911 Turbo S2

911ts2-1When Porsche introduced the 1991 964 Turbo in September 1990 it was in need of a racing forum on which to prove out the car’s heritage. Fortuitously in 1991 the International Motor Sports Association (IMSA) created the Bridgestone Potenza Supercar Championship designed to allow the best sports cars in the world to race each other and Porsche Motorsport North America undertook to convince then Porsche CEO Arno Bohn that the IMSA Supercar Championship gave Porsche the best possibility to win.

 

 

911ts2-2The top line model 964 3.3 liter Turbo was officially introduced at the March 1990 Geneva Motor Show and launched in February 1991 for North America (September 1990 for the Rest of World). Famed Porsche racing driver Hans-Joachim Stuck and Alwin Springer, then Director of Porsche Motorsport North America, were keen to enter Porsche into the IMSA Supercar Championship. And their strong lobbying would convince Arno Bohn that the entry of Porsche’s new 911 Turbo would be worthwhile as a marketing exercise. This decision proved correct for Porsche who would win three consecutive manufacturer titles.

 

 

 

911ts2-3Porsche generally pre-qualified to compete with the 911 Turbo, as IMSA regulations required a manufacturer to have delivered a minimum of 200 road cars to the U.S. market to include twenty road models containing the critical components found in the ‘production’ race version. And so a game plan was implemented which would result in the ‘Turbo S2’ a homologation model exclusively for North America and the forbearer of the 1992 Turbo S Leichtbau.

 

 

911ts2-4Brumos Porsche was established in 1959 by Hubert Brundage and upon his death in 1965 it was purchased by Peter Gregg, a driver who’s first race was the prior year in a Porsche 904. In 1971 Gregg officially established the Brumos Porsche racing team to take part in the inaugural IMSA GT Championship, and along with driving partner Hurley Haywood, took the championship driving a Porsche 914-6. Gregg had achieved a reputation as one of America’s most successful road racers with 152 wins out of 340 races he started by the time he passed away in 1980 from an apparent suicide. Porsche’s racing history with Brumos Porsche, made Brumos the logical partner for running a two car team in the inaugural Supercar Championship.

 

 

 

 

 

 

911ts2-5Porsche’s head of the customer racing department Roland Kussmaul set about to develop a turbo charged engine for IMSA Supercar based on the new Type M30/69 3.3 liter turbo motor. The initial IMSA Brumos cars were built in Germany and sent to the U.S. for further race preparation by Brumos to include suspension upgrades, roll cages and halogen fire extinguishers. The engines were produced and installed by Porsche in standard USA model 911 Turbos for the series start in May 1991.

 

 

 

 

911ts2-6To fully qualify for IMSA racing Porsche still had to produce the minimum of 20 production ‘road’ versions of the race car. These cars were to be built from standard production 911 Turbo USA models and then modified to IMSA specification. The decision was made to send finished production cars to Porsche Motorsports North America’s president Alwin Springer’s ANDIAL tuner facility for installation of a homologation ‘power kit’ supplied by Porsche. At the time PMNA shared a facility with ANDIAL.

 

 

 

In part the decision to send the cars to ANDIAL for conversion was based upon lessons learned with the 959S. To fulfill Porsche’s Director of Engineering Helmutt Bott ‘s vision to sell 1,000 959’s, the US market would need to be included. However, the 959 did not have the proper equipment to be imported under DOT and EPA regulations. In an attempt to circumvent this issue the decision was made to create a ‘race car’ version – the 959 Sport aka the American 959 – to be imported to the U.S. under the non-road going race car exemption. Unfortunately for Porsche this was a thin veil, the car was not a stripped down model and there was no race series to support. NHTSA denied importation of the 959S leading to some famous U.S. customs battles and ultimately the establishment of the Show and Display import exemption in August 1999. As a result it was deemed too risky to build the homologation model in Weissach and attempt to import it as a modified ‘production road car’, and of course to homologate it could not be imported and sold as a ‘race car’. It was therefore much easier and less risky to import the donor chassis as a standard production car and to send it to ANDIAL for modification into the homologation model – and ultimately to circumvent DOT/EPA scrutiny by ‘positioning’ the car as an approved U.S. production model with minor engine changes.

 

andial press release.tifANDIAL is an anagram made from the names of the founding members – the late Arnold Wagner AN; Dieter Inzenhofer DI; and Alwin Springer AL. Inzenhofer, along with Wagner met Springer at Vasek Polak’s Porsche dealership in Manhattan Beach, Calif., in the late 1960s and founded ANDIAL in 1975 as a Porsche tuner. ANDIAL had solid history with Porsche racing having supplied winning engines in the 24 Hours of Daytona. Porsche would later purchase ANDIAL in February 2014.

 

A letter dated July 31, 1992 from Porsche Cars North America to Porsche dealers informed that the production of the twenty cars was under way for anticipated delivery in late August – mid-September 1992. All 20 cars had been fully optioned at the factory in nearly identical form to the race version excluding suspension, full race prep differences and the ‘S2’ engine upgrade which was to be fitted by ANDIAL. It was officially sold as the Porsche 911 Turbo S2, a standard model year 1992 Turbo base priced at $108,940 with a $10,065 engine upgrade. The car was left hand drive only with 18 cars delivered to the U.S. and 2 to Canada.