Gates, though, used his considerable clout to get President Clinton to pass a federal law, apparently helped by getting a band of Microsoft engineers to simulate the crashworthiness of 959s with computer software. Shockingly, Gates even considered buying and importing a couple of sacrificial models to crash test. But in the end it wasn't necessary and, in 2003, he finally became the man who had it all. He was legally allowed to drive his 959 in the US-after 15 years.
The Future According to Porsche
The 959 was born to race. Group B rallying was big business in the early 1980s and manufacturers were involved in the quest to build the ultimate rally car. Enormous power meant enormous danger to both drivers and spectators and eventually the inevitable happened: the sport's governing body, FISA, called a stop to it. The 959 was to be Porsche's Group B car, but suddenly it was left with no purpose.
Yet it did compete with great success in the grueling Paris-Dakar rally for three years in succession while the model was still in prototype form. In 1986, a 959 competed in the Le Mans 24 Hours race, finishing seventh, all in the name of research and development.
When you consider the startling new technology the 959 brought, it's easy to understand why development took two years more than originally planned. Composite body panels, four-wheel drive with variable torque split, six-speed transmission, anti-lock brakes, twin turbos, water-cooled cylinder heads, variable ride height, run-flat tires with pressure monitoring-stuff we almost take for granted today, but most of this was radical, cutting-edge technology then.
Porsche knew the company was taking a financial dive with the 959 and sold each of the 200 customer cars at a huge loss, despite the outrageous asking price ($230,000 in 1987). This was less important than the publicity Porsche would get by producing such a futuristic road car and the company wanted to highlight to other manufacturers the expertise available at the Weissach Development Center. It worked. Many of the 959's features found their way, in one form or another, to Porsche's regular production cars throughout the late 1980s and 1990s. It was, without a doubt, a trailblazer.
997: A New Kind of Turbo
The variable-turbine geometry (VTG) turbochargers that Porsche has designed for the blown 997 have ensured the continuation of a motoring legend. Porsche (along with BMW) pioneered the use of forced induction for road cars in the 1970s, and the technology showcased by the latest 911 Turbo is testament to the company's determination to be the very best.
VTG has been used for 10 years in diesel engines, but the enormous heat generated by the 911 Turbo's exhaust (1832 degrees F) meant that the materials required to manufacture suitable units were prohibitively expensive. Porsche solved the problem by using guide vanes located in front of the turbine wheel that modulate inflow angle and speed. There are eleven adjustable blades, shaped into a gentle wing profile. When engine load is increased, these turn a servomotor that allows more exhaust gases to flow through without hindrance.
Project manager for the Carrera drivetrain at the Development Center in Weissach, Thomas Krickelberg, is clearly proud of what they've achieved. "We've oriented ourselves strongly with the innovative character of the cutting-edge 959," he says. "The big difference, though, is in the way the power is now delivered. The new Turbo is far more precise, enabling maximum torque from as little as 1950rpm, right through the range. It has to be experienced to be believed."
The turbocharger weighs 15 pounds and is made from 57 individual components. It took three years to perfect. It represents another giant leap from Porsche that ensures optimum performance at all times. The 911 Turbo, a model Porsche tried to kill off twenty years ago, is alive and kicking, its future more secure than ever.