000 Magazine

A quarterly journal focused on Porsche.
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08/29/2024

This pair of Porsches left final assembly just nine weeks apart. The coupe was among the first 1959 Carrera GTs completed, the Speedster among the last. Both were finished in Rubinrot, or Ruby Red. For Porsche, these were important cars—built to win wherever they raced. One was shipped to Africa while the other was destined for America. The cars would cross continents and survive multiple owners, not all of them caring, before they were reunited under a single roof.

That these Porsches began life in close proximity may have been due to a bit of happenstance. Reutter delayed 356A coupe GT body production until March 1959. Metal workers’ strikes may have contributed to the late start, posits author, racer, and retired Porsche employee Jürgen Barth. Karl Ludvigsen, author of Excellence Was Expected, suggests that extended development of Porsche’s four-cam Typ 692/3 engine was the explanation.

The final run of Carrera Speedster GT bodies was completed by the Reutter factory in January 1959. With the 356 Speedster having been dropped from Porsche’s regularlineup after 1958, these GT bodies awaited final assembly as orders from qualified racers were received. This body, which bears chassis number 84953, was finished by Reutter on January 23—but Porsche factory records indicate the car was not completed until June 25. As for the body of the Carrera GT coupe seen here, chassis 106198, it was finished by Reutter on March 9. Porsche recorded its completion on April 15.

These 356s were the 1959 equivalent of a 996 or 997 GT3, production Porsche road cars with the heart of a race car and few if any rivals in the marketplace. The new 356B would debut at September’s Frankfurt show and the lower, lighter 356B Carrera Abarth GTL would race in 1960. But, until then, the 356A Carrera GT was the apogee of the Porsche road car

From issue 005
Written by Dan Proudfoot
Photos by Clint Davis

08/28/2024

The car made its way through five owners over the next ten years before finding one who held onto it for a bit longer. That was Haapala, who runs a small company that cans Finnish gourmet food. The story of the old 911’s rally career had transpired to Haapala, who found an article in a magazine that prompted him to return the car to its original look again, a nice hobby project. That was 1997. Twenty years later, the car was sitting in his hangar, still unfinished. Its body, however, had been completed and repainted in its original Viper Green.

While Andersen couldn’t see any of that, he could see that the car was still registered in Finland. But how was he to find its current owner among five million Finns? He called a friend, who in turn called some contacts in the insurance industry. It worked.

The next step was to contact Haapala—without frightening him. “I looked up businesses in his town, and one of the first businesses that came up was a small law firm,” says Andersen. “I politely emailed and asked if English was spoken, and if I could call with a non-typical request. The lawyer took the job to call and ask if the car was possibly for sale.” Haapala’s daughter called Andersen, and they decided to meet.

“I woke up in the morning and drove the 100 kilometers on mostly dirt roads to my final destination, a rural town in the Finnish countryside,” says Andersen. “It was beautiful scenery, driving there in the Finnish winter.” The almost fully assembled car had a lot of parts that weren’t correct, but many of the smaller details that belonged on a 1972 911 ST were still present. Andersen struck a deal on the spot, and the car was shipped to Denmark a few days later. Andersen has since corrected many of the details on the car and made it roadworthy. He enjoys driving the car, and plans to do so for many years to come.

As for lessons learned? An unconventional approach in the search for forgotten Porsches can pay off. And: Take the gravel road.

From issue 010
Written by Christoph Mader
Photos by Ingmar Botker

08/26/2024

The Chicago Porsche scene was perfectly eclectic this past Saturday at .io, boasting a solid mix of both air-cooled and water-cooled Porsches on display.

Chicago, you really made us feel right at home, so thank you for having us! It was such a pleasure making new friends and learning more about what Chicago’s Porsche culture is all about. And thank you for also letting us share our Pikes Peak journey with you! We always appreciate the support!

We are definitely looking forward to coming back for more!

Photos by & .drive.312

08/22/2024

Given the extreme effort required to restore this very special 901 to its original state, or as close as one can reasonably expect, it’s natural to presume that the car is destined to now carry on its previous existence as a stationary object, safe within the climate-controlled lodgings of Alois Ruf Jr.’s garage. On the contrary, however, Ruf intends to use the car whenever he can—and to show it, too.
Hence its transatlantic journey to Monterey Car Week in 2023, followed shortly thereafter by an appearance at Rennsport Reunion 7. Rennsport was also a homecoming of sorts: A large percentage of the cars that showed up to Weathertech Raceway Laguna Seca that autumn weekend could trace their lineage straight back to chassis 13326. After all, other than chassis 13327, nicknamed Barbarossa, few—if any—other prototype 901 coupes are still in existence.

In another sense, however, chassis 13326 is simply Alois Ruf Jr.’s very first Porsche. The same car he received from his father when he was just 18 years old. The same car that only a tiny handful of people other than himself have ever driven since it fell into his possession way back when Porsche prototypes weren’t even thought about outside of Zuffenhausen.

From issue 029
Written by Johann Christopher Butt
Photos by Trevor Ryan

08/20/2024

We’re coming to Chicago!

This Saturday, August 24th, the 000 team will be at .io CheckedItOut24, an inner-city event celebrating Porsches with a touch of Chicago soul.

David Donner, eight-time Pikes Peak International Hill Climb winner, alongside Pete Stout, will be speaking about winning at Pikes Peak and setting the production car record with the 000 Pikes Peak 992 Turbo S race car.

Be sure to stop by our pop-up to say hi, we’re looking forward to meeting all of you!

08/15/2024

We had an incredible time celebrating Monterey Car Week with all of you and our friends at Porsche Monterey.

Thank you to all of you who came out to support us. It was our first official debut of the 000 commission 911 Turbo S, and we loved all the positive reactions and feedback from everyone! Next stop, CheckedItOut Chicago!

08/12/2024

Monterey Car Week is here, and while there are so many special events to partake in, one of our favorites is seeing historic race cars battle it out, lap after lap at one of the most recognizable race tracks in the world. We’re looking forward to seeing more of this, and all of you, throughout this week!

Photos by Naveed Yousufzai

08/09/2024

000 will be kicking off Monterey Car Week 2024 with our friends over at Porsche Monterey, this Monday, August 12 from 4-8pm!

Come celebrate one of the most anticipated automotive events of the 2024 calendar with the 000 and Porsche Monterey teams. There will be food trucks, silent auctions, special race cars on display, and libations for everyone.

David Donner, eight-time Pikes Peak International Hill Climb winner, alongside Pete Stout, will be speaking about winning at Pikes Peak and setting the production car record. We’ll also have both our 000 Commission 911 Turbo S and 718 Boxster Spyder with 000 Package on display.

This event is free of charge to all guests! See you all Monday!

Photos by

08/07/2024

Sandwiched between the ground breaking 917 and era-defining 956, the 936 doesn’t quite carry the same recognition as those giants of motorsport. For the true cognoscenti, however, its significance within the annals of Porsche history is beyond question. After all, a trio of epic Le Mans wins secured from five starts marks it out as a truly formidable protagonist.

With just three chassis officially built and run by the factory, that strike rate is even more impressive. Fans of symmetry will appreciate the fact that each one scored a single Le Mans win a piece: 936-002 in 1976; 936-001 in 1977; and 936-003 in 1981. Remarkably, 936-001 remained consistently in use through out the entirety of that period, evolving year-on-year to remain competitive in the world’s greatest endurance race.

Its finest hour—or rather its finest 24 hours—came over that momentous mid-June weekend in 1977. Blessed with the kind of breathless narrative arc Hollywood screenwriters can only dream of, that year’s Le Mans was a true epic defined by jeopardy, adversity, a heroic comeback, then a last-minute plot twist for a nail-biting finish.

Perhaps more than any other Le Mans winner, 936-001 is a true war horse. Few cars have driven more laps of Le Mans in anger and to simply be in its presence is to feel the power of that fabled history. Shortly after Lee Maxted-Page () commenced its forensic restoration back to Le Mans-winning ’77 spec, he inquired to see if we would be interested in telling its remarkable story. The cherry on top was the promise that we could drive it once it was finished.

Roughly three years later, we’re gathered in the paddock at the Ty Croes Circuit on the island of Anglesey, just off the coast of North Wales. With the Snowdonia mountain range and the choppy Irish Sea as its backdrop, few race tracks are more photogenic. Equally important is the circuit’s liberal attitude towards un silenced racing cars..

From issue 024
Written by Richard Meaden
Photos by Andy Morgan

#936

08/05/2024

With the recent reshuffling of the Macan range, the previous Turbo model has disappeared and the GTS now adopts its 434-hp twin-turbocharged V6. It also gets a revised chassis that the press kit claims is “up to 15 percent stiffer than before,” though it’s unclear if this refers solely to the standard steel springs or the optional—at no extra cost—adaptive air suspension, as well.

Most of the time, the default damping position is all you’ll ever need. Start to really attack the road, however, and you’ll want to select the stiffest PASM mode and lock the ride height into its lowest setting—selectable by its own separate touch-sensitive button on the newly redesigned center console.

Nuances like these will likely only ever matter to the scant few Macan owners who actively seek out twisty roads, but it nonetheless shows just what can be achieved with a strong engineering team, an ample budget, and more than a decade of continuous development time.

Unsurprisingly, it shines brightest in GTS form, with plenty of power on tap just off idle, a healthy midrange, and an extra bit of zing right at the top of the rev range—which makes for satisfying full-throttle upshifts as the PDK transmission gently “thumps” into the next ratio at redline.All the while, the sport exhaust emits a pleasant and vaguely exotic tone, adding yet another layer to the sense of occasion. As an endpoint for the Typ 95B Macan platform, it’s hard to imagine a better finale than this.

From issue 023
Written by Alexander Palevsky & Michael Teo Van Runkle
Photos by Larry Chen

08/02/2024

Ticket sales for Turbo 50 are officially live for everyone on the site! Space is limited and since subscribers had first dibs, we’re almost at capacity. Secure yours today before they’re all gone!

All Porsches are welcome, with dedicated parking for all Porsches and special displays reserved for exceptional examples of the 911 Turbo, all Turbo-badged Porsche models, 718 Spyders with the 000 Package, and 000 Commission 992 Turbo Ss. There is no additional fee to display a Porsche, and those who wish to do so may submit an application when purchasing tickets.

With very limited capacity, we will be limiting tickets to two per purchase, on a first-come first-serve basis.

We’re on a mission to bring 000 Magazine to life and share that experience with our readers, so if you’re looking to join us for this—and future events—subscribe today.

08/01/2024

Get ready for Issue 030!

The second issue of the 2024 subscription year will ship out shortly. Make sure your subscription is up to date to receive all 4 issues of 2024!

This issue of 000 is all about very special cars: first, a racer retuned for the street and now captured in exquisite studio detail. Then, we go behind the wheel of the new 911 Dakar to really explore its capabilities—from snow to muddy track, from busy city streets to the desert. A Special Wishes 928 GTS rounds out the issue, followed by a pictorial of two highly original 924s.

Thank you to all of our subscribers for continuing to support our cause, and if you haven’t signed up yet, it’s never too late. Subscriptions are open, more info at 000Magazine.com.

07/31/2024

In the end, the Sport story adds sparkle to the 959’s shine. It also adds weight to the theory that Porsche underestimated the complexity of the 959 program—not just making the car perform like it did, but making it service-durable for long miles, quiet and usable, in typical company fashion.

That is the 959’s true achievement. Building a fast car is easy; making a fast car that lasts and is comfortable is far more difficult. It’s why the 959 Sport is the better car to drive, but the Komfort is a better lesson and period snapshot: The latter tells us what Porsche was thinking, and how the company worked at the time. Some feel that the model’s hydraulic suspension was ultimately a stumble—a glorious, captivating stumble, but one nonetheless—and the Sport helps back that up. Like the 959 project itself—the model variants, the Evolutions, the unproduced features—its ambitions did not survive intersection with reality.

But ambitions are central to dreams, and Porsche supercars undeniably center around the idea of making the impossible possible. Even if the end result doesn’t see light as we, or the marque itself, might hope.

From issue 003
Written by Sam Smith
Photos by Alex Bernstein

#959

07/30/2024

Ticket sales for Turbo 50 are officially live for all subscribers!

All Porsches are welcome, with dedicated parking for all Porsches and special displays reserved for exceptional examples of the 911 Turbo, all Turbo-badged Porsche models, 718 Spyders with the 000 Package, and 000 Commission 992 Turbo Ss. There is no additional fee to display a Porsche, and those who wish to do so may submit an application when purchasing tickets.

With very limited capacity, we will be limiting tickets to two per purchase, on a first-come first-serve basis.

We’re on a mission to bring 000 Magazine to life and share that experience with our readers, so if you’re looking to join us for this—and future events—subscribe today.

07/29/2024

Ticket sales for Turbo 50 are officially live for S subscribers!

S subscribers have 24 hours before tickets go live for standard subscribers tomorrow at 9:30 am.

All Porsches are welcome, with dedicated parking for all Porsches and special displays reserved for exceptional examples of the 911 Turbo, all Turbo-badged Porsche models, 718 Spyders with the 000 Package, and 000 Commission 992 Turbo Ss. There is no additional fee to display a Porsche, and those who wish to do so may submit an application when purchasing tickets.

With very limited capacity, we will be limiting tickets to two per purchase, on a first-come first-serve basis.

We’re on a mission to bring 000 Magazine to life and share that experience with our readers, so if you’re looking to join us for this—and future events—subscribe today.

07/26/2024

Porsche is quick to say this car is not intended as a direct replacement for its petrol-powered 718 GT4 RS Clubsport or 911 GT3 Cups. That’s understandable, given the motorsport department will soon build its 5,000th 911-based Cup since the series began with the 964 Carrera Cup in 1990. Rather, the objective is to have an EV Cup series by 2026/2027. Until then, Porsche is consulting with customer teams and drivers to gauge appetite and to better understand what it needs to provide. Nobody does a better job of customer racing than Porsche, soother marques with motorsport interests will be watching closely.

Of course, the bigger picture is technology transfer from race programs to road cars. We’ve become used to that term being more of a marketing platitude than a palpable reality, but theEV age promises a return to the days when the pursuit of speed and efficiency in a racing environment brings swift and direct improvements to series production models. Besides, Porsche needs an EV racer to make the tangible connection with its upcoming Boxster/Cayman road car replacement, which will soon be making the switch away from internal combustion to serve as the platform that carries Porsche’s sports cars into the electric era.

However otherworldly, a high-performance EV will never sound as good as a howling petrol engine. But where the wider EV driving experience has seemed worryingly one-dimensional and dynamically flat-footed up to this point, the 718 GT4 ePerformance confirms that battery-powered cars can indeed be well-rounded, engaging, and satisfying to drive. Future-proofed fun? Sounds good to me.

From issue 022
Written by Richard Meaden
Photos by Gus Gregory

#718

07/25/2024

Of course, the very best machines transcend the sum of theirs pecs to become something far greater, and that magic is harder to quantify. The 992 impresses on so many intellectual levels, but Porsche’s relentless pursuit of technical superiority has imparted this new generation with a radically different persona, trading some of the 911’s legendary character for heightened competence.

Same as it ever was, with every new 911? Perhaps, but the 992 has become more of a laser-focused tool and less of a finely-tuned instrument this time, which is a slippery slope—particularly for an “inherently flawed” concept that has nonetheless endured, and even thrived, for more than 50 years.

If this 2020 911 Carrera S is any indication, the moment has finally come when 911 buyers must learn to embrace precision over personality, and only time will tell if that’s a compromise they’re willing to make.

From issue 013
Written by Alexander Palevsky
Photos by Nate Hassler

#992

07/24/2024

Porsche’s 911 had already been in production for 13 years when the earliest car here, a 1976 Carrera 3.0, left the factory. The newest, a 1989 Carrera, looks more or less the same despite being 13 years newer—an eternity in the car industry. The one between them is a 1980 911 SC, once believed to be the final development of the 911, and this one has a rare 3.1-liter engine

Ask me in the grandstands which team I want to see, though, and I’ll always go with explosiveness and agility—even if that team will lose against experience. And this is what the Carrera 3.0 versus the Carrera 3.2 is all about. The Carrera 3.2 is more powerful and wiser too, but it has to carry more mass. It runs smoother, with longer legs, but it’s less agile. It’s easier to drive quickly, but it lacks the thrill. You get a big dose of luxury, refinement, and comfort in return, though.

The best compromise always lies in the middle, which makes the 3.1-liter 911 SC the logical choice. It’s already far more refined than the Carrera 3.0, yet it’s more agile than the 1989 Carrera. But you find your 911 with your heart as much as your head. I’d still opt for the Carrera 3.0. It’s the one that makes me feel like I’m in the beach volleyball scene in Top Gun. Like the model athlete of our college years, yet somehow with the wisdom of age to keep my cool and avoid shaving the landscape with a flat six on behalf of youthful exuberance.

From issue 021
Written by Christoph Mader
Photos by Roman Ratzke

07/23/2024

On October 26, 2024, 000 returns to Summit Skywalker Ranch to celebrate 50 years of the 911 Turbo, and we’re inviting current subscribers to join us!

All Porsches are welcome, with dedicated parking for all Porsches and special displays reserved for exceptional examples of the 911 Turbo, all Turbo-badged Porsche models, 718 Spyders with the 000 Package, and 000 Commission 992 Turbo Ss. There is no additional fee to display a Porsche, and those who wish to do so may submit an application when purchasing tickets.

Advance ticket sales for active 000 S subscribers go live on Monday, July 29, 2024 at 9:30 am PST.

Advance ticket sales for active 000 subscribers go live on Tuesday, July 30, 2024 at 9:30 am PST.

General admission ticket sales go live on Friday, August 2 at 9:30 am PST.

With very limited capacity, we will be limiting tickets to two per purchase, on a first-come first-serve basis.

We’re on a mission to bring 000 Magazine to life and share that experience with our readers, so if you’re looking to join us for this—and future events—subscribe today.

Seven years in, we’re just getting started!

07/18/2024

As Nelson and Emery Geiger hurriedly get the bare carbon 935-19 and Technicolor Dreamcoat GT2 RS ready for a run up the hill, swapping tie-down lugs for the center lock nuts that will hold each wheel on at speed, I change into a driving suit and spot David Donner doing the same. He’s been hired to drive the 935-19 up the hill, and for good reason. When it comes to big-name drivers at Pikes Peak, in the case of Donner, his whole family is in the Pikes Peak Hall of Fame.

With Chen behind and Donner ahead, I’m left to inspect the 935-19 from a perspective sure to be somewhat rare: from another car at speed. While I prefer the GT2 RS’s homologation special looks, it’s easy to see why the dark car is the visual headliner for so many. It looks exotic in a way no other 991-based car does, and some of its details—such as the seamlessly integrated taillights on the rear wing end plates—are simply fabulous.

While the race car it was designed to celebrate is made obvious by its name, the 935-19 feels at once more modern and older too. As its nearly insect-like tail digs for traction out of turns and then gets smallernup long straights, I can’t help but see hints of 1939’s Typ 64

From issue 015
Written by Pete Stout
Photos by Larry Chen

#935

07/17/2024

Scenes from .service’s Rise & Shine: Drop Top event last Friday with the 718 Spyder.

#718

07/15/2024

Ask a Porsche fan what they’re looking at and chances are they’ll say it’s a 993 GT2. Tell them they’re wrong, and they might guess it’s a Carrera RSR. Close, but not quite—as Porsche never used that hallowed moniker for a 993. No, the car seen went by a name rarely remembered: the 911 Cup 3.8 RSR.

While a relative few remember its correct model name, this 993 was the ultimate normally-aspirated, air-cooled 911. Its bolt-on fender flares leave it looking like another air-cooled ultimate, the twin-turbocharged 993 GT2, but are unique to the Cup 3.8 RSR. As for Porsche Motorsport’s decision to apply the hallowed RSR name without board approval? It fit: Like the original, this wide-body 911 is based on a Carrera RS. And, like that first RSR, this one ended up on streets as well as circuits.

Japanese racers asked if the customer racing department could supply them with a 993 built to their specific requests. They wanted a race car that would bridge the gap between the rather mild 993 Cup and the fire-breathing 993 GT2. Gerd Schmid, then the production manager at Porsche Motorsport, was tasked with the responsibility of producing the cars. The timing was good, as there was a stockpile of unsold 993 Cups sitting in Weissach.

The first Cup 3.8 RSRs were raced in the Super Taikyu Series, the largest Pro-Am endurance racing series across Asia in terms of the number of teams, cars, and spectators. The Super Taikyu is also the oldest sports car championship still operating in Japan.

From issue 019
Written by Glen Smale
Photos by Alex Blassingame

#993

07/12/2024

When asked about the camaraderie that was so apparent at the awards dinner, Ryan Millen said the nature of rally racing and the unique challenges of the Transsyberia Rally contributed to this sensibility. “I think that is the nature of a rally driver, because we race against a clock rather than side by side, door handle to door handle. It’s against the elements and a stopwatch. There’s a huge amount of respect. The whole situation is pretty unique, and there is often great camaraderie between the drivers.”

While 2008 would mark the final year for the Transsyberia Rally, perhaps Ryan Millen summed up the overall attitude oft he racers when asked if he would be up to racing again in 2009: “If we are invited back, we will be here.”

Of course, no program like this one is conducted without an eye on dealership showrooms. A production version of the Cayenne S Transsyberia Edition was revealed at the Paris Auto Show in 2008, and was offered worldwide as a 2010 model only. Production was limited to a maximum of 600 examples, but sales fell short of that goal (see sidebar). Despite the Cayenne’s newly engineered levels of “emotion,” the rally-inspired Cayenne S slanguished at the back of dealer lots. Today, any disinterest maybe dissolving as interest in special Porsches of all types as well as home-built “Safari 911s” continues to increase. And, for those of us who were there, the Cayenne S Transsyberia is finally attracting the recognition it deserves.

From issue 014
Written by Lizett Bond
Photos by Nate Hassler

07/11/2024

Can it really be as good as they say? This svelte and modestly powerful machine. Burdened by beauty. Withered by the passage of six decades of engineering advancements. The reputed source of a seminal Porsche driving experience and apogee of the Fuhrmann four-cam era. I almost don’t want to find out. Almost.

Had the development of Porsche’s 901/911 flat six progressed as intended, the 904 Carrera GTS would not have been fitted with the four-cam flat four that was by then nearly 20 years old. I for one am glad it was, for the pairing affords an opportunity to experience a critical transition in Porsche racing history—and until today the most significant missing link in my chain of Porsche driving experiences.

I have stood and stared at 904s on countless occasions. It’s one of those cars that’s so dazzlingly good-looking you’re initially blinded to the sophistication of its details. Yet, as with a great piece of art, the more you look the more you see. It’s a miraculously well-resolved piece of work. Clearly possessed of Porsche DNA yet showcasing an utterly original aesthetic to anything Porsche before or since, its perfect proportions and clean lines yield a shape that exudes lean power and athleticism. It is the point at which car design and calisthenics collide.

From issue 020
Written by Richard Meaden
Photos by Andy Morgan

07/08/2024

Mere months after the debut of the RS America, Porsche launched its next driver-focused model derivative, this one destined for all major markets except the U.S. and Canada. Instead of focusing once again on its air-cooled icon, the company turned to its latest front-engined transaxle model:the 968. In many ways, this was to address the lack of a true performance flagship in the 968 range, other than the very rare and very expensive 968 Turbo RS produced by the motorsport department for competition purposes and its only slightly less rare street-legal 968 Turbo S counterpart.

A more driver-focused derivative clearly had a place in the lineup, especially if positioned at the bottom of the 968 range rather than the top. And Porsche desperately needed something to boost 968 sales, which were not exactly strong—and not helped by the model’s hefty base price in Germany at that time.

The 968 Club Sport outsold the RS America nearly three to one, with 1,923 produced in total: 856 for 1993, 546 for 1994, and 531 for 1995. Then again, this was Porsche’s true entry-level model during those years, undercutting everything else in the showroom by more than $15,000.

Perhaps most importantly, the 968 Club Sport breathed new life into a platform that had been around in one form or another for more than 15 years by that point, quickly becoming something of an instant cult car in many markets. As such, it succeeded where all previous Club Sports had failed, generating not only respectable sales but a true halo effect on the entire brand, a distinction rarely achieved by the least expensive car in the range

From issue 012
Written by Laurence Yap
Photos by Lucas Scarfone

#968 #964

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Whether you’re facing a long, lazy summer without enough off-screen reading material or you just like to kick back on a Saturday with a proper magazine, we’ve got you covered—and in more ways than one. As you may know, we moved print production to the U.S. this year, a move that came with delays. So, to catch up, we’re shipping two issues at once. Issue 026 is chock-full of fresh 000 content and back stories, from getting behind the wheel of Group C race cars to producing the V10 Carrera GT, the story of a 928 race car built in Weissach after hours, and a behind-the-scenes look at how the street-licensed #000 992 Turbo S won its class and finished 2nd overall at Pikes Peak—and then became the first production road car to climb America's Mountain in less than 10 minutes. But wait, what about Issue 025? Well, 25 issues is a big deal in the magazine startup world—and only a small number of 000 readers have seen a copy of Issue 000 Prototyp, much less spent quality time with one. Pricing for rare originals has too many people scared to crack one open, and we want more enthusiasts to be able to read its incredible stories—from the mysterious, incomparably gorgeous Typ 64 to a blast up Northern California's coast in Sloane, the null-serie 918 Spyder that inspired 000's name. In fact, everything covered in Prototyp was a prototype—including 911R R4, both eight-cylinder 914Ss, a Le Mans 924 GTP, and the Boxster Studie. So we've decided to re-release Issue 000 as Issue P25. For you collectors out there, don’t worry: There are marks to separate P25 from the original issue, while 000 S Subscribers will finally be able to keep a copy of Prototyp tucked away in those aluminum slipcases. So expect a double box on your doorstep soon if you've placed your renewal for 2023. Those subscribers who are due just one more issue on their subscription will only receive Issue P25. Please contact us if you need assistance determining the status of your subscriptio

Get dad what he really wants this year. Purchase a gift subscription to 000 for Father's Day between now and June 18 and let him pore over more than a thousand pages of Porsche bliss in peace, all year long. We'll even throw in the new Rare Shades sticker pack as a thank you—a $25 value.

A build inspired by the Carrera GT, in GT Silver Metallic with Ascot Brown leather and stitching in Pebble Grey—or one of three #rareshades. The 000 Package also includes black steering wheel spokes, LED taillight elements in red, illuminated doorsill plates with 000 logo, and more. Available from Porsche dealers worldwide. See Issue 017 for more details, or contact us at [email protected] Renders @glen.cordle #000magazine #porscheexclusivemanufaktur