"Manchester" Singer spotted in the wild
Discussion
Respectfully I think a few here are missing the point of the Singer. Its one mans vision to combine the best bits of the 911 over the last 40 years into HIS perfect 911. Its not designed to win competitions and I doubt you'll see many if any at trackdays but in an era where baby Macca's run 9 sec 1/4 its more than enough car for the gentleman driver who appreciates meticulous and fussy attention to detail. There's a few on here comparing kinder egg surprises to a Faberge - ridiculous. If you want the best Saville Row suit go to Huntsman. There's many other good suits but only one Huntsman and only one Singer...
I'd kill for that olive drab Singer - love it - good point re restoration idea instead of shipping car out and then paying stupid amounts of tax on way back in.
I'd kill for that olive drab Singer - love it - good point re restoration idea instead of shipping car out and then paying stupid amounts of tax on way back in.
wtdoom said:
Sorry slippy I simply cannot agree .
Ill give you the sound insulation thing because its of no interest to me , the sake of argument and my respect for your opinion .
For chassis , stiffness , design and how it works with the EXE tc dampers Singer simply cannot compete . Tuthill for example have literally decades of experience with chassis and suspension . Have victories in every class of Historic porsche racing , as with Neil . That is what I meant by deep not surface engineering . You just can't beat that experience in my opinion and in my experience .
My 993 rsr built buy colin Belton out dragged a 997 gt2 at silverstone with my parter in the silverstone 24 hrs driving the 997. My tuthill ST bought the magazine reviewer literally to tears , i hit speed bumps at 50 mph and it just cruised it . It handles like no 1971 car ever ought to . God damn non of those cars were cheap (you know I'm not adverse to spending a few quid on a 911) but I can tell you now , the most expensive one ( a replica of my own 73 RSR, some series let you race a clone ) was a third of the cost of a singer .
Look at multi million pound historic Porsche RSR's . Who does the best and most accurate work ? British companies , german companies .
You have wonderful engineers in your excellent country , absolutely the best bodywork companies , combined they have literally hundreds if not thousands of years of experience . Have an engine for a 3 million pound 73 RSR ? You don't go to an american offshoot of Cosworth , you go to Neil or Rügen . There is a reason for this .
Finally for my latest project I considered a singer . I compared the car panel by panel and spec for spec to what I have had built for myself and what I know can be built .
Did I buy the singer ? Hell no .
I use the usual suspects . On this, my dear friend of so many agreements over the years we will have to agree to disagree .
I wouldn't swap Richard Tuthill , Neil Bainbridge , Aldo Riti , Colin Belton and Manfre Rügen for a million emperors new clothes companies like singer . If you want a bauble to look at perhaps theres a case if you want a bauble to DRIVE ; Victory is born on the battlefield and those above build ultimate warriors
Hehehehe, well there's some compelling arguments there B, but none that hold vast amounts of water (albeit from my perspective).Ill give you the sound insulation thing because its of no interest to me , the sake of argument and my respect for your opinion .
For chassis , stiffness , design and how it works with the EXE tc dampers Singer simply cannot compete . Tuthill for example have literally decades of experience with chassis and suspension . Have victories in every class of Historic porsche racing , as with Neil . That is what I meant by deep not surface engineering . You just can't beat that experience in my opinion and in my experience .
My 993 rsr built buy colin Belton out dragged a 997 gt2 at silverstone with my parter in the silverstone 24 hrs driving the 997. My tuthill ST bought the magazine reviewer literally to tears , i hit speed bumps at 50 mph and it just cruised it . It handles like no 1971 car ever ought to . God damn non of those cars were cheap (you know I'm not adverse to spending a few quid on a 911) but I can tell you now , the most expensive one ( a replica of my own 73 RSR, some series let you race a clone ) was a third of the cost of a singer .
Look at multi million pound historic Porsche RSR's . Who does the best and most accurate work ? British companies , german companies .
You have wonderful engineers in your excellent country , absolutely the best bodywork companies , combined they have literally hundreds if not thousands of years of experience . Have an engine for a 3 million pound 73 RSR ? You don't go to an american offshoot of Cosworth , you go to Neil or Rügen . There is a reason for this .
Finally for my latest project I considered a singer . I compared the car panel by panel and spec for spec to what I have had built for myself and what I know can be built .
Did I buy the singer ? Hell no .
I use the usual suspects . On this, my dear friend of so many agreements over the years we will have to agree to disagree .
I wouldn't swap Richard Tuthill , Neil Bainbridge , Aldo Riti , Colin Belton and Manfre Rügen for a million emperors new clothes companies like singer . If you want a bauble to look at perhaps theres a case if you want a bauble to DRIVE ; Victory is born on the battlefield and those above build ultimate warriors
Edited by wtdoom on Thursday 25th February 15:54
Neil builds some truly wonderful engines, more specifically some cracking air-cooled engines., but if we're getting into real specifics, they're MFi air cooled engines. And from that perspective, yes, he's up there with the very best along with Rugen.
But not many want to run a highly strung cammy, recalcitrant MFi engine on the road, irrespective of their incredible and unique character.
So if building a durable, long lasting, [i]roadgoing[i] 964 based engine which is both smog/MOT compliant and produces usable/tractable big horsepower is a requirement, Neil wouldn't be my first port of call, but then neither would Colin (as you know, I have issues with Colin's work based on my own experiences and those of others) or indeed Tuthills. I can however think of two UK engine builders I would happily use for such a project.
What Ed Pink has produced where others have been less successful, is a masterful blend of air-cooled, big horesepower that is both road usable and tractable. But that's not a total surprise as Ed Pink Racing's reputation when it comes to screwing together air-cooled flat six race engines (and especially turbocharged variants) is pretty much peerless.
The ExeTC suspension is indeed wonderful, but was the brainchild of Graham Gleeson, not Richard Tuthill. And whilst the two may of them may have joined forces to develop/produce the 911 suspension, Graham was the innovator (and as you'll know he was a Kiwi ....)
Furthermore, Richard's done nothing different to an early 911 chassis that hadn't been done over the past 30 years (or indeed by the factory with it's R's ST's, RSR's etc)
A certain Monkey Harris brought Richard and ExeTC into the limelight, but his car was nothing special except for the ExeTC dampers that the WRC world had known about for a good few years previously anyway (and the fact that Harris in his own inimitable way, has a tendency to shine a light on his own projects in a manner that means they tend to end up in the public's awareness) Had it not been for Harris, the fact that ExeTC supplied the successful Citroen WRC team's dampers for so long would've remained unknown by most.
Graham's two passions were motorcycles and the WRC, and with Richard there was a meeting of minds, but it could have just as easily been Reiger, Ohlins or any another high end damper manufacturer (though most would've been aware the rewards would be scant in such a small marketplace)
But you need look no further than Ohlins if you want the best roadgoing suspension, and you're right they're not a US company !
All the above begs the question why hasn't a company in the Fatherland produced something along the lines of a Singer, likewise a UK company ?
My standards are high (and please don't be offended by this B, but I'd suggest they're higher even than yours) don't get me wrong, I don't have the wherewithal to buy a £500k car, but I know top class engineering and detail when I see it and to that end I've seen Tuthills shell prep in the flesh, the quality of Colin's builds in his numerous threads on Rennlist, and I also know Neil's MO from having seen Mike Moore's 2.8 RSR rep being built. And whilst Neil and Mike's attention to detail was truly impressive, what Singer produces is a cut above. But they're not attempting to build period correct, FIA certified competition cars.
But I also know an individual in the UK who's ability even exceeds what Singer is capable of producing. He briefly studied a Singer recently and said there's room for improvement. That's not difficult for me to believe as I've previously detailed various issues which I considered fell short in terms of fit and finish on the Singer..... some may be personal preference, but they grate when viewed from an engineering perspective as well as an aesthetic one.
But there's a degree of horses for courses here too, you clearly enjoy driving on track as much as you do on the road, my brief would be for a car used solely on the road, and from my perspective, what Singer have produced to date is peerless in that arena.
But I will concede a point. I spent a huge amount of time studying the Garrard 2.8 RSR, which as you'll know was rebuilt/restored in the US. What I saw shocked me, and yes, you're correct, any number of UK and/or German based classic Porsche specialists could've done a far superior job and kept the every single component period correct in the process.
Slippydiff said:
Hehehehe, well there's some compelling arguments there B, but none that hold vast amounts of water (albeit from my perspective).
Neil builds some truly wonderful engines, more specifically some cracking air-cooled engines., but if we're getting into real specifics, they're MFi air cooled engines. And from that perspective, yes, he's up there with the very best along with Rugen.
But not many want to run a highly strung cammy, recalcitrant MFi engine on the road, irrespective of their incredible and unique character.
So if building a durable, long lasting, [i]roadgoing[i] 964 based engine which is both smog/MOT compliant and produces usable/tractable big horsepower is a requirement, Neil wouldn't be my first port of call, but then neither would Colin (as you know, I have issues with Colin's work based on my own experiences and those of others) or indeed Tuthills. I can however think of two UK engine builders I would happily use for such a project.
What Ed Pink has produced where others have been less successful, is a masterful blend of air-cooled, big horesepower that is both road usable and tractable. But that's not a total surprise as Ed Pink Racing's reputation when it comes to screwing together air-cooled flat six race engines (and especially turbocharged variants) is pretty much peerless.
The ExeTC suspension is indeed wonderful, but was the brainchild of Graham Gleeson, not Richard Tuthill. And whilst the two may of them may have joined forces to develop/produce the 911 suspension, Graham was the innovator (and as you'll know he was a Kiwi ....)
Furthermore, Richard's done nothing different to an early 911 chassis that hadn't been done over the past 30 years (or indeed by the factory with it's R's ST's, RSR's etc)
A certain Monkey Harris brought Richard and ExeTC into the limelight, but his car was nothing special except for the ExeTC dampers that the WRC world had known about for a good few years previously anyway (and the fact that Harris in his own inimitable way, has a tendency to shine a light on his own projects in a manner that means they tend to end up in the public's awareness) Had it not been for Harris, the fact that ExeTC supplied the successful Citroen WRC team's dampers for so long would've remained unknown by most.
Graham's two passions were motorcycles and the WRC, and with Richard there was a meeting of minds, but it could have just as easily been Reiger, Ohlins or any another high end damper manufacturer (though most would've been aware the rewards would be scant in such a small marketplace)
But you need look no further than Ohlins if you want the best roadgoing suspension, and you're right they're not a US company !
All the above begs the question why hasn't a company in the Fatherland produced something along the lines of a Singer, likewise a UK company ?
My standards are high (and please don't be offended by this B, but I'd suggest they're higher even than yours) don't get me wrong, I don't have the wherewithal to buy a £500k car, but I know top class engineering and detail when I see it and to that end I've seen Tuthills shell prep in the flesh, the quality of Colin's builds in his numerous threads on Rennlist, and I also know Neil's MO from having seen Mike Moore's 2.8 RSR rep being built. And whilst Neil and Mike's attention to detail was truly impressive, what Singer produces is a cut above. But they're not attempting to build period correct, FIA certified competition cars.
But I also know an individual in the UK who's ability even exceeds what Singer is capable of producing. He briefly studied a Singer recently and said there's room for improvement. That's not difficult for me to believe as I've previously detailed various issues which I considered fell short in terms of fit and finish on the Singer..... some may be personal preference, but they grate when viewed from an engineering perspective as well as an aesthetic one.
But there's a degree of horses for courses here too, you clearly enjoy driving on track as much as you do on the road, my brief would be for a car used solely on the road, and from my perspective, what Singer have produced to date is peerless in that arena.
But I will concede a point. I spent a huge amount of time studying the Garrard 2.8 RSR, which as you'll know was rebuilt/restored in the US. What I saw shocked me, and yes, you're correct, any number of UK and/or German based classic Porsche specialists could've done a far superior job and kept the every single component period correct in the process.
That's a great post and I'll give it the answer it Deserves when I get home matey Neil builds some truly wonderful engines, more specifically some cracking air-cooled engines., but if we're getting into real specifics, they're MFi air cooled engines. And from that perspective, yes, he's up there with the very best along with Rugen.
But not many want to run a highly strung cammy, recalcitrant MFi engine on the road, irrespective of their incredible and unique character.
So if building a durable, long lasting, [i]roadgoing[i] 964 based engine which is both smog/MOT compliant and produces usable/tractable big horsepower is a requirement, Neil wouldn't be my first port of call, but then neither would Colin (as you know, I have issues with Colin's work based on my own experiences and those of others) or indeed Tuthills. I can however think of two UK engine builders I would happily use for such a project.
What Ed Pink has produced where others have been less successful, is a masterful blend of air-cooled, big horesepower that is both road usable and tractable. But that's not a total surprise as Ed Pink Racing's reputation when it comes to screwing together air-cooled flat six race engines (and especially turbocharged variants) is pretty much peerless.
The ExeTC suspension is indeed wonderful, but was the brainchild of Graham Gleeson, not Richard Tuthill. And whilst the two may of them may have joined forces to develop/produce the 911 suspension, Graham was the innovator (and as you'll know he was a Kiwi ....)
Furthermore, Richard's done nothing different to an early 911 chassis that hadn't been done over the past 30 years (or indeed by the factory with it's R's ST's, RSR's etc)
A certain Monkey Harris brought Richard and ExeTC into the limelight, but his car was nothing special except for the ExeTC dampers that the WRC world had known about for a good few years previously anyway (and the fact that Harris in his own inimitable way, has a tendency to shine a light on his own projects in a manner that means they tend to end up in the public's awareness) Had it not been for Harris, the fact that ExeTC supplied the successful Citroen WRC team's dampers for so long would've remained unknown by most.
Graham's two passions were motorcycles and the WRC, and with Richard there was a meeting of minds, but it could have just as easily been Reiger, Ohlins or any another high end damper manufacturer (though most would've been aware the rewards would be scant in such a small marketplace)
But you need look no further than Ohlins if you want the best roadgoing suspension, and you're right they're not a US company !
All the above begs the question why hasn't a company in the Fatherland produced something along the lines of a Singer, likewise a UK company ?
My standards are high (and please don't be offended by this B, but I'd suggest they're higher even than yours) don't get me wrong, I don't have the wherewithal to buy a £500k car, but I know top class engineering and detail when I see it and to that end I've seen Tuthills shell prep in the flesh, the quality of Colin's builds in his numerous threads on Rennlist, and I also know Neil's MO from having seen Mike Moore's 2.8 RSR rep being built. And whilst Neil and Mike's attention to detail was truly impressive, what Singer produces is a cut above. But they're not attempting to build period correct, FIA certified competition cars.
But I also know an individual in the UK who's ability even exceeds what Singer is capable of producing. He briefly studied a Singer recently and said there's room for improvement. That's not difficult for me to believe as I've previously detailed various issues which I considered fell short in terms of fit and finish on the Singer..... some may be personal preference, but they grate when viewed from an engineering perspective as well as an aesthetic one.
But there's a degree of horses for courses here too, you clearly enjoy driving on track as much as you do on the road, my brief would be for a car used solely on the road, and from my perspective, what Singer have produced to date is peerless in that arena.
But I will concede a point. I spent a huge amount of time studying the Garrard 2.8 RSR, which as you'll know was rebuilt/restored in the US. What I saw shocked me, and yes, you're correct, any number of UK and/or German based classic Porsche specialists could've done a far superior job and kept the every single component period correct in the process.
v8ksn said:
wtdoom said:
I told one of them to approach it as a restoration , it would save a fortune on vat and import . send your own 964 out there and they send it back "restored " as a singer .
I thought this is the way it worked anyway...you buy a car here and ship it there for 'restoration'..... otherwise wouldn't they have to register as a manufacturer if you wanted to import a Singer to the UK?Its called VAT (Value Added Tax) so if you bring a donor car to the US the tax will be based on the added value on top of the donor car (as you have already paid VAT on the donor car if it came from here). You probably avoid paying import duties as it is probably still a EU car (otherwise you would have to add another 10%). The big question is the one about type approval. When is it no longer the original car ?. Clearly in the UK they are slightly more lax about this than in the EU so in the UK it probably it will pass under the single vehicle approval scheme (VOSA) whereas in Europe it needs full type approval (emission test etc etc). I know they are struggling with type approval for the Project 7 as it is considered a different car from the F-Type.
Esceptico said:
Not sure if that works if you are honest. Normally you would pay VAT on the full market value plus transport costs and incidentals when the car lands in the UK. If you buy a 964 in the UK and send it to Singer to be made into a Singer and then reimport it you do get some relief because you could pay VAT only on the work done in the US. But as the work done accounts for (say) £450k of the £500k cost of the car you only save VAT on the £50k of 964 (probably worth less). Saves probably £10k max. If you have £500k to spank on a Singer not a significant saving.
I think you're right. It's value is at least in the export value (retail cost) of the car leaving the States to our dear tax man. So surely that's what HMRC are interested in?Slippydiff said:
All the above begs the question why hasn't a company in the Fatherland produced something along the lines of a Singer, ?
Engines best available today, the rest of it looks OK.https://youtu.be/2VJNTg7CegQ?t=9
http://lightspeed-classic.de/
TB993tt said:
Engines best available today, the rest of it looks OK.
https://youtu.be/2VJNTg7CegQ?t=9
http://lightspeed-classic.de/
"As a motor base is a 3.6 ltr. Air cooled by the 964 series. Furthermore, we work in which we can order individual motors with RS Tuning (Reinhold Schmierler) together. In Lightspeed 001 is a 3.8 ltr. Engine with titanium parts installed: genuine 340 hp / 379 Nm at 6100-7400 revolutions speak for themselves. Programmed and tuned to each engine package, individually and on an engine dynamometer DME engine control from RS Tuning."https://youtu.be/2VJNTg7CegQ?t=9
http://lightspeed-classic.de/
A set of spangly con rods and trick valve train components won't convince me it's the best 964 based engine available today, whether it's formulated by Reinhold or not. I'm sure you have more information to hand ? perhaps you'd care to divulge any further details you do have ? And whilst I'm sure it's no slouch with 340 real world Schmierler hp, it's not exactly pushing the boundaries for a 3.8 litre air cooled engine either.
The car itself looks nasty, those generic dash switches are just the start, the quarterlight mirrors and dash weave Singer ripoffs too, by the looks of it.
Slippydiff said:
wtdoom said:
Sorry slippy I simply cannot agree .
Ill give you the sound insulation thing because its of no interest to me , the sake of argument and my respect for your opinion .
For chassis , stiffness , design and how it works with the EXE tc dampers Singer simply cannot compete . Tuthill for example have literally decades of experience with chassis and suspension . Have victories in every class of Historic porsche racing , as with Neil . That is what I meant by deep not surface engineering . You just can't beat that experience in my opinion and in my experience .
My 993 rsr built buy colin Belton out dragged a 997 gt2 at silverstone with my parter in the silverstone 24 hrs driving the 997. My tuthill ST bought the magazine reviewer literally to tears , i hit speed bumps at 50 mph and it just cruised it . It handles like no 1971 car ever ought to . God damn non of those cars were cheap (you know I'm not adverse to spending a few quid on a 911) but I can tell you now , the most expensive one ( a replica of my own 73 RSR, some series let you race a clone ) was a third of the cost of a singer .
Look at multi million pound historic Porsche RSR's . Who does the best and most accurate work ? British companies , german companies .
You have wonderful engineers in your excellent country , absolutely the best bodywork companies , combined they have literally hundreds if not thousands of years of experience . Have an engine for a 3 million pound 73 RSR ? You don't go to an american offshoot of Cosworth , you go to Neil or Rügen . There is a reason for this .
Finally for my latest project I considered a singer . I compared the car panel by panel and spec for spec to what I have had built for myself and what I know can be built .
Did I buy the singer ? Hell no .
I use the usual suspects . On this, my dear friend of so many agreements over the years we will have to agree to disagree .
I wouldn't swap Richard Tuthill , Neil Bainbridge , Aldo Riti , Colin Belton and Manfre Rügen for a million emperors new clothes companies like singer . If you want a bauble to look at perhaps theres a case if you want a bauble to DRIVE ; Victory is born on the battlefield and those above build ultimate warriors
Hehehehe, well there's some compelling arguments there B, but none that hold vast amounts of water (albeit from my perspective).Ill give you the sound insulation thing because its of no interest to me , the sake of argument and my respect for your opinion .
For chassis , stiffness , design and how it works with the EXE tc dampers Singer simply cannot compete . Tuthill for example have literally decades of experience with chassis and suspension . Have victories in every class of Historic porsche racing , as with Neil . That is what I meant by deep not surface engineering . You just can't beat that experience in my opinion and in my experience .
My 993 rsr built buy colin Belton out dragged a 997 gt2 at silverstone with my parter in the silverstone 24 hrs driving the 997. My tuthill ST bought the magazine reviewer literally to tears , i hit speed bumps at 50 mph and it just cruised it . It handles like no 1971 car ever ought to . God damn non of those cars were cheap (you know I'm not adverse to spending a few quid on a 911) but I can tell you now , the most expensive one ( a replica of my own 73 RSR, some series let you race a clone ) was a third of the cost of a singer .
Look at multi million pound historic Porsche RSR's . Who does the best and most accurate work ? British companies , german companies .
You have wonderful engineers in your excellent country , absolutely the best bodywork companies , combined they have literally hundreds if not thousands of years of experience . Have an engine for a 3 million pound 73 RSR ? You don't go to an american offshoot of Cosworth , you go to Neil or Rügen . There is a reason for this .
Finally for my latest project I considered a singer . I compared the car panel by panel and spec for spec to what I have had built for myself and what I know can be built .
Did I buy the singer ? Hell no .
I use the usual suspects . On this, my dear friend of so many agreements over the years we will have to agree to disagree .
I wouldn't swap Richard Tuthill , Neil Bainbridge , Aldo Riti , Colin Belton and Manfre Rügen for a million emperors new clothes companies like singer . If you want a bauble to look at perhaps theres a case if you want a bauble to DRIVE ; Victory is born on the battlefield and those above build ultimate warriors
Edited by wtdoom on Thursday 25th February 15:54
Neil builds some truly wonderful engines, more specifically some cracking air-cooled engines., but if we're getting into real specifics, they're MFi air cooled engines. And from that perspective, yes, he's up there with the very best along with Rugen.
But not many want to run a highly strung cammy, recalcitrant MFi engine on the road, irrespective of their incredible and unique character.
So if building a durable, long lasting, [i]roadgoing[i] 964 based engine which is both smog/MOT compliant and produces usable/tractable big horsepower is a requirement, Neil wouldn't be my first port of call, but then neither would Colin (as you know, I have issues with Colin's work based on my own experiences and those of others) or indeed Tuthills. I can however think of two UK engine builders I would happily use for such a project.
What Ed Pink has produced where others have been less successful, is a masterful blend of air-cooled, big horesepower that is both road usable and tractable. But that's not a total surprise as Ed Pink Racing's reputation when it comes to screwing together air-cooled flat six race engines (and especially turbocharged variants) is pretty much peerless.
The ExeTC suspension is indeed wonderful, but was the brainchild of Graham Gleeson, not Richard Tuthill. And whilst the two may of them may have joined forces to develop/produce the 911 suspension, Graham was the innovator (and as you'll know he was a Kiwi ....)
Furthermore, Richard's done nothing different to an early 911 chassis that hadn't been done over the past 30 years (or indeed by the factory with it's R's ST's, RSR's etc)
A certain Monkey Harris brought Richard and ExeTC into the limelight, but his car was nothing special except for the ExeTC dampers that the WRC world had known about for a good few years previously anyway (and the fact that Harris in his own inimitable way, has a tendency to shine a light on his own projects in a manner that means they tend to end up in the public's awareness) Had it not been for Harris, the fact that ExeTC supplied the successful Citroen WRC team's dampers for so long would've remained unknown by most.
Graham's two passions were motorcycles and the WRC, and with Richard there was a meeting of minds, but it could have just as easily been Reiger, Ohlins or any another high end damper manufacturer (though most would've been aware the rewards would be scant in such a small marketplace)
But you need look no further than Ohlins if you want the best roadgoing suspension, and you're right they're not a US company !
All the above begs the question why hasn't a company in the Fatherland produced something along the lines of a Singer, likewise a UK company ?
My standards are high (and please don't be offended by this B, but I'd suggest they're higher even than yours) don't get me wrong, I don't have the wherewithal to buy a £500k car, but I know top class engineering and detail when I see it and to that end I've seen Tuthills shell prep in the flesh, the quality of Colin's builds in his numerous threads on Rennlist, and I also know Neil's MO from having seen Mike Moore's 2.8 RSR rep being built. And whilst Neil and Mike's attention to detail was truly impressive, what Singer produces is a cut above. But they're not attempting to build period correct, FIA certified competition cars.
But I also know an individual in the UK who's ability even exceeds what Singer is capable of producing. He briefly studied a Singer recently and said there's room for improvement. That's not difficult for me to believe as I've previously detailed various issues which I considered fell short in terms of fit and finish on the Singer..... some may be personal preference, but they grate when viewed from an engineering perspective as well as an aesthetic one.
But there's a degree of horses for courses here too, you clearly enjoy driving on track as much as you do on the road, my brief would be for a car used solely on the road, and from my perspective, what Singer have produced to date is peerless in that arena.
But I will concede a point. I spent a huge amount of time studying the Garrard 2.8 RSR, which as you'll know was rebuilt/restored in the US. What I saw shocked me, and yes, you're correct, any number of UK and/or German based classic Porsche specialists could've done a far superior job and kept the every single component period correct in the process.
The ExeTC suspension is indeed wonderful, but was the brainchild of Graham Gleeson, not Richard Tuthill. And whilst the two may of them may have joined forces to develop/produce the 911 suspension, Graham was the innovator (and as you'll know he was a Kiwi ....) not quite correct.between the both of them they have turned early 911 handling on its head.
Furthermore, Richard's done nothing different to an early 911 chassis that hadn't been done over the past 30 years (or indeed by the factory with it's R's ST's, RSR's etc) not true.
All the list of so called engineers /experts are quite scary and most have skeletons in the cupboard that good customers pay for the learning.
The singer is wrong for me,why make it look like a early car,why not improve a 964 as it is,it's one of the best handling 911 made to date.
The only thing wrong with mfi may be emissions,otherwise reliable,useable,driveable with more sole and a lot less mpg,but who cares about that!
Wozy68 said:
I think you're right. It's value is at least in the export value (retail cost) of the car leaving the States to our dear tax man. So surely that's what HMRC are interested in?
Presumably people that claim they can reduce the VAT are not going to declare the full value of the work done in the US and just claim a plain vanilla 964 is being reimported. But that would be tax evasion and not avoidance. Similarly someone offered me recently an Honda RC30 that was in Australia. Price was attractive until you add the £6k of UK VAT and duty. I was told there were "ways" of reducing that to £1k (presumably by declaring it as a 1989 VFR750 worth almost nothing) but I'd not want to be at risk of a big bill from HMRC plus a criminal record in a worse case scenario. Slippydiff said:
"As a motor base is a 3.6 ltr. Air cooled by the 964 series. Furthermore, we work in which we can order individual motors with RS Tuning (Reinhold Schmierler) together. In Lightspeed 001 is a 3.8 ltr. Engine with titanium parts installed: genuine 340 hp / 379 Nm at 6100-7400 revolutions speak for themselves. Programmed and tuned to each engine package, individually and on an engine dynamometer DME engine control from RS Tuning."
A set of spangly con rods and trick valve train components won't convince me it's the best 964 based engine available today, whether it's formulated by Reinhold or not. I'm sure you have more information to hand ? perhaps you'd care to divulge any further details you do have ? And whilst I'm sure it's no slouch with 340 real world Schmierler hp, it's not exactly pushing the boundaries for a 3.8 litre air cooled engine either.
The car itself looks nasty, those generic dash switches are just the start, the quarterlight mirrors and dash weave Singer ripoffs too, by the looks of it.
I was just answering you question about the fatherland producing something Singerish.A set of spangly con rods and trick valve train components won't convince me it's the best 964 based engine available today, whether it's formulated by Reinhold or not. I'm sure you have more information to hand ? perhaps you'd care to divulge any further details you do have ? And whilst I'm sure it's no slouch with 340 real world Schmierler hp, it's not exactly pushing the boundaries for a 3.8 litre air cooled engine either.
The car itself looks nasty, those generic dash switches are just the start, the quarterlight mirrors and dash weave Singer ripoffs too, by the looks of it.
The engines will be the best available, the experience and R&D which comes with consistently building more tuned and race Porsche engines than anyone else in the world (outside Porsche themselves). All a bit moot as they are so spangly that there is currently a 4 month wait for an engine from these people.
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