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Two Cars, One Number: Porsche 911 S/T and the Human Side of Perfection

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Porsche doesn’t miss details. It obsesses over them. So when a company that can tell you the weight difference between two paint finishes accidentally duplicates a limited-edition number on one of the most collectible 911s ever made, it’s less a scandal than a reminder: even perfection is assembled by humans.

To celebrate the 60th anniversary of the 911, Porsche built the 911 S/T—arguably the purest modern 911 this side of a motorsports paddock. Production was capped at 1,963 units, a nod to the year the original 911 debuted. Each car carries its individual build number on a badge mounted on the passenger-side dash. Or at least, it’s supposed to.

Somewhere between Zuffenhausen and the far corners of the globe, number 1724 was born twice.

One 911 S/T with that number went to Pedro Solís Klussmann, president of Porsche Club Guatemala. The other landed with Suzan Taher, who pilots her S/T on the opposite side of the planet. Same car. Same badge. Same number. Not exactly the sort of rarity Porsche intended.

The mistake stemmed from the most old-school part of the Sonderwunsch process: manual ordering. According to Karl-Heinz Volz, Director of Porsche Sonderwunsch, that human involvement is both the program’s greatest strength—and its occasional vulnerability. “Mistakes can happen,” Volz said, “The important thing is how you deal with them.” Credit Porsche for not hiding behind bureaucracy.

The irony? Klussmann had chosen 1724 with care. The 17th ties together birthdays shared by his mother, grandmother, and himself; the 24 marks his father’s birthday. Taher’s car, meanwhile, was meant to wear 1742, a number with no emotional backstory at all. Fate, it seems, had a sense of humor.

Porsche’s solution was peak Stuttgart. The company flew both owners to Zuffenhausen for a private, ceremonial mea culpa. There, they received corrected plaques, a framed photograph of their two cars together, and presentation boxes containing samples of their respective interior and exterior materials. The incorrect badge—the physical proof of the mix-up—was formally handed over to the Porsche archive, catalogued as part of company history while the owners looked on. Somewhere, a future brand historian is already smiling.

Beyond their brief numerical overlap, the two 911 S/Ts couldn’t be more different—and that’s the point.

Klussmann’s car wears the Heritage Design package, finished in Shore Blue Metallic, a color that feels lifted from Porsche’s greatest hits album. Inside, Classic Cognac fabric seat centers with black pinstripes deliver a tasteful wink to Porsche’s past, while a carbon-fiber roll cage reminds you this is no museum piece—it’s meant to be driven.

Taher’s S/T goes in the opposite direction, drenched in Paint to Sample Plus Rose Red. If the color feels familiar, it should. Known as “Fraise” in the 1970s, it adorned legends like the Carrera RS 2.7 and the IROC-spec 911 Carrera RSR 3.0. The shade was so compelling in this modern execution that Porsche will officially add it to the Paint to Sample catalog for the 2026 model year. Inside, Guards Red leather covers much of the cabin, turning the S/T into something that’s equal parts time capsule and contemporary statement.

And underneath all that personalization is the real reason the 911 S/T exists.

Developed in Weissach with a singular mission, the S/T is a love letter to lightness and involvement. Power comes from a naturally aspirated 4.0-liter flat-six producing 525 horsepower, paired exclusively with a close-ratio manual transmission. No turbos. No PDK. No distractions. Weight savings are obsessive, the chassis tuned for agility rather than lap-time bragging rights.

The name itself reaches back to Porsche history. In 1969, the 911 S spawned a competition-focused variant internally known as the 911 ST. The modern S/T carries that same philosophy forward: less mass, more feel, and a direct connection between driver and machine that’s increasingly rare in today’s performance-car landscape.

In the end, the duplicated number didn’t cheapen the 911 S/T. If anything, it added another layer to its story. These cars aren’t just collections of carbon fiber and carefully calibrated steering feel—they’re artifacts of a company that still does things by hand, still invites customers into its history, and still believes that owning a Porsche should feel personal.

Even when the numbers don’t quite add up the first time.

Source: Porsche

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Air-Cooled Endurance: Jeff Zwart’s Safari Rally Challenge

At 70 years old, Jeff Zwart is not a man with many unfinished chapters. Between directing award-winning commercials, redefining hillclimb heroics at Pikes Peak and curating the now-mythical Luftgekühlt gatherings, his life has long existed at the intersection of speed, aesthetics and endurance. When he isn’t flat-out in a Porsche, he’s back home on his Colorado ranch, posting serene images of snow-draped landscapes, air-cooled icons and his beloved Bernese Mountain Dogs.

And yet, even for Zwart, there remained one box unticked.

More than half a century after first reading about it as a teenager, the American Porsche racer has finally conquered what he describes as “probably the hardest event I’ve ever done”: the East African Safari Classic Rally. Not in a modern weapon, but in a competition-prepared classic Porsche 911—exactly the kind of car that helped ignite his passion all those years ago.

For someone with multiple marathon rallies to his name, that statement carries weight. This year’s Safari Classic stretched across nine days and 2,220 competitive kilometres of some of the most punishing terrain imaginable. Heat shimmered relentlessly, dust and mud alternated by the hour, water crossings tested both nerve and machinery, and wildlife ensured concentration never wavered for a second. It is rallying distilled to its rawest form—and that is precisely the appeal.

“I read about this race while I was in high school and I’d always hoped that I’d one day do it,” Zwart explains. “To be able to compete here in a car from the same era as my school days has made the whole experience feel even more special.”

Alongside co-driver Alex Gelsomino, Zwart finished an impressive 17th overall from a starting field of around 60 cars. Remarkably, more than half were classic 911s, underlining just how well Stuttgart’s air-cooled icon continues to thrive under extreme conditions. The overall victory went to British endurance racer Harry Hunt and co-driver Steve McPhee—also in a 911—further cementing the model’s legendary resilience.

The East African Safari Rally traces its origins back to 1953, created to celebrate the coronation of Queen Elizabeth II. Traversing Kenya, Uganda and Tanzania, it quickly earned a reputation as motorsport’s ultimate endurance test. After evolving through multiple formats, the event was reborn in 2003 as the East African Safari Classic Rally, now run biennially for historic machinery. This year’s route carved through Diani, Voi and Amboseli, framed by the dramatic silhouette of Mount Kilimanjaro—beautiful, unforgiving and utterly relentless.

“In the 1970s this was considered the most difficult automotive event in the world, and I don’t think it’s got any easier,” Zwart says, smiling. His early F-series 911 was packed to the roof with spares and tools, a necessity rather than a precaution. “It was super rough and super fast, with lots of wild animals on the course. But the scenery was unparalleled, the people were incredible, and being in a classic 911 just feels like home. Every day the car surprised me with how well it handled things.”

That sense of meaning was amplified by the man in the right-hand seat. Gelsomino was the long-time co-driver of the late Ken Block, who contested the rally in 2022. For Zwart, their partnership carried emotional weight.

“I remember Ken telling me how incredible this rally was. He said, ‘Jeff, you’ve got to do it,’” he recalls. “So to be here with Alex as my co-driver feels like coming full circle. At times it’s been pretty emotional for both of us.”

The rally was far from trouble-free. Suspension damage on day three and a transmission issue late in the event forced the pair to crawl nearly 40 kilometres of a stage in first gear. Yet time loss was minimal, a testament to both mechanical sympathy and the extraordinary durability of the car. Zwart describes the 911 as having taken “an incredible beating” while still running flawlessly as it crossed the final finish line, moments before celebrations on the beach.

Exhausted but elated, Zwart is still processing what he calls “the adventure of a lifetime.”

“It was definitely the toughest event I’ve done,” he says, “but it challenged us in so many ways that I’m incredibly glad we went for it. That said—after all that heat and humidity—I’ll be very happy to be back in the snow.”

Even at 70, Jeff Zwart has proven that some dreams are worth waiting half a century to fulfil—especially when they end, fittingly, behind the wheel of an air-cooled 911.

Source: Porsche

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Porsche 911 GT3 Manthey Kit: Track-Day Royalty Gets Its Crown

In the world of track-day toys, few production cars see as much real circuit mileage as the Porsche 911 GT3. For many owners, it isn’t just a weekend car—it’s a lap-time weapon. But Porsche knows its customers well, and for the most obsessive among them—those chasing tenths, shaving seconds, and living for split times—there’s a new, sharper answer. It’s called the Manthey Kit, and it pushes the already ferocious 992.2 GT3 deep into GT-racer territory.

The upgrade isn’t cosmetic marketing fluff; it’s a ground-up performance overhaul. Porsche and Manthey’s engineers have tackled everything that matters on a racetrack: downforce, suspension, braking, and stability. Consider it the Weissach Package’s overachieving cousin—hungrier, meaner, and laser-focused on lap times.

And those lap times speak clearly. The kit-equipped GT3 circulated the Nürburgring Nordschleife in 6:52.981, slicing 2.8 seconds off the previous Manthey-equipped model despite damp autumn conditions. That’s not evolution—it’s a full send.

Aero: Downforce With a Capital D

The GT3 is already a downforce monster, but the Manthey Kit turns the entire underbody into a single aerodynamic philosophy. Porsche extended the turning vanes under the car by a full meter—to a massive 1.5 meters—creating a broad pressure skirt that sucks the GT3 to the tarmac with ruthless efficiency. Even the luggage compartment floor is now covered to form a completely smooth aero surface.

Up front, a newly extended lip, revised diffuser fins, and side flaps stack on more bite at high speed. Out back, the swan-neck wing grows wider, gains a Gurney flap, and uses enlarged, inward-curved end plates to squeeze optimal airflow. A longer-finned rear diffuser boosts downforce without the usual drag penalty.

Then come the rear carbon aerodiscs, which don’t just look like Le Mans cosplay—they shave drag and complete a fully integrated aero package.

The results are brutal:

  • 355 kg of downforce at 285 km/h in road mode
  • 540 kg in circuit mode (track use only)

That’s race-car territory. No extra drag. Just more grip. Everywhere.

Suspension: Built for Kerbs and Commitment

Track-day driving isn’t just about aero—it’s about how the car reacts when aero isn’t enough. Here, Porsche and Manthey developed a four-way adjustable coilover suspension, designed specifically for circuit punishment. Riders can tune rebound and compression without tools, and the spring rates rise moderately—10 percent at the front—matching the new higher downforce loads.

The payoff? More mechanical grip, better stability through quick direction changes, and real confidence when clattering over kerbs at speed.

Lightweight forged wheels—20-inch front, 21-inch rear—cut unsprung mass by six kilograms and come in three finishes. Braided steel brake lines sharpen pedal feel, and optional PCCB-specific racing pads give serious fade resistance.

This is the GT3 re-engineered for endurance stints, not Sunday drives.

Styling and Extras: Track Toys, Tastefully Done

For owners who want the look to match the lap time, Porsche offers a suite of visual goodies: illuminated carbon sill trims, white Manthey door projectors, colored aero wheel discs, and race-style tow straps (red, black, or yellow). Carbon front air outlets and rear intakes complete the motorsport vibe—though, naturally, some pieces must be removed before heading back onto public roads.

Nordschleife Proven, Notary Certified

Porsche treats the Nürburgring as its proving ground, and the Manthey GT3’s lap time was run by reigning DTM champion Ayhancan Güven—no novice. Even on a partially damp, slippery track, the car delivered a blistering 6:52.981. Both the new and previous Manthey GT3s ran on optional Michelin Pilot Sport Cup 2 R rubber, and the time was officially verified by a notary.

Güven was clear: the new kit transforms the GT3’s cornering capability. “The significantly higher downforce and optimised suspension make the car very easy to control and provide the driver with even more confidence,” he said. Better weather, he noted, could have unlocked an even quicker lap.

Manthey boss Nicolas Raeder echoed him. After a year of wind-tunnel work and thousands of kilometers of European circuit testing, he believes there’s more time on the table—and plans a repeat attempt in better conditions.

Porsche’s 911 GT3 already occupies rare air: one of the few road cars that feels built primarily for racetrack joy. The new Manthey Kit takes that ethos and turns the intensity up several clicks. More downforce, more grip, more stability, and less lap time—it’s the purest expression yet of Porsche’s track-day philosophy.

For the lucky few able to unlock its potential, the GT3 Manthey Kit doesn’t just sharpen the car. It transforms the experience. And at the Nürburgring, the stopwatch is already applauding.

Source: Porsche