Footnotes

• 'This car needs little introduction. It is the latest version of the most famous sports car of all time, continuing a tradition of turbocharged 911s that began in 1975. For 25 years the 911 Turbo has been the most expensive car in the range.' – Autocar, 12th July 2000.
  
  Much of the Porsche 911's development had resulted from the factory's racing programme, and it was the then Group 4 homologation rules, which required 400 road cars to be built, which spurred the development of 'Project 930' - the legendary 911 Turbo. In production from April 1975, the Turbo married a KKK turbocharger to the 3.0-litre Carrera RSR engine, in road trim a combination that delivered 260bhp for a top speed of 155mph. But the Turbo wasn't just about top speed, it was also the best-equipped 911 and amazingly flexible - hence only four speeds in the gearbox - being capable of racing from a standstill to 100mph in 14 seconds.
  
  What set the 911 Turbo apart from its peers was the relaxed way this stupefying performance was delivered. Comparing the Turbo to similarly quick 'he-man' cars such as the Holman & Moody-tuned Cobra 427 and the Ford GT40, Motor's Roger Bell reckoned what made the Porsche so different was that it 'hurls you forward with similar velocity but in an uncannily quiet and effortless way. To be shoved so hard in the back that you need high-back seats to keep your head on, yet neither to feel nor hear anything more than a muffled hum, is a very odd sensation indeed in a car.'
  
  The Turbo's characteristic flared wheel-arches and 'tea tray' rear spoiler had already been seen on the Carrera model, while the interior was the most luxurious yet seen in a 911, featuring leather upholstery, air conditioning and electric windows. More refined than hitherto yet retaining its high performance edge, the Porsche 911 Turbo sold in the thousands, becoming the definitive sports car of its age.
  
  Representing a major step forward, the Type 996 version, introduced in 1997, really did justify its maker's claims to be 'all new'. With the 996's introduction, Porsche finally adopted water cooling for the flat-six engine, which remained behind the rear wheels of a car that shared no panels with its immediate predecessor and was longer, wider, and higher than before. Despite the overall increase in size, Porsche's engineers managed to lower the 996's drag co-efficient by raking back the windscreen, achieving a figure of 0.30 (down from the 993's 0.34) with a beneficial reduction in fuel consumption at high speeds. Bonded-in front and rear screens contributed to a significant increase in the stiffness of the aluminium chassis, which was clad in galvanised steel body panels. Water radiators were mounted at the front: two for manual transmission cars, three for those with the Tiptronic semi-automatic 'box.
  
  The new, more compact, 24-valve engine displaced 3.4-litres compared with the 993's 3.6 yet contrived to be more powerful, producing 300bhp (up from 285), which was good enough for a top speed of 174mph. Inside, the 996's new dashboard represented another major departure from tradition, being considerably more complex than anything seen hitherto in a 911, boasting a 'PCM' (Porsche Communication Management) centre console incorporating controls for the radio, air conditioning, multi-function computer, car 'phone and satellite navigation.
  
  Devotees of the 911 Turbo had to wait a few years before they could get their hands on the 996 version, which did not arrive until the autumn of 1999. The new 3.6-litre Turbo engine was derived from that of the GT3 sports-racer, featuring twin-turbos, and now developed its maximum of 414bhp at a relatively low (for a sports car) 6,000 revs, with 413lb/ft of torque available from 2,700 to 4,600rpm. As usual, the Turbo was styled more aggressively, with a wider body, broader rear wing, and air intakes in the front bumper and ahead of the rear wheels. Like its predecessor, the new Turbo was only available with all-wheel drive. Towards the end of Type 996 production, and with the new 997 just over the horizon, Porsche announced a more powerful Turbo - the 'S' - which had a mighty 444bhp and 457lb/ft at its disposal, figures rivalling those of the fearsome GT2. With a top speed knocking on 200mph, the Turbo S well deserved its inclusion in the supercar ranks.
  
  The current vendor purchased this Turbo S from the Roland Hall dealership in Gerrard's Cross, Buckinghamshire with only delivery mileage recorded. Since then the car has formed part of his large private collection and been serviced by RW Autos of London SE1. In recent years the Porsche has been stored at Roger Bennington's Stratton Motor Company, and has covered only some 10,000 miles from new. Offered with its original book pack (including service booklet), original tools, current MoT, and V5C document, this beautiful Turbo S represents a rare opportunity to acquire one of these exclusive, last-of-the-line Type 996 models that can only become increasingly collectible.

Saleroom notices

• Please note that the rear wing fitted is not that from a GT2, but rather a factory option 996 Turbo Aerokit example. Please note that the book pack for this car follow post sale.