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[M@rcel]

Dat staat er toch ook?

1988 Porsche 911Club Sport
WPOAB 0911JS125069



Background

The 911 Club Sport (CS) is a limited edition, lighter weight, upgraded suspension car intended for auto-crossing and club racing but in street-legal configuration. The CS is easily recognized by the “Club Sport” decal on the left front fender. There were only 29 CS’s sold in the U.S. and Canada during 1988 and 1989; twenty-one in 1988 and seven in 1989 in the U.S. and one in Canada in 1988. Only 340 were sold worldwide from 1987 through 1989.

The CS came from the factory110 pounds lighter than the stock 911; below is a list of some of the items that Porsche deleted to save weight:
Air conditioning
Power steering
Power windows or seats
Central locking
Cruise control
Sun visors
Radio antenna
Sunroof
Arm rest’s on the doors
Acoustic insulation or undercoat on the underbody and tub
Headlight washers
Rear window washer or wiper
Fog lights
Back seat

Stock 911 CS facts and miscellaneous data:
Original purchase price was $45,895 new, and cost more then the stock 911 Carrera, even though it had less options on it
original CS’s have been selling for over $90,000 at auction
Porsche intended the car to be the stripped-down version of the 1973 911 RS Carrera
3.2 L 214 HP engine was stock
110 pounds lighter then a stock Carrera
curb weigh of 2,601 pounds
Numerous articles about the CS have been in Excellence and many other magazines
VIN is WPOAB 0911JS125069. All 1988 CS’s had sequential VINs.
Color is Dark Blue with Black vinyl and black Porsche cloth interior (K5-EB)
Options when new were:
6x7 x 16” Fuchs wheels
Limited slip differential
Suspension and handling mods
Racing seat belt, brake mods, engine mods, exhaust mods
Wheel mods

History:

The first owner purchased the car new in 1988 and upgraded the stock 3.2liter engine to a new 3.6liter engine. He also added a bolt-in roll cage and a Momo racing steering wheel; everything else was stock on the car. A well-known racing shop had done the engine work and the owner used the CS for Porsche DE track events and for driving around on nice days. When the car was purchased by the second owner in 2001, it only had 12,000 miles on the odometer and had never been driven in the rain. The car is VERY fast and has never been wrecked or crashed. The car in its current configuration has 321 HP (dyno proven) and weighs 2,470 pounds (without driver). The car is very stiff and corners like it’s on rails. Between the two owners, the car has over $150,000 invested in it.

Engine:
The stock 3.2 liter engine had been replaced by a 3.6 liter engine when I bought it. The 3.6 engine has been increased to a 3.8 liter engine. The 3.8 engine has had numerous upgrades done to it. Entire engine was taken apart and upgraded with all new race grade pistons, rods, bolts, springs, valves, gaskets, rings, etc.

Details:
New Malher pistons with temperature head sensors
New custom ground cam shaft from 993 supersport
New intake and exhaust valves (largest that would fit in heads)
New valve guides
New 911 race valve springs
Titanium spring retainers
Engine was ported for better air-flow
Intake and exhaust valves have been bored to largest diameter allowable with the cylinder head
Custom ECU reprogramming; optimized fuel and timing maps for 3.8L RS spec engine
321.3 HP (dynoded
280.2 lb-ft of torque
Dual plug’s for each cylinder
993 Varioram intake assembly with harness and ECU, for maximum HP and torque
"Custom 1” race headers installed for maximum HP
Catalytic converter removed for maximum HP
Air intake filter box was open up to increase air flow
Lightweight flywheel for quicker acceleration
Quadratrac rear axles
New fuel pump
Fuel pressure regulator
Flowmaster stainless steel muffler, with heat shield
Dual oil coolers in front, with temperature gauges

Body:
The body has been lightened from the stock steel factory parts by replacing them with fiberglass body parts. The car has the following fiberglass replacement parts for weight savings:
Front hood deck (still has remote cockpit opener)
Front bumper, with the steel bumper shocks removed to save weight (993 appearing bumper)
Front spoiler
Rear bumper, with the steel bumper shocks removed to save weight (993 appearing bumper)
Rear engine deck hood (still has remote cockpit opener)
Rear adjustable RSR wing, with a Gurney lip for additional down force
Stock mirrors have been replaced by low profile manual mirrors for less wind resistance
The front of the car has a “clear bra” installed on it to help reduce rock chips

The bumpers, mirrors, and rocker panels now make the car appear to have a 993 appearance.

Suspension:
New #23 front anti roll bar and kit installed
New #31 rear anti roll bar and kit installed
24mm front torsion bar
Rear sway bar, reinforced at chassis connection
JRZ double adjustable front struts, with remote canisters in trunk
JRZ double adjustable rear shock absorber, with remote adjustable canisters in rear cockpit
Monoball front shock tower-welded in
Steering rack stop
Rear trailing arm Monoball cartridge
911/930 rear shock clevise
911/930 spring plate with billet mount
Rear 450lb coil spring, with 2.25” helper spring

[Mark Nauta]

Zucht... zwijmel...



Advertentie

AH, daar is ie, de Blak Snake. Wat een topper dit!


Over die 911 CS. Nog nooit van gehoord! Looks kloppen ook niet inderdaad, veel 964 invloeden, maar die kwam pas een jaar later op de markt. Beetje een mengelmoesje deze auto, maar het verhaal over die zogenaamde speciale CS versie, ik ken het niet....

[911-lover]

Dat lijkt die wel die ik in Dinslaken gezien heb

[FreudeamFahren]

Mwoa... Andere achterspoiler, geen lexaan ruitjes, geen GT2 spatbordverbreders voor, Tropfenspiegel ipv Cup spiegels...

[cooldragon]

Mwoa... Andere achterspoiler, geen lexaan ruitjes, geen GT2 spatbordverbreders voor, Tropfenspiegel ipv Cup spiegels...

Andere banden,zijknippers.....

[Xave30]

Andere auto dan maar....

Persoonlijk vind ik alleen de vleugel te..

[GTRene]

ik zou me met beide best kunnen vermaken

doch eerlijk gezegd hoewel ik ze uber gaaf vind, voor mij zijn ze iets te stoer/ruig?
je krijgt dan al snel dat mensen je asosiaal vinden als je een stukkie het gas in trapt, terwijl als je hetzelfde met zeg een TVR Griffith zou doen, mensen je een duimpje geven .

[Robertdj]

Laat die mensen lekker creperen, gewoon doen wat je zelf leuk vindt.

[GTRene]

Laat die mensen lekker creperen, gewoon doen wat je zelf leuk vindt.

helaas kan ik mezelf niet zo makkelijk overrullen met zo'n gedachte
maar zorg wel dat ik dan iets leuks heb waar mensen zich niet zo snel onnodig aan triggeren...beide meer relaxed

[911-lover]

Mwoa... Andere achterspoiler, geen lexaan ruitjes, geen GT2 spatbordverbreders voor, Tropfenspiegel ipv Cup spiegels...

Gewoon een bloedoriginele rijden dus .
Ik heb hopen maten met een werks 993 , leuken wagens , daar niks van .
Maar voor zo'n exemplaar als die zwarte draaien de koppen nog wel keer op keer .
Mijne is ook niet meer 100% origineel van uitzicht , maar is in 30 minuten terug volledig origineel te maken (heb alles nog liggen)
Wie betaald bepaald en ik rij graag ietsje anders dan de rest (waarvoor ik ook zeer veel positieve reacties krijg)
Wil de volgende eigenaar volledig origineel rijden is dat zijn keuze en volledig mogelijk .

[M@rcel]

911 Clubsport, zoals die origineel eruit hoort te zien.

Porsche 911 Carrera Club Sport - Buyer's Guide
More From Less
From the January, 2005 issue of European Car
By Mitchell Sam Rossi
|
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Porsche 911 Club Sport Photo

By the mid-1980s the 911 had become fat. Not obese, mind you, but compared to its predecessors, the sports car was overwhelmed with opulent indulgences. Plush interiors, electric front seats, power windows, air conditioning, layers of sound proofing, and-gasp-headlamp washers. These copious accessories were comforts devoted to Porsche's latest clientele, young urban professionals, i.e., yuppies.

Whether intentional or not, Porsche was deadening the very essences of what it meant to drive a world-class sports car, a thrill that was not superfluous but mandatory in the 911. The company was leaving its most faithful customers standing on the curb shaking their heads.

The Carrera 3.2 tipped the scales at nearly 2,700 lb. To date, the heaviest normally aspirated 911 to hit the roadway. Power was up, of course, an increase of 27 horses for the U.S. model versus the earlier 911 SC. But there is more to an exhilarating rush behind the wheel of a true GT than simply grunt.

Luckily, Porsche recognized a portion of its fans were becoming disheartened by the Carrera's growing banality. To counter this disappointment, and to show the company was still in the business of making sporty sports cars, the M637 option code was formulated to create the Carrera Club Sport, a light-weight version of the Carrera 3.2.

Only 340 of these bare-bones variants rolled off the assembly line between 1987-89. In 1988, the first year the car was available in the U.S., a mere 22 cars crossed the American shoreline, with only six more arriving in 1989.

Intended for customers with a competitive bent, the M637 code was not only a lengthy deletion list that pared nearly 150 lb from the coupe, it also included modifications to the 3.2-liter motor.

Essentially a stock powerplant, the CS cylinder heads received hollow intake valves. The DME was re-chipped, elevating the redline from 6200 to 6600 rpm. Rumors abound that the engines were built under the watchful eye of the racing department, but although the aluminum case carries a special "SP" stamp, this hearsay has never been confirmed.

Unfortunately, the engine's raw numbers for horsepower (217 bhp at 5900 rpm) and torque (195 lb-ft at 4800 rpm) were no different from that of the standard Carrera. Increased performance, a shade quicker from 0 to 60 mph and a top speed of 151 mph, up from 148 mph, was due to weight savings. The "Rest of the World" versions of both the Club Sport and stock Carrera 3.2, enjoyed 231 bhp and 209 lb-ft of torque.

The CS did receive stiffer engine mounts and a short-throw shifter for its G50 transmission.

On the exterior, the Club Sport was distinguishable by its large rear spoiler without the usual badging on the rear-most surface. The front airdam came without foglight openings. The only insignia heralding this would-be racer was a sensuous "CS Club Sport" decal gracing the left front fender. While factory literature stated the cars were offered in standard and special body colors, the majority was delivered in Grand Prix White.

All the cars were supposed to be coupes, again for weight savings. One particular CS was equipped with a factory-installed sunroof. In Great Britain, where 50-some Grand Prix White Carrera CSs were deposited, there is said to be a special-order Targa in Guards Red.

The car's precise handling was accomplished by the addition of Bilstein sport shock absorbers. Standard wheels and tires were 7x15- and 8x15-in. Fuchs wrapped in 195x65VR15 and 215x60VR15 rubber, front and rear, respectively.

To fulfill its moniker of a racy light-weight, the Club Sports-except for the U.K. cars-forewent the customary PVC undercoating, which annulled the 911's long-term corrosion warranty, cutting it from 10 years to 2. The CS went without air conditioning, a trunk or engine compartment light. Porsche's assembly workers left out most of the sound insulation, the rear window wiper and installed a simplified wiring harness.

Slip into the cockpit of a CS and the deletion code becomes most apparent. The car best fits a bachelor or childless couple as there are no rear seats. Instead, a carpeted shelf with open storage beneath takes their place. This allowed the car to be homologated as a two-seater.

The CS had no radio, although a few cars did receive stereos at their importing dealerships. The power-window lifts were replaced by manual crank mechanisms. Lightweight seats replaced the electric lounges. While various materials were available, most of the seats were covered in either a black pin-striped cloth or a special Porsche cloth that had "Porsche" sewed diagonally across the material.

The central-locking mechanism was scuttled. The automatic heater control was replaced by manual levers, which returned to their classic position next to the handbrake. The door panels were equipped with simplified doorlatch knobs, pull handles and door pockets without lids.

Although set forth with good intentions, the Club Sport found less than a warm reception in the U.S. Two reasons can be held accountable for this. First, the car's original automotive reviews mocked it as both harsh driving and weak performing. An overall, poor bantam-weight version of the current 911. Second, for all its deletions, and few enhancements, the cost of the CS in the States was equivalent to a showroom Carrera 3.2.

It being the '80s, it is hard to understand how Porsche would think its yuppie clients would give up push-button windows without an economic gain.

Today, it is a different story and such special versions of the 911 garner a high level of respect. While their numbers are incredibly low and their existence known only to the most avid Porschephiles, the fraternity of U.S. Carrera Club Sport owners is no less strong.

"I bought it sight unseen," said Mark Smith about his 1988 Grand Prix White Club Sport. "I handed the seller a check and then said, "Okay, let's see the car." Surprisingly, although he had been looking for 3 years for a CS, Smith stumbled upon it on eBay. He was the first to call the seller and via swift E-mail and follow-up phone calls made certain he would be its new owner.

Owning the car for 3 years, Smith admitted he has added only 300 miles to the odometer's 6,800-mile entry. "I had the full intention of driving it daily," he said. But after his first outing, Smith realized the car, #15 of the original 22, was too collectable to run often.

Making Smith's 911 unique is that it is only one of two with factory-equipped air conditioning. "It also supposed to be the only Grand Prix White car with burgundy interior," he said.

Club Sport #21 is owned by Tom Trudell, one of those avid Porsche fans the car was truly built for. "With the Club Sport you have the stiffer suspension, no sound proofing and a noisier engine. It's more visceral. You just feel more connected to the car," Trudell said with a broad grin.

"I concourse it and take it to some autocross events with the PCA. But I don't have any intention of racing it," he said. "It's a low-production car so I'm a little nervous about going off into the kitty litter."

Trudell's Silver Metallic example is, in fact, the only Club Sport with a factory sunroof. "Mine is the only one in the world," Trudell said proudly. "The Porsche salesman who ordered it had some pull with Weissach at the time."

While Smith keeps his CS in pristine condition and Trudell strives to keep his intact, Stephen Miller, owner of 1988 Club Sport #1, the very first of the U.S. versions, has found a way to do both.

"For a long time I agonized over leaving it original or making it a full track car," Miller said. He currently campaigns the car with both the Porsche Owners Club and the Porsche Club of America.

His compromise? To upgrade the car with the racing gear he wanted while carefully saving its stock equipment. "With a week or two worth of work it could be put back to absolute original," Miller said. "It has bigger anti-sway bars, heavier torsion bars, short gears in the transmission and Boxster brakes up front. But nothing has been done to the motor."

Club Sport #1 was actually Porsche's demonstration car and as its original owner, Miller is not sure the designation is exactly a privilege. "When you tell people it was the demo, you get two reactions. Two-thirds of them say, "Oh that's really cool." The other third are a little wiser and know it was thrashed by every journalist in North America."

Talking about his racing experiencing with the car, Miller echoed Trudell's comments. "Compared to a regular Carrera, it has a totally different feel," Miller said. "Because it's a bare-bones lightweight, you feel more in contact with it."

While several automotive books herald the Club Sport as a limited-edition model, and the cars built in 1988 have sequential VINs, the overwhelming evidence suggests these low-production racers were option-delete cars. Unfortunately, this is not the sort of label the current owners want to hear. For some reason, it is viewed as a devaluing factor.

Yet, the fact remains, there were only 340 examples produced. Far less than many other so-called limited-edition 911s, including the 1973 Carrera 2.7 RS, the 1988 Anniversary Carrera or the 1992-93 RS America.

No matter how it is classified, the 1987-89 Carrera Club Sport is certainly a special 911 and its creation, in a time of overindulgence, should be appreciated as Porsche's attempt to remain true to its heritage.

[GTRene]

die heb ik inderdaad ook in een porsche boek staan, althans net zo 1, erg gaaf boek/blad wat ik ooit ergens zag liggen en vroeg of ik die kon overnemen

[BrianV]

[TurboClouseau]

[Steven N.]

[Steven N.]

[steve smith]

911 Clubsport, zoals die origineel eruit hoort te zien.

Standard wheels and tires were 7x15- and 8x15-in. Fuchs wrapped in 195x65VR15 and 215x60VR15 rubber, front and rear, respectively.

En dan nog een foto posten van een auto op 16"

Bij de correcte 8x15" is dat conische stuk in het velgbed veel korter....

[TurboClouseau]

[TurboClouseau]

[Rupie]

Wie heeft er bij die wielen gestaan joh!

[Xave30]

Hahhaahahah Ruben

[Joop]

Dit dingetje kwam ik vorig weekend in Engeland tegen...:

[TurboClouseau]

[GTRene]

fraaie Cayman R Joop

[Robin Hartog]

Die Cayman R is gewoon perfect voor mij!