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www.QV500.com - Porsche 959 Part 1: 959 |
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Porsche’s 959 was conceptualised as the ultimate road-going evolution of the long-running 911. Originally, a batch of 200 was planned in order to satisfy the homologation requirements for Group B. However, by the time production got underway in 1987, Group B machinery had been banned from competing. Accordingly, the 959 was never able to contest any major championships and served almost purely as a flagship for Porsche's wealthiest customers. Buyers were given the choice of either Comfort or Sport versions whilst colours were initially limited to red, white and silver (although black, anthracite and metallic burgundy were later added). |
Although derived from the tubular steel frame of series production 911's, the 959's chassis featured a number of important developments. There was a reinforced centre-section with longitudinal side members to form a more rigid safety cell, this being joined by an integral roll cage. Also new was variable four-wheel drive and race-derived suspension, endowing the 959 with highly exploitable performance. Double superimposed arms were combined with two telescopic dampers per wheel, one for height regulation, the other a shock absorber. Ride height could be adjusted electronically from the cockpit, the driver having a choice of soft, medium or hard settings although at speeds above 100mph, the dampers automatically adjusted to the stiffest setting. Drilled and ventilated brake discs with four-piston aluminium calipers and ABS set the benchmark for their day, the five-spoke alloy wheels having been unique to the 959. Powered by a familiar Flat-6 boxer engine equipped with two KKK turbochargers, displacement was 2851cc thanks to a bore and stroke of 95 x 67mm. Designated Typ 959/50, these units had compression set at 8.3:1 and ran custom Bosch Motronic digital fuel injection. |
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Dry sumped and with four valve cylinder heads, they produced 450bhp at 6500rpm and were coupled to a new six-speed transmission. Capable of 0-60 in just 3.9 seconds and a world-beating 197mph top speed, there was nothing to touch the 959 in early 1987. Although the only parts to surive the transition from 911 to 959 were the rear light clusters, there was a clear genetic link between the two. Thanks to hours in the wind tunnel, the body had a drag coefficient of just 0.31 and was fabricated from state-of-the-art materials. This was mainly GRP and Kevlar composite although the front lid and doors were alloy and the bumpers polyurethane and GRP composite. |
| It all dictated more complex production methods than Porsche had ever previously undertaken for a road car. Undoubtedly the greatest similarity between the 911 and 959 were the cockpits, Porsche lifting the interior fixtures and fittings almost directly from the 911. There was a slighty bulkier transmission tunnel that incorporated the switchgear for the various suspension settings (later inherited by the 964) and more heavily bolstered electric seats in either leather or cloth. The instrument binnacle now relayed suspension settings, turbo pressure and the drive programmes (for dry, wet, snow and difficult terrain). However, to the untrained eye, both cars were largely identical. Much like many other composite-bodied supercars, those customers lucky enough to get their hands on a 959 were only able to choose from a limited range of exterior colours. Owing to the complexity of painting a monocoque and composite bodywork, just silver, red, black, white, metallic burgundy and anthracite were available. All of these shades came with unique five-spoke light alloy-finish wheels although Guards Red and Grand Prix White examples could be specified with white-painted rims. |
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Buyers also had to choose between either a Comfort or Sport version, the latter of which weighed in 100kg lighter (at 1250kg) thanks to the deletion of several components. They were stripped of the electronic ride height system and had conventional fixed suspension instead of the variable dampers that allowed the Comfort driver to select how stiff the settings were. No air-conditioning, central-locking, electric windows or electric mirrors were fitted and the seats were basic cloth trim whereas Comfort buyers could select either grey, black or dark red leather. Although the first public showing for the 911 Group B concept was during September 1983 at the Frankfurt Motor Show, it would be several more years before the first lucky owner, Dr Wolfgang Porsche, took delivery of car number one in April 1987. Production continued until June 1988 when it was discontinued after 283 had been completed. None were originally legal for sale in North America. 246 were Comfort versions and the remaining 37, Sport's. The final chapter wouldn't actually come until five years later when between 1992 and ‘93, a handful of additional cars were sanctioned for eight special Porsche customers. |
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