Supercars: Porsche 959

Saturday 04 April 2009

Introduction:

Don’t allow the 959’s familiar looks to fool you, this was a radically different car from the basic 911, and more than worthy of inclusion on the list of ultimate supercars. With twin turbochargers, four wheel drive and a battery of electronic systems, the 959 was one of the very cleverest supercars of the 1980s. It was also one of the quickest, with a top speed of 197 mph and blistering in-gear times including a 0-60 mph dash of just 3.7 seconds. But for all its undoubted competence, most agree that the 959 lacked the vital spark of passion that makes a car truly great.

Engineering:

For Porsche’s engineers the 959 was an opportunity to show off their skills to the wider world. The brief was to create an effortless high-speed cruiser, designed for serious (Autobahn use as much as winding mountain passes. At its heart lay a development of the standard 911’s engine, a rear-mounted 2.8 litre flat six featuring water cooled cylinder heads (but an air cooled block) and sequential turbochargers – the second of which begins to spin only at high engine speeds. Transmission is via a six-speed manual gearbox and two electro-hydraulic active clutches, which determine which percentage of drive is transferred to the front wheels. At a constant speed the 959 sent 40 percent of torque forwards, but under hard acceleration that could be as little as 20 percent. Electronically controlled dampers with different firmness settings, and a variable ride height were also offered – radical things by the standards of 1987. Braking was by conventional ventilated discs and ABS is fitted. But, the manner of the McLaren F1 and Ferrari F40, there is no power assistance for the steering, as Porsche reckoned this would corrupt the ‘feel’ of the wheel.

Design:

One of the biggest weaknesses in the 959’s case as an ultimate supercar is just how similar it looks to the car that it is based on, the contemporary ‘964’ 911. Yet despite the familiar styling it is substantially different, only the centre section being common between the two cars, with both front and rear lengthened and widened substantially. Aerodynamic considerations were taken into account with the elegant rear wing element, designed to ensure stability at the very high speeds of which the 959 is capable while the vast cooling ducts are there to supply brakes and engine with the cooling air they require. Inside the cabin, apart from a couple of extra switches, the 959 is effectively identical to the contemporary 911, meaning confused switchgear location and some very cheap feeling materials. Until you start to actually drive it, the 959 really doesn’t feel like one of the all-time greats.

Handling:

The 959’s wide stance and grippy tyres ensure that extremely high levels of cornering power and traction are available. Twin wishbones at each corner took care of suspension duties, working in conjunction with the adaptive dampers. The 959’s stability at high speed was probably its most impressive dynamic characteristic, road tests at the time of its launch speaking of its almost uncanny ability to track straight and true at vast velocities on the Autobahn. But the clever control of the electronic traction management systems also meant the 959 was exceptionally fast and composed over demanding, twisty country roads. Despite not being fitted with power assistance, the steering remained the dynamic weak link, unable to give any significant communication about the levels of grip available to the front wheels, and giving the driver a curiously detached feeling.

Performance:

In terms of sheer acceleration, the 959 was supreme among the 1980s supercars. While its two-wheel driven rivals would tend to get themselves bogged down with wheelspin, the 959 used its ultra-clever four wheel drive system to deliver killer traction time and again. Top speed was fractionally short of the psychologically important 200 mph mark with a v.max of 197 mph (it was left to Ferrari’s far less sophisticated F40 to break that barrier), but in terms of acceleration the Porsche slayed the competition. 0-60 mph took just 3.7 seconds, 0-100 mph came up in 8.3 seconds and 0-125 mph took just 12.8 seconds. It would be nearly five years before the McLaren F1 took those records from the Porsche, and they still make it one of the quickest accelerating supercars of all time.

Practicality:

The 959’s residual 911-ness ensured that it actually does quite well on practicality. Luggage space under the front bootlid is restricted by the presence of a larger fuel tank and the front axle’s differential, but the 959’s nominal rear seats (although useless for people) actually double up quite decently for luggage accommodation. The cabin is fitted with the same sort of equipment that contemporary 911s managed, meaning electric windows, mirrors and air conditioning. A compliant ride in town (with the dampers in their softest setting) plus excellent low-speed manners from the engine and gearbox mean that the super-rich could use their 959s as everyday cars if they so chose.

Ultimate supercar rating:

It would be hard not to feel a vast amount of respect for the Porsche 959. As an engineering project it represented a vast investment of time and money, especially when compared to some of its less developed contemporaries. It epitomised Porsche’s 1980s attitude of “engineering at all costs” – literally. Each 959 cost over a third more to make than it sold for, Porsche having set the price first and worked out the costs later. However it’s almost equally hard to the same kind of emotional connection to the 959 that cars like the Ferrari F40 engender. The German car was almost too composed, too competent and without the raw edge that helped to define other ‘eighties supercars. It should be seen as a vitally important stage in the history of the ultimate supercar, the car that debuted the sort of technical systems we expect to find on more modern high-performance machinery.