I recently got an email from the new owner of our former 2000 Mercedes-Benz SL55 AMG. He reports that after several thousand miles he has had no mechanical issues and had to replace only a few consumables such as belts and pulleys. That was always a great car, and I began to wonder why I sold it. Answer: It was the weight. At 4,090 pounds, it was no nimble go-kart. Even propelled by nearly 500 supercharged horsepower, the rush of acceleration was overshadowed by the stopping distances and the noticeable lean through the turns. I’ve always been a sports-car fanatic, and that […]
I recently got an email from the new owner of our former 2000 Mercedes-Benz SL55 AMG. He reports that after several thousand miles he has had no mechanical issues and had to replace only a few consumables such as belts and pulleys.
That was always a great car, and I began to wonder why I sold it.
Answer: It was the weight.
At 4,090 pounds, it was no nimble go-kart. Even propelled by nearly 500 supercharged horsepower, the rush of acceleration was overshadowed by the stopping distances and the noticeable lean through the turns. I’ve always been a sports-car fanatic, and that car is a cruiser, not a dancer.
We’re making more changes to the SCM fleet, and weight plays a role here as well.
Our 1971 Jaguar E-type V12 coupe is going. It weighs almost 3,000 pounds and it takes all 272 horses to get it to its 90-mph cruising speed. It doesn’t feel heavy like the SL55, but you know you’re not in a Bugeye Sprite. We’ve put 10,000 delightful miles on the Jag. We’ve done every event we wanted to, including three SCM 1000s.
It’s simply time for a new set of experiences.
The 996.2
The replacement for the Jag has already arrived. I found a creampuff 2005 Porsche 911 C4S with just 72,000 pampered miles in nearby Seattle.
It’s a 5-speed Tiptonic with steering-wheel-mounted shifter toggles. No records on IMS bearing replacement, which means we’ll have to address it. After spirited bidding on Bring a Trailer, the car was mine for $32,550 all-in.
The original window sticker showed an MSRP of $110,000.
The seller was an easy-to-work with professional — Alex Jahn of Auto Connections Seattle. He responded quickly and thoroughly to my many questions.
My son Bradley took a 6 a.m. Amtrak train to Seattle and Alex met him at King Street station. They performed the ritual of the changing of the keys, Bradley loaded eight CDs (yes, they’re coming back among the kids) into the changer’s magazine, attached the trip permit and he was gone.
My first response to seeing the car was “OMG.” In Arctic Silver metallic with dark gray supple leather, this is a beautiful car. The Turbo body and clean lines of the rear deck are particularly appealing.
The 911 has the semi-ridiculous “bad boy” two-stage Sport Exhaust System, a $2,400 option. It sounds nasty in the garage at idle yet is essentially undetectable on the highway.
At the top of my short list (after the IMS bearing) is installing an OEM Apple CarPlay head unit for about $3,000. I had CarPlay put into my SL55 and suddenly I was driving a car that felt like new.
I realize I could save up to $1,000 by going with an aftermarket part, but there is just something that feels “right” about going with a factory part. This is surely the first of my many steps down the “Porsche, there is no substitute” road of financial immolation.
Already installed in the 911 is the Bose audio system, with 13 speakers and a seven-channel, 325-watt amplifier. So at least there’s no reason for upgrade there.
I’ll also look into modifying the suspension to slightly lower the car. I want to give it the stance I like on my Porsches (and Alfas) but without a harsh ride or clearance issues.
A tale of two 911s
As Porsche has changed the basic lines of the 911 very little over the past 25 years, the car looks completely modern. It will fit right in at a local PCA meeting among the many other 997s and 991s.
The 996, however, is not a light car at 3,200 pounds.
In fact, our 1975 911 2.7 S tips the scales at 700 pounds less. The G-body weighs not much more than a Carrera RS — just 2,500 pounds.
Since Avant-Garde Collection freshened its Sportomatic transmission linkage and installed Mahle pistons and liners, the car has become Bradley’s favorite. He talks about the live-wire response, the sharp crack when he upshifts the Sporto, and the direct feel of the non-powered brakes and steering.
With the suspension set to European specs and new shocks, the car tracks flat through high-speed turns and Bradley reports he feels like he is glued to the road. It’s not quite as hyperkinetic as our 2006 Lotus Elise, a 2,000-pound car, but it’s not far off, either.
Personally, I miss the creature comforts, but when you are 18 and behind the wheel of an old Porsche, you probably have other things on your mind. Certainly, enjoying the visceral pleasures of a good 911 is one of the great rites of passage for any young enthusiast.
Which explains why, when Bradley got the 996 home, he immediately jumped in the 2.7 and took off for a 200-mile drive to Eugene, OR, and back.
“I miss this car, Dad,” he said. “Your new car is comfy and all, but it’s not a sports car like the yellow one.”
