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Very nice article. good job for Andry!


Nice E12 example!

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Since its inception 30-years ago the E36 has been much loved in BMW circles. Today this modern classic, in its numerous guises, remains a popular choice as everything from daily driver to project car. In this issue we get into the nitty gritty of this era of 3 Series with our ‘Ultimate Guide’ to all ‘non-M’ E36 models – these are gaining something of a cult status these days. So, if you are considering purchasing an E36, our in-depth feature is essential reading.

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Porsche 911 2.7 Coupe UK-spec G, H, I, J series

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911S was now a mid-range model comparable to the previous 911E. It had the same body changes as the base model, and came as standard with ‘Cookie Cutter’ rims. 

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How to judge the greatest Porsche 911 of all time? Is it by cost, performance, desirability? There are many ways you can decide which 911 is the ‘GOAT’ and, depending on your criteria, you’ll probably get a different answer each time. The ‘greatest’ debate is one that has raged at T911 for some time. In the end, we’ve decided to compile our top five based on their impact on the Porsche 911 story, regardless of the aforementioned barometers of cost, performance or general desirability. These are the cars that profoundly changed the 911 tapestry, whose existence has had immeasurable influence on Porsche’s darling sports car. What do you think of our top five? I’d love to hear your own choices, based on our criteria above, so drop me a line and let us know if yours is different. This issue also marks the 15-year anniversary of Total 911. We’ve a special section within the issue to celebrate, where we look back at how the Porsche marketplace – and we – have changed over the last decade-and-a-half, with an exclusive look at some ‘behind the scenes’ stories. I myself have been lucky enough to have steered the ship for the last 102 issues, but credit must go to my predecessors Louise Woodhams and, particularly, Phil Raby, the founding editor whose idea it was to create the world’s only magazine dedicated to the Porsche 911. The biggest thanks, though, goes to you, dear reader. Without your passion and kindness – from donating us cars for test, putting us in touch with others, or just buying the magazine – we simply wouldn’t have a title (and I wouldn’t have a job!). We’re very proud of the fact we’re the only UK Porsche magazine to remain printing every month, which again is testament to your loyalty and enthusiasm. We’re well placed for another 15 years of quality editorial – never mind Total 911, I wonder what the 911 ill look like in 15 years? 

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Four months after the arrival of the 992 Turbo S, Porsche has unveiled the regular Turbo which, for the first time, offers an optional Lightweight Design Package, trimming mass by 30kg. More details can be found on page eight.

Paul Walton

2.7-litre engine M20 B27

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cool car, nice job Didi

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The Silver Shadow was designed with several modernisations in response to concerns that the company was falling behind in automotive innovation, most notably its unitary construction.

Rolls-Royce Silver Shadow

Style-wise, the John Polwhele Blatchley design was a major departure from its predecessor, the Silver Cloud. More than 50% of Silver Clouds had been sold on the domestic market where, by the standards of much of Europe and most of North America, roads were narrow and crowded.

The new Shadow was 3 ½ inches (8.9 cm) narrower and 7 inches (18 cm) shorter than the Silver Cloud, but nevertheless managed to offer increased passenger and luggage space thanks to more efficient packaging made possible by unitary construction.

Other new features included disc brakes replacing drums, and independent rear suspension instead of the outdated live axle design of previous Rolls models.

1972 Silver Shadow interior

The standard wheelbase Silver Shadow measured 203.5 inches (5,170 mm), 4,700 lb (2,100 kg) and had a book price of £6,557 in the first year of production.

The Shadow featured a 172 hp (128 kW) 6.2 L V8 from 1965 to 1969, and a 189 hp (141 kW) 6.75 L V8 from 1970 to 1980. Both powerplants were coupled to a General Motors-sourced Turbo Hydramatic 400 automatic gearbox, except on pre-1970 right-hand-drive models, which used the same 4-speed automatic gearbox as the Silver Cloud (also sourced from General Motors, the Hydramatic).

A distinctive feature was a high-pressure hydropneumatic suspension system licensed from Citroën, with dual-circuit braking and hydraulic self-levelling suspension. At first, both the front and rear of the car were controlled by the levelling system; the front levelling was deleted in 1969 as it had been determined that the rear levelling did almost all the work.

Rolls-Royce achieved a high degree of ride quality with this arrangement.

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Big car Citroen SM

Sam Dawson

«Il mostro!» That's how public reponse sounded like when it has been first presented.

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Real ugly car, trust Alfa Romeo to make something like this

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The freedom to chase up and down the country to see real cars is like releasing a champagne cork from a bottle

While playing it safe has become the new normal in so many aspects of life, I’m getting a picture of barely suppressed urge to roll the dice when it comes to classic car buying. Up and down the country, we haven’t let government restrictions stop us hunting for cars and buying them, even if that means doing so remotely, sight unseen. Under any circumstances, scouring magazines and websites for inspiration and information around what we could buy next is a thrill, and hunting down the right car even more so; right now, it’s heightened to fever pitch. We’ve seen success after success with remote auctions and it’s a measure of just how irrepressible our passion for cars is. The more challenged we are, the more determined we become to enjoy them in any way we can.

With restrictions eased, the prospect of heading off to distant parts of the country to see cars and their optimistic owners – in person – is exciting enough. Even more so if that car is one you’d always considered out of reach, with badges such as Aston Martin, Porsche, Maserati and Ferrari, like those that we gathered for our Big Test. The risk of buying something exotic where the upkeep might outstrip the post-depreciation purchase price is enough to keep such cars locked away in that mental box labelled, ‘Fantasy Only, Do Not Actually Buy,’ in large unfriendly letters. But with expert guidance on the most robust models to buy, insight into the most wallet-wilting problems to avoid and a reality check on the unavoidable ownership costs allows you to go prepared and minimise your risk. Of course, just like fitting grippier tyres or even having traction control doesn’t eliminate the possibility of a misjudged cornering speed turning into a messy ditch-diving event, it’s impossible to completely de-risk buying cars of any age, even new ones. But without at least that tingle of risk, buying that next classic wouldn’t be such a thrill. Enjoy the article.

Buying exotic old cars is excitingly risk-tinged, but it needn’t be only for the foolhardy. 

Quentin Willson

Nice tuned E21

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Great Lancia with Dini V6 heart

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Very cool rear view!

Daniel Bevis

Cool E30

Artem Yeromenko


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