TARGABUYERS'GUIDE - JZ Machtech

April 2012 www.911porscheworld.com 

911 EVOLUTION 

THIS IS THE MODERN 

WORLD: 996, 997 

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Words: Adam Towler Photography: Antony Fraser 

911 Evolution 

The 911’s modern era started with the water-cooled 996 

Carrera in 1997. We trace the 15 year evolution through 

997 to the new 991. It’s come a long way 

“ 

It seems logical to 

gather some water-cooled 

ancestors together to see 

how far Porsche has moved 

the 911 in 15 years 

” 

50 911 & PORSCHE WORLD

911 GROUP TEST: THE MODERN ERA 

Areception party is required for the new 911, 

something to put it into context; something 

to help us judge just what kind of 911 this 

new car really is. Following our first drive of 

the 991 in America towards the end of last 

year, all of us on the magazine have been champing at 

the bit to drive the car on roads we know well, desperate 

to see if that brilliance is transferable to the UK. 

And so it seems logical to gather some water-cooled 

ancestors together to see how far Porsche has moved the 

911 proposition on in the last 15 years. What exact models 

we should gather together has been made easier by our 

choice of 991: this is also our first chance to drive the new, 

super-efficient, ‘downsized’ 911 Carrera with its 3.4-litre 

engine. On that basis the choice of the original, 3.4-litre 996 

Carrera seemed all the more relevant, and that also means 

we’ve gone for the ‘junior’ 997 Carrera with its 3.6-litre flat 

six. It’s a Gen1 model, as after all, the Gen2 997 effectively 

shares its engine with the new 991. This way we get some 

good clear air between each of our three choices. 

There’s no point going over yet again the technical side of 

the 991, but some figures on the new Carrera do make 

interesting reading in comparison to the other cars here. 

Let’s consider their respective power outputs, a nice 

variation band of 50hp across equal increments (how very 

Porsche…). So we have the original 996 with its impressive 

sounding (for the time) 300hp; the Gen1 997 Carrera with 

321hp and the new 991 Carrera with 350hp. You’d expect a 

power progression given the years that separate the cars, 

so no surprise there. Look a bit closer though and it’s 

interesting to note where the peak power sits: an identical 

6,800rpm for the older cars, but much, much higher in the 

991 at 7,400rpm. That might tell us a lot later on. 

Then there’s the torque – a pretty even progression once 

again with 258lb ft for the 996, 273lb ft for the 997 and 

287lb ft for the 991. The peak of the curve is interesting 

though, with 4,600rpm for the 996 but only 4,250rpm for 

the 997. The 991 is much higher again, at 5,600rpm. 

Obviously, if we had access to the power and torque graphs 

that would tell us a lot more, but even so, given the info 

above, if you feed those numbers into your head and try 

and picture the sort of characters these engines might 

have, I would suggest that the obvious conclusion you’re 

going to draw is about right. The 996 is Mr Smooth, well 

rounded, a nice guy: revvy but not too racy. The 997 is Mr 

Flexible, unstressed and a bit mellow while still producing 

the power, while the 991 – well, the 991 is Mr Angry. And 

then some… 

Their top speeds are so close together as to be 

academic. The 996 tops out at 174mph according to 

Porsche, while the 997 will strain on for another 3mph to 

177mph; the 991 will do just 1mph more with the PDK 

gearbox fitted – as this particular car has – although a 

manual will just breach the 180mph mark. Their 0-62mph 

times would have a delicious symmetry to them as well, if it 

wasn’t for that PDK gearbox again: 5.1sec for the 996, five 

dead for the 997 and 4.8 for the newcomer – that is unless 

it has PDK (4.6sec) or as here, PDK with Sport Chrono, in 

which case it gets down to a fairly scintillating 4.4 seconds. 

Weight-wise, it’s the 996 that remains the flyweight 

contender here, the official figures suggesting that it 

weighs ‘just’ 1,320kg DIN. By comparison, the 997 tops the 

scales at 1,395kg to the same standard, but it’s a measure 

of the advanced technology that has gone into the 991 

that despite being larger in certain directions, with a much 

more luxurious cabin and a stiff, safer ‘shell, that a manual 

991 weighs less than the 997 at 1,380kg. Adding PDK brings 

with it a 20kg penalty (less than in the 997 era) so this 

actual 991 is probably the heaviest car here (hard to say for 

certain given the optional extras added to each car) at 

1,400kg DIN. 

Finally for the number crunching it’s the eco stuff. There 

are no C02 figures for the 996 but I doubt the Green Party 

will be using them as campaign transport. The 997 Carrera 

emits a fairly unremarkable 277g/km, which wasn’t a lot for 

a car like this until manufacturers started to drastically 

reduce their emissions (and better understand how to ace 

the tests, one might say). The 991 is down at just 212g/km, 

or a slightly surreal 194g/km if fitted with PDK. Just pause 

to consider that for a moment if you will – it’s comparable 

911 & PORSCHE WORLD 51

Flyweight 996 Carrera 2 in 

seemingly standard issue 

silver. Compared to 997 

and 991, it is slightly bland 

and lacking in curvature. 

It’s still a pretty quick piece 

of kit though. Interior 

needs care to keep it 

looking good 

with certain small family cars from not many years ago. 

As for their thirst, well there really is no comparison 

although, as with the C02 figures, there’s a heated 

debate going on at the moment in the wider automotive 

world as to how reliable official fuel figures are. 

Nevertheless, the stats say the 996 returns a faintly 

troubling 23.9mpg, the 997 a bit more reasonable 

25.7mpg and the 991 a perfectly justifiable (using maneconomics) 

31.4mpg, rising to 34.5mpg for this PDK car. 

How you have to drive it to actually achieve 34.5mpg is 

something of a moot point. 

So there you have it, on paper at least: a story of 

technical evolution but also of changing characters, 

perhaps. And yes, there is an argument to say that using 

PDK does muddy the waters a bit, but there is no 

comparison to be made with the older cars on that score. 

The Tiptronic S automatic gearbox on the older cars could 

never be called the drivers’/performance option and so 

has been ignored here, whereas the debate over whether 

PDK is the sporting choice (as it generally makes the cars 

faster) rages on. 

Seeing all three cars together puts this test into 

fascinating focus. Just as their performance stats have 

escalated, so have their aesthetics – that is to say, the 

soft, rounded curves of the 996 appear meek and very 

‘classical’ next to the 991, with the 997 somewhere in 

between. As Editor Bennett and I discussed as we stood 

staring at the cars, the 996 has an air of functionality and 

a pure evolution of the air-cooled models’ lines that 

seems devoid of designer frippery, almost as though it 

couldn’t care less what the uninformed think. Maybe 

that’s why it doesn’t scream its intention today and tends 

to be overlooked on the road; the 991 is by far and away 

the most consciously ’styled’ 911 there’s ever been, and 

as we’ve said before, you sense that Porsche has tried 

very hard in this particular area to attract the sort of 

buyers who know nothing about – and couldn’t care less 

for – the 911’s reputation as an enthusiast’s sports car 

and ultra successful competition machine. 

You jump in the 996 Carrera and it instantly feels small, 

in a good way. It’s a cosy, sport car-like environment, 

where – in true 911 style – it feels as though you can 

reach across and rest your hand on the passenger side 

windowsill easily. Much has been written about the 

quality of the interior, or the perceived lack of it, and in 

some ways the comments are fair. It is ‘of the time’, and 

also reflects Porsche’s understanding of ‘mass market’ 

material and production techniques as they were then – 

along with the fact that the company’s very survival 

centred on the 996 and the Boxster (with which it shared 

so much) making tangible profits. We’ve all seen doggy 

interiors on old SCs and 3.2 Carreras, but one suspects 

the majority of 996s will be looking very tired indeed by 

the time they get to that age. 

Still, the bottom line is that the 996’s interior does the 

job (apart from the lack of an oil temperature gauge 

which I’ve always found infuriating), you can get a good 

driving position, and best of all, the 996 is blessed with 

some truly world class control surfaces: a great gearshift, 

good pedal feel, and some lovely steering from a 

straightforward, hydraulically-assisted rack. 

If you’re used to modern performance cars a 3.4 Carrera 

like this one doesn’t feel explosively fast, more like just 

‘very rapid’ in a long, seamless and very smooth flow of 

power. This particular example is for sale at James Paul 

Ltd near Horsham, with around 80,000 miles under its 

wheels since its first registration in 1999. It’s up for 13 

grand, which given its broad spread of talents seems like 

the buy of the century, but if there’s a downside it’s the 

perceived and/or real threat of ruinous mechanical issues 

and the very ‘completeness’ that defines the car. When 

new, its well-rounded persona and everyday useability 

were a boon for the overwhelming majority of buyers, but 

as a second/weekend car? There’s a school of thought 

that says you might want something that takes your 

TECHNICAL SPECIFICATION 

PORSCHE 996 CARRERA 2 

ENGINE: 

3.4-litre flat-six 

BORE X STROKE: 96mm x 78mm 

COMPRESSION RATIO: 11.3:1 

POWER: 

300bhp @ 7400rpm 

MAX TORQUE: 258lb ft @ 4600rpm 

TRANSMISSION: 6-speed manual 

BRAKES: 

318mm vented discs front, 299mm rear 

TYRES: 

Front: 225/50 ZR17, rear: 255/40 ZR17 

DIMENSIONS: 4430mm (L), 1765mm (W), 1305mm (H) 

KERB WEIGHT: 1320kg 

FUEL CONSUMPTION: (combined): 23.9mpg 

TOP SPEED: 

174mph 

0-62MPH: 

5.1 secs 

PRICE NEW: £62,795 


“ 

A 3.4 Carrera doesn’t feel 

explosively fast, more like just ‘very 

rapid’ in a long, seamless and very 

smooth flow of power 

” 


911 & PORSCHE WORLD 

53

997 Carrera 2 added curves 

and carried over the Gen2 

996’s 3.6 litre engine, 

which is characterised by 

its torque and flexibility. 

Interior stepped up a notch 

with the 997 too, with 

better quality materials 

breath away that little bit more. 

The 996 can do this, but it’s only when you really drive 

it that it reveals its true brilliance. It’s not ‘in your face’ like 

most modern high performance cars – there’s no bling, 

and the engine is so quiet in normal situations you’d be 

hard pressed to know what mechanical layout it was, until 

you get a good few revs on the dial. Will its time come? 

Who knows, but if it does and you’ve bought one at this 

steal of a price they’re going for at the moment you’re 

going to be smiling one day… 

With the advent of the 997, Porsche switched once 

again to a two-tier model line up for the 911 Carrera 

range, but despite the ‘regular’ 3.6-litre Carrera having 

much in its favour it remains a relatively rare sight. It 

wasn’t just the performance advantage of the 3.8-litre 

Carrera S that made it by far and away the more popular 

model, it was a combination of that and the higher 

standard specification that included PASM and Xenon 

headlamps, along with a price jump that wasn’t so large 

that it didn’t seem worthwhile – particularly if it was a 

finance purchase in any case. 

But the 3.6-litre car has a character all its own. 

Effectively, this was a carryover of the previous Gen2 996 

engine, but with another 5hp, and its mellow, tuneful 

tones bear a striking resemblance to a later air-cooled car 

compared with the more aggressive yowl of the Carrera S. 

This particular Carrera, sourced from Porsche specialist 

Cridfords of Ripley in Surrey, seems like a gem, and is 

unusual in retaining its standard 18” Carrera wheels and 

lack of PASM, while boasting an otherwise high spec 

including PCM2. It’s one of the very first being a ‘54’ plate, 

but with just 50,000 miles on the clock clearly it’s been an 

occasional use sort of car. 

You can rev the engine hard if you want to but it’s not 

necessary to make good progress. I find myself working 

the solid band of torque in the mid range and then 

instinctively shifting up to fall back into that band, 

revelling in the smooth, six-speed manual gearbox. The 

handling is the same – easy compared to classic 911s, 

but still with that 911 ‘feel’ thanks to the traditional 911 

layout and weight distribution. It’s still a fast car point-topoint, 

the 997, even by modern standards, but it has real 

depth of character too. That surely will be the attraction 

of this car in the years to come, and why – especially 

when their numbers have been reduced somewhat – that 

I have a hunch it’ll generate a real following among 

enthusiasts: it’s a good-looking, capable, fast, ‘real’ 911 

from the modern era. And right now, it looks like 

something of a bargain. 

It’s at this point that the 991 looms large, and I’ll admit 

I’d done that dangerous thing of making an assumption. 

You shouldn’t do it when testing cars, but somewhere 

inside my head I felt sure that the story would follow a 

set pattern: the 996 was nice, but showed its age a bit 

and was something of a ‘slow burner’. The 997 was a 

great compromise between modern sensibilities and 

character, something that will be appreciated more as 

time goes on. And the 991, well of course it’s the most 

technically proficient car – it would leave the others 

standing – but it lacks character in comparison. 

But it didn’t quite work out like that, and that’s because 

after driving the 991 up the road and back I realise I’ve got 

a great big grin plastered all over my face. Someone has 

placed an angry and terrifying oversized hornet in the 

engine bay and it’s trying to jump out the back of the car, 

while the chassis seems to be part Cayman, part 997 

GT3, only with more of everything. Yes, it’s not so 

feelsome in its controls, but this isn’t going to be as 

straightforward as I first imagined… 

For starters, if you can trade a little bit of the intimacy 

of the older 911 cockpits you’ll love the new one. Yes, it 

doesn’t feel like that narrow sports car with its upright 

windscreen, but personally I love the driving position – 

low, and with the steering wheel brought out to the 

perfect position for fast driving. As has been said 



ENGINE: 


BORE X STROKE: 96.0mm x 82.8mm 


POWER: 

321bhp @ 6800rpm 


TRANSMISSION: 6-speed manual or 5-speed Tiptronic 

BRAKES: 

330mm vented discs front and rear 

TYRES: 





TOP SPEED: 

177mph 

0-62MPH: 

5.0 secs 

PRICE NEW: £58,380 



“ 

The 991 carries speed 

through this corner like 

nothing else I can 

remember, frankly 

” 


55

050POR217.qxp:PW Template 2/17/12 11:51 AM Page 56 

recently, the quality of the interior is a huge step forward, 

making the car seem more like an exotic GT than a sports 

car. That’s a feeling that is echoed in the styling, 

particularly with the aluminium window trim of this 

example, which has an elongated, low coupe-like form 

that, while attractive, definitely moves the 911 into a new 

arena visually. 

Still, enough of the static observations: fire up the 

3,436cc engine (larger than the 996’s 3,387cc) and it 

zings into life with a flourish, a tone that gets much 

louder when I hit the ‘Sport’ button that simultaneously 

triggers the sports exhaust and induction sound pipe to 

open. It’s that sound – as hard-edged as a chunk of flint – 

and the solidity of the car that make the initial 

impression. Quantifying the torsional rigidity of a 

bodyshell is an impossible thing to do purely from the 

driver’s seat, but you can just sense the strength of the 

991 from the moment the wheels start turning. It was 

something that stayed with me from the drive in the USA, 

when I can remember feeling after a day at the ‘wheel 

that the car was incredibly solid, and that in itself was 

comforting – you felt that it would always look after you, 

even if the worst should happen, and of course, you feel 

the benefits in terms of the ride and handling all the time. 

Having looked at the numbers earlier, it’s not a great 

surprise to find that the 991’s engine lacks a little bit of 

punch low down. It’s not that it feels gutless, just that it 

quickly becomes obvious that it’s the kind of engine that 

thrives on revs – in fact, the power just seems to keep on 

building and building so that you hang onto each gear for 



ENGINE: 


BORE X STROKE: 97mm x 77.5mm 


POWER: 

350bhp @ 7400rpm 


TRANSMISSION: 7-speed manual or 7-speed PDK 

BRAKES: 

330mm vented discs front and rear 

TYRES: 





TOP SPEED: 

189mph 

0-62MPH: 

4.8 secs (with PDK and Sport Plus) 

PRICE: £71,449 

as long as possible (or rather, you let PDK do that for you). 

The test track where we’re carrying out the photoshoot 

for this test is cold, slippery and smeared in places with 

the mulch from last autumn’s leaves. In other words, it’s a 

greasy, slippery surface that also happens to make a 

clean car dirty in about 20 seconds of driving. One of its 

corners is a long, constant-radius curve, with a banked 

outer extremity that’s too dirty to use, forcing you to use 

the much milder camber on the inside of the corner. The 

991 carries speed through this corner like nothing else I 

can remember, frankly. Despite the conditions, it scythes 

through, faster each lap, to the point where I’m beginning 

to feel more than a little uncomfortable. I can’t quote the 

number due to keeping everyone happy, but you get the 

point – the grip, particularly on the front axle, that the 

991 can generate is something special. It is alien to the 

other cars present today. The way the 991 turns in 

doesn’t feel like a 911: it is quite startling. 

Although I still prefer my cars with a manual gearbox it 

has to be said that PDK in the 991 is much improved. It’s 

still annoying that it will auto-change-up at times if you’re 

not very precise with your right foot, but the 

programming is much better than before and it does suit 

the ‘hi-tech’ nature of the car. Still, I can’t wait to drive a 

manual gearbox 991 in the UK. 

With the 991 you have two distinct cars in one. Leave 

it in normal mode, and with PDK especially, you have a 

relaxed GT car, with a decent ride, good refinement 

including very little engine noise, and light and easy 

controls. Anyone could drive this car. Anyone. But hit 

the relevant buttons and the 991 morphs into a 

pseudo-GT3 challenger, where everything is loud and 

aggressive. It’s this duality of personality, and the 

ferocious ability of the car in the ‘maximum attack’ 

mode that ranks as the biggest difference between the 

991 and the older two cars here. 

If you’re prepared to trade some sensitivity and 

traditional emotions then the 991 is a wondrous device. 

Yes, there are plenty of things about the 997 that I miss, 

and like most modern performance cars, the 991’s 

abilities are pitched too high to really enjoy on the public 

road. Even so, as a demonstration of how far Porsche 

has advanced the water-cooled 911 ideal, it’s imperious. 

One era starts as another finishes. The 991 has well 

and truly arrived. PW 

CONTACTS 

James Paul Ltd 

Bucks Green, near Horsham, 

West Sussex, where this 996 

Carrera is for sale at £12,995. 

Call 01403 823723 or visit 

www.jamespaul.co.uk 

Cridfords 

Ripley, Surrey, where this 997 

Carrera is for sale at £25,995. 

Call 01483 211881 or visit 

www.cridfords.co.uk 

991 is a more grown up 

looking machine. 

Lengthened wheelbase is 

evident visually. It takes 

the 911 concept to another 

level at the expense of 

some of the 911’s 

traditional vices. Interior is 

a good place to be 


JZM PORSCHE 

WHEN WORLDS COLLIDE 

Two motorsport nuts spend years 

working just a few miles from each 

other. When they meet, a partnership 

is formed that becomes famous for 

excellence in modern Porsche 

Words and photography: John Glynn 

always crazy about cars”, says Jonas 

Zambakides of JZM Porsche. “I did my 

apprenticeship at Spiros, in Harlesden. Not far 

from Spiros was Paul Edwards, probably the 

“Iwas 

best racing Porsche builder in the UK at the 

time. I would go there at lunchtime and watch what was 

happening. Eventually, Paul offered me a job. 

“Edwards was a great engineer and his cars are still 

sought after. I spent over three years there from ’86 to 

’88 and learned a huge amount. When Porsche specialist 

Pickup Leask decided to start a motorsport department, 

they chose me to run it. I stayed with Pickup Leask for a 

couple of years. Some of my customers followed me 

there, but the relationship between the partners 

deteriorated and the business fell apart. I realised that 

the only way forward was to go it alone. 

“It was 1990. Porsche Motorsport was my passion, so I 

stuck with that. I found a workshop in Wembley, moved 

in my tools and opened JAZ Racing: Anthony is my 

middle name. JAZ was my life for the next five years.” 

“I was also racing at the time,” says Steve McHale, 

JZM’s Technical Director. “Starting in 1976 with a 

Volkswagen Beetle, the legendary Gerry Marshall gave 

me a sponsored saloon car drive for the following year, 

with his brother Martyn in a Borgward Isabella. We won 

the team award and the racing bug bit hard. 

“I raced full time until 1988, in everything from a 

brilliant Mark 1 VW Scirocco to the Fina Racing BMW M3s. 

After years building cars and being on the road, I needed 

a break. I packed in racing and joined my brother at 

Machtech: the family garage in Kings Langley. 

“Machtech built racing cars: some Porsche, some not. 

We were an official Bosch service agent, so I spent lots 


THE SPECIALISTS 

of time training on their fuel and ignition systems. I've 

always placed high importance on training, and my 

mechanical knowledge was as good as anyone.” 

“JAZ Racing enjoyed a flying start,” says Jonas. “We 

had customers all over the world. One lived in Macau, so 

we built the car for their big races every year. Then 

there were the UK series: in-season we were racing and 

off-season we were building and testing. For five years, I 

never saw a Grand Prix or football match, or enjoyed a 

Saturday beer with friends: it was non-stop racing. 

“One day, I'd had enough. Steve Winter was my righthand 

man and, though I wanted to stop, he didn't, so he 

bought the company. It's great to see JAZ Porsche still 

doing well: we put everything into that business. 

“Selling JAZ meant no job. One of my relations owns 

Barnet football club, so he offered me some work in 

building up their customer base. I took it, studied 

marketing part of the week and learned on-the-job for 

the rest of the time. All of this was new to me, but I love 

to learn, and keep my knowledge pushing forward. After 

two years with Barnet, I was missing mechanics and was 

ready to get back to Porsches. 

“I knew a guy with a workshop in Radlett. It was an 

ancient building: big barn doors, a pit full of water to 

empty and more cobwebs than I care to remember. He 

offered me a deal on the rent if I cleaned it up myself. I 

couldn't resist and the doors opened on JZ Porsche Care. 

“I didn't have a client bank, so to start with I was just 

buying and selling cars. One day, someone from the local 

Porsche Club stopped for a chat. Two weeks later, we 

had an open morning: Radlett was packed with 

Porsches. The neighbours were gobsmacked, and JZ 

Porsche was back in business. 

“We only had room for four or five cars, but the place 

was always rammed: I needed more space. Some 

customers were switching to me from Machtech in 

Kings Langley: I knew Steve in a roundabout way, liked 

how he worked, but wondered what was going wrong. 

When it became obvious that his brother had lost 

interest, we discussed our situation, the brother retired, 

and Steve and I began anew in their Kings Langley 

workshop. We opened as JZ Machtech and things went 

from strength to strength.” 

Steve and I both started on the spanners: I reluctantly 

moved from tools to operations, as one of us had to, but 

Steve kept training, building on his technical experience 

Good Porsche technicians are made, not born. 

You have to invest time and effort in people 

” 

“ 

with fuel injection and ignition systems. Steve still does 

all the latest Porsche courses and shares that 

information with our technicans, who have all been with 

us for years. Good Porsche technicians are made, not 

born, so you have to keep investing time and effort in 

your people. The team we’ve got now is terrific. 

“I’m driven by the need to understand how things 

work. Whether it’s Twitter (@JZMPorsche) or a 997 

Turbo, I like to talk knowledgeably to customers about 

how long it takes to change a Cayenne fuel pump, or 

how to tweak the chassis on a 2011 GT3 RS. Steve has 

been building 3.9-litre conversions in our dedicated 

engine room and my tools are in there too: still with the 

JAZ Racing stickers and a name badge made for me by 

Snap-On Tools, many years ago! 

“The engine conversions are fun. We’ve been 

partnered with Manthey Racing for years, and JZM is 

now renowned as one of the UK’s premier Turbo, GT2 

JZM Porsche have taken 

the decision to deal only 

with the more modern 

Porsche machinery, and 

are fully up to speed on all 

the latest Porsche 

diagnostics systems 


95

Jonas Zambakides (left) 

and Steve McHale joined 

forces to form JZM Porsche 

back in the early 90s. 

Between them, they have 

set new standards for 

independent Porsche 

servicing and sales 

and GT3 tuners. We also have a proper Hunter chassis 

tuning ramp, and have earned a reputation for userfriendly 

GT3 RS chassis setups. Alongside Manthey 

tuning parts and their KW suspension, we sell real Fuchs 

wheels and are sole UK suppliers for the awesome Alcon 

brakes. Our range of tuning parts and other Porsche 

merchandise can be found on the website at 

www.porschetuningparts.com. 

“A few years ago, we moved from servicing Porsches 

of all ages to focusing on modern Porsche machinery. It 

took a leap of faith, and big investment, but it's made a 

huge difference to our understanding and ability on 

modern Porsche cars. Today, JZM Porsche is one of just 

two UK companies equipped with the latest PIWIS 

diagnostics. PIWIS unlocks the heart of Porsche 

technology, so is not easily available, and is extremely 

expensive. Permission to use this latest system expire 

after 30 days: system access is tightly controlled. 

“Up-to-date PIWIS is required to work on the newest 

Porsche cars. Replacement parts are often coded and 

codes must be entered through the system. Oil changes 

and oil levels must be done using PIWIS, which can be 

irritating when all of our technicians need to use the 

system at the same time, but there are unforeseen 

benefits to having it. 

“Before we opened our sales operation, we knew that 

our offering would have to be as high quality as our 

workshop. Sales needed something to set it apart from 

every other Porsche reseller. PIWIS brought the answer. 

“We’ve long championed selling cars on commission as 

well as cars we own, but we know that some buyers 

view commission cars as second tier to dealer stock. 

Two levels is not our way: all of our customers should 

feel special, and be handled with transparency. 

“The JZM pre-sales inspection is carried out with the 

help of PIWIS. Our inspection was the first to use data 

stored on the car’s ECU, such as true mileage count, and 

when a customer hits the rev limiter: how often, for how 

long and at what stage in the car’s life. Combine this 

with a thorough physical inspection, and you've got a 

comprehensive document. 

“Once the report is complete, it's laminated and lives 

with the service history. Potential buyers can see the 

report for everything we have on sale. If our inspection 

process shows anything we don’t like, we don't sell the 

car: it's as simple as that. Other Porsche centres may 

not appreciate this transparency, but we see it as 

essential customer service: peace of mind for all sides. 

“Our comprehensive inspection process is a big 

favourite with customers. Combined with a great service 

reputation and fast turnaround on sales stock – less 

than a week for many – it’s just won us a fourth 

consecutive 911UK forum award for Best Independent 

Modern Porsche Specialist. 

“Never ones to sit around, we’re about to introduce 

another new concept in used Porsche retailing: 

warranties on everything. From early 2012, all cars we 

sell will include a warranty, and an element of future 

service and MOT costs. The details are yet to be 

finalised, but it’s another example of how JZM leads the 

market in wanting to make owning and running a 

Porsche as much fun as it can possibly be! PW 

CONTACT 

JZM Porsche 

Unit 1 

Langley Wharf 

Railway Terrace 

Kings Langley 

WD4 8JE 

Tel: 01923 269788 

enquiries@jzmporsche.com 

www.jzmporsche.com

TARGABUYERS'GUIDE - JZ Machtech

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