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The Porsche 959 is a sports car manufactured by German automobile manufacturer Porsche from 1986 to 1993, first as a Group B rally car and later as a road legal production car designed to satisfy FIA homologation regulations requiring at least 200 units be produced.
The twin-turbocharged 959 was the world's fastest street-legal production car when introduced, achieving a top speed of 317 km/h (197 mph), with some variants even capable of achieving 339 km/h (211 mph). During its production run, the 959 was considered as the most technologically advanced road-going sports car ever built, and forerunner of all forthcoming sports cars. It was one of the first high-performance sports cars with all-wheel drive, providing the basis for Porsche's first all-wheel drive 911 Carrera 4 model. Its performance convinced Porsche executives to make all-wheel drive standard on all turbocharged versions of the 911 starting with the 993. The twin-turbo system utilised on the 959 also made its way to future turbocharged Porsche sports cars. In 2004, Sports Car International named the 959 number one on its list of Top Sports Cars of the 1980s.
Unlike most ultraperformance cars, the 959 is astonishingly easy to drive. This is especially true if one starts in the lowest of the transmission's six ratios—though Porsche, inexplicably, discourages this practice in on-road driving by labeling the bottom gear with a "G," for Gellinde (terrain). When starting off in "G," minimal clutch slip is needed to help the engine onto its power band. The clutch action is on the heavy side but very progressive, and stirring the shifter is a delight. The lever has been moved about three inches rearward from the usual 911 location, and the linkage has none of the rubbery feel we've come to expect in rear-engined cars. Instead, the 959 shifts with a wonderfully slick and fluid action. And with six ratios to choose from, the driver can run the engine either mild or wild.
These two personalities are clearly defined by the transition from single- to twin-turbo operation. The 959's engine—all 24 valves, four overhead camshafts, twin turbochargers and intercoolers, two water-cooled heads, and six titanium connecting rods of it—is essentially a domesticated version of the 962's racing powerhouse. Such engines thrive at high rpm but generally are weak at low engine speeds. The solution in the 959 is a staged turbocharger system. At low rpm, all of the exhaust flow is directed through just one turbocharger, bringing it quickly up to speed. Boost starts to build at 1500 rpm; by about 3000 rpm, the peak pressure of 14.5 psi is available. The second turbocharger cuts in at about 4300 rpm, uncorking the engine's high-speed breathing abilities. The 959, in turn, surges forward as if a second set of cylinders were activated
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The Porsche 959 is a sports car manufactured by German automobile manufacturer Porsche from 1986 to 1993, first as a Group B rally car and later as a road legal production car designed to satisfy FIA homologation regulations requiring at least 200 units be produced.
The twin-turbocharged 959 was the world's fastest street-legal production car when introduced, achieving a top speed of 317 km/h (197 mph), with some variants even capable of achieving 339 km/h (211 mph). During its production run, the 959 was considered as the most technologically advanced road-going sports car ever built, and forerunner of all forthcoming sports cars. It was one of the first high-performance sports cars with all-wheel drive, providing the basis for Porsche's first all-wheel drive 911 Carrera 4 model. Its performance convinced Porsche executives to make all-wheel drive standard on all turbocharged versions of the 911 starting with the 993. The twin-turbo system utilised on the 959 also made its way to future turbocharged Porsche sports cars. In 2004, Sports Car International named the 959 number one on its list of Top Sports Cars of the 1980s.
Unlike most ultraperformance cars, the 959 is astonishingly easy to drive. This is especially true if one starts in the lowest of the transmission's six ratios—though Porsche, inexplicably, discourages this practice in on-road driving by labeling the bottom gear with a "G," for Gellinde (terrain). When starting off in "G," minimal clutch slip is needed to help the engine onto its power band. The clutch action is on the heavy side but very progressive, and stirring the shifter is a delight. The lever has been moved about three inches rearward from the usual 911 location, and the linkage has none of the rubbery feel we've come to expect in rear-engined cars. Instead, the 959 shifts with a wonderfully slick and fluid action. And with six ratios to choose from, the driver can run the engine either mild or wild.
These two personalities are clearly defined by the transition from single- to twin-turbo operation. The 959's engine—all 24 valves, four overhead camshafts, twin turbochargers and intercoolers, two water-cooled heads, and six titanium connecting rods of it—is essentially a domesticated version of the 962's racing powerhouse. Such engines thrive at high rpm but generally are weak at low engine speeds. The solution in the 959 is a staged turbocharger system. At low rpm, all of the exhaust flow is directed through just one turbocharger, bringing it quickly up to speed. Boost starts to build at 1500 rpm; by about 3000 rpm, the peak pressure of 14.5 psi is available. The second turbocharger cuts in at about 4300 rpm, uncorking the engine's high-speed breathing abilities. The 959, in turn, surges forward as if a second set of cylinders were activated
