I went for a ride in a 959 the other day...

[Emission]

(Before you ask... I will post pics in about six hours - I don't have them on this computer - sorry.)

It’s been a good six months. I have found myself behind the wheel of a new V10 BMW M5 and Corvette Z06. I have also been for high-speed rides in a Ford GT and the original Ruf CTR Yellowbird, among others. Two days ago, I went for a ride in a Porsche 959…

The 959 I rode in was found at Canepa Design, near Santa Cruz, California. Bruce Canepa, famed racer and engineer, is credited with taking on the Feds side-by-side with Bill Gates, Paul Allen, Ralph Lauren, and Otis Chandler; in a fight to get the car certified (this is a long, and interesting, story in itself).

Long story short, the 959 did get certified in 2000 – to emission standards of 1988. Once the catalytic converters and miscellaneous smog equipment were bolted on, Bruce found the twin-turbo 2.85-liter four-valve flat-6 was down to about 350 horsepower (from an original 450). There are many cars out there making 350 horsepower these days… so Bruce turned it up a few notches.

Insiders at Porsche had told Bruce Canepa that the engine, transmission, and driveline were good for 600 horsepower, so he made that his goal.

A bit about the modifications Bruce undertakes…

First, the “frame” of the 959 is based on the production 911. It is reinforced with additional crossmembers. The hood and doors are skinned in aluminum. The rest of the bodywork is Kevlar and fiberglass. There are no rain gutters and the glass is all new. Aerodynamic drag is a low .31 Cd. with zero lift (no downforce, either!). Externally, the 959 is left stock.

The stock engine is oil cooled, with water-cooled heads. There are two oil coolers up front (each wheel well, I believe), and a radiator in the middle (hard coolant lines run up each side of the trunk). This is all retained.

The fuel injection system (including injectors) is replaced with a modern EFI system with full engine management systems. This necessitated an upgraded alternator, and a brand-new wiring harness – the whole thing. The camshafts are new, and so are the plugs.

The original sequential turbos are replaced with a larger ball-bearing twin-turbo system that allows both to spool immediately. The exhaust is all new – the OEM stainless headers are cut, rewelded, and then polished (inside and out) for better flow. New brackets and mounts for the turbos are manufactured perfectly from stainless. Low flow mufflers finish the package.

The stock intercoolers, huge units in each rear fender, are retained. Also retained is the stock intake.

The 6-speed transmission (G-1-2-3-4-5), along with the driveline (complete with electronically programmable torque split) is retained.

Suspension, originally twin-shock at each corner with adjustable dampening and ride height, is replaced with a lighter custom system (saving more than 50 pounds), much like that found on the “959 Sport” edition. The modified coil-over system uses custom titanium springs to save even more unsprung weight. Stock brakes, massive drilled rotors and aluminum calipers with ABS, are retained.

The 17-inch 959 magnesium wheels, custom designed for Dunlop run-flats, are modified to accept modern performance rubber by removing the molded bead on the rim. Then, they are powder-coated in platinum-colored paint, and fitted with larger rubber (245mm front, 275mm rear).

Inside, the OEM gauges are switched to US-spec (mph) with a 220 mph speedo. An upgraded radio is installed with hidden speakers. The A/C compressor and lines are replaced, but R-12 is retained as the refrigerant.

It is still a Porsche 959 – but built to modern specs. Curb weight hovers at 3000 pounds (just like the original).

With 610 horsepower, and 500 lb-ft or torque, it runs with the best. 0-60 is 3.2 seconds. Top speed is 215 mph.

So, I found myself a passenger the other day, with Bruce Canepa at the wheel.

The cockpit is nearly identical to that of my 930 – except the transmission tunnel (of which my car doesn’t technically have) is much larger and runs through the middle. The oil level gauge (on the left side) is replaced with a coolant temp indicator. The clock is replaced with a mult-function display with active torque-transfer gauges and driveline mode indicator. Everything else is pretty much the same.

The 959 starts instantly and settles to a perfect idle. Unlike Yellowbird, there is no white smoke or hunting as the engine settles down. It purrs rather quietly, all things considering (t sounds much like the 993, actually).

Pulling out of the driveway, and short shifting on a cold engine, I am amazed at how smooth the engine appears. I expected it to be rough and unhappy cold – it ran flawlessly. It warms quicker than my 930 (I never did ask about the oil capacity).

The roads were wet, and lightly traveled. Bruce waited for an opening, and floored it... jeee…eeee…eeee…sss.…uuuu…..ssssssssss! Damn! This thing frickin FLIES!

Boost is available from way down low – I’d say you’ve got plenty at 2000 rpm. By the time you have full boost (1.4 bar) you are absolutely pinned in your seat. The engine screams towards redline. You hear the tires clawing for traction (all four can be heard – and felt – slipping… even at 50 mph under full boost). You watch the gauges as the torque management system calculates traction. You hear the wastegates dumping. You hear the engine screaming. But it’s not obnoxious.

My 930 makes a ton of noise (that’s most of the fun) as it scoots to 60 mph in just under 5 seconds. The 959 does it nearly two seconds faster, with about half the drama. Seriously.

The thrust, for lack of a more accurate work, is absolutely mind-boggling. Yellowbird pulled strongly – the 959 felt much quicker. Granted, the 959 has six gears – most likely a bit shorter – but it just felt that much faster. The 959 accelerated much like the Z06, a rocket off the line. It never felt like it was going to let up.

Acceleration aside, the ride quality was excellent. The chassis, even though it is nearly twenty-years-old, is solid. No squeaks or rattles anywhere. We hit potholes, and the 959 just scooted over them as if they were minor road irregularities. We changed lanes, and the ‘Bots Dots’ were unnoticed. The shock dampening is perfect.

On the corners, the 959 reacted like only a 911 can. Short wheelbase, wide track, and excellent visibility make this supercar Porsche the ultimate canyon carver. Enter an offramp at 100 mph and bleed the speed in a couple hundred feet without drama. It is amazing.

At 70 mph, Bruce put the 959 into 5th (really 6th when you take into account the “G” gear) and lugged it at 1200 rpm. Then, he floored it. The 959 pulled without missing a beat. He dropped it back into 2nd (um, 3rd to you and me) and floored it. The 959 took off like a sidewinder missile. So tractable!

Back in the garage, the 959 idles comfortably – keeping a perfect poker face with regards to the hidden capabilities. You could make it a daily driver.

In my four hours I spent with him, it was obvious that Bruce Canepa is an asset to the Porsche community. From his early racing days in 935’s, to his current work with the 959, he absolutely loves Porsches. Unlike Alois Ruf, who “remanufacturers” Porsches to become “Rufs” – Bruce Canepa simply refers to his modified-to-current-standards 959 as a simple “959” – it’s not even a “Canepa 959.” That’s modesty.

Oh, the price of the 959 at Canepa Design? A cool $575,000 - and each car is sold as quickly as he can find one to modify. Used 959s, with the Canepa modifications, are worth even more on the secondary market.

[MattKellett]

Fantastic, you had me smiling the whole way! I've been meaning to visit his shop, as it's just down the road from me, for a while now. I heard him talk at laguna Seca last year - he has some great stories, including racing a big rig up Pikes Peak!

Thanks for sharing.

Matt

[ChrisBennet]

Thanks for an interesting post.
Alois Ruf is also a modest man. While he does modify Porsches, Ruf is also a manufacturer that makes cars with their own Ruf VIN's.
-Chris

[Emission]

Originally posted by ChrisBennet
Thanks for an interesting post.
Alois Ruf is also a modest man. While he does modify Porsches, Ruf is also a manufacturer that makes cars with their own Ruf VIN's.
-Chris

No offense intended to Ruf. They are manufacturers (build their cars from white bodies), as you point out.

The Yellowbird was built as a touring sports car (a bit out of place on the track) while the 959 would be perfectly happy on a road circuit!

[84porsche]

Wow, what an experience. I'm sitting here dreaming. I saw the Ralph Lauren 959 in Boston at the Art museum and I was just in a daze the whole time. I can only imagine what it would be like behind the wheel or even as a passenger.

[johncarlos2003]

Great writing- I was with you on the ride or so if felt- Thanks- and, im totally jealous . . .

[450knotOffice]

Great read! Do you write for a living?

[Emission]

Originally posted by 450knotOffice
Great read! Do you write for a living?

I am editor of a PCA Regional newsletter (we are going to feature the 959 on the cover of the May issue). Here is the Yellowbird issue:

http://www.schnellauto.com/auspuff/Jan_06.pdf

I also contribute to a few others... all volunteer work.

But, I get to drive/ride in some cool cars!

[RickM]

Excellent and informative write-up. Thanks.

BTW, if the $575k includes the car it sounds like a relative bargain.

[Netspeed]

Cool...I was just going to ask if you were the editor of our local newsletter, Der Auspuff. I love the new format!

[widgeon13]

Great post, I was really getting tired of reading the rants and other misc BS that others post on an all too frequent basis. Thanks

[Emission]

Originally posted by Netspeed
Cool...I was just going to ask if you were the editor of our local newsletter, Der Auspuff. I love the new format!

Thanks! You just put a big smile on my face.

[Netspeed]

Not a problem! If you need any help test-driving for future issues, let me know!

[Pete000]

Nice write up, can't wait for the pictures.!

[450knotOffice]

Wow, Michael! I just looked through the link you posted for your region's, ahem, "newsletter". That publication is one heck of a MAGAZINE. As far as I am concerned it puts the Orange County Region's magazine to shame, comparatively speaking.

Is there a way I can get your "newsletter" shipped down to me, even though I'm in the OCR?

[SandyI]

Pictures PLEASE!

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OK, here are a few:

[Markus33]

I like that rear view shot of the silver one from down low.

Is this his new shop in Scott's Valley near Seagate, or is he still on Water Street?

Thanks,

Markus
'80 SC Targa

[Emission]

A couple more...

Notice the huge intercoolers in each fender:



The red cap is on the fuel fill - yes, through the hood:



Look at this 959 - naked:

[Emission]

This is the new shop - absolutely spotlessly clean, as you can tell.