximum torque was 245 Nm at 4500 rpm, but importantly more than 200 Nm was available between 1750 rpm and 6400 rpm, which made it smooth and tractable.The power was transmitted to the rear wheels through either the standard five-speed manual gearbox, or the optional five-speed ‘Tiptronic’ auto that added $7000 to the price tag.The smart ‘Tiptronic’ auto would choose the correct gear for the moment based on what the driver was doing, accelerating, coasting or braking, but it also offered the driver the fun option of self-shifting using buttons on the steering wheel.Acceleration was brisk with either transmission, the 1250 kg manual two-seater able to reach 100 km/h in 6.9 seconds, the auto only marginally slower. Top speed was quoted as 240 km/h.In another departure from past Porsche practice the engine was mid-mounted rather than being slung out behind the rear axle, which was the source of the Porsche reputation for being difficult to drive quickly if you couldn’t conquer their habit of oversteering when you lifted off the throttle.There was no such problem with the Boxster with its mid-mounted engine. Coupled with its independent suspension front and rear its road manners were impeccable with a wonderful balance that made it a sheer joy to drive.Powerful four-wheel disc brakes slowed the Boxster with the assistance of standard ABS, while traction control was optional.Standard wheels were 16-inch alloys, with 17-inch alloys optional.The Boxster was also comfortable with none of the privations that were part and parcel of old time sports cars. The sports seats were comfortable and supportive and the folding roof worked a treat. With the touch of a button it would lower, taking 12 just seconds before eventually disappearing into the rear compartment.It was just as easily raised to make the Boxster quiet and thoroughly weatherproof, even at high speed.There were also two quite generous luggage compartments, which meant you could take along all the luggage you needed on a trip, and you didn’t lose any luggage capacity when the roof was lowered.The Boxster’s interior was criticised by some owners for being bland. Some of the plastic trim components were a little too hard and plain for a car of such high price, they said, and Porsche reacted by upgrading the interior in the model released in 1999.Even so the original Boxster interior is roomy and quite well appointed with lashings of leather to soften the hard plastics of the dash and console.Standard equipment included air-conditioning, a super sound system with CD stacker, twin airbags and remote central locking.IN THE SHOPPorsches are generally one of the most bulletproof cars on the road. Many are kept locked away in garages during the week and only brought out on sunny days, but there are also plenty that are used day in day out as round town transport.Porsches are easily the user-friendliest sports cars on the market. They are just as happy to trundle along in everyday traffic, as they are the blast along an open road at warp speed.They also give very little trouble. There are plenty of old Porsches on the road with 200,000-plus kilometres showing on the odometer, I’ve even seen a mid-1990s 911 with more than 300,000 km clocked up. The bottom line is that Porsche are built to last, and they do that with admirable reliability.If you’re shopping privately check the bona fides of any car before you part with your cash. It’s best to buy a car that has been delivered locally rather than an import, even though imports are sometimes attractive because they are usually priced lower.And check for a service record from a reputable Porsche service agent.LOOK FOR• superbly balanced handling• brisk but not breathtaking performance• practical for everyday use• well designed soft top