O R I G I N A L

P O R S C H E 9 1 1
1 9 6 4 – 1 9 9 8

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 O R I G I N A L
P O R S C H E 9 1 1
1 9 6 4 – 1 9 9 8
The Definitive Guide to Mechanical Systems,
Specifications and History

PETER MORGAN

Photography by John Colley, with David Fetherston,

Dieter Rebmann and Ian Kuah
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 © 2016 Quarto Publishing Group USA Inc. Front and back cover images: © Michael Alan Ross
Text © 2016, 2009, 1998, 1995 Peter Morgan
On the frontispiece: By 1973, the performance of the
This edition published in 2016. Previous edition published in production 911 had reached a peak. This German-registered
2009 by Motorbooks, an imprint of Quarto Publishing Group 2.4T shows off the lip spoiler introduced with the previous
USA Inc., 400 First Avenue North, Suite 400, Minneapolis, MN year’s S model and optional for the T and E. For 1973 models
55401 USA. Telephone: (612) 344-8100 Fax: (612) 344-8692 the finish for the horn grilles and the trim around the driving
lights changed from bright plated to black.
quartoknows.com
Visit our blogs at quartoknows.com On the title page: 1974 2.8 Carrera.

All rights reserved. No part of this book may be reproduced

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and no responsibility is accepted by producer, publisher,
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arising from the contents of this publication. Every effort
has been made to ensure that credits accurately comply with
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10 9 8 7 6 5 4 3 2 1

ISBN: 978-0-7603-5209-0
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 Contents
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Chapter 1: The 2-Liter 911 (1963–1969) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Chapter 2: The 2.2-Liter 911 (1970–1971) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Chapter 3: The 2.4-Liter 911 (1972–1973) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Chapter 4: The 2.7-Liter 911 (1974–1977) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Chapter 5: The 911SC (1978–1983) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
Chapter 6: The Carrera 3.2 (1984–1989) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
Chapter 7: The 911 Carreras (964) (1989–1993) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Chapter 8: The 911 Turbo (1975–1993) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Chapter 9: The 911 Carrera, GT, and Turbo (993) (1993–1998) . . . . . . . . . . . . . . . . . . . . . . . . 135
Chapter 10: Buying and Driving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158

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 Introduction
With a continuous production run of
more than 50 years, the Porsche 911
has developed, evolved, evaded execu-
tion, matured, and been transformed
in a style that no other automobile
has ever experienced. It is an industry
phenomenon, and the fascination with
this evergreen sports car is still captur-
ing new fans today as much as it did
after its launch in 1963.
One of the 911’s most fascinating
aspects is the way its specification has
not just evolved over generations but
has often seen complete re-engineering
to achieve ever improving performance,
reliability, comfort, and, of course, profitability for its maker. A grouping of faster 911s. In the foreground is
The first edition of the book Original Porsche 911 was published in 1993 with a 1991 Carrera 2 RS, to the right a 1973 Carrera
the objective of providing a quality reference for enthusiasts not only to identify RS, and in the background a 1987 Carrera
the differences between the distinct generations of 911, but also to show the vari- Club Sport.
ances between similar models of the same type. A second edition followed in
1998, with the addition of the 993 series. It has become accepted as a standard
reference on the model and has appeared in at least seven languages, further
proof of the enduring love enthusiasts have for this sometimes quirky, but always
exciting, rear-engine sports car..
With the introduction of the “new generation” water-cooled 911s in 1997,
the previous models became near-instant classics. The air-cooled 911 has come “The styling cues of
to represent the best of Porsche, and enthusiasm for the models has increased the 911 are in graphic
spectacularly. With the unmatched charisma of competition success, old-school and form—the shut
quality and reliability standards, and, most importantly, that instantly recogniz- lines of the bonnet,
able profile, these 911s are now the most sought-after classics in the world—be it the doors, the engine
a pioneering 1960s 2.0-liter or a relatively luxurious 993 Turbo S. lid, the drip rails, and
The key to this book’s ongoing popularity is the remarkable access I had to obviously the side
Porsche’s marketing and archived production records back in the early and mid- windows.”
1990s. Such access is no longer possible in the super-corporate Porsche of today. —Porsche designer
Back then one could simply ring up the relevant staffer who possessed the infor- Harm Lagaay
mation and sit down at a spare desk to trawl his often dusty files. Researching at
Porsche in those days was an unforgettable experience, not least because of the
remarkable enthusiasm that glued the business together.
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I’m flattered that this data has been much copied since and that this book
remains a valid chronology of the air-cooled 911’s production. Despite some

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 gaps (in the early days of 911 production, in particular, when old, handwrit- Turbos are often described in superlatives.
ten production information was sometimes lost), Original Porsche 911 remains a These views show the spectacular 360-brake-
record of the best information available at that time, which for Porsche was just horsepower version of 993 (top) and its
before everything—including the 911—changed. 408-brake-horsepower successor of 1995
In this revised edition, I have updated some of the known errors in the ear- (above). The latter view shows the profile that
lier texts. It’s always been a fundamental objective of Original Porsche 911 to every schoolchild knows simply as “the Porsche.”
provide a reliable reference for all enthusiasts. If you see any obvious mistakes
after reading this edition, please do get in touch.
I have played around with karts and cars since my early teens, but my
first 911 experience didn’t come until my mid-20s. Back in 1976, my head was
turned by the wonderful sound of a contemporary Carrera as it rasped by in a
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 I bought my first Porsche in 1978. It was a 1973 911T, and while I took to
driving it with the windows down so I could hear that wonderful sound, I came
to appreciate the car’s surprising performance and what not to do when you find
yourself going into a corner too fast. There were other downsides, of course. In
our damp United Kingdom climate, the thing rusted like you wouldn’t believe.
Nevertheless, as one model after another found its way into my workshop, I came
to appreciate the reliability of that six-cylinder engine and, despite the corrosion,
the exquisite build quality of the body.
One 911 has stayed with me longer than any of the others: My 1972 911S
has become the benchmark by which I judge all the modern reincarnations.
The early 911s demand a period of learning from any driver before their full
capabilities can be mastered, a fact that makes them completely unacceptable as
user-friendly sports cars of the modern age. But their inherent agility, lightness
of touch, and instant responsiveness are the key to the enduring 911 legend and
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remain the ultimate goal for the new generations to aim for.

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 The air-cooled 911s built from 1964 to 1998 have not changed, but our per- Four cars show the evolution through the ages
ception of them has transformed completely. It is sad that we no longer see most in a splendid photograph by Dieter Rebmann:
of the special 911s built during these years, as they are hidden away like art trea- 1964 911 (bottom left), 1973 911T 2.4 (bottom
sures. Many cars that survived decades of everyday use and, of course, motorsport right), 1984 Carrera 3.2 (top left), and 1993
have been “restored” to better-than-new condition. Often this is undertaken Carrera 4 (top right).
solely because of their potential financial value. This was never the use that Ferry
Porsche and his team of engineers and craftsmen would have intended—even
though they would have been in awe of the quality of many of these restorations.
Many of the inquiries I get today are focused not on authenticity detail or rela-
tive performance but on identifying what is real or fake and what a car is worth.
Nevertheless, the upside is that all air-cooled 911s are now desirable, not just the
specials, and at least that has introduced a ladder of affordability into the market.
In technological terms, the air-cooled 911 was indeed a triumph of develop-
ment over design. It’s easy to compare a 1966 911S with a 1998 Carrera 4S. One
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 Introduction
and driving charisma. They are 911s linked by a common passion—and that isn’t
Owners of Featured Cars a passion about their respective financial desirability. It is a passion to produce a
sports car that delivers driving in its finest form.
In the United Kingdom:
Richard Baker (1965 911), David Cocker (1967 911S), Patrick Porsche’s former chief designer and head of the Weissach Styling Department
Amos (1971 911 T 2.2), Mark Waring (1971 911S 2.2 and Harm Lagaay once said that 911 is not just a number. It represents a car concept—a
1973 Carrera RS Touring), Anthony Minshull (1972 911T 2.4
U.S.), Nancy MacLean (1973 911T 2.4 Sportomatic), Dave package of engineering and styling—that is eternal. “No matter how many changes
Gray 1973 911E 2.4), the late Tony Knapp (1975 911 Carrera the car goes through,” Lagaay says, “the philosophy of the car, namely the way it
2.7), Peter Hatfield (1977 911 Carrera Sport 3.0), Sue Baker
(1979 911SC Targa Sportomatic), Peter Foskett (1982 911SC
drives, the seating arrangement, the rear-engined drive, and so on, that is forever.”
Sport), Andy Frost (1984 911 Carrera 3.2), Terry Davison Those now-immortal three numbers, 911, have come to signify the benchmark
(1987 911 Carrera 3.2 Cabrio Turbo-Look), John Colley (1987 by which every other sports car is measured. Just as it was 50-plus years ago, sports
911 Club Sport), Roger Vynne (1988 911 Anniversary), Mike
Flannery (1989 911 Speedster), Ian King (1990 Carrera 4 cars are still all about excitement and speed. This the 911 provides in abundance.
Targa), Mike King (1991 Carrera 2 Tiptronic), Alan Stein (1976 In this revised Original Porsche 911, I try to answer all the specification ques-
911 Turbo), and Robin Duckitt (1989 911 Turbo).
tions that I asked myself over the years. I had to leave out a lot, but it is down
In the United States: at the cotton-bud level of detail (to use a concours analogy) that the sifting has
Ernie Wilberg (1967 911S), Terry Zaccone (1968 911L Targa), Joe
Hartman (1974 911 Carrera 2.7), Brian Carleton (1980 911SC occurred. Option lists are an example: I have not been able to include the full
Weissach), Jim Boyden (1986 911 Turbo), and Carlsen Motor worldwide option list for every year, especially where models are similar, but the
Cars Inc. (1993 Carrera 2 RS America).
lists presented give a feel for what is right and what is not.
The subject of specifications and their accuracy on the earlier models makes ded-
icated enthusiasts become emotional, but I would suggest that maybe we should not
get so serious about this. In the 1960s and early 1970s, Porsche’s attitude toward new
component introduction was simple. The spirit of control was there in the form of the
program changes from year to year, but on a detail level this pattern was often broken.
When a new part or modification was considered, the engineers would first try to
break it, say by thrashing a car around the Nürburgring or on a drive down to Sicily
for the Targa Florio. Parts that survived usually found their way into production
fairly quickly, so it was quite normal to see changes being rolled into production
at any time of year as new stock became available. In those days the options list
was fairly limited, but today the story is quite different. Part of the task of buying
a recent 911 is to determine what factory options it has fitted and whether these
options affect the value to a greater or lesser extent.
It is important to keep these thoughts in perspective. The differences make
any prospective 911 more interesting. This guide cannot help you tell an original
car from a rebuilt or customized one, but I hope it will give you the information
to understand the original factory specifications from year to year.
This book is the result of a significant amount of personal research, but I could
not have produced it without talking to a large number of people. Among those at
Porsche in Stuttgart, I must mention Klaus Parr and his successor in the Porsche
archive, Dieter Landenberger, plus Dieter’s ever helpful associates Jens Torner and
Dieter Gross. The original text could not have been produced without the enthu-
siastic help of the late Olaf Lang. Both Porsche Cars Great Britain and Porsche
Cars North America opened essential doors in the research for the book. For this
revised edition, I updated the early 911 data with the help of Allen Henderson.
I compliment John Colley on his superb photography of cars for this update.
In the original text, in addition to Colley, David Fetherston, Dieter Rebmann,
and Ian Kuah provided equally accomplished camera work from the United
States and Germany. More shots were supplied by the late Jerry Sloniger and
myself. We chose our cars carefully, and I thank all the owners who persevered
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with us in the task. Their names are listed in the accompanying panel.

Peter Morgan of Marlborough, England

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 Chapter 1

The 2-Liter 911

(1963–1969)
The cry was heard after the prototype 901 was revealed at
the Frankfurt Motor Show on September 12, 1963: “It’s not
a real Porsche.” By that time, the company had built up a
solid reputation based around the 356, a car that achieved
its performance through fundamentally lightweight design and
simplicity. For some people, therefore, the company had lost its
way with the 901 by building a bigger, more powerful and more
luxurious car. Porsche’s first entirely new model since the 356 had
been launched in 1948, the new concept was happily accepted by
the majority as a major step forward, and customers clamored for a
production version.
But the Frankfurt car, the result of a concentrated and tor-
tuous development program that had started in earnest in 1959,
was a one-off. It would be toward the end of 1964 before the com-
pany was ready to put the 901 into full production at its factory
in Zuffenhausen, Stuttgart. In October 1964, the 901 became the
911 in response to Peugeot’s trademark objections, and so the most
famous three numbers in the sports car world were coined.
The small styling team, under the guidance of Dr. Ferry Porsche’s
son Butzi, developed a compact 2+2 shape that would prove to have
a timeless profile. Combined with the rear engine location and a
smooth aerodynamic profile, the 2+2 accommodation is the essence
of the 911. The new car was unmistakably a Porsche, capturing

Evolution Outline
September 1963: Porsche presents the 901 prototype at the Frankfurt Motor Show.
August 1964: The 911 is introduced with two triple-choke Solex carburetors, 130 brake horsepower, and a five-
speed gearbox.
March 1966: Weber carburetors replace Solex carburetors.
October 1966: The 911S with 160-brake horsepower and Fuchs wheels is introduced.
December 1966: The Targa begins production (with soft rear window), and a four-speed Sportomatic option is
launched.
August 1967: The 911 T is launched with 110-brake horsepower (replaces four-cylinder 912), the 911L is launched
with 130-brake horsepower (replaces 911), and dual-circuit brakes are introduced. The clean lines of the Porsche factory’s own 1964 911 coupe.
August 1968: The 911E is launched with 140-brake horsepower (replaces the 911L), the 911S (170-brake The first 911s had minimal flaring to their wings, giving the cars
horsepower) receives mechanical fuel injection, a glass rear window is added to the Targa, and the 911E and
911S have CD ignition. a clean aerodynamic shape. Evident in this view is the Durant
driver’s door mirror of 356 vintage.

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 Porsche 911

A timeless profile that is unmistakably a accents from previous prototypes and from the 356 line, but it was also fresh. The
Porsche, as shown on Richard Baker’s 965 model windshield was more steeply raked than on the 356, and there was a larger glass
(above). Painted slate gray and fitted with steel area, but probably the single most distinctive styling feature was the gradual, yet
wheels, this car was the fifth right-hand-drive continuous, curve of the roof from the top of the windshield to the rear bumper.
911 imported into the U.K. This view (opposite) It gave the car its excellent aerodynamic penetration and was at the same time
of Ernie Wilberg’s 1967 S shows the classic 911 attractive. The attention to detail was carried over to the interior, and several
roofline and the graceful double curve of the features, such as the grouping of the five large circular instrument dials, have
rear wing line. endured throughout the course of 911 production.
The 2-liter cars were subject to a massive development effort after launch.
The best of the bunch are probably the 1967 models (with their elegant sim-
plicity, especially in the United States before emissions laws arrived) and the
1969 models (on which handling and braking were close to their best).

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 The 2-Liter 911 (1963–1969)

Bodyshell
The 911 bodyshells carry alphabetic designators, which make the differences
easier to categorize. The first models formed the A-program, covering the cars
from the start of production in August 1964 to July 1967. The chassis number
of the earliest cars was carried on the left-hand door pillar, but by the start of
proper A-program production a second chassis plate was carried on the lock
plate at the front of the luggage compartment. The full chassis number was
stamped on the bodyshell structure in the luggage compartment, on the left
side to the rear of the fuel tank. The last four digits of the chassis number were
also found on the doors (beneath the interior trim, under the opening vent)
and on the bonnet and engine lid. This was a factory aid to ensure correct fit
during assembly.

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 Porsche 911
The layout of the 911 bodyshell was based around the rear engine location
and the requirement to provide comfortable 2+2 accommodation for the occu-
pants. Because the new Porsche was a luxury GT, it had to have satisfactory
space for luggage too. With these major compartments defined, together with
the essential wind-cheating profile and an ancestry traceable to the 356, the 911
shape began to evolve into its unmistakable form.
The basic bodyshell was a unitary design (with no separate chassis) with
much of its strength coming from a stiffened floorpan, large box section sills
(or rockers), and a stressed roof. Sheet metal box sections gave support for
the engine and rear suspension. Bodyshell stiffness at the front derived from the
assembly of the sheet panels, especially the sculpted inner wings and the front
crossmember supporting the front of the fuel tank.
Compared with the 356, the new 911, surprisingly, was 61 millimeters (2.4
inches) narrower externally (but with more interior width) and 152 millime-
ters (6.0 inches) longer. The wheelbase was 111 millimeters (4.4 inches) more at
2,211 millimeters (87.0 inches), aimed at giving the 911 a more comfortable ride.
Despite its lowered suspension and wider tires, Compared with other sports cars of the time, the 911 was still a short-wheelbase
this 1968 911L Targa is a remarkably original design, the E-type Jaguar, for instance, having a wheelbase of 2,438 millimeters
car because Terry Zaccone has owned it since (96.0 inches). The 911, with its overhanging engine installation and relatively
new and has covered 320,000 miles. The car has small distance between the wheel centers, would give the engineers considerable
made more than 2,500 race starts. Note the U.S.- challenges over the years. It would be some time before “development triumphed
specification sealed-beam headlamps with their over design.”
large chromed surrounds, the 1968-only side The earliest 911s had a more efficient aerodynamic shape than any previous
reflectors, and the “new” Durant external mirror. Porsche. It came in part from the narrower body and from attention to detail,

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 The 2-Liter 911 (1963–1969)
like integrating the front and rear bumpers into the body shape.
The original 901 was even better aerodynamically than the Abarth
Carrera racer that was considered state-of-the-art at the time. Of
course, as the years passed, the slippery shape grew more and
more external bits and pieces, such as bumper over-riders, exter-
nal mirrors, wider wheel arches, and even spoilers. I shall leave it
to you to decide whether or not the engineers got the appearance
right the first time.
An open version of the basic coupe was announced in
September 1965, and Porsche conceived for it another term that
has become an industry standard. The open-topped Targa went
into production in December 1966 and featured a folding roof
that stowed in the front compartment or behind the front seats. A
zippered convertible-type plastic window covered the rear area on
the first cars, giving a rather cheapened look for such a luxury GT
model. The word targa is Italian for shield, and this is appropriate
for the function of the brushed-finish stainless-steel roll hoop, but
Porsche fans always refer to the factory racing success in the Targa
Florio, the legendary Sicilian road race. This grueling event was
won more times postwar by Porsche than by any other marque,
and the Porsche marketing people loved the association.
The Targa model was not a true convertible but featured the
first production roll-over bar. The roll-over bar, a wide-section
hoop to which a removable roof section could be attached, acted
as a stiffener for the chassis, which would otherwise have been
weakened by the loss of the coupe’s roof. In producing a convert-
ible, the engineers wanted to avoid the usually significant weight
increase that comes from additional chassis stiffening. They
partially achieved their aim because the lower body panels and undertray are This Belgian-registered 1967 Targa—actually
identical to the coupe’s, the rigidity coming in part from the roll hoop. The real- a four-cylinder 912—shows off its satin-finish
ity was that Targas came out some 50 kilograms (110 pounds) heavier than the roll-over hoop at the style of Targa driving. The
coupe. Targas would never be as rigid—and the early ones without the glass rear zippered rear window of early Targas may not
window were even more flexible—but the trade-off in handling was more than have looked too permanent when in place,
balanced by the attraction of open-air motoring. but it allowed virtually open Porsche motoring
The Targa was heavily marketed in the United States, brochures showing the when removed.
various Targa configurations (top on or off, rear window in or out) described with
attractive names like Spyder, BelAir, and Voyage. This model was truly versatile.
The development years immediately after the 911’s launch were spent
improving what Road & Track magazine termed as the car’s “animal oversteer.”
This accusation had been leveled at the earlier 356, but with the 911 it went
deeper. In his book 911 Story, Paul Frère recounts that the problems stemmed
from the fact that the early press cars were assembled by very experienced tech-
nicians and so had few handling defects. When the 911 went into production, the
impossibly fine setup tolerances specified could not be held, and as a result some
cars handled “like real beasts.” Autocar magazine was more restrained—and very
British!—in saying that the car needed care in the wet. Even the factory’s own
sales brochure suggested that the 911 “was not a car for the novice.” The problem
was seen at its worst if you lifted the accelerator when cornering hard. The result
would more often than not be a view of the world rotating around the car.

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 Porsche 911
Porsche’s engineers needed to find more latitude in the
handling, and their attention focused on the rear-biased
weight distribution and the relatively short wheelbase. The
first, fairly crude, attempt to improve stability came in 1966,
when 11-kilogram (24.3-pound) weights were added into
the extreme ends of the front valence, a modification the
engineers were not particularly proud of.
The A-program models from August 1967 did not fun-
damentally address, in chassis terms, the handling issues
inherent in the original models, so it was the B-program
models, launched for the 1969 model year, that produced
the first big improvement. The wheelbase was increased
by 57 millimeters (2.2 inches) to 2,268 millimeters (89.3
inches), which had the effect of shortening the engine over-
The earliest style of horn grille was made of chrome-plated brass and hang and reducing the “dumbbell” effect in cornering. With
mounted with four screws (above), but a cheaper design for the 1967 a reduction in the weight of the engine casing included, the
model year was secured by only two screws (below). Both cars have the front/rear weight distribution became slightly less biased to
European-specification Bosch asymmetric (nonsealed-beam) headlights the rear when it changed from 41.5/58.5 to 43/57, and han-
used until the end of the 1967 model year, but the bumper styles differ dling was significantly improved.
because the later car, without over-riders, has the wide rubber insert that The wheelbase extension was achieved simply by
was a new feature of the S. moving the rear wheels backward in the bodyshell, without
moving the engine and gearbox. This resulted in slightly
angled driveshafts, but this aspect was not considered to
affect the durability of these components. Externally, the
longer wheelbase cars can be identified by the larger distance
between the rear wheel arch opening (at its front edge) and
the cover over the rear torsion bar. The B-program cars also
introduced the first slight flaring of the rear wheel arches.

Body Trim and Fittings

As was the fashion of the time, the window fittings and other
trim of the launch cars used chrome as far as possible. This
included the wipers, which parked on the right side of the
screen irrespective of the market. It was not until August
1967 that black wipers, which parked on the left-hand side
of the screen on left-hand-drive models, were introduced.
The horn grilles, next to the indicators and either side
of the front luggage compartment lid, were changed in
mid-1966 from the original chrome-plated brass examples,
which were secured with four screws, to a cheaper design
The first 911s used a simple push-button
external door handle. The tooling for this door
handle was changed for the 1967 model year,
the later version having slightly more radius in
the curvature around the button. A new handle,
which protected the button and prevented
The original style of tail badging had a gold-
the door from being accidentally opened, was
anodized finish for the linked-lettering Porsche
introduced for 1968.
script and the angled 911 designation.

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 The 2-Liter 911 (1963–1969)

This 1967 911S (with the early style of push-

button door handle) shows off its opening rear
side window. The plated-finish rear wiper was
an option.

that used only two mounting screws. Optionally, owners could also specify addi-
tional spotlights that mounted through special horn grilles. For 1969, the horn
grilles changed again, to a narrower design that made room for enlarged indica-
tor/sidelight assemblies.
For the 1967 model year, the chromed over-riders were revised and received
a rubber trim. The pencil-thin rubbing strips along the edges of the bumper
valences and on the trim under the doors were initially similar to those used on
the 356C, but for 1967 the new 911S was launched with a wide rubbing strip. It
was only an option on the same year’s regular 911 U.S. models. The 1968 911S
sill trim consisted of a wider vinyl strip fitted to a much larger anodized alumi-
num extrusion, which covered the whole sill area under the doors, from wheel
arch to wheel arch (and over the torsion bar covers). When the B-program cars
extended the wheelbase, this extrusion was lengthened and the new trim was
also fitted to the new 911E model. A year earlier, for the A-program models, the
gold-anodized script on the rear engine cover also changed, from the previous
linked lettering and angled 911 designation, to more spaced-out lettering with
the model type positioned just below the grille.
This detail of a 1968
Targa shows the
“soft-window” rear
screen stowed and the
tonneau in place. The
position of the interior
light in the roll-over
hoop and the gold-
anodized Targa script
can be seen.

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 Porsche 911

Rear view of an Austrian 911 (above) shows the An electric sunroof was available as an option on the coupe from the
complexity of the hand-assembled engine lid beginning. There were external water drain slots above the top of the rear three-
grille of the 2-liter cars. The manufacturing cost quarter windows on early cars, but the design was cleaned up at the start of the
of the grille was later reduced by using pressed B-program by running the drains down into the inside of the rear wheel arch.
bars and welded construction. The 1967 911S Two other trim details—door handles and exterior mirrors—help the dili-
(above right) shows the rubber trim introduced gent 911 spotter to identify the early cars. The first 911s had simple outside door
on the rear over-riders for this model year. handles with pushbuttons that stood proud of the handle. A tooling change to
These items were previously in plain chrome. the handle casting in 1967 was so minor that you have to inspect both handles
This model year was the last when the engine side by side to see the slightly more rounded corners of the later version. The
cover featured a distinctive central body rib prominent pushbuttons were changed to a recessed type for 1968, and these han-
under the grille. dles became more wedge-shaped.
The external door mirror was an option. It started out as the same Durant-
manufactured type used on the 356C, with a cone-shaped backing to the mirror.
The new 911S was given a Durant mirror with a larger flange holding the glass in
place, and this became standard across the range in 1968. The story does not stop
there, however, as other mirrors were available as options. These included simple
rectangular mirrors in 1967 (which became mandatory in some countries later
due to the larger glass area) and the sporty Talbot mirrors as used on the racing
cars of the time.
By the start of 1968 a new Targa version was offered with a significant
improvement. A large, curved, glass rear window replaced the soft convertible
type and was a more practical proposition for owners who wanted open-top
motoring with civilized 2+2 accommodation. The glass rear window remained
available as an option until 1971, after which it became standard in all mar-
kets. For the 1969 model year, Targa ventilation was improved further when air
extractor slots were included at the sides of the stainless-steel hoop (and unlike
the coupe, the Targa’s front quarter windows could still be opened).

Interior Trim
To talk seats and Porsche at the same time is to talk Recaro. There is a history les-
The engine lid release on the 911 is to be found son behind this that goes back to the war years, when the original Reutter father
on the left-hand B pillar. This feature is not so and son were killed. The company was managed on behalf of the remaining fam-
convenient for right-hand drive. ily after the war and Reutter prospered, especially when it signed a deal in 1951

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 The 2-Liter 911 (1963–1969)

with Zuffenhausen neighbors Porsche to build bodies and This 1965 car shows a typical early interior with leatherette seat coverings,
supply seats for the new 356 model. Eventually, Reutter a perforated pattern to the pleated seat panels, and a chromed finish for
came to the point at which it had to decide on a major the backrest support frame.
investment program to cope with the ever-increasing vol-
ume of bodyshell business from Porsche. The investment
would have been large and the family backed away, decid-
ing to sell the coach-building factory in Zuffenhausen to
Porsche in 1963. The main Reutter factory remaining in
Stuttgart became the hub of a new seat-manufacturing
business named Recaro.
The first Porsche-designed 911 seats were simple affairs
developed from the 356 experience. They incorporated
adjustment only for fore and aft position and seat backrest
incline, with the combined seat recline and locking lever at
the door-side base of the back. The mechanism for these
seats extended across the base of the seat back to operate on
the inside seat back support. The seat back supports were Folding rear seats have always been a feature of the 911, the 1965–66
chromed, changing progressively from the 1967 introduc- models uniquely having a small leather surround to the seat cushion. The
tion of the reclining Recaro sports seat to a black-painted seat belts are a later fitting.
finish. Seat tilt lock levers were incorporated into the top
of the seat back support from 1969. Early production 911s
came with basketweave vinyl seat inserts as standard in a

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 Porsche 911
range of just four colors, although hound’s-tooth mate-
rial was an option. Leather was available to special order
from the beginning, or from 1965 as an option.
No head restraints were fitted as standard to the
original cars, but these could be specified as an option,
the 1965–1967 models using 356 items. These attached
on the rear of the seat back; whereas, the later restraints
were mounted on bayonet-type legs that entered through
the top of the seat back. The early 356 restraints were only
adjustable for height, but the later ones could be angled
forward or backward as well.
Sports seats were available from 1965, and the his-
Some of the interesting features inside a 1965 model: The lever ahead tory of these on the early cars is one of essentially adding
of the gear lever (above) is the heater control, and the warm air outlet at more and more comfort. To start with there were the
the front of the side member can be seen. The early 911 logo and period Recaro or “Ferrari” types. The Ferrari was little more
Blaupunkt Bremen radio have an elegant simplicity. The early style of than a padded bucket with only reach adjustment and no
door panel was simple (below). A button to open the door was fitted to head restraint, and it is believed this seat was discontin-
the front of the armrest, which on the driver’s side had no pull handle. A ued after 1966. The Recaro was a more comfortable, but
small door compartment was unique to the 1968 model (bottom), and nonreclining, seat with high side supports and an integral
there was generally an improved finish to the door trim. The loudspeaker head restraint. From 1967 Recaro developed its version
is a later addition. to include reclining, and it came in all the materials avail-
able for the standard seats. By 1969, it was an even more
luxurious affair with height and pitch adjustment.
The rear seats featured fold-down backs. When they
were down, the parcel shelf that resulted provided a use-
ful extra area for luggage, and the area under the shelf
provided concealed storage spaces on the seats them-
selves. The seat backs were held upright by leather straps
that attached to the rear wall by popper studs. The rear
seat backs on the Targa were shorter than those used on
the coupe. An interesting feature offered to Targa owners
from 1967 (but discontinued after 1971) was a security
box, formed by a rear parcel shelf that replaced the fold-
ing seat sections and offered two lockable compartments
below. The same year, 1967, also saw the first attempt at
installing air conditioning in the 911 for the U.S. market.
The door trims on the first 911s featured an armrest
(with the door opening button at its front edge) below
which was a pleated soft fabric pocket for maps. The
passenger door had a pull handle, but the handle was
omitted from the driver’s door because it would restrict
movement. The door panels changed in detail through to
the 1968 models, when, after a unique 1968 pattern door
featuring a rigid pocket under the armrest, the design
adopted the shape seen to the end of the 2.4 models.
This used a rigid forward pocket and an opening com-
partment under an extended armrest, which now had a
flush-fitting (and safer) door handle mechanism in its
side face.

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 The 2-Liter 911 (1963–1969)

The 911 began life with a velour interior carpet, which later became the The interior of this European-specification 1968
more luxurious option for the higher-spec cars like the E and S. From 1967, a model year 911S shows off the hound’s-tooth
cheaper material termed Perlon (with an appearance like felt) was introduced for inlays on its leatherette seats. This car has two
the basic models (the 911 and the later 911 T). Until approximately the start of the interesting features: There is only one head
1968 model year, you could have any carpet color as long as it was dark gray. restraint (on the passenger side), and no radio
Increased safety standards demanded that the original internal mirror, is fitted. Compared with earlier cars, the heater
mounted centrally to the front roof section by three screws, was changed to a control has moved from ahead of the gear lever
break-away type for 1968. That year only the mounting stayed on the roof sec- to a new position, out of sight here, alongside
tion, but the following year the mirror was mounted directly onto the windshield the handbrake.
glass by an adhesive pad. Few drivers of these particular models have not come
out to their cars to find the interior mirror sitting on the floor of the car.
Heating, never a strong Porsche feature in the early days, was provided by
ducting fresh air from around the exhaust system and piping it forward through
silencers in each of the sills. A mixer provided after each of the two exhaust-
mounted heat exchangers allowed the driver to control the amount of hot air
ducted forward to the passenger compartment or dumped to the outside. The
problem with an air-cooled engine, however, is that heater output is dependent
on engine speed. High engine speed meant lots of heat, but low engine speed (in
town traffic for instance) meant little warmth for the occupants. It was for this
reason that a small fuel-driven heater was standard on the first cars and an option
on A-program and later left-hand-drive cars to 1973. These supplementary heat-
ers were fitted into a small cavity behind the fuel tank and were manufactured

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 Porsche 911
by Eberspacher. The fuel heater took air from a vent in front of the rear seats and
generated hot air for defrosting.
Cabin fresh air ventilation was achieved by allowing air to enter through a
small inlet carefully placed in the high-pressure area just in front of the wind-
shield and expelling it through a line of almost concealed vents in the roofline
above the rear window. An option to the full heater on the A-program cars was
an electric fan, which assisted circulation of cabin air. Heater output was con-
trolled by a lever mounted just ahead of the gear lever. The 1967 cars had an
additional duct that directed hot air onto the rear window for demisting, while
B-program models offered an optional electric rear window demister in place
of the earlier ducted warm air solution. The floor-mounted lever (just ahead of
the gear lever) controlling the heater output was moved to the right-hand side
of the handbrake lever on the 1968 cars. The new model’s heat could be separately
ducted to the windshield and the occupant’s feet. Output was further enhanced
by a three-speed fan under the dash.

Dashboard and Instruments

The dashboard of the 911 is dominated by the familiar flattened oval instrument
housing containing five large dials. A classic Butzi Porsche detail, the layout
was a case of “if it’s right, leave it alone,” so the dial area has remained largely
unchanged in basic form for more than 30 years and has always been the same
for left-hand and right-hand drive.
The five black-faced dials reduce in size either side of the large central rev
counter, which on early cars was red-lined at 7,000 rpm with a maximum of
8,000 rpm. To the right of the rev counter are a 250-kilometer-per-hour, or
150-mile-per-hour, speedometer and (at the end) a clock. To the left of the rev
counter are the combined oil temperature and oil pressure gauges, and to the
left again another combination gauge showing fuel level and (uniquely) oil tank
level. In the 1965 Hints to Drivers handbook, this last gauge was described as fol-
lows: “The small combination dial on the far left of the panel indicates fuel level
and has a red warning light which is illuminated when the
fuel level drops to 6 liters (1.6 U.S. gallons). The same dial
incorporates the oil level—there are in fact 9 liters of oil cir-
culating in the lubricating system. The gauge only shows oil
in the tank when the engine is idling. The method is much
neater and does away with dirty hands.” Until 1973, this
clever combination gauge was labeled in one language only,
with the oil level always denoted by the German word oel.
The early 2-liter cars have an elegant simplicity in their
instrumentation. The pre-1968 models had chrome rims
on the five main dials that, combined with the green let-
tering and wood veneer lower dash trim of the 1965 and
1966 cars, demonstrate automobile fashion of the time.
From 1968 the dial rims became black, with white lettering
Right from the start, the dashboard featured the 911 trademark of five on the black instrument background. For 1967 and 1968,
dials reducing in size either side of a central rev counter. The colors of the brushed aluminum replaced the wood (no doubt inspired
wood veneer (used for the 1965–66 model years) and the green features by contemporary racing car style) for the lower dash area
on the dials (1965–67 model years) complement each other and are on all models except the S. The 1967 S had the heavy bas-
accented by chrome bezels. ketweave finish on the lower dash that would become used

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 The 2-Liter 911 (1963–1969)
across the 911 range from 1969. The dash contained an opening on its top deck
for the single speaker radio. The holes for this opening were integrated into the
dash top until 1969, but thereafter the speaker opening could be accessed by a
separate panel.
There were many variations to the detail of the main gauges from year to
year and model to model, including warning lights for the fuel, oil (on models
where no level gauge was offered), charging failure, and handbrake application.
For the B-program, the turn signal and headlight main beam indicators were
located on the rev counter. As the engine was developed, the peak revolutions
red marking on the rev counter changed according to specification. The speed-
ometer had a trip odometer for specific distance measurement.
The instrument layout generally has received considerable flack over the
years, one British journalist describing the switch gear as looking like a packet
of boiled sweets thrown haphazardly over the dashboard! But most 911 drivers
will tell you that once you know your way around, the switches are just fine. On
the earliest models there were relatively few controls to find, but when acces-
sories were fitted, ergonomics did become questionable. There were two areas
where accessory switches could be clustered on the lower dash to either side of
the steering wheel.
The light switch was down by the driver’s door side of the steering wheel,
just to the outside of the ignition. Above that under the instrument cluster was
the optional sunroof rocker switch. On the passenger side of the steering wheel,
under the “inboard” dials, was the fresh air control lever, and under this on the
dash panel was the switch for the cigarette lighter. Other switches were grouped
to the passenger side of the ashtray, above the radio if one was fitted. These might
include switches for auxiliary driving or foglights, the petrol heater switch, and
the hazard flasher switch (which found its way over next to the ignition switch
from 1970). Until 1968, these switches usually had a small indicator light at their
center to denote operation. From 1968, the switch knobs for the American and
certain other export markets changed to larger rubber-rimmed affairs, with

The dashboard began to change for the 1967 model year. The S was given The markings of the dials changed from green to white for the 1968
a leather-rimmed steering wheel and basketweave vinyl trim on the lower model year, and chrome trim virtually disappeared from the dashboard.
dash area, but the green instrument markings remained. Note also the Interesting details include the large switch under the clock for the
new glove compartment lid with “square” 911S lettering. optional sunroof and the heavy grain lower dash that was also new for the
1968 model year.

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 Porsche 911
symbols denoting function at their centers. The lever controlling the intake of
fresh air from ahead of the windshield was replaced in 1969 by a new heating
and ventilation control in the lower dash where the ashtray had previously been
sited (the ashtray moved into the central knee guard area of the dash). The haz-
ard flasher moved next to the ignition switch in 1969 and from 1970 was changed
to a red pushbutton.
Until 1971, the model designation was mounted on the glove compartment
lid. This script was originally an italic “911,” but evolved to a block capital style
for the 1967 911S. The lid itself started life with a wood inlay and a small central
pull handle and separate lock, but in 1967, the handle was integrated into the
whole of the top edge of the lid, with the lock slightly offset toward the driver.
The steering wheel is something that many people get completely wrong when
restoring a car. As with the road wheels, it is relatively easy to switch steering wheels
as part of a customizing exercise, so it is important for the seeker of the original
911 to know what is right for the car. All steering wheels were of 400 millimeters
(15.6 inches) diameter. The first 911s had wood-rimmed wheels, believed to have
been made by VDM, with four black-painted spokes arranged in what Car and
Driver described as a “shallow X.” This characteristic pattern, another feature of
the 911 to have lasted through the years, offers good instrument visibility and a
place to rest your thumbs. The appearance of the wheel was updated after about a
year’s production, the spokes being coated in black plastic, presumably for better
wear. From 1966, you could specify a horn “butterfly”—so-called because of its
winged shape similar to the wheel spokes—that replaced the previous central
horn contact mounted in the boss; the first horn butterflies had a bright finish to
the rim of the hub boss. A black plastic-rimmed (or hard rubber) steering wheel
was also available and was standard on the four-cylinder 912.
A leather-rimmed wheel with leather thumb rests at the ends of the spokes
was standard on the 911S from 1967 and optional on the other models. This
wheel, which used a heavier design of horn butterfly that covered the wheel
spokes completely, also became standard on the E from 1969, the year in which
the wood-rimmed wheel disappeared altogether. It was also at this time that the
two stalks behind the steering wheel were given a black look, the previous style of
chromed stalk with a molded top having been taken from the 356. The left-hand
stalk was for indicators/headlamps and main/dipped beam, and the right-hand
one was for the windshield wipers. A feature of the 911 was that there was a
three-speed wiper system and an electric wash/wipe.

Luggage Compartment
It is difficult to get excited over things like luggage compartments on a car like
the 911, but great care went into the compartment design to make sure that two
people could pack enough belongings for a week’s vacation. The shaped fuel tank
of 62 liters (13.64 Imperial gallons, 16.38 U.S. gallons), including a reserve of 6
liters (1.32 Imperial gallons, 1.59 U.S. gallons), accommodated the spare wheel,
The 1968 S had a soft-grain finish to its tool with both of these set low between the longitudinally aligned torsion bar front
bag, but from 1969 the tool bag vinyl changed suspension. This compact design resulted in a relatively large luggage volume.
to a basketweave. The chassis number plate is The washer bottle on the early cars does look like an afterthought, however, in its
seen to the left of the latch, with the windshield exposed position on the left-hand wing wall.
washer filler on the right. The battery at top right The first 911s benefited from the same square-weave carpeting in the front
has the correct rubber strap and plastic cover. area as was used inside the car. Unfortunately, this was replaced for the start of the

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 The 2-Liter 911 (1963–1969)
1966 model year by a cheaper felt carpeting called Perlon.
This initially came in three pieces (or more after the battery
acid got to them!), but from 1969 a fourth piece covered
the front area behind the latch panel. This carpeting was
functional but not very robust.
The vehicle chassis number, a strip of stamped alumi-
num sheet riveted in place, can be found on the left-hand
side of the front lid latch panel.

Engine
The new 911 needed an engine with the power of the existing
four-cylinder, four-cam Carrera racing engine but without
the noise and the complexity. But why the rear engine loca-
tion when virtually every other manufacturer at the time
was saying such a layout was obsolete?
The answer lies in a mixture of business risk and tradi-
tion. Porsche was a small company relative to the big names
of the industry, and all its experience as a manufacturer of
sports cars lay with the rear engine layout. The 911 was also
the first production Porsche totally to make the break with
the VW parts bin, so everything was new. Design innova-
tion, therefore, had to be kept within known boundaries,
which meant that for the engine the opposed-piston (or
boxer) layout was a requirement.
The six-cylinder 901 engine (the engine kept the origi-
nal type number until the 2.2-liter version came along)
was an elegant and “leading-edge” production design in
many respects, incorporating features that were usually
only seen in motor racing at the time. These included dry
sump lubrication, overhead camshafts, and hemispherical
cylinder heads.
The new engine was very over-square, with a short stroke of 66 millimeters The luggage compartment, seen here on a
(2.57 inches) and a bore of 80 millimeters (3.12 inches), giving a total capacity of 1965 model with the central piece of carpet
1,991cc (121.45 cubic inches). Firing order was 1-6-2-4-3-5. The individual cyl- removed, housed the spare wheel and the fuel
inder heads, six in total, each contained one 35-millimeter (1.37-inch) exhaust tank, both of which were recessed between the
valve and one 39-millimeter (1.52-inch) inlet valve, with a centrally mounted front wheels to allow a useful volume on top for
spark plug. The plug aperture was fitted with a Helicoil insert, so that if the personal belongings. Note the fuse block fitted
thread should be stripped for any reason the Helicoil—a coiled wire that formed at the top right. The battery is attached by a
an internal screw thread—could be replaced, rather than having to scrap the later fitting, the original rubber strap and plastic
head. From the start of production the exhaust valves were hollow and filled with cover no doubt having disappeared long ago.
sodium for better cooling. On each cylinder bank, these were actuated through
rockers by a camshaft contained in an aluminum housing. Each bank of heads
bolted to each of these camshaft housings, which in turn bolted down to each
side of the crankcase.
The cylinder barrels of the first prototypes were cast iron, but the first
production models used Biral, a trade name for the process of sleeving the
cast-iron barrel with aluminum cooling fins. These fins and the cylinder heads
were air-cooled by a vertically mounted axial-flow fan, which improved on the
old radial-flow 356 unit by distributing the air more evenly to both banks of

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 Porsche 911

The vertically mounted fan distributed cooling cylinders. The alternator was mounted within this fan. Both fan and alternator
air to the cylinder barrels more evenly than the were turned by a belt driven from the rear of the crankshaft at 1.3 times engine
356’s axial unit. The Solex overflow carburetors speed. The cooling airflow was ducted to the engine using a plastic-mounted
seen on each side of the engine were difficult to shroud that covered the top part of the engine. Ducts in the shroud ensured that
tune correctly and gave the engine a significant some of the air was directed to the barrels, the heads, the crankcase-mounted oil
flat spot around 2,500 rpm. The later label cooler, and, last, to the fresh air inlets of the exhaust-mounted heat exchangers.
(mentioning the 911S/911L) on the fan housing This latter air was heated by passing it over the exhaust pipes from each bank of
is incorrect on this 1965 model. cylinder heads. From there the amount of heated air passed to the cabin was con-
trolled by driver-operated flap valves just downstream of each heat exchanger.
The complex exhaust system, with two complicated heat exchangers (one per
bank of cylinders) each leading to the rear-mounted silencer, meant significant
cost when replacement was due.
The pistons were cast aluminum with two compression rings and one oil
scraper ring. Steel connecting rods ran in main bearing shells of leadindium,
the same material being used on the main bearings. The forged crankshaft, with
seven main bearings, was fully counterbalanced. At its rear end, where there was
an eighth bearing of smaller size, was a pinion that drove an intermediate shaft
running at almost half engine speed—the ratio was 48 to 28—in order to avoid
unnecessary wear or noise. The ratio from the intermediate shaft to the cams
was 24 to 28 via duplex (two-row) timing chains and sprockets, and brought
the cam speed to exactly half engine speed. The intermediate shaft also drove the
crankcase-mounted oil scavenge and pressure pumps. With a dry sump system

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 The 2-Liter 911 (1963–1969)
there is no oil sump to act as a reservoir, so a separate oil tank was mounted in
the right-hand rear wheel arch.
The timing chains were tensioned by spring-loaded hydraulic tensioners fit-
ted into the rear chain cases. These tensioners, one for each cylinder bank, would
prove to be a 911 Achilles’ heel over time. The tensioner was a mechanical spring,
which forced a piston against the lever arm of an idler sprocket. This sprocket
kept each timing chain in correct tension. The spring was encased in a small
cup-shaped aluminum housing: The open top allowed engine oil to enter the The engine compartment of the 1967 S shows
assembly and, by a series of drilled holes in the piston, provided a simple form of the coil ignition and the fuel pump mounted
hydraulic damping to the spring movement. These first tensioners were actually on the left-hand side. Emissions controls had
fairly reliable, but the oil could drain out of the tensioner in some situations. For yet seriously to restrict the 911’s raw
instance, it was common practice to take the engine out if work was needed on performance power output for the S leaping
the cylinders or heads, and then to turn the engine over to fit the heat exchang- from the regular 130-brake horsepower to
ers. To overcome this drainage problem, a new sealed tensioner was introduced 160-brake horsepower.

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 Porsche 911
for the 1968 model year. This unit required filling and bleeding of air after assem-
bly, and now the tensioner problem became one of unexpected failure of the
sealed unit. Owners were soon able to purchase tensioner guards, small clamps
that fitted around the piston shaft that would prevent the piston from collaps-
ing into the tensioner body and relaxing the all-important chain tension (which
would, in turn, cause the cam sprockets to jump a tooth and potentially bring the
valves into contact with the pistons).
The chain guide ramps were also targets for development. The effective, but
complex, plastic-faced aluminum items were switched for soft black neoprene
ones at the same time as the sealed tensioners were introduced. This change was
accompanied by a cheaper idler arm, which did not have a bronze bushing. Stud-
ies would later show that this cost saving directly affected reliability.
By using a seven-bearing crankshaft, it was clear the designers were looking
to future designs that would allow higher crankshaft speeds and more power. As
Jerry Sloniger notes in an early text, “all were plain bearings. . . . Porsche had obvi-
ously had enough of roller bearing cranks,” a reference to the highly complicated
layout used on the four-cam Carrera 356 engines. The original 901/01 engine
delivered 130-brake horsepower (DIN) at 6,100 rpm, running on 98 RON fuel. It
was quite a screamer by contemporary standards and notable for its free-revving
The 911L model was unique to the United character, thanks to the rigid design of the overhead camshaft cylinder heads.
States and had a 130-brake horsepower engine The first production 911S used Solex overflow carburetors, but although
that could be fitted with an exhaust air pump these functioned like an injection system, they needed to be kept in very close
for emissions control. tune. The Solexes replaced the triple downdraught types fitted on the Frankfurt
prototype. Unfortunately they gave the new engine a significant flat spot around
2,500 rpm, and two triple-choke Weber 40 IDA carburetors quickly became the
standard fit for racing. On the road cars, no other solution could be found to
the Solex problem, so from February 1966, with the introduction of the 901/05
engine, the Webers were used.
Using experience gained from racing, the engine announced in July 1966
for the new 911S was coded 901/02. As a side note, 911 production engine num-
bering generally does not appear to follow any logical pattern, but this is because
all the special variants made during development and for racing were included in
the numbering. On the 901/02, the pistons had higher crowns, and this lifted the
compression ratio from 9:1 to 9.8:1. Increased valve overlap, bigger valves of 42
millimeters (1.64 inches) inlet and 38 millimeters (1.48 inches) exhaust, Weber 40
IDS carburetors, and a new gas-flowed exhaust system resulted in a power output
of 160-brake horsepower at 6,600 rpm. Internally, the engine was stronger with
nitrided connecting rods and forged pistons. The new exhausts were used on
the 901/06 engine for the “Normal” cars, but their 10-brake horsepower power
gain was eliminated by reducing the camshaft overlap, thereby slightly improv-
ing maximum torque. The weight of the 1965/66 engines (including the 911S
unit) was given as 184 kilograms (406 pounds) in workshop documentation.
The 911T engine, the 901/03, was introduced in 1967. With 110-brake horse-
power at 4,200 rpm, this less-stressed engine had cheaper cast-iron cylinders (as
used on the prototypes) and a crankshaft without counterbalancing for the big
end bearing carriers. The T used the same 42-millimeter (1.64-inch) inlet and
38-millimeter (1.48-inch) exhaust valves as the S, with the same porting. Unlike
the S, however, the compression ratio was restricted to 8.6:1, with less overlap on
the valve timing. The steel camshaft rockers used on the higher output engines

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 The 2-Liter 911 (1963–1969)
were replaced by cast-iron items on the T, a modification that was incorporated
across the range in 1968.
In July 1967, new engine variants were used for the T (901/13), the Normal
(901/07), and the S (901/08) engines to coincide with the introduction of Spor-
tomatic transmission. These differed mainly in the mounting flange for the new
transmission. Two more 911L variants for the U.S. market had fittings for the
unloved exhaust air pump (driven by a V-belt) on both manual (901/14) and
Sportomatic (901/17) versions. Many a 1968 U.S. 911 had its air pump removed,
which partly cured that model’s tendency to oil its plugs and backfire. The U.S.
market was starved of the T, E, and S models in 1968, with only the emissions-
compliant Normal and L models being offered.
In August 1968, with the B-program models, Bosch mechanical fuel injec-
tion was fitted to the Normal and S models. This injection system, well proven
by Porsche since it was first tried on the 1966 Carrera 6 racing cars, employed a
six-plunger metering unit (using variable stroke pistons) pumping fuel through
six equal-length pipes to injectors inserted directly into the inlet ports. The
metering unit was controlled by a “space” cam, a three-dimensional position
controller that governed the amount of fuel sprayed into each cylinder accord-
ing to throttle position and engine revolutions. The amount of fuel injected was
also controlled by a thermostat (permitting a richened mixture when the engine
was not at normal working temperature), a barometric compensator, a cold-
start enrichment solenoid, and an over-run fuel cut-off. The pump was driven
from the nose of the left-hand camshaft by a small toothed belt. The adoption
of this injection system also forced the replacement of the original Bendix fuel
pump with a higher pressure roller-type unit. Overall, the new injection added Beautiful triple-choke Weber carburetors adorn
about 10-brake horsepower to the maximum output of those engines it was the 2-liter S engine. Another visual distinction of
fitted to. Interestingly, Frère noted that the injected cars seemed to be more fuel the S is the red cooling air duct over the engine.
efficient at higher revolutions than the
Weber-equipped models of the same
basic engine.
The S also used the new Capacita-
tive Discharge Ignition (CDI) system,
which helped to keep the engine from
oiling its plugs in traffic. CDI gave a
fatter spark but still used low-tension
contact breaker points. The S was also
fitted with a second oil cooler mounted
in front of the right-hand front wheel.
The new E model replaced the
midrange Normal and L 911s. The
E reverted to the valve timing of the
901/05 engine and a compression ratio
of 9.1:1. It too had the new mechanical
fuel injection in place of the Webers.
The S now had 170-brake horsepower
at 6,800 rpm and the E had 140-brake
horsepower at 6,600 rpm.
The last major improvement intro-
duced with all the B-program models

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 Porsche 911
was that the crankcase halves were cast from magnesium rather than aluminum.
This saved about 10 kilograms (22 pounds).
The engine number for the classic 911s can be found stamped on the crank-
case to the right of the cooling fan. Incidentally, you can tell a T, E, or S just by
looking at the color of the cooling fan shroud in the engine compartment: the T
was black or yellow, the E was green, and the S was red.

Transmission
The 911 was offered with a brand new five-speed gearbox (called the Type 901),
driven from the front of the engine through a single diaphragm clutch. The gear-
box, therefore, is sited under the central tunnel fanned between the rear seats.
The new 911 gearbox was designed for the higher torque of the six-cylinder
engine, but retained Porsche’s unique and effective synchronizing system
developed through the life of the 356. This system, using a split ring and cone
arrangement for each forward ratio, was further enhanced so that a gear could
not be engaged until full synchronization had been achieved. The housing was
a single cast-aluminum unit, which included at its rear an integral bell housing
for the clutch and differential that attached directly to the front of the engine
crankcase. With the left-hand driveshaft removed, a cover could be removed
from the gearbox housing for access to the differential. The main gear set had two
shafts, onto which the second to fifth gear clusters were mounted. The gear sets
were inserted through the open front of the casing. Assembly was completed by
fitting the end-cover (which carried first and reverse gears and the gear selector
shaft) to the front of this casing. This layout gave a “dog-leg” gear shift pattern,
with first over to the left and back, with reverse opposite. It was a good pattern
for racing but hard work around town.
Ratios could be specified, but normally a standardized set was used except on
cars destined for the United States, where generally the ratios for fourth and fifth
were shorter. From launch the standard set was termed 901/0, but was updated in
1966 to 901/02. Special option sets covered myriad competition uses.
The 902 transmission was originally developed as a four-speed unit for the
912 and is similar to the 901, except that there is no forward gear in the end
cover. It was used on the Normal or L version of the car until the new T model
arrived for the 1968 model year.
The 905 was the Sportomatic transmission, launched in August 1967. This
was a semi-automatic four-speed, giving manual operation but clutchless gear
changing. The two-pedal cars had a hard time from those reared on the macho
image of the sports car driver rowing up through the gears, but the cars proved
popular, especially in the United States where up to 25 percent of 911s were
Sportomatics. Developed with Fichtel and Sachs, the transmission had a hydraulic
torque converter, a single vacuum-operated diaphragm clutch, and a conventional
four-speed gearbox. The system used a lower crown wheel-and-pinion ratio of 7:27
instead of 7:31. The automatic clutch was only used for changing ratios and not
for starting or stopping, which were the function of the torque converter. Micro
switches at the base of the gear lever actuated the clutch as soon as the lever was
moved by the driver: The switches operated a solenoid controlling a vacuum servo
(connected to a vacuum reservoir purged by the engine intake), which in turn
actuated the clutch release mechanism. It was a relatively simple but novel form of
gear selection, not a full automatic, and it could ease the fatigue of town driving.

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 The 2-Liter 911 (1963–1969)
From the start of production the 911 was fitted with Nadella drive couplings
at the differential end of the driveshafts. These featured a hinged link allowing
axial movement of the driveshaft and prevented the lock-up sometimes seen with
the cross joint. Unfortunately the Nadella joints also suffered from vibration. The
need for a constant velocity coupling was addressed on the 1967 911S with the
introduction of Lobro shafts using Rzeppa constant velocity joints. In larger and
larger form, these latter joints have been used ever since.

Electrical Equipment and Lighting

A single 45-amp/hour 12-volt battery, mounted in front of the left wheel arch
and beside the fuel tank, was used until 1968. A simple 360-watt generator
provided electrical power on the prototypes, but production cars used a more
powerful 490-watt/35-amp/hour unit. With the start of the B-program cars,
two 36-amp/hour batteries were used in parallel, mounted in front of each
wheel arch and accessed from the luggage compartment. Their position also
helped the handling.
The development of the fuse board gives a good idea of the 911’s electri-
cal complexity during the early years. On the 1965–67 models there were just
12 fuses, mounted at the back of the luggage compartment’s left side. In order,
these covered stoplights; indicators; taillights; interior light, cigarette lighter,
and clock; petrol/ electric heater (option); windshield wipers/washers; foglamps;
license plate light; boot light; front sidelight (RH); front sidelight (LH); low
beam (RH); low beam (LH); high beam (RH); high beam (LH). The number of
fuses went up to a potential 21 in 1968 with added items such as electric win-
dows, sliding roof, fresh air fan, starter solenoid, Sportomatic control, and rear
window demister.
Bosch asymmetric headlights were fitted to most 911s from launch, in
either left-hand drive or right-hand drive. These each had a single bulb with
dual filaments rated at 45 watts (main) and 40 watts (dipped). Bosch took a step
forward with the lighting of European-specification models for the 1968 model
year when it introduced H1halogen bulbs, giving a 55-watt main beam that Optional Hella spotlights could be specified and
greatly improved night illumination. Yellow bulbs were used in France, while fitted through special horn grilles.
for the United States, Hella sealed-beam units were required. The sealed-beam
lamp fitted to the first 911s was housed within a similar casing to the European
(nonsealed-beam) headlamps. These units were rated at 50 watts (main) and 40
watts (dipped). The external glass was separate from the sealed-beam unit’s front
glass until 1968 when a new Hella sealed lamp gave American 911s a look all
of their own, with a much more pronounced rim to the lamp. The H1 and later
H4 European specification headlamps give much better illumination, and it is
possible to upgrade from the sealed-beam units.
The 911 did much to enhance its reputation as a top grand tourer by offering
sophisticated accessories. Worthy of particular mention are the electric sunroof
(available as an option from the 1965 cars) and the electrically heated coupe rear
window and window lifters (available from the start of the B-program in August
1968). The first optional air conditioners were fitted in 1967, but the B-program
models saw a better installation with a system designed by Behr. That same year,
1968, the alternator was enlarged to 770 watts because the increased number
of accessories had added to the battery charging requirement, and there was a
higher-capacity fuel pump for the new mechanical fuel injection.

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 Porsche 911
Suspension and Steering
At the front, the arrangement used was a MacPherson strut design. On each
side, a telescopic shock absorber was mounted to a lower wishbone, itself actu-
ating the 19-millimeter torsion bar. The torsion bar was mounted forward and
longitudinally on the car’s axis, allowing the fuel tank and the steering rack to
be positioned lower between the wheels, increasing front luggage compartment
space. The ZF rack-and-pinion steering system, quite advanced for the early
1960s, used a 1:16.5 ratio and a hydraulic damper.
Early cars had rather heavy steering, caused by the ingenious—and safety-
conscious—column that contained two universal couplings to reach the centrally
located rack. To initiate understeer from a car whose weight was notably rear
biased, a 13-millimeter anti-roll bar was fitted to the early models, but by the
start of the 1968 model year the early handling problems were much improved
and the 911L used a softer 11-millimeter bar, while the T had no bar at all.
With the B-program, self-leveling hydropneumatic struts became standard
on the E and optional on the T and the S, in conjunction with 14-inch wheels.
The front suspension of this 1965 car shows the These struts replaced the front torsion bars, and since they had a rising rate, no
MacPherson strut and, behind it, the actuating front anti-roll bar was used. From 1969, however, the self-leveling struts were
lever for the 13-millimeter anti-roll bar—an no longer available for the S, because of their softer ride and the 15-inch wheels
early attempt to stiffen the front and delay the fitted to this model. The cost of the ZF steering rack had also caught attention, so
onset of oversteer. Brake discs were solid and at the Porsche-designed rack used on the 914 was transferred to the 911. This had a
the front used the M-type cast-iron caliper. lighter casing than the ZF unit and a slightly increased ratio of 17.78:1.
Various rear suspension layouts were tested during the development of the
prototypes, but production 911s used a novel trailing wishbone layout that had a
spring arm connected directly to a transverse torsion bar and a tapered tube. This
latter tube acted as a steady arm between the torsion bar housing and the wheel
hubs. The geometry meant the rear wheels responded to bounce and rebound
with minimal camber change. Open half shafts were used, with Nadella cou-
plings accommodating the out-of-center shaft movements, while a telescopic
shock absorber damped out the suspension travel. The first 911s used the same
23-millimeter rear torsion bar as the 356 Carrera 2. From 1967, a rear anti-roll
bar was added and Koni shock absorbers were fitted to the S.

Brakes
From the start of production, the 911 followed the 356C by using disc brakes all
round. Porsche had earned a reputation for building cars that stopped exceed-
ingly well, but early 911s only achieved average comments from road testers.
Unless the single-circuit system was set up correctly, the cars would pull to one
side or brake unevenly.
Early prototypes started with small 235-millimeter (9.2-inch) front and
243-milimeter (9.5-inch) rear discs, but for series production these were replaced
The front suspension of an early 911S shows by the larger Ate solid discs and cast-iron calipers (made under license from
off a red Koni strut and ventilated disc with Lockheed) used on the 356C. The 282-millimeter (11.1-inch) diameter front discs
the M-type cast-iron caliper. The A-program S used the M-type caliper with a pad surface area of 52.5 square centimeters (8.14
model received a dual-circuit braking system, square inches), while the 290-millimeter (11.2-inch) rear discs used the L-type cal-
a safety factor that helped to cure the earlier iper with a pad area of 40 square centimeters (6.20 square inches). The handbrake,
tendency for the car to pull to one side under independent of the disc system, was a novel arrangement that used the inner face
braking, and the B-program S was given light of each rear disc hub as a brake drum. The S, introduced during 1966, used thicker
alloy S-type front calipers. ventilated brake discs, which increased the width of the track front and rear.

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 The 2-Liter 911 (1963–1969)
The 4.5Jx15
ventilated steel
wheel (left) was
mandatory until the
classic Fuchs forged-
alloy wheel arrived
for the 1967 model
year. In 1968, the
width of the Fuchs
wheel was increased
to 5 1/2 J (right),
giving the 911 a more
purposeful look. The
following year the
rear wheel arches
were flared slightly to
accommodate new
6-inch rims.

The A-program cars introduced a twin-circuit braking system in August

1967, and the new 911L model had ventilated discs both front and rear that
had been fitted to the S. These were also used on the E from the start of the B-
program in 1968. The 1968 S used light-alloy S-type Ate calipers, which had been
derived from the cast-iron M-type used on the front of all previous 911s. From
1968, the M-type calipers were fitted to the rear on all models as well, but with
38-millimeter (1.48-inch) pistons rather than the 48-millimeter (1.87-inch) used
at the front.

Wheels and Tires

There were quite a few complaints about the skinny 165HR tires fitted to the
4.5Jx15 steel wheels of the original 911. And for 1967, the new S dismayed Car
and Driver by still using 4.5-inch rims for its “flashy new wheels,” and the maga-
zine was none too complimentary about the Dunlop SP tires either. These new
wheels, manufactured by the Fuchs Company, were the first of the classic five-
spoke forged-alloy wheels that would become a Porsche trademark in later years.
In 4.5-inch width, the alloys were 2.3 kilograms (5.1 pounds) lighter than their The classic Fuchs forged-alloy wheel was
steel equivalents, and roundness was easier to control than with a stamped wheel. introduced on the 1967 model year 911S, but
Clearly, the weight advantage of alloys was to increase as wheel rim width grew. the narrow rim width of 4.5 inches dismayed
So strong was the obsession to reduce unsprung weight that even the wheel nuts Car and Driver magazine. Note the restrained
were light alloy and still are today. use of black paint on these early wheels and the
It was not until August 1967 that 5.5-inch rims became available for the S, elegance of the non-spoilered front profile.
and the size grew again to 6 inches for the E and the S with the following year’s
B-program. Where hydropneumatic suspension was fitted, the ride was further
improved by 51/2Jx14 Fuchs wheels, the 1-inch reduction in wheel diameter giv-
ing a deeper and more flexible tire wall. Dunlop tires were still the preferred fit
for the T and E, the E with the new 185/70VR size. The S went one better and was
offered with new Michelin XVRs, tires that significantly improved the cornering
ability of the firmly sprung car.

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 Porsche 911

Identification
Model year Model Engine Gearbox Chassis numbers Engine numbers
0-program
1964 901 Coupe 901/01 901 Prototypes Prototypes
1965 911 Coupe 901/01 901/0 300001–300235 900001–903600
1966 911 Coupe 901/01 902/01 3002361–305100 903601–907000
1967 911 Coupe1 901/05 901/01 305101–308522 911001–911190
911 Coupe2 901/06 902/01 307351–308522 911001–911190
911 Targa3 901/05 902/01 500001–500718 911191–912050
911S Coupe4 901/02 901/02 305101S–308523S 960001–962178
911S Targa 901/02 901/02 500001S–500718S From S above
A-program
1968 911 Coupe 901/06 902/01 11810001–11810720 3080001–3281606
911 Coupe5 901/14 902/0 U.S.A. 11830001–11830473 3280001–3281606
911 Coupe6 901/06 902/01 11835001–11835742 3080001 onward
911 Targa 901/06 902/01 11880001–11880268 3080001 onward
911 Targa5 901/14 902/0 U.S.A. From Targa above 3280001 onward
911 Coupe 901/07 Sportomatic From Coupes above 3380001 onward
911 L Coupe 901/03 902/01 11810001–11810720 3880001 onward
911 L Coupe5 901/14 902/01 U.S.A. 11805001–11805549 3280001–3281606
The chassis number on early models is found on the
911 L Targa 901/03 902/01 11850001–11860307 3280001–3281606
left-hand door pillar. Also shown on the plate is the
911 L Targa5 901/14 902/01 U.S.A. 11855001–11855134 3280001–3380464
paint code (Farbton) 6401, Slate Gray.
911 L5 901/17 Sporto U.S.A. From 911L Coupe above 3380001–3380464
911T 901/03 901/10 11820001–11820928 2080001 onward
911T6 901/03 901/10 11825001–11825683 2080001 onward Production Changes
911T Targa 901/03 901/10 11870001–11870521 2080001 onward September 1963
911T 901/13 Sportomatic From 911T Coupe above 2180001 onward The 901 is shown at Frankfurt Motor Show.
911S 901/02 901/02 11800001–11801267 4080001–4081549 August 1964 (Start of O-program)
911S6 901/08 Sportomatic From S Coupe above 4180001–4180227 Start of pilot production; short wheelbase (torsion bar cover next
911S Targa 901/02 901/02 11850001–11850442 4080001–4081549 to rear wheel arch); 4.5-inch steel wheels; cone-shaped external
B-program mirror (early model Durant) with no flange; intake/exhaust valves
1969 911T Coupe 901/03 901/06 119000001–119000343 6190001–6192455 are 39/35 millimeters, respectively; exposed pushbuttons on exterior
911T Coupe6 901/03 901/06 119120001–119123561 6190001–6192455 door handles; chromed only bumper over-riders standard on U.S.
911T Targa 901/03 901/06 119110001–119111282 6190001–6192455 models; opening front quarter windows; grab handle on passenger
911T Coupe 901/13 Sportomatic 119110001–119111282 6193001–6193297 door; narrow vinyl-faced trim strip on sills under doors; single 12-
911T 901/16 901/12 U.S.A. 119110001–119111282 6195001–6197292 volt battery; Eberspacher fuel heater for rapid interior heat/demist
911T Coupe 901/19 Sporto U.S.A. 119110001–119111282 6198001–6198184 standard; single fuse panel at rear of luggage compartment; woven
911 E Coupe 901/09 901/07 119200001–119200954 6190001–6192455 three-piece luggage compartment carpets; linked short (gold
911E Coupe6 901/09 901/07 119220001–119221014 6190001–6192455 anodized) Porsche script on engine cover, angled 911 logo; engine
911 E Targa 901/09 901/07 119210001–119210858 6190001–6192455 grille with narrow wire horizontals. The five-speed gearbox ratios at
911 E 901/11 Sportomatic 119210001–119210858 6298001–6298583 the start of production were as follows: first, 12/34; second, 18/32;
911S Coupe 901/10 901/07 119300001–119301492 6390001–6392126 third, 23/28; fourth, 26/25; fifth, 28/23; and final drive, 7:31.
911S Targa 901/10 901/07 119310001–119310614 6390001–6392126 October 1964
911S 901/10 901/13 U.S.A. From 911S Coupe above 6390001–6392126 Type number changed to 911.
February 1965
General notes First models reach the United States (price $6,500).
Chassis numbering The original six-digit numbering system used by Porsche since the 356 days lasted until 1967. The only distinction was May 1965
between coupe (which started with 30-) and Targa (which started with 50-). The new S model was simply given an additional S to its chassis First RHD U.K. model (price £3,438).
number. In 1968, the chassis numbers changed to an eight-digit system, which identified the model and build year, for instance, 11830001. Late 1965
The first two digits referred to the model type (i.e., 911). The third referred to the build year (e.g., 1968). The fourth digit was used for the From engine 903070, cam lubrication now by spray bar.
bodyshell type (e.g., 5 = Targa S, 6 = Targa L, 7 = Targa T, and so on), but this description introduces conflict with some of the factory numbers March 1966
given above, and the reader should take this into account. The fifth digit was used to denote a Karmann bodyshell (by using a 5). The last three Weber 40 IDAs replace original Solex overflow carburetors.
digits were the build serial number. In 1969, the chassis numbers gained a ninth digit to allow the build serial number to go to four figures. August 1966
Business was good! 911 script moved to below engine grille. Gearbox ratios changed to:
Prototypes Chassis numbers are as follows: numbers 1–10, 13321–30; number 11, 13352; numbers 12–13, 300001–2 (November 1964). first, 11/34; second, 18/34; third, 22/29; fourth 25/26; fifth, 28/24.
It is believed 235 cars were made after production began and before the end of 1964 (as 1965 models). October 1966
The 911S (for Super) production started (announced July 1966);
Gearboxes Generally, the 901 gearbox is five-speed; 902 is four-speed. These numbers derived from the original type designation for the 911 red engine cooling duct cover instead of black (with 5mm smaller
and four-cylinder 912, but to quote from Paul Frère’s 911 Story, it was quite normal to find 902 transmissions on 911 models, particularly export diameter fan); Weber 40 IDS carburetors; intake/exhaust valves
models, and 1968 U.S.A. 911L models had five-speed 902 gearboxes. Manual gearboxes were fitted with different gear sets for Europe and Rest increased to 42mm/38mm; forged pistons and new three-into-one
of the World (RoW); hence, 901/01 and 901/06 are five-speed Europe; 901/0 and 901/12 are five-speed U.S.A. exhaust/heat exchangers; 4.5Jx15in five-spoke forged aluminum
Sportomatic Chassis numbers are to be found from the same series as equivalent manual models. Four-speed Sportomatic gearbox alloy wheels by Fuchs; thicker rubber strip on bumpers and side
designation was 905/00 for 1968 U.S.A. models, 905/1 for European models on Sand T, and 905/13 from start of 1969 model year. strips; ventilated disc brakes; front anti-roll bar increased from 13mm
to 15mm; 16mm rear anti-roll bar introduced; Koni shock absorbers
Numbered notes fitted; leather rim steering wheel; basketweave lower dash replaces
1. From March 1966, with Weber carburetors. 2. From November 1966. 3. From December 1966. 4. From October 1966. 5. With emissions wood trim. On all models, forged valve rockers replaced with cast-
control equipment (with air pump). 6. Body built by Karmann. iron versions. Gear ratios were: first, 0.324; second, 0.529; third,
0.759; fourth, 0.962; fifth, 1.261.

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 The 2-Liter 911 (1963–1969)
December 1966
Start of Targa production (without vents in side of roll hoop and with Production Data
zip-out soft rear window).
August 1967 (Start of A-program) Model Model Power Torque Compression Weight Number
Black wipers; recessed pushbuttons on door handles; larger dual- year (bhp DIN@rpm) (Nm@rpm) ratio (kg) built
circuit brake system; 5.5in wheel rims on 911S; all-plastic timing
chain guides replace aluminum-backed early type; sealed unit chain 1964 901/911 130@6,200 162@4,600 9.0:1 1,000 131
tensioners replace open reservoir versions; engine weight of base 1965 911 130@6,100 174@4,200 9.0:1 1,080 235
model is approximately 182kg; brushed aluminum dash trim for 1966 911 130@6,100 174@4,200 9,0:1 1,080 4,864
911; bright anodized aluminum replaces chromed brass for window 1967 911 130@6,100 174@4,200 9.0:1 1,030 3,421
frames; engine grille has thicker top and bottom horizontals; S 911 Targa 130@6,100 174@4,200 9.0:1 1,080 718
gets bright trim on doors; three-piece felt (Perlon) carpet in front 911S 160@6,600 179@5,200 9.8:1 1,030 3,422
compartment; spaced-out (gold anodized) Porsche script on engine 911S Targa 160@6,600 179@5,200 9.8:1 1,080 718
cover; front anti-roll bar reduced to 11mm 911L replaces basic 911 1968 911 130@6,100 176@4,200 9.0:1 1,075 473
model. The 911T (for Touring) introduced, replacing four-cylinder 9112 130@6,100 176@4,200 9.0:1 1,075 742
912: four-speed manual gearbox; bright anodized script on engine 911 Targa 130@6,100 176@4,200 9.0:1 1,125 268
cover; no anti-roll bar; Weber 40 IDT carburetors; same valve sizes 911L 130@6,100 176@4,200 9.0:1 1,075 720
as S, but small ports and less overlap on cam timing. U.S. models, 911L Targa 130@6,100 176@4,200 9.0:1 1,125 307
only 911 and 911L (for Lux) with Weber 40 IDAP carburetors and 911L U.S. 130@6,100 176@4,200 9.0:1 1,075 449
air pump; reflectors added to sides of body; five-speed gearbox; 911 Targa U.S. 130@6,100 176@4,200 9.0:1 1,125 134
ventilated disc brakes; vinyl trimmed over-riders. 911T 110@5,800 156@4,200 8.6:1 1,075 928
August 1968 (Start of B-program) 911T2 110@5,800 156@4,200 8.6:1 1,075 683
First major model upgrade for 911; extended wheelbase (torsion 911T Targa 110@5,800 156@4,200 8.6:1 1,125 521
bar covers now set in from wheel arch); die-cast magnesium 911S 160@6,600 180@5,200 9.8:1 1,075 1,267
castings replace sand castings for crankcase, chain housings, and 911STarga 160@6,600 180@5,200 9.8:1 1,125 442
valve covers; 911S model uses Bosch mechanical fuel injection, 1969 911T 110@5,800 156@4,200 8.6:1 1,020 343
intake/exhaust valves increased to 45mm/39mm, plus 6in wheels; 911T2 110@5,800 156@4,200 8.6:1 1,020 3,561
S engine weight is approximately 196kg; 911 E (for Einspritzung 911T Targa 110@5,800 156@4,200 8.6:1 1,070 1,282
or injected) replaces 911 with same injection as S, initially with 911E 140@6,500 175@4,500 9.1:1 1,020 954
911E2 140@6,500 175@4,500 9.1:1 1,020 1,014
911E Targa 140@6,500 175@4,500 9.1:1 1,070 858
911S 170@6,800 183@5,500 9.9:1 995 1,492
911S Targa 170@6,800 183@5,500 9.9:1 1,045 614

General notes
All cars have a capacity of 1,991cc, with a bore and stroke of 80x66mm. An assumption has been made here that Targas were approximately
50kg heavier than coupes.
Numbered notes
1. 1964 models include the two four-cylinder 901 prototypes built. 2. Body built by Karmann.

5.5Jx14in Fuchs wheels and Boge hydropneumatic gas/oil struts; E

could be specified with conventional struts and 6in Fuchs wheels; E
Dimensions
Wheelbase
has green shroud on engine (generally!); E has same valve sizes as
Prototypes, 2,204mm; 0- and A-program, 2,211mm; B-program
previous year’s Sand T, timing as 911/911L; leather steering wheels
and subsequent models, 2,271mm.
The earliest 911s had pencil-thin rubbing for Sand E; T gets double valve springs of E and S and 5.5Jx15in
Track (front/rear)
strips on the sills, and the circular cover that gives wheels. Gear ratios for all models. Four-speed 902: first, 0.323;
Prototypes, 1,332mm/1312mm; A-program, 1,337mm/1,317mm;
access to the rear torsion bar was completely exposed. second, 0.613; third, 0.962; fourth, 1.261. Five-speed 901: first,
A-program, 1,353mm/1,321 mm; B-program, 1,360mm/1,342mm;
0.324; second, 0.529; third, 0.759; fourth, 0.962; fifth, 1.261. E and
B-program with 14in wheels, 1,362mm/1,344mm.
5 use new Bosch CD ignition; S gets external radiator-type oil cooler
Length
in front right fender; now alternator on all models; in United States, T,
Prototypes, 4135mm; subsequent production, 4,163mm.
E, and S replace 911 and 911L and air pump removed; slightly flared
Width
rear wheel arches; larger, flanged external door mirror (late model
1,610mm.
Durant); narrow horn grilles and wider indicator lenses; engine lid
grille changes to thin chromed extrusions for horizontals, with three
verticals; rear reflectors next to over-riders; two 12-volt batteries; Options
reshaped spare wheel recess in fuel tank; vertical fuse panels on left Factory list (1965)
front wall of luggage compartment; four-piece felt (Perlon) front 9101 hubcap with colored emblem (901 361 031 00); 9107 Phoenix
compartment carpet; opening front quarter windows deleted on 165HR15 tires; 9108 Dunlop SP 165HR15 tires; 9118 chrome-plated
coupe and heater outlets moved from front of doorsills to a mixer wheels (901 361 013 22); 9127 external mirror, left (901731 11100);
unit under the dash; new internal ventilation system with three- 9128 external mirror, right (901 731 111 00); 9131 external mirror,
speed fan, controls in left-center of dash (old position of ashtray, Talbot, left (644 731 111 00); 9132 external mirror, Talbot, right
which moves below center dash); internal mirror now mounted (644 731 111 00); 9189 sisal floor mats (901 551 102 15); 9198
to windshield; instrument lettering changed from green to white, Velouran floormats in carpet color (901 551 101 15); 9200/9201 lap
The sills of the 911S featured deeper aluminum trim basketweave dash trim standard on all models, with rubber knobs; belt, left and right (644 80390101); 9204/9205 lap and diagonal
extrusions and “wide” rubber trim. Peeping out from hand throttle and heater control either side of handbrake lever; coat belt, left and right (644 803 90103 or 06); 9208 U.S.-approved lap
behind the trim is the circular torsion bar cover. The hooks change from beige 356 type to black; heated rear window belt; 9217 traveling kit; 9220/9221 bumper horns with rubber pads
short-wheelbase 911s, built to the end of the 1968 on coupe; doors get separate storage compartments (not pockets) (front left, 901 505 031 21; front right, 901 505 032 21; rear, 901
model year, are visually identified by the closeness of under armrest; gate pattern shown on top of gear lever; green tinted 505 033 21); 9224 four Koni shock absorbers (front, 901 341 067
the cover to the wheel arch. glass becomes standard; vents added to rear sides of Targa hoop. 05; rearm 901 333 051 12); 9229 gas heater (901 572 051 30); 9230

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 Porsche 911
Factory list (1969 additions) check (black with red or white, black with white, black with brown
9107 Phoenix 165VR15 tires; 9108 Dunlop SP 165VR15 tires; or white). The 912 interior was the same, except that seat inlays were
9120 light alloy wheels, forged; 9121 chrome-plated wheels; in corduroy (red, black, cognac, or stone gray). For 911S, interior
9168/9169 outside thermometer; 9186 chrome-plated flap light leatherette was ST grained in the same colors. Carpets were in black
in engine compartment; 9189/9190 Velouran floor mats for velour (square-weave) except on the 912, which used black boucle.
Sportomatic; 9198/9199 Velouran floor mats for manual shift; 9216
traveling kit, 911S; 9218 traveling kit, 911T; 9219 traveling kit, 911 1966–67 (charts dated May 1965 and March 1967)
USA/911L/911L USA; 9222 bumper guards with rubber pads; 9232 Standard body colors
air conditioner; 9239 two leather straps to fasten suitcases on rear Slate Gray (6601), Polo Red (6602), Gulf Blue (6603), Light Ivory
seats; 9240 traveling bag, leatherette; 9241 traveling bag, leather; (6604), Bahama Yellow (6605), Irish Green (6606), Sand Beige
9249 leather suitcase to fit on top of rear seats; 9250 leather shirt (6607), Aga Blue (6608), Black (6609).
case to fit on top of rear seats; 9263 leather shirt case, rear seats; Special order body colors
9268 leather steering wheel; 9273 iodine headlamps; 9278 U.S. Burgundy Red (30868), Maroon (30736), Tangerine (P2002),
safety equipment; 9283 emergency flash light; 9291 iodine Metallic Dark Red (30847), Champagne Yellow (16153), Signal
foglamps, yellow lenses; 9292 iodine foglamps, white lenses; 9294 Yellow (R1007), Lemon (Canary) Yellow (R1012), Medium Ivory
foglamps, white lenses; 9297 electrically operated antenna; 9298 (17657), Lido Gold (17656), Golden Green (62165), Signal Green
suppression of radio interference; 9303 antenna; 9305 suppression (R6001), Bush (Leaf) Green (62163), Metallic Dark Green (62109),
of radio interference; 9307 loudspeaker; 9320 Blaupunkt Bremen Turkey Green (R6016), Velvet Green (62162), Sea Green (62164),
radio; 9322 Blaupunkt Frankfurt radio; 9323 Blaupunkt Frankfurt Crystal Blue (52254), Pastel Blue (R5012), Prussian Blue (R5009),
An electrically operated sunroof was an
U.S.A. radio; 9325 Blaupunkt Köln radio; 9326 Blaupunkt New Yorker Metallic Blue (52300), Ultra Blue (R5013), Olive (62166), Sepia
option from the start of production. The small wind
U.S.A. radio; 9327 Blaupunkt Boston U.S.A. radio; 9340 Becker Brown (R8007), Coffee Brown (80342), Stone Gray (75741), Light
deflector at the leading edge popped up as the
Monte Carlo radio; 9341 Becker Europa radio; 9342 Becker Europa Gray (75742), Cloudy Gray (R7030), Beige Gray (70192), Black
roof was opened, inhibiting wind buffeting. The
U.S.A. radio; 9349 Becker Grand Prix radio; 9350 Becker Grand Prix (95043), Silver Metallic (96024).
interior mirror was initially attached to the roof by
U.S.A. radio; 9356 tonneau for Targa; 9388/9389 Recaro sports seats; Interior
three screws, but for 1968 the mounting became a
9400 special paint, according to special color book; 9403 special As for 1964–65.
“breakaway” design attached to the windshield.
paint, outside special color book and silver metallic; 9420 long-
range iodine lamps above bumper; 9421 iodine foglamps, yellow 1968 (chart dated May 1967)
lenses, above bumper; 9428 leather seats with dogtooth inlay; 9437 Standard body colors
headrest, wrap dog-tooth fabric; 9438 headrest, wrap corduroy; Slate Gray (6601), Polo Red (6602), Gulf Blue (6603), Light Ivory
9439 headrest, leather; 9440 headrest, leatherette; 9480 tinted glass (6604), Bahama Yellow (6605), Irish Green (6606), Sand Beige
all round for Targa; 9481 tinted glass all round for coupe; 9482 tinted (6607), Aga Blue (6608), Black (6609).
windshield; 9483 tinted rear window (coupe only); 9484 electrically Special order colors
heated rear window for coupe; 9485 electrically heated, tinted rear Burgundy Red (6808), Maroon (30736), Tangerine (6809/P2002),
window for coupe; 9499 special fuel tank, 26 U.S. gallons; 9503 Metallic Dark Red (6854/30847), Champagne Yellow (6822116153),
roof luggage rack with fittings for skis and straps; 9508 roof rack Signal Yellow (6823/R 1 007), Lemon (Canary) Yellow (6824/R 1
with eight leather straps for Targa; 9512 electrically heated fixed 012), Medium Ivory (6821/17657), Lido Gold (17656), Golden
tinted rear window for Targa; 9520 stainless steel muffler skirt; 9521 Green (6828/62165), Signal Green (6829/R600l), Bush Green
towing hook, rear; 9574 limited slip differential; 9581 Sportomatic (6830/62163), Metallic Dark Green (6852/62109),Turkey (Turquoise)
transmission; 9590 five-speed transmission. Green (6831/R6016), Velvet (Irish) Green (6806/62162), Sea Green
Note: The four-digit option numbers were replaced by numbers prefixed (62164), Crystal Blue (6825/52254), Pastel Blue (6826/R5012),
by an M for 1970 onward. It is not possible to reproduce options for Prussian (Ossi) Blue (6803/R5009), Metallic Blue (6853/52300),
every year because some lists are very long and some information Ultra Blue (68271R5013), Olive (6835/62166), Sepia Brown
was unavailable from the factory at the time of publication. (6836/R8007), Coffee Brown (6837/80342), Stone Gray (75741),
Light Gray (6832175742), Cloudy Gray (6833/R7030), Beige Gray
(6834170192), Black (6838/95043), Silver Metallic (6851/96024).
Color Schemes Interior
Color names in English-speaking markets could vary. In other For 911T and 912, basketweave leatherette in red, black, brown, or
markets, alternative names were sometimes used. For example, the beige. Optional corduroy (in same colors) or dog-tooth check (in same
A feature of O- and A-program model 5 with a sunroof British colors of Lemon Yellow and Bush Green were respectively colors as 1966–67). For 911L and 911S, ST grained leatherette in red,
fitted at the factory was drain slots in the roof adjacent called Canary Yellow and Leaf Green in the United States. The black, brown, or beige, with option of dog-tooth check and corduroy.
to the rear window. alternative names have been given where variations occur. Optional at cost was leather seating (with basketweave inlay on T, ST
Early color codings had the year of manufacture as the grain inlay on Land S) in the same four colors above. Carpet matched
supplementary electric blower; 9237/9238/9248 black leather first two digits. From 1968, the paint type and manufacturer was interior colors, with 911T in Perlon “special,”911S in velour.
suitcases (small, medium, and large); 9248 canvas suitcase in red/ noted in a two-digit prefix number and a single suffix letter (e.g.,
black tartan; 9261 canvas bag in red/black tartan; 9264 suitcase 976802L, where 97 refers to the paint type and L refers to Lesonal, 1969 (chart dated October 1968)
SKAI-Dur in black; 9265 wooden (300 millimeters) steering wheel the manufacturer). Other paint suppliers were Glasurit (G), Herberts Standard body colors
(901 347 082 01); 9266 horn button, black (901 347 802 00); 9267 (H), and Herbol (HL). The prefix R indicates that a color could be Slate Gray (6801), Polo Red (6802), Ossie Blue (6803), Light Ivory
raised steering wheel hub (901 347 082 11); 9290 rear wiper; 9293 obtained from all the manufacturers. The year indicator on the code (6804), Bahama Yellow (6805), Irish Green (6806), Sand Beige
foglights, pair (644 631 912 03); 9400 special paint, nonmetallic; appears to have been dropped after 1969. (6807), Burgundy Red (6808), Tangerine (6809).
9403 special paint, metallic; 9425 leather interior; 9427 seats raised Special order colors
by 20 millimeters; 9428 leather seats only (left, 901 521 001 50; 1964–65 Medium Ivory (17657), Champagne Yellow (16153), Signal Yellow
right, 901 521 002 50); 9442/9443 fittings for head rest (644 521 Standard body colors (R1007), Lemon (Canary) Yellow (R1012), Dark Red Metallic
087 05); 9444/9445 fittings for leather head rest (644521 085 13); Slate Gray (6401), Ruby Red (6402), Enamel Blue (6403), Light Ivory (30847), Crystal Blue (52254), Pastel Blue (R5012), Ultra Blue
9446/9447 fittings for leatherette head rest (644 521 085 07); 9474 (6404), Champagne Yellow (6405), Irish Green (6406), Signal Red (R5013), Metallic Blue (52300), Lime Green (62165), Signal Green
Golde electric sunroof (901 564 003 65); 9481 Catacolor tinted glass (6407). (R6001), Bush Green (62163) Dark Green Metallic (62109), Turkey
(all); 9482 Catacolor tinted windshield; 9483 Catacolor tinted rear Special order body colors Green (R6016), Gray White (75742), Fortuna Gray (R7030), Beige
window; 9505 roof rack (901 801 010 00); 9506 leather straps for Dolphin Gray (6410), Togo Brown (6411), Bali Blue (6412), Black Gray (70192), Olive (62166), Sepia Brown (R8007), Coffee Brown
roof rack (901 801 953 00); 9507 roof ski rack with eight leather (6413). (80342), Black (95043), Silver Metallic (96024).
straps (901 801 015 20); the radio options were the contemporary Interior Interior
Blaupunkt Bremen, Frankfurt, Frankfurt-U.S., Köln, and New Yorker, Leatherette (vinyl) in red, black, brown, or beige (leather optional As for 1968, but carpet on 911E in velour (and on T with “comfort”
plus the Becker Monte Carlo, Europa, and Mexico. at extra cost). Seat inlays in basketweave leatherette or dog-tooth option).

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 Chapter 2

The 2.2-Liter 911

(1970–1971)
By the time we get to the 911s of the early 1970s we are into the engine. The engineers then turned their attentions to
the stuff of romance. The previous decade had been a time improving the torque. In August 1969, the 911 received an
of transition for Porsche on the international racing scene, engine with a capacity of 2,195cc. It gave the unit more flex-
the time when it made the move from being class winners ibility, flattening the torque curve, and the change was most
to contending for outright wins. When the 917 was revealed noticeable at lower revs on the T and E.
to the public in March 1969, Porsche entered the big league. The S, however, was no less effort to drive. The maxi-
The following years were sports car racing’s best: a period mum power had been edged up to 180-brake horsepower
that was marked by ultra-competitive endurance racing from 170-brake horsepower, but you had to keep the revs
between Porsche and Ferrari; the time of Siffert, Rodriguez, above 5,500 rpm to enjoy it. It meant the five-speed ’box
Ickx, and Andretti. earned its keep, and drivers got used to sweating as well
To have a Porsche 911 as a road car made a statement. as having silly grins on their faces. This inflexibility was
You knew about the best things in life. Do you remember expected on a racing car but could be a pain in normal town
Steve McQueen, his steely eyes twitching as he viewed the driving, especially in speed-restricted countries such as the
repaired crash barrier at the start of that cult racing movie, United States. Road & Track magazine even advised that
Le Mans? He was leaning on a 911. It was silver, of course,
and it was a 2.2S. How could we tell it was a 2.2S? By the
glorious sound of its flat-six and virtually open fuel injec-
tion intakes.
The 2-liter engines of the early 911s were notable for lots
of revs and power that tended to come in a rush toward the
redline. In the mid-1960s, the chassis engineers had worked
wonders on the handling and braking and made great prog-
ress with the refinement of the original design. The engine
designers, meanwhile, had worked at reducing weight,
reducing the effect of the engine overhang, and improv-
ing the road manners of the six-cylinder engine. Improved
carburetion and, by 1969, the CD ignition system ensured
that that year’s 911s had had most of the bugs ironed out of
A very clean 1971 2.2 Targa. Ventilation on the Targa had been improved
Evolution Outline for the 1969 model year by the addition of vertical cabin air outlets at the
sides of the roll-over hoop. Although deleted from the coupe, the opening
August 1969: The 911T, E, and S are now standardized as main production models, nominally with
2.2-liter engine; T (125-brake horsepower) has Zenith carburetors, E (155-brake horsepower) and front quarter lights were retained on the Targa until 1977. Not often seen
S (180-brake horsepower) have mechanical fuel injection; T has CD ignition; Sportomatic deleted today is the “Weltmeister 1969/70” decal in the left lower area of the
as an option on S.
windshield, celebrating the factory’s consecutive World Championship of
August 1970: A selective hot zinc dip to exposed underbody sections is introduced.
Makes racing titles.

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 Porsche 911

Patrick Amos’ concours-winning 1971 911T at the T was a better car: “The 911T is a bit stronger this year. We recommend it for
Silverstone. This car has a high specification, all-round use.”
including 5.5-inch Fuchs wheels, tinted glass, There was a secondary motive in increasing the engine capacity. It moved
and over-riders. the 911 out of the up to 2,000cc class in international GT racing and into the
2,001cc to 2,500cc class. This offered scope for the racing department to explore
further increases in capacity and power. In time, it would establish the 911 on the
international racing scene as the competitive customer racing car.

Bodyshell
The 2.2-liter 911s are the C-and D-program cars. Weight reduction was still a
major effort, especially at the extremities of the car.
For the C-program (August 1969) both the engine cover and the central
part of the E and S bumpers were aluminum. All models received a flexible PVC
underseal: This anti-corrosion treatment was a move toward extending the life of

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AM
 The 2.2-Liter 911 (1970–1971)
the 911, but it would prove to be a bane for restorers in later years. The undercoat
has a habit of peeling away in highly stressed areas and forming a perfect rust
trap. What might look like a small tear in the coating would, when picked back
with a screwdriver, reveal an expanse of orange rust. The thought was there, and
if the coating had not been applied, far fewer cars would be on the roads today.
For the D-program (August 1970), limited zinc coating of the exposed
underbody parts was introduced. This in itself did not prevent the dreaded worm
from gorging itself, but it was the start of a strategically beneficial move by the
factory. The progressive improvement in anti-corrosion treatment Porsche was
an industry leader in this and gives credibility to the claim that some 80 to 85
percent of Porsches ever made are still on the roads.
The Targa roof section was improved, recognizing that the open model was
now becoming very popular. By 1970, the Targa was accounting for 31 percent
of all 911s produced. The revisions affected the way the roof sealed to the wind-
shield, side windows, and roll-over hoop. The method by which the roof section
of the Targa collapsed down into a storable size was unaffected.
Racing was never far from the thoughts of Porsche engineers. An abor-
tive effort had been made by racing manager Rico Steinemann to get the 911S Here’s a 2.2 911S owned by Mark Waring
accepted into the Touring Car category, but the 1970 production cars were and finished in the unusual color of Olive.
affected by the paperwork tactic used to qualify a competitive car for the spe- These cars make a quite glorious sound on
cial GT class. The 1970 S was listed in the catalogue in very basic form, suitable hard acceleration, thanks to their largely
for competition only, and weighed a remarkable 838 kilograms (1,848 pounds). unsilenced intake manifold and pre-emissions
This car was stripped of all luxury items, it used aluminum for the bumpers and control exhaust.

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 Porsche 911
engine lid, lightweight seats were fitted, and pull straps replaced the door han-
dles. A larger fuel tank of 110 liters (24.20 Imperial gallons, 29.06 U.S. gallons)
and a space-saver tire were the standard fit. However, most Ss were built with the
M470 option package that made the car suitable for road customers, bringing
the car up to the full luxury specification of that year’s E.

Body Trim and Fittings

The most noticeable external change
for the 1970 model year was new
door handles with the opening trig-
ger behind the handle. This offered a
safer handle as well as being easier to
use. Into 1971, this was the last year
the pretty, round Durant external mir-
ror was fitted as standard to cars for
all markets. The following year legal
requirements in the United States and
Germany for a larger glass area forced
the introduction of a rectangular type,
but several markets (including the
United Kingdom) retained the round
Durant mirror for some years.
From August 1966, the 911 logo
on the engine lid had been presented
The interior of a 2.2 911 was now far removed from the early models. For the 1969 model year the in block letters (rather than the orig-
lower dash had been revised to include more effective heating and ventilation controls. The ashtray inal italic) and positioned centrally
was moved to the central area, the glovebox lid was further revised, and the speaker grille was now below the grille. By 1970, the three
removable. From 1969, too, the seats could be tilted forward by operating a lever at the top of the six-cylinder models were labeled
seat back support, instead of down at the hinge point. accordingly, but it is worth pointing
out that the 911T logo was normally
in aluminum, with the other two in
a gold anodized finish (although the
gold finish was a T option). The 2.2
cars also had a unique decal—an out-
line drawing of the flat-six engine with
large the number “2.2” on it—applied
to the center of the rear window. What
better way to let your neighbor know
you had the latest model. The 1971
models also carried a small decal on
the driver’s side rear side window pro-
claiming victory in the 1969 and 1970
World Championship of Makes.

Interior Trim
The efforts being made to make the
911 more practical and more attrac-
Recaro sports seats, as in this 1971 S, offered excellent sideways and thigh support. These seats have tive to new buyers included improving
“crackle” finish back supports, which became standard across the range the following year. the door trim and in particular the

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 The 2.2-Liter 911 (1970–1971)
door pockets. The 1969 cars had featured a small locker in
the door, and this was now replaced with a larger opening
compartment below the door handle. On the safety side,
the interior door handle was now a recessed pull-type lever
rather than an exposed button. The forward part of the
compartment was open, with the area below the armrest
having an opening locker. The 1970 cars also offered electri-
cally operated windows as an option.

Dashboard and Instruments

Ergonomics were improved with a revised stalk arrange-
ment that improved accessory operation without the driver
having to take his or her hands off the steering wheel. The New door trims were introduced for the 2.2 models. Their features were
left-hand stalk (a new four-way design) worked the indi- rigid storage pockets (the rear one hinged outward) and a recessed door
cators, headlight flash, and main/dipped control, and the handle lever—much safer than the previous push-button release.
right-hand stalk the windshield wipe/wash function.
From the 1970 model year, the main dials were each
located by a neoprene ring around the circumference and
inserted from the front, rather than being located by a rear
bracket as previously. The instrument rims had lost their
decorative 1960s chromed look from 1968 in favor of a more
functional black look. The option of a steering lock had been
introduced in 1969, and this went further on U.S. cars when
a buzzer was introduced in 1970. This irritating device let
you know when you had both the keys in the ignition and
the door open. It was very useful. Incidentally, the 1970 cars
were the first with a plastic handle to the ignition key.
The heavy basketweave finish to the dash was retained,
and the radio controls could be integrated into this finish
rather than being a more theft-prone separate unit. The The instrument panel on a 1971 T, showing only detail changes: the
1970 model year was the last in which the model designa- hazard warning flasher button, introduced in 1970, is on the left-hand
tion was shown on the glove compartment door. lower dash, and there are improved switches with large rubber surrounds.
The labeling behind the steering wheel indicates headlamp flash and turn
Luggage Compartment signal operation but is completely obscured from the driver!
The higher specification 911s had been fitted with two lug-
gage compartment lights, but 1971 was the last year this luxury was available.
Subsequently, the E and S models copied the previous T in having a single light
on the left-hand side (looking from the front). Fuel tank capacity remained at 62
liters (13.64 Imperial gallons, 16.38 U.S. gallons), but 110 liters (24.20 Imperial
gallons, 29.06 U.S. gallons) was optional for the S.

Engine
Of all the changes, those to the engine were the most obvious. The capacity was
now 2,195cc (133.90 cubic inches), found by increasing the bore from 80 mil-
limeters (3.12 inches) to 84 millimeters (3.28 inches). In a pre–fuel crisis world,
the increased fuel consumption was not regarded as a problem. While the E and This decal appeared in the rear window of all
the S needed 98 RON fuel, the T could use 96 RON. 2.2 models. The simple chromed engine lid
Engine type numbers also changed, receiving a 911 prefix instead of the old grille has a black-painted mesh beneath to stop
901 designation. Only the T had a special U.S. version. The engine team, under the objects falling into the engine compartment.

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 Porsche 911
guidance of Paul Hensler, evolved a common cylinder head
for the 2.2 models with 46 millimeters (1.79 inches) inlet
and 40 millimeters (1.56 inches) exhaust valves, although
the port sizes were different. The Helicoil insert in the spark
plug hole was also discarded. Bruce Anderson notes that
the factory had felt the Helicoils caused “inconsistent effec-
tive spark plug heat ranges.” A new cylinder head gasket,
made up of a thin metal C-shaped ring trapping a continu-
ous spring, replaced the earlier more conventional gasket.
The barrels were designed to allow the racers to increase
engine capacity still further, and the number of cooling fins
was increased. Since the stronger con rods used longer big
end bolts, the ends of the barrels were modified to clear the
sweep of the longer bolts. A shell bearing was added to the
internal end of the intermediate shaft as the new magne-
sium crankcases (introduced for the 1969 model year) had
a tendency to wear faster than the original aluminum.
The T changed to the cheaper Zenith 40 TIN triple-
choke carburetors, in place of Webers, and benefited from
the CD ignition system. Some 1971 Ts used Webers, how-
ever, for reasons unknown. The T was becoming a very
desirable and practical sports car. The E, meanwhile, was
softened to improve its desirability to mainstream buyers,
its engine receiving the cams (with less overlap) from the
1968 911 engine (the 901/06).
For 1970, all U.S. models received a new fuel evapo-
rative control system to prevent the release of vapor into
the atmosphere. The system passed vapor through an
expansion tank and over an activated charcoal filter. Vapor
was piped back into the air cleaner housing and drawn into
the engine.
For the 1971 model year, the undersides of the pistons
The hinged panel behind the fuel tank covered the steering joints and on all models were cooled by oil squirters. A feature that
the location for the optional petrol heater. The brake master cylinder was had been extensively tested in racing, this had the effect
moved out of this compartment and up onto the left wing wall for the of dramatically reducing piston crown temperatures. On
1968 model year, when dual-circuit braking was introduced. The fuse box, the 1971 models, the fuel pump was moved from the front
larger than before, has been moved to just behind the left-hand battery. suspension crossmember to a new position next to the left-
hand rear suspension arm.

Transmission
With progressively increasing engine power, the clutch reached the point where it
had to be improved. For 1970, the Fichtel and Sachs item was increased in diam-
eter by 10 millimeters (0.39 inch) to 225 millimeters(8.86 inches) and included a
redesigned diaphragm action to make pedal effort a little less tiring.
Like the engine, the gearbox was given a new prefix, being termed 911 rather
than 901. The gearbox internals were largely unchanged and the five-speed ’box
still offered a dog-leg first gear arrangement with first over to the left and back
and reverse opposite, as on the 2-liter cars. The T retained the four-speed gear-
box as standard with a five-speed as an option.

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 The 2.2-Liter 911 (1970–1971)
Recognizing that automatics, even semi-automatics, do not go well with the
image of an out-and-out sports car, Porsche deleted the Sportomatic as an option
for the S. Of interest to seriously sporty customers, however, was a new limited
slip differential option. The ZF unit was offered with a locking factor of either 40
or 80 percent.

Electrical Equipment and Lighting

Another luxury feature introduced in mid-1969 was electrically operated side
windows. These could be specified in place of the manual winders and had the
added benefit that the driver could close the passenger window from the switches
on the driver’s door. All models retained a 770-watt alternator and two 36-amp/
hour batteries. There were other detail improvements, too, like a small light for
the ashtray mounted in the center of the knee-board under the dash. The ignition
switch was now a four-position unit, with positions for accessory/off/run/start.
The Bosch H1headlight continued for the majority of markets, with
American 911s retaining Hella sealed-beam 50/40-watt units as standard.

Suspension and Steering

The anchorage points of the front suspension struts moved forward by 14
millimeters to reduce front wheel castor, making the steering lighter at lower
speeds and reducing the amount of road vibration fed back to the steering wheel.
A steering lock made its first appearance in 1970. On the T and S, the front
torsion bars were made easier to adjust. The E kept the hydro-pneumatic struts.

Brakes
The 911T received the ventilated disc brakes that were standard fit on the E and
S. The disc sizes were 282 millimeters (11.0 inches) front and 290 millimeters
(11.3 inches) rear. The only other change was that the light
alloy front calipers, previously only fitted to the S, were
added to the E.

Wheels and Tires

The 6Jx15 Fuchs wheel became the usual fit across the
range of models, not only because these wheels had become
synonymous with Porsche and its success, but also because
the other size that was available as an option—a 14-inch
rim—was generally unpopular. The smaller wheel was
produced to allow fitment of 85-series tires, which had
more flexible sidewalls than the 70-series. The 14-inch rim
was fitted to Sportomatics to start with, but many customers
wanted to stay with the 15-inch wheels and the firmer ride
that went with them. The 14-inch wheels were options on
the T through 1970 and 1971 and were then deleted. On
the T in many markets, the 5.5Jx15 steel wheel was still
the standard offering, but few customers wanted these old-
fashioned wheels.
The standard tire for the T was the 165HR15, but the This 1971 S has the correct nonfrosted top edge to its Bosch H1 headlamp
185/70VR15 option was much more popular. The 185HR14 glass. From 1973, the top edge was frosted and many owners retrofitted
was also available. the simpler single-bulb H4 unit.

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 Porsche 911

The European 2.2T used two triple-choke Zenith TIN 40

carburetors. The oil filler neck is on the right-hand side
diameter with redesigned diaphragm and action; gear ratios for four- Dimensions
speed gearbox: first is 0.324, second is 0.613, third is 0.962, fourth Wheelbase
with the oil filter just behind. is 1.318. The five-speed gearbox (all markets) ratios are first, 0.324; 2,268mm
second 0563; third, 0.821: fourth, 1.080; fifth, 1.318; reverse, 0.688; Track (front/rear)
final drive, 0.226. Sportomatic (all markets) gearbox final drive is T, 1,362mm/1,343mm; E and S, 1,372mm/1,354mm
Production Changes 0.259 with ratios 0.417, 0.645, 0.889, 1.167. Sportomatic was no The European 2. 2T used two triple-choke Zmith TIN 40 carburetors. The
Engine cover and central part of the E and S bumpers made from longer available as an option for the S; anchorage points of front oil filler neck is on the right-hand side with the oil filter is just behind.
aluminum; all models receive a flexible PVC undercoat; chromed suspension struts moved forward by 14 millimeters to reduce front
engine lid grille has five verticals under the horizontal; sealing wheel castor; front torsion bar adjustment improved; T gets ventilated
around Targa roof section improved; new door handles with the disc brakes; light alloy front calipers fitted to the E; 6Jx15 Fuchs wheel Options
opening trigger behind the handle; door trim has larger opening becomes standard fit on all models; intermittent wipe facility. 1970 (popular new options)
compartment; steering column stalks revised; main dials located by Electric window lifters, ZF limited slip differential with either a 40 or 80
neoprene ring; T gets two luggage compartment lights (like E and S); August 1970 (Start of D-program) percent locking factor, 5.5Jx15 cast magnesium (Mahle) wheels for T
Bosch H1 headlight improved; engine capacity increased to 2,195cc; Selective hot dip zinc coating to exposed underbody sections; fuel (alongside the 5.5Jx14 Fuchs wheel or chromed 5.5Jx15 steel wheel).
engine and gearboxes get 911 designations; Helicoil spark plug insert pump moved from front suspension crossmember adjacent to the
deleted; thin metal C-shaped head gasket replaces original type; left-hand rear suspension arm; crankcase squirters introduced to 1971 (popular new options)
more fins on barrels, longer big end bolts; shell bearing added to improve piston cooling; new sealed-type chain tensioner universally Heated front windshield, H3 equipped foglights and spotlights in the
internal end of intermediate shaft; T uses Zenith 40 TIN triple-choke introduced; fuel evaporative control system fitted to U.S. models; United States, convex lens for Durant mirror.
carburetors, plus CD ignition; E gets earlier softer cams; U.S.A. mod- glove box top handle deleted, lock (at left of center) moved to middle of
els have fuel tank vent kit; clutch size increased to 225 millimeters compartment lid, with integrated knob with twist and pull operation.

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 The 2.2-Liter 911 (1970–1971)

Production Data
Model Model Power Torque Compression Weight Number
year (bhp DIN@rpm) (Nm@rpm) ratio (kg) built
1970 911T 125@5,800 177@4,200 8.6:1 1,020 2,418
911T1 125@5,800 177@4,200 8.6:1 1,020 4,126
911TTarga 125@5,800 177@4,200 8.6:1 1,070 2,545
911 E 155@6,200 191@4,500 9.1 :1 1,020 1,304
911 E1 155@6,200 191@4,500 9.1:1 1,020 667
911 E Targa 155@6,200 191@4,500 9.1:1 1,070 933
911S 180@6,500 199@5,200 9.8:1 1,020 1,744
911S Targa 180@6,500 199@5,200 9.8:1 1,070 729
For 1970, there was another revised exterior door 1971 911T 125@5,800 177@4,200 8.6:1 1,020 583
handle with the introduction of the definitive hidden 911T1 125@5,800 177@4,200 8.6:1 1,020 1,934
trigger-release. Door operation now had to be a 911T Targa 125@5,800 177@4,200 8.6:1 1,070 3,476
deliberate activity with no possibility of accidental 911E 155@6,200 191@4,500 9.1 :1 1,020 1,088
opening. The keyhole was given a hinged cover, which 911E Targa 155@6,200 191@4,500 9.1:1 1,070 935
reduced the possibility of the lock freezing up. 911S 180@6,500 199@5,200 9.8:1 1,020 1,430
911S Targa 180@6,500 199@5,200 9.8:1 1,070 788
Color Schemes Numbered note
For 1970, the three-digit number given here is the code as it appears 1. Body built by Karmann.
on the paint identification plate, attached to the left- hand front door
pillar. For 1971, the four-digit number shown is the factory paint
code as identified in the model color charts. On Targa models, the
last two digits of the paint code are replaced by 10 (e.g., Olive is Identification
3939 on a coupe, 3910 on a Targa). Beginning with the 1970
models, all metallic finishes were applied with a two-coat wet-on- Model year Model Engine Gearbox Chassis numbers Engine numbers
wet process.
C-program
1970 (chart dated August 1969) 1970 911T 911/03 911/00 9110100001–9110102418 6100001 onward
Standard body colors 911T1 911/03 911/00 9110120001–9110124126 6100001 onward
Burgundy Red (017), Tangerine (018), Bahia Red (022), Signal 911T Targa 911/03 911/00 9110110001–9110112545 6100001 onward
Orange (116), Light Ivory (131), Medium Ivory (132), Irish Green 911T Sporto 911/06 905/20 9110110001–9110112545 6103001 onward
(213), Turquoise Green (220), Conda Green (222), Pastel Blue (321), 911T U.S. 911/07 911/00 9110110001–9110112545 6103501 onward
Albert Blue (325). 911T Targa U.S. 911/07 911/00 9110110001–9110112545 6103501 onward
Optional body colors 911T Sporto U.S. 911/08 905/20 9110110001–9110112545 6105001 onward
Metallic Green (221), Metallic Blue (324), Metallic Red (021), Black 911E 911/01 911/01 9110200001–9110201304 6200001 onward
(700), Silver Metallic (924, 925). 911 E1 911/01 911/01 9110220001–9110220667 6200001 onward
Special order body colors 911 E Targa 911/01 911/01 9110210001–9110210933 6200001 onward
Crystal Blue (320), Glacier Blue (326), Turquoise (340), Signal Yellow 911 E Sporto 911/04 905/20 9110210001–9110210933 6208001 onward
(114), Olive (414), Light Yellow (117), Light Red (023), Signal Green 911S 911/02 911/01 9110300001–9110301744 6300001 onward
(217), Leaf Green (218), Sepia Brown (415), Gray White (620), Beige 911S Targa 911/02 911/01 9110310001–9110310729 6300001 onward
Gray (622). D-program
Interior 1971 911T 911/03 911/00 9111100001–9111110583 6110001 onward
Leatherette was standard in black, brown, or beige. Leather was an 911T1 911/07 911/00 9111120001–9111121934 6110001 onward
extra cost option in the same colors. Seat inlays were basketweave 911T Targa 911/06 911/00 9111110001–9111113476 6110001 onward
leatherette in black, brown, or beige, or leather with basketweave 911T U.S. 911/07 911/00 9111110001–9111113476 6114001 onward
finish. Fabrics were corduroy in black, brown, or beige and dog- 911T Targa U.S. 911/07 911/00 9111110001–9111113476 6114001 onward
tooth check in black and white or black, brown, and white. Carpets 911T Sporto 911/06 905/20 9111110001–9111113476 6119501 onward
were black or brown, in special Perlon on the T and in velour on 911T Sporto U.S. 911/08 905/20 9111110001–9111113476 6119501 onward
the E and S. 911E 911/01 911/01 9111200001–9111201088 6210001 onward
911E Targa 911/01 911/01 9111210001–9111210935 6210001 onward
1971 (chart dated August 1970) 911E Sporto 911/04 905/20 9111210001–9111210935 6218001 onward
Standard body colors 911S 911/02 911/01 9111300001–9111301430 6310001 onward
Light Ivory (1111), Bahia Red (1313), Signal Orange (1414), Irish 911S Targa 911/02 911/01 9111310001–9111310788 6310001 onward
Green (1515), Albert Blue (1818), Pastel Blue (2020), Tangerine
(2323), Burgundy (2424), Conda Green (2626). General notes
Optional body colors
Silver Metallic (8080), Green Metallic (8383), Blue Metallic (8484), Chassis numbering In 1970, the chassis numbering system changed to a 10-digit method, for instance 9110 12000 1. The first three digits
Gemini Blue Metallic (8484), Gold Metallic (8888). referred to the model, the fourth to the model year (0 for 1970), the fifth to the engine type (l = RoW 2.2-liter T, etc.), the sixth to the body
Special order body colors type (0 = coupe, l = Targa, 2 = Karmann-manufactured coupe), and the last four digits to the build serial number. This numbering method
Olive (3939), Ivory (4646), Light Yellow (6262), Turquoise (6464), continued until 1979.
Green Turquoise (6565), Glacier Blue (6666), Signal Yellow (7272), Engines E and S engines were the same for Europe and the RoW, including the United States.
Crystal Blue (7373), Sepia Brown (7474), Beige Gray (7575), White
Gray (7676), Leaf Green (7777), Signal Green (7878), Light Red Gearboxes 911/00 is four-speed gearbox for 911T, 911/01 is five-speed, 905/20 is Sportomatic.
(7979), Black (1010). Numbered note
Interior 1. Body built by Karmann.
All unchanged from 1970.

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 Chapter 3

The 2.4-Liter 911

(1972–1973)
Amp/hour—the 2.4s! In these cars we see the fruits of all Opposite above: By 1973, the performance of the production 911 had
the development effort to produce an unmatched high- reached a peak. This German-registered 2.4T shows off the lip spoiler
performance sports car. The classic mainstream produc- introduced with the previous year’s S model and optional for the T and
tion 911 is a 2.4, and depending on how far your pocket can E. For 1973 models the finish for the horn grilles and the trim around the
stretch, the choice is between three outstanding examples of driving lights changed from bright plated to black.
the automobile engineer’s art: the T, E, or S. It has been said
that the 911 is a triumph of development over design, and Opposite below: Dave Gray’s 1973 2.4E is a high-specification U.K. model.
nowhere is it more apparent than on a 2.4. Even the T, sup- Note the Durant mirror, which in most other markets was superseded by a
posedly the base model in the range, had so much appeal. much plainer rectangular mirror, in order to give a larger glass area.
In mechanical terms, the 2.4s were a major upgrade. It
was the factory’s general intention to try to restrict major consumption was at an all-time low—14 miles per gallon
changes to every two years, but this policy became a little would be typical for a hard-driven S, and it was just a year
clouded through the 1960s as the engineers worked flat out before the first major world fuel crisis.
to develop the 911. Things looked as though they were set- We look back on the cars and tend to ignore the life-
tling down after the announcement of the much-improved styles of the time. This was the age of the beautiful people,
1969 models, but the then-new 2-liter fuel-injected engine long hair, and flared pants. But, as in any time, success was
lasted only a year before being enlarged to 2.2 liters. Fac- what every Porsche buyer craved and to be associated with
tory discipline more or less reigned after that and the next Porsche was to be associated with winning. Sales of 911s
big changes arrived in August 1971. These included not continued to improve through the late 1960s and early
only the extra cubic capacity, new camshafts, and improved 1970s, as the production volume data shows. This was in
breathing, but also the introduction of the 915 gearbox and no small part due to the effectiveness of Porsche’s main
improved high-speed handling. marketing tool: motor racing. In 1970 and 1971, the Wyer
There was more overall performance than previous Engineering/Gulf 917s absolutely dominated endurance
models and, to the credit of the engineers, it was more racing, driven by some of the world’s top Grand Prix drivers.
manageable too. The new E was almost as quick as the 2.2S In 1972, the big sports car would be banned, and Porsche
and would pull in fifth from as little as 2,500 rpm. But fuel simply transferred the effort over to the American Can-Am
Challenge and the European Interserie. It was a good time
Evolution Outline on the track and, if you cared what others thought about
you, a good time to be seen driving a Porsche.
August 1971: The engine size increases to 2,341cc (2.4 liters), the oil filler flap becomes external in
rear right wing, black anodized lettering replaces gold on the engine cover, cookie-cutter wheels As well as producing some legendary prototype rac-
are introduced on the E, and the S is fitted with a front lip spoiler. ing cars, the factory continued to develop the 911 for
August 1972: Horn grilles change to black, the front spoiler becomes standard on the E, and the Targa
becomes available in right-hand drive for first time.
racing and rallying. The 1971 Le Mans 24 Hours saw a
January 1973: Fuel-injected T models (U.S.) change to Bosch K-Jetronic. number of 911Ss with engines bored out to around 2.4
liters and one, driven by factory man Jurgen Barth, used an

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 The 2.4-Liter 911 (1972–1973)

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 Porsche 911
experimental engine of 2,410cc with a longer-throw crank. This engine pointed
the way to a reliable increase in capacity for the road cars, but in fact the Barth
Le Mans 2.4 had little in common with the new production 2.4 introduced in
August of the same year. The on-track variety was part of the learning experience
and was typical of the meticulous way Porsche went about its development.
The main reason for achieving the capacity increase by lengthening the
stroke was to comply with California’s new air pollution laws; taking out the bores
would not have met this requirement. With a move in the United States toward
91 RON lead-free fuel, compression ratios also had to be lower than before. In a
speed-restricted United States, the T tended to be seen as the most practical 911:
complete with an S option kit (spoiler, alloy wheels, and so on) it provided the
A 1972 model 2.4 can be looks of the higher-powered models without the temperament.
identified by the oil filler The 1972 models witnessed the first substantial increase in weight for the 911.
flap on the right-hand rear Over the previous 10 years the engineers had managed to trim the weight of the
wing—where it remained for basic car from the original 1,080 kilograms (2,381 pounds) to a best, in 1969, of just
only one year. Placing the oil 995 kilograms (2,194 pounds). The objective had been to improve the handling,
tank within the wheelbase for instance by reducing the overhung weight of the engine and gearbox at the rear.
helped the handling, but But the progressive increase in power from 1970 meant components in the engine
this arrangement proved had to be strengthened, and the introduction of the higher torque 915 transmis-
to be impractical because sion in 1972 added some 9 kilograms (19.8 pounds) over the earlier 901 unit. The
filling station attendants brakes and suspension had been improved, too, but with some weight penalty.
sometimes put petrol in the Crash resistance, and with it chassis weight, was improved in response to changes
oil tank. in legislation across the world in the early 1970s. By 1972, the basic weight of the S
was back up to around 1,075 kilograms (2,370 pounds), depending on fittings. A
comparison of the power to weight ratios shows the overall improvement.
A 1964 2-liter car had 0.120-brake horsepower/ kilograms compared to the
1972 figure of 0.176-brake horsepower/ kilograms, but if we want an early “hot
ship” then we need look no further than the 1969 S with its 0.171-brake horse-
power/ kilograms. And the figures do not convey the 1969 car’s almost kartlike
lightweight feel. Of course, this is a discussion only to be found among clas-
sic Porsche enthusiasts. All the 1973 and earlier 911s feel wonderfully light and
responsive compared with their later, more luxurious offspring.
The increases in capacity had originally been intended to improve the oppor-
tunity for success in GT racing. It worked. In 1972, bored-out 2.5-liter 911s with
the new 915 gearboxes won the European GT Championship (John Fitzpatrick)
and the U.S. IMSA GT Championship (Hurley Haywood). With some justifica-
tion, some observers were saying the 911 was at its peak. They were asking how
it could be improved further. There were rumors of a new 911 replacement in
development at the brand new research facility at Weissach.
As a tailpiece to the general comments on the 2.4-liter 911, these models
marked the peak of Ferdinand Piech’s influence over the 911 as development
chief. A big shake-out in the company’s senior management came in 1972, when
members of the Porsche and Piech families voluntarily stepped out of the day-
to-day running of the business. Dr. Ferry Porsche was concerned that internal
family politics were affecting the performance of the business. It meant that
Piech, whose track record in the development engineering side of Porsche had
been outstanding, joined Audi-NSU, where he would excel and later rise to head
the giant VW-Audi empire. At the end of 1972, the Porsche company changed
from being a limited partnership (Porsche KG) to a partly shareholder-owned

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 The 2.4-Liter 911 (1972–1973)
Porsche AG. It was a massive change in the way the company was run, allowing
the management team to be selected on the basis of merit rather than back-
ground. That said, the implications of the loss of Piech, especially, were perhaps
not fully realized at the time.
Piech’s replacement was Ernst Fuhrmann, father of the four-cam racing engine
of the 1950s and a firm believer that Porsche’s racing cars should be developed
from its road cars. That was good news for the 911. The first result of Fuhrmann’s
direction was the appearance of the Carrera RS at the October 1972 Paris
Salon. It was Fuhrmann’s decision to go for the RS in place of the proposed
2.7-liter 911S for 1973, a decision prompted by the change in international
racing regulations in May 1972 that allowed stripped-out homologation specials
to be built in series of at least 500. The concept of the racing department modify-
ing the heavier production 2.7S was dropped, even though preparations for the
2.7S had gone as far as preparing all the marketing brochures, and photographs
were taken of a number of prototypes. Instead we had the 2.4S for 1973, and the
limited edition RS would act as a springboard to much greater things for Porsche
in competition.

Bodyshell
The 1972 models were classified internally at Porsche as the E-program, and the
1973 models were classified as the F-program.
The no-expense-spared development effort to improve the handling of the
911 reached a peak with the E-program. The most obvious recognition feature
of these models is the oil tank filler just behind the right-hand door with its flap
opened from a button in the adjacent door pillar. The 2-gallon oil tank, larger
and made of stainless steel, was moved from behind the right-hand rear wheel
(where it had been filled from within the engine compartment) to a new posi-
tion in front of the wheel. This, the engineers said, reduced the polar moment
of inertia and improved the predictability of the handling. It was also claimed
that oil surge was minimized in hard cornering (this had been proved in racing
with the 911R), and on a purely practical level the new location took the oil tank
out of the firing line of stones thrown up by the rear wheel. This detail was typical
of the time, showing how much control the engineers had over the specification
of the cars. The new oil system also included a remote oil filter housing so that
the engine, complete with oil system, could be easily fitted to Porsche specials.
Now, how many people would need that facility?
The trouble was that the new oil tank arrangement also had an unforeseen
snag, and the following year the tank moved back to where it had been on the
2.2s. Too many filling station attendants put fuel in the oil tank.
The other main feature to change on the E-program was the adoption of a
front air dam on the S as a result of intensive wind tunnel testing. The testing, on
an earlier 2-liter car, had shown that aerodynamic lift was present over the front
axle at high speed, but the lift was greater over the rear axle. In side winds, the
lift appeared to increase. This confirmed the reports received from the racers that
high-speed stability was not all it should have been. The engineers proposed a
small spoiler at the front, and this was included on the S for 1972, as well as being
optional on the E and T. It proved to be so popular that on the F-program it was
standard across the range. By later standards, the air dam was merely a small lip
on the bottom of the existing front valence, but it made a difference to stability (a

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 Porsche 911
claimed 40 percent reduction in front-
end lift at high speed), and (probably
more important for most customers)
it looked great.
Tests also showed that the rear-end
lift problem had not been addressed
and subsequent testing led to a pro-
posal for a rear spoiler mounted on the
engine lid, the whole unit being made
from glass-reinforced plastic. This was
considered impractical for road use as
well as likely to upset the authorities in
several countries because of its hard,
upturned edge. But the “ducktail”
spoiler, as it became known, was very
effective at curing high-speed over-
steer and was adopted on the limited
edition Carrera RS.
From 1972, U.S. models had
the chassis number stamped onto a
plate riveted to the windshield pil-
The interior of the 2.4E reflects a fashion in the 1970s for minimal chromework. An interesting lar, in accordance with new federal
point is the blank cover plate on the central tunnel. On early models (to 1967) a petrol heater was legislation.
standard, but then became an option on left-hand-drive cars until 1973. Intake air for this device Last, but by no means least, the
would have been drawn through an open grille mounted in this position. London Motor Show in the autumn
of 1972 saw the announcement of the
Targa in right-hand-drive form. Deliveries of the T, E, or S in Targa form were
promised in Britain from February 1973.

Body Trim and Fittings

The details that identify a 1972 model from earlier years are many. Look for the
black engine lid grille with a “2.4” logo on the right-hand side. The “Porsche” and
“911” lettering on the engine lid changed from the gold anodized finish to a dark
gray (or gun metal) color. It is also quite easy to tell 1972 cars from 1973 cars.
The most obvious trim differences are that the rims of the sidelight and taillight
lenses changed from chrome to black, as did the horn grilles.
The European S, with its new front spoiler, now came without the stan-
dard over-riders of the earlier cars, although they were listed as an option and
remained standard, in bright and dark chrome finish, on U.S. cars. In 1973, U.S.
cars could be delivered with large foam rubber “bumper guards” that went some
way to offering low-speed impact protection but looked awful. These would be
replaced with a completely redesigned—and elegant—bumper the following
year. The E became more frugal in that the standard external bumper and sill
trim matched that of the T rather than the S, but the trim specification could be
taken up to the S level at extra cost.
A change to the rules concerning rearward visibility meant American mod-
els had a larger, rectangular driver’s door mirror. Getting into magnifying glass
detail, the label on the engine fan housing and the chassis plate changed at the
start of 1973 to acknowledge the fact that Porsche KG had become Porsche AG.

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 The 2.4-Liter 911 (1972–1973)
Interior Trim
The most noticeable difference in a period when interior changes were few was to
the seats. These now had a black crackle finish to the back recliners and featured
a new seat-locking mechanism for fore/aft adjustment. On the 1972 models the
lock lever moved to the inside of the slider, and buzzers were fitted to the seat
belt mechanisms on U.S. cars. The seat coverings could be in standard vinyl or
optional leather.

Dashboard and Instruments

The center section of the dash was standardized in black, irrespective of the
interior color, and covered in matching material. The basketweave vinyl that
had covered the lower dash area of the earlier cars was replaced in 1972 by a
leather-look finish that matched the door and upholstery trim. The 911 logo on
the passenger side glove compartment lid was deleted. The familiar four-spoke
design of the 400-millimeter (15.6-inch) steering wheel was largely unchanged, a
leather-covered version being standard on the E and S, the T making do with an
alternative hard rubber version.

Nancy MacLean’s smart 1973 Sportomatic (above) has a two-pedal arrangement and a conventional-looking gear lever (top right). Porsche’s automatic
was quite different from any other manufacturer’s. There was no clutch, but the driver still changed gears by moving the lever through a conventional
gate. The Sportomatic’s popularity waned through the 1970s.

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 Porsche 911

For the 2.4 models the engine air intake ducting Luggage Compartment
was revised to incorporate a cold-start flap, A new option was an 85-liter fuel tank (18.70 Imperial gallons, 22.46 U.S. gallons),
with the opening moved from the right-hand to a consequence of the thirstier engine now being used. This new tank was shaped to
the left-hand side of the engine compartment. accept the new, more compact Goodrich Space-Saver spare tire, which came with
When the engine was cold, the flap prevented a small compressor that could be powered from the cigarette lighter inside the car.
ambient air entering the intake ducting, and The cross-ply construction of the Space-Saver made mixing this with the 911’s
warm air was drawn from around the left-hand standard radials illegal in the U.K. The T had a standard 62-liter tank (13.64 Impe-
heat exchanger. rial gallons, 16.38 U.S. gallons), with the S still being offered with the optional 110
liters (24.20 Imperial gallons, 29.06 U.S. gallons). With this latter tank, there was
little room for anything else in the front compartment. The luggage compartment
was now lit by just one lamp on the right-hand side of the car.

Engine
The obvious difference was that the engine was enlarged to 2,341cc (142.8 cubic
inches). This was closer to 2.3 liters, but it suited Porsche’s marketing people to
label the car “2.4” because this seemed a more attractive increase in size. Whereas
the previous capacity increase had been achieved by enlarging the bore, this time it
was the stroke that was increased, going from 66 millimeters (2.57 inches) to 70.4
millimeters (2.75 inches). A lower compression ratio, achieved by lowering the
height of the piston crowns, enabled low-octane (91 RON) fuel to be used.
The stroke increase was obtained by reducing the diameter of the big end
journals, so the rod center could be moved farther from the crank center. The con

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 The 2.4-Liter 911 (1972–1973)

rods were shortened by 2.2 millimeters (0.09 inch) and the big ends increased in U.S. specification 911T models changed from
width. The architecture and strength of these improved and lightened rods had carburetors to the Bosch K-Jetronic continuous
been fully proven in the flat-12 engine of the 917 sports racing car. fuel-injection system in January 1973. This
These modifications were achieved while keeping within the envelope of gave American Ts a boost in performance
the previous 2.2 crankcase (but with additional strengthening webs) and using and significantly changed the look of the
the same crankshaft blank. The non-counterweighted cast crankshaft previously engine compartment.
used on the T was deleted in favor of a common forged crankshaft across the
range. On the 1973 models, airflow to the engine oil cooler was improved by
modifying the air battles.
In the United States, all models used Bosch mechanical fuel injection, with
closer tolerances on the injection pump and different setups for the fuel distribu-
tor for the T, E, and S models. Although the valve sizes stayed the same for all
models, the size of the ports and the plastic intake trumpets increased with each
more powerful model. For all other markets the T was fitted with Zenith 40 TIN
triple-choke carburetors, which dropped power output to 130 brake horsepower
compared with the 140 brake horsepower of the fuel-injected American T. Power
outputs for the E and S were 165-brake horsepower and 190-brake horsepower.
From January 1973, the fuel injection system on the U.S. 911T changed to
the new Bosch K-Jetronic Continuous Injection System (CIS). Although this
sounds like an electronic system, it was another type of mechanical injection but
using electrically operated sensors. The air sucked into the engine was measured
by the displacement of a disc placed in an intake pipe shaped like a wine glass.

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 Porsche 911
The degree of displacement of the disc controlled the amount of fuel distributed
to the cylinders. The U.S. 911T with this K-Jetronic injection also had new cam-
shafts with reduced valve opening timing (overlap).
For 1972, the S came with a second oil cooler (a matrix-type) fitted in the
right-hand front wing. Many cars were later converted to the labyrinth-type
tubular system introduced in 1973.

Transmission
The gearbox was new for the 2.4s. Known as the 915, it was derived from the
transaxle developed for the 1968–69 908 sports racing car and was designed for
The new five-speed 915 both four-speed and five-speed gear clusters. The gear cluster was contained in
gearbox for the 2.4 models a magnesium casting separate from the aluminum differential housing. The fifth
had a conventional gear speed was housed with reverse in the end cover, while on the four-speed alterna-
change pattern, with fifth to tive the fifth gear wheel was simply deleted from the end of the gear set.
the right and forward. The The principal benefit of the new gearbox was greater torque capacity, but
larger gear lever boot seen the gears were also easier to use. The T and E came with the four-speed version
here arrived for the 1973 as standard in most markets, including in the United States, but most custom-
model year. ers chose the five-speed option, and the S was always five-speed. Gone was the
race-bred “dog-leg” first gear that was rather inconvenient for town use: the new
five-speed gearbox had a “street” pattern gate, with first to fourth in the conven-
tional H with fifth over to the right and forward.
The popularity of the Sportomatic was dwindling, and it was now only avail-
able by special order.

Electrical Equipment and Lighting

The new Bosch H4 single-bulb headlight was standardized in all markets except
the United States (which kept Hella sealed-beam units) and France (where
the yellow H1 was still used). The H4 was rated at 60-watt (main) and 55-watt
(dipped), compared with the 50/40-watt equivalent of the Hella sealed-beam
unit. The H4’s external glass looked slightly different from that of the H1 in that
the ribbing inside the glass had a dipped-beam sector, and the face was slightly
more vertical. Only two adjustment screws were used as opposed to four.
Another detail is that the frosted finish around the top of the rim of the
H4 glass was a later addition. The glass was clear on the 2.4 models. That said,
these H4 glasses have a reputation for cracking or chipping easily, and many cars
received later glasses after stocks of the originals became exhausted. The later
glasses also have a larger “H4” molded into the center of the lens.

This T has the more Suspension and Steering

pronounced chromed The no-expense-spared development effort to improve the handling of the 911
headlamp flange that goes reached a peak with the E-program, all the 2.4 cars having a detail change to the
with the sealed-beam units rear suspension geometry. The shock absorber strut had previously angled back
fitted to U.S. cars. These from the mounting on the swingarm (when viewed from the side), resulting in a
headlamps were unpopular, slight compound movement of the strut as the wheel moved up and down. The
as shown by this car having new arrangement changed the location of the top and bottom shock absorber
the more powerful Lucas H4 strut mountings and eliminated that rearward tilt. In addition, a sharply inward
units retrofitted. Also visible angled mounting of the top of the strut (when viewed from the front) improved
is the large elastomer over- the response to wheel movement. It also improved the travel of the shock
rider used only in 1973. absorber, and thus gave a more comfortable ride over rough surfaces.

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 The 2.4-Liter 911 (1972–1973)
On the 911E, the Boge hydro-pneumatic front suspension struts were rel-
egated to the option list, so this midrange model acquired the more popular
torsion bar and MacPherson strut arrangement of the T and S. The T and E used
Boge shock absorbers while the S continued with Konis.

Wheels and Tires

The standard factory fitting on the T for the 1972 and 1973 model years was the
5.5Jx15 nonchromed steel wheel with Dunlop CB57 165/70HR tires. The E used
6Jx15 steel wheels as standard in some markets with Dunlop CB57 185/70VR
tires, while the S continued to use the (five times) more expensive 6Jx15 Fuchs
forged-alloy wheels (an option for the other models) with Michelin XVR
185/70VR tires. In several markets, the forged-alloy wheels were fitted to the T
and E as standard.
Earlier experiments with the Stuttgart-based Mahle company into magne-
sium casting had led directly to the development of a cast-aluminum alloy wheel.
It was cheaper to make than the forged-alloy wheel, although it was not as strong.
This new 6Jx15 wheel, made by the German company ATS and known as the
“cookie-cutter” because of its appearance, was standard on the 1973 model year
E and would remain in use until 1983.

Carrera RS Mark Waring’s Carrera

The RS was a unique limited-edition model that has become, perhaps, the most RS, painted Jade
important of all 911 models. The term Carrera was first used by Porsche in Green, is an M472
1955 to celebrate a class victory in the 1953 Carrera Panamericana road Touring model. Many
race. Carrera means “race” in Spanish and until 1974 was only given to Porsche’s RSs were delivered in
most sporting models. Much to the dismay of some enthusiasts, from this date the production colors
Porsche began to use the title to adorn its regular production models, but that is available for the 1973
another discussion. model year.

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 Porsche 911
The origins of the 1972–73 RS (RennSport) lay in the racing department’s
desire to widen the scope for the 911 in Group 4 Special GT racing. The RS
was developed from the F-program and applied the lessons learned from earlier
stripped-out rally and customer race cars. The RS could be specified by the cus-
tomer in one of four forms.
The RSH (for homologation) was the basic model that was taken to the
Stuttgart city scales for weight certification. It weighed just 960 kilograms (2,117
pounds). Only 17 cars were actually delivered to customers in this specification.
The evocative message on the tail of what is, for From the RSH, two more practical models were offered for road use.
some, the most desirable 911 of all. The RS Sport (the M471 option) was one stage up from the homologation
cars and weighed around 975 kilograms (2,150 pounds). The M471 was still very
basic, with minimal undercoating and soundproofing, elementary door trim
with manual windows, and simple interior upholstery with felt carpets and rub-
ber footwell mats. There were lightweight Recaro bucket seats for the driver and
passenger, but the rear seats were deleted. There was no clock or passenger sun
visor, but it did have black headlining.
The RS Touring (the M472 option) was trimmed like the contemporary S
although a 380–millimeter (14.8-inch) steering wheel was fitted, and it weighed
some 100 kilograms (220 pounds) more than the RS Sport. Nearly 200 RSH and
RS Sport models were delivered; the remainder of the 1580 RS Carreras pro-
duced to the end of July 1973 were RS Touring versions.
The fourth model was the racing version, the 2.8-liter RSR (the M491 option).
This model (55 were built) will not be discussed here.
The RS offered improved performance over the S, its 2.7-liter engine produc-
ing 210-brake horsepower at 6,300 rpm, with maximum torque of 255 Newton
Just more than half of the 109 3-liter Carrera RS meters at 5,100 rpm. This was achieved principally through an increase in bore
models built were roadgoing variants (below). size to 90 millimeters (3.51 inches), using Nikasil-coated aluminum cylinders.
This version used the heavier production Nikasil was a trade name for the nickel-silicon carbide coating deposited to a
bodyshell and featured a new whaletail few hundredths of a millimeter on the bores. This technique was developed on
rear spoiler. The M471 Sport model (above) the 917 racers and allowed the increased bore to be adopted without causing cyl-
is notable for its elementary equipment inder strength problems. The new coating also offered reduced sliding friction,
specification in the pursuit of performance. leading to an increased power output over previous equivalent bores of the same

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 The 2.4-Liter 911 (1972–1973)
The interior of the M472 was equipped to the
level of the production S model. Note the sports
seats and the large gear lever boot—a new
feature for 1973.

dimensions. The increased bore resulted in an engine capacity of

2,687cc (163.9 cubic inches). Apart from the bore sizing and the
material, the 911/83 engine was the same as the 2.4S. A heavier
clutch spring was required to cope with the additional torque, but
the 915 gearbox had sufficient capacity for the 2.7 engine, although
fourth (27/25) and fifth (29/21) gears were taller than on the S.
The suspension was improved by fitting gas-filled Bilsteins
(lighter and stiffer than the Konis used on the S), 18-millimeter
front and 19-millimeter rear anti-roll bars, and a light alloy front
suspension support. The suspension mountings front and rear
were strengthened, but the production brakes were unchanged
from the S. The RS prototype’s cross-drilled discs were not used for
the series build cars.
In terms of running gear and bodywork, an early production
RS differs considerably in detail from a 2.4S, and this is where the
Rear ends of an M472 RS Touring (above) and an early M471 RS
casual observer steps into a minefield of conflicting information.
Sport (below). The Touring has steel bumpers, a nudge bar, a
Because the model was planned as a homologation special, only
chromed silencer skirt, and a molded badge under the ducktail.
500 were initially scheduled for production, starting in November
The Sport has a one-piece glass-fiber “bumper,” the engine lid
1972. Lightness was a major goal for the engineers, so a uniquely
is secured with racing-style elastic toggles, and the badges are
lightened bodyshell with thinner gauge steel was used for its
color-coded decals.
unstressed body panels, which included the roof, wings (with the
rears flared by 50 millimeters each side for wider wheels), and
hood. These bodyshell differences were common to all versions.
On the M471, glass-reinforced plastic was used for both bumpers
and the rear engine cover, which had an aluminum support frame.
On the M472, the bumper trim, rear bumper, and center panel
came from the 2.4S. On later Sport models the steel bumpers of the
Touring models were used with plain chromed over-riders and an
aluminum center panel. This was partly to do with restrictive reg-
ulations imposed by certain European countries. The windshield
and rear side window glass were made from thinner safety glass
(and was subsequently less robust), manufactured by the Belgian

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 Porsche 911

Pointing to the 911’s aerodynamic future, company Glaverbel. The remainder of the glass was made by Sekurit, the regular
the Carrera RS was the first model to sprout a suppliers of glass to Porsche. To the long-term detriment (from rust) of the early
rear spoiler, although the ducktail was actually lightweight cars, the heavy PVC underseal was applied only around the wheel
an option. arch areas.
Interestingly, one story says that only factory competition and preferred
Mechanical fuel injection manifolding on a customers received true lightweight RSs that had a complete complement of
European 1973 911E, with the correct green- thin-gauge panels, but this has been disputed by the legendary Porsche devel-
finished cooling duct. The metal fuel-injection opment engineer Peter Falk, who has said that there was no conscious effort
pipes enter the cylinder heads at the base of to make “lighter” lightweights. If some cars had a larger number of thinner
the intake trumpets. panels or lighter plastic parts, it was simply due to the inconsistency of the
manufacturing processes. There are those who would also
argue that there is no conclusive evidence that the first 500
or 1,000 used up all the lightweight panels and that the
remainder of the RS line used body parts from the heavier
2.4 production model, as has been generally thought to
have been the case.
Externally, the RS can be identified by its ducktail
spoiler (although it was an option and some cars may not
have this fitted) and the larger rear wheel arch flares that
accommodate the 7-inch Fuchs alloys used for the rear
wheels. The RS was fitted with Pirelli CN36 tires of differ-
ent sizes front and rear (185/70VR15 on 6J front wheels,
215/VR15 on 7J rear wheels), although Dunlops were used

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 The 2.4-Liter 911 (1972–1973)
later in the production run. The most when viewed from side; rear swingarms revised to allow removal
without removing the engine; Boge hydro-pneumatic front
popular color was light yellow, while struts now only an option; ATS cookie-cutter wheels standard
Grand Prix White was a special color on E; chromed steel wheels deleted; door handles common on
both sides; S has 15mm anti-roll bars front and rear; wheelbase
for the RS. Many were delivered in the extended by 3mm; engine enlarged to 2,341cc, stroke increased
production colors available in the 1973 to 70.4mm by 2.2mm shorter steel rods, on S these were Tenifer-
treated instead of soft-nitrided as on 2.2S; lower compression
model year. Special side stripes were an ratio (see production data table) from reduced-height piston
option, derived from the Carrera logo crowns, which are cooled by individual oil jet sprays; larger big
first seen on the 356 four-cam model. ends and full crankshaft counterbalancing; crankcase stiffened
around main bearings; valves unchanged but porting improved;
These could be specified in blue, red, The 915 five-speed gearbox (to the right) and camshafts same for S but on E and T timing retarded by 1 degree
green, or black with matching color the exhaust pipes leading forward into the heat (T) and 2 degrees (E); U.S. T gets six-plunger mechanical injec-
tion (and 140-brake horsepower) to meet emissions laws (this
coding to the wheel centers. The RSH exchanger boxes (to the left). Air is circulated version also sold to Australia, Japan, and Canada); new remote
models were set apart by their black- around the exhaust pipes and taken forward to oil filter housing, including thermostat and by-pass valve; new
915 gearbox with “street” pattern gate; 915 features torque
only script. A “positive” decal was warm the cabin. capacity of 245Nm, three-piece transmission housing and
used for the two cars in the original fifth gear next to reverse at back of gear cluster; four-speed is
standard in most markets, but for U.K. E and S have five-speed
sales brochure, but the series cars used a “negative” rendering. as standard; four-speed ratios are first, 11:35; second, 18:32;
Once the RS was in the showrooms, demand exceeded the marketing depart- third, 24:27; fourth, 28:23; reverse, 12:21; final drive, 7:31; five-
ment’s dreams. The first 500 sold out immediately and production was extended speed ratios are first, 11:35 (11:36 in U.S.); second, 18:35; third,
23:29; fourth, 26:25; fifth, 29:22; reverse, 12:21; final drive,
to 1,000 in order to homologate the car in the Group 3 production GT racing 7:31; 925 Sportomatic introduced to cope with greater torque of
class. These cars were still taken to the Stuttgart city scales and a certificate was E and S models (905 retained for T); torque capacity increased
to 230Nm, using larger diameter torque converter and clutch, a
produced that noted their lightweight specification compared to the mainstream larger crown wheel and pinion and a stronger differential; 925
production cars. But the demand still continued beyond 1,000, and subsequent transmission housing reinforced with extra ribbing; 925/00 (for
E) and 925/01 (for S) are last of the four-speed Sportomatics.
RS bodyshells were manufactured on the main Zuffenhausen production line.
August 1972 (Start of F-program)
Chassis numbers for the RS run from 11 to 1590. Oil tank and filler moved back inside engine bay, now made
Supplies of the lightweight components started to become short with the from copper-coated steel; front lip spoiler and ATS cast wheels
standard on E; rear wiper standard (except Carrera RS); rims of
later models from late April 1973 (from around chassis 1230). Progressively, these front driving light and rear taillight lens changed from chromed
later cars used more of the same heavier shell, panels, glass, and components of to black; front horn grilles changed to black; U.S. cars had large
the regular production models (although they still retained the prestigious duck- elastomer over-riders front and rear; interior upholstery more
fire-resistant and seat anchorages strengthened; door beams for
tail engine lid), and by this time full underseal was being applied to the cars. increased side-impact resistance; RHD offered for Targa for the
Late model original RSs, therefore, are quite likely to have opening rear quarter first time; improved cast gear lever support mechanism and larger
protective boot; S and Carrera RS models change to labyrinth
windows and steel front support bars, among many other detail changes (and (tube-type) secondary oil cooler in front of right front wheel.
improvements) from the earlier RSs. These improvements make the later cars just January 1973
as interesting, in that development was moving toward the 3-liter version. By the Fuel-injected T models change from mechanical to CIS (Bosch
K-Jetronic).
end of the series, the RS had the later Silumin alloy crankcase in place of the pre-
vious magnesium item and revised mounting points for the rear trailing arms. Dimensions
To complete the RS road-going story, we will make a brief mention of the car Wheelbase
2,271mm.
that followed the 2.7RS in late 1973. Just 109 3-liter RS models were built. Because Track (front/rear)
all the lightweight bodyshell parts of the original RS series had run out earlier in T, 1,360mm/1,342mm; E, Sand Sportomatic,
1973, these cars used regular “heavy” bodyshells. The extra weight explains why 1,372mm/1,354mm; Carrera RS, 1,372mm/1,394mm.
Length
the 3-liter RS is not much quicker than a 2.7 model. Just more than half (59) were T, E, and S, 4,127mm; Carrera RS, 4,147mm.
road models, and only 6 right-hand-drive models were made (1 for Australia, Width
1,610mm.
5 for the U.K.). The 3-liter RS was fitted with 8-inch front and 9-inch rear wheels
wearing 215/60 and 235/60 Pirelli CN36 tires, respectively. Power was 230-brake Options
horsepower at 6,200 rpm. Factory list (dated September 1971)
M400 light metal wheels 6Jx15 with 185/70VR tires; M444 steel
wheels 6Jx15 with 185/70VR tires; M485 pressure cast wheels
Production Changes except in the United States; 911 logo on passenger-side dash 5.5Jx15 with 165HR tires; M976 chromed wheels with crest
August 1971 (Start of E-program) deleted; leather-look finish on middle dash replaces previous 5.5Jx15 with 165HR tires; M470 comfort kit; M429 foglight,
Oil filler flap now just behind right-hand door; S gets front basketweave; inertia reel seat belts and buzzers on U.S. models; white Halogen H3, under bumper; M430 foglight, yellow
spoiler lip, optional on E and T; black engine lid grille with 2.4 larger rectangular external driver’s mirror; doorsill kick plates Halogen H3, under bumper; M433 foglight, white Halogen
logo on right-hand side; lettering on engine lid changed from standard on S, optional on E and T; E interior now based on T H3, above bumper; M434 foglight, yellow Halogen H3, above
gold anodized to dark metalized gray; seat metalwork now rather than S; front over-riders now optional; one lamp only for bumper; M432 spot light, white Halogen H3, above bumper;
black crinkle finish instead of chromed; H4 headlamp standard luggage compartment; rear suspension struts aligned vertically M571 foglight, rear; M425 rear window wiper; M650 electric

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 Porsche 911
sunroof (coupe only, including RS); M258 seat head restraints,
Production Data left and right; M409 sports seats, left and right; M410 sports
seat, driver only; M419 automatic seat belts, left and right;
Model Model Power Torque Compression Weight Number M549 three-point seat belts, left and right. Other options not
year (bhp DIN@rpm) (Nm@rpm) ratio (kg) built numbered: separately listed radios; special paints and fabrics;
leather upholstery; leather seats; custom interiors; leather
1972 911T 130@5,600 196@4,000 7.5:1 1,050 1,963 steering wheel on the T; five-speed gearbox; Sportomatic;
911T Targa 130@5,600 196@4,000 7.5:1 1,100 1,523 limited slip differential; electric window lifters; air conditioning;
911T U.S. 140@5,600 200@4,000 7.5:1 1,050 2,931 85-liter fuel tank with space-saver tire; S spoiler for T and E
911T U.S. Targa 140@5,600 200@4,000 7.5:1 1,100 1,821 (1973 only, standard in some markets).
911E 165@6,200 206@4,500 8.0:1 1,050 1,124
911 E Targa 165@6,200 206@4,500 8.0:1 1,100 861
911S 190@6,500 216@5,200 8.5:1 1,050 1,750 Color Schemes
911S Targa 190@6,500 216@5,200 8.5:1 1,100 989 1972 (chart dated July 1971)
Standard body colors
1973 911T 130@5,600 196@4,000 7.5:1 1,050 1,875
Tangerine (018), Bahia Red (022), Aubergine (025), Signal
911T Targa 130@5,600 196@4,000 7.5:1 1,100 1,541
Yellow (114), Light Yellow (117), Light Ivory (131), Emerald
911T U.S. 140@5,600 200@4,000 7.5:1 1,050 1,252
Green (225), Albert Blue (325), Sepia Brown (415).
911T U.S. Targa 140@5,600 200@4,000 7.5:1 1,100 751
Special order body colors
911T U.S.1 140@5,700 201@4,000 8.0:1 1,050 1,944
Gulf Orange (019), Rose Red (024), Signal Orange (116), Ivory
911T Targa U.S.1 140@5,700 201@4000 8.0:1 1,100 1,302
(132), Irish Green (213), Leaf Green (218), Lime Green (226),
911 E 165@6,200 206@4,500 8.0:1 1,050 1,366
Jade Green (227), Glacier Blue (326), Gulf Blue (328), Oxford Blue
911 E Targa 165@6,200 206@4,500 8.0:1 1,100 1,055
(329), Royal Purple (341), Olive (414), Beige Gray (622), Black
911S 190@6,500 216@5,200 8.5:1 1,050 1,430
(700), Gold Metallic (133), Metallic Green (224), Metallic Blue
911S Targa 190@6,500 216@5,200 8.5:1 1,100 925
(324), Gemini (blue/gray) Metallic (330), Si1ver Metallic (925).
911 RS Carrera 210@6,300 255@5,100 8.5:1 975 1,580
Fabrics
Numbered note Standard trim: leatherette (999.551.001.40) in brown (406), tan
1. U.S. 911T with new fuel injection (Bosch K-Jetronic, Continuous Injection System) from January 1973. (502), red (003), blue (301), or black (708). Option at extra cost:
leather (999.551.071.40) in brown (404), tan (503), or black
(700). No-cost option on seats: corduroy fabric (999.551.032.40)
Identification in brown (400), tan (500), or black (700); dog-tooth check
fabric (000.551.531.00) in brown, white, and black (430) or
Model year Model Engine Gearbox Chassis numbers Engine numbers black and white (730); tartan Madras fabric (999.551.031.40)
E-program in reds (43), blues (41), or browns (42), optional with matching
1972 911T 911/57 915/12 9112500001–9112501963 6520001–6523284 leather (or leatherette) and carpet. Seat fabric combinations:
911T Targa 911/57 915/12 9112510001–9112511523 6520001–6523284 brown leatherette (406), tan leatherette (502), or black (708);
911T Sporto 911/67 905/21 9112510001–9112511523 6529001–6529224 leatherette or leather and cord in brown (487), tan (578), or
911T U.S. 911/51 915/12 9112100001–9112102931 6120001–6124478 black (779); leatherette and dogtooth check in brown (486),
911T U.S. Targa 911/51 915/12 9112110001–9112111821 6120001–6124478 tan (577), or black (778); leatherette and Madras tartan in reds
911T U.S. Sporto 911/61 925/00 9112110001–9112111821 6129001–6129293 (079), blues (374), or browns (488).
911 E 911/52 915/12 9112200001–9112201124 6220001–6221765 Carpets
911 E Targa 911/52 915/12 9112210001–9112210861 6220001–6221765 Pile carpet (000.551.570.00) in dark gray (401) or black (700);
911 E Sporto 911/62 925/00 9112210001–9112210861 6229001–6229248 needle loom carpet (front compartment) in brown (401) or
911S 911/53 915/12 9112300001–9112301750 6320001–6322586 black (700); nylon velour carpet (999.551.052.40) in maroon
911S Targa 911/53 915/12 9112310001–9112310989 6320001–6322586 (001), blue/green (301), or dark tan (402).
911S Sporto 911/63 925/01 9112310001–9112310989 6329001–6329147
1973 (charts 1000.14 and 1001.14)
F-program Standard body colors
1973 911T 911/57 915/12 9113500001–9113501875 6530001–6533239 Bahia Red (022), Emerald (Viper) Green (225), Sepia Brown
911T Targa 911/57 915/12 9113510001–9113511541 6530001–6533239 (415), Light Ivory (131), Aubergine (025), Light Yellow (117),
911T Sporto 911/67 905/21 9113510001–9113511541 6539001–6539197 Tangerine (018), Signal Yellow (114).
911T U.S. 911/51 915/12 9113100001–9113101252 6130001–6131926 Special order body colors
911T U.S. Targa 911/51 915/12 9113110001–9113110781 6130001–6131926 Gulf Orange (019), Rose Red (024), Signal Orange (116), Ivory
911T U.S. Sporto 911/61 925/00 9113110001–9113110781 6139001–6139149 (132), Irish Green (213), Leaf Green (218), Lime Green (226),
911T U.S.1 911/91 915/12 9113101501–9113103444 6133001–6136092 Jade Green (227), Glacier Blue (326), Gulf Blue (328), Oxford
911T U.S. Targa1 911/91 915/12 9113110001–9113112302 6133001–6136092 Blue (329), Royal Purple (341), Olive (414), Beige Gray (622),
911T U.S. Sporto1 911/96 925/00 9113110001–9113112302 6139301–6139502 Black (700), Gold Metallic (144), Metallic Green (230), Metallic
911 E 911/52 915/12 9113200001–9113201366 6230001–6232125 Blue (334), Gemini (blue/gray) Metallic (335), Silver Metallic
911 E Targa 911/52 915/12 9113210001–9113211055 6230001–6232125 (936). Note: RS Carrera body colors included alternative special
911 E Sporto 911/62 925/00 9113210001–9113211055 6239001–6239319 order colors (e.g., Grand Prix White).
911S 911/53 915/12 9113300001–9113301430 6330001–6332231 Fabrics
911S Targa 911/53 915/12 9113310001–9113310925 6330001–6332231 Generally same as 1972. Leatherette (standard) in black, brown,
911S Sporto 911/63 925/01 9113310001–9113310925 6339001–6339136 or beige; leather optional at extra cost; seats were leatherette
911 RS Carrera 911/83 915/08 9113600011–9113601590 6630001–6631549 in black, brown, or beige with inlays in corduroy or dog-tooth
General notes check (black/white or black/brown/white).
Gearboxes The four-speed 915 was given the designation 915/12 and the five-speed version was 915/02. The four-speed Sportomatic was Carpets
now designated 925/21 for Europe and 925/00 for the United States and the Rest of the World, but the 911S Sportomatic was 925/01. The T had special nylon; the E and S had velour pile in black
or brown.
Numbered note Note
1. U.S. 911T with new fuel injection (Bosch K-Jetronic, Continuous Injection System) from January 1973. Custom external colors and interiors were available to special
order.

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 Chapter 4

The 2.7-Liter 911

(1974–1977)

Joe Hartman’s superb 1974 2.8 Carrera illustrates the changing shape of the 911 in the 1970s. The new bumpers and revised side trims gave the car a
lower look.

The first major fuel crisis hit the world in 1973. The effect
on Porsche sales was dramatic, with volumes falling some Evolution Outline
25 percent. Fuel was no longer cheap, and customers were August 1973: The 911 (150-brake horsepower), 911S (175-brake horsepower), and 911 Carrera (210-
looking for more efficient use of this now-valuable com- brake horsepower) replace previous T, E, S, and RS models; new cars all have 2.7-liter engines and
impact-absorbing bumpers; side window demist vents on dash; start of models with significant
modity. It was not acceptable that a hard-driven 911S would emissions control devices for American and certain other markets (with even tighter specifications
only cover 12 or 15 miles to the imperial gallon. What was for California).
August 1974: New whaletail spoiler is introduced for the U.S. Carreras.
suddenly a difficult time for Porsche was compounded by August 1975: The Carrera 3.0 is introduced in non-U.S. markets; all models receive hot-dip zinc
two other external influences, both initiated in the United galvanizing over whole bodyshell; Sportomatic goes from four speeds to three; electric external
door mirror is introduced, along with the Silver Anniversary model.
States, that would also force changes to the 911. August 1976: Central face level vents in the dash are introduced.
In a series of new laws that aimed to institutionalize the August 1977: Dilavar cylinder head studs are used, and the Targas get a black roll-over hoop.
motor car into a more environmentally friendly armored

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 Porsche 911
vehicle, the U.S. federal government,
and in particular the state of California,
gave notice of a significant tightening-
up of exhaust emissions and crash
resistance. It seemed to outsiders that
American legislators wanted to wipe
out the sports car completely.
The two-year cycle of 911 upgrades
was now well-known in the industry,
and many observers suggested that in
fact the 911, now 10 years old, would
be replaced by a new model in 1974.
There were rumors of a new four-seater
project (the 928), so the observers had
some credibility. But there was never
really any doubt within Porsche about
the continuation of the 911. Certainly
it would have to grow up and become
a bit more serious and maybe more
concerned with the world around it,
The ducktail rear spoiler was offered as an but there was life in the old dog yet. The new Research and Development Center
option in most markets for 1974. It was banned at Weissach, west of Stuttgart, had recently opened, and in this new environment
in Germany, however, because the authorities the engineers and stylists would have to innovate their way out of the problems.
judged that there was too great a risk of Exciting new 911 types appeared in racing in 1974, like the 3.0-liter RSR for
pedestrian injury from its hard edges. customers and the 2.8-liter Turbo Carrera—a 911 like no other. These were cars
that would point the way to new chapters in the history of Porsche in racing and
of the 911. The production 911 was on the verge of a new lease of life and would
find a new maturity in the changed economic climate of the 1970s.
The 1973 model 911T for the United States had been the first Porsche to use
the cleaner-running Bosch K-Jetronic injection, and this ingenious and effective
system appeared on the new 2.7-liter 911 and 911S lines in 1974. Extra engine
capacity combined with more fuel-efficient injection to give the 911 more flex-
ibility, with better power delivery at low revs. This allowed the 911 to meet the
new American legislation for exhaust emissions.
The other change that had to be made for the 1974 models was the intro-
duction of energy-absorbing bumpers to improve low-speed crash resistance.
Other manufacturers, such as MG, had made beautiful cars look awful with the
addition of ugly black deformable bumpers, but the Porsche stylists (notably
Wolfgang Mobius) introduced impact bumpers, and by a clever mix of design
and function, actually managed to lift the image of the 911. The transformation
was complete. Sales steadied and then started to rise through the mid-1970s. The
new 911 had defied its critics.
In 1974, the model line changed from the familiar T/E/S format to a more
marketable 911, 911S, and 911 Carrera. It was, frankly, a cheapening of the
Carrera name to use it on the top-of-the-range production model. The models
sold to the United States became a little more complex, and this is explained
further in the Engine section (page 69).
The regular 911 was a better car than the previous T, its 150-brake horse-
power up 10-brake horsepower on the old fuel-injected version and 20-brake

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 The 2.7-Liter 911 (1974–1977)

horsepower on the carburetor type. The 1974 S gained 10-brake horsepower (to The late Tony Knapp’s 911 is a superb example
175-brake horsepower) over the previous year’s E model, against which it must of a European-specification 1975 2.7 Carrera.
be compared. Because it was fitted with the new fuel injection, the S engine had Note that this British car still has the round
a more flexible torque curve, peaking at 235 Nm at 4,000 rpm (compared with Durant external mirror, an item deleted in many
206 Nm at 4,500 rpm for the old 2.4E). You did not have to stir the gearbox so other markets in 1973 because the glass area
much, and on the world’s progressively more congested roads this made for a did not meet local regulations.
more manageable car. Fuel consumption did indeed reduce, and on the regular
911 more than 20 miles per gallon (8 kilometers per liter) was now possible. The Targa took on a new maturity with the
Refinement was further enhanced by 12,000-mile (or 20,000-kilometer) service elimination of chrome from its exterior. This
intervals, quite something for a high-performance sports car in the mid-1970s, 1975 German model is typical of many 911s in
as it is today. not having an external passenger door mirror.
The 1974 European Carrera shared the 210-brake horsepower of the previ- Oddly this feature was an extra-cost option
ous year’s RS, but there the comparison blurs. It should not be confused with until the late 1980s.
the 1973 RS and probably aligns more
with the 1973 911S model. The 1974
Carrera retained the mechanical fuel
injection, and the ducktail was an
option for those who had missed out
on the RS. The engine was identi-
cal to the RS’s unit, and this endowed
the 1974 Carrera with excellent per-
formance, certainly better than the
previous year’s S. The Carrera was
only available with full equipment, to
a similar specification to the end-of-
line RSs. The ducktail, however, had
run into controversy in its home mar-
ket concerning its safety and had been
outlawed there.

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 Porsche 911
The Carrera 3.0 revitalized
the image of the 911 in
Europe for the 1976 model
year. There were many
improvements that year, but
surely the most far-reaching
was the introduction of hot-
dipped zinc coating for the
entire bodyshell, a process
applied across the 911
range. This U.K.-specification
Sport version is owned by
Peter Hafield.

In the United States, however, the 1974 picture was not so good for those with
a thirst for power. The regular 911 delivered 150-brake horsepower, but the bad
news was that the Carrera shared the S’s 175-brake horsepower engine. In 1975,
the standard 911 was dropped altogether, and two versions of the S engine were
now required with different levels of emissions equipment. The first was termed
a “49-state” engine with 165-brake horsepower, while California’s ever-stricter
legislation resulted in its own 160-brake horsepower variant, complete with air
pump, thermal reactors, and exhaust gas recirculation. Both these engines were
detuned versions of the 175-brake horsepower engine in the 2.7 911S sold to the
This 1976 U.K.-specification 2.7 911 shows off rest of the world. The Californian engine did find another 5-brake horsepower to
the ATS cookie-cutter wheels that had first reach 165-brake horsepower in 1976, but the 2.7 Carrera model, unsurprisingly,
appeared on the 1973 911E. The electrically was deleted after 1975.
operated driver’s door mirror was new for the In 1974, the factory celebrated 25 years of the Porsche sports car. This
1976 model year. was marked with a special run of Silver Anniversary 911s, using the new 1975
model year 911 as a base. Each was painted in what was termed Diamond Silver
Metallic. The cars featured a special silver-and-black tweed interior and had a
numbered plaque attached to the passenger side of the dash. Another special was
sold in 1976 called the Signature 911S. This version was fitted with the Carrera’s
three-spoke steering wheel with an embossed Ferry Porsche signature. It had the
“black-look” and beige tweed upholstery and was painted in metallic platinum
with color-coded wheels. Porsche was getting the hang of profitable special edi-
tion models.
American enthusiasts, offered only the 911S alongside the new Turbo in
1976, had to look in envy at the new 911 model that was not available to them but
was on sale to the rest of the world. The Carrera 3.0, as it was known, replaced
By a superbly clever mix of design and function, the 2.7 Carrera and received what was effectively a 930 engine without the turbo-
Porsche’s stylists turned a potentially disfiguring charger, with an output of 200-brake horsepower. Given that the 2.7 engine was
legal requirement for energy-absorbing recognized as being at the end of a long development cycle, the adoption of the
bumpers into an image-enhancing feature. large redesigned turbo engine was a smart move.
Just visible here is the flexible lip extension to The 911 was moving toward a new type of buyer, one who did not look for
the new front spoiler, an important detail that the last fraction of performance but who demanded comfort, smoothness, and
improved the aerodynamic balance of the car easier driving. By 1977, the transition of the 911 into a thoroughly refined auto-
when the rear ducktail was fitted. mobile was nearly complete.

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 The 2.7-Liter 911 (1974–1977)
Bodyshell
The 1974 model year cars were termed the G-program models and were instantly
recognizable by their new bumpers.
The bumpers were designed to absorb impacts up to 5 miles per hour and
then recover their original position. Unlike other manufacturers’ efforts, the
Porsche bumpers absorbed impacts by moving backward in their entirety (rather
than deforming) up to a maximum of 50 millimeters, either against collapsible
steel tubes (Europe) or hydraulic shock absorbers (United States). The hydrau-
lic rams resulted in the American cars having bumpers that projected farther The new bumpers were neat one-piece
than their European counterparts, although hydraulic rams could be fitted as an aluminum extrusions front and rear. The rear
option to a car destined for any market. aspect of the 911 was further changed by the
The new bumpers required changes to the front and rear wings and the addition of a full-width reflector strip between
front bonnet (hood) to accommodate the higher bumper line. The potential the light clusters. Possibly too flashy on some
movement meant that between bumper and body was a gap, which was filled cars, it worked well on the 911. The Carrera logo
by flexible concertina-type bellows that were integrated into the body shape had always been reserved for limited-edition
with an additional side panel at the front and a shaped lower panel at the rear. high-performance models.
At the back of the car, the central panel over the silencer disappeared (it did
anyway after a few years, thanks to rust!) and was replaced with a one-piece
wraparound bumper formed from a complex aluminum extrusion. Two large
flexible over-riders carried the number plate lights, and the gap between engine
lid and bumper line was filled by a reflective band, a much-copied Porsche
styling innovation. As a footnote to the introduction of the new bumpers, the
overall dry weight only increased by 25 kilograms, demonstrating some careful
design work.
The side sills were extended so that the jacking points came through the
panel rather than being sited below them. Some road testers felt that the slightly
increased length of the 911, with its new bumpers, improved the response to side Keeping the 911 stable at speed had become
winds. On Targas, the fold-away roof was replaced by a fixed panel, which could a priority in the early 1970s. Following the
be stowed in the front luggage compartment. The folding roof now became an introduction of the ducktail, this whaletail
option for cars with air conditioning. The 1973 RS could not be ordered in Targa arrived in 1975 to satisfy German legal
form, but the 1974 Carrera could—and came in the black-look. Standard Targas requirements. This was a production version of
would not be delivered in standard form in the black-look until the 1977 model the rear spoiler first seen on the 3-liter Carrera RS.
year, although it was an option from 1976.
The H-program cars (1975 model year) had extra sound insulation as an
added refinement, but otherwise there were no changes.
The I-program cars (1976 model year) brought one of the most far-reaching
improvements to the 911 line with the introduction of Thyssen zinc-coated steel.
A hot dip process was applied to both sides of the steel and was used for all
chassis and bodywork parts. This was a significant improvement on the previ-
ous level of zinc-coating, applied to the underside only of cars after August 1970,
and new cars were immediately offered in most markets with a six-year anti-
corrosion warranty. It was the final effort in the continuing battle against rust,
which unfortunately could affect the earlier models quite badly, sometimes after The wipers on the 911 had changed for 1968 so
only two or three years in a poor winter climate. It also ensured that in later years that they always parked in front of the driver,
those enthusiasts who could not afford the new cars would be able to buy near whether the car was left-hand or right-hand
showroom condition models, even when five or more years old. It was an astute drive. Since then, the 911 designers have not
business move by the factory because it underwrote a good resale price for their been able to change the wiper arrangement
customers and contributed much to the “hewn from stone” image of quality that significantly through the entire life of the model
the 911 was gaining. because of the cost of retooling.

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 Porsche 911
Body Trim and Fittings
A neoprene rubbing strip on the impact
bumpers allowed touch parking with-
out risk of damage to paintwork. At
the front, the sidelights and indica-
tors were integrated into the bumper.
Fitted to the top of the front bumper
were optional (but standard in some
The design of the impact bumpers allowed The 1974 model year saw the introduction markets) high-pressure headlamp
them to move backward in a low-speed of high-pressure headlamp washers as washers. These were fed from an 8.5-
collision. Movement was resisted either by two an option in most markets (and standard liter reservoir mounted in the wing
shock absorber units or collapsible tubes fitted in some). The new Carrera 3.0 had them behind the left-hand headlight. This
between the bumper and the front part of the as standard, as well as color-coded was to meet a new Swedish law, but
wing inner walls. The external bellows at the headlamp surrounds. Porsche adopted the washers across
sides of the bumpers were a tidy method of the product range. The front spoiler
accommodating this potential for movement. was not so pronounced as on earlier models. It was the elegant integration
of all these features that made the change to the impact bumpers so visually
successful on the 911.
Black trim had been used earlier for details like wipers (from the 1968
models), badging (from the first 2.4 models), and the horn grilles (from the
1973 models); but on the 1974 Carrera the fashion could be extended to all
brightwork, including the window trim and door handles. When a car was
finished in this way, no chrome was visible on the exterior.
The ducktail rear spoiler was only available as an option outside Germany
(where it was criticized by the authorities for being dangerous to pedestrians
The fuel filler flap has hardly changed in the event of an accident), but 1975 saw a so-called safer rear spoiler emerge
throughout the life of the 911. The canvas flap in the form of the whaletail that could be specified for the Carrera. To balance
shields the paintwork from drips, while the the increased aerodynamic forces of the larger rear spoilers, a mandatory
washer bottle filler is to the left. elastomer “chin” extension was now specified for the front spoiler. The
whaletail was formed mainly from flexible elastomer and addressed the earlier
arguments against the ducktail in Germany. The whaletail was derived from
the spoiler first seen in 1973 on the 3-liter RSR and then on the new production
930 Turbo model. Unlike the ducktail, the whaletail could be specified in con-
junction with a rear wiper. Other details to distinguish these 1975 Carreras
from the 1974 models were color-coded headlamp surrounds, new wheel arch
protection moldings, and anti-stone chip steel under-doorsill covers.
The badges on the engine lid changed to a simple “911” for the base
model, with a chromed “2.7” on the right-hand side of the grille. There was
no “Porsche” script at the lower edge of the lid, this being embossed in red
on the full-width reflector strip that bridged the gap between the lid and the
rear bumper.
The 1976 model year saw the debut of another Porsche feature that would
Large exterior mirrors were introduced in 1976. become an old friend to enthusiasts: the “elephant’s ear” door mirror. This
The body of the mirror was color-coded, unit was electrically adjusted and heated and was sprayed in the body color.
while the mirror itself was electrically adjustable The way it protruded brought a new thrill to driving past oncoming traffic in
and heated. narrow country lanes.
In 1976, the new European Carrera 3.0 could be distinguished from the
other models by the black look introduced for the 1974 Carreras and wider
flares for the rear wheels.

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 The 2.7-Liter 911 (1974–1977)
There were new seats
for 1974, featuring
more thigh support
and integral head
restraints. Although
rear passengers
found it more difficult
to see ahead, getting
in the back was
easier because the
releases on the seat
backs were more
accessible. When air
conditioning was
fitted, as here, the
outlets ran across
the lower dash area,
integrating well
with the existing
design but reducing
knee room.

Interior Trim
A glance at this chapter’s Color Schemes section (page 76) shows the incredible
selection of interiors available to 911 buyers. Exclusivity has always been a major
selling feature of Porsche, and customers could choose from a wide range of
materials and colors, within the bounds of the model. Alternatively, they could
decide to use their own fabrics and colors and create a completely customized
interior. This area of special orders would grow for Porsche as more customers
sought to make unique statements about their lifestyles.
New seats with better lateral and thigh support, achieved by lengthening The door trim on the 1974 models received
the front of the seats, were found on the 2.7s. These had integral head restraints another revision. The rear compartment was
in the seat backs. Repa inertia reel seat belts were now standard in all markets. now deeper and had a conventionally hinged
Opening rear quarter windows were standard on the Carrera but optional on top lid to replace the elastic bungee sprung
the 911 and S. Carpets were now all velour pile, with the earlier—and cheaper— “clamshell” of the previous design.
“special” nylons of the 911T being discontinued. The door trim was redesigned
to provide a more accessible storage bin, with a lid that opened from the top and
doubled as an armrest.
The heater had always been an area for criticism on the 911 because deriv-
ing warmth from the exhaust heat was not easy. The design of the heating system
had basically changed little since the car’s launch 10 years before. Heat exchang-
ers wrapped around the exhaust manifolds on each side of the engine, fresh air
was warmed by passing it over the hot exhaust pipes contained within these heat The door trim changed again in 1976, in
exchangers, and the amount of warmed air admitted to the cabin was controlled response to the growing problem of car theft.
by a single lever next to the handbrake. This lever opened or closed butterfly Instead of the mushroom-shaped lock pull
valves mounted just downstream of each heat exchanger. If no heat was required (which a thief could easily “hook” open) at the
in the cabin, then the butterfly valves exhausted the warmed air to the atmo- top of the door trim, this knob had to be turned
sphere. If the valves were closed, then all the warmed air was ducted through to lock or unlock the car from the inside.

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 Porsche 911
the sills and into the cabin. In theory,
heat control was performed by mix-
ing this warm air with fresh cool air
from the inlet ahead of the windshield,
but the reality was that the supply of
warmed air was fairly unpredictable.
If the engine ran fast you had a lot of
heat, but around town with a slow-
running engine, heat tended to come
in bursts. It would be a while before
911s had heating and ventilation that
was effective, but the engineers were
working on it.
For 1974, side window demisting
vents were fitted into each end of the
dash—at last the side windows could
be demisted on wet days! Then, in
The 1974 Carrera retained the 380-millimeter 1975, an additional electrical fan boosted the heater output (but not on European
steering wheel of the RS. The new side vent in Carreras because of their mechanical fuel injection) at low engine speeds, and
the lower dash greatly improved side window there were left and right side heat controls. The interior sound insulation was
demisting. The redline on the rev counter starts improved, too, but a new option (standard on the new 3-liter Carrera and Turbo)
at 6,300 rpm and shows that this model was no offered in 1976 went a long way toward providing regulated hands-off control of
RS. The latter was redlined at 7,200 rpm. the interior heat. A thermostat was fitted into the heat exchanger and another
into the cabin between the sun visors, and there was a third manual selector
switch. Between the seats a control unit monitored the inputs from these three
sensors and drove a servo motor remotely attached to the butterfly mechanism
on the exchangers. It was a complex system and over the years it proved to be
fragile, but it was a significant improvement for new car buyers. In some markets
this automatic system was termed “dial-a-heat.”
Not until the 1977 model year did the occupants finally have the luxury of
face-level ventilation, with the introduction of two adjustable vents in the middle
of the dash. These also doubled as air conditioning outlets when this was fitted.
A new option for 1976, and standard on the Improved door locks for 1976 reflected growing concern about theft. This
3-liter Carrera, was automatic regulation of was followed in 1977 by an arrangement that allowed the interior pushbuttons
cabin temperature. A controller was fitted to disappear into the top of the doors when they were locked. A recessed knob
between the seats and monitored inputs in the door trim was turned to raise the button and unlock the door. At the same
from sensors. The controller drove a servo time the opening quarter windows on the Targa were deleted altogether. They
motor that opened or closed butterfly valves were largely redundant now that there was adequate face-level ventilation inside
on the heat exchangers. the cabin.
The 1977 models were more lavishly trimmed than ever, with improved car-
peting and rear bulkhead sound insulation, together with a new pinstripe fabric
for the Carrera 3.0. The doors now had their lower edge carpeted and sported a
smart slanted pleat pattern.

Dashboard and Instruments

A new 400-millimeter (15.6-inch) steering wheel was to be found on the 911
and 911S. Derived from the horizontal X pattern of previous models, the new
wheel obscured the lower dash in front of the driver completely because most
of the X was filled with padding. It was said the new wheel would be the basis

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 The 2.7-Liter 911 (1974–1977)
for a future air-bag system. The Carrera, however, used a
380-millimeter (14.8-inch) three-spoke design with a thick
leather-trimmed rim.
The main instruments were changed slightly, using
new colors and regrouped warning lights. The most obvi-
ous change was the elimination of the central chromed disc
on each of the instruments. A new electronic rev counter
and a quartz clock were fitted. Chrome was eliminated from
the dash and the doors generally, while new soft knobs had
clear symbols indicating their function.
The 1976 model year saw the introduction of the first
cruise control for a Porsche, termed “Tempostat” in Europe
and Automatic Speed Control in the United States. In 1977,
the heater controls on the dash were revised so that there
were individual controls for fan and heater delivery.

Luggage Compartment
G-program cars used a new steel 80-liter (17.60 Imperial
gallons, 21.14 U.S. gallons) fuel tank, complete with a recess
for the Goodrich Space-Saver tire. On European cars this
was pumped up from a storage bottle; whereas, a small
electric compressor did the job more effectively in the
United States.
The new fixed-panel Targa top would not fit into the
front luggage area on 1974 cars when air conditioning was
specified, so in this case the old folding top had to be used.
The 8.5-liter (1.87 Imperial gallons, 2.25 U.S. gallons) water The 1974 cars had a new 80-liter fuel tank (top) with a spare wheel recess
reservoir for the headlamp and windshield washer system reshaped for a Goodrich Space-Saver tire. With the introduction or impact
was sited ahead of the left front wheel inside the luggage bumpers, the chassis plate moved to the right-hand wall or the luggage
compartment. The system was replenished from a supple- compartment, adjacent to the spare wheel. The two batteries of the
mentary filler neck next to the fuel filler. previous models (above) were replaced by a single unit for 1974. The 66Ah
battery was now charged by a 770-watt alternator. In front of the Space-
Engine Saver spare wheel can be seen the air compressor, used for inflating the tire.
By now there were significant differences between U.S.
engines and those available to the rest of the world. Before we get into this, the
engine type numbers given here refer only to manual transmission versions:
Sportomatics would have a different number (see page 75).
For 1974, the standard Rest-of-the-World range was the 2.7-liter 911 (engine
type 911/92), 911S (engine type 911/93), and Carrera (engine type 911/83, still
with mechanical injection). In the United States the model offering shared the
same titles, but the 911/93 engine was found in 175-brake horsepower form
(with retarded cams) in both the S and the Carrera. The 1974 2.7-liter engines
entered production with the Nikasil barrels that had been used on the Carrera
RS, but these were soon changed to a new material called Alusil. This new alloy
of aluminum and silicon was formed as a die-casting and used no cylinder liner.
The piston skirts were plated with cast iron to prevent pick-up between the pis-
ton and the bore. The use of aluminum improved heat transfer away from the
cylinders as well as enabling the larger 90-millimeter (3.5-inch) bore, without a
liner, required for the 2,687cc (163.9-cubic inch) engine.

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 Porsche 911

While European 1974 Carreras used the engine During 1974, work progressed on improving the exhaust system in response
from the previous year’s RS, U.S. models to the higher temperatures that were now being generated, partly as a result of the
adopted that market’s S engine and Bosch lower exhaust emissions. It is worth mentioning, too, that noise was becoming an
K-Jetronic injection. With just issue, especially in Switzerland. Until then, European 911s had used an efficient
175-brake horsepower, the U.S. Carreras were three-into-one manifold system sheathed by the heat-exchanger jacket. A new
at a significant power disadvantage against the system was developed that used an aluminum coating on the heat exchangers and
210-brake horsepower Carreras offered in most a double stainless steel skin design for the silencer. The new system, which was fur-
other markets. ther developed in 1975, was quieter, but some power was again lost in the process
of making the 911 a more refined sports car. The oil tank was now also made from
stainless-steel and was enlarged, permitting an increase from the previous 6,000-
mile (10,000-kilometer) service intervals to 12,000 miles (20,000 kilometers).
The 1975 model offering in the United States was driven by ever stricter
exhaust emissions policy. Only the 2.7-liter S engine (911/43) was used, with
K-Jetronic injection and an air pump (injecting clean air downstream of the
exhaust valves) for what were termed the “49-state” cars. For California, where
the exhaust laws were even more difficult to meet, separate models were offered
with engine type 911/44. These had the unloved thermal reactors and exhaust
gas recirculation. The California 911S managed just 160-brake horsepower at a
time when the 911S in Europe delivered 175-brake horsepower, which itself was
nothing to write home about. The 1975 models used 6-millimeter-thick sound
absorbing material on the lower (exhaust) valve covers in an effort to reduce exte-
rior noise levels. That year also saw an updated, but not fundamentally changed,
chain tensioner—a small step forward in improving the reliability of this suspect

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 The 2.7-Liter 911 (1974–1977)
item—that was accompanied by new harder wearing but
noisier chain guide ramps in brown plastic.
In Europe, things started to happen in autumn 1975
with the introduction of the new 3-liter Carrera, which
replaced the 2.7 Carrera. The S was also dropped for
the 1976 model year. The new 3-liter engine, type 930/02,
was derived from the Turbo unit. It used the same
95-millimeter (3.70-inch) bore and 70.4-millimeter (2.75-
inch) stroke as the Turbo, but the compression ratio was
increased to 8.5:1 by using higher domed pistons. Valve
size was unchanged at 49 millimeters (1.91 inches) for the
inlets and 41.5 millimeters (1.62 inches) for the exhausts.
These sizes would remain the same for all later 930-based
engines (SC, Turbo, and the later 3.2 Carreras to 1989). The The 1974–75 European Carreras still used the 911/83 engine from the
Carrera 3.0 used the aluminum die-cast crankcase, Nikasil RS. Combined with the same overall weight, these cars were almost
cylinders, and Bosch K-Jetronic injection from the 930. The as desirable as the preceding limited edition. This car is fitted with air
output for the 930/02 was 200-brake horsepower at 6,000 conditioning. The compressor is on the right, driven from the crankshaft
rpm on 91 RON fuel. pulley, and the condenser is mounted on the engine lid.
In markets where it was available, the 911 Lux adopted
the old S engine (911/81) and went from 150-brake horse-
power to 165-brake horsepower for the 1976 model year.
It used the four journal camshaft housings from the 930
engine. Most noticeable on the 1976 cars was the five-blade
cooling fan, which had the same 245-millimeter (9.6-inch)
diameter as the earlier 11-blade unit but ran at a higher
speed (1.8:1 instead of 1.3:1) to improve alternator output.
Inside the engine, the oil pump was revised to improve oil
circulation in the hotter-running engines.
In the United States, the range for the 1976 model
year was simpler, but the engines were not. There were still
separate engines for “49-state” cars and for California, but
things were simplified for the factory in 1977 when all cars
destined for the United States could at least use the same
emissions equipment air pump, twin thermal reactors, and
exhaust gas recirculation. These 2.7-liter 911s were also sold
to Canada and Japan. That year also, the K-Jetronic was
improved with more stainless-steel components and finer
fuel filters, and a return circuit was provided around the fuel The 3-liter Carrera’s engine was derived from the Turbo’s, its designation
accumulator to cope with higher fuel delivery pressure. changing from 911 to 930. The faster-running five-blade cooling fan is the
most obvious distinguishing feature of these cars.
Transmission
The fact that the 2.7-liter engines were more flexible and produced their torque
at lower revolutions allowed longer ratios to be used in both the 1974 and 1975
models, as the improvements were introduced. In America, four speeds were the
standard offering on the 915 gearbox across the range, with the fifth speed being
an option. On manual cars, except the European Carrera, the clutch pedal was
30 percent lighter to operate owing to a new center plate, cable, and throw-out
mechanism. The S had new ratios in the gearbox and the crown wheel and pinion
to maximize the benefits of its greater engine torque.

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 Porsche 911
In 1977, the 915 gearbox was improved by machining first gear to prevent
accidental engagement at speed, an alarming possibility. The first and second gear
arm of the H pattern was fitted with detents for the same reason.
As torque levels rose, the Sportomatic transmission reached the limit of its
torque capacity for a second time, so it had to be uprated in 1976. This time it was
reduced to three speeds and became the 925/09 unit. It was said at the time that
three speeds were sufficient for the broader torque curve of the new 2.7 engines,
but the Sportomatic’s popularity declined even further, despite it now being a
no-cost option.
The 1976 Carrera 3.0 used the same 915 gearbox as specified for that year’s
2.7 911 and American S.

Electrical Equipment and Lighting

Because of the location of the new bumpers, a single 66-amp/hour battery
replaced the twin batteries of previous models. This was located in the front left-
hand side of the luggage compartment, ahead of the front wheel. The alternator
changed to a 55A/770-watt unit. The new impact bumpers also meant revisions
to the sidelights, indicators, rear taillights, and number plate lights. Electric win-
dows were listed as a factory option, but several markets (including the U.K.)
specified them as standard.
In 1975, the alternator was upgraded to 70A/980 watts to handle the increas-
ing amount of electrical equipment, especially the new constant-running heater
system fan.

Suspension and Steering

On the 911 and 911S, a 16-millimeter front anti-roll bar was standard and made
to a simpler design than before; the Carrera front anti-roll bar was stiffer at 20
millimeters. When the Carrera’s 18-millimeter rear anti-roll bar was fitted as an
option to the 911 or 911S instead of the standard 16-millimeter item, the front
bar was also uprated to 20 millimeters on these more basic
models to maintain an understeering tendency. The Carrera
was fitted with Bilstein gas-filled shock absorbers all round.
The main change at the rear was the move to forged alu-
minum alloy semi-trailing arms. These new “bananas” were
3.5 kilograms (7.7 pounds) lighter than the original fabri-
cated steel items and were also considerably stiffer. At the
same time a stronger rear wheel bearing was incorporated
into the arm design.
In 1976, the standard 911 front struts were angled inward
slightly to improve camber adjustment. In 1977, the sheet
steel rear spring plates were made in two pieces, clamped
together by eccentric bolts to allow easier—but not easy!—
adjustment of the rear ride height. The new Carrera 3.0
suspension used the same anti-roll bar sizes as the outgoing
This underside view shows the forged semi-trailing arms (with 2.7 Carrera, but the torsion bar diameter increased to 19 mil-
embossed build date) that replaced the more flexible fabricated steel limeters at the front and 23 millimeters at the rear. Among
units in 1974. Other points of interest are the glimpse of the green the options available for the 3-liter Carrera (but standard in
Bilstein gas shock absorber, the fuel pump tucked away behind and the U.K.’s Sport package) were Bilstein shock absorbers to
above it, and the delicate mounting for the anti-roll bar. give a firmer ride.

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 The 2.7-Liter 911 (1974–1977)
Brakes
There were no significant changes to the brakes for the 1974 or 1975
model years, except that the pedal was made slightly longer to reduce
effort. The standard 911 and 911S used the M-type caliper front and
rear (of a 52.5-square centimeter swept area); whereas, the Carrera
used S-type aluminum calipers on the front (of a 78-square centime-
ter swept area). In 1976, the standard 911 received cast-iron A-type
calipers (also of a 78-square centimeter swept area). The A-type cali-
per, derived from the earlier S-type, was stronger and narrower in
section than the previous M-type and earned its designation because
it had been developed under contract for Alfa Romeo.
The 1977 model year saw the introduction of a brake servo on
the Sportomatic 911. This was a major improvement in drivability By 1975, the Fuchs forged-alloy wheel had become the required
and made the car more attractive to those who were not endowed fitting. From the early narrow examples, changes had centered
like Tarzan, but much of the feel provided by the original heavy pedal on increasing the wheel width and improving the finish of the
was lost. rim. The RS had introduced different front/rear wheel sizes, and
this practice was carried over to the later 2.7 Carreras. This is a
Wheels and Tires rear 7Jx15 wheel with a nonstandard 225/50 tire.
For 1974 in the United States, the standard wheels for the 911 were
still in steel, size 5.5Jx15 with 165/70HR tires. For most other markets the cast-
alloy ATS cookie-cutter wheels were specified. The S used the 6Jx15 ATS wheels
with 185/70VR tires while the Carrera sported the now-classic Fuchs five-
spoke alloy wheels of 6Jx15 at the front (with 185/70VR tires) and 7Jx15 (with
215/60VR tires) at the rear. The spare for all models (except the U.K.) was the
Goodrich Space-Saver. This was naturally much narrower than the tires on the
car. Its use was limited to low-speed “get-you-home-only” mode, and if the car
was full of luggage there was nowhere to put a dirty flat tire.
New bumper height rules in the United States prevented the use of 50-series
tires on the new 911s, although these were an option on the 1976 Carrera 3.0
in Europe. A 1977 option list defined a comfort pack for that year’s 911s. This
included softer Bilstein shock absorbers (Boges were standard) and 14-inch
Fuchs forged-alloy wheels with Uniroyal 185HR Rallye tires. Curiously, these
tires were not rated for speeds above 130 miles per hour, so the engine was gov-
erned to that maximum. In the United States the comfort pack came with cruise
control and electric windows.

Silver Anniversary Model

A total of 1,063 Silver Anniversary 911s were made in coupe and Targa form dur-
ing the 1975 model year to celebrate 25 years of Porsche sports car manufacture.
Production was split as follows: 154 Rest-of-the-World coupes, 150 Rest-of-the-
World Targas, 510 U.S. coupes, and 249 U.S. Targas. The anniversary models
were customized 911 and 911S models.
Grouped as the option M426, the following options enhanced the standard
car’s specification: two-stage heated rear window (M102), headlamp washers
(M288), Blaupunkt Bamberg radio (M422), electric antenna (M461), pressure-
cast 6-inch wheels (M458), 18mm rear anti-roll bar (M404), black-look trim
(M496), 380mm-diameter sports steering wheel (M565), and a five-speed gearbox
(M481). The cars were finished in a special diamond silver metallic paint finish.
Each car carried a “25 Jahre Fahren in seiner schonsten Form” plaque on the dash.

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 Porsche 911
for standard 911 and 911S, and cast (not forged) pistons (see
text for U.S. model differences); transition to Alusil barrels (from
Nikasil); new heat exchanger design; 13-liter engine oil capacity
(Sporto is 15-liter); valve overlap retarded relative to 1973 2.7
engine and port size on both models reduced; new silencer
to fit new bumper design, new heat exchanger design; larger
(stainless-steel) oil tank allows 12,000-mile service intervals
to be introduced; longer ratios (fourth, 0.926; fifth, 0.724)
in top two gears for 915 gearbox; new over-center mechanism
for clutch pedal; brake pedal lengthened from 232mm to
250mm to enable lighter action; one-piece front anti-roll
bar; towing eye welded to right-hand side wishbone mount;
standard 911 and 911S use cast-iron M-type front calipers;
15mm front/rear anti-roll bar on 911 and 911S, 20mm front
and 18mm rear on Carrera; forged-alloy semi-trailing arms at
rear (with larger wheel bearing); standard 911 and 911S use
ATS cookie cutter wheels.

August 1974 (Start of H-program)

Extra sound insulation; color-coded headlamp surrounds for
Carreras; new whaletail rear spoiler and front chin spoiler for U.S.
Carreras; additional electric fan for heating system with left- and
right-side heater control; noise insulation on engine cam covers;
alternator increased to 70A/980W; U.S. 49-state models receive
Comparison views of a 1975 2.7 Carrera with body trim in the normal chrome (above) and a 1977 exhaust air pump, California cars have this plus thermal reactors
and exhaust gas recirculation (EGR); in U.S. Carrera uses S
Carrera 3.0 Sport with the black-look and side decals (below). engine, but S gets tinted glass, five-speed gearbox, intermittent
front wipe and heated rear window as standard; steel wheels
deleted; high-pressure headlamp washers with 8.5-liter water
reservoir introduced for specific markets as an option.

August 1975 (Start of I-program)

In Europe, all models receive hot dipped zinc-coated steel for
all bodyshell parts; Carrera 3.0 introduced with 2,994cc Turbo-
based 930 engine (weight is 184kg); standard 911 uses previous
year’s S engine (155bhp) with larger capacity oil pump (weight
is 175kg, with magnesium crankcase); five-blade, faster
turning (1.8:1) cooling fan; K-Jetronic has automatic cold start
enrichment; lower valve covers changed to die-cast aluminum
(not magnesium), for better sealing; fuel pump moved to front
of car; Sportomatic gearbox drops from four speeds to three;
clutch cable strengthened and mounting improved; standard
911 (911 Lux in U.K.) gets larger (A-type) cast-iron calipers;
inward angle of front struts increased; cast front suspension
crossmember introduced (first seen on RS Carrera and Turbo in
1975); improved door locks; one-piece interior carpet; new door
trims; Targa has improved front three-quarter window locking;
driver’s door mirror now color-coded, electrically adjustable and
heated; more sound insulation; 80-liter fuel tank lead-lined.
Production Changes August 1976 (Start of J-program)
August 1973 (Start of G-program) Reduced section middle air deflectors fitted below cylinders for
Impact bumpers front and rear with integrated sidelights and improved cooling; Dilavar cylinder head studs introduced for
indicators, new fenders, new reflective strip under engine lower line on late model Carreras and 2.7 engines; higher flow
lid; “Porsche” logo moved from rear lid to reflector strip; side rate fuel pump and fine mesh fuel filters; upgraded K-Jetronic
sills extended; black-look trim for Carrera (with ducktail and components; supplementary air slide (controlled by a bi-metallic
lettering in the United States); Carrera available in coupe or spiral) on intake pipes for numbers 5 and 6 cylinders improves
Targa form; wide rubbing strips face bumpers front and rear hot starting; first/second gear arm of selector gate baulked on
with two large elastomer over-riders at rear (including num- 915 gearbox; booster spring to make clutch operation lighter;
ber plate lamps); new seats with integral head restraints, two-piece steel spring plates with ride height adjustment;
side window demist vents on dash, and inertia reel seat belts Targas get black-look roll-over hoop; central face-level fresh
standard in all markets; top entry storage bins in doors; new air/heater vents in top of dash; improved heater controls; carpet
400mm four-spoke steering wheel; chrome disc removed from on door storage boxes; Targa loses opening three-quarter win-
center of restyled instruments; restyled indicator stalk; electronic dows; door buttons disappeared into door as locked, opened
rev counter and quartz clock fitted; soft knobs on center dash; with knurled knob; 7-inch brake servo, auto heat control and
80-liter steel fuel tank (although some markets used the pressure headlamp wash standard on Carrera 3.0; new option
plastic version) and Goodrich Space-Saver tire; new hard Targa is Comfort kit, which includes 185HR14 tires on Fuchs wheels,
top (for cars without air conditioning) with third locating peg automatic speed governor (to 130mph) and softer gas dampers
on windshield; single 55Ah battery replaces previous twin (in United States this included Automatic Speed Control and
arrangement; batteries now charged by a 55A/770W alternator; electric windows); brake servo on Sportomatic models; center
engine size increased to 2,587cc with Bosch K-Jetronic injection console ahead of gear lever (M590).

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 The 2.7-Liter 911 (1974–1977)
Dimensions
Wheelbase Identification
2,271mm.
Track (front/rear) Model year Model Engine Gearbox Chassis numbers Engine numbers
911 and 911S, 1,360mm/1,342mm; Carrera, G-program
1,372mm/1,354mm. 1974 911 911/92 915/16 9114100001–9114104014 6140001–6146625
Length 911 Targa 911/92 915/16 9114110001–9114113110 6140001–6146625
4,291mm. 911 Sporto 911/97 925/02 9114110001–9114113110 6149001–6149517
Width 911S 911/93 915/16 9114300001–9114301359 6340001–6342804
911 and 911S, 1,610mm; Carrera and Carrera 3, 1,652mm. 911S Targa 911/93 915/16 9114310001–9114310898 6340001–6342804
911S Sporto 911/98 925/02 9114310001–9114310898 6349001–6349236
Options Carrera 911/83 915/16 9114600001–9114601036 6640001–6641456
Factory list dated August 1973 Carrera Targa 911/83 915/16 9114610001–9114610433 6640001–6641456
Metallic paint and custom colors to order; Sportomatic gearbox; Carrera U.S. 911/93 915/16 9114400001–9114400528 6340001–6342804
leather upholstery; M058 impact-absorbing dampers for Carrera U.S. Targa 911/93 915/16 9114410001–9114410246 6340001–6342804
bumpers; M060 additional heater; M197 88Ah battery; M093 Carrera RS 3.0 911/77 915/08 9114609001–9114609109 6640001–6640200
external manual passenger door mirror; M102 two-stage rear
window heater; M220 limited slip differential (80 percent); H-program
M261 external electric passenger door mirror; M288 high- 1975 911 911/41 915/48 9115100001–9115101238 6150001–6152007
pressure headlamp washers with 8.5-liter water reservoir; M402 911 Targa 911/41 915/48 9115110001–9115110998 6150001–6152007
Koni dampers; M404 rear anti-roll bar, 18mm; M405 protective 911 Sporto 911/46 925/04 9115110001–9115110998 6159001–6159252
lacquer finish, orange; M406 protective lacquer finish, green; 911S 911/42 915/45 9115300001–9115300385 6350001–6350567
M407/8 front seats raised 26mm left/right; M409 Sports Recaro 911S Targa 911/42 915/45 9115310001–9115310266 6350001–6350567
seats, both; M410 Sports Recaro seat, driver only; M412 front 911S Sporto 911/47 925/04 9115310001–9115310266 6359001–6359105
oil cooler; M414 oil pressure and oil level gauges (basic 911 911S U.S. 49 911/43 915/45 9115200001–9115202310 6450001–6452440
only); M416 leather steering wheel with raised hub; M417 911S U.S. 49 Targa 911/43 915/45 9115210001–9115211517 6450001–6452440
Porsche script on doors, orange; M419 Porsche script on doors, 911S U.S. 49 Sporto 911/48 925/04 9115210001–9115211517 6459001–6459135
green; M422 Blaupunkt Bamberg stereo; M425 rear window 911S Cal 911/44 915/45 9115210001–9115211517 6459001–6459135
wiper; M427 Carrera script on the doors, gold; M428 protective 911S Cal Targa 911/44 915/45 9115210001–9115211517 6459001–6459135
lacquer finish, gold; M429 foglight, H3 white, rectangular under 911S Cal Sporto 911/49 925/04 9115210001–9115211517 6459001–6459135
bumper; M430 foglight, H3 yellow, rectangular under bumper; Carrera 911/83 915/16 9115600001–9115600518 6650021–6650712
M432 protective lacquer finish, black; M436 Targa folding roof; Carrera Targa 911/83 915/16 9115610001–9115610197 6650021–6650712
M438 Porsche script on doors, gold; M439 Porsche script on Carrera U.S. 911/43 915/16 9115400001–9115400395 6450001–6452440
doors, black; M440 mechanical antenna (left) with speakers Carrera U.S. Sporto 911/48 925/04 9115400001–9115400395 6459001–6459135
and wiring; M441 electric antenna (right) with speakers and Carrera Cal 911/44 915/16 9115400001–9115400395 6450001–6452440
wiring; M443 tinted side front glass, heated windshield and rear Carrera Cal Sporto 911/49 925/04 9115400001–9115400395 6459001–6459135
window; M446 chrome trim (Carrera only); M449 Blaupunkt
Lubeck stereo; M450 light alloy wheels, black, 6Jx15 with I-program
185/70VR15 front tires and 7Jx15 with 215/60VR15 rear tires 1976 911 911/81 915/49 9116300001–9116301868 6360001–6363029
(Carrera only); M451 as M450 but in comet diamant metallic; 911 Targa 911/81 915/49 9116310001–9116311576 6360001–6363029
M452 Blaupunkt Frankfurt radio; M454 Blaupunkt Coburg radio; 911 Sporto 911/86 925/09 9116310001–9116311576 6369001–6369435
M458 6Jx15 light alloy wheels in silver green diamant finish 911S U.S. 49 911/82 915/44 9116200001–9116202079 6460001–6462305
with 185/70VR 15 tires; M459 as M458 but comet diamant 911S U.S. 49 Targa 911/82 915/44 9116210001–9116212175 6560001–6561837
metallic; M460 as M458 but gray-blue metallic; M461 electric 911S Cal 911/84 915/44 9116210001–9116212175 6560001–6561837
antenna (right) with wiring; M462 Carrera script on doors, black; 911S U.S. Sporto 911/89 925/12 9116210001–9116212175 6569001–6569160
M468 air compressor for spare wheel; M469 black headlining; Carrera 3.0 930/02 915/44 9116600001–9116601093 6660001–6661385
M474 Bilstein dampers; M477 6Jx15 light alloy wheels with Carrera 3.0 Targa 930/02 915/44 9116610001–9116610479 6660001–6661385
185/70VR 15 tires (standard on S); M477 6Jx15 front, 7Jx15 Carrera 3.0 Sporto 930/12 925/13 9116610001–9116610479 6669001–6669212
rear light alloy wheels with 185/70VR15 front, 215/60VR15
rear tires (Carrera only); M481 five-speed gearbox; M482 engine J-program
compartment light; M485 5.5Jx15 light alloy wheels with 1977 911 911/81 915/60 9117300001–9117302449 6370001–6373531
165HR/15 tires; M490 mechanical antenna (left) with wiring; 911 Targa 911/81 915/60 9117310001–9117311724 6370001–6373531
M497 self-starter; M498 engine lid without model designation; 911S U.S. 911/85 915/61 9117200001–9117203388 6270001–6276041
M559 air conditioning; M567 graduated tint windshield; M568 911S U.S. Targa 911/85 915/61 9117210001–9117212747 6270001–6276041
tinted side and windshield glass for Targa or coupe; M571 rear 911S U.S. Sporto 911/90 925/17 9117210001–9117212747 6279001–6279113
foglight; M650 electric sliding sunroof; M651 electric window Carrera 3.0 930/02 915/61 9117600001–9117601473 6670001–6671932
lifters; M652 intermittent windshield wipe; M659 as M429 with Carrera 3.0 Targa 930/02 915/61 9117610001–9117600646 6670001–6671932
rear protection light; M565 sports steering wheel, 380mm. Carrera 3.0 Sporto 930/12 925/16 9117610001–9117600646 6679001–6679215

Factory list dated September 1975 (where different from General notes
above) U.S. specification For 1975–1976, American specification models are divided into “49-state” cars (US 49 above) and California cars (Cal
M009 three-speed Sportomatic transmission; M220 limited slip above). For 1977, U.S. cars were all to the same specification. The above listing excludes models specific to the Japanese market, which were
differential (80 or 40 percent); M392 interior in Scottish tweed; delivered with California specification emissions equipment on the 911/41 or 911/42 engines.
M393/4 turbo decal in black (or white) for rear fender (Turbo Gearboxes For 1974, the five-speed 915 gearbox was known as the 915/06 (with the four-speed being the 915/16). For 1975, the gearbox
only); M395 Pirelli P7 205/50VR 15 (front) and 225/50VR 15 was variously defined as the 915/48 (four-speed for 911 RoW), 915/43 (five-speed for 911 RoW), 915/45 (four-speed for 911 RoW and U.S.),
(rear) tires; M399 air conditioning; M400 forged-alloy wheels, 915/40 (five-speed for 911S RoW and U.S., and Carrera U.S.), 915/16 (four-speed for Carrera RoW), or 915/06 (five-speed for Carrera RoW).
6Jx15 (front and rear) with 185/70VR 15 tires; M401 forged- For 1976, it was 915/44 (five-speed for 911 and 911S U.S.) or 915/49 (four-speed 911 RoW). For 1977, it was 915/60 (five-speed for 911
alloy wheels, 7 Jx15 (front) and 8Jx15 (rear) with 185/70VR15 RoW), 915/65 (four-speed for 911 RoW), 915/61 (four-speed 911S U.S.), or 915/66 (911S for Japan).
and 215/60VR15 tires (Carrera only); M403 aluminum trim
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 Porsche 911
arches; M424 automatic heating control; M454 Tempostat
speed control; M494 two stereo loudspeakers on the rear shelf; Production Data
M496 black-look trim with color-coded headlamp surrounds
(standard on Carrera). Model Model Power Torque Compression Weight Number
year (bhp DIN@rpm) (Nm@rpm) ratio (kg) built
Color Schemes 1974 911 150@5,700 235@3,800 8.0:1 1,075 4,014
1974 911 Targa 150@5,700 235@3,800 8.0:1 1,125 3,110
Standard body colors 911S 175@5,800 235@4,000 8.5:1 1,075 1,359
Guards Red (Indischrot, 027), Peru Red (042), Signal Orange
911STarga 175@5,800 235@4,000 8.5:1 1,125 898
(116), Light Yellow (117), Lime Green (GelbgrUn, 137) Orange
Carrera 210@6,300 255@5,100 8.5:1 1,075 1,036
(156), Mexico Blue (336), Bitter Chocolate (Cockney, 408),
Sahara Beige (516), Grand Prix White (908), Carrera Targa 210@6,300 255@5,100 8.5:1 1,125 433
Special order body colors Carrera US 175@5,800 235@4,000 8.5:1 1,075 528
Magenta (Karminrot, 009), Rose Red (Fraise, 024), Aubergine Carrera RS3.0 230@6,200 275@5,000 9.8:1 900 59
(025), Irish Green (213), Jade Green (Hellgrün, 227), Birch Green 1975 911 150@5,700 235@3,800 8.0:1 1,075 1,238
(Lichtgrün, 253), Gulf Blue (328), Royal Purple (Flieder, 341), 911 Targa 150@5,700 235@3,800 8.0:1 1,125 998
Bahama Blue (Acid, 354), Olive (414), Black (700), Salmon
911S 175@5,800 235@4,000 8.5:1 1,075 385
Metallic (036), Emerald Green Metallic (Vipergrün, 249), Ice
Green Metallic (Silbergrün Diamant, 250), Metallic Blue (334), 911S Targa 175@5,800 235@4,000 8.5:1 1,125 266
Gemini Metallic (335), Gazelle Metallic (Comet Diamant, 406), 911S U.S. 49 165@5,800 225@4,000 8.5:1 1,100 2,310
Copper Brown Metallic (Braunkupferdiamant, 432), Steel Blue 911S U.S. Targa 165@5,800 225@4,000 8.5:1 1,150 1,517
Metallic (Graublaudiamant, 631), Silver Metallic (936) Carrera 210@6,300 255@5,100 8.5:1 1,120 518
Fabrics Carrera Targa 210@6,300 255@5,100 8.5:1 1,170 197
Leatherette light grain (000 551.615.11) in dark red (002), Carrera U.S. 165@5,800 225@4,000 8.5:1 1,100 395
tan (503) or black (709); leatherette light basketweave
1976 911 165@5,800 235@4,000 8.5:1 1,120 1,868
(999.551.002.41) in dark red (002), tan (503) or black (709);
leatherette Roy Flex heavy grain (999.551.001.40) in red (003), 911 Targa 165@5,800 235@4,000 8.5:1 1,170 1,576
blue (301) or black (406); leather (999.551.07141) in red (002), 911S U.S. 165@5,800 235@4,000 8.5:1 1,145 2,079
tan (504) or black (701). Madras check fabrics (999.551.031.40) 911S U.S. Targa 165@5,800 235@4,000 8.5:1 1,195 2,175
in reds (000), blues (300), or browns (400). Available as no-cost 911 Japan 165@5,800 235@4,000 8.5:1 1.195 130
options were Shetland seat center panels (999.551.032.41) in Carrera 3.0 200@6,000 255@4,200 8.5:1 1,120 1,093
dark red (000), tan (500), or black (700); Tweed seat center Carrera 3.0 Targa 200@6,000 255@4,200 8.5:1 1,170 479
panels (999.551.034.40) in red/white (000), black/white/
turquoise (300), or tan (500); and Twill seat side panels 1977 911 165@5,800 235@4,000 8.5:1 1,075 2,449
(999.551.035.40) in dark red (000), tan (500), or black (700). 911 Targa 165@5,800 235@4,000 8.5:1 1,170 1,724
Carpets 911S U.S. 165@5,800 235@4,000 8.5:1 1,145 3,388
Nylon velour 430 (999.551.052.40) in red (001), blue/green 911S U.S. Targa 165@5,800 235@4,000 8.5:1 1,195 2,747
(301), or tan (402); nylon velour 626 (999.551.051.41) in red 911S Japan 165@5,800 235@4,000 8,5:1 1,195 383
(001), tan (501), or black (701); special velour (999.551.061.41) Carrera 3.0 200@6,000 255@4,200 8.5:1 1,120 1,473
in red (001), tan (501), or black (701). Carrera 3.0 Targa 200@6,000 255@4,200 8.5:1 1,170 646

1975 (chart 1050, 51.14)

Standard body colors green (2AG), burgundy (4AG), tan (5AG), dark blue/gray (7 AG), 1977
Guards Red (Indischrot, 027), Peru Red (042), Light Yellow jubilee car, dark red (8AG), or orange (8AP) Standard body colors
(117), Lime Green (Gelbgrün, 137), Orange (156), Mexico Blue Guards Red (027), Talbot Yellow (1 06), Continental Orange
(336), Bitter Chocolate (Cockney, 408), Sahara Beige (516), 1976 (chart 1080,81.14) (107), Light Yellow (117), Ascot Green (Speedway, 258), Arrow
Grand Prix White (908). Standard body colors Blue (305), Bitter Chocolate (408), Black (700), Grand Prix White
Special order body colors Guards Red (027), Talbot Yellow (106), Continental Orange (908).
Magenta (Karminrot, 009), Rose Red (Fraise, 024), Aubergine (107), Light Yellow (117), Ascot Green (Speedway, 258), Arrow Special order body colors
(025), Signal Orange (116), Irish Green (213), Jade Green Blue (305), Bitter Chocolate (408), Black (700), Grand Prix White Magenta (009), Peru Red (042), Lime Green (137), Irish Green
(Hellgrün, 227), Birch Green (Lichtgrün, 253), Gulf Blue (328), (908). (213), Apple Green (Daphne, 260), Ice Blue (Coppaflorio, 360),
Royal Purple (Flieder, 341), Bahama Blue (Acid, 354), Olive Special order body colors Sahara Beige (516), Emerald Green Metallic (264), Oak Green
(414), Black (700), Salmon Metallic (036), Emerald Green Magenta (009), Peru Red (042), Lime Green (137), Irish Green Metallic (265), Ice Green Metallic (Silver Green, 266), Minerva
Metallic (249), Ice Green Metallic (250), Metallic Blue (334), (213), Apple Green (Daphne, 260), Ice Blue (Coppaflorio, 360), Blue (304), Copper Brown Metallic (443), Silver Metallic (936),
Gemini Metallic (335), Gazelle Metallic (406), Copper Brown Sahara Beige (516), Emerald Green Metallic (264), Oak Green Platinum Metallic (944), Sienna Metallic (436).
Metallic (432), Steel Blue Metallic (631, wheels for 25-year Metallic (265), Ice Green Metallic (Silver Green, 266), Minerva Fabrics
model), Silver Metallic (936) Blue (304), Copper Brown Metallic (443), Silver Metallic (936), Heavy-grain leatherette standard (999.551.012.40) in
Fabrics Platinum Metallic (944), Sienna Metallic (436). Note: some black (7AU), red (8AU) or tan (5AU); leatherette new light
No-grain leatherette (000.551.615.03) in black (713), tan (413), colors have new codes because of finer bronze powder (e.g., Ice basketweave (999.551.009.40) in black (7AT), lobster (8AT), or
or ivory (513); basketweave (pierced hole stitched appearance) Green Metallic changes from 250 to 266); an A suffix to the paint cork (5AT); leather (999.551.073.40) in gold/yellow (lAG), dark
leatherette (000 551.615.12) in black (713), tan (413), or ivory code would indicate an acrylic paint. green (2AG), light green (2AP), blue (3AG), dark brown (4AG),
(513); light-grain leatherette (999.551.001.41) in dark red Fabrics cork (5AH), black (7 AG), lobster (8AH), light red (8AT), or white
(002), tan (503), or black (709); leatherette light basketweave Light grain and light basketweave leatherettes as 1975; leather (9AG); pin-stripe velour (999.551.039.40), no-cost option in
as 1974; leatherette Roy Flex light-grain (999.551.021.40) in (999.551.073.40) in orange (1AG), brown (2AG), green (2AP), black with white stripes (7AK), lobster with black stripes (8AK)
red (003), blue (301), or brown (406). Leather, Madras check, blue (3AG), dark brown (4AG), tan (5AG), black (7AG), midbrown or cork with black stripes (5AK); Tartan Dress tweeds as 1976.
twill, Shetland, and Tweed as 1974. (8AG), red (8AT), or white (9AG); Twill, Tweed, and Shetland as Carpets
Carpets 1974. Tartan Dress tweeds (new no-cost option, 999.551.083.40) Velour pile (999.551.092.40) in yellow (1AY), green (2AY), dark
Perlon 999.551.051.41 (Needle velour 626) in red (001), tan in red (8AB), green (2AC), or brown/beige (4AD). brown (4AV), cork (5AZ), black (7AZ), lobster (8AB), or light
(501), or black (701); nylon velour and special velour as 1974. Carpets red (8AZ).
Velour pile (Carrera only) 999.551.075.41 in yellow (1 AG), dark Velour pile as 1975 Carrera; special velour as 1974.

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 Chapter 5

The 911SC
(1978–1983)

Sue Baker’s black 1979 911SC Targa. The “tea-tray” spoiler, first seen on the Turbo the previous year, was introduced on Targas before coupes, which at this
time retained the whaletail spoiler.

Thirteen years in production would be a significant achieve-

ment for any modern car, and by 1977, this was the point the Evolution Outline
911 had reached. This was despite the hurdles imposed by the August 1977: The 911SC (180-brake horsepower) replaces the 911, 911S, and Carrera (3.0) models, a
brake servo is added, and Martini stripes become available for the SC.
fuel crisis and new U.S. legislation concerning emissions and August 1979: The 50-state car introduced in United States with a three-way catalytic converter and
impact resistance. Yet here was the 911 going from strength to Lambda sensor, power on Rest-of-World models is raised to 188 brake horsepower, the Sportomatic
is discontinued, and the special “Weissach” model is introduced in the United States.
strength. The change to impact bumpers had been a triumph August 1980: Power on Rest-of-World models is raised to 204-brake horsepower; small side repeaters
for the stylists at Weissach and, combined with a deliberate are added on the front wings.
move to make the 911 more attractive to the non-enthusiast, a August 1981: Options are now listed on the vehicle identification plate.
March 1982: The Cabriolet is launched at the Geneva Motor Show.
transformation had occurred. The 911 was now a more subtle, October 1982: Cabriolet production starts (left-hand drive, Germany).
refined grand tourer on which you could depend completely.

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 Porsche 911

This 1980 911SC is the special edition Weissach As the 1970s had progressed, Porsche had deliberately sought not just the
model sold only in the United States and has enthusiast-drivers who until then had made up the core of its customers, but
been owned from new by Brian Carleton. the company also went looking for a new type of owner. Market research had
shown that the profile of the new owner might typically be a small business per-
son, perhaps with a young family, who could justify the 911 as a business tool
while enjoying its performance abilities. This new type of driver wanted easier
drivability, better reliability, and good value for money. The first two factors were
achieved, but poor value for money was a recurring comment in contemporary
road tests from around the world. The factory argued—and still does—that you
had to pay for exclusivity.
As ever, the racing association was a vital selling ingredient. At the end of
1971, the mighty 917 sports racing cars that had dueled with Ferrari were banned.
This had seemed a body blow to the racing department, but it soon picked itself
up, dusted down the 917, turbocharged it for the Can-Am, and set about turn-
ing the 911 racer into a world beater in Europe. By 1976, the prototype 936 had
won Le Mans with an engine derived from the 911 and Porsche was back at the
top of sports car racing. Once again, to buy a Porsche was to be associated with
that success.
After the impact bumpers of 1974, there had been two more stepping stones
to what might be termed the ubiquitous production 911: the 1978 911SC. The
first had been the adoption of a fully galvanized bodyshell, an industry-leading
development that at last offered longevity over years of exposure to salt-covered
winter roads.
The second had been to seek complete reliability. The 2.7 unit had been good,
with a broader torque curve than the peaky 2.4, but it had stretched the origi-
nal design to its limits. Some parts had tended to wear at a higher rate than was

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 The 911SC (1978–1983)

expected in a Porsche, and the engine ran hot in warmer climates. Although this Peter Foskett’s 1982 911SC is a U.K. Sport model,
engine was reliable compared with most others, it did not offer the bullet-proof recognizable by its front and rear spoilers and
reliability the engineers were seeking. The new Turbo’s 3-liter engine, unblown, black-finished wheels. The flush-mounted
offered that potential. headlamp washers were introduced
While the Carrera 3.0 had combined power and reliability with improving for 1980, while the side repeaters are
refinement, the launch of the 911SC in August 1977 extended the refinement the mark of a post-1981 model.
still further. The SC was now the only normally aspirated 911 available, replacing
the 911S in the United States and the Carrera and the 2.7 in Rest-of-the-World
markets. For Americans, the SC offered a useful extra 15 brake horsepower over
the 911S, but for all other buyers, power fell from the Carrera’s healthy 200-brake
horsepower to 180-brake horsepower. However, the engineers had worked to
achieve a flatter torque curve, thus increasing the appeal of the car to that much-
sought new type of customer. The new buyer probably would not have noticed
new details like the brake servo (fitted for the first time across the range), which
greatly improved drivability around town and reduced pedal effort when the
brakes were cold.
The SC was Porsche’s first attempt at a “world” car, for an exhaust emission
air pump was fitted even to European models. Hardened 911 enthusiasts, who
also grumbled about the new “soft” brakes having lost their feel, soon had these
air pumps decorating their garage walls.
The SC used the same mechanical components as the Carrera 3.0 and kept
the attractive flared rear wheel arches. Outright performance was not much
changed by the loss of 20-brake horsepower, but the effect of advancing the tim-
ing of the same camshafts by just six degrees allowed the SC to pull confidently The black-finished Targa hoop was attractively
from surprisingly low revs, a feature of the 911 that has remained ever since. accented by gold “Targa” script. Even the
The problem for enthusiasts was that as the 911’s appeal was broadened to a beading in the window trim was darkened.

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 Porsche 911
wider market, it was losing power (in Europe at least) and putting on weight. The
SC’s increase in curb weight to 1,160 kilograms (2,558 pounds) ensured that it
was not the best performer among 911s. With the addition of items like electric
windows, an electric sunroof, and, from 1980 especially, air conditioning in the
United States, weight continued to rise.
The 911 was due for replacement in the early 1980s, but demand contin-
ued strongly with the SC outselling its declared successor, the 928, by nearly 50
percent. Power improvements hurriedly introduced in 1980 (not for the United
U.S. models with impact bumpers had an extra States) and 1981 (this time including the United States) were intended to give
indicator lens in each side of the front bumper the car new life in its twilight years by addressing criticisms that it was becom-
molding. This Weissach model also shows off its ing middle aged and, with all the weight, slower. To be fair, these power rises
additional driving lights below the bumper. were accompanied by useful improvements in fuel consumption, even if the 1981
204-brake horsepower world model reverted to using premium 97 RON fuel. By
1981, however, the factory had changed its mind over the future of the 911, and
with this new direction the SC began to rediscover some of the aggressiveness
that had been lost with the Carrera 3.0.
The British weekly newspaper Motoring News tried one of the new 204-brake
horsepower SCs in December 1980. Its comments are interesting and showed
where the 911 was at the start of the decade: “The 924 and 928 should have
marked the death of this 15-year-old model. However, this 1960s design remains
in production. . . . I’m sure the 911 is still the Porsche . . . as yet the 924 and 928
Unleaded fuel only for U.S. 911s. Californian cars lack the charisma.”
had their previous two-way catalytic converters
replaced with more effective three-way systems Bodyshell
in 1980. The 1978 models were known as the K-program, and the bodies were largely
unchanged from the previous year, except for color variations. The SC kept the
flared rear wheel arches from the Carrera, while the SC Targa lost the opening
front quarter-lights that had been unique to this model.
The internal factory “program” designation changed for the 1980 model
year. Since the original A-program cars of 1964 would be followed by another
potential A-program of the same car 16 years later, a change was necessary to
prevent duplication and possible confusion. It coincided with the adoption of a
new chassis numbering system, which came about as a result of new European
Community and U.S. legislation requiring that the chassis should be identifiable
worldwide for a period of 30 years by a 17-digit number. Starting in 1980, a pre-
liminary 10-digit system was used across all Porsche models, not just the 911.
The following year the full international 17-digit vehicle identification number
(VIN) was used. For an explanation of the new numbers, see the Identification
table (page 88).
A concept car called the “Studie” was revealed on the Porsche stand at the
Frankfurt Motor Show in 1981. This was a four-wheel-drive 911 with a Cabriolet
body. So strong was the reaction that by the following March’s Geneva Motor
Show, a prototype 911SC Cabriolet was shown, with the press being allowed
rides in preproduction cars through the summer of 1982. Production models
started to be delivered in Germany in October 1982, with most other markets
(including right-hand-drive markets) receiving theirs from February 1983.
Surprisingly, the Cabrio required few structural stiffening changes to the
basic building block, the Targa bodyshell. Stripped of the Targa’s roll-over hoop,
production Cabrios were claimed to equal the coupe’s weight by being about

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 The 911SC (1978–1983)
14 kilograms (31 pounds) lighter than the Targa, but the reality was that both
open models weighed about the same. Mounted on a light alloy hood frame,
the hood material was a three-layer sandwich with a tough polyester/polyacrylic
surface, a middle insulating layer, and waterproof soft cotton lining. The hood
had a detachable rear screen to allow covered but ventilated motoring, but an
optional heated panel could replace the plastic screen. The hood was manually
operated as standard (electric operation was a later option) and folded back into
a space behind the rear seats; a roll-over bar was also an option.
The Cabrio’s windshield was left at the existing model’s rake angle in prefer-
ence to the lower roofline of the Speedster model that the engineers also proposed
at the time. The Cabrio’s launch turned out to be the beginning of the end for the
Targa model: In the early 1980s, sales of Targas had virtually matched those of
the coupe, especially in the United States, but as Cabrio production increased,
Targa production decreased. The Targa took a long time to die, however, finally
being deleted in 1993.

Body Trim and Fittings

The SC came with chrome trim as standard, but the black-look option (M496)
first seen on the 2.7 Carrera, was growing in popularity.
The usual comprehensive range of other factory options was offered for the First used in series production on the 1975
SC in all markets. In the larger markets, importers would often group together a Carrera, the whaletail spoiler changed in detail
collection of options to make life easier for their customers. Typical of these was on the 911SC. At first the most noticeable
the Sport package offered to U.K. customers. These models were identified by an difference was a deeper black flexible part of
all-elastomer whaletail, front spoiler chin extension, Bilstein gas dampers, and the assembly (above), but further revisions for
forged-alloy 16-inch wheels with Pirelli’s new low-profile P7 tires. Inside, the 1982 meant that the center section was built
driver and passenger were held firmly in place by sports seats and what the press up on its top surface, like the Turbo version, and
handout called “a high-quality stereo cassette/radio player with electric aerial.” the underside was cut back (below).
The 1980 models had the black-look as standard on the coupe and the Targa
(including the roll-over hoop). This also meant the headlamp surrounds were
color-coded to the body. The protruding headlamp washers were replaced with
units that were flush-fitting to the top of the bumper surface. In 1981, side repeat-
ers were fitted to the front wings, a good way of spotting the later 204-brake
horsepower models.
In September 1981, a revised and more elegant form of rear spoiler structure
was fitted to the SC, with a large, flat central cooling grille as on the Turbo but
cut back on the underside.
On the new Cabrio, both driver and passenger door mirrors were standard.
From the 1982 model year the options fitted to a particular model could now be
found (by M code) on the vehicle identification plate.

Interior Trim
The smart interior choice of pinstripe, as well as the popular tartan schemes,
were carried over from the Carrera 3.0, but into the 1980s Porsche became much
more adventurous with its interior fabrics. In 1980, a wavy check upholstery
style called Pascha was introduced. It was probably one of the more controversial
Porsche fabrics that had been first seen on the 928. You either loved it or hated it.
The following year the more conservative Berber fabric was introduced.
Until the 1980 model year the steering wheel diameter had been 400 mil-
limeters (15.6 inches) except for the 380-millimeter (14.8-inch) wheel used on

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 Porsche 911
The seating of this
Weissach model is
full leather in Doric
Gray with Burgundy
piping. The Burgundy
theme extends to
the door pockets and
carpeting. Note the
modest speedometer
calibration—a new
dial for U.S. cars
arrived for the 1980
model year and
read to only 85 miles
per hour!

the 2.7 Carrera and the Turbo, but from August 1979 the
380-millimeter three-spoke wheel was transferred to the
SC. This attracted some criticism from road testers as it was
now more difficult to read the speedometer—quite impor-
tant in a 911!
For 1980, the folding rear seats were upholstered in
the same cloth material as the front seats. A center console,
first seen on the Turbo, now kept cassettes and oddments
tidy. For the 1982 models the heater control was revised to
improve warmth at low engine speeds, and on 1983 models
the over-ride lever for the heater (positioned between the
seats) was deleted.
On the new 1983 Cabrio model the automatic heater
Smart Berber upholstery was introduced for 1981. The plaque on the control, standard on most 911s, was replaced by a manual
glove compartment lid indicates that this car has been a Porsche Club GB system because the automatic system could become con-
concours competitor. fused during open-air motoring. The rear seat backs were
reduced in height by 125 millimeters (4.9 inches), and the
Cabrio was unique in having leather seats as standard.

Dashboard and Instruments

The introduction of an oxygen sensor in 1980 for U.S. models resulted in an
“OXS” warning lamp appearing on the upper dash between the rev counter and
the speedometer. This would light when sensor replacement was due at 30,000
miles. As with the Carrera 3.0 and the 2.7s, the SC was equipped with a 7,000-
rpm rev counter.

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 The 911SC (1978–1983)
Luggage Compartment
The new brake servo and fluid reservoir fitted from 1978
reduced the space in the rear area of the front compart-
ment. In 1981, the engine compartment received a light.

Engine
The SC used the Turbo-based 930 2,994cc (182.63-cubic
inch) engine that had been developed for the European
Carrera 3.0. The extra capacity was achieved by increasing the
bore size from 90 millimeters (3.5 inches) to 95 millimeters
(3.71inches). Stroke remained at 70.4 millimeters (2.75
inches) although a new crankshaft with larger main and
con rod bearings was used. The crankcase was made from The instrument panel of the SC was little changed from the European
die-cast aluminum; whereas, between 1968 and 1977 it Carrera 3.0. Points to note are the 380-millimeter steering wheel (which
had been magnesium. The SC continued the use of Nikasil obscured important sections of the speedometer) and the rocker switch
for the cylinder barrels. Milder camshafts pushed up the for the headlamp washers sited between the speedometer and the clock.
maximum torque and improved the engine’s flexibility.
The cooling fan reverted to an 11-blade item that was smaller at 226 milli-
meters (8.8 inches) than the previous five-blade fan, although it ran at the same
1.8:1 speed. A new capacitor discharge and contactless system was introduced
for the ignition. This system can be recognized because the distributor rotor
turns anticlockwise. A dual vacuum advance and retard was standard on U.S.
cars from 1980.
Camshaft chain noise was reduced by fitting new, taller, black chain guides in
five of the six positions. The previous brown guide was still being used in the lower
right-hand position. The reliability of the earn drive was improved again in 1980,
when a new timing chain tensioner idler arm was introduced to ease the workload
A busy engine
compartment on
this Californian-
specification 1980
911SC, with the
air conditioning
compressor (and
revised condenser
coil) on the right.
This was the first
year the SC was not
fitted with an air-
injection pump: This
was replaced by a
sensor that measured
the oxygen in the
exhaust and was
linked to the fuel-
injection system.

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 Porsche 911
of the tensioner. Porsche studies had
found that a proportion of the unex-
pected tensioner failures had been due
to idler arms seizing on their shafts, so
the arm was modified to include a wider
double bush. The modified arm needed
more space to operate in, so the ten-
sioner body itself was slimmed down
(but the internal mechanics remained
the same). This improved timing chain
tensioner reliability, but the engineers
still had not eliminated this notorious
problem. A once-and-for-all solution
was still a few years away.
The front wing oil cooler was
revised for most markets in 1980 with
the use of a finned brass tube unit that
Rest-of-the-World models retained the air-injection pump, seen here on the left of this 1982 engine improved heat dissipation. U.S. mod-
compartment. The air filter for the pump can be seen behind it, with a red wing nut on top. After a els retained the older coiled pipe type
brief period when a five-blade cooling fan had been used, the SC returned to an 11-blade version. of cooler until the 1983 models.
This fan and many of the fittings around the engine have been highly polished, to good effect. The first SCs were fitted with an
air-injection pump, which did nothing
for access to the left-hand spark plugs. The pump was driven from the crankshaft
pulley and was fitted for all markets. Its output was controlled by a diverter valve
that vented the pump to the atmosphere in conditions of low-intake vacuum.
The continued efforts of the Environmental Protection Agency in the United
States also led to the introduction for that market of a new two-way catalytic con-
verter in place of the transverse silencer or muffler. Californian cars continued to
require exhaust gas recirculation (EGR). The two-way converter was replaced in
1980 by a three-way unit and, combined with a new oxygen sensor linked to the
fuel injection system, eliminated the need for the air-injection pump. The pump
was soon dropped on European models as well. A Lambda sensor accurately
measured the oxygen content of the exhaust and then adjusted the injection to
provide the correct fuel/air mixture to suit the load conditions.
U.S. models also used a simplified fuel evaporative control system, without
a line from the charcoal filter to the fan housing. From 1977, engine fumes were
piped back from the crankcase directly to the oil tank instead of into the air
cleaner as on earlier models. Another pipe connected the oil tank breather to the
ribbed throttle housing upstream of the airflow sensor.
The 1980 engines were “optimized,” to use the factory’s description. The
improvements that led to an extra 8-brake horsepower in Rest-of-the-World
markets were revised ignition and camshaft timing, a tightening of design tol-
erances in certain areas of the engine, and an increase in compression ratio to
8.6:1. As well as more power, there was a claimed 10 percent improvement in fuel
consumption.
In the United States, power was held at 180-brake horsepower in 1980, but
the compression ratio was increased to 9.3:1 and, combined with the ignition
timing improvements, the effect was to make the new model American SCs more
flexible and lively.

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 The 911SC (1978–1983)
In January 1981, the power deficiency of emissions-equipped SCs widened
when Rest-of-the-World cars received yet another output rise. The engine was
uprated to 204-brake horsepower, but fuel consumption improved still further.
The engine changes were minor on 1982 and 1983 models: The camshaft sprock-
ets were attached to the cams by bolts rather than nuts, and the oxygen sensor
was upgraded for U.S. models.

Transmission
The 915 five-speed gearbox became standard for all markets on the introduction
of the SC. It differed from the transmission in the Carrera by having even taller By 1979, when this car was built, the two-pedal
ratios, to take advantage of the flatter torque curve, and to benefit emissions by Sportomatic transmission was available only
reducing engine speed. A new clutch hub design with a rubber center overcame on special order. This novel but halfway house
low-speed gear chatter. This would, in time, prove to be more trouble than it automatic shift was deleted the following year.
was worth, as the rubber center tended to part with the rest of the clutch. Clutch
adjustment was simplified on the SC, and a new transmission mounting for the
linkage overcame some reliability problems found with the earlier design.
Sportomatic was now offered only as a special order, but its popularity was
waning, and the stick shift semi-automatic was deleted altogether after the 1979
model year.

Electrical Equipment and Lighting

On 1978 U.S. models, a 770-watt alternator charged a single 66-amp/hour bat-
tery, but for the 1979 model year the alternator became the 980-watt unit that
was already in use on Rest-of-the-World cars. In 1982, the alternator received an
integrated voltage regulator, and output went up to 1,050 watts for all markets.

Suspension and Steering

A performance option for the 1978 SC Targa was Bilstein gas shock absorbers,
but when these were fitted they tended to accentuate the fact that the Targa had
a fairly flexible bodyshell. The following year, in markets where the Bilsteins
had been offered as part of a performance package on the Targa, they were
replaced by the Boge struts that had been fitted to earlier models.
The 1981 model SCs had slightly stiffened rear suspension with torsion bar
size increasing from 23 to 24 millimeters.

Brakes
The big braking change on the SC was the introduction of a Hydrovac servo,
lightening the pedal significantly and making the 911 less attractive to those who
wore gold medallions around their necks. The attraction of the servo was that it
did not make the brakes ultra-light but just assisted them. The improvement was
most noticeable around town, especially when the big ventilated disc brakes were
cold. The disc diameters were now 287 millimeters (11.2 inches) front and 295
millimeters (11.5 inches) rear, and the cast-iron calipers were the A-type front
and the M-type rear. The addition of a brake servo was a significant
improvement for the 911 SC. Its effect was
Wheels and Tires most noticeable around town when the
The standard specification for the SC were the ATS cookie-cutter wheels with discs were cold. The bulk of the assembly
Dunlop SP Super tires, sizes being 6Jx15 wheels with 185/70VR tires at the front seriously reduced the usefulness of the
and 7Jx15 wheels with 215/60VR tires at the rear. The U.K. Sport came with luggage compartment.

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 Porsche 911

Weissach models were available in Black 16-inch diameter forged-alloy Fuchs wheels with Pirelli P7 tires, sizes being 6J
Metallic or, as here, Platinum Metallic. The wheels with 205/55VR tires at the front and 7J wheels with 225/50VR tires at the
centers of the Fuchs alloy wheels were color- rear. These sizes were an option in other markets. The Fuchs wheels of the 1982
coded to the body. models had highly polished rims with black gloss centers.

Special Editions
The “Martini” model was never actually a mainstream variant of the SC because
The paint code plate any 911SC from 1978 could be specified with option number M42, which gave
on the left-hand front the owner a set of side stripes similar to those first seen on the 1976 British Motor
door pillar notes the Show 911 Turbo. That car had been a “special,” to celebrate the combined victo-
special Platinum ries in the World Manufacturers’ Championship (with the 935) and the World
Metallic finish of the Sports Car Championship (with the 936). It was also the fourth season that the
Weissach model. factory racing team had been supported by the Italian drinks company Martini
and Rossi. The stripes proved so popular on the Motor Show Turbo that they
were quickly made available as a factory-fit or retro-fit option, usually on cars in
Grand Prix White. The numbers shown in the Production Data table (page 89)
refer to cars that had M42 applied at the factory.
A total of 408 Weissach limited-edition models were produced solely for the
American market in the 1980 model year. With the option number M439,
the standard SC was embellished with special paint. Half were in Black Metallic,
and half were in Platinum Metallic. The interior was full leather in Doric Gray
with burgundy piping. Otherwise, the specification was similar to a U.K. market
Sport model, with a flexible lip added to the front air dam and a whaletail rear
spoiler added to the rear.

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 The 911SC (1978–1983)

Bilstein dampers gave a firmer ride, and special Fuchs wheels with Plati- U.K. Sport specification, seen on Peter Foskett’s
num Metallic centers were used irrespective of body color. These wheels were 1982 911SC, included front spoiler chin
fitted with Pirelli CN36 tires of sizes 185/70VR15 front and 215/60VR15 rear, extension, whaletail rear spoiler, Bilstein gas
on 6-inch and 7-inch rims, respectively. Other decorations included a passenger dampers, 16-inch alloy wheels, Pirelli P7 low-
door mirror, electric sunroof, foglights below the front bumper, and an electric profile tires, and sports seats.
aerial with speakers fitted in the doors and on the rear shelf.
The 911SC Ferry Porsche, a special model to celebrate 50 years of the Porsche
company, was finished in Meteor (gray with a tint of purple) metallic paint and
had a full burgundy leather interior. Other trim was in burgundy/gray striped
material with cut-pile velour carpet in burgundy. These models carried a “Ferry
Porsche” autograph on the head restraint area of the seat backs and were to a
high general specification. The equipment included a rear wiper, an electric aer-
ial, and color-coded 7J and 8J Fuchs wheels using 185/70VR15 and 215/60VR15
tires. A total of 200 were built from the start of the 1982 model year.
The introduction of the SC was marked
Production Changes drive 0.571. Sportomatic ratios (925/09 or 12 or 13) first OA07,
August 1977 (Start of K-program) second 0.700, third 1.080, reverse 0.553, and final drive 0.296. by a new flat-profile script for the model
The 911SC is introduced with a 3-liter 930 engine of 2,994cc designation. For the first time since the 911’s
(bore 95mm, stroke 70.4mm); valves 49mm inlet, 41.5mm August 1979 (Start of new A-series)
exhaust; ports are 39mm and 35mm, respectively, for all Center console becomes standard; new checkerboard Pascha launch, the script adopted the European style of
markets; softer cams, new crankshaft with larger main and con upholstery available; U.K. models have Panasonic stereo and writing the number 1, with a peak.
rod bearings; die-cast aluminum crankcase; Nikasil barrels; new electric aerial as standard; in the United States, many previous
camshafts; 11-blade 226mm-diameter cooling fan, running at options made standard and include air conditioning, power
1.8:1 speed; new capacitor discharge and contactless ignition; windows, black-look window trim, leather-covered 380mm
runs on 91 RON fuel and all models have air-injection pump; three-spoke steering wheel; 911SC becomes a 50-state car in
Hydrovac 7in brake servo introduced; front anti-roll bar 20mm, U.S. with three-way catalytic converter and Lambda sensor,
rear 18mm; rear torsion bar now 24mm instead of 23mm; meaning EGR is shelved; U.S. models go to 9.3:1 compression
clutch pedal spring assistance improved again; rubber torsion ratio, vacuum advance, and retard distributors and have a new
damper in center of clutch reduces transmission noise at low suction venturi attachment to the oil pump (with mesh filter)
speed; 7,000rpm rev counter fitted; front opening window vents to assist oil scavenging in the crankcase; U.S. models have an
deleted from Targa; in U.K., SC Sport model given following extra 85mph speedo; flush-fitting headlamp washers introduced;
front and rear spoilers, 6J front and 7J rear Fuchs wheels with Sportomatic discontinued; new design of brass tube oil cooler
205/55VR 16 and 225/50VR 16 tires, sports seats, uprated in front wing for RoW, but U.S. models keep serpentine-type
shock absorbers, Porsche stereo with electric aerial; M42 option cooler; automatic light for engine compartment; clutch pedal
specified Martini stripes. pressure reduced (improved mechanism); new timing chain
idler arm and slimmer body to sealed tensioner unit, and all This factory label shows that the 911SC was
August 1978 (Start of L-program) models receive stiffer lower valve covers with horizontal double comfortably within Californian emissions limits
No major changes from K-program except for colors, fabrics, ribs; longer fifth gear (from 1.217 to 1.273) in gearbox (becomes
and carpets. Gear ratios (915/44): first 0.314, second 0.546, 915/62) for RoW models; cylinder head inlet port size drops to for hydrocarbons, carbon monoxide, and oxides
third 0793, fourth 1.000, fifth 1.217, reverse 0.301, and final 34mm, exhaust to 35mm (all models); special model finished in of nitrogen.

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 Porsche 911
pewter metallic paint with Doric Gray leather interior and russet
Identification cut pile carpets, known in U.S. as the Weissach special edition,
and receives whaletail and extension spoiler at front, sport
Model year Model Engine Gearbox Chassis numbers Engine numbers dampers, etc.; alarm is offered for first time as a special option.
K-program August 1980 (Start of B-series)
1978 911SC 930/03 915/44 9118300001–9118302438 6380001 onward New Berber tweed upholstery, rear seats cloth-fronted; double-
911SC Targa 930/03 915/44 9118310001–9118311729 6380001 onward peak domed pistons raise compression ratio to 9.8:1 on RoW
911SC U.S. 49 930/04 915/61 9118200001–9118202436 6280001 onward models, power rises to 204bhp, torque unchanged; Bosch
911SC Cal 930/06 915/61 9118200001–9118202436 6580001 onward K-Jetronic fuel injection improved (capsule valve for better
911SC U.S. 49 Targa 930/04 915/61 9118210001–9118212579 6280001 onward snap throttle opening and new cold start injector spray added
911SC Cal Targa 930/06 915/61 9118200001–9118212579 6580001 onward to airbox); nonadjustable fuel distributor on U.S. models, with
911SC Japan 930/05 915/15 9118309501–9118309804 6180001 onward improved cold running mixture control; now uses 97 RON
L-program fuel (not 91 RON) and braided fuel lines replaced by seamless
1979 911SC 930/03 915/62 9119300001–91J9303318 6390001 onward steel tubes; gearing raised slightly in fifth (0796 from 0.821);
911SC Targa 930/03 915/62 9119310001–9119311874 6390001 onward improved diaphragm springs fitted to clutch; side repeater
911SC U.S. 49 930/03 915/63 9119200001–9119202013 6290001 onward flashers on front wings; improved sports seats optional; anti-
911SC Cal 930/06 915/63 9119200001–9119202013 6590001 onward corrosion warranty increased to seven years; 915 transmission
911SC U.S. 49 Targa 930/04 915/63 9119210001–9119211965 6290001 onward casing now pressure die-cast in aluminum; U.S. models’anti-roll
911SC Cal Targa 930/06 915/63 9119210001–9119211965 6590001 onward bars now 20mm front, 18mm rear.
911SC Japan 930/05 915/63 9119309501–9119309873 6190001 onward
August 1981 (Start of C-series)
A-series Special Ferry Porsche model finished in Meteor Metallic (gray
1980 911SC 930/09 915/62 91A0130001–91A0134831 6300001 onward with a tint of purple) with burgundy leather, burgundy/
911SC U.S. 930/07 915/63 91A0140001–91A0144272 6300001 onward gray striped material, and cut pile velour carpet in burgundy;
911SC Japan 930/08 915/63 91A0130001–91 A0134831 6308001 onward camshaft sprockets fastened with a hex bolt instead of a hex nut;
B-series alternator has integrated voltage regulation and rises to 1,050W
1981 911SC 930/10 915/62 WPOZZZ91 ZBS 100001–3181 6310001 onward output; options include the front and rear (tea-tray) spoilers of
911SC Targa 930/1 0 915/62 WPOZZZ91ZBS140001–1703 6310001 onward the 911 Turbo.
911SC U.S. 930/16 915/63 WPOAA091 BS 12000 1–1573 6410001 onward
911SC U.S. Targa 930/16 915/63 WPOEA091 BS 16000 1–1407 6410001 onward August 1982 (Start of D-series)
911SC Japan 930/17 930/63 WPOZZZ91ZBS129500–9622 6318001 onward The 911 Cabriolet introduced (experimental Studie 4WD Cabrio
911SC Japan Targa 930/17 930/63 WPOZZZ91ZBS169500–9510 6318001 onward shown at Frankfurt in September 1981, European launch in
March 1982 Geneva Salon), stiffened bodyshell allowing first
C-series true open 911; new range of colors and cloths; from April 1983,
1982 911SC 930/10 915/62 WPOZZZ91ZCS 1 00001–3307 63C0001 onward a new stiffer crankcase was used with deleted sump plate and
911SC Targa 930/10 915/62 WPOZZZ91ZCS140001–1737 63C0001 onward screen and quieter silencer (muffler); heater’s manual control
911SC U.S. 930/16 915/63 WPOAA091 CS 120001–2457 64C0001 onward deleted; 160mph speedometer standard in all models: lap and
911SC U.S. Targa 930/16 915/63 WPOEA091CS160001–2426 64C0001 onward diagonal seat belts could be fitted to rear seats; four speakers
911SC Japan 930/17 915/63 WPOZZZ91 ZCS1 09501–9628 63C8001 onward standard; U.S., Canadian, and Japanese models had revised
911SC Japan Targa 930/17 915/63 WPOZZZ91 ZCS149501–9562 63C8001 onward acceleration enrichment controls, an improved Lambda sensor,
D-series and the brass tube oil cooler first fitted to RoW models from
1983 911SC 930/10 915/62 WPOZZZ91Z0S100001–2995 6300001 onward September 1979; interesting new options include an electrically
911SC Targa 930/10 915/62 WPOZZZ91Z0S140001–1258 6300001 onward heated windshield with graduated tint, Blaupunkt Monterey
911SC Cabriolet 930/10 915/62 WPOZZZ91Z0S 150001–2406 6300001 onward stereo, 16in wheels with 6in front and 7in rear rims (to take 205
911SC U.S. 930/16 915/63 WPOAA091 OS 120001–2559 6400001 onward and 225 tires, respectively).
911SC U.S. Targa 930/16 915/63 WPOEA0910S160001–1430 6400001 onward
911SC Cabriolet 930/16 915/63 WPOEA0910S170001–1718 6400001 onward Dimensions
911SC Japan 930/17 915/63 WPOZZZ91 ZDS 109501–9645 6308001 onward Wheelbase
911SC Japan Targa 930/17 915/63 WPOZZZ91 ZOS 149501–9562 6308001 onward 2,271mm
Track (front/rear)
General notes 1,369mm/1,379mm (with standard tires)
Chassis numbering The 1980 chassis numbers had a new 10-digit formula: The first two digits were the model type, the third is the model Length
year (A is 1980, B is 1981, and so on), the fourth is the plant code (0 is nondescriptive on 1980-only models), the fifth is the last digit of the 4,291mm
model type (1 for 911, 0 for 930), the sixth is the engine code number (e.g., 3 for RoW 3-liter, 4 for U.S. 4-liter, 7 for 930 RoW 3.3-liter, and Width
so on), and the last four digits were the build number. For the 1981 model year, the 17-digit VIN system was started. For instance, consider 1,626mm
WPOZZZ91ZBS100001: WPO is the world make code. ZZZ is the U.S. VSD code, 91 are the first two digits of the model number (911), Z is a
test number, B refers to the model year (B = 1981), S refers to the plant code (for Stuttgart), the next digit is the third of the model type (911) Options
followed by the body code number, the last four digits are the build number. Model years are identified as follows: A 1980, B 1981, C 1982, D Refer to the list of options presented at the end of the chapter on
1983, E 1984, F 1985, G 1986, H 1987, J 1988, K 1989, L 1990, M 1991, N 1992, P 1993 (note no O), R 1994, and so on. the Carrera 3.2 (see page 100). From 1982 the M numbers were
1980 models For this model year, coupes and Targas shared the same chassis number series but defined between RoW (including Japan) and shown on the vehicle identification label (VIL).
the United States.
U.S. specification For 1978–1979, U.S. specification models are divided into 49-state cars (U.S. 49 above) and California cars (Cal above). For
1980, there was just a single U.S. specification. For 1981–1983, cars for Canada also shared U.S. specification. Color Schemes
Japanese specification Japan had its own engine type with specific exhaust emissions equipment: 1978–1979, 930/05; 1980, 930/08; 1978
1981–1983, 930/17. Standard body colors
Sportomatic Engine codes for this transmission were as follows: for 1978–1979, RoW 930/13, U.S. 930/14, Japan 930/15; for 1980, engine Guards Red (027), Talbot Yellow (1 06), Continental Orange
was always 930/19; a 9 as the fourth digit of the engine number denotes special mountings for the Sportomatic. Gearbox type was 925/16. (107), Apple Green (260), Oak Green Metallic (265), Fern Green
Not listed after 1980. (273), Olive Green (274), Light Green Metallic (275), Minerva
Blue Metallic (304), Arrow Blue (305), Petrol Blue Metallic
(376), Bitter Chocolate (408), Copper Brown Metallic (443),

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 The 911SC (1978–1983)
Dark Green (20B), Yellow (10A), Cork (40D), Light Red (80B),
Production Data Black (70A), or White (99A); checkerboard velour (TPB) in
Beige/Brown (54A), Blue/Black (37A), Brown/Black (47A), or
Model Model Power Torque Compression Weight Number Gray/Black (67A); tartan dress fabrics as 1978.
year (bhp DIN@rpm) (Nm@rpm) ratio (kg) built Carpets
Cut-pile velour (TFK) in Beige (50B), Brown (40E), Dark Blue
1978 911SC 180@5,500 265@4200 8.5: 1 1,160 2,438 (30B), Dark Green (20E), Yellow (10A), Cork (41D), Red (80B),
911SC Targa 180@5,500 265@4,200 8.5:1 1,210 1,729 or Black (70E).
911SC U.S. 180@5,500 237@4,200 8.5:1 1,190 2,436
911SC U.S. Targa 180@5,500 237@4,200 8.5:1 1,240 2,579 1981
911SC Japan 180@5,500 237@4,200 8.5:1 1,190 304 Standard body colors
1979 911SC 180@5,500 265@4,200 8.5:1 1,160 3,319 Guards Red (027), Chiffon White (182), Mint Green (20A), Moss
911SC Targa 180@5,500 265@4,200 8.5:1 1,210 3,319 Green Metallic (20C), Light Blue Metallic (30T), Pacific Blue
911SC U.S. 180@5,500 237@4,200 8.5:1 1,190 2,013 Metallic (31G), Minerva Blue Metallic (304), Arrow Blue (305),
911SC U.S. Targa 180@5,500 237@4,200 8.5:1 1,240 1,965 Mocha Brown (451), Rosewood Metallic (474), Bamboo (523),
911SC Japan 180@5,500 237@4,200 8.5:1 1,190 373 Caramel (524), Platinum Metallic (for special, 055), Black (700),
Black Metallic (708), Wine Red Metallic (895), Grand Prix White
1980 911SC 188@5,500 265@4,200 8.6:1 1,160 4,831 (908), Zinc Metallic (956).
911SC U.S. 180@5,500 244@4,200 9.3:1 1,190 4,272 Fabrics
911SC Weissach U.S. 180@5500 244@4,200 9.3:1 1,250 408 Leatherette (BPE) in Beige (50B), Brown (40A), Blue (30B),
1981 911SC 204@5,900 267@4,300 9.8:1 1,160 3,181 or Black (70A); leather (EHS) in Beige (50 B), Brown (40A),
911SC Targa 204@5,900 267@4,300 9.8:1 1,210 1,703 Dark Blue (30B), Red (80S), Hannibal Gray (60S), Papyrus
911SC U.S. 180@5,500 244@4,200 9.3: 1 1,190 1,573 White (95S), Mint Green (20S), Black (70A), or Doric Gray (for
911SC U.S. Targa 180@5,500 244@4,200 9.3: 1 1,240 1,407 special, 6AD); checkerboard velour (TPB) in Beige/Brown (54A),
911SC Japan 180@5,500 244@4,200 9.3:1 1,190 132 Blue/Black (37A), or Gray/Black (67A); textured cloth (TPU) in
Beige (50C), Blue (30C), or Black (70F); Berber tweed (TPB 000
1982 911SC 204@5,900 267@4,300 9.8:1 1,160 3,307 000 00 plus code) in Beige (54B), Blue/Black (37B), or Gray/Black
911SC Targa 204@5,900 267@4,300 9.8:1 1,210 1,737 (67B).
911SC U.S. 180@5,500 244@4,200 9.3: 1 1,190 2,457 Carpets
911SC U.S. Targa 180@5,500 244@4,200 9.3: 1 1,240 2,426 Cut pile velour (TFK) in Beige (50B), Brown (40E), Dark Blue
911SC Japan 180@5,500 244@4,200 9.3:1 1,190 190 (30B), Mint Green (20S), Black (70E), or Russet (for special,
Slant-Nose 180@5,500 244@4,200 9.3:1 1,250 4 8AY).
1983 911SC 204@5,900 267@4,300 9.8:1 1,160 2,995
911SC Targa 204@5,900 267@4,300 9.8:1 1,210 1,258 1982
911SC Cabriolet 204@5,900 267@4,300 9.8:1 1,210 2,406 Standard body colors
911SC U.S. 180@5,500 244@4,200 9.3:1 1,190 2,559 As in 1981 models but Platinum Metallic (655) now available
911SC U.S. Targa 180@5,500 244@4,200 9.3:1 1,240 1,430 for all models, plus special model in Meteor Metallic (961).
911SC U.S. Cabriolet 180@5,500 244@4,200 9.3:1 1,240 1,781 Fabrics
911SC Japan 180@5,500 244@4,200 9.3:1 1,190 207 Leatherette (BPE) in Beige (50B), Brown (87S), Blue (30B), or
Slant-Nose 180@5,500 244@4200 9.3: 1 1,250 1 Black (43S); leather (EHS) in Beige (50B), Brown (3NG), Dark
Blue (30B), Red (80S), Hannibal Gray (60S), Papyrus White (95S),
General note Mint Green (20S), Black (1AJ), or Burgundy (for special, 2LB);
Weights are DIN curb weights, but use as a guide only because some are ex-factory (no options) and some are fully equipped. checkerboard velour, textured cloth, and Berber tweeds as in 1981
Numbered notes models; special model burgundy/gray stripe design (TPC).
The Weissach was option number M439 (see page 86). Slant-Nose models refer to stock 911SCs customized in the Sonderwunsch (Restoration) Carpets
Department and later to become part of the Porsche Exclusive program. The 1982–1983 Slant-Nose cars had headlights housed in front spoiler; As in 1981 models, plus cut-pile velour Burgundy (TKF) for
pop-up lights started to appear in 1983. special model.

1983
Standard body colors
Mocha Brown (451), Cashmire Beige (502), Black (700), Grand Petrol Blue Metallic (376), Bitter Chocolate (408), Copper Brown Guards Red (027), Moss Green Metallic (20C), Glacier Blue
Prix White (908), Silver Metallic (936). Metallic (443), Moccha Brown (451), Casablanca Beige Metallic (32Z), Pewter Metallic (655), Slate Blue Metallic (661), Quartz
Fabrics (Opal, 463), Tobacco Metallic (464), Cashmire Beige (502), Lilac Gray Metallic (662), Black (700), Ruby Red Metallic (810), Kiln
Leatherette (999.551.012.40) in Lobster (8AU), Cork (5AU), or (Flieder, 601), Black (700), Black Metallic (708), Grand Prix Red Metallic (811), Grand Prix White (908), Zinc Metallic (956),
Black (7 AU); light basketweave leatherette (999.551009.40) White (908), Silver Metallic (936). Light Bronze Metallic (966), Chiffon White (182).
in Lobster (8AT), Cork (SAT), or Black (7 AT); leather Fabrics Fabrics
(999.551.073.40) in Lobster (8AH), Cork (5AH), Black (7AG), Leatherette (BSP) in Brown (40A), Cork (5AU), or Black (7 AU); Leatherette (BSP) in Burgundy (3MK), Brown (87S), Blue
Blue (3AG), Yellow (lAG), Light Green (2AP), Light Red (8AT), light basketweave leatherette (999551009.40) in Brown (4AT), (30B), or Black (43S); leather (EHS) in Burgundy (7LD), Gray
or White (9AG); pinstripe velour (999551.039.40) in Lobster Cork (SAT), or Black (7AT); leather in Blue (3AG), Brown (40A), Beige (6FL), Brown (3NG), Black (lAJ), Blue (30B), Red (80S),
with black stripe (8AK), Cork with black stripe (5AK), or Black Dark Green (20B), Yellow (1AG), Light Red (8AT), Cork (5AH), Pearl White (8YD), Dark Green (6JD), or Champagne (1VD);
with white stripe (7 AK); tartan dress (999.551.08340) in Beige Black (7AG), or White (9AG); pinstripe velour colors as in 1978. cloths with wavy stitch pattern (TPU) in Brown (7NU),
(4AD), Green (2AC), or Red (8AB). Carpets Blue (30C), Black (70F), Gray Beige (8FU), or Burgundy (5MU);
Carpets Cut-pile velour (999.551.098.40) in Brown (4AC), Dark Green Berber tweeds (TPE) in Beige/Brown (54B), Blue/Black (37B),
Velour pile (999.551.092.40) in Lobster (8AB), Cork (5AZ), Black (2AC) Yellow (lAC), Light Red (8AC), Cork (5AC), or Black Gray/Black (67B), Burgundy/Gray (6LB), or Gray-Beige/
(7AZ), Yellow (1AY), or Light Red (8AZ). (7 AC). Gray (1FB); checkerboard velour (TPB) in Light Gray/Black
(4FH), Brown/Gray (5RH), Blue/Gray (7GH), or Burgundy/
1979 1980 Gray (9LH)
Standard body colors Standard body colors as in 1979 models. Carpets
Guards Red (027), Talbot Yellow (106), Oak Green Metallic Fabrics Cut-pile velour (TFK) in Light Gray (60A), Brown (40E), Dark
(265), Olive Green (274), Light Green Metallic (275), Light Blue Leatherette in Beige (50 B), Brown (40A), or Blue (30B); leather Blue (30B), Dark Green (6JD), Black (70E), Gray/Beige (2FL),
Metallic (30T), Minerva Blue Metallic (304), Arrow Blue (305), (EHS) in Beige (50B), Brown (40A), Dark Blue (30B), Blue (30A), Red (80S), Burgundy (80E), or Champagne (1VD).

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 Chapter 6

The Carrera 3.2

(1984–1989)
Andy Frost’s 1985
model year 3.2
Carrera in Guards
Red, probably
the most popular
Porsche color of the
1980s, shows off
the controversial
“telephone dial”
wheels that were the
standard fitting until
the 1988 model year.

The late 1970s had seen Porsche shrug off doubts that such
a small firm could profitably run three separate and very Evolution Outline
different product lines for the 911, the 924, and the 928. August 1983: The Carrera 3.2 (207-brake horsepower U.S., 231-brake horsepower Rest-of-the-
World) replaces 911SC, and the engine is increased in size to 3.2-liters with Motronic engine
The company was coming back strongly from yet another management.
world oil crisis and, once again, the racing team was win- August 1985: A new dashboard with larger side window and central vents is introduced and the
Turbo-Look model launched.
ning, this time with the 911-derived 935. By 1983, the new August 1986: A GSO five-speed gearbox with hydraulic clutch operation is introduced, U.S. engines are
956 Group C endurance racing car, also using an engine remapped for 217-brake horsepower, and the unique Australian Carrera (207-brake horsepower)
derived from the 911’s flat-six, had won Le Mans at its first is introduced.
August 1987: Telephone dial wheels are replaced by Fuchs forged alloys.
attempt. Through the 1980s and into the 1990s the 956 and September 1987: The Speedster Club Sport is displayed at the Frankfurt Show.
its derivative, the 962, would become the most successful August 1988: The Celebration 911 limited edition is introduced.
January 1989: The Speedster limited edition is introduced.
racing car family ever, still winning 12 years later.

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 The Carrera 3.2 (1984–1989)

Success on the track combined with the ever broadening appeal of the The 1987 Carrera Club Sport was about 50
911—there were now three body styles with the Coupe, the Targa, and the new kilograms lighter than the standard Carrera.
Cabriolet—would lead to Porsche’s best ever trading years in the mid-1980s. But it Combined with a new engine management
was a time when the company’s followers realized that development was slowing. chip, this lightness gave slightly better
In order to increase production volumes ever higher, engineering staff worked on performance. This is photographer John Colley’s
factory problems as a top priority, and there was relatively little forward think- own car.
ing about what new models would be required by the end of the decade. Was it a
question of make money now and tomorrow would look after itself?
If life at Porsche to the outsider still seemed good early in the decade, inside
all was not well. CEO Dr. Ernst Fuhrmann was apparently happy to accept a
waiting list that stretched to more than a year on the basis that exclusivity was
still important. It was his view that the 911 was finished and that the future lay
with the new 924 and 928 models. Production of 911s had eased from some 45
911SCs per day at Zuffenhausen through 1981, but Fuhrmann’s strategy to phase
out the 911 and replace it with the 928 was stalling because the 18-year-old 911
was outselling the V-8-engined car two to one. It was clear that stopping develop-
ment of the 911 was out of the question.
Fuhrmann’s reluctance to accept that the 911 was still needed in part led to
his early retirement at the end of 1981. He would make way for new blood, some-
thing that was seen by the Porsche and Piech families as the only way to revive
falling 924 and 928 sales and save the 911. Only the 911 was selling steadily, and
that was not enough. A successor had to be found.
Outsiders would have gone for Ferdinand Piech, the brilliant manager who
had led the development of the 911 up to the 2.4-liter versions and had been con-
troversially responsible for developing the prototype racers of the late 1960s and
early 1970s. By 1980, he was head of engineering at VW-Audi, where he had led
Quattro development. With hindsight he would have been absolutely the right
choice for Porsche’s new boss, but internal politics got in the way. Piech was part Martini stripes (option M42) on a Grand Prix
of the family, and the family had stepped out of the day-to-day running in 1972. White 911 made a bold statement about the
They blocked his election and chose Peter Schutz, a German-American head- owner’s enthusiasm for the company’s racing
hunter from a German subsidiary of Caterpillar, the truck maker. successes. It was possible to specify the “Turbo-
Schutz brought a pure market-led management style to Porsche, in contrast to Look” for the Cabriolet version as a special order
the technology-driven style of his predecessors. For the 911 and for Porsche, this from 1984.

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 Porsche 911
would have excellent short-term business results as volumes
started to climb steadily through the first half of the 1980s.
Schutz threw all the profits into upgrading the production
facilities, and volumes hit all-time highs. The improvement
in production efficiency was desperately needed, but more
of the profit should have been spent on development and
some of it was wasted on, for instance, over-lavish improve-
ments of staff facilities. Moreover, one of the company’s
cornerstones of success, exclusivity, was being undermined
in a dash for increased volume.
Enthusiast customers, who still made up the core of
Porsche business, noted that Porsche’s attitude seemed to be
to get away with the minimal amount of development needed
to justify ever-rising prices. Improvements to the 911 slowed
because the engineers were occupied with the limited-
edition 959 project or were being seconded to production
to keep the lines running. But those production lines were
producing 911s at a rate never seen before. In 1985, the peak
year, some 21,000 of the new 3.2 Carreras were made.
The 911 was now selling to a new type of customer who
wanted a Porsche just for its image and who could not care
less about anti-roll bar stiffness or maximum torque figures.
What the factory could not—or would not—see was that
the new breed of customer was fickle. In time, the “yup-
pie” tag was virtually to destroy that all-important image of
sporting purity and exclusivity.
But back in 1982, in his first year as chairman of
Porsche, Schutz immediately set about giving the 911 a
The Turbo-Look (top) became a standard Carrera model from 1985. This boost. He approved the Cabriolet’s development, but a four-
is Terry Davison’s 1987 example. Note the Turbo tea-tray rear spoiler, wheel-drive proposal was made a low priority in deference
with its deep underside. The 1989 Speedster (above)—this one is owned to an agreement between Porsche and VW-Audi (which was
by Mike Flannery—offered open-air 911 motoring in a leaner form. The developing the Quattro at the same time). Most important,
most obvious difference from the standard Cabriolet is the lower line of Schutz set in motion the engineering work that would lead
the hood, resulting in changes to the windshield and side windows. The to the replacement for the 911SC—the 3.2 Carrera—in late
absence of a model designation was a no-cost option. 1983. He also realized that the 911 would need a facelift to
improve its aerodynamics, but that work was not approved
until much later.
The first public sign of the new development effort was a special 3.3-liter SC
that the factory press department used in 1982. But as far back as 1976, 3.5-liter
engines had been tested by the engineers at Weissach and subsequently used by
development head Helmut Bott as personal transport. The experience was broad-
ened in racing from 1979 when the twin turbo 935 had a capacity of 3,164cc, the
same as the subsequent production Carrera of 1984.
The revised model was targeted for launch in September 1983 and brought
back the hard-worked Carrera name, surrendering again the exclusivity of that
title for marketing expediency. The marketing men had come to appreciate the
cachet of the name with the 2.7-liter and 3-liter models of the 1970s. The new
1984 model Carrera came out with 3.2 liters, and its engine was the most impres-
sive development on the new 911.

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 The Carrera 3.2 (1984–1989)
Bodyshell
There were no major changes in the bodyshell for the 3.2 Carrera, save for detail
revisions to improve manufacturing efficiency. This enabled an easy transition
of the three bodyshell types—Coupe, Targa, and Cabriolet—to the new Carrera
specification. The optional Turbo-Look Coupe and Targa followed for 1985.
The guarantee against rust perforation was extended to 10 years for 1986.
The Cabrio received the long-awaited power hood in September 1986, for the
1987 model year. The operation of this hood was fully automatic, with two small
electric motors in the windshield frame locking the front of the hood into place.
The introduction of a larger clutch in 1987 meant that the pick-up points Telephone dial wheels were one feature of
for the rear semi-trailing arms had to be repositioned. This was achieved using Porsche’s attempt to update the Carrera 3.2’s
a new torsion bar tube, with a profiled cast-iron center section to clear the appearance without excessive cost. Another
clutch housing. external difference was that the front driving
Three major new developments of the 911 theme became available during the lights became more integrated into the shape
life of the 3.2 Carrera. These were the Turbo Look, Club Sport, and the Speedster of the front spoiler.
models, all of which are described later in this chapter (see pages 97–99).

Body Trim and Fittings

The new model received a new front spoiler with integrated foglamps and was
identified by the word “Carrera” in script on the engine cover. The new Carrera
Targa was given the better-fitting weather seals (with rain channels) for 1987 that
had been developed for the Cabrio, to reduce high-speed wind noise. Heater out-
put on all models was improved not only by a new heat exchanger design and a
larger main fan, but also by booster fans at each side of the dashboard where the An enduring feature of the 911 has been that
air was drawn from the sills. The air conditioning pump, driven from the end of customers could always buy a car that was
the crankshaft, was uprated and ran faster. not covered in aerodynamic hardware. The
For the 1985 model year, the radio aerial, previously electrically operated Carrera script on the engine lid returned to its
and fitted to the front wing, became integrated into the windshield and central original style.
locking became an option. But if you preferred a conventional aerial, you could
separately specify a graduated tint to the top of the windshield or a Securiflex
laminated type. The windshield washers were more powerful and were heated.
For 1986, central locking became standard, while for 1987 the single rear foglamp
was joined by another. Both were integrated into the reflective strip between the
taillights. The reversing lights were also integrated into the strip. From September
1987, the passenger door mirror (already standard on the Cabrio) and headlight
washers became standard. The Cabriolet hood stowed neatly under a
Incidentally, in 1987 the Sport package was renamed in the U.K., and cars tonneau. On the Cabriolet the folding rear seats
became known as the 911 with Sport Equipment (to complement the Turbo were smaller in order to make room for the hood.

By 1987, the original

black fabric of the
Cabriolet hood
was supported by
Mahogany, Blue,
Burgundy, or Gray-
Green, depending on
body color.

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 Porsche 911
Look or SE). As well as the ubiquitous rear spoiler and front
spoiler extension, there were Bilstein shock absorbers and
16-inch forged-alloy wheels with black centers with 205/55
front tires on 6J wheels and 225/55 rear tires on 7J wheels. By
this stage sports seats were no longer part of the package.
From September 1988, an alarm system was linked to
the operation of the central locking circuit and the tem-
postat heating control system was improved.

Interior Trim
Leather was a standard fit on the well-equipped U.S. mod-
els from 1984. Sport option cars still had special seats with
height adjustment, this feature being a no-cost option on
The pinstripe style is one of Porsche’s best interiors, being both practical the standard cars.
and smart. New features for the 1985 model year, one year after the For 1985, there was a new leather steering wheel with
Carrera 3.2’s introduction, included a four-spoke steering wheel, taller seat four horizontal spokes. The first electrically operated seats
backrests, and seat release catches on both sides of the backrests. were offered with new switches for height/squab angle and
recline. The seat belt buckles were now on the seats them-
selves and the backrest release catches were fitted on both sides of the seats for
the first time. Seat heating was an option. The new seats are identified by the
headrests being 40 millimeters (1.6 inches) taller than those on the earlier seats.
For 1985 and 1986, there were successive reductions in gear lever travel of 10 per-
cent, to make the 911’s gear change more contemporary in feel. Electric height
adjustment was an option on sports seats from the 1986 model year, this feature
becoming standard for 1988 (with lumbar adjustment as well). Electric opera-
tion became standard on the passenger seat for 1988.
A wider selection of materials was presented for the 1984 model year and
The ventilation system was improved again extended in 1985. These are listed in the Color Schemes section at the end of this
for the 1986 model year, with larger face chapter (page 101).
level and side window vents. The headlamp The interior was changed in detail for the 1986 model year, particularly the
level adjustment was introduced for 1987. seats. The front seats were lowered by 20 millimeters (0.8 inch) and given extra
The nonstandard slot next to the sunroof front-to-back travel. Heating control was improved, and a new temperature
rocker switch is the keyhole for an aftermarket sensor was mounted on top of the dash instead of between the sun visors. The
engine immobilizer. switchgear was revised, and the sun visors were given covered vanity mirrors.
The 25th Anniversary Carreras had special Recaro seats with Dr. Porsche’s
signature monogrammed into the head restraints.

Dashboard and Instruments

There were only detail changes from the 911SC to the Carrera in 1984, one being
the addition of a brake pad wear indicator. In 1986, a new dash panel had larger
and restyled fresh-air vents, and there were new switches and better heat regula-
tion. For 1987, headlamp beam height could be adjusted from the dashboard.

The seats on the Carrera 3.2 have electric Luggage Compartment

adjustment for height, cushion angle, and The luggage capacity of a Cabrio could be improved by replacing the rear seats
recline, with this control panel set on the side of with optional lockers, which also added to security when the hood was down.
the cushion. The fuel tank increased in size from 80 liters (17.60 Imperial gallons, 21.14 U.S.
gallons) to 85 liters (18.70 Imperial gallons, 22.46 U.S. gallons) for 1985, and for
1986 the luggage area carpets were color-coded to match the interior carpets.

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 The Carrera 3.2 (1984–1989)
Engine
The 3.2-liter production engine was claimed to be 80 percent new,
although its basis was still the proven 3-liter assembly, coded 930/20
for Rest-of-the-World models or 930/21 for the United States,
Canada, and Japan. It used the 95-millimeter (3.71-inch) Nikasil
barrels from the SC and the 74.4-millimeter (2.90-inch) stroke
crankshaft from the Turbo, giving a displacement of 3,164cc (193.0
cubic inches). The core engine parts were the same for all markets,
only the compression ratio and the emissions devices varying.
Porsche was moving toward one model for all its markets.
For Rest-of-the-World markets, the compression ratio rose from
9.8:1 to 10.3:1 by using higher crowns to the new forged pistons and
a lower roof height for the combustion chamber. The compression
ratio was 9.5:1 for the United States, Canada, and Japan. Valves were
unchanged from the 911SC, but there were larger port diameters of Digital Motor Electronics came to the 911 for the 1984 model
40 millimeters (1.56 inches) inlet and 38 millimeters (1.48 inches) year, improving performance and reducing fuel consumption
exhaust, and cam timing was revised. Fuel remained 93 RON for by 10 percent.
Rest-of-the-World models or lead-free 91 RON for catalyzed ver-
sions. As on the Turbo, no head gasket was used.
The new 911 Carrera Rest-of-the-World engine’s specific power figure of
73-brake horsepower per liter was the highest since the 2.7 Carrera RS’s 78.2 brake
horsepower per liter. Overall output was 231-brake horsepower at 5,900 rpm,
with maximum torque of 284 Nm at 4,800rpm. The trade-off for the catalyzed
engine with its lower compression ratio was 207-brake horsepower at 5,900 rpm
and maximum torque of 260 Nm at 4,800 rpm. Australia, Sweden, and Switzer-
land had special engines tuned for low hydrocarbon emissions and low noise.
For the first time on a 911, the ignition, fuel, and ambient engine parameters
were mapped using a microprocessor control unit. The system also measured
engine temperature from a ceramic sensor fitted within the cylinder head. This
Digital Motor Electronics (DME or Motronic 2) system was the main reason for
power increasing on the 3.2 Carreras, in tandem with a 10 percent improvement
in fuel consumption. This was due in some part to the over-run fuel cut-off,
improved cold starting, and better cold start stabilization.
The fuel-injection system was now termed by Bosch as LE-Jetronic rather
than the previous K-Jetronic. The inlet manifold pipework was redesigned to pro-
vide charge-boosting resonance to improve the fuel air dynamics. The Motronic
system also provided protection against over-revving by cutting the fuel injection
at precisely 6,520 rpm, removing the need for a mechanical device in the distribu-
tor. Other features of the engine were a more stable idle response to accessory
loads and over-run fuel cut-off above 1,200 rpm. No air injection pump was
required, and the engine compartment seemed much less cluttered without it.
New heat exchangers (with silencer or muffler) had larger pipework and more
efficient silencing. To reduce heat loss, the exchangers were given double-skinned
construction. The 930/21 engine for U.S., Canadian, and Japanese engines was fit-
ted with an improved Lambda sensor and a three-way catalytic converter.
The 3.2 engines were the first to be fitted with the “mother of all chain-
tensioners,” the engine oil-fed hydraulic type. These new tensioners effectively
closed the story on the 911’s famous weakness. The feed pipes to the tensioners
were taken off the external oil supply pipes to each cylinder head bank.

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 Porsche 911
For the 1986 model year, the major engine and transmission parts were
guaranteed for five years or 50,000 miles; this will not bother any readers of this
book, but it shows Porsche’s confidence in the powertrain’s reliability. Emissions-
equipped models received an upgrade in 1987, when the engine (930/25) was
remapped and 95 RON fuel was specified, taking power up to 217-brake horse-
power at 5,900 rpm and torque to 265 Nm at 4,800-brake horsepower. A policy
statement at the start of the 1987 model year said that all new models would offer
the same power whether or not they were catalyzed. By September 1987, 85 per-
cent of new Porsches were delivered with catalytic converters as standard.

Transmission
The decision not to make the new Carrera engine 3.3 liters, which could have
been achieved simply by using the Turbo’s barrels as well as its crankshaft, was
due to the torque limitations of the 915 gearbox. The transmission’s durability
was extended by fitting a gearbox oil pump and circulating hot oil through a
tube-type cooler mounted beside the casing.
For the 3.2 Carrera, fourth and fifth gears were lengthened, becoming 0.966:1
(28:29) and 0.763:1 (29:38), respectively, with a crown wheel/pinion ratio of 8:31.
U.S. models used a shorter fifth gear of 0.790:1 (30:38).
In 1987, the 915 was replaced by the Getrag-built G50 five-speed gearbox,
with its Borg Warner synchromesh system. The G50 is easily distinguished from
the 915 because reverse is to the left and away; whereas, on the older gearbox
it was to the right and back. The gear lever was revised, becoming more slender.
The main reason for the change was that the 915 gearbox was expensive com-
pared to other units, especially now that it needed its own oil cooling system.
The G50 gearbox used on the 3.2 Carrera had a maximum torque capacity of
300 Nm and did not need separate oil cooling. The clutch was enlarged to the
240-millimeter (9.4-inch) size of the Turbo and still used the large rubber damper
at its center. The clutch was now hydraulically operated, which made for less
tiring operation.

Electrical Equipment and Lighting

The 1984 models were fitted with a larger 92A/1,260-watt alternator with
additional cooling guides at its center. A central rear stoplight came to U.S.
models in 1986: It started at the top of the window, found a new home at the
lower edge in 1987, and returned to the top again in 1988. Rear foglights were
integrated into the reflective strip with the reversing lights in 1987. The quartz
The underside of a Club Sport reveals the halogen headlamp power remained a total of 110-watt dipped and 120-watt main
Getrag-built G50 gearbox that was introduced beam, but at last the U.S. cars received headlamps that looked like those fitted to
for the 1987 model year. The new gearbox the rest of the world’s 911s. For some markets, integrated front foglights were
offered the durability needed to cope with fitted below the front bumper line.
the engine’s increasing torque. Timing chain
tensioners had always been a weak point in the Suspension and Steering
reliability of the 911 engine. The new Carrera 3.2 The new Carrera carried over the suspension of the outgoing SC, but Boge’s new
received a new design that used engine oil to gas dampers became the standard fitting from 1985.
maintain hydraulic pressure on the timing chain The 1986 models had stiffer anti-roll bars, diameter increasing from 20 mil-
idler. The new tensioners could be recognized limeters to 22 millimeters at the front and from 18 millimeters to 21 millimeters
from the outside by the small feed pipes at the rear. The shock absorbers were uprated, and the rear torsion bars increased
branching from the cylinder head oil supply. in diameter from 24 millimeters to 25 millimeters.

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 The Carrera 3.2 (1984–1989)
With the introduction of the G50 gearbox, the rear torsion bar tube
had to be revised to clear the larger clutch bell housing. The new cast-iron
support for the semi-trailing arms used the Turbo’s geometry, incorporating anti-
squat characteristics.

Brakes
The 304-millimeter (11.8-inch) diameter front brake discs on the 1984 Carrera
increased in thickness from 20.5 millimeters (0.80 inch) to 24 millimeters (0.94
inch), giving more air circulation between the faces. At the rear disc thickness rose
from 20 millimeters (0.78 inch) to 24 millimeters (0.94 inch) on a 309-millimeter
(12.1-inch) diameter. The total pad area was 78 square centimeters (12.1 square
inches) for the A-type front calipers and 52.5 square centimeters (8.1 square
inches) for the cast-iron M-type rear calipers. The same calipers had been fitted
to the outgoing SC.
The Hydrovac servo, of 8 inches diameter, was common with the Turbo. A
pressure-limiting valve was introduced into the rear brake circuit and reduced
the chances of wheel lock-up under heavy braking. A new brake pad wear sensor
was also fitted.

Wheels and Tires

At the time of its introduction, the Carrera’s standard wheels were the telephone Club Sports had (green) Bilstein gas dampers
dial cast-alloy type with five oval holes around the center. The familiar Fuchs as standard. All Carrera 3.2s were given larger
alloys were still available as an option (now with locking wheel nuts), and their versions of the familiar A-type cast-iron
centers could be ordered in white or platinum as well as black. calipers and the brake discs were thicker (at 24
There were numerous changes in wheel specification during the life of the millimeters) than those on the SC.
Carrera 3.2. From 1984, the standard 15-inch wheel sizes were 6J with 185/70
tires at the front and 7J with 215/60 tires at the rear. An option was 7J at the
front (with 205/55ZR tires) and 8J at the rear (with 225/50ZR tires) on 16-inch
Fuchs wheels. In 1987, the standard front tires grew to 195/65VR, still on the 6J
rims, and in 1988 the standard wheel sizes went to 7Jx15 front and 8Jx15 rear,
the Fuchs forged-alloy type replacing the telephone dials. The 16-inch wheels
remained an option with the same tire sizes as before, although they were stan-
dard on the Club Sport.
For the final model year of the 3.2 Carrera, 1989, the standard wheels were
6Jx16 front and 8Jx16 rear, with 205/55ZR and 225/50ZR tires, respectively.

Carrera Turbo Look

From 1984, Carreras could be ordered optionally with the Turbo Coupe body-
shell, and this was announced as a regular model from September 1985. The
specification included the Turbo’s flared front and rear wheel wings, tea-tray
wing, and front spoiler extension. The Turbo’s suspension and brakes, including
perforated discs and 917-type calipers, were used without change, as were 7J/9J
front and rear wheels. Cornering was improved with the wider track, stiffer rear
torsion bars, and a softer rear anti-roll bar. Ride height dropped from 108 mil-
limeters (4.2 inches) to 94 millimeters (3.7 inches). Inside, the only trim options Most Club Sports were finished in Grand Prix
were leather and cloth or leather throughout. White with these decals on the sides and a
The Turbo Look’s extra weight, about 50 kilograms (110 pounds) more than small logo on the front lid. The wheel centers
the regular Carrera, affected the acceleration, and the increased frontal area also were normally color-coded to the decal colors,
contributed to the top speed being approximately 12 miles per hour slower, a but white and black centers were available.

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 Porsche 911
Part of the stripped- point that explains why some customers specified the turbo engine in the Carrera
down specification bodyshell. But the Turbo Look looked good and cost much less than a real Turbo.
of the Club Sport The Targa and Cabrio became available in Turbo Look from 1986, the year
was the deletion of in which 245/45VR rear tires on 9Jx16-inch Fuchs wheels became a special option.
the automatic heater In the U.K., the Turbo-Look model was known as the Carrera with Sport Equipment
control and the (SE) for the 1986 model year and the Carrera Super Sport from September 1986.
return of the older
two-lever manual Carrera Club Sport
control next to the handbrake. In the Available from September 1987, the Club Sport was a stripped-out Sport Equipment
absence of electric seat adjustment, the model, the deleted features, including electric windows, electric front seats, rear
manual levers fore and aft movement are wiper, central locking, radio (but the windshield antenna remained), passenger
also grouped near the handbrake. Note the sun visor, rear seats, sound insulation (except for engine bay and roofliner), and
shift pattern of the C50 gearbox. air conditioning (where fitted as standard). Club Sport models carried the internal
option number M637.
The finish inside was not austere; however, the rear seat area had fitted carpet-
ing, and the seat trim was leather and cloth or full leather. A shorter-throw gearshift
was fitted, and the alarm system of the regular Carrera was used. Other detail omis-
sions included the automatic heater control, lockable oddments bin, door pocket
lids, and the trim panels for the rear bulkhead and sides, while the door trims were
simplified. Oddly, items that remained were headlamp washers and (on U.K. cars)
electric exterior mirrors.
Although the cars were prepared in Grand Prix White with optional red “Carrera
CS” side script, it is known that at least one car in the United Kingdom was finished
in red, so left-hand-drive cars in other colors probably exist. All were coupes, except
On the Club Sport this carpeted shelf, one: a special-order Targa made for a favored German customer who paid an extra
complete with small oddments pockets DM 7,000 for the privilege. Red wheel centers were normal, but wheels could also
below, replaced the normal rear seats. be supplied with white or black centers. Where no PVC sealer was applied to the
There was no facility for fitting rear underside, the anticorrosion warranty was reduced from 10 years to 2. For most
loudspeakers to this model markets it was deleted, but U.K. cars generally had this treatment.
The claimed weight saving was about 50 kilograms (110 pounds) on the regular
Carrera, but only 23 kilograms (51 pounds) on U.K. cars, according to Motor maga-
zine. At first Club Sports were given 6Jx15 and 7Jx15 wheels using Pirelli P6 tires in
sizes 195/65VR and 215/60VR. Later models received 6Jx16 and 7Jx16 wheels and
Dunlop D40 tires in sizes 205/55VR and 225/50VR. Bilstein gas dampers were fitted
all round.
The engine was allowed to run to 6,840 rpm as opposed to the standard car’s
maximum of 6,520 rpm by rechipping the Motronic system and using hollow intake
valves. The rev counter was redlined from 6,600 rpm, as opposed to the regular
Carrera’s 6,200 rpm. Although maximum power was unaffected, the engine tweaks
and lighter weight combined to improve acceleration, particularly above 60 miles
per hour. The Club Sport could cover 0 to 60 miles per hour in 5.2 seconds compared
with the standard car’s 5.6 seconds (Autocar figures), while top speed rose from 148
to 151 miles per hour.
During 1988, a special anniversary The Club Sport was discontinued in September 1989 after 340 cars had been deliv-
model was released to celebrate 25 ered. It is believed that only 28 were sold in the United States, with 50 going to Britain.
years of production of the 911, as shown
by a factory-fitted dashboard plaque. Anniversary Carrera
Anniversary specification could be ordered For the 1988 model year, an exclusive run of Carreras in all body styles and with
on any model in the 911 range. special Marine Blue metallic paint was made to celebrate 25 years of production of

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 The Carrera 3.2 (1984–1989)
the 911. By coincidence it also marked the completion during the summer of 1987
(on June 3, to be precise) of the 250,000th 911. The interiors were finished in blue
metallic crushed leather with “F. Porsche” signatures on the headrest area of the two
front seats. Special silver blue silk velour carpet completed the luxurious interior
of the anniversary models, and the short gear lever first seen on the Club Sport
was used. The cars carried no model designation on the engine lid. Of the 875
Anniversary Carreras made, 300 went to the United States (120 Coupes, 100 Cabrios,
and 80 Targas), 250 were sold in Germany, and 50 went to the U.K. (30 Coupes, 10
Cabrios, and 10 Targas).

Speedster
This model had first been proposed to Peter Schutz when he took over at Porsche in
late 1981, but the body style chosen at that time was the Cabriolet. The Speedster pro-
totype was shown at the Frankfurt Show in 1987, and production models went on
sale in January 1989, using the Cabrio bodyshell without any additional stiffening. As
with the Cabrio, the Speedster could be ordered in most markets with the Slant-Nose
or Turbo-Look body styles, but only the latter was sold in Germany and the United
States. The Turbo Look accounted for 1,894 of the 2,065 Speedsters made between
January and September 1989; 63 right-hand-drive Speedsters were officially imported
to the United Kingdom and 823 went to the United States.
Visual distinction was provided by the aluminum-framed windscreen being
raked down by 5 degrees and accompanied by frameless side windows. There was
a new simplified hood, termed an emergency or temporary hood by the factory to
reinforce the message that it was not built to the same high standards of comfort The Anniversary 911s had various unique
as the Cabrio hood. It was claimed that the Speedster was designed “for friends of features, including metallic blue crushed
open-air motoring.” The hood was stowed under a color-coded polyurethane mold- leather for the seats and an “F. Porsche”
ing that was designed to improve the aerodynamics of the open car but made the signature on the headrest area. This car is
rear look awkwardly bulky. Customers were warned that the hood might not be owned by Roger Wynne.
waterproof and were advised that the Speedster should not be taken through a car
wash. Before purchases could proceed, buyers were asked to sign a disclaimer that
they would accept “a degree of wind noise and water ingress from the seal areas in
inclement conditions.” A removable (and hand-fitted at the factory) alloy hard top
with heated rear window was listed as an option, but it is unclear whether any were
delivered to customers.
There really were no frills on the Speedster. The windows and the heater were
manually controlled. The seats were dropped to accommodate the lower roofline,
although 20-millimeter (0.8-inch) spacers were used at the front of the seats to The Speedster’s large fiberglass hood cover
provide better thigh support. The lower part of each seat was the basic nonelectric molding hinges backward and remains in
version with a Sport seat back fitted, as used on the Club Sport. The rear seats were place all the time, precluding the fitting of
removed and the area carpeted. The M419 factory option provided a permanently rear seats.
installed storage box with two lockable lids in the rear seat area.
The Anniversary
The factory claimed a 70-kilogram (154-pound) weight savings over the Coupe,
models were
but on the road it was more like 40 kilograms (88 pounds), a difference that was can-
painted in Marine
celed out on the Turbo-Look version. Quoted performance was 0 to 100 kilometers
Blue Metallic
per hour (0 to 62 miles per hour) in 6.0 seconds, but 0.1 second could be added for
with matching
the Turbo Look and 0.2 second to either model if a catalytic converter was fitted.
wheel centers.
As a tailpiece, this Speedster was the last 911 model to be built in the old
Zuffenhausen factory on a bodyshell based on the original 1963 design. The Carrera
4 was built on a new production line.

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 Porsche 911
1989 (Start of J-series)
Fuchs wheels go up one size all around to 6Jx16in front,
8Jx16in rear; minor change to the fifth-speed gear assembly to
reduce noise; anti-roll bars now 22mm front, 21mm rear; car
alarm fitted and linked to central locking, marked by flashing
red diodes in the lock buttons; optional seat heating for both
passenger and driver and a radio with CD player.

Dimensions
Wheelbase
2,271mm.
Track (front/rear)
1,398mm/1,405mm (standard), 1,432/1,500mm (Turbo Look
to 1986), 1,434mm/1,526mm (Turbo Look from 1986).
Length
4,291mm.
Width
1,650mm (standard), 1,829mm (Turbo Look).

Options
This Speedster interior shows manual window winders and the smaller sun visors used to suit the The following is a list of equipment options used from the
lower windscreen. introduction of the 911SC in 1978 through to 1992. Porsche Cars
North America is among the references for this listing, which is
all that can be obtained from official sources. Regrettably it is not
Production Changes 1.409:1; fourth, 1.125:1; fifth, 0.889:1; reverse, 3.325:1; final possible to date these options, so this list must also apply to the
1984 (Start of E-series) drive, 3.444:1; front seats lowered by 20mm and with greater chapters on the 911SC (1978–1983) and the 3.6-liter Carrera 4 and
Engine increased to 3,164cc with longer-throw crankshaft of adjustment; new dash panel with larger face-level and side 2 (1989–1993). Many M numbers were standard for a particular
3.3 Turbo and Nikasil barrels of 911SC; Bosch Motronic 2 engine window fresh air vents and temperature sensor; new switches market and will not be shown on the vehicle identification label
management with LE fuel injection (and engine temperature and better heat regulation; digital self-seek radio with balance (VIL). The hundreds of detail options are not shown here, and some
sensing on cylinder head); 10.3:1 compression ratio with higher control standard; sun visors receive covered vanity mirrors; M numbers represent a group of options for a particular model.
crown pistons (and 96 RON fuel); off accelerator fuel cut-off Sports seats are a no-cost option. M09 three-speed Sportomatic; M18 Sport steering wheel with
above 1,200 rpm, improved idle speed control and Lambda elevated hub; M20 Speedometer with two scales (kph/mph); M26
adjustment on U.S., Canadian, and Japanese engines; new 1987 (Start of H-series) activated charcoal canister; M030 Sport suspension for Carrera 2
cam timing (advanced by 3 degrees); cylinder head gasket Motronic system on U.S., Canadian, and Japanese engines (1992/3); M68 bumpers with impact absorbers; M70 tonneau cover,
deleted; larger inlet (38mm) and exhaust (40mm) ports; remapped (new 930/25 engine code) and fuel grade raised Cabriolet; M97–99 Anniversary model 1989; M103 adjustment of
hydraulically damped spring chain tensioners fed by engine oil; to 95 RON, giving output of 217 brake horsepower (DIN) and shock absorber strut; M126 digital radio 1982; M139 seat heating
new heat exchanger design with larger pipe diameters, two- maximum torque of 265Nm; front-mounted oil cooler gets (left); M148 modified engine 930/66; M152 engine noise reduction;
stage silencing (on RoW models) and resonant charge boost thermostatically controlled fan on these models; Australia gets M154 control unit for improved emissions; M155 Motronic unit for
air intake manifold; U.S., Canadian, and Japanese engines use its first unique model, 207 brake horsepower and equipped cars with catalytic converters; M156 quieter silencer; M157 oxygen
91 RON lead-free fuel, with 9.5:1 compression ratio, using new as previous U.S. models (930/21), with timing retarded to sensor and catalyst; M158 Radio Monterey (1986) or Reno (1987);
three-way catalytic converter in place of first silencer (muffler); run 91 RON fuel (as opposed to 95); all other RoW models M160 Radio Charleston; M167 Bridgestone tires; M176 oil cooler
oxygen sensor now preheated; new final silencer, with 10 (noncatalyzed) run on 98 RON; Swiss models fitted with rear with fan; M185 Automatic two-point rear seat belts; M186 manual
percent improved flow rate; engine weight rises from 190kg spoiler (and front chin spoiler) to improve engine compartment rear seat belts; M187 asymmetric headlamps; M190 increased door
to 210kg; gear ratios (U.S.): first, 3.181; second, 1.778; third, air circulation, which had been reduced by an acoustic shield side strength; M195 prepared for cellular telephone; M197 higher
1.261; fourth, 1.000; fifth, 0.790; reverse, 3.325; final drive, mounted under the engine; additional air-injection pump amperage battery (88Ah); M218 license brackets, front and rear;
3.875. Gear ratios (RoW): first, 3.181; second, 1.833; third, fitted to Swiss cars (930/26), power as 930/20 RoW engine; M220 locking differential (40 percent); M240 version for countries
1.261; fourth, 1.000; fifth, 0.763; reverse, 3.325; final drive, all models fitted with Getrag G50 gearbox and hydraulic clutch with inferior fuel; M261 passenger external mirror, flat glass;
3.875; sunroof air deflector revised; Turbo’s heater controls fitted operation, with these ratios: first, 3.5:1; second, 2.059:1; third, M286 high-intensity windshield washer; M288 headlight washer;
and in certain markets central locking is standard; 24mm thick 1.409:1; fourth, 1.074:1; fifth, 0.861:1; reverse, 2.857:1; final M298 prepared for unleaded fuel, manual transmission; M326
brake discs with larger calipers front and rear; brake pressure drive, 3.444:1; clutch size increased to 240mm diameter; new Radio Blaupunkt Berlin; M327 Radio Blaupunkt Koln; M328 Radio
limiter to prevent panic front wheel locking; brake servo now rear torsion bar housing center section in cast iron; standard Blaupunkt Bremen; M328 Radio Blaupunkt Symphony; M329/330
8in; motor-driven vacuum assistance for brake servo maintains front tires now 195/65VR 16; exterior mirror adjustment switch Radio Blaupunkt Toronto; M335 Automatic three-point rear seat
brake pressure over longer period. repositioned; seats now adjustable in three planes; headlight belts; M340 seat heating (right); M341 central locking; M351 Porsche
beam adjuster mounted on dash; anti-corrosion warranty CR stereo radio/cassette Type DE, manual antenna, loudspeakers;
1985 (Start of F-series) extended to 10 years; new rear panel has reflective script and M375 asbestos-free clutch lining; M377/378 combination seat
Production actually started on Oct. 1, due to a metal workers’ foglights; door handle contains “point of light” to assist finding (left/right); M378/380 series seat, electric vertical adjustment (left/
strike in Germany; wing-mounted oil cooler changed from brass it in the dark; Targas get improved weather sealing with rain right); M383/387 sports seats, electric vertical adjustment (left/
tube to matrix type; lower front spoiler has slot to improve oil gutters; powered Cabrio hood now standard. right); M389 Porsche CR stereo U.S. radio/cassette, manual antenna,
cooling airflow; gear lever travel shortened by 10 percent; radio loudspeakers; M391 stone guard decal; M395 light metal wheels
antenna now in windshield; windshield washers heated; active 1988 (Start of I-series) 6Jx15in front and 7Jx15 in rear, forged, with 205 and 225 tires; M399
carbon filters in breather system prevent escape of fuel vapor; Standard telephone dial wheels replaced by 15in diameter air conditioning without front condenser; M401 light metal wheels;
electric adjusted front seats with part leather and cloth or full 7J front and 8J rear Fuchs forged alloys (with 195/65VR and M403 50-year anniversary model (1982); M406 front wheel housing
leather inlay; headrests 40mm taller, backrest release on both 215/60VR tires); the following items, previously options, protection (1983–86); M407 rear seats with static belts; M409 sport
sides of seat back. become standard: passenger door mirror, electric passenger seats in leather (left/right); M410 sport seats in leatherette/c1oth
seat, central locking, headlight washers, intensive wash for the (left/right); M419 rear luggage compartment instead of seats;
1986 (Start of G-series) windshield; emergency crank provided for electric windows; M424 automatic heating control; M425 rear wiper; M437/438
Swiss models receive more effective silencer; revised shock optional eight-speaker plus booster sound package (hi-fi pack), comfort seats (left/right); M439 cabriolet top, electric operation;
absorbers and new anti-roll bars; revised rear torsion bars; crushed leather upholstery and provision for subsequent mobile M440 manual antenna, two loudspeakers in doors and suppression;
optional 10 percent (again) shorter gear shift; all models now phone installation; all brake pads, clutch facings, and seals for M441 electric antenna (right), two loudspeakers in doors and
have the same gear ratios: first, 3.5:1; second, 2.0591; third, engine and gearbox are asbestos free. suppression; M443 tinted front and side glass, heated windshield;

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 The Carrera 3.2 (1984–1989)
M444 Cabriolet; M446 Targa build kit; M451 prepared for radio for
sport group; M454 cruise control; M461 electric antenna (right); Identification
M462 Sekuriflex laminated windshield; M463 clear windshield;
M464 without compressor and tire pressure gauge; M467 external Model year Model Engine Gearbox Chassis numbers Engine numbers
driver’s mirror, convex; M468 graduated windshield tint, green side E-series 1984 911 Carrera 930/20 915/67 WPOZZZ91 ZES 1 00001–4033 63E0000l onward
glass; M469 black headlining; M470 without spoilers; M473 with Carrera Targa 930/20 915/67 WPOZZZ91ZES140001–1469 63E00001 onward
spoilers; M474 Sport shock absorbers; M475 Brake pads without Carrera Cabrio 930/20 915/67 WPOZZZ91ZES150001–1835 63E00001 onward
asbestos; M482 Engine compartment light; M483 right-hand drive; Carrera Japan 930/21 915/68 WPOZZZ91 ZESl 09501–9717 64E00001 onward
M487 connection for foglight from parking light; M490 HiFi sound Carrera Targa Japan 930/21 915/68 WPOZZZ91 ZES 149501–9564 64E0000l onward
system; M491 Turbo-Look body; M492 H4 headlights for left-hand Carrera Cabrio Japan 930/21 915/68 WPOZZZ91 ZES 159501–9577 64E0000l onward
traffic; M494 two speakers on rear shelf; M496 black-look exter- Carrera U.S. 930/21 915/68 WPOAB091 ES 120001–2282 64E0000l onward
nal trim, color-coded headlamp rims; M498 without rear model Carrera Targa U.S. 930/21 915/68 WPOEB091 ES 160001–2260 64E0000l onward
designation; M503 Speedster variant of Cabriolet; M505 Slant- Carrera Cabrio U.S. 930/21 915/68 WPOEB091ES170001–1191 64E0000l onward
Nose (U.S.A.); M506 Slant-Nose (RoW); M513 lumbar support F-series 1985 911 Carrera 930/20 915/69 WPOZZZ91ZFS 1 00001–3529 65F0000l onward
(right seat); M525 alarm with continuous sound; M526 cloth door Carrera Targa 930/20 915/69 WPOZZZ91 ZFS 14000 1–143 5 65F00001 onward
panels; M528 passenger side external door mirror, convex; M533 Carrera Cabrio 930/20 915/69 WPOZZZ91 ZFS 15000 1– 1 583 65F00001 onward
alarm system; M559 air conditioning; M565 safety steering wheel Carrera Japan 930/21 915/70 WPOZZZ91 ZFS 109501–722 64F00001 onward
in leather, 380mm diameter; M566 Rectangular front foglights; Carrera Targa Japan 930/21 915/70 WPOZZZ91ZFS149501–564 64F00001 onward
M567 graduated green tint windshield; M568 tinted windshield Carrera Cabrio Japan 930/21 915/70 WPOZZZ91 ZFS159501–575 64F00001 onward
and side glass; M573 air conditioning; M577 heated and tinted Carrera U.S. 930/21 915/70 WPOAB091 FS 120001–1959 64F00001 onward
windshield; M586 lumbar support, left seat; M590 center console; Carrera Targa U.S. 930/21 915/70 WPOEB091 FS 160001–1942 64F00001 onward
M592 anti-lock brakes (Bosch-Teves); M592 brake fluid warning Carrera Cabrio U.S. 930/21 915/70 WPOEB091 FS 170001–1 050 64F00001 onward
system; M593 ABS Bosch; M594 ABS Wabco; M602 third brake
light, top of rear screen; M605 vertical headlight adjustment; M630 G-series 1986 911 Carrera 930/20 915/72 WPOZZZ91 ZGS 1 00001–4031 63GOOOOl onward
police equipment; M637 Club Sport model; M650 electric sunroof; Carrera Targa 930/20 915/72 WPOZZZ91ZGS140001–1758 63G00001 onward
M651 electric windows; M652 intermittent wipe; M656 manual Carrera Cabrio 930/20 915/72 WPOZZZ91 ZGS 150001–2358 63G00001 onward
steering; M659 front foglights (1979); M659 on-board computer; Carrera Japan 930/21 915/73 WPOZZZ91 ZGS 1 09501–733 64G00001 onward
M666 without lacquer preservation and chrome preservation; Carrera Targa Japan 930/21 915/73 WPOZZZ91 ZGS 149501–579 64G00001 onward
M673 prepared for lead-sealed odometer; M684 one-piece rear Carrera Cabrio Japan 930/21 915/73 WPOZZZ91 ZGS 159501–580 64G00001 onward
seat; M686 Radio Blaupunkt Ludwigsburg; M688 Radio Blaupunkt Carrera U.S. 930/21 915/73 WPOAB091 GS 120001–2619 64G00001 onward
Boston; M690 CD player CD10 with radio; M691 CD player (CD01 for Carrera Targa U.S. 930/21 915/73 WPOEB091 GS 160001–1976 64G00001 onward
1988, CD02 from 1989) with radio; M701 Slant-Nose; M702 high- Carrera Cabrio U.S. 930/21 915/73 WPOEB091 GS 17000 1–1986 64G00001 onward
performance engine (930/66); M930935/945/947/948 seat covers; H-series 1987 911 Carrera 930/20 950/00 WPOZZZ91ZHS 1 00001–3381 63H00001 onward
M970 floor mats; M974 velour carpet in luggage compartment; Club Sport 930/20 950/00 WPOZZZ91ZHS105001–081 63H00001 onward
M980 seat covering in ruffled leather; M981 all-leather lining; M986 Carrera Targa 930/20 950/00 WPOZZZ91ZHS140001–1354 63H00001 onward
partial leather lining. Carrera Cabrio 930/20 950/00 WPOZZZ91ZHS150001–1464 63H00001 onward
Carrera Japan 930/25 950/01 WPOZZZ91 ZHS 1 09501–808 64H00001 onward
Color Schemes Carrera Targa Japan
Carrera Cabrio Japan
930/25
930/25
950/01
950/01
WPOZZZ91 ZHS149501–579
WPOZZZ91 ZHS 159501–585
64H00001 onward
64H00001 onward
1984 (chart W74-704-2041)
Carrera U.S. 930/25 950/01 WPOAB091 HS 120001–2916 64H00001 onward
Standard body colors
Carrera Club Sport U.S. 930/25 950/01 WPOAB091 HS 125001–300 64H00001 onward
Guards Red (017), Glacier Blue (32Z), Black (700), Grand Prix
Carrera Targa U.S. 930/25 950/01 WPOEB091 HS 160001–2232 64H00001 onward
White (908), Chiffon White (182).
Carrera Cabrio U.S. 930/25 950/01 WPOEB091 HS 170001–2653 64H00001 onward
Special order body colors
Moss Green Metallic (20C), Pewter Metallic (655), Slate Blue I-series 1988 911 Carrera 930/20 G50/00 WPOZZZ91 ZJS 100001– 3580 63J00001 onward
Metallic (661), Quartz Gray Metallic (662), Ruby Red Metallic Club Sport 930/20 G50/00 WPOZZZ91 ZJS 105001–148 63J00001 onward
(810), Kiln Red Metallic (811), Zinc Metallic (956), Light Bronze Carrera Targa 930/20 G50/00 WPOZZZ91 ZJS 140001–1281 63J00001 onward
Metallic (966), Platinum Metallic (655). Carrera Cabrio 930/20 G50/00 WPOZZZ91 ZJS 15000 1–150 1 63J00001 onward
Fabrics Carrera Japan 930/25 G50/01 WPOZZZ91 ZJS 1 0950 1–930 64J00001 onward
Leatherette (BPX) in Gray-Beige (4FK), Burgundy (3MK), Carrera Targa Japan 930/25 G50/01 WPOZZZ91 ZJS 14950 1–586 64J00001 onward
Cadbury Brown (4RB), Blue (1 HH), or Black (435); leather (EXH) Carrera Cabrio Japan 930/25 G50/01 WPOZZZ91 ZJS 15950 1–581 64J00001 onward
in Can-Can Red (80S), Pearl White (8YD), Dark Green (6JD), Carrera U.S. 930/25 G50/01 WPOAB091JS 120001–2066 64J00001 onward
Champagne (1VD), Burgundy (7LD), Gray-Beige (6FL), Cadbury Carrera Club Sport U.S. 930/25 G50/01 WPOAB091 JS 12 500 1–082 64J00001 onward
Brown (4RB), Black (1AJ), or Blue (30B); textured cloth with Carrera Targa U.S. 930/25 G50/01 WPOEB091JS 160001–1500 64J00001 onward
wavy line pattern (TPU) in Brown (7NU), Blue (30C), Black (70F), Carrera Cabrio U.S. 930/25 G50/01 WPOEB091JS 170001–2116 64J00001 onward
Gray Beige (8FU), or Burgundy (5MU); fabric with in-woven J-series 1989 911 Carrera 930/20 G50/00 WPOZZZ91 ZKS 100001–3532 63K00001 onward
diagonal “Porsche” script (TPC) in Black (4CR), Brown (6TR), Carrera Targa 930/20 G50/00 WPOZZZ91 ZKS 140001–1063 63K00001 onward
Gray-Beige (8RR), Blue (5HR), or Burgundy (2LR); checkerboard Carrera Cabrio 930/20 G50/00 WPOZZZ91ZKS 150001–2787 63K00001 onward
velour (TPB) in Light Gray/Black (4FJ), Brown/Gray (5RH), Blue/ Club Sport 930/20 G50/00 WPOZZZ91 ZKS 105001–090 63K00001 onward
Gray (7GH), or Burgundy/Gray (9LH); pinstripe velour (TPB) in Speedster 930/20 G50/00 WPOZZZ91ZKS 153000–4242 63K00001 onward
Brown/Beige (3NN), Black/White (7BN), Gray-Beige/White Carrera U.S. 930/25 G50/01 WPOAB091 KS 120001–1156 64K00001 onward
(9FN), Blue/White (8GJ), or Burgundy/White (1 MJ). Carrera Targa U.S. 930/25 G50/01 WPOEB091 KS 160001–0860 64K00001 onward
Carpets Carrera Cabrio U.S. 930/25 G50/01 WPOEB091 KS 170001–1361 64K00001 onward
Cut pile velour (TFK) in Light Gray (60A), Brown (40E), Dark Blue Speedster U.S. 930/25 G50/01 WPOEB091 KS 17300 1–823 64K00001 onward
(30B), Dark Green (6JD), Black (70E), Gray-Beige (2FL), Can-Can Club Sport 930/25 G50/01 WPOEB091 KS 125001–007 64K00001 onward
Red (80S), Burgundy (80E), or Champagne (1VD).
General notes: Chassis numbering Model years are identified by a letter for the 10th character of RoW models or the ninth character of U.S.
1985 (chart VMA7.84, WVK1 00S20) models, as follows: E 1984, F 1985, G 1986, H 1987, J 1988, K 1989. Engines 930/26 was supplied alongside RoW models as a special model
Standard body colors for Switzerland from 1985 and Sweden from 1987; 930/25 was supplied to Austria from 1987.930/26 was as 930/20, plus an air pump and
Guards Red (027), Black (700), Pastel Beige (S36), Dark Blue extra noise reduction. Gearboxes Note change of designation for G50 gearbox for 1988, from 950 to G50; G50/02 was supplied to Switzerland.
(347), Marble Gray (673), Grand Prix White (908). Option M220 (locking differential) was available on all 1988 G50 gearboxes.

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 Porsche 911
Special order body colors
Production Data Garnet Red Metallic (822), Crystal Green Metallic (33N), White
Gold Metallic (S39), Prussian Blue Metallic (33X), Moss Green
Model Model Power Torque Compression Weight Number Metallic (20C), Iris Blue Metallic (33P), Nutmeg Brown Metallic
year (bhp DIN@rpm) (Nm@rpm) ratio (kg) built (492), Meteor Metallic (961), Silver Metallic (936).
1984 911 Carrera 231@5,900 284@4800 10.31 1,160 4,033 Fabrics
Carrera Targa 231@5,900 284@4,800 10.3: 1 1,210 1,469 Leatherette as 1984, excluding Gray-Beige (4FK) but with
Carrera Cabrio 231@5,900 260@4,800 10.3: 1 1,210 1,835 addition of Gray-Green (4JX); leather as 1984 excluding Gray-
Carrera Japan 207@5,900 260@4,800 9.5:1 1,250 217 Beige (6FL) but with addition of Gray-Green (SJX), Wild Buffalo
Carrera Targa Japan 207@5,900 260@4,800 9.5:1 1,300 64 (dark brown, SNW) and Ocean Blue (6GX); checkerboard velour
Carrera Cabrio Japan 207@5,900 260@4,800 9.5:1 1,250 77 deleted for 911; pinstripe velour (TPB) in Brown/White (3NN),
Carrera U.S. 207@5,900 260@4,800 9.5:1 1,250 2,282 Black/White (7BN), Blue/White (8GJ), Burgundy/White (1 MJ),
Carrera Targa U.S. 207@5,900 260@4,800 9.5:1 1,300 2,260 or Gray Green/White (3JV); pinstripe (narrow) flannel (TPC)
Carrera Cabrio U.S. 207@5,900 260@4,800 9.5:1 1,300 1,191 in Black (8BF), Brown (2TF), Gray-Green (9JF), Blue (6GF), or
1985 911 Carrera 231@5,900 284@4,800 10.3:1 1,160 3,529 Burgundy (1 MF); fabric with in-woven diagonal“Porsche”script,
Carrera Targa 231@5,900 284@4,800 10.3:1 1,210 1,435 more prominent than 1984 (TPC), in Black (2CZ), Brown (lNZ),
Carrera Cabrio 231@5,900 260@4,800 10.3: 1 1,210 1,583 Blue (6HZ), Burgundy (SLZ), or Gray-Green (1 JK); Cabrio hoods
Carrera Japan 207@5,900 260@4,800 9.5:1 1,250 222 in Black, Dark Brown, Dark Blue, Burgundy, or Gray-Green.
Carrera Targa Japan 207@5,900 260@4,800 9.5:1 1,300 64 Carpets
Carrera Cabrio Japan 207@5,900 260@4,800 9.5:1 1,300 75 As with 1984, except Gray-Green (8JK) replaces Gray-Beige and
Carrera U.S. 207@5,900 260@4,800 9.5:1 1,250 1,959 White (2YN) added—a good color for a car carpet.
Carrera Targa U.S. 207@5,900 260@4,800 9.5:1 1,300 1,942
Carrera Cabrio U.S. 207@5,900 260@4,800 9.5:1 1,300 1,050 1986
1986 911 Carrera 231@5,900 284@4,800 10.3:1 1,210 4,031 Standard and special order body colors as with 1985.
Carrera Targa 231@5,900 284@4,800 10.3:1 1,260 1,758 Fabrics
Carrera Cabrio 231@5,900 260@4,800 10.3: 1 1,260 2,358 Leatherette as 1985, but with Gray-Beige (4FK) reinstated;
Carrera Japan 207@5,900 260@4,800 9.5:1 1,260 233 leather as 1985, but with Gray-Beige (6FL) reinstated; pinstripe
Carrera Targa Japan 207@5,900 260@4,800 9.5:1 1,310 79 velour as 1985, but with addition of Gray-Beige/White (9FN);
Carrera Cabrio Japan 207@5,900 260@4,800 9.5:1 1,310 80 pinstripe flannel and “Porsche” script fabric as with 1985, but
Carrera U.S. 207@5,900 260@4,800 9.5:1 1,300 2,619 including Gray-Beige (SUY) in the latter.
Carrera Targa U.S. 207@5,900 260@4,800 9.5:1 1,350 1,976 Carpets
Carrera Cabrio U.S. 207@5,900 260@4,800 9.5:1 1,350 1,986 As with 1985, but with Gray-Beige (2FL) reinstated.
1987 911 Carrera 231@5,900 284@4,800 10.3:1 1,210 3,381
Club Sport 231@5,900 284@4,800 10.3:1 1,172 81 1987 (chart VMAP6/86, WVK102721)
Carrera Targa 231@5,900 284@4,800 10.3:1 1,260 1,354 Standard body colors
Carrera Cabrio 231@5,900 284@4,800 10.3:1 1,260 1,464 Guards Red (027), Black (700), Summer Yellow (10W), Caramel
Carrera Japan 217@5,900 265@4,800 9.5:1 1,260 308 Beige (499), Carmine Red (80F), Grand Prix White (908), Dark
Carrera Targa Japan 217@5,900 265@4,800 9.5:1 1,310 79 Blue (347), Turquoise (21M).
Carrera Cabrio Japan 217@5,900 265@4,800 9.5:1 1,310 85 Special order body colors
Carrera U.S. 217@5,900 265@4,800 9.5:1 1,250 2,916 Lagoon Green Metallic (3SY), Granite Green Metallic (699),
Carrera Targa U.S. 217@5,900 265@4,800 9.5:1 1,300 2,232 Nougat-Brown Metallic (40B), Espresso Brown Metallic (40D),
Carrera Cabrio U.S. 217@5,900 265@4,800 9.5:1 1,300 2,653 Diamond Blue Metallic (697), Marine Blue Metallic (3SV), Silver
1988 911 Carrera 231@5,900 284@4,800 10.3:1 1,210 3,580 Metallic (980), Cassis Red Metallic (80D), Venetian Blue Metallic
Carrera Targa 231@5,900 284@4,800 10.3:1 1,260 1,281 (3SU).
Carrera Cabrio 231@5,900 284@4,800 10.3:1 1,260 1,501 Fabrics
Carrera Japan 217@5,900 265@4,800 9.5:1 1,260 430 Leatherette (BPX) in Linen (4WX), Burgundy (3MK), Mahogany
Carrera Targa Japan 217@5,900 265@4,800 9.5:1 1,310 86 (1 MX), Black (435), Gray-Green (4JX), or Blue (1 KX); leather
Carrera Cabrio Japan 217@5,900 265@4,800 9.5:1 1,310 81 (YDX) in Burgundy (7LD), Mahogany (2LX), Brown (4RB), Black
Carrera U.S. 217@5,900 265@4,800 9.5:1 1,250 2,066
(1AJ), Blue (7JX), Gray-Green (SJX), Linen (7VX), Plum Red
Carrera Targa U.S. 217@5,900 265@4,800 9.5:1 1,300 1,500
(1MC), Silver-Gray (3VC), Caramel (4UC), Venetian Blue (7KC),
Carrera Cabrio U.S. 217@5,900 265@4,800 9.5:1 1,300 2,116
or Champagne (1VD); pinstripe velour (TPB) in Black/White
Club Sport 231@5,900 284@4,800 10.3:1 1,172 148
(7BN), Mahogany/White (6LN), Blue/White (8GJ), Burgundy/
Club Sport U.S. 217@5,900 265@4,800 9.5:1 1,210 21
White (1 MJ), Gray-Green/White (3JV); pinstripe flannel (TPC) in
1989 911 Carrera 231@5,900 284@4,800 10.3:1 1,210 3,532
Mahogany (9LF) Anthracite (8BF), Gray-Green (9JF), Blue (6GF),
Carrera Targa 231@5,900 284@4,800 10.3: 1 1,260 1,063
Carrera Cabrio 231@5,900 284@4,800 10.3: 1 1,260 2,787 or Burgundy (1MF); fabric with in-woven diagonal “Porsche”
Speedster 231@5,900 284@4,800 10.3: 1 1,210 1,242 script as 1986, but less Brown and add Mahogany (4MR); Cabrio
Carrera U.S. 217@5,900 265@4,800 9.5:1 1,250 1,156 hoods in Black, Mahogany, Blue, Burgundy, or Gray-Green.
Carrera Targa U.S. 217@5,900 265@4,800 9.5:1 1,300 860 Carpets
Carrera Cabrio U.S. 217@5,900 265@4800 9.5:1 1,300 1,361 Cut pile velour (TFK) in Mahogany (SMF), Blue (3KF), Linen
Speedster 217@5,900 265@4800 9.5:1 1,210 823 (2XF), Burgundy (80E), Black (70E), Gray-Green (8JK),
Club Sport 231@5,900 284@4800 10.3:1 1,172 83 Champagne (1VD), Plum Red (4MM), Silver-Gray (7VM),
Club Sport U.S. 217@5,900 265@4800 9.5:1 1,210 7 Caramel (SUM), or Venetian Blue (3KM).

General notes The restoration workshop produced a handful of Slant-Nose Carrera conversions between 1984 and 1987: one in 1984, two 1988 (chart VMAP7/87, WVK102720)
in 1985, one in 1986, and five in 1987. For the 1988 model year, the Slant-Nose became a production model but only on the Turbo. The 1987 Standard and special order body colors
remapped 930/2S engine for the U.S.A. (214bhp DIN) is more frequently quoted with its SAE maximum power of 217bhp. The Club Sport As with 1987.
(M637) was discontinued in September 1989. On the subject of weights, there was a large difference between factory homologation weights Fabrics and carpets
and the dry weight of equipped cars. Different markets offered different levels of basic equipment, and others (especially U.S., Japan, and Special materials available for 25-year anniversary model, painted
Canada) had extra emissions equipment. For instance, the homologation weight of the 1984 model was 1,207kg, but this rose to 1,280kg ready in Marine Blue Metallic (3SV); ruffled leather (YDS 8HF) in Blue
for sale in Germany. The quoted ex-factory weight of the same model was 1,160kg. Quoted weight should be treated as a guide only. Metallic with “Ferry Porsche”signature on the headrest area of the
two front seats; silk velour carpet (TLV 6HM) in Silver Blue.

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 Chapter 7

The 911 Carreras (964)

(1989–1993)
Ian King’s Carrera
4 Targa shows the
new design of front
bumper and side
skirt, with a much
more squared-off
lower edge to the
911’s classic curves.
This car is fitted
with five-spoke Cup
Design wheels.

When recession hit in the late 1980s, the yuppies deserted Management instability continued as Porsche plunged
Porsche in droves. The 3.2 Carrera suddenly seemed to into recession on a scale that the company was not prepared
be rather outdated as the competition, especially from for. In March 1990, another new chief executive officer,
Japan, targeted the sports car market that Porsche had Arno Bohn, formerly of the Nixdorf computer business,
dominated for so long. In 1987, 911 Carrera sales had
slipped back to around 17,000. At the end of that year Evolution Outline
Schutz was gone, replaced by well-trusted Porsche finance
August 1989: The Carrera 4 was introduced as a new four-wheel-drive 911 model, along with a restyle
man Heinz Branitzski. He was briefed to find Porsche a new of the bodyshell, a twin spark 3.6-liter engine (250-brake horsepower), a coil spring over shock
direction—again. absorber suspension, and ABS brakes.
October 1989: The Carrera 2 is announced (rear-wheel drive only); Tiptronic automatic transmission
Porsche’s problems were compounded by the fact is launched at same time.
that its loyal customers, who had previously bought a August 1991: The Turbo-Look body style for the Carrera 2 Coupe and Cabriolet is introduced.
911 because it was something special and not likely to be October 1991: The Carrera 2 RS is introduced with 260-brake horsepower and up to 170 kilograms
lighter than Carrera 2.
seen in every town center in the land, had deserted the August 1992: Porsche presents RS America (entry-level Carrera 2) for North America and America
marque too. Branitzski’s task was to reestablish the trust of Roadster (Turbo-Look Cabriolet Carrera 2).
October 1992: The Carrera 2 Speedster is launched.
the core customers and somehow take the company forward February 1993: Carrera 2 Speedster production starts, and the 911 Celebration (30 years of the 911)
from a much reduced trading position. He had a difficult job. is introduced.
December 1993: The Carrera 2 and 4 are discontinued, the Targa is deleted, and the 911 (993) Carrera
In the last year of the 3.2 Carrera, 1989, just less than 7,000 is introduced in Coupe and Cabriolet forms.
were made. There was a cold wind blowing at Porsche.

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 Porsche 911

Mike King’s Carrera 2 Tiptronic, again fitted with was given the task of rescuing the company. There are stories of bitter board-
the attractive Cup Design wheels. room battles over the direction Porsche should take in its struggle to survive.
There were several director-level resignations, and Bohn gained a reputation for
being outspoken in his conflict with the controlling Porsche and Piech families.
By September 1992, he too was gone and was replaced by former Production
Director Wendelin Wiedeking, then aged 39.
Wiedeking’s declared objective was to slash Porsche’s cost base by 30 per-
cent by 1995. From the moment he took over, Herr Wiedeking had to counter
continuous external comment that the firm was up for sale. This was strenuously
rejected at every turn, but it was clear that some major surgery was going to be
necessary on a company that had grown complacent of its position. This would
In standard form for the first three years of appear not to have been the most conducive environment from which to stage a
production the Carrera 4 used these new recovery, but Wiedeking was to lead a whirlwind of change.
seven-spoke alloy wheels, with 205/55front tires The new broom started sweeping. In 1993 alone, the workforce was reduced
and 225/50 rear tires. Considerable road noise by 15 percent, and by 1994 nearly 40 percent of the original management had
was transmitted into the cabin because tire been laid off. Many new initiatives improved productivity. Wiedeking’s produc-
pressures were high. tion training brought massive dividends, which started with Japanese specialists
introducing state-of-the-art kaizen (constant improvement) production meth-
ods. The savings in production were startling: The new 1994 Carrera took 40
hours less to build, quality improved by 15 to 20 percent, the amount of space
needed to assemble each vehicle was reduced by 21 percent, and the stock
inventory—such a drain on the company’s liquidity—by 43 percent. Business
did indeed improve, turning around the record loss of 239 million D-marks in
1992–1993 on the strength of both cost savings and rising sales.
The recovery was led by the new 993, but the 964 played its part. At the
start of the 1994 model year the 993 was available only in two-wheel-drive coupe
form, and 3,690 964s were sold during the model year: Carrera 2 Speedsters,

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 The 911 Carreras (1989–1993)
Cabriolets, Carrera 4s, and Turbos.
But 16,693 993s were sold, too,
demonstrating forcefully how the new
model had captured the imagination
of the marketplace in a way the 964
had not. It was a very different picture
from 1993, when a total of just 12,500
Porsches were sold.
Production of the 964 ceased in
spring 1994, with completion of orders
for the Turbo. The end of the 964 also
marked the passing of the Speedster,
as this model was not a feature of the The Cabriolet progressively ate into the Targa’s share of the 911 market, to the extent that by 1993
993 range. the Targa had virtually disappeared. This 1993 Cabriolet shows off the new Classic Gray hood color
Let us return to 1989 and the new for that year.
Carrera 4, because this was the car that
was to win back Porsche’s loyal customers, to show them that owning a 911 was
indeed something special. With its back to the wall, the company resolved to
fight its way out of trouble with the one major asset that had hauled it back from
the brink in previous hard times: the engineering team at Weissach.
That Porsche’s engineers managed to pull still more innovations from the
911 ideas pile in the late 1980s is astonishing, but the extravagant 959 program
had given them a healthy reserve of technology to draw upon. The 959 was a
wonder car with many technological marvels of industry-leading standard, but
Porsche did not make as much as it might have with the car. The 283 959s were all The Carrera 4 introduced an electrically
presold, and by the time they were delivered to a booming market they seemed operated rear spoiler (above) that deployed
grossly underpriced. A buoyant gray market sprung up around the 959, for a automatically above 50 miles per hour and
speculative owner who paid some £180,000 could resell immediately for any- retracted when speed fell below 6 miles per
thing up to £500,000—and someone reputedly paid $1,000,000 in Japan. hour. In the wake of the Carrera 4, the Carrera 2
None of this speculative gain went to Porsche, but it was an obvious move was introduced (below) early in 1990 to replace
for the cash-strapped company to cream off some of the 959’s technology into a the old Carrera 3.2. More sporting than the four-
new range of 911s, the Carrera 4 and Carrera 2. There was a new factory, too, for wheel-drive model, it was modified to great
the strikingly painted (in shades of pink) body assembly plant at Zuffenhausen effect by the factory’s racing department.
would build the latest 911s. To these models would fall the task of keeping
Porsche afloat until the new direction could fire the excitement of those much
sought new customers.
Officially announced in November 1988 but leaked to the press as much as
a year earlier, the Carrera 4 was a significant development for Porsche. Whereas
all previous 911s were part of a continuous development stream that could be
traced back to 1963, the Carrera 4 was 87 percent new, and as such it should
be judged the first stage of the second generation. As had happened so many
times, the changes on the four-wheel-drive Carrera 4 were understated by the
factory. The bits that remained unchanged were those that everyone could see:
roof, front wings, front compartment lid, doors, and seats, and of course, that
famous profile. Inevitably the word facelift crept into press reports by the less
well-informed, but anyone who looked closely could see that the “87 percent
new” tag had real credibility. The engine, suspension, brakes, and transmission
were all new. Under the skin, the 911 had been truly transformed. The changes
were major enough for the car to be given a new internal factory designation of

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 Porsche 911
964. The joke on the cynical press—there were many at the time because it was
fashionable to knock Porsche in 1989—was that there were still those who talked
about the “wayward handling” of the rear engine design. For normal road use,
the 911 had been tamed long before.
The Carrera 2 followed early in 1990, replacing the 3.2 Carrera. The new
two-wheel-drive 911 used most of the Carrera 4’s equipment, but with a sim-
pler and lighter transmission. With the basic models of the second generation
established, Porsche then set about widening the appeal of the 911 in the way
that had proved successful in the later years of the 3.2 Carrera. The Turbo Look,
the Speedster, and another Anniversary model (marking the 911’s 30th birthday)
enhanced a range that had to take the company through its worst-ever trading
situation in the period 1991 to 1993. Deliveries of the Carrera 4 and Carrera 2
ran out in 1993, to be replaced with the 993 model.

Bodyshell
The structure of the Carrera 4 was entirely new. It was made, as previously,
from hot-zinc-dipped steel, but considerable efforts had been made to improve
manufacturing efficiency by using highly automated methods. In terms of the
bodyshell generally, it had been important to retain the classic 911 profile, yet to
improve the aerodynamics and the styling. These goals were achieved elegantly
with new front and rear bumpers, combined with a much smoother, enclosed
underbody and a movable rear spoiler.
The bumpers were made from deformable thermoplastic supported on an
aluminum subframe. For U.S. models, the subframes were carried on telescopic
dampers to provide “collision recovery” ability. For Rest-of-the-World models,
the supports were simple deformable structures. The driving lights were styled
into the new bumpers, so that changes of line in the bodyshell profile were less
abrupt than on the earlier models. At the rear, the exhaust tailpipe exited on the
right-hand side, the opposite to the 3.2 Carrera.
The rear spoiler was a particularly neat solution to the potential conflict
between retaining the classical 911 shape yet providing improved stability at
higher speeds. The spoiler was raised by an electric motor when the car exceeded
50 miles per hour (80 kilometers per hour) and retracted when speed fell below 6
miles per hour (10 kilometers per hour). Since the spoiler was housed in a larger
opening in the engine cover, cooling was improved when the car was stationary.
The moving spoiler might not have been as effective aerodynamically as a whale-
tail, but it was successful from the visual point of view.
Aerodynamic improvements were applied to most details of the bodyshell.
The gap between the top of the rear window glass and the roof was reduced.
The front windshield was glued into a much lower profile rubber seal, which
in turn was glued to the bodyshell. The rising drip rails next to the windshield
were reduced in size. The oil cooler was still in the right front wing, ahead of the
wheel, but aligned differently to benefit from air ducted into the wheel arch from
under the bumper, hot air being ducted out just ahead of the front wheel. The
condenser for the air conditioning system (where one was fitted) was placed in
the same manner in the left front wing.
The Carrera 4 bodyshell was shared by the Carrera 2, which was announced
a year later, in October 1989, in Coupe, Targa, and Cabrio forms. Sales of the
Targa model, however, were dwindling, and the Carrera 2 would be the last 911

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 The 911 Carreras (1989–1993)
to be offered with this style of open motoring. For the 1992
model year the Turbo-Look Cabrio was also offered for the
Carrera 2. From the 1993 model year, all models carried
the chassis number on the A-pillar, so that it was visible from
outside the car. This was in the interests of better security.

Body Trim
The Carrera 4 was notable in having little superfluous body
trim. New plastic sill extensions squared off the sides of the
car, but other trim—including door mirrors and windshield
wipers—was carried over from the 3.2 Carrera. The sunroof
received a new wind deflector at the leading edge, while the
addition of the movable spoiler required the rear wiper to
be mounted through the window glass instead of on the
engine lid.
The heating system was effectively completely new,
the new undertray incorporating new ducting and servo- Apart from new trim choices and door loudspeakers, the only significant
operated fans to reduce temperature fluctuations. The new change in this Carrera 4’s interior architecture compared with the old Carrera
design also took account of air conditioning, although 3.2 is the higher central tunnel necessary for the four-wheel-drive system.
this remained an option. The revised heating and ventila-
tion went a long way to providing the 911 with a contemporary climate control
equivalent to other luxury —and water-cooled—GT cars. The system was fur-
ther improved for 1992, and at the same time the Turbo-Look Cabrio received
the automatic control of the closed models. From 1993, the air conditioning
refrigerant was CFC free.

Interior Trim
The higher central driveshaft tunnel for the four-wheel-drive system was the only
obvious difference between the old 3.2 Carrera and the new Carrera 4. New door
loudspeakers were fitted and new trim choices were available (see Color Schemes
The instruments were totally updated for the
on pages 117–118). A footrest was also provided alongside the clutch for the first
new models (above). The figures and indicator
time on a 911. On right-hand-drive models, the front compartment lid release
needles were now backlit at night, and the oil
lever moved conveniently to the driver’s side.
combination gauge now contained an array of
From the 1990 model year, driver and passenger air bags were fitted for
warning lights. This car does not have the air
specific markets and became standard across the left-hand-drive range from
bag steering wheel. The instruments continued
April 1991. Right-hand-drive cars were equipped with a driver’s air bag from
to be developed (below), and by 1992 the clock
1993. When a passenger air bag was fitted, the glovebox moved to a new position
even carried its own complement of warning
below the dashboard. For the 1991 model year, a time delay on the interior
lights. The speedometer contained a shift
light and new rear seat back releases (with a button on the top of the seat back)
indicator on Tiptronic models.
were introduced.

Dashboard and Instruments

The main dash was carried over from the outgoing 3.2 Carrera, but there were
detail revisions. All the instruments were revised in appearance from the ear-
lier Carrera and were backlit. Most changed were the oil level and oil pressure
gauges, which now had “external” indicator needles, meaning that the needles
no longer extended from behind a hidden pivot. The gauges also included an
array of 13 warning lights, which finally ensured that even the most longstanding
911 driver was forced to look in the handbook to find out what they all meant.

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 Porsche 911
A 7,600-rpm rev counter was fitted, and the speedometer was calibrated to 180
miles per hour or 300 kilometers per hour. New climate controls, mounted in the
middle of the dash, were taken from the 944 series.
The dashboard was carried over to the new Carrera 2 but obviously without
the controls for the four-wheel-drive transmission. The Carrera 4 had the differ-
ential lock control mounted on the center console ahead of the gear lever.
From the 1990 model year, Tiptronic-equipped cars had an onboard
computer that gave the driver the following information: journey distance on
The factory said the Carrera 4 was 87 percent fuel remaining, daily kilometer total, average fuel consumption, digital speed
new under the skin, and here’s some of read-out, average journey speed, and outside air temperature. Also from 1990,
the evidence. The luggage compartment the position of the electrically operated rear spoiler could be manually con-
has a completely different layout, with the trolled by a switch on the center console, although the speed-controlled
plastic fuel tank now moved up and back to movement remained.
accommodate the front differential below, the
fuse panel moved to the left-hand rear of the Luggage Compartment
compartment, and the new ABS equipment The luggage compartment was reshaped and reduced in size to accommodate the
under the cover to the rear of the battery. Carrera 4’s front differential and driveshaft assemblies. For the same reason, fuel
tank capacity was reduced from 85 liters (18.70 Imperial gallons, 22.46 U.S. gal-
lons) to 77 liters (16.94 Imperial gallons, 20.34 U.S. gallons), including a reserve
of 10 liters (2.20 Imperial gallons, 2.64 U.S. gallons). A new option from 1993
was a 92-liter tank (20.24 Imperial gallons, 24.31 U.S. gallons) for those who
wanted extended range.

Engine
The Carrera 4 engine, and subsequently that
of the Carrera 2, was termed the M64/01
and had a capacity of 3,600cc (219.6 cubic
inches). It developed 250-brake horsepower
at 6,100 rpm and maximum torque of 310
Nm at 4,800 rpm for all markets.
It was a design goal for the Carrera 4
that its performance should exceed that
of the 3.2 Carrera, so power had to be
increased to compensate for the weight of
the four-wheel-drive equipment. Increased
capacity was achieved by enlarging the bore
from 95 millimeters (3.70 inches) to 100
millimeters (3.90 inches) and the stroke
from 74.4 millimeters (2.90 inches) to 76.4
millimeters (2.98 inches). The cylinder
heads used ceramic port liners: ceramic is a
poor conductor of heat, and in this applica-
tion it reduced the transfer of heat from the
exhaust gas to the cylinder head. The cylin-
der heads ran up to 40 degrees Centigrade
cooler in the region of the exhaust ports,
The Carrera 4 and Carrera 2 shared a new 3.6-liter engine developing 250-brake horsepower. allowing the deletion of the sodium-cooled
A notable feature of the new models was the distinctive whine, like the sound of a jet aircraft exhaust valves that had been present from
turbofan, made by the revised curved-blade cooling fan while cruising. the first 911s. Sodium cooling, however, was

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 The 911 Carreras (1989–1993)
now used on the intake valves in order to allow heat to transfer from the head
to the valve and so help cold starting. It also reduced noise between valves and
followers when cold.
New forged pistons with dished crowns ran in slightly conical cylinders so
that the cylinder walls became perfectly parallel when the engine was hot. The
two center cylinders carried anti-knock sensors, each one connected to the adja-
cent cylinders by a metal strap to detect the onset of detonation. The crankcase
was revised to accommodate the wider spaced cylinder head bolt attachments
and a new, lighter crankshaft was used (but with all major bearing dimensions
carried over from the 3.2-liter engine) with a vibration damper at the pulley drive Great attention was paid to the aerodynamics
end. A new 12-blade cooling fan was driven at the same 1.6:1 ratio as on the 959. of the Carrera 4. A full-length undertray to the
The crank drove the cooling fan in the familiar way, but now with a belt different rear of the engine not only helped airflow but
from that driving the alternator. also contributed to lower noise levels. Note the
A twin-spark ignition system with double distributors (the second one was NACA duct below the gearbox area.
driven by a small toothed belt from the first) allowed the ignition timing to
be retarded by 6 degrees compared with the 3.2 engine. This, in turn, allowed
the compression ratio to increase to a standard 11.3:1 for all markets, despite a
decrease in the octane requirement from 98 to 95 RON. These improvements
were made possible by a revised Motronic program. A new two-stage resonant
intake manifold ensured good low-speed response.
A primary objective of the new engine was to reduce noise, and the cam tim-
ing chain tensioners were completely redesigned for this purpose. Considering
one side only, the new hydraulic tensioner bears onto the rear of a large poly-
amide lever, which is pivoted at the other end of its length. The end of the lever,
which is shaped to bear onto the trailing part of each double-row chain, also car-
ries a mounting for a connecting rod to a second (also pivoting) chain ramp on
the other side of the chain. This way the tensioner works on both the driven and
driving lengths of the chain.
The engine oil cooler, present on all previous 911s, was deleted, and the oil
radiator in the right-hand front wing was enlarged accordingly. The intake sys-
tem for the new engine was completely new, using pulsed air theory to ensure
the best filling of the cylinders. The new Motronic injection used sequential fuel
injection, which was timed on crankshaft position and controlled by parameters
such as engine temperature, engine speed, and oxygen sensing (Lambda) in the
exhaust. The Motronic system also controlled any tendency for the engine to
predetonate by retarding the spark in 3-degree steps when using low-grade fuel
or under load.
The big breakthrough with the Carrera 4 was that it truly became a car for
all markets. Every engine had the same power and torque, whether or not it was
fitted with a three-way catalytic converter. This alone says a lot about the clever
design of the converter-equipped exhaust system. The catalyst itself was all-metal
(with no ceramic core) and so was more compact. All Carrera 4s had an active
charcoal filter to absorb vapor from the fuel tank.
From 1993, all Porsche models leaving the factory were filled with Shell
TMO full synthetic engine oil.

Transmission
A prototype four-wheel-drive Cabrio study had been shown at the 1981 Frankfurt
Show, and the 959 had pioneered four-wheel drive in production at Porsche. The

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Carrera 4’s transmission was much simpler than that on the 959, however, and
owed more to the system used on the Paris-Dakar four-wheel-drive cars of 1984.
The five-speed gearbox was known as the G64/00 and was derived from the
G50 used on the 3.2 Carrera. The drive to the front wheels was taken from
the front of the gearbox, via a center epicyclical differential that divided the
torque transmitted from the engine to the front (31 percent) and back (69
percent) wheels. A rigid torque tube containing a propeller shaft and the gear
linkage took the drive to the front axle, where a front differential distributed
drive to the wheels. The rear wheels were driven from the center differential via
a shaft through a hollow gearbox output shaft to another differential. The slip
of both differentials was controlled by multi-plate clutches. Control of the dif-
ferentials was electronic and linked to the ABS sensors in each wheel, so that the
correct amount of torque could be split between each axle or each wheel if slip
was detected. The center and rear differentials could also be locked manually—
for traction in extreme conditions—by means of a “traction” switch in the center
console; this locking facility would disengage above 25 miles per hour. For the
Swiss market, a variant with longer fourth and fifth speeds (G64/01) was used to
Two new rotary controls were found on the meet local noise control requirements.
Carrera 4 center console (top). The left-hand The transmission of the new Carrera 2 was based on the G50 design,
switch is a manual over-ride for deploying or with changes to the ratios. The 9:31 ratio of the crown wheel and pinion was
retracting the automatic rear spoiler, while unchanged from the 3.2. On export models to the United States, Canada, Japan,
the right-hand one allows the center and rear and Australia, fourth and fifth gears were shortened (32:36 from 35:38 for fourth,
differentials to be locked in poor weather 37:33 from 38:33 for fifth), mainly for noise reasons. This gearbox was known as
condition. Tiptronic was introduced to the the G50/01, with Switzerland again receiving its own G50/02 variety.
Carrera 2 (above) as the next-generation For the 1990 model year, a double mass flywheel containing a rubber damper
automatic transmission for Porsches. On the was fitted. This was termed ZMS (Zweimassenschwungrad) in technical docu-
left-hand side of the gate the driver had mentation. The new flywheel assembly reduced the transmission of low-speed
the choice of clutchless (and intelligent) torsional vibration from the engine to the gearbox.
manual shifting or a fully automatic regime. Tiptronic dual-function transmission was introduced with the Carrera
Moving the lever to the right-hand side of the 2 at the start of 1990. This transmission, the result of a joint study by ZF and
gate offered a push/pull shift option. Bosch, had four speeds selectable entirely automatically or in a semi-automatic
sequential mode. The gearbox was described as “intelligent” in that a computer
calculated the right gear for the loading on the transmission. The other feature—
and the big improvement over previous automatic gearboxes—was its ability to
give ratio changes without interruption of the driving torque, termed by the fac-
tory as a power-flow change.
The Tiptronic selector offered the driver a gear shift with two operating
planes. In the first plane a conventional P-R-N-D-3-2-1 automatic shift was avail-
able, but if the lever was moved to the second plane (to the right) the driver had
a sequential “adaptive” shift. Pushing the lever forward would change to a higher
gear, and pulling it back would change to a lower gear. If the car’s speed did not
match the desirable speed range for that ratio, the control unit would retain the
shift command until the appropriate moment by assessing vehicle speed, accel-
erator actuation speed, engine speed, and lateral and longitudinal acceleration.
The system was intended to prevent unwanted gear shifts in corners and to be
responsive to “sporting” driving by sensing fast accelerator movements.
Despite all the hype about its electronic brains and so on, performance of
the Tiptronic was down on a manual Carrera 2, 0 to 62 miles per hour (0 to
100 kilometers per hour) taking 6.6 seconds as opposed to 5.7 seconds. But let

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 The 911 Carreras (1989–1993)
that not detract from the Tiptronic; it has been an outstanding improvement in
automatic transmission technology, and its value is in its flexibility for town and
country driving.
The Tiptronic system for the United States and Canada was improved for the
1992 model year with a revised 9:32 final drive ratio and with the addition of the
Keylock/Shiftlock control system to prevent accidental selection of an incorrect
ratio. This was extended to Tiptronic models for all markets the following year.

Electrical Equipment and Lighting

The alternator on the Carrera 4 was uprated to 1,610-watt/115-amp and charged
a 72Ah battery. The new front deformable bumper had integrated driving lights
and foglights. The new headlamps were sealed-beam units, and all markets
(except right-hand drive and France) now had the same lights. At the rear, the
old style of taillight was broadly retained, but the lenses were raked with the line
of the rear body rather than presenting a vertical face. The rear foglamps were
integrated into a new reflector strip fitted under the engine lid. The number plate
lamps were now fitted in the bumper molding, above the number plate.

Suspension and Steering The front suspension discarded the 911’s time-
The Carrera 4 suspension front and back was completely new and marked the honored torsion bars and adopted conventional
end of torsion bars on the 911. The front differential and driveshafts meant there coil springs over the shock absorbers. A
simply was not space for them. The MacPherson strut principle was maintained significant redesign of the front chassis was
at the front, with concentric coil springs over the struts and aluminum lower necessary to accommodate four-wheel drive.
arms. The new front suspension allowed a degree of front and back movement
that had not been possible with the torsion bar arrangement, and this helped to
subdue cabin noise on rough surfaces. Negative scrub radius (the 3.2 Carrera
had positive scrub) was included in the front suspension geometry. This reflected
the contribution of the new ABS to wheel stability under braking and gave the
Carrera 4 a degree of automatic steering correction when the front wheels began
to slip. A 20-millimeter front anti-roll bar replaced the outgoing 3.2 Carrera’s
22-millimeter bar. The front suspension on the Carrera 2 was largely identical to
the Carrera 4, except for the absence of driveshafts. The increased weight on the
front axle was the main reason for the introduction of power steering on this 911,
using the proven rack-and-pinion design.
At the rear the Turbo’s cast-aluminum semi-trailing arms were used, with
coil springs acting concentrically outside the existing shock absorbers. Rubber
mountings allowed some wheel movement to give roll steer in cornering. Rear
anti-roll bar size dropped from the 3.2 Carrera’s 21 to 20 millimeters (or 19 mil-
limeters on the Tiptronic). The rear suspension was common to Carrera 4 and
Carrera 2.

Brakes
The brakes on the Carrera 4 were completely new, although derived from those
on the 928 S4, and were linked to Bosch ABS (Anti-Block System). The brake
servo acted in the same way to reduce the effort to move the master cylinder
piston, but additional control was placed on the outlet, which included the ABS
control unit. A separate hydraulic pump charged a pressure accumulator, which
charged the control unit to provide energy to counter brake pedal force and pro-
vide the ABS function to each wheel. An ABS sensor was provided for each front

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 Porsche 911
wheel, and there was a further one for the
rear wheels. Under heavy braking, the rear
brake pressure would be eased to prevent
locking, as on the 3.2 Carreras. As brake
pedal pressure was increased and the
front wheels began to lock, the ABS would
reduce the braking pressure through the
control unit.
Brake disc sizes were 298 millimeters
(11.6 inches) front and 299 millimeters
(11.6 inches) rear—a minute difference!—
on both Carrera models. The discs had
four-piston aluminum calipers all round.
The pistons were of unequal size on each
face, with the front primary pistons being
sized at 40 millimeters (1.56 inches) diame-
ter and the secondary ones at 36 millimeters
The Carrera 2 RS arrived in late 1991. With no (1.40 inches). The rear calipers were smaller, with 30-millimeter (1.17-inch) and
concessions to touring comfort, this car was 28-millimeter (1.09-inch) diameter pistons. Cooling air for the front brakes was
modified to perform. The suspension was ducted from the twin horizontal slots under the front number plate.
lowered 40 millimeters from standard, instantly
giving the car a purposeful stance. Wheels and Tires
The looks of the 1989 Carrera 4 were set off by new seven-spoke, smoothly styled,
slightly convex-faced alloy wheels, known as Club Sport wheels. Wheel and
tire sizes were the same as the standard issue on that year’s 3.2 Carrera, namely
6Jx16-inch front wheels with 205/55ZR tires and 8Jx16-inch rear wheels with
225/50ZR tires. Bridgestone RE71 tires were the preferred factory fit.
From the start of the 1992 model year, both the Carrera 4 and 2 received new
“Cup Design” wheels. Derived from the Carrera Cup racing series, these attrac-
tive five-spoke alloy designs were unchanged in size and used the same tires.

Carrera 2 RS
Born out of the successful Carrera Cup racing series, the “second-generation”
Carrera 2 RS was a sports model with little concession to comfort and was
announced at the Geneva Motor Show in March 1991. The output of the rechipped
3.6-liter engine was increased to 260-brake horsepower at 6,100 rpm, with maxi-
mum torque of 325 Nm at 4,800 rpm. Pistons and cylinders were claimed to be
matched and a sports flywheel lightened by 7 kilograms was used. The engine
mounts were solid rubber and only a single cooling fan drive was used; 98 RON
fuel was required and a low-rating 36-amp/hour alternator was fitted.
The standard form of the new RS was the Sport (or Lightweight), claimed by
the factory to weigh 1,230 kilograms (2,712 pounds). Besides this basic model,
three variants of the RS were offered: the Carrera Cup (option M001, for the
racing series), the Touring (option M002), and the Competition (option M003,
The Carrera 2 RS is barely suitable for road use. another racing version with small differences over the Carrera Cup model).
The Spartan interior includes lightened trim and We shall not discuss the two racing versions here, but a description of how the
racing bucket seats that are uncomfortable on Touring model differed comes later.
long journeys. Revised door trims have canvas The Sport was a stripped-out version with the sunroof, electric mirrors, elec-
pulls and manual windows. tric seats, central locking, alarm, and electric windows removed, and the wiring

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 The 911 Carreras (1989–1993)

loom to support these items was also largely removed. Recaro sports seats with
only fore and aft adjustment were fitted, and these had seat belts color-coded to
the body. There were no rear seats, this area being carpeted and having the RS logo
on the firewall. There were simple door trims with door pull straps and manual
window winders. There was provision only for a two-speaker radio system, and
the side windows used thinner glass (3 millimeters instead of 4.7 millimeters).
There was no interior sound insulation. Options were a leather-covered steering
wheel with extended center hub, deletion of rear model designation, and a basic
stereo/cassette at no extra cost.
Special seam welding was used on the bodyshells, and the wing edges were
rolled to enable larger wheels to be fitted. Underbody sealer was deleted, and the
body corrosion warranty was only three years as a result. Only the Space-Saver Available in the United States from 1992, the
tire was covered by elementary carpeting in the front compartment, which also RS America was a reduced specification Carrera
had a master switch, a 92-liter (20.24 Imperial gallons, 24.31 U.S. gallons) fuel 2 rather than a high-performance special. It
tank, and an aluminum lid. The rear bumper was a new lightweight design, with has driver and passenger air bags as standard,
the number plate lamps either side of the plate. Manually adjusted Turbo-style hence the revised steering wheel.
exterior mirrors were fitted.
The bodyshell was lowered by 40 millimeters (1.56 inches), and stiffer
springs and shock absorbers were used. This was not a car to use for touring. The
understeering nature of the car was increased by using a 24-millimeter (0.94-
inch) diameter front anti-roll bar, up 4 millimeters (0.16 inch) on the Carrera
2. The standard car’s steel front hubs were replaced by aluminum ones, and
an adjustable rear anti-roll bar was fitted, reduced to 18 millimeters (0.70
inch) from the Carrera 2’s 20 millimeters (0.78 inch). The rear suspension was
modified to change the roll steer effect of the standard car and the spring plates
allowed more negative camber of approximately 1 degree all around. Ball-
type joints were used for the shock absorber top mountings front and rear. A
cross-brace was fitted in the front compartment between the front shock absorber
top mountings.
Brakes were from the Turbo at the front and from the Carrera Cup racer at
the rear, the latter of 299 millimeters (11.66 inches) diameter and 24 millimeters

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 Porsche 911
(0.94 inch) thickness. The two-stage
ABS was readjusted to provide better
recovery during hard use.
The Cup Design magnesium alloy
wheels were 7.5Jx17 front and 9Jx17
rear with 205/50ZR and 255/40ZR
tires, respectively. No steering servo
was fitted to left-hand-drive models.
The G50 gearbox had closer ratios,
with a higher final drive ratio of
3.444:1 and stronger synchromesh
than the Carrera 2. The gear lever
was shortened and moved close to the
driver. A limited slip differential was
standard.
The roadgoing RS variant was the
Touring model (option M002), which
weighed around 1,300 kilograms
(2,866 pounds). This better-equipped
RS came with a stereo/cassette, central
locking, soundproofing, electric win-
dows, and the rear panel trim found
The engine of the RS America was the standard on the Carrera 2 (but no rear seats). It had Carrera two-door panels, sports
250-brake horsepower Carrera 2 unit. Note seats with electric height adjustment, and the thinner side glass. It came with
the air conditioner compressor pipes leading the aluminum front compartment lid, the 10-year body warranty (it had under-
directly out of the engine compartment to the body protection), and the Carrera 2’s wiring harness. Its options were headlamp
remotely mounted condenser. The mechanism washers, heated seats, electric sunroof, full interior climate control, a nontinted
for the moving electric spoiler of the regular windshield, or a tinted windshield with a dark green upper edge.
Carrera 4 and Carrera 2 models had displaced Performance of the Sport was impressive, with a factory-quoted maximum
the condenser from its previous position under speed of 162 miles per hour (261 kilometers per hour) and a 0- to 62-mile-per-
the engine lid grille. hour (0- to 100-kilometer-per-hour) time of 5.4 seconds. The RS was not sold in
the United States because its weight-saving thin glass and lack of door beams did
not comply with federal regulations. Porsche’s objective was to start production
in the summer of 1991 and to make at least 1,000 units by the end of the year in
order to qualify the car for the racing Group N/GT class. However, a total run of
2,051 cars was made to the end of the 1992 model year, of which 76 were Touring
versions. But these figures should be treated with caution as there are discrepan-
cies in the records. For the record, 120 Carrera Cup cars were built in 1991 and
113 in 1992.
As with all Carrera 4 and Carrera 2 models, the
RS America has no bumper over-riders (right).
The bumper is flexible, but it is necessary to
park carefully to avoid scraping the paint. The
fixed rear spoiler used on this model is the
one previously seen on the 3.2 Carrera. The RS
America does not have rear seats (far right), but
unlike the Club Sport model of 1987 this model
has doors to the storage boxes under the shelf.

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 The 911 Carreras (1989–1993)
RS America
This model was manufactured solely
for the U.S. and Canadian market-
place in 1992–1993. The concept of
the RS America was similar to that of
the European RS, but driver-reaction
in the United States seemed to fall well
short of the ecstatic reception given in
Europe to the new Lightweight.
The first impression is that many
of the weight-saving measures of the
European RS were used on the RS
America, but the key to understanding
the difference was that the RS America
sold for about $10,000 less than a reg-
ular Carrera 2; whereas, the European
RS sold for about $20,000 more. There was a significant amount of detail differ- The Speedster returned in 1993 on the
ence because the European RS was a homologation special for racing; whereas, Carrera 2 chassis. Customers were not obliged
the America was a low specification variant of the regular model. to have body-color wheels, as here, but with
The RS America saved weight by losing the air conditioning, power steering, the Speedster one was making a loud
electric sunroof, and rear seats. Sound insulation was removed from the rear fire- statement anyway.
wall and the rear quarter panels. A lightweight fixed whaletail spoiler replaced
the moving rear spoiler of the standard car. Inside the electric windows stayed,
but the lightweight door trims, with door pulls, from the European RS were used.
A storage compartment replaced the rear seats. In the front, lightweight fabric
replaced the pile carpeting of the Carrera 2.
A sports suspension package was fitted (the same M030 option that was
available for the Carrera 2), and the aluminum alloy Cup Design wheels were
7Jx17 with 205/50ZR tires at the front and 8Jx17 with 255/40ZR tires at the rear.
Anti-roll bar sizes were 22 millimeters (0.86 inch) front and 20 millimeters (0.78
inch) rear.
Unlike the RS, the RS America used the standard 250-brake horsepower
(DIN) engine. The factory’s 0- to 62-mile-per-hour (0- to 100-kilometer-per- The Speedster interior featured a color-coded
hour) time was 5.4 seconds and the top speed was 162 miles per hour (261 instrument surround and Recaro bucket
kilometers per hour). Weight was 1,340 kilograms (2,955 pounds) compared racing seats.
with 1,398 kilograms (3083 pounds) for the Carrera 2. Some 240 RS America
models were sold before the start of the 1993 model year (in August 1992). These
all carry the 1993 “P” designator in their chassis numbers, however, with engine
numbers retaining the 1992 “N” designator.

America Roadster
This was a Turbo-Look Cabrio for the 1992 model year with the Carrera 2’s nor-
mally aspirated 3.6-liter engine. It came complete with Cup Design wheels, as did
all 1992 models. It had the fully automatic folding hood of the standard Cabrio
and could be ordered with manual or Tiptronic transmission. Brakes were the
Turbo’s cross-perforated discs with a diameter of 322 millimeters (12.56 inches)
at the front and 299 millimeters (11.66 inches) at the rear. The standard car’s anti
-roll bars were changed to 21 millimeters (0.82 inch) front and 22 millimeters
(0.86 inch) rear, except that the rear bar was reduced to 21 millimeters (0.82 inch)

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 Porsche 911
when Tiptronic was specified. Factory figures gave perfor-
mance as 0 to 62 miles per hour (0 to 100 kilometers per
hour) in 5.5 seconds and a top speed of 158 miles per hour
(254 kilometers per hour). A total of 250 cars were made.

Carrera 2 Speedster
Announced in October 1992, the new Speedster was based
on the Carrera 2. The changes from the Coupe were based
around the shortened windshield and simplified hood con-
cept seen on the 1989 model. Interestingly, the Speedster
was not offered from its introduction in Turbo Look, which had been far and
away the most popular version in 1989.
Inside, the bucket Recaro seats from the RS were used, the backs of these
being color-coded to the exterior body. Optionally, Sports seats that were elec-
trically adjustable for height or the Carrera 2 multi-function seats with heating
could be specified. Also color-coded inside were the door pull straps, the gear
lever and handbrake boots, and the instrument mounting facia.
As before, the Speedster was well-equipped and was available in five-speed
manual or Tiptronic forms. The standard Cup Design wheels were 6Jx17 front
A limited-edition 911 (below) for the road (with 205/55ZR tires) and 8Jx17 rear (with 225/50ZR tires), and these could be
was the RS3.8. Developed from the Carrera 2 ordered with body coloring as well. The hood design benefited from improved
RS, this 300-brake horsepower sprinter was a windshield locks. Manually adjustable external mirrors from the Carrera 2 RS
homologation special for GT racing in 1993. were used. Although a run of 3,000 Speedsters was planned for 1993, only 936
Note the biplane wing and the horizontal were actually built. Unlike the 1989 Speedster, the 1993 model had unique chas-
splitter protruding from the front spoiler. To sis number identification (see page 117).
celebrate the 30th anniversary of the 911 in
1993, a commemorative run of Carrera 4s with 911 Celebration
the Turbo bodyshell was produced. Apart from This model was a limited-edition Carrera 4 with the Turbo-Look bodyshell.
special paint, the main external distinguishing However, the running gear remained standard Carrera 4, so these cars are not
feature is this “30 Jahre” style of 911 logo (below full Turbo-Look models, with the Turbo brakes and suspension.
left) on the engine lid. The Celebration was introduced in March 1993 on the anniversary of 30
years of continuous production of the 911. The specification was like the 1993
Carrera 4 but with special paint and an interior featuring full leather and “30 Jahre
911” badges. It came with a 92-liter fuel tank (20.24 Imperial gallons, 24.31 U.S.
gallons) and a stylized 911 badge on the engine cover with its underline embossed
with the words “30 Jahre.” The number of these cars manufactured was 911.

RS 3.8
The RS 3.8 was a limited-edition series that was intended to qualify the car for
GT racing in 1993. These Weissach-built cars (about 100 were made) were dis-
tinguished by their large, adjustable biplane rear wing on a full Turbo-Look
bodyshell. The engine (M64/04) had a capacity of 3,746cc and was not turbo-
charged. It produced 300-brake horsepower at 6,500 rpm and maximum torque
of 360 Nm at 5,250 rpm. The compression ratio was 11.0:1 and Bosch Motronic
2.1 engine management was used. The Speedline 9Jx18 front wheels were fitted
with 235/40ZR Dunlop tires, the 11Jx18 rears with 285/35ZR tires. Weight was
reduced to 1,140 kilograms (without fuel), enabling 0 to 62 miles per hour (0 to
100 kilometers per hour) acceleration in 4.9 seconds and a top speed of 170 miles
per hour (274 kilometers per hour).

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AM
 The 911 Carreras (1989–1993)
Production Changes Identification
1989 (Start of K-series)
Engine capacity 3,600cc with 100mm bore and 76.4mm stroke; Model year Model Engine Gearbox Chassis numbers Engine numbers
sodium-filled 42.5mm intake valves, hollow 49mm exhaust
valves; engine oil capacity reduced to 12 imperial pints (11.4 K-series 1989 Carrera M64/01 G64/00 WPOZZZ96ZKS40000 1– 2068 62K00001 onward
liters); new free-flow (all-metal) catalytic converter with low Carrera 4 U.S. M64/01 G64/00 WPOAB096KS45000 1–1117 62K00001 onward
noise silencer (muffler); G64/00 five-speed gearbox, driving L-series 1990 Carrera 4 M64/01 G64/00 WPOZZZ96ZLS400001– 8329 62L00001 onward
through torque-splitting center epicyclical differential; ratios Carrera 4 Targa M64/01 G64/00 WPOZZZ96ZLS410001–1299 62L00001 onward
as follows: first, 3.5:1; second, 2.118:1; third, 1.444:1; fourth, Carrera 4 Cabrio M64/01 G64/00 WPOZZZ96ZLS420001–3411 62L00001 onward
1.086:1; fifth, 0.868:1; reverse, 2.857:1; final drive, 3.444:1; Carrera U.S. M64/01 G64/00 WPOAB296LS450001–2117 62L00001 onward
driveshaft forward to front differential (in torque tube) and Carrera Canada M64/01 G64/00 WPOAB096LS459001–9080 62L00001 onward
rearward through hollow shaft in gearbox to rear differential; Carrera 4 Targa Canada M64/01 G64/00 WPOBB296LS4600001–0158 62L00001 onward
center differential linked to Bosch ABS provides four-wheel drive Carrera 4 Targa U.S. M64/01 G64/00 WPOBB096LS469001–9061 62L00001 onward
with torque sensing at each wheel; brakes are 298mm/28mm Carrera /4 Cabrio U.S. M64/01 G64/00 WPOCB296LS470001–0673 62L00001 onward
front and 299mm/24mm rear; new underbody with center Carrera 4 Cabrio Canada M64/01 G64/00 WPOCB096LS479001–9061 62L00001onward
tunnel to accommodate torque tube, new heating, and Carrera 2 M64/01 G50/03 As Carrera 4 62L00001 onward
ventilation system; speed-controlled electrically operated rear Carrera 2 Tiptronic M64/01 G50/01 As Carrera 4 62L00001 onward
spoiler; new front and rear bumpers, detail body changes to Carrera 2 U.S. M64/01 G50/01 As Carrera 4 62L00001 onward
improve aerodynamics; coil spring suspension all around; new
77-liter fuel tank and front suspension changes shape of luggage M-series 1991 Carrera 4 M64/01 G64/00 WPOZZZ96ZMS40000 1–7840 62M00001 onward
compartment; asbestos-free materials now used on all models. Carrera 4 U.S. M64/01 G64/00 WPOAB296MS410001–1608 62M00001 onward
Carrera 4 Targa M64/01 G64/00 WPOZZZ96ZMS430001–1196 62M00001 onward
1990 (Start of L-series) Carrera 4 Targa U.S. M64/01 G64/00 WPOBB296MS440001–0746 62M00001 onward
Two-mass flywheel lowers interior noise levels; 10-speaker Carrera 4 Cabrio M64/01 G64/00 WPOZZZ96ZMS450001–3886 62M00001 onward
fitment; headlamp height adjustment standard; new option Carrera 4 Cabrio U.S. M64/01 G64/00 WPOCB296MS460001–2207 62M00001 onward
of onboard computer, giving outside temperature, fuel Carrera 2 M64/01 G50/03 WPOZZZ96ZMS400001–7840 62M00001 onward
consumption, and speeds, with read-out integrated into rev Carrera Cup M64/01 G50/03 WPOZZZ96ZMS409001–120 62M00001 onward
counter; Carrera 4 now available in Targa and Cabrio (with N-series 1992 Carrera 4 M64/01 G64/00 WPOZZZ96ZNS400001–04844 62N00001 onward
electrically operated roof) forms; Carrera 2 replaces 3.2 Carrera, Carrera 4 U.S. M64/01 G64/00 WPOAB296NS420001–0715 62N00001 onward
based on Carrera 4 but rear-wheel-drive only, with same power, Carrera 4 Targa M64/01 G64/00 WPOZZZ96ZNS430001–0597 62N00001 onward
suspension, and brakes; available from launch as Coupe, Targa, Carrera 4 Targa U.S. M64/01 G64/00 WPOBB296NS440001–0211 62N00001 onward
or Cabrio; Carrera 2 offered with Tiptronic automatic gearbox; Carrera 4 Cabrio M64/01 G64/00 WPOZZZ96ZNS450001–2885 62N00001 onward
final drive ratios 3.444:1 (manual) or 3.667:1 (Tiptronic). Carrera 4 Cabrio U.S. M64/01 G64/00 WPOCB296NS460001–0992 62N00001 onward
Carrera 2 M64/01 G50/03 WPOZZZ96ZNS400001–04844 62N00001 onward
1991 (Start of M-series) Carrera 2 RS M64/03 G50/10 WPOZZZ96ZNS490001–1992 62N80001 onward
Air bags standard for driver and passenger on left-hand-drive Carrera 2 RS America M64/01 G50/05 WPOAB296PS418001–18298 62N00001 onward
cars from April1991; interior light delay switch introduced on all
models; new seat back release buttons on seat top; new control P-series 1993 Carrera 4 M64/01 G64/00 WPOZZZ96ZPS40000 1–3249 62P00001 onward
unit for the central locking allows doors to be locked and front Carrera 4 U.S. M64/01 G64/00 WPOAB296PS420001–0520 62P00001 onward
luggage compartment then to be opened (and armed again Carrera 4 U.S. (718) M64/01 G64/00 WPOAB296RNS420001–0280 62P00001 onward
after closing); sports suspension pack available for Carrera 2 (new Carrera 4 Targa M64/01 G64/00 WPOZZZ96ZPS430001–0419 62P00001 onward
shock absorbers, springs, and front anti-roll bar); manual gear Carrera 4 Targa U.S. M64/01 G64/00 WPOBB296PS440001–0137 62P00001 onward
ratios altered slightly to first 3.5:1, second 2.059:1, third 1.407:1, Carrera 4 Targa U.S. (718) M64/01 G64/00 WPOBB296RS440001–0081 62P00001 onward
fourth 1.086:1, fifth 0.868: 1; new Tiptronic ratios of first 2.479:1, Carrera 4 Cabrio M64/01 G64/00 WPOZZZ96ZPS450001–1414 62P00001 onward
second 1.479:1, third 1.000:1, fourth 0.728:1, final drive 3.667:1 Carrera 4 Cabrio U.S. M64/01 G64/00 WPOCB296PS460001–0600 62P00001 onward
Carrera 4 Cabrio U.S. (718) M64/01 G64/00 WPOCB296RS460001–0138 62P00001 onward
1992 (Start of N-series) Carrera 2 M64/01 G50/03 WPOZZZ96ZPS400001–3249 62P00001onward
The Carrera 2 RS, RS America, and Turbo-Look Cabrio introduced Carrera 2 U.S. M64/03 G50/05 As Carrera 4 62P80001 onward
for new model year; on Carrera 4 and 2, new Cup Design wheels Carrera 2 Tiptronic M64/01 A50/02 As Carrera 4 62P50001onward
replace seven-spoke CS design; new style external mirrors; Carrera 2 Tiptronic U.S. M64/01 A50/03 As Carrera 4 62P50001 onward
new interiors. Carrera 2 RS America M64/01 G50/05 WPOAB296PS418001–450 62P00001 onward
Carrera 2 RS America (718) M64/01 G50/05 WPOAB296PS418001–068 62P00001 onward
1993 (Start of P-series) Speedster M64/01 G50/00 WPOAB296PS418001–509 62P00001 onward
Carrera 2 Speedster introduced; 911 Celebration model; Speedster U.S. M64/01 G50/00 WPOAB296PS418001–427 62P00001 onward
otherwise no significant changes. Carrera RS 3.8 M64/04 G50/10 WPOZZZ96PS497001–129 62P85001 onward
General notes: Manual gearbox The Carrera 4 gearbox (G64/00) was the same for all markets except Switzerland (G64/01). From 1991, the
Dimensions Carrera 4 gearbox for Taiwan was G24/02. On the Carrera 2, the Swiss gearbox was G50/02 with a longer fourth and fifth gear (for less noise).
Wheelbas: 2,271mm. Track (front/rear): 1,379mm/1,374mm. The Carrera 2 gearbox (also with optional limited slip differential) was G50/03 (or G50/04 for Switzerland). Gearboxes carried serial numbers
Length: 4,250mm. Width: 1,651mm. (e.g., G5005 1 0 00001): the first five digits refer to the gearbox type, here G50/05; the next digit refers to whether a limited slip differential
(lsd) is fitted (l or 2 = yes, 0 = no), with type 1 referring to the optional C2 40 percent unit and type 2 to the C2 RS 20–100 percent unit.
Tiptronic Engines from 1991 were in the series 62M50001 onward; the Tiptronic gearbox type number was A50, with serial numbers in the
Options series A50011 001945 onward. The 1991 Tiptronic was A50/01 only, but for 1992 there was A50/02 for RoW cars (serial numbers start at
See listing in Carrera 3.2 (1984–1989) chapter (page 100). A5001) or A50/03 for U.S. and Taiwan (serial numbers start A5003). Carrera 2 RS 1992 basic version was the Sport/Lightweight/Basic model.
Options on this were Carrera Cup (M001), Touring (M002), or Competition (M003). The chassis numbers shown above for the RS are only the
Color Schemes production series not build numbers (see page 114). The 1992 Carrera Cup cars had chassis numbers starting at WPOZZZ96ZNS499001; M003
1989 (charts VDA 7/88, WVK 10720) versions were assigned chassis numbers starting with WPOZZZ96ZNS498001. There is conflict in the numbering for the 1992 RS types, so treat
Standard body colors the data presented here with caution. The 1992 RS America was option number M504. Miscellaneous 1990 U.S. Carreras were delivered
Guards Red (80K), Black (700), Linen Gray (60M), with air bag. Canadian examples without air bag are shown with a 9 as the 13th character in the chassis number (instead of a 0). The 1993
Apricot Beige (548), Murano Green (22C), Speedster is option M503 on the Cabrio chassis. U.S./Canada models after May 1993 were listed as 1994 (R-series) models.
Grand Prix White (908), Dark Blue (347).

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Production Data
Model Model Power Torque Compression Weight Number Carpets Same as 1989.
year (bhp DIN@rpm) (Nm@rpm) ratio (kg) built 1991 (charts VMK 8/90, WVK 127410)
1989 Carrera 4 250@6,100 310@4,800 11.3:1 1,450 2,068 Standard body colors
Carrera 4 U.S. 250@6,100 310@4,800 11.3:1 1,450 1,117 Guards Red* (80K), Black* (700), Rubystone Red* (82N),
Maritime Blue* (38B), Grand Prix White* (908), Signal Green
1990 Carrera 2/4 250@6,100 310@4,800 11.3:1 1,350/1,450 3,957 (22S), Mint Green (22R).
Carrera 2/4 Targa 250@6,100 310@4,800 11.3:1 1,400/1,500 322 Special order body colors
Carrera 2/4 Cabrio 250@6,100 310@4,800 11.3:1 1,400/1,500 895 Cobalt Blue Metallic (37U), Oak Green Metallic (22L), Polar
Carrera 2/4 U.S. 250@6,100 310@4,800 11.3:1 1,350/1,450 1,317 Silver Metallic* (92E), Slate Gray Metallic (22D), Black Metallic
Carrera 2/4 Canada 250@6,100 310@4,800 11.3:1 1,350/1,450 80 (738), Horizon Blue Metallic (37X), Midnight Blue Metallic*
Carrera 2/4 Targa U.S. 250@6,100 310@4,800 11.3:1 1,400/1,500 158 (37W), Coral Red Metallic (82H), Amethyst Metallic* (38A),
Carrera 2/4 Targa Canada 250@6,100 310@4,800 11.3:1 1,400/1,500 61 Amazon Green Metallic (37Z).
Carrera 2/4 Cabrio U.S. 250@6,100 310@4,800 11.3:1 1,400/1,500 673 * Indicates colors available on Carrera 2 RS.
Carrera 2/4 Canada 250@6,100 310@4,800 11.3:1 1,350/1,450 61 Fabrics
1991 Carrera 2/4 250@6,100 310@4,800 11.3:1 1,350/1,450 7,840 Leatherette (BPX) in Classic Gray (5WH), Cobalt Blue (5ZF), Light
Carrera 2/4 U.S. 250@6,100 310@4,800 11.3:1 1,350/1,450 1,608 Gray (3ZT), Magenta (9WX), Black (43S), or Cashmire Beige
Carrera 2/4 Targa 250@6,100 310@4,800 11.3:1 1,400/1,500 1,196 (7RT); Leather (YDS) in Classic Gray (6XL), Light Gray (8ZL),
Carrera 2/4 Targa U.S. 250@6,100 310@4,800 11.3:1 1,400/1,500 746 Black (8YR), Cobalt Blue (9YL), Cashmire Beige (4YU), Magenta
Carrera 2/4 Cabrio 250@6,100 310@4,800 11.3:1 1,400/1,500 3,886 (6YL), Sherwood Green (J25), Carrera Gray (D35), or Matador Red
Carrera 2/4 Cabrio U.S. 250@6,100 310@4,800 11.3:1 1,400/1,500 2,207 (M05); multi-color studio check (TPD) in Black (2VV), Classic Gray
(9WT), Cobalt Blue (9YD), Magenta (1 MV), Light Gray (6UV), or
1992 Carrera 2/4 250@6,100 310@4,800 11.3:1 1,350/1,450 4,844
Cashmire Beige (5TC); fabric with in-woven diagonal “Porsche”
Carrera 2/4 U.S. 250@6,100 310@4,800 11.3:1 1,350/1,450 715
script (TPC ) in Black (2CZ), Cashmire Beige (TH), Light Gray
Carrera 2/4 Targa 250@6,100 310@4,800 11.3: 1 1,400/1,500 597
(7TH), Classic Gray (6WC), Cobalt Blue (7ZK), or Magenta (9YC)
Carrera 2/4 Targa U.S. 250@6,100 310@4,800 11.3:1 1,400/1,500 211
Carrera 2/4 Cabrio 250@6,100 310@4,800 11.3:1 1,400/1,500 2,885 Carpets
Carrera 2/4 Cabrio U.S. 250@6,100 310@4,800 11.3.1 1,400/1,500 992 Silk velour (TLV) in Classic Gray (4XR), Light Gray (6YR),
Carrera 2 RS 260@6,100 325@4,800 11.3:1 1,250 2,051 Magenta (8WZ), Cobalt Blue (4ZN), Black (5FV), Matador Red
RS America 250@6,100 310@4,800 11.3:1 1,340 298 (M33), Cashmire Beige (8UT), Carrera Gray (D13) or Sherwood
Green (J23),
1993 Carrera 2/4 250@6,100 310@4,800 11.3:1 1,350/1,450 3,249
Carrera 2/4 U.S. 250@6,100 310@4,800 11.31 1,350/1,450 520 1992 (chart WVKl2742192)
Carrera 2/4 U.S. 7181 250@6,100 310@4,800 11.3:1 1,350/1,450 280 Standard body colors
Carrera 2/4 Targa 250@6,100 310@4,800 11.3:1 1,400/1,500 419 Black (A1), Guards Red (G1), Grand Prix White (P5), Rubystone Red
Carrera 2/4 Targa U.S. 250@6,100 310@4,800 11.3:1 1,400/1,500 137 (G4), Maritime Blue (F2), Signal Green (M1), Mint Green (N4).
Carrera 2/4 Targa U.S. 7181 250@6,100 310@4800 11.3:1 1,400/1,500 81 Metallic body colors
Carrera 2/4 Cabrio 250@6,100 310@4,800 11.3:1 1,400/1,500 1,414 Blue (Z8), Amazon Green (N7) Amethyst (F9), Slate Gray (09),
Carrera 2/4 Cabrio U.S. 250@6,100 310@4,800 11.3:1 1,400/1,500 600 Horizon Blue (F4), Coral Red (G7), Oak Green (N9), Cobalt Blue
Carrera 2/4 Cabrio U.S. 7181 250@6,100 310@4,800 11.3:1 1,400/1,500 138 (F6), Midnight Blue (F8), Polar Silver (A8).
RS America 250@6,100 310@4,800 11.31 1,340 450 Special order body colors
RS America 7181 250@6,100 310@4,800 11.3:1 1,340 68 Satin Blue Metallic (50), Marine Blue Metallic (56), Cassis Red
Speedster 250@6,100 310@4,800 11.3:1 1,350 509 Metallic (52), Violet Blue Metallic (57), Granite Green Metallic
Speedster U.S. 250@6,100 310@4,800 11.3:1 1,400 427 (53), Tahoe Blue Metallic, Lagoon Green Metallic (54), Turquoise
General notes Metallic (59), Zermatt Silver Metallic (55).
U.S. models are frequently quoted with a maximum power output of 247-brake horsepower, but this refers to the SAE net horsepower as Special body colors for Turbo-Look
opposed to the German standard DIN figure. U.S./Canada models after May 1993 were listed as 1994 (R-program) models. (chart WVK126910 10/92)
Raspberry Red Metallic (with Red interior), Wimbledon Green
Numbered notes
Metallic (with Green interior), Lavender Blue Metallic (with
1. Option M718 refers to a 1993 midyear specification change.
Gray interior).
Fabrics
Multi-color studio check in Blue, Light Gray, Cashmire Beige,
Special order body colors “Porsche” script (TPC) in Black (2CZ), Cashmire Beige (7TH), Classic Gray, Light Gray, or Cobalt Blue; other Porsche fabrics
Forest Green Metallic (22E), Cognac Brown Metallic (40L), Coral Mahogany (4MR), Blue (6HZ), Burgundy (5LZ), or Linen Gray unchanged; leather in Black, Light Gray, Cashmire Beige, Light
Metallic (81 K), Baltic Blue Metallic (37B), Slate Gray Metallic (5WZ); Cabrio hoods in Black, Mahogany, Blue, or Burgundy. Gray, or Cobalt Blue; custom leather in Matador Red, Carrera
(22D), Velvet Red Metallic (81 L), Diamond Blue Metallic (697), Carpets Gray, Sherwood Green; Cabrio hoods in Black, Dark Blue, Cobalt
Linen Gray Metallic (55), Silver Metallic (980), Stone Gray Silk velour (TFK) in Mahogany (5MF), Blue (4KV), Linen Blue, or Magenta.
Metallic (693). Gray (2XF), Burgundy (8MD), Black (5FV), Slate Gray (3WT), Carpets
Fabrics Cashmire Beige (8UT), Velvet Red (9MT), Silk Gray (1VT), Same as 1991.
Leatherette (BPX) in Linen Gray (4WX), Burgundy (3MK), Blue Caramel (5UM), or Venetian Blue (3KM).
(1KX), Mahogany (1MX), Black (43S), or Cashmire Beige (7RT); 1993 (charts WKV 127 42093, VMK 8/92)
leather (YDX) in Burgundy (7LD), Mahogany (2LX), Venetian 1990 (charts WVK 102020, WVK 103815) Standard body colors
Blue (7KC), Black (1AJ), Blue (7JX), Cashmire Beige (2WH), Standard body colors Same as 1992, excluding Rubystone Red.
Velvet Red (4MT), Linen Gray (7VX), Silk Gray (5VT), Slate Gray As 1989 plus Marine Blue Metallic (35V). Special order body colors
(2WT), or Caramel (4UC); pinstripe velour (TPC) in Linen Gray/ Special order body colors Same as 1992, excluding Metallic Coral Red, but with addition
White (4WJ), Black/White (7BN), Mahogany/White (6LN), Satin Blue Metallic, Oak Green Metallic, Venetian Blue Metallic, of Violet Blue Metallic (57), Wimbledon Green Metallic (B5),
Blue/White (8GJ), Burgundy/White (1MJ), or Cashmire Beige/ Violet Blue Metallic, Cassis Red Metallic, Tahoe Blue Metallic, Raspberry Red Metallic (A7), and (in early 1993) Speed Yellow.
White (4TN); multi-color studio check (TPD) in Black (2VV), Granite Green Metallic, Turquoise Metallic, Lagoon Green Fabrics
Mahogany (8XV), Blue (9JV), Burgundy (1MV), Linen Gray Metallic, Zermatt Silver Metallic. Same as 1992, but Cabrio hoods now include Classic Gray.
(6UV), or Cashmire Beige (5TC); fabric with in-woven diagonal Fabrics Same as 1989. Carpets Same as 1991.

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 Chapter 8

The 911 Turbo

(1975–1993)
If any one model of Porsche 911 comes to the mind of the East oil crisis, restricted to meager speed limits. But Ernst
proverbial man-in-the-street, then it is an image of a black Fuhrmann’s leadership gave the Turbo a clear direction, and
Turbo, crouched low on wide wheels clothed with big wing in October 1974, the new production model was unveiled.
extensions. The Turbo conjures up fantasies of raw power Code-numbered 930 internally, the Turbo was instantly
and elegance, of high automotive technology and style. In given the status of company flagship and demonstrated new
1974, in post-oil-crisis Europe, it was a bold and coura-
geous statement of defiance about the future that delighted
the automotive industry and Porsche’s customers alike.
The Turbo’s pedigree and its character were faultless.
Turbocharging had made its name on Porsche racing cars
with the Can-Am 917-10s and 917-30s of 1972–1973. These
huge open sports cars, with flat-12 turbocharged engines
developing up to 1,100-brake horsepower, had crushed
their opposition.
The road car’s origins can be traced back to a prototype
911 study shown at the 1973 Paris Salon. A year of inten-
sive development followed, during which the company
agonized internally about whether such a powerful car had
a place on roads, which were, at that time of the Middle

Evolution Outline
October 1974: The 3.0 Turbo is announced with 260-brake horsepower (U.S. models 245-brake
horsepower from 1975), extended wheel arch flares and tea-tray spoiler, and a four-speed
gearbox.
October 1976: The Martini limited edition is introduced.
August 1977: A 3.3-liter model (300-brake horsepower or 265-brake horsepower for U.S.) is
introduced with an intercooler and 917 brakes.
July 1979: The Turbo is discontinued in the United States.
August 1982: Improvements are made to the exhaust to reduce air pollution and noise.
August 1985: The engine is upgraded with Motronic engine management; production resumed for
the United States with the Turbo SE/930S (Slant-Nose) limited edition. The Turbo is now available
in Targa and Cabriolet forms.
October 1988: The G50 five-speed gearbox is introduced.
July 1989: The Turbo is discontinued.
March 1990: A new Turbo is announced, using the Carrera 2 chassis (3.3 liters with 320-brake
horsepower). The Turbo’s dramatically flared wheel arches and large rear spoiler caught
October 1992: The engine is enlarged to 3.6 liters (360-brake horsepower). the imagination of enthusiasts the world over. This is an early production
car from 1974.

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 Porsche 911

Alan Stein’s lovely U.K.-specification 3-liter 911 levels of 911 luxury and technology. Incidentally, the original official designation
Turbo (above). The right-hand-drive version did for the car was 911 Turbo, not 930 Turbo.
not become available until September 1975, so The marketing people initially wanted the Turbo to be a stripped-out light-
it featured all the 1976 model year benefits such weight, expecting demand to be as strong as that seen previously with the 1973
as a zinc-coated bodyshell and new electrically Carrera RS. Like the RS, the Turbo was playing its part in the racing homologa-
operated door mirrors. Jim Boyden’s 1986 U.S. tion game, the original plan having been to build a series of 500 over the allowed
Turbo (below) is a fine example of the car that period of two years. The salesmen keenly sold the early Turbos on the basis that
was re-introduced to the American market after the model would remain a limited edition, but with all the development involved
an absence of six years. it seems unlikely that Fuhrmann and his directors shared this view. In any case,
the Turbo’s popularity was such that
the planned 500 production run was
more than doubled. The Turbo’s future
was ensured.
The Turbo featured a completely
reworked flat-six engine of 3 liters, and
introduced a whole new set of design
margins. At a stroke, this countered
some suggestions that, in growing
from 2 liters to 2.7 liters, the original
engine was fully stretched and con-
ceding some of its original reliability.
The 3-liter was a superb engine and
laid the foundation for Porsche’s 911
engine programmers right through to
the present day.
The new engine turned out to have
immense marketing power. It became
a real status symbol to have that little

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 The 911 Turbo (1975–1993)
word Turbo on your rear deck, and
this fashion subsequently spread right
across the motor industry. Yet for all
the hype, in bare statistical terms, the
Turbo’s overall performance was not
much better than that of the Carrera
RS. This was due to the difficulty
of spinning the wheels under hard
acceleration (to obtain 0- to 60-mile-
per-hour times), the ratio gaps in
the four-speed gearbox, and the car’s
extra weight. The 2.7 Carrera with
210-brake horsepower returned a
maximum speed of 140 miles per hour
(225 kilometers per hour) and went to
60 miles per hour in 6.3 seconds. The
Turbo with 260-brake horsepower By 1986 the rear spoiler was deepened (above) on its underside to allow the intercooler to exhaust
managed 153 miles per hour (246 through the engine grille. As a point of detail, the new U.S. cars were no longer termed “Turbo
kilometers per hour) and reached 60 Carreras.” The body warranty was extended to 10 years on 1986 models. Robin Duckitt’s 1989 car
miles per hour in 6.1 seconds. (below) is a U.K.-specification limited edition built as a final batch before what was expected to
Torque was much improved as be the Turbo’s permanent demise. This car, typical of the customizing work performed by Porsche
well, the peak rising from 255 Nm at during the late 1980s, features the rear wings of the Slant-Nose model, but with conventional
5,100 rpm to 343 Nm at 4,000 rpm. headlamps and a deep front skirt. A new Turbo, however, had arrived within a year.
The curve was less peaky, and this
allowed the engineers to justify only
four speeds in the redesigned gear-
box. At the time, Porsche told its
customers that the engine could pull
so strongly from low revs that five
speeds were simply unnecessary. As an
aside, the presence of the turbo in the
exhaust actually made the 911 quieter.
The new 3-liter engine, with many
improvements over the sometimes
not-as-dependable 2.7-liter unit, also
proved to be very reliable.
But what really set the Turbo apart
was its looks, which were quite unlike
those of any other production 911.
With a deep front air dam, large rear
spoiler, and heavily flared wheel arches front and back, the car looked fantastic.
Porsche was playing to the exclusivity market with the Turbo in a way that it had
not dared contemplate before.
For 1978, the engine capacity was increased to 3.3-liters, and the Turbo
received the brakes it should have had from the start (early cars are noticeably
underbraked). The engine upgrade seemed a big step at the time, but history
shows it to have been simply another stage in the relentless enlargement of the
flat-six. The 3.3-liter Turbo was hailed by Motor in 1978 as the quickest produc-
tion road car it had ever tested. The Turbo progressively acquired all the most

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 Porsche 911
modern technical, environmental, and
comfort features, and usually received
them ahead of the regular 911 range.
Magazine road tests leading up
to 1980 clearly carry the message that
the 3.3 Turbo was probably going to
be the last and the very best of the 911
line. Fuhrmann was seriously think-
ing about the end of the 911 series and
was not inclined to keep shoveling
money into development of a separate
Turbo model. It was for this reason
that Porsche called a halt to Turbo
sales to the United States and Japan at
the end of 1980. This was to Canada’s
gain because it received the more pow-
erful European-specification Turbo
Derived from the Carrera 2, the new 3.6-liter Turbo of 1993 had a 360-brake horsepower engine that from 1981.
delivered shatteringly quick performance. But the Turbo would not lie down,
especially in Europe. Eventually in 1986, the 930 made it back to the United
States, at least partly compensating for the fact that federal laws had kept the sen-
sational 959 off America’s highways. Even the Turbo’s second demise in 1989 was
strongly challenged by its ardent fans. The discontinuation of the Turbo that year
was much over-sold by dealer salesmen. They said it was the last chance to buy
one and cleared their showrooms and lost a lot of respect from regular buyers in
the process because a new-shape Turbo was rolled out at the 1990 Geneva Salon.
Many buyers of the old model had thought they were getting a last-of-the-line
landmark in 1989. The new model was on sale by the end of 1990.
The new Turbo with the Carrera 2 shape developed 320-brake horsepower
from its 3.3-liter engine. When the capacity was stretched to 3.6 liters in 1993,
however, performance became nothing short of sensational. Two 3.6-liter ver-
The whaletail spoiler was derived from the sions were available. The standard model with 360-brake horsepower yielded
design used on the 1973–1974 3-litre RS. a maximum speed of 175 miles per hour (282 kilometers per hour) and 0 to 62
The 1975 model has a small secondary engine miles per hour (0 to 100 kilometers per hour) in 4.8 seconds. Then there was the
cooling grille, a style that was used only for 381-brake horsepower Turbo S, with a maximum speed of 180 miles per hour
one year. (290 kilometers per hour) and a 0- to 62-mile-per-hour (0- to 100-kilometer-
per-hour) time of just 4.66 seconds—and these are factory figures, which have
always been traditionally conservative.
The text that follows only describes new Turbo fittings or differences from
the standard 911 of the same model year.

Bodyshell
The 911 Turbo was developed from the H-program (1975 model year) 911
Coupe bodyshell, the impetus behind its revised body shape being aerodynamic
development. The front and rear spoiler combination first seen on the 3.0 RS was
So much heat was generated in the engine refined for road use, significantly reducing positive lift at front and rear. But the
compartment, particularly at standstill, that the new wide wing extensions were bad news aerodynamically: The Turbo’s frontal
secondary engine cooling grille was enlarged area was greater, and so the penetration of the car through the air was poorer
for 1976. when compared to the slim bodyshells of models like the 2.7 Carrera or the 911S.

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 The 911 Turbo (1975–1993)
No one, except perhaps the aerodynamicists, worried too much about this when
the car had an extra 50 brake horsepower and looked so good.
From September 1975, when the first right-hand-drive cars became avail-
able in the U.K., the Turbo was covered by the new six-year anti-corrosion
warranty on the basic load-bearing platform, for which zinc-coated steel panels
were used throughout.
From 1978, the whaletail rear spoiler gave way to a tea tray—and there is a
difference! The tea tray had a larger area in plain view and was slightly higher in
elevation than the whaletail, in order to accommodate the new air-to-air inter-
cooler under the central grille area. The tea tray was easily spotted from the side
by the upturned lip around its rear and side edges. For 1978 the whaletail gave way to the
In 1986, the anti-rust warranty was lengthened to 10 years as with the other tea tray, which had one large grille on its upper
models. This year also saw the availability of the Turbo in Targa form, and the surface.
option of the uprated Turbo 930S in the United States or Turbo SE in the U.K.
The Turbo could be ordered in Cabrio form as well from September 1987, and
any of the three body styles could now be specified in a Slant-Nose version.
At the Geneva Motor Show in March 1990, the new Turbo was launched
with the new 911 shape (internal code number 964) first seen on the Carrera 4.
The 1991 model year Turbo (as it became) was fitted with a different rear tea-
tray spoiler, but no additional front lip spoiler was necessary. The deformable
front and rear bumper panels and smooth undertray were the same as on the
Carrera 4. The 3.6 Turbo was announced in October 1992 and was available only
in coupe form. It was said that the additional torque would not be suitable for The dual functions of the tea-tray grille can
the Cabriolet. be seen with the engine lid raised: The air-
to-air intercooler connected into the engine
Body Trim intake manifold is on the left, while the
The original Turbo in standard form shared with the 2.7 Carrera the new black- air conditioning condenser on the right is
look to the windows, door handles, and wipers, completely eliminating chrome mounted directly to the grille itself.
from the car’s trim and complementing the aggressive character that the changed
body shape suggested, but chrome trim remained an option. As final styling
touches, the headlamp rims were color-coded and the front parts of the wide rear
wheel arches were accented by black protective decals that were supposedly there
to stop stone chips, but they also told everyone that these 911s were that little bit
different. The rear spoiler included a small grille in the high-pressure top section,
to feed air to the cooling blower and to help with cooling the engine compartment
when at a standstill. The main grille supplied the air conditioning condenser.
Aside from the obvious bodywork differences, Turbos could be identified by
a small “Turbo” script or “Turbo Carrera” on American models on the lower cen-
This 1986 Turbo has a replacement front
tral section of the engine cover. Headlamp washers, foglamps, rear wiper, tinted
air dam, complete with opening for a
glass, and an electric sunroof were standard. The Turbo shared the 80-liter fuel
supplementary oil cooler and integrated
tank that had been introduced on the previous year’s G-program models. From
mountings for driving lights.
1976, an electrically heated and adjustable driver’s door mirror was fitted.
The Turbo was the first model to receive new shape external mirrors and a These large intakes in the
bonded-in windshield in 1990. rear wings of this 1989
car were copied from
Interior Trim those of the racing 935,
The emphasis was on luxury with the original Turbo. The standard package but they were more for
contained the automatic climate control by Behr, leather seats with tartan inlay, appearance than function
special carpets, stereo/cassette with four speakers (normally an option), and on the road cars.

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 Porsche 911
extra sound deadening. The rear fan
used to improve heater performance
on the standard 911 was deleted on
the Turbo due to lack of space. Later
improvements, which generally led the
normally aspirated models, are given
in the data section (pages 132–134).
All the refinements introduced
on the Carrera 4 and Carrera 2 were
given to the 1991 model year Turbo,
including the new center console and
underdash glove compartment.

Dashboard and Instruments

Differences from the normal 911 were
The first Turbos had the full luxury treatment, featuring a new tartan inlay to the leather seats, a four- minimal: A smaller three-spoke steer-
speaker stereo with speakers in the doors, and an automatic heater control. ing wheel was fitted and the rev counter
read to 7,000 rpm instead of 8,000 rpm.
Surprisingly, a boost gauge was not fit-
ted to the Turbo until the 1977 model
year. At the same time, the heater con-
trols were lit, a seat belt warning light
was added, and the handbrake lever
mechanism was improved.

Engine
The engine (coded 930/50) was devel-
oped from the Carrera RS 3.0 unit. Its
capacity of 2,994cc was achieved with
larger barrels of 95-millimeter (3.70-
inch) bore, but the 70.4-millimeter
(2.75-inch) stroke was unchanged.
A single KKK Type 3LDZ exhaust-
The smart Burgundy interior of this 1986 U.S. Turbo features that year’s ventilation improvements, driven turbocharger ran to a maximum
with larger face and side window vents and a new switchgear presentation. speed of between 80,000 and 100,000
rpm and delivered maximum boost of
The Turbo’s power 0.8 bar. An all-new induction/exhaust system was designed for the turbocharger
was nothing special and wastegate installation. The turbo was installed after the heat exchangers,
at low revs, but then upstream of the silencer (muffler), and fed from both cylinder banks.
it arrived all in a rush, An aluminum crankcase with wider-spaced cylinder head studs was used to
that little needle suit the larger Nikasil barrels with shrouded stud passages, and there were new
flicking around stronger forged-alloy pistons on the existing rods and crank. Compression ratio
the dial as the car was reduced from 8.5:1 to 6.5:1, but with the turbo at maximum boost the com-
surged forward. The puted ratio became 11.7:1. The pistons were cooled by oil squirters from below,
boost gauge did not and this cooling requirement, plus the need to maintain a high oil flow through
become standard on the turbocharger bearings, resulted in the crankcase oil circulation and scavenge
Turbos until the 1977 pumps being increased in size by 8 millimeters (0.13 inch) and oil capacity grow-
model year. ing to 13 liters. The scavenge pump, driven from the end of the left camshaft,
returned oil to the main oil tank.

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 The 911 Turbo (1975–1993)
The camshaft housing design was simplified, and the cams now ran in four
bearing journals instead of three. There were new cylinder heads with smaller
ports (relative to the 2.7 Carrera), and milder cam timing gave better low speed
throttle response. The valve-included angle was reduced by 2 degrees 15 minutes,
but the valves themselves were the same size as on the RS 3.0 at 49 millimeters
(1.91 inches) inlet and 41.5 millimeters (1.62 inches) sodium-cooled exhaust.
Fuel of 96 RON was required, but it could be lead-free. Sparks were generated
using new breakerless ignition, and fuel was controlled from Bosch K-Jetronic
injection, fitted with a larger air throttle valve of 110 millimeters instead of 85
millimeters. The throttle valve area contained the vacuum bleed for the new
brake servo. The Turbo was also fitted with a faster-running cooling fan, achieved The tidy luggage compartment of a 1986
by using different pulleys. The European engine was 32 kilograms (71 pounds) U.S. Turbo (above): The aftermarket brace
heavier than the 2.7-liter unit. between the tops of the MacPherson struts is
Cars for the United States, Canada, and Japan were fitted with thermal reac- a well-proven modification to stiffen the front
tors fed by a camshaft-driven air pump. Exhaust gas recirculation was also used structure of a 911, thereby reducing wheel
from 1977 to reduce emissions. The emissions hardware resulted in a maximum camber change during hard cornering. When
power figure of 245-brake horsepower, 15-brake horsepower lower than the stripped of its carpets (below), the luggage
Rest-of-the-World level. compartment of the 3.6 Turbo shows how
For the 1976 models, a by-pass valve in the intake manifolding reduced the carefully every component has been packaged.
ferocity of the “kick” in the back when the accelerator was floored. Previously, The front strut brace is now standard.
around 3,500 rpm had been the threshold of a rocketlike ignition sequence, but
now the power came in more progressively, more like an express train, from
below 3,000 rpm.
The Turbo engine had its first major upgrade in 1978, going to 3.3 liters. Bore
and stroke were increased to 95 millimeters (3.71 inches) and 74.4 millimeters
(2.90 inches), respectively, and the main bearings and con rod “big ends” were
also enlarged. Compression ratio was raised to 7.0:1. An air-to-air intercooler,
located just under the main engine lid grille area, reduced charge air temperature
by 50 to 60 degrees Centigrade and, together with the other changes, resulted in a
maximum output of 300-brake horsepower, up by 40-brake horsepower. Torque
increased, too, to 412 Nm at 4,000 rpm. The new rubber-center clutch design
also seen on the 911SC that year resulted in the engine being moved back by 30
millimeters (1.17 inch), which shows how much better the handling had become
since the mid-1960s. Also like the new 911SC, every 1978 Turbo was fitted with
an air pump to reduce exhaust emissions. All U.S. Turbo models had thermal
reactors, but Californian cars also had an additional vacuum control to retard
the ignition timing at full load and so reduce emissions further; this extra vac-
uum control became standard across the U.S. range in 1980.
Progressive improvements to the Turbo engine in 1983 and 1986 were
aimed at reduced emissions and noise, the latter dropping by a claimed 25 per-
cent (from 82 dB to 79 dB) on the logarithmic decibel scale. In 1983, maximum
torque was edged up to 432 Nm at 4,000 rpm with improvements to the Bosch Twin exhaust tailpipes were first seen on the
K-Jetronic fuel injection and the ignition: The injection had a new warm-up reg- 1983 Turbos when the wastegate exhaust was
ulator and capsule valve in the fuel distributor, while the ignition distributor taken directly to atmosphere.
now had a double vacuum advance/retard and temperature compensation. The
revised engine (930/66) had a new exhaust system, with the wastegate exhaust
now going directly to atmosphere and the exhausts finishing as a pair of tailpipes
on the left side. For the 1986 model year, the engine was heavily revised again
(930/68) to bring it in line with worldwide emissions legislation. This was made

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 Porsche 911
possible by the new mapped Digital Motor Electronics (DME, or Motronic, as it
became known) developed by Bosch. Equipped with this new motor, the Turbo
went on sale again in the United States.
The 1991 model year Turbo was still 3.3 liters, but offered 320-brake horse-
power at 5,750 rpm and a stunning 450 Nm of torque at 4,500 rpm. It featured a
revised resonant air intake system with passages designed for minimum flow loss
as well as being matched to a new exhaust. The remapped Bosch Motronic sys-
tem resulted in more power, better fuel consumption, and improved emissions.
The intercooler was enlarged by a claimed 50 percent in terms of air volume, and
there was a bigger turbocharger with a new impeller for low-speed response and
0.7 bar maximum boost. All markets had all-metal (and very compact) three-
way closed-loop catalytic converters, the converter and silencer fitted to the
wastegate forming the left-side exhaust outlet. The main silencer had increased
volume and was now positioned longitudinally on the right-hand side of the
The first turbo installations were fairly simple engine, with its own outlet on the left. New for the Turbo were hydro-bushings
compared with what came later. The large duct for the engine mountings to reduce internal vibration, and cabin noise was also
on the left (complete with wastegate below) reduced by a dual mass flywheel.
is the charge air feed, and the boosted charge A turbocharged version of the 3.6-liter engine from the Carrera 4 and Carrera
returns from the turbo in the other large duct 2 was introduced for the spring of 1993. It used the crankshaft, rods, crankcase,
adjacent to it. The turbo itself is mounted below camshaft assemblies, and barrels from the Carrera 2, but the pistons and the cam-
the engine compartment metalwork between shafts themselves (with increased lift and greater overlap) were new. Unlike the
the heat exchangers and final silencer. Carrera 2 engine, only a single spark plug per cylinder was used, for space reasons.

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 The 911 Turbo (1975–1993)
The previous model’s early Motronic injection
ignition system was retained. Compared with the
3.3-liter engine, the compression ratio was increased
from 7.0:1 to 7.5:1, and maximum boost went up to
0.85 bar. Power rose from 320-brake horsepower to
360-brake horsepower, and Porsche claimed fuel
consumption was unchanged, if not better.

Transmission
There was an all-new four-speed gearbox (coded
930/30) for the original Turbo, designed so that the
new, deeply finned gearbox casing in aluminum (it
had been magnesium) was within the same physical
envelope as the 915 gearbox. It was designed with a
maximum torque capacity of 442 Nm, a reasonable The busy engine compartment of a 1986 U.S. Turbo: The horizontal radiator is the
margin on the 1975 engine’s output of 343 Nm. The air-to-air intercooler, placed after the turbocharger in the high-pressure duct to
gear wheels themselves were wider and stronger the intake plenum. The intercooler reduces the temperature of the charge air and
than the 915 gears. An option was a final drive gear noticeably improves engine power as a result.
set (the 930/32 gearbox) to balance the drive ratio
when optional 225/50 tires were fitted. The standard final drive was 4.222:1; the
option was 4000:1.
The clutch diameter was increased from 225 millimeters (8.78 inches) to 240
millimeters (9.36 inches) and gave increased pedal pressure, but in 1977 an over-
center “assister” spring reduced pedal effort. In 1978, a new rubber-centered
clutch was fitted, while the pressure plate and clutch housing were made from
cast iron to improve strength. The new clutch hub eliminated gear chatter at
engine idle, but time would show that this clutch design was not very reliable.
In 1989, the Turbo was offered for the first time with a standard five-speed
gearbox, based on the new G50 design that had been announced in 1986 for
the 3.2 Carrera. The new 1991 model with the Carrera 4 bodyshell carried over
this five-speed gearbox, but with revised ratios and the more precise gear shift
mechanism seen on the Carrera 2. It also used the double-mass ZMS flywheel
introduced on the Carrera 4 and 2 the same year. The limited slip differential
became standard on the new 1991 model and was the same type as used on the
Carrera 2 RS, namely with as little as 20 percent locking factor under accelera-
tion and up to 100 percent lock-up on over-run. The 1993 model used the same
G50/52 gearbox as the 1991–1992 models.

Electrical Equipment and Lighting

The 1975 Turbo was launched with a 12-volt/66-amp/hour battery (88-amp/hour
optional) with a Bosch 980-watt alternator. Alternator output was raised twice,
to 1,050 watts/75 amps in 1982 and to 1,260 watts/90 amps (with a standard
88-amp/hour battery) in 1989. Automatic cabin heat regulation was introduced,
using heat sensors in the exhaust and cabin. As on the atmospheric models, the
headlamps were H4 with a rating of 60 watts (main beam) and 55 watts (dipped).
The heated rear window had two-stage operation.
For the 1991 model year, the Turbo received the onboard computer given to By 1986 the sealed-beam Hella headlamps
the Tiptronic the previous year. By 1993, the battery was 75 amp/hours and the fitted to U.S. cars were available with the more
alternator capacity was 1,610 watts/115 amps. powerful H4 filaments.

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 Porsche 911
Suspension and Steering
The Turbo’s suspension setup was
derived from that of the 3.0 RSR. At
the front, there was increased negative
camber and reduced castor, making the
steering heavier. The front crossmem-
ber was cast aluminum and the front
suspension had anti-dive geometry,
created by raising the rear mount-
ing of the lower wishbones. The front
track (on 7-inch rims) was increased
by 60 millimeters (2.34 inches). The
front anti-roll bar was the old 18-mil-
limeter (0.70-inch) diameter design
used on the 1973 911 models, but a
new one-piece bar of 20 millimeters
(0.78 inch) was adopted in 1977, and
this increased to 22 millimeters (0.86
inch) for 1985. For the new 964 Turbo
A mud-spattered 1975 Turbo rear end shows off its Bilstein shock absorber and the engine’s lower of 1991, the front anti-roll bar was
valve covers newly strengthened by added ribbing. The brake calipers look far too humble for the reduced to 21 millimeters, staying at
performance of the car. The Turbo did not receive suitably powerful brakes until the 1978 model year. that size for the 3.6-liter Turbo. Rear
anti-roll bar size from 1975 was 18
millimeters, but from the 1985 model year this was increased to 20 millimeters.
For the 964-based Turbo, for 1991, the rear anti-roll bar stayed at 20 millimeters,
increasing to 22 millimeters for the 3.6-liter model. Bilstein gas shock absorbers
were used all round.
The geometry of the 1975 model rear semi-trailing arms was changed to
reduce squat under acceleration and the track (on 8-inch rims) increased by
120 millimeters (4.68 inches). These semi-trailing arms were now sand-cast
aluminum, and the rear wheel bearing carriers were designed to take bearings
from the 917 sports racer. Front torsion bar size was 19 millimeters (0.74 inch),
the same as the regular 911s. Rear torsion bar diameter was 26 millimeters (1.01
inch), but in 1989 the size increased to 27 millimeters (1.05 inches). Anti-roll bar
diameter started at 18 millimeters (0.70 inch) in 1975, went to 20 millimeters
(0.78 inch) in 1985, but returned to 18 millimeters (0.70 inch) in 1989. When the
new 964-based Turbo model appeared, the standard Carrera 2 suspension was
uprated with stiffer springs and shock absorbers. Steering was power-assisted for
the first time on a Turbo with damping.
The 1991 model steering was servo-assisted and higher-geared. The suspen-
sion was also heavily revised, adopting a coil spring over damper layout with
MacPherson struts at the front and semi-trailing arms at the rear. The rear swing-
arms had toe angle correction in movement to improve stability in a straight line
or when changing direction rapidly, particularly when the throttle was closed in
a corner.

Brakes
If the original Turbo’s looks and engine received all the development attention,
the brakes took a few years to catch up. Although the prototype used cross-drilled

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 The 911 Turbo (1975–1993)
and ventilated discs from the 917 sports racing cars at front and rear, it was felt
that the long-term reliability of these racing-developed items was insufficiently
understood (there had been cracking problems between the drilled holes) to
include them on a production car. The brakes for the first Turbo, therefore, were
carried over from the 2.7-liter Carrera and used S-type aluminum front calipers
and M-type cast-iron rear calipers.
The 917-derived brakes were eventually seen on the 3.3-liter Turbo in 1978
and were the largest so far used on a production 911. The new discs were 304-mil-
limeter (11.86-inch) diameter and 32-millimeter (1.25-inch) thick at the front,
and 309-millimeter (12.05-inch) diameter and 28-millimeter (1.09-inch) thick at
the rear. They were mounted on aluminum hubs and used four-piston aluminum
calipers with heavy finning to help cooling. The new brakes gave the 3.3-liter
Turbo huge reserves of stopping power. The 3.6 Turbo runs on special 18-inch Speedline
A brake servo reduced pedal effort for left-hand-drive markets for 1977, and wheels. The 8J front rims carry 225/40 tires and
this improvement was carried over to right-hand-drive models in 1978. The ratio the 10J rears have 265/35 tires, an incredibly
of the servo was increased from the original 2.5:1 to 3.0:1 on 1985 models, on low profile.
which a new brake master cylinder contributed to reducing pedal effort by nearly
25 percent.
ABS anti-lock braking was introduced on the 1991 model Turbo with the
adoption of the chassis derived from the Carrera 4. Brake disc diameter changed
on the 1991 models to 322 millimeters (12.68 inches) front and 299 millimeters
(11.77 inches) rear. The brakes fitted to the 1993 Turbo broke new ground in
that Brembo, the manufacturer, was able to paint the calipers in a striking, heat-
resistant red paint.

Wheels and Tires

The 1975 models began with Fuchs forged-alloy 15-inch wheels with deep
black centers, sizes being 7J front and 8J rear. Production Turbos were generally
fitted at first with Dunlop tires in 185/70VR front and 215/60VR rear sizes,
but early press cars and U.K. models had Pirelli CN36 tires in the same sizes.
Spacers increased the wheel offset front and rear. In the United States, these
tires gave a legal bumper height, but elsewhere Pirelli’s new low-profile Cinturato
P7 tires were a popular option because they had more grip and lowered the
center of gravity of the car by 18 millimeters (0.70 inch), but P7s did not last
as long. The P7s, specified at 205/55VR front and 225/50VR rear, became
standard in 1976; in 1977, 16-inch wheels were fitted and used the same The wide wings on this 1976 model housed
tire profiles. big 7Jx15 front and 8Jx15 rear Fuchs wheels
Rear tire pressures were raised in 1978 from 2.4 bar (34-pound psi) to 3.0 and spacers increased the track. The tires on
bar (43-pound psi) to compensate for the engine being moved back and put- these first Turbos were usually Pirelli CN36s with
ting an extra 30 kilograms (66 pounds) on the rear wheels. The pressure rise 185/70front and 215/60 rear sizes, which met
increased the “pyong” sound on poor roads. By 1987, the 16-inch wheels were U.S. bumper height requirements.
carrying 205/55VR tires at the front on 7J rims, while at the back 245/45VR tires
rode on 9J rims.
The 1991 model Turbo used 17-inch Cup Design wheels with 7J front and
9J rear rims, tire sizes being 205/50ZR and 255/45ZR. Unusually, the potential
buyer of the 1991 Turbo had three choices for tires: first Bridgestone and then
Pirelli and Yokohama were approved for use. The 1993 model Turbo was fitted
with three-piece Cup-style wheels made by Speedline. These came in 8Jx18 and
10Jx18 sizes with 225/40ZR and 265/35ZR tires.

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 Porsche 911

The 1987 Turbo Slant-Nose derived its Martini Turbo (1976)

front profile from the 935 racer, but pop-up A Martini Turbo was built for the British Motor Show in October 1976. The
headlamps were added. Early customized Slant- car was finished in Grand Prix White with racing sponsor Martini’s well-known
Nose cars lacked pop-up headlamps, having the light blue, dark blue, and red stripes applied. The show car had special Fuhrmann
lights mounted below the bumper line. seats that were claimed to be to an orthopedic design with padded blocks of red,
white, and blue leather, but these were too expensive for production models.
The British Motor Show car also had special velour carpet and leather-trimmed
accessories.
The Martini Turbo, in fact, was never a series production model or even a
special edition, but the stripes could be ordered as an option (M42) for Grand
Prix White models, whether mainstream 911SCs or Turbos. The suspension and
engine were the same as on regular 1977 model year Turbos. Of approximately
200 Turbos delivered worldwide with the stripes, half went to the United States.

Turbo SE Slant-Nose (1986–1987)

The Slant-Nose was built initially as a special order conversion (Sonderwunschen)
by the repair shop in Zuffenhausen. There is some evidence of a first conversion
a year earlier, but records suggest the first new car was delivered on July 16, 1981
(VIN: 93ZBS000619). The Slant-Nose only received official option status (M506)
in 1986 (for the 1987 model year) as a special limited edition under the newly titled
Porsche exclusive program. In the U.K., the Turbo with Special Equipment (Turbo
SE) was available as an official option from early 1986, while in the United States
the official option model—called the 930S—was not available until March 1987.
Early Slant-Nose custom models had the headlamps in the front air dam, but
from 1982 pop-up headlamp versions started to appear (the first was delivered
on July 6) and became the standard offering for the 1985 model year. Behind the
headlamp covers, on the wing top surfaces, were vents that allowed high-pressure

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 The 911 Turbo (1975–1993)
air to escape from the wheel arch inte-
riors when the car was at speed. The
rear wings featured strongly styled air
intakes ahead of the wheels. Side skirts,
body color-coded Fuchs wheels, and a
special front spoiler with integrated
driving lights completed the exterior
body customizing. The S used the same
wheel tire sizes as the 1986 Turbo.
The interior was in full leather and
came with air conditioning and spe-
cial electrically adjustable and heated
Recaro seats. The controls for these
seats were initially on a console on the
top side of the seat, not on the sides
as on the regular electrically adjust-
able seats. The custom leather dash The 1992 3.3-liter Turbo S was a limited edition of just 80 cars. The chassis specification was broadly
panel featured a squared-off version of similar to the Carrera 2 RS but different in detail. Engine output of 380-brake horsepower gave 0 to
the instrument pod oval and a color- 62 miles per hour (0 to 100 kilometers per hour) acceleration in just 4.7 seconds.
coded leather steering wheel.
Engine power was raised to 330-brake horsepower at 5,500 rpm, but maxi-
mum torque of 431 Nm at 4,000 rpm was the same as the 1986 Turbo. The power
increase came from higher lift cams, a revised exhaust system, higher boost pres-
sure, and a larger intercooler. A larger oil cooler was mounted under the front
bumper line.
Production numbers of the Sondenvunsch (special order conversion)
Slant-Nose Turbo models were as follows: 1981, 1; 1982, 38; 1983, 35; 1984, 34;
1985, 44; 1986, 52; and 1987, 33. Figures for the production Slant-Nose Turbo are
given in the main Production Data table (see page 134).

Turbo S (1992–1993)
Shown as a study at the 1992 Geneva Salon, the special edition Turbo S was
made to order, and 80 cars were built. The car could be ordered in any color, but
seemed to be most eye-catching in yellow. The output of the 3.3-liter engine was
increased to 381-brake horsepower at 6,000 rpm, and maximum torque was 490
Nm at 4,800 rpm.
The study was an experimental lightweight in the style of the Carrera 2 RS,
and the Turbo S had similar interior treatment. There were Recaro bucket seats,
fabric door pulls, and wind-up windows. Rear seats and radio were deleted, thin
side and rear window glass was used, and the electrical harness was lightened.
External features included a one-piece whaletail rear spoiler, air intake scoops in
the front bumper in place of driving lights, and air intakes in each rear wing for
the brakes. The doors, rear engine lid, and front luggage compartment lid were
in plastic composite. The prototype carried “IMSA Supercar Champion” decals.
The dry weight was 1,290 kilograms (2,844 pounds), approximately 190 kilo-
grams (419 pounds) less than the standard Turbo.
The suspension was stiffened and new brakes and calipers were used. The cars are 10 years apart, but the badge script
Speedline three-piece wheels of 8Jx18 front and 10Jx18 rear were fitted with has not changed. The finish is bright on the
Pirelli P Zero tires with sizes of 235/40ZR and 265/35ZR, respectively. 1976 car and matte black on the 1986 car.

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 Porsche 911
This early right-hand-
drive Turbo owned
by Alan Stein looks
purposeful with its
wide haunches.

Production Changes crankshaft (better dynamic balance) with larger main bearings 1983
February 1975 (bearings 1 to 7 up from 57mm to 60mm diameter, bearing 8 up New engine designation of 930/66; completely revised exhaust
Production starts, with first U.K. right-hand-drive cars available from 31 mm to 40mm), different connecting rod end bearings system, with wastegate exhaust now going direct to atmosphere;
September 1975; engine designated 930/50; Nikasil barrels, (narrower, but diameter up from 52mm to 55mm) and shorter power unchanged, but maximum torque rises from 410Nm to
forged-alloy pistons, aluminum crankcase; compression ratio connecting rods (by 0.7mm); head gaskets deleted; 97 RON fuel 431Nm; K-Jetronic fuel injection has detail changes, with new
6.5:1; cylinder head valve sizes were inlet 49mm and exhaust (or 91 RON unleaded for United States with recommendation for warm-up regulator and capsule valve in fuel distributor; 98 RON
41.5mm (sizes later to be adopted for 1978 SC); cooling fan 96 RON if driving hard); unequal length cylinder barrel fin layout fuel; new ignition distributor with double-vacuum advance/
(245mm diameter) ratio increased from 1.3:1 to 1.67:1 to run to balance air cooling from top to bottom of barrel; larger oil retard and temperature compensation (all injection/ignition
faster and deliver more air; 96 RON fuel in 80-liter fuel tank; pump (pressure port increased from 43mm to 51 mm, scavenge changes for low emissions); two boost fans to improve footwell
gear ratios (930/30 gearbox) are first, 2.250; second, 1.304; port from 58mm to 80mm); flywheel mounting bolts increased warming (and cooling) at low engine speeds.
third, 0.893; fourth, 0.656; reverse, 2.437; final drive, 4.000 from six to nine on a diameter of 70mm (was 44mm); cooling fan
(or 4.222 in United States); standard RoW final-drive ratio of drive ratio now 1.8:1; new anti-clockwise rotating breakerless 1984
4.000 with 15in wheels fitted, but option for 4.222 when 16in Capacitative Discharge Ignition (CDI); air conditioning condenser Minor safety and comfort changes; anti-theft locking wheel
wheels used; aluminum S-type calipers (78sq cm swept-disc repositioned to front of car; lighter and larger turbo; air injection nuts; new interior fabrics with Porsche script; brake pad wear
area) front, cast-iron M-type (52.5sq cm) rear; ventilated disc pump driven from end of left camshaft; 930/60 engine is 23kg indicators; heating with three-speed fan; alternator rating
diameter 282mm front and 290mm rear, thickness 20.5mm heavier than original 930/50; rubber-centered clutch means reduced to 1,100W; new pressure-fed timing chain tensioners.
front and 20mm rear. engine moves back 30mm (and needs larger bell housing); gear
ratios (930/34 gearbox) are first, 2.000; second, 1.304; third, 1985
1976 0.893; fourth, 1.600; reverse, 2.437; final drive, 4.222; weight From October 1984 because of industrial action; radio antenna
Six year anti-corrosion warranty; new electric door mirror; distribution now 37/63 front/rear; rear tire pressures up from in windshield; electrically heated washer nozzles; seats slide
by-pass valve for turbo, plus maximum boost increased to one 2.4 bar to 3.0 bar: 917 pattern brakes with cross-drilled discs electrically, now heated and with taller (by 40mm) head
bar; Pirelli P7 205/50VR 15 front and 225/50VR 15 rear tires; 16in and four-piston alloy calipers (94sq cm pad swept area); disc restraints; central locking standard; four-spoke steering wheel,
wheels optional with final drive ratio 4.222; note the Turbo did diameter increased to 304mm front and 309mm rear, thickness shortened gear lever; leather-covered door handles and storage
not use the five-blade cooling fan adopted on 1976 911 models. to 32mm front and 28mm rear; larger Hydrovac servo (8in), and compartment lid; sports seats are no-cost option, with electric
now fitted to RHD cars; 80-liter fuel tank. height adjustment only; larger brake master cylinder; anti-roll
1977 bars increase to 22mm front and 20mm rear; fuel tank now 85
Electrical pressure switch gives boost read-out to new gauge 1979 liters.
mounted within rev counter; twin fuel pumps, modified All changes as for 911SC (see page 87).
pressurized fuel accumulator; Hydrovac brake servo (7in) fitted to 1986
LHD cars; additional spring reduces clutch effort; 16in Fuchs alloy 1980 Turbo re-introduced to U.S. market, 930/68 engine with Dig-
wheels standard and final drive ratio now standardized at 4.222; Turbo discontinued in United States and Japan; RoW models get ital Motor Electronics (DME) linking exhaust sensors, etc., to
first/second gear synchromesh revised and differential assembly two exhaust outlets and new brass tube oil cooler. injection and ignition; equipped with catalytic converter and
strengthened with two planet wheels instead of four; one-piece Lambda (oxygen) sensor, 95 RON unleaded fuel; all noise and
front anti-roll bar and two-piece spring plates to allow ride 1981 pollution accessories now make engine weight 269kg; for RoW
height adjustment; two-stage rear window heater; new center Alternator rating increased to 1,150W; other changes as for markets new clean DME engine is 930/66; DME associated
console and revised heater/fresh air controls (as 911SC). 911SC (see page 88). injection system known as LE-Jetronic; rear wheels now 9Jx16in
with 245/45VR tires (front stays at 7Jx16in with 205/55VR
1978 1982 tires); front seats lower; restyled dash with larger fascia fresh air
New 3.3-liter engine (930/60); 95mm bore and 74.4mm stroke Fuchs alloy wheels have highly polished rims to highlight their vents; sun visors have covered vanity mirrors.
gives 3,299cc; turbo intercooler mounted over engine; new black centers; other changes as for 911SC (see page 88)

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 The 911 Turbo (1975–1993)
1987
Rear reflector panel has integrated foglights and includes Identification
Porsche script; seats fully adjustable electrically; headlight
beam adjustable from dash; perforated discs get beveled holes Model year Model Engine Gearbox Chassis numbers Engine numbers
to assist with heat dissipation; gear ratios (all markets) are first, 1975 930 930/50 930/30 9305700001–9305700284 6750001 onward
2.25; second, 1.3043; third, 0.8928; fourth, 0.5250; reverse, 1976 930 930/50 930/30 9306700001–9306700644 6760001 onward
2.437; final drive, 4.222. 930 U.S. 930/51 930/30 9306800001–9306800530 6860001 onward
1977 930 930/52 930/33 9307700001–9307700695 6770001 onward
1988 930 U.S. 930/53 930/33 9307800001–9307800727 6872001 onward
Turbo now available as Targa and Cabrio; passenger door mirror 1978 930 930/60 930/34 9308700001–9308700735 6780001 onward
and eight-speaker hi-fi installation standard in all markets; 930 Japan 930/62 930/34 9308709501–9308709561 6782001 onward
930 U.S.491 930/61 930/34 9308800001–9308800461 6880001 onward
electric windows can be raised by emergency manual crank. 930 California 930/63 930/34 9308800001–9308800461 6881001 onward
1979 930 930/60 930/34 9309700001–9309700820 6790001 onward
1989 930 Japan 930/62 930/34 9309709501–9309709532 6791001 onward
Alarm fitted as standard, activates when doors are locked; five- 930 U.S.491 930/64 930/34 9309800001–9309801200 6890001 onward
speed G50 gearbox standard (and hydraulic clutch) with ratios 930 California 930/63 930/34 9309800001–9309801200 6890001 onward
(all markets) of first, 3.154; second, 1.789; third, 1.259; fourth, 1980 930 930/60 930/34 93A0070001–93A0070840 6700001 onward
0.957; fifth, 0.755; reverse, 2.437; final drive, 3.444; larger rear 930 Japan 930/65 930/34 93A0070001–93A0070840 6708001 onward
torsion bars, revised anti-roll bars (22mm front, 18mm rear), 1981 930 930/60 930/34 WPOZZZ93ZBS000001-698 6710001 onward
firmer shock absorbers; brake, clutch and engine/gearbox seals 930 Canada 930/60 930/34 WPOJA093BS050001–0063 6710001 onward
are asbestos-free; Turbo discontinued September 1989. 1982 930 930/60 930/34 WPOZZZ93ZCS000001–938 67COOOl onward
930 Canada 930/60 930/34 WPOJA093CS050001–0089 67COOOl onward
1991 1983 930 930/66 930/34 WPOZZZ93ZDS000001–1015 67DOOO 1 onward
930 Canada 930/66 930/34 WPOJA093DS05000 1–0065 67D0001 onward
Turbo relaunched September 1990 (first shown March 1990), 1984 930 930/66 930/34 WPOZZZ93ZES000001–0804 67E0001 onward
RHD cars delivered from early 1991; new two-wheel-drive 930 Canada 930/66 930/34 WPOJA093ES050001–0077 67EOOOl onward
only Turbo with Carrera 4 Coupe body (type 954) revisions but 1985 930 930/66 930/34 WPOZZZ93ZFS000001–1063 67F0001 onward
with usual flared wheel arches and tea-tray rear spoiler; 3.3- 930 Canada 930/66 930/34 WPOJA093FS050001–0085 67F0001 onward
liter engine with resonant intake manifold, revised exhaust 1986 930 930/66 930/36 WPOZZZ93ZGS000001–1158 67G000l onward
system, bigger turbocharger and larger intercooler; Maximum 930 Canada 930/66 930/37 WPOJA093GS050001–0088 67G0001 onward
boost now 0.7 bar (was 0.8); revised injection and Motronic 930 U.S. 930/68 930/37 WPOJB093GS050001–1424 67G0001 onward
control; dual mass flywheel; two (left and right) exhaust tailpipe 1987 930 930/66 930/36 WPOZZZ93ZHS000001–0720 67H0001 onward
outlets; transmission still five-speed G50 (built by Getrag) with 930 Canada 930/66 930/36 WPOJA093HS050001–088 67H0001 onward
Borg-Warner synchromesh, standard limited slip differential, 930 U.S. 930/68 930/36 WPOJB093HS050001–5000 68H0001 onward
improved gear shift; smaller external electrically operated 930 Cabrio 930/66 930/36 WPOZZZ93ZHS020001–0142 68H0001 onward
mirrors; new 17in Cup Design wheels of 7J front (with 205/50ZR 930 Cabrio U.S. 930/68 930/36 WPOEB093HS070001–0183 68H0001 onward
930 Cabrio Canada 930/66 930/36 WPOEA093HS075001–0183 68H0001 onward
tires) and 9J rear (with 255/40ZR tires); stronger semi-trailing 930 Targa 930/66 930/36 WPOZZZ93ZHS010001–0069 68H0001 onward
arms; anti-roll bars now 21mm front 22mm rear; disc diameter 930 Targa U.S. 930/68 930/36 WPOEB093ZHS060001–0087 68H0001 onward
322mm front, 299mm rear; four-piston calipers (85sq cm pad 930 Targa Canada 930/66 930/36 WPOEA093HS065001–0087 68H0001 onward
swept area) have asbestos-free pads and wear indicators; space 930 S-N2 930/66 930/36 WPOZZZ93ZHS050001–0087 68H0001 onward
saver spare tire is 155-15 size to clear new brake discs; driver/ 930 S-N Targa2 930/66 930/36 WPOZZZ93ZHS060001–0087 68H0001 onward
passenger air bag standard for selected markets (including U.S.); 930 S-N Cabrio2 930/66 930/36 WPOZZZ93ZHS070001–0087 68H0001 onward
standard features include air conditioning, onboard computer 930 S-N U.S.2 930/68 930/36 WPOEB093HS050001–0087 68H0001 onward
with digital boost indicator; backlit instruments. 930 S-N Targa U.S.2 930/68 930/36 WPOZZZ93ZHS060001–0087 68H0001 onward
930 S-N Cabrio U.S.2 930/68 930/36 WPOZZZ93ZHS070001–0087 68H0001 onward
1992 1988 930 930/66 930/36 WPOZZZ93ZJS000001–0677 67J0001 onward
No major changes to specification. 930 Targa 930/66 930/36 WPOZZZ93ZJS01000l–0136 67J0001 onward
930 Cabrio 930/66 930/36 WPOZZZ93ZJS020001–0242 68J0001 onward
930 NA3 930/68 930/36 WPOJB093JS050001–0701 68J0001 onward
1993 930 Targa NA3 930/68 930/36 WPOEB093JS060001–0141 68J0001 onward
3.5-liter engine with 100mm bore and 75.4m stroke; com- 930 Cabrio NA3 930/66 930/36 WPOEB093JS070001–0591 68J0001 onward
pression ratio increased to 7.5:1; 350bhp at 5,500rpm, 930 S-N2 930/68 930/36 WPOZZZ93ZJS000001–0591 68J0001 onward
maximum torque 520Nm at 4,200rpm; stronger clutch and 930 S-N Targa NA2 930/68 930/36 WPOEB093ZJS01000l–0591 68J0001 onward
limited slip differential (same as used on Carrera 2 RS); two- 930 S-N Cabrio2 930/66 930/36 WPOEA093JS020001–0591 68J0001 onward
spring clutch pedal action; three-piece Speedline wheels of 1989 930 930/66 G50/50 WPOZZZ93 KS000001-857 67K0051–1103
8Jx18in front (with 225/40ZR tires) and 10Jx18in rear (with 930 Targa 930/66 G50/50 WPOZZZ93KS010001–115 67K0051–1103
255/35ZR tires); tires are Yokohama A008P; bodyshell lowered 930 Cabrio 930/66 G50/50 WPOZZZ93KS020001–244 67K0051–1103
20mm (except U.S.); 12 percent stiffer springs; locked rear 930 NA3 930/68 G50/50 WPOJB093KS050001–639 67K0051–1232
axle control bearing deletes toe-change characteristic found 930 Targa NA3 930/68 G50/50 WPOEB093KS060001–109 67K0051–1232
on Carrera 2; Turbo S front brakes with red painted calipers 930 Cabrio NA3 930/68 G50/50 WPOEB093KS07000 1–600 67K0051–1232
1991 964T M30/69 G50/52 WPOZZZ96ZMS470001–2298 61 M00001
all around; driver air bag standard for all markets; 1,510W
964T U.S. M30/69 G50/52 WPOAA296 M S480001–674 61M00001
alternator with 12V/175Ah battery; fuel tank 77 liters (optional 1992 964T M30/69 G50/52 WPOZZZ96ZNS4 70001–836 61N00001
92 liters); “Turbo” logos on wheel hubcaps; chromed “Turbo 3.5” 964T U.S. M30/69 G50/52 WPOAA296NS480001– 309 61N00001
on engine cover and embroidered onto rear firewall carpet; kph 1993 964T M64/50 G50/52 WPOZZZ96ZPS4 70001–650 61P00001
speedometers now read to 320 (was 300), mph speedos stay at 964T U.S. M64/50 G50/52 WPOAC296RS480001– 288 61P00001
180; air conditioner now uses CFC-free refrigerant.
General notes
Engines 930/54 was the 1977 Turbo engine for Japan (as 930/53); 930/62 was the 1978–1979 engine for Japan; 930/64 was the 1979 model
Dimensions run-out for the U.S.; 930/65 was the 195kw 1980–1982 engine for Japan (as 930/64).
Wheelbase Miscellaneous 1988 onward Cabrios carry a “Cb”suffix to chassis number; some number sequences refer to the production series allocated to a
2,251mm (from 1975), 2,271mm (from 1990), 2,272mm (from particular model and so will not align with the actual number of a specific model built; 964T refers to the new Turbo built on the Carrera 2/4 chassis.
1993). Numbered notes 1. U.S. 49 refers to non-California U.S. specification for “49 States.”2. S-N refers to Slant-Nose. 3. NA refers to North American
specification (U.S. and Canada).

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 Porsche 911
Track (front/rear)
Production Data 1,432mm/1,500mm (from 1975), 1,434mm/1,525mm (from
1985), 1,442mm/1,488mm (from 1993).
Model Model Power Torque Compression Weight Number Length
year (bhp DIN@rpm) (Nm@rpm) ratio (kg) built 4,318mm (from 1975), 4,250mm (from 1990), 4,275mm
(from 1993).
1975 930 260@5,500 343@4,000 6.5:1 1,140 284 Width
1976 930 260@5,500 343@4,000 6.5:1 1,195 644 1,829mm (from 1975), 1,775mm (from 1990), 1,755mm
930 U.S. 245@5,500 343@4,000 6.5:1 1,195 530 (from 1993).
1977 930 260@5,500 343@4,000 6.5:1 1,195 695
930 U.S. 245@5,500 343@4,000 6.5:1 1,195 727
1978 930 300@5,500 412@4,000 6.5:1 1,300 735 Color Schemes
930 U.S. 265@5,500 395@4,000 7.0:1 1,300 461
930 Japan 265@5,500 395@4,000 7.0:1 1,300 61 1975
1979 930 300@5,500 412@4,000 7.0:1 1,300 820 Body colors: As 911 (see page 76).
930 U.S. 265@5,500 395@4,000 7.0:1 1,300 1,200 Interiors
930 Japan 265@5,500 395@4,000 7.0:1 1,300 32 The new Turbo was offered with a new range of interior fabrics
for the seat centers termed “Tartan Dress” (999.551.081.40) in
1980 930 300@5,500 412@4,000 7.0:1 1,300 840
MacLaughlan (red, 8AB), Black Watch (green, 2AC), or Dress
1981 930 300@5,500 412@4,000 7.0:1 1,300 698
Mackenzie (brown/beige, 4AD); these could be matched with
930 Canada 300@5,500 412@4,000 7.0:1 1,300 63
red, black, or brown-beige leather; alternatively full leather
1982 930 300@5,500 412@4,000 7.0:1 1,300 938
could be specified.
930 Canada 300@5,500 412@4,000 7.0:1 1,300 89
1983 930 300@5,500 432@4,000 7.0:1 1,300 1,015
1976
930 Canada 300@5,500 412@4,000 7.0:1 1,300 65
Body colors: Same as 911 (see page 76).
1984 930 300@5,500 432@4,000 7.0:1 1,300 804
Interiors
930 Canada 300@5,500 412@4,000 7.0: 1 1,300 77 Unchanged, but Tartan Dress now offered across the whole;
1985 930 300@5,500 432@4,000 7.0:1 1,300 1,063 911 range.
930 Canada 300@5,500 412@4,000 7.0:1 1,300 85
1986 930 300@5,500 432@4,000 7.0:1 1,335 1,158 1977
930 Canada 300@5,500 412@4,000 7.0:1 1,335 88 Body colors
930 U.S. 282@5,500 390@4,000 7.0:1 1,335 1,424 Same as 911 (see page 76).
1987 930 300@5,500 432@4,000 7.0:1 1,335 720 Interiors
930 Targa 300@5,500 432@4,000 7.0:1 1,335 69 Grained leatherette (999.551.012.40) and light basketweave
930 Cabrio 300@5,500 432@4,000 7.0:1 1,335 142 leatherette added for the Turbo, in Black (7AU), Lobster (8AU),
930 Canada 300@5,500 412@4,000 7.0:1 1,335 88 or Cork (5AU); pinstripe velour (see 911) join Tartan Dress fabrics
930 U.S. 282@5,500 390@4,000 7.0:1 1,335 1,605 and offered in Black/White, Lobster/Black, or Cork/Black.
930 Targa U.S. 282@5,500 390@4,000 7.0:1 1,335 87
930 Cabrio U.S. 282@5,500 390@4,000 7.0:1 1,335 183 1978
930 S-N U.S.1 282@5,500 390@4,000 70:1 1,335 200 Body colors
1988 930 300@5,500 432@4,000 7.0:1 1,335 677 Same as 911 (see page 88).
930 Targa 300@5,500 432@4,000 7.0:1 1,335 136 Interiors
930 Cabrio 300@5,500 432@4,000 7.0:1 1,335 242 Leather color options now Lobster (8AH), Cork (5AH), Black
930 US 282@5,500 390@4,000 7.0:1 1,335 701 (7AG), Blue (3AG), Yellow (lAG), Light Green (2AP), Light Red
930 Targa U.S. 282@5,500 390@4,000 7.0:1 1,335 141 (8AT), or White (9AG); fabrics were pinstripe or Tartan Dress, as
930 Cabrio U.S. 282@5,500 390@4,000 7.0:1 1,335 591 1977; velour pile carpets in Lobster, Cork, Black, Yellow, or Light
930 S-N 300@5,500 432@4,000 7.0:1 1,335 18 Red to match the other materials.
930 S-N U.S.1 282@5,500 390@4,000 7.0:1 1,335 278
1989 930 300@5,500 432@4,000 7.0:1 1,335 857 1979
930 Targa 300@5,500 432@4,000 7.0:1 1,335 115 Body colors: Same as 911SC (see page 89).
930 Cabrio 300@5,500 432@4,000 7.0:1 1,335 244 Interiors
930 U.S. 282@5,500 390@4,000 7.0:1 1,335 639 Turbo now offered only with leather (no leatherette), colors as
930 Targa U.S. 282@5,500 390@4,000 7.0:1 1,335 109 1979 911SC (see page 89); cloths are as 1978; new cut-pile
930 Cabrio U.S. 282@5,500 390@4,000 7.0:1 1,335 600 velour carpets as 1979 911SC.
930 S-N 300@5,500 432@4,000 7.0:1 1,335 32
930 S-N U.S.1 282@5,500 390@4,000 70:1 1,335 147 1980
1991 964T 320@5,750 450@4,500 7.0:1 1,470 2,288 Body colors: Same as 911SC (see page 89).
964T U.S. 320@5,750 450@4,500 7.0:1 1,470 674 Interiors
1992 964T 320@5,750 450@4,500 7.0:1 1,470 836 Checkerboard velour and textured fabric offered in same range
964T U.S. 320@5,750 450@4,500 7.0:1 1,470 309 as 1979 911SC (see page 89), leather unchanged from 1979.
964T S2 381@6,000 490@4,800 7.0:1 1,470 80
1993 964T 360@5,500 520@4,200 7.5:1 1,470 650 1981
964T U.S.3 360@5,500 520@4,200 7.5:1 1,470 288 Body colors: Same as 911SC (see page 89).
Interiors
Numbered notes Berber tweed fabric joins others (as 1980 SC).
1. S-N refers to Slant-Nose.
2. S indicates special edition Turbo S. 1982 onward
3. 1993 U.S. Turbo 3.6 production total includes midyear specification change models (M718). Body colors and interiors all as 911 of same model year (see
pages 89, 101–102, and 118).

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 Chapter 9

The 911 Carrera, GT,

and Turbo (993)
(1993–1998)
The 993 was the
fourth generation of
911, making striking
improvements in the
three critical areas
of sports car appeal:
looks, power, and
handling. It turned
around Porsche’s
fortunes from 1994,
becoming the best-
selling 911 ever.

If the Carrera 2 and 4 had turned around the core Porsche

customers during the recession of the early 1990s and got Evolution Outline
them buying again, then the new Carrera—identified both December 1993: The 993-bodied 911 is introduced with 272-brake horsepower, a 3.6-liter engine, and
internally at Porsche and externally as the 993—re-invented a multi-link rear suspension.
August 1994: The new Carrera 4 with transmission is 50 percent lighter than the 964 type. Tiptronic
the concept of the 911 and opened up a whole new market. transmission is available for rear-wheel-drive Carreras.
The result proved to be the right car at the right time for February 1995: The Carrera R5 with 300-brake horsepower, followed by new 993 Turbo with 408-brake
horsepower engine, twin turbochargers, and six-speed gearbox.
Porsche. From the moment of launch in late 1993, the fac- September 1995: The 911 Targa and Carrera 45 (wide-body) is announced.
tory struggled to keep up with demand. September 1996: The wide-bodied Carrera 5 (rear-wheel drive) is introduced.
Whatever the economic position of the company at the September 1997: The 911 Carrera Coupe (996) replaces the rear-wheel-drive 993 Coupe and Cabriolet.
March 1998: The 911 Carrera Cabriolet (996) is introduced.
start of the decade, no one could accuse Porsche of being

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 Porsche 911
Off-roading in the
Carrera 4! Using one
of the lightest four-
wheel-drive systems,
and assisted by the
traction-controlling
automatic brake
differential (ABD), the
Carrera 4 accelerated
faster than the two-
wheel-drive model,
even on firm ground.

complacent. There was dynamism in the development of

the 911 that had not been seen since the progress of the
early cars in the late 1960s and early 1970s. The car that
headlined that new surge was the 993, a 911 that made
every earlier 911 look positively dated.
The 993 was a major investment in the short term for
Porsche, born of the high priority to inject the 964 models
with wider appeal while consolidating sales to core custom-
ers. The 993’s task was to sustain the company’s recovery from
the difficult years of recession until the start of the wholly
new model range due in 1996–1997. This it did famously.
Porsche’s strategy meant the 993 had to combine typical
911 features—high performance and aggressive charac-
The ever-popular Cabriolet followed the coupe in spring 1994. The clean, ter—with the kind of improvements that would win new
fulsome lines of the rear were accentuated by a narrower light strip for customers from the refined sports saloons offered by the
the 993. likes of Mercedes and BMW. Consequently, the big effort
went into reducing ride harshness and interior noise.
The fourth distinct generation of 911, the 993, was said to be 80 percent new
when it was announced. It was a claim that had been made before, notably on
the 968, and often observers had been left asking what had really changed and
just what “80 percent” actually meant. Porsche had no intention of making this
mistake again. The 993 made striking steps forward in the three critical areas of
sports car appeal: looks, engine, and handling.
First impressions were startling. No other car in the price range conveyed
the same static presence that gripped you with simultaneous feelings of retro
and high technology, performance and dependability. Briton Tony Hatter had
conceived a new visual interpretation of the 911 that injected adrenaline into the
lines of the 964, which looked almost bland by comparison. Design department
head Harm Lagaay called the new appearance “muscular,” and, indeed, the 911
gave the impression of being on steroids.

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 The 911 Carrera, GT, and Turbo (1993–1998)
The Targa, a
refreshingly
innovative new
concept for an old
Porsche favorite,
lost the dated look
of the earlier model
and was easily
mistaken for a
coupe from some
angles. Prominent
in this view are
the new design of
“concave” spoke two-
piece wheels.

Once in the driving seat, the familiar 911 cockpit

seemed much the same. The engine remained at 3,600cc
(219.6 cubic inches), but an extra 22-brake horsepower not
only compensated for the car’s additional 20 kilograms (44
pounds), but improved performance all round. Accelera-
tion to 62 miles per hour (100 kilometers per hour) was 0.1
second better, at 5.6 second, and top speed rose to 168 miles
per hour (270 kilometers per hour), up 6 miles per hour (10
kilometers per hour) on the 964 model.
The effort to improve the ride and handling ensured
the real joy of the 993 was to be discovered when you were
on the move. There was an immediate realization that, at This is a 1997 Carrera S, which combined the Turbo chassis and rear-
any speed, the car was altogether quieter and less anxious wheel-drive transmission to produce a supremely confident package.
in the cabin. There was also less susceptibility to bump and
thump over poor road surfaces. This was a new kind of comfort in a 911, and it
was easy to understand why drivers who had never considered the car before
might be tempted. There was more.
The real treat came when you pushed this 911 through a series of demand-
ing bends, even in the wet. With earlier 911s, tire improvements had obscured
many of the 911’s original tail-happy vices, but in the right (or is it wrong?) con-
ditions, it was still possible to provoke the characteristic power-off tail-slide. This
unfriendly behavior was a product not only of the rearward weight bias but also
the semi-trailing arm rear suspension. For the 993, the engineers came up with a
completely new multi-link suspension derived from the Weissach axle first seen
on the 928. It was a significant and costly change to make, but the result was a
911 with virtually no handling vices and vastly superior ride quality. When you
lifted in the middle of a rain-soaked corner to avoid that errant wild animal, the
new 911 did not automatically unleash an unwelcome scare as the car swapped
ends and dispatched you into the scenery. To provoke the 993 into any sort of tail
slide now demanded fairly violent action from the driver.

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 Porsche 911
By August 1995, the 993 was the only model range offered by Porsche. The
towel had been thrown in on the struggle to keep interest alive in the four-cylinder
968 and V-8-powered 928 ranges. Not for the first time the future of Porsche
rested squarely on the 911’s shoulders and, happily, the early success of the 993
was sustained. Even the Targa reemerged alongside the Coupe and Cabriolet. The
new Targa caught a wave of excitement in much the same way as had the fresh
styling of the Coupe. It was a new concept for an open-roofed fixed-head car.
Another surprise, and an indication that the 993 had indeed successfully
penetrated new markets, was the popularity of the Tiptronic automatic transmis-
sion option. Even outside the United States, where automatics have always been
popular, Tiptronics were accounting for up to 60 percent of 993 sales in the big
cities. This was a very different picture to the old days of Sportomatic—and a tes-
The windshield wiper location was revised so tament to the aggravation of driving in conditions of ever increasing congestion.
that each wiper covered some 80 percent of the The 1995 Carrera RS addressed the constant niche demand for a hard-
glass area. It was considered too expensive to edged, no-compromise 911. By virtue of its multi-link rear suspension and 300
recess the pivots below the bonnet line. brake horsepower, the new Carrera RS was far more accomplished than the 964
models. It will rate among the most desirable of hot-rod 911s in years to come.
While not being all that suited to everyday traffic, an RS cannot be bettered for
fun at the racetrack.
In 1995, the Turbo returned. For a car used to being described in superla-
tives, this new version was as outstanding as one could imagine. The 408 brake
horsepower from its twin-turbo engine was nothing less than racing car perfor-
mance in a car that offered complete luxury and real refinement.
For the 1997 model year, the 993 was showing no signs of needing replace-
ment. Including the Turbo, there were eight different versions to choose from.
Even on the introduction of the new 911 (the 996) in September 1997, a waiting
list remained for the older rear-wheel-drive model. But while the rear-wheel-
drive 993s ceased production by the end of 1997, the all-wheel-drive and Turbo
993s were planned to continue in production for the remainder of the 1998
model year (until July 1998).
Horst Marchart, executive vice-president in charge of research and develop-
ment, had said that survival requires change. He considered that the modern sports
car should always be influenced by modern technology not restrained by tradi-
tional solutions, and so the 996 made a dramatic break with 911 heritage: It was
water-cooled for improved cylinder head cooling and to reduce acoustic noise. It
was larger and more comfortable than the 993. It was a Porsche for the new century.
It has been said the 911 is like the proverbial carpenter’s hammer. It has
had three new heads and four new handles, but it is still the same hammer.
The water-cooled 911s are indeed wonderful cars that win many hearts in our
technology-conscious age. But it is a human failing to be sentimental. While the
concept of a water-cooled 911 is perhaps appropriate for its time, it can be diffi-
cult for enthusiasts to contemplate.
Time will tell whether the water-cooled cars will challenge the 993’s status as
arguably the greatest sports car of the twentieth century.

Bodyshell
At first glance, the body of the 993 appeared to be nothing more than a make-
Proof 1 2CT

over on the 964 Turbo. But there was much more to the new appearance than the
pronounced wheel-arch flares. Following the example started by the 968, there

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 The 911 Carrera, GT, and Turbo (1993–1998)
had been considerable effort to replace the previous straight lines of the 964 with,
in the industrial designer’s vocabulary, “softer” lines. This trend would reach its
peak with the later 996 model. Referring to the 964 Turbo wings as looking like
“big lips” around the wheels, Harm Lagaay considered the bulges on the 993 to
be more muscular, and by inference more smoothly integrated. Along with new,
lower head lamps, the frontal appearance of the 993 seemed more aggressive.
The 993 was the first 911 to require significant changes to the body-in-white,
mainly to accommodate the mountings for the subframe that carried the mul-
tilink suspension. The only body parts carried over from the 964 were the roof
and bonnet. There were revised door beams for improved side impact protec-
tion and simplified operation of the door mechanisms. The changes resulted in
a bodyshell that was said to be 20 percent stiffer with no increase in weight. The
shell was still hot-dip galvanized and the 10-year warranty against rust perfo-
ration was maintained. Water-based paints were now used entirely, even for the
metallic colors.
The rubber seals that located the windshield were reduced in size, increas-
ing the glass area and improving aerodynamics. Rear side windows were bonded
to the outside, reducing wind noise, while new seals reduced the force necessary
to shut the doors.
The 993 was available initially only in Coupe form, but the Cabriolet fol-
lowed in March 1994. The real surprise came with the return of the Targa for the
1996 model year. The Targa’s roof was thermally insulated and
The new Targa design retained the overall shape and character of the 911 filtered ultra-violet light. The elegance of the
while featuring an electrically operated glass panel that could slide backward. design is evident, particularly in the absence of
The Targa was based on the same body-in-white as the Cabriolet, with additional the old rain gutters of the coupe and the new
strengthening around the windshield frame. The new variant was only 30 kilo- form of the rear side window. The opening glass
grams (66 pounds) heavier than the Coupe. The new roof design owed nothing slid back under the rear window at the touch
to the earlier Targas, having better all-round visibility while achieving increased of a switch to provide open-air motoring. The
roll-over protection. In line with the general refinement of the 993, the Targa was panel in front of the sliding roof opened forward
notable for its low wind noise, not a strong point of the old Targa! to prevent wind buffeting inside the car.
The feeling inside the Targa was much more open, because there was indeed
more glass. Thermally insulated, the glass contained a special UV filter to help
keep inside temperatures under control on hot, sunny days. If you did not like
direct sun, a roller blind would glide across the opening at the touch of a switch.
The whole design was extremely elegant, both in appearance and operation, and
as a result new Targas commanded a premium over the Coupe. Memories of the
old and chunky-looking Targas faded fast.

Body Trim and Fittings

The front valence was heavily revised to reflect the new style that had first been
adopted with the 968, using more flowing break lines where it attached to the
wings. As well as significantly larger inlets on the front, small side air exits on
either side acted as invisible spoilers ahead of the front wheel profiles, reducing
drag at higher speeds.
At the rear, the policy of greater integration of the valence was continued,
with accommodation for the twin exhaust outlets and a less pronounced bumper
than on the 964. The attention to drag reduction was further evident at the top of
the rear window, where a small lip prevented flow breakaway over the recess, and
again under the car, where a new underbody sheath was claimed to give the 993 a

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 Porsche 911
The interior received
new fabrics and
colors, as well as
revised door trims
and rear side trims.
This is a 1997 model
coupe in opulent
Boxster Red leather.
By this time the
911 was winning
customers from
the more comfort-
oriented sports
saloons such as
BMW and Mercedes.
The Cabriolet
featured a wind-
break (below) behind
the front seats to
ensure wind-in-the-
hair motoring did not
become too wild.

degree of ground effect. The new engine cover incorporated

a movable spoiler that integrated more closely to the cover
when closed.
The improvement to detailing was a highlight of the
993’s new specification. Of note were the new electrically
operated door mirrors and the color-coded door handles,
both items first used on the 968. The windshield wiper loca-
tion was revised, with the pivots placed closely together and
providing improved sweep of the glass. The pivots were still
exposed; it would still have been too expensive to modify
the body-in-white to recess these.
The Cabriolet soft-top was significantly stiffer than on the 964 model. The
Cabrio also introduced an optional wind deflector behind the front seats. This
reduced air turbulence and noise and also gave some protection to luggage
behind the seats.

Interior Trim
A new interior design was offered for the 993, including new colors and fabrics.
There were new door and rear side trims to complement the updated appear-
ance. The electrically controlled front seats were revised with a new seam pattern
and improved upper thigh support. For those in chilly climates, seat heating was
available as an option.
The 911 has always had to make the best out of a heating system based around
the air-cooled engine. Consistency of heat delivery has been the main problem,
especially when the engine is cold. The 993’s heating was improved with the
adoption of a revised electronically controlled heating unit, which included an

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 The 911 Carrera, GT, and Turbo (1993–1998)
integrated particle filter. The filter improved the interior environment by captur-
ing particles down to a size of 0.005 millimeter, which screens out most flower
pollens. Air conditioning was a factory option (standard in some markets) and
featured a new “max cold” control position.
The heated rear window now had automatic time control, and the driver
had two levels of heating (de-ice and de-fog). After 12 minutes the de-ice circuit
switched off automatically, while the de-fog was switched off manually. There
was a new type of switch for the external mirror control, located on the door just
inside from the driver’s mirror.

Dashboard and Instruments

The dashboard was an evolution of the 964 layout, reflecting the new interior
colors, but with driver and passenger air bags standard for all markets.
The standard radio fit from the factory was the Blaupunkt Bremen RCM43
radio/cassette player, with a CD player on the options list. Also on the options
list was a newly developed 10-speaker system that was fully integrated into the
standard fittings. This included an ISO-watt amplifier, woofers in the doors, a
tweeter below each of the knee bolsters, and a pair of two-way speakers on the
parcel shelf. Automatic sound regulation was possible with the addition of an
optional digital sound processing (DSP) unit fitted in the driver’s door armrest.
Also optional was an onboard computer that gave read-outs of fuel consumption.
Theft protection, as delivered from the factory, improved with the integration of
the central locking and alarm with an engine immobilizer.

Luggage Compartment
The shape of the luggage compartment was largely unchanged from the 964, hav-
ing a capacity of 123 liters. A notable design feature was that the Space-Saver spare
wheel contributed to the energy-absorbing capability of the car in a frontal impact.
It was mounted below and in front of the plastic fuel tank, which held 74.S liters
(16.4 Imperial gallons, 19.7 U.S. gallons) of super unleaded (98 RON) fuel. A
92-liter (20.2 Imperial gallons, 24.3 US gallons) version was available as an option.

Engine
The 993 engine remained at 3,600cc (219.6cu in) but was some 10 percent more
powerful than the 964 version. Maximum power rose to 272-brake horsepower
at 6,100 rpm and maximum torque to 330 Nm (243 pound feet) at 5,000 rpm.
Compression ratio remained at 11.3:1, and fuel consumption was claimed to be
about the same.
Internal improvements included lighter pistons and connecting rods and a
strengthened crankshaft. The 993 engine now used many lightweight materials,
including magnesium for the cooling fan, oil pump housing, and timing chain
housings. Plastic was used for the intake system, cooling and heating ducting,
valve covers, and vacuum reservoir.
Induction system airflow sensing was by the hot film method and the Bosch
engine management system was upgraded to version M2.10, with knock regu-
lation and control of the sequential, multi-point fuel injection. An important
improvement that would lead to reduced servicing costs was the introduction
of hydraulic valve adjustment. The exhaust system now had dual exit pipes and
separate catalytic converter cores downstream of the individual heat exchangers,

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 Porsche 911
as well as a central gas mixing unit. This layout improved
pressure losses in the system and reduced noise.
From the 1996 model year the engine was upgraded
with Varioram induction technology and larger intake and
exhaust valves. Maximum power increased to 285-brake
horsepower at 6,100 rpm and maximum torque to 340 Nm
(251 foot-pounds) at 5,250 rpm.
First seen on the 1995 Carrera RS, Varioram was a
Porsche-patented design that altered the length of the inlet
pipe according to engine revolutions, so improving the
volumetric efficiency at different engine speeds. In the mid-
range, it was claimed Varioram increased torque over the
272-brake horsepower engine by as much as 40 Nm (29
foot-pounds). Fuel consumption and exhaust emissions
were also reduced because of the more efficient combustion.
Up to 5,000 rpm the pipes are almost double the length of
the pipes in the earlier 993. As engine revolutions increase
beyond 5,000 rpm, a sliding sleeve on each bank of intake
pipes, operated by intake vacuum, shortens the intake pipe
length in two stages. Above 5,800 rpm both cylinder banks
are interconnected to ensure best volumetric efficiency.

Transmission
Two transmission options were offered with the 993, man-
ual and Tiptronic. As noted earlier, the reworked automatic
option proved to be very popular. The shift program was
revised to cope with the increased torque and power of
the engine and was enhanced with a feature that enabled
sensing of varying road resistance (uphill or downhill). In
automatic mode, a downshift could now be prompted by
braking, ensuring the right ratio was available to accelerate
away again. Tiptronic was only available on the two-wheel-
drive models.
Tiptronic S, available as a no-cost option for the 1995
The 3. 6-liter engine gained another 22-brake horsepower. Despite Tiptronic models, gave the driver the choice of shifting in
weighing an extra 20 kilograms, the 993 delivered better all-round the manual mode either using the floor-mounted lever or
performance than the 964. The improved 1996 models (left) used a using rocker switches integrated into the steering wheel. As
Varioram induction system and larger valves to produce 285-brake with the other Tiptronics, the gear selected was indicated at
horsepower from the last full-scale production version of the air-cooled the base of the speedometer.
boxer “six.” The manual transmission on the 993 was new and
offered six forward speeds. Shifting effort was reduced
some 40 percent on the 964 gearbox by new double-cone synchromesh on first
and second gears. As a result of a comprehensive weight reduction effort on the
internals, the new gearbox weighed the same as the five-speed 964 unit. Lighten-
ing measures included hollow-boring the pinion shaft and fitting the back of the
crown wheel with forged pockets. The gearbox housing was a thin-wall alumi-
num pressure casting with wall thickness reduced by up to 2 millimeters (0.08
inch) on the previous casing. From the 1995 model year, a new hydraulic-assisted
clutch system lowered the clutch force and reduced pedal travel.

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 The 911 Carrera, GT, and Turbo (1993–1998)
The automatic brake differential (ABD) option, available for manual 993s, The new six-speed
prevented a single wheel spinning under acceleration on differing grip surfaces. gearbox brought
The system used the ABS sensors on each rear wheel to detect wheelspin on an improved
acceleration. The control unit then applied selective braking through a high- shift and better
speed hydraulic actuator on the specific rear brake circuit, effectively introducing synchromesh on first
an intelligent limited slip differential. A control lamp on the combined dial told and second gear.
the driver when this was in operation. The system cut out above 70 kilometers
per hour (44 miles per hour).
For the start of the 1995 model year an entirely redesigned four-wheel-drive
model was announced. Claimed to be one of the lightest four-wheel-drive sys-
tems available, it weighed half that of the 964 variant, while friction losses were
reduced by the same amount. The 993 Carrera 4, as a result, came out 30 kilo-
grams (66 pounds) lighter overall than the 964 version.
ABD was standard on the new Carrera 4 and linked to the drive to the front
axle. When a rear wheel slipped, a viscous clutch automatically directed increased
drive torque to the front axle. ABD also compensated for the difference in rota-
tion speeds between the front and rear wheels when cornering. An asymmetric
rear axle differential lock applied a 25 percent locking effect to a spinning rear
wheel on acceleration and 40 percent when on over-run. This latter feature was
another counter-measure to the traditional lift-off oversteer tendency of the 911,
since the lock promoted stabilizing understeer should the throttle be abruptly
lifted halfway through a bend.
The extent of the improvements on the Carrera 4 were enough for it to enjoy
a 0.l-second advantage on 0- to 100-kilometer-per-hour (62.5-mile-per-hour)
acceleration over the two-wheel-drive version, despite a 50-kilogram (110-
pound) weight penalty. Top speed of the two models was identical.

Electrical Equipment and Lighting

The new headlamps of the 993 were perhaps its most startling visual feature.
They achieved far better lighting—the claimed improvement was approaching
50 percent—than was available on the 964. Each lamp unit used poly-ellipsoid
technology and H1 bulbs for dipped-beam coverage. High-beam light intensity
was increased using a variable focus reflector. Variable focus lamp design is based
on a concept where the focal length of the reflector is calculated for every point
on the reflector surface. The reflector, rather than the lens unit, therefore produces Poly-ellipsoid
the required light distribution. As a result, the lens units look completely different headlamps gave the
from the earlier ones, having a clear glass area where the lens refracting elements 911 an altogether
used to be. As before, however, individual high-pressure jets kept the glass clean. different appearance
Removing the headlamp assemblies was a simple task. A lever inside the lug- by day and by
gage compartment released the unit, allowing it to be removed from the front. night. The reflector,
There were no cables or other clips to be disconnected. This made bulb changing rather than the
very simple, while the new design also permitted simple changing of the dipped glass lens, produced
beam direction. the required light
The driving lights, turn indicators, and foglights were located as a unit in the distribution. The
front valence. The foglights also used ellipsoid technology. whole lamp unit
The revised styling at the rear resulted in a narrower reflector band and tail- can be removed
lights. The taillight units were smaller than before since the central reflector now by moving a lever
incorporated the reversing as well as the rear foglights. Teflon film prevented inside the luggage
splashed water entering the light units in each rear wing. compartment.

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 Porsche 911
Suspension and Steering
The most significant revision on the 993 over previous 911s
was the scrapping of the semi-trailing arm rear suspension
and its replacement with a multi-link arrangement. Called
an LSA (lightweight-stable-agile) axle by Porsche, this had
geometry derived from the Weissach rear axle first used on
the front-engined 928.
The Weissach rear geometry provided a degree of roll-
steer, with the outer wheel toeing-in (up to 2 degrees) during
cornering and reducing the possibility of liftoff oversteer.
The most obvious improvements from the driver’s perspec-
tive were in cornering stability and body roll, while the
Porsche’s lightweight-stable-agile (LSA) design provided the 993 with new degree of squat under acceleration was reduced. The 993
multi-link rear suspension—a major change under the surface. indeed proved to be far less susceptible to lift-off oversteer
and more stable during rapid lane changes.
The rear axle looked similar to the dual wishbone
layout often used on racing cars. The arms were cast aluminum and fitted
inboard to a cast-aluminum two-piece subframe, which in turn attached through
four rubber bushings to the bodyshell. Springing was by coils over gas pressure
shock absorbers, with the units attached direct to the bodyshell. The new
arrangement provided a much smoother ride, as well as a manufacturing benefit.
The whole engine and suspension assembly could be built before installation into
the car.
The front suspension was an improvement of the existing MacPherson strut
The brakes on the 993 were outstanding, system, with increased castor and negative scrub radius. Almost every front sus-
featuring cross-drilled and ventilated discs and pension component was redesigned, saving 3 kilograms (6.6 pounds) on the
four-piston calipers. ABS 5 helped ensure the weight of the whole axle, and improvement of ride comfort was made a priority.
wheels did not lock up when the pedal was The steering action was lighter, and a new elastic track rod design reduced the
pressed too hard. transmission of road vibration back to the steering wheel.
Sport suspension was available as an option and featured shorter, stiffer
springs, and anti-roll bars together with harder dampers.

Brakes
The improvements introduced to the 993’s brakes began just beyond the pedal,
with a new linkage through the vacuum servo that gave a linear increase in brak-
ing effort on the master cylinder as the pedal was pressed. Before ABS, such a
mechanism might have led to a greater chance of wheel locking, but working in
parallel with the pressure-compensating valve to help maintain optimum brake
balance, maximum braking effect could now be achieved without excessive pres-
sure on the pedal.
The new ABS 5 system used new control algorithms to cope with difficult
road surfaces, such as partially dried or dirty roads. With faster initial response,
ABS 5 offered up to 20 percent shorter braking distances in certain conditions.
The brake discs themselves were larger, increasing in thickness from 28
millimeters (1.10 inches) to 32 millimeters (1.26 inches). The diameter of the
front discs increased from 298 millimeters (11.7 inches) to 304 millimeters (12.0
inches), while the rears were unchanged at 299 millimeters (11.8 inches). Larger,
four-piston, fixed calipers all around resulted in a 45 percent improvement in the
usable surface of the cross-drilled and ventilated discs.

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 The 911 Carrera, GT, and Turbo (1993–1998)
Wheels and Tires
The low-pressure cast-aluminum “Cup Design 93” wheels were designed to suck
hot air away from the brake discs when moving fast and also to conduct heat
away through the hub and spokes at lower speeds. Sizes on the standard coupe
were 7Jx16-inch (front) and 9Jx16-inch (rear), the rims 25 millimeters (l inch)
wider than those of the 964. Tire sizes were 205/55ZR16 (front) and 245/45ZR16
(rear). The approved tires were the Michelin MXX3-WSXX N1, Bridgestone
Expedia SO-1 N2, Continental CZ91 NO, and Toyo Proxes F15 NO; Pirelli P
Zero N1 and Yokohama A008-P could also be fitted. If the older 17-inch “Cup”
wheels were chosen, these achieved a weight saving of 1.5 kilograms (3.3 pounds)
per wheel.
For the 1996 model year, the Targa featured a new “concave” five-spoke, two-
piece wheel of 17-inch diameter, but rim sizes remained at 7J and 9J. Tires were
205/50ZR17 (front) and 255/ 40ZR 17 (rear).

1995–1996 Carrera RS
Introduced at the start of 1995, the 993 RS was a considerably improved machine
compared to the 1993 limited edition 964 RS 3.8 (see page 116). The two cars
did share nearly identical maximum power and torque figures, 300-brake horse-
power at 6,500 rpm and 355 Nm (262 foot-pounds) at 5,400 rpm, but torque
delivery over the entire range was considerably improved by the first use of
Porsche’s patented Varioram variable length intake stack system. This system is
described in the Engine section of this chapter (see page 141).
As with the older RS 3.8, the capacity increase to 3,746cc (228.6 cubic inches)
was achieved by enlarging the bore by 2 millimeters (0.08 inch) to 102 millime-
ters (4.02 inch), the stroke remaining at 76.4 millimeters (3.01 inches). The valve
drive mechanism was strengthened to cope with higher maximum revolutions The 993 RS continued the theme begun by
and the intake and exhaust valves increased in diameter, respectively to 51.5 mil- the 964. Although more refined than the
limeters (2.03inches) and 43 millimeters (1.69 inches). earlier models, the new RS was a supremely
The RS used the new six-speed 993 transmission with higher ratios on the accomplished performer, particularly on the
first three gears. Unlike the earlier RS 3.8, it was equipped with a double mass racetrack. The lowered ride height is evident in
flywheel to reduce drivetrain vibration. this view.

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 Porsche 911
The new Turbo was
worth the 12-month
wait after the
introduction of the
993. The combination
of a 408-brake
horsepower twin-
turbo engine, a
six-speed gearbox,
and four-wheel drive
ensured awesome
performance. The
top reading on
the speedometer
increased from 300
to 320 kilometers per
hour (from 180 to 200
miles per hour on U.S.
and U.K. models).

While the ride of the earlier RS models was unquestionably harsh for
everyday use, the new 993 RS was more refined, helped by the multi-link rear
suspension. The big 8Jx18 inches and 10Jx18 inches three-piece wheels, however,
led to a rougher ride on normal roads than the regular car’s 16-inch wheels. Tires
were 225/40ZR18 (front) and 265/35ZR18 (rear).
Because some customers were expected to use their cars for fast track work
or competition, the bodyshell was seam-welded and the wheel arches were rolled
to clear the big tires. A cross-brace was fitted between the two front strut towers
and the spring/damper mountings used ball-joint mountings at their top ends.
Stiffer track rods were adopted in the steering linkage (power steering was stan-
dard), and ride height was lowered 30 millimeters (1.2 inches) at the front and 40
millimeters (1.6 inches) at the rear. The front anti-roll bar was adjustable through
five settings and the rear bar by three. The RS combined the automatic brake
differential (ABD) for traction control and a limited slip differential (40 percent
lock on acceleration, 65 percent under deceleration). The brakes were the Turbo’s
322 millimeters (12.7 inches) cross-drilled and ventilated discs with four-piston
calipers. ABS 5 was standard.
Externally the new RS featured a lower splitter on the front valence, shaped
sill covers, and a fixed whaletail rear spoiler in body color.
Overall, the RS weighed 1,279 kilograms (2,820 pounds), which was 100
kilograms (220 pounds) lighter than the 1995 993. The savings came from dele-
tion of the usual accessories, such as electric windows and mirrors, central
locking, headlamp washers, intermittent wipe control, standard door trims, and
loudspeakers. The interior lighting system was replaced by a simple light as used
The 993 Turbo featured the traditional tea-tray on the earlier Speedster, and even the washer bottle for the windshield held only
rear wing—necessary to accommodate the 1.2 liters instead of its usual 6.5 liters. There were no driver or passenger air
twin intercoolers in the engine compartment— bags, and the only sound insulation was in the engine bay. Thin glass was used
but with downturned side fences. and the rear window had no demister; the weight saving for the glass alone was

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 The 911 Carrera, GT, and Turbo (1993–1998)
5 kilograms (11 pounds). An aluminum front hood saved 7.5 kilograms (17
pounds) and replacement of the electric seats by Recaro bucket seats saved 30
kilograms (66 pounds). The 92-liter fuel tank was standard.
Top speed for the 1995 RS was said to be 172 miles per hour (277 kilome-
ters per hour), while 0-to-100-kilometer-per-hour (0- to-62.5-miles-per-hour)
acceleration was achieved in just 5.0 seconds.
The Club Sport derivative (known as the RSR in the U.K.) could be regis-
tered for the road if you were so disposed, but it was aimed at endurance racing
(GT2). Costing £71,500 in the U.K., £6250 more than the RS, the Club Sport was
immediately recognizable from the outside by its more aggressive front spoiler
and characteristic biplane rear spoiler.

1995–1997 Turbo
A Porsche model lineup without a Turbo seems inconceivable, but after the com-
pletion of 964 Turbo production in 1994, it was fully 12 months before a 993 with
forced induction appeared, in the spring of 1995.
The new 993 Turbo was 60 millimeters (2.36 inches) wider than the nor-
mally aspirated 993, this difference continuing the special look that Turbos have
always enjoyed. The front and rear valences were squared off to the ground, with
the front opening revised to one large central and two side openings, the latter There is an engine under there somewhere!
for the front wheel “air” spoilers. On the sides, the sill moldings were given a Twin air-to-air intercoolers dominated the
pronounced flat lower edge and were integrated into the wheel arches. On the engine compartment of the Turbo.
engine cover, the moving spoiler of the regular car was replaced by a new inter-
pretation of the tea-tray spoiler with down-turned side fences.
Setting off the overall looks of the new Turbo were 18-inch-diameter cast-
alloy wheels called “Technologie-Rad” design by Porsche. Of very lightweight
construction, these were a five-spoke design, with each spoke swept back so that
that overall impression was of an impeller. The two-piece wheels were friction-
welded together during manufacture. The 8J front wheels were fitted with
225/40ZR18 tires and the 10J rears with 285/30 ZR18 tires.
Braking was typically sensational on the new Turbo. The marketing litera-
ture noted that its new brakes had a maximum braking power of 1941-brake
horsepower, almost five times the engine power. This was calculated in brak-
ing from 290 kilometers per hour (180 miles per hour) at curb weight with the
driver. In actual terms, this meant the Turbo could brake from 100 kilometers
per hour (62.5 miles per hour) to a standstill in just 2.61 seconds. The previ-
ous Turbo’s giant 322-millimeter (12.7-inch) discs were carried over and used
forced-air cooling, while stopping performance at the extremes was enhanced by
the next level, ABS 5.
The new 993 generation 3.6-liter engine was improved with two KKK K16
turbochargers (the 964 version used a single K27 turbocharger), each with
integrated wastegates and two-charge air intercoolers. The Bosch M5.2 engine
management system controlled airflow in conjunction with the wastegate on the
turbochargers. Improved knock control allowed the compression ratio to rise This U.S. model Turbo S interior was a product
to 8.0:1 from the previous model’s 7.5:1 and the engine to run on 95 or 98 RON of the factory’s Exclusive customizing program.
unleaded fuel. Maximum power was 408-brake horsepower at 5,750 rpm, with Special features include the carbon-fiber trim
maximum torque 540 Nm (398 foot-pounds) at 4,500 rpm. The twin turbo lay- panels, Exclusive steering wheel, matching
out gave excellent low-speed torque, a big improvement compared to the 964 leather-trimmed Recaro bucket seats, drilled
Turbo. Even at 2,500 rpm, there was still 450 Nm (332 foot-pounds) available. pedals, and reverse-painted instruments.

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 Porsche 911
The GT2 was a
no-compromise racer
that was available
as a 430-brake
horsepower road
rocket for those who
wanted a little extra
in the overtaking
department. Track
credits included
the FIA GT2
championship in
1996 and second
place in 1997.

The Turbo used a single spark plug per cylinder, but the heads employed
the hydraulic valve adjustment of the new range. Four oxygen sensors (up and
downstream of the two catalytic converters) combined with the on-board diag-
nostic (OBD) system monitored exhaust emissions and ensured the Turbo met
new 1996 U.S. regulations for emissions control.
The new six-speed gearbox was fitted with longer ratios and internals
strengthened for the increased engine torque. Aside from the 959, the Turbo
came with four-wheel drive for the first time. The new Carrera 4’s lightweight
system was used with maximum power split being 80/20, biased to the rear. A
limited slip differential was standard, while the ABD system ensured traction
control up to a speed of 70 kilometers per hour (44 miles per hour).
The 993 Turbo had a top speed of 180 miles per hour (290 kilometers per
hour) and the 0-to-62.5-miles-per-hour (0-to-100-kilometers-per-hour) accel-
eration took just 4.5 seconds.

1995–1996 GT2
This is a short indulgence on a car that was built for the track, but of which some
50 were built for the road. The rear-wheel-drive 911 GT2 became the equip-
ment of choice in the lower division of endurance racing from 1995. It was a
no-compromise racer, with a level of trim to suit, that was about 200 kilograms
(441 pounds) lighter than the 993 Turbo.
The changes compared to the Turbo were extensive in detail. The exter-
nal changes included large (replaceable) wheel arch flares to accommodate the
235/40ZR18 front (on 9J wheels) and 285/35ZR18 rear (on 11J wheels) tires,

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 The 911 Carrera, GT, and Turbo (1993–1998)
revised and more aggressively styled front and rear valences sculpted to match
the flares, and an enormous biplane rear spoiler. The suspension was solid bushed,
adjustable, and beefed up to meet the demands of racing. The 430-brake horse-
power engine for the road-legal version was derived from the standard Turbo
version, with a remapped engine control unit and maximum boost pressure raised
from 0.8 to 0.9 bar. The racing version offered another 50-brake horsepower.
The 1998 Evolution model further developed the theme, with reduced
weight, detailed engine improvements, and revised aerodynamics, including a
new front spoiler and an even higher biplane rear wing.

1996–1997 Carrera 4S
For the 1996 model year, the Carrera 4S offered the 993 four-wheel-drive system
in the Turbo’s chassis and wider body, with ride height reduced by 15 millimeters
(0.6 inch). The Turbo’s fixed tea-tray spoiler was not used because no intercooler
was fitted. Consequently the less ostentatious movable spoiler was retained as the
standard fit. Brakes were the Turbo’s 322-millimeter (12.7-inch) diameter cross-
drilled and ventilated discs with four-piston fixed calipers. The Turbo’s 8Jx18-inch
and 10Jx18-inch wheels were fitted with 225/40 front and 285/30 rear tires.
A high level of equipment for the Carrera 4S included air conditioning,
leather, full electronically adjustable front seats, and the 10-speaker sound
package. The factory noted a top speed of 168 miles per hour (270 kilometers
per hour) for the 4S compared to the 171 miles per hour (275 kilometers per
hour) claimed for the regular Coupe, while 062.5 miles per hour (0 to 100
kilometers per hour) acceleration was 5.3 seconds compared to the two-wheel-
drive Carrera’s 5.4 seconds.

Production Changes gearbox (Tiptronic optional); multi-link LSA rear-axle suspension

December 1993 (Start of R-series) system; fuel tank 74.5 liters (92 liters optional). Drag coefficient,
New 911 Carrera (993) introduced in Coupe form only; 1994 Cd = 0.33. Anti-roll bars (Tiptronic in brackets): 21mm front
models also include Carrera 2 Speedster and Carrera 2 Cabriolet (22mm), 18mm rear (20mm). Service intervals now 12,000
in earlier 964 body style. Engine crankshaft strengthened miles (20,000km). New 993 Cabriolet launched in U.K. spring
and 1kg heavier, connecting rods lightened (from 0.632kg to 1994 (as was U.S. 993, as 1995 S series model).
0.520kg), pistons lightened (from 0.657kg to 0.602kg) and
elimination of the vibration damper. Hydraulic valve adjust- August 1994 (Start of S-series)
ment. Separate exhaust catalytic converters and pipe exits after Tiptronic S with steering wheel shift buttons introduced.
central mixing chamber. Bosch M2.10 engine management. October 1994 new Carrera 4 in 993 bodyshell. The 993 Carrera
Battery 75Ah; 115A/1,610W alternator; new six-speed manual RS (and Club Sport) introduced February 1995: 3.8-liter engine

A car that fails the drug test! This Carrera 4S has

had the Porsche Exclusive custom treatment,
including a biplane rear wing and cooling ducts
for the front brakes in place of the standard
driving lights. The Carrera 4S combined the
Turbo’s sure-footed handling and exceptional
brakes with the much-improved four-wheel-
drive system and the responsiveness of the
normally aspirated engine.

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 Porsche 911
(bore 102mm, stroke 76.4mm) with 300bhp (uses Varioram,
bigger valves). Battery 36Ah. Gearbox ratios (Club Sport in Identification
brackets): first, 3.154; second, 2.0; third, 1.522; fourth, 1.242
Model year Model Engine Gearbox Chassis numbers Engine numbers
(1.241); fifth, 1,024 (1.031); sixth, 0.821 (0.829); reverse,
2.857; 240mm clutch, dual mass flywheel. Crown wheel/pinion 964 production
ratio: 3.444. Reduced shifting effort on first/second compared 1994 964 Carrera 2/4 M64/01 G50/G64 WPOZZZ96ZRS40001-0505 62R00001 onward
to 1993 RS3.8. 40 percent/65 percent acceleration/ deceleration 964 Carrera 2/4 U.S. M64/01 G50/G64 WPOAB296RS420001–0456 62R0000l onward
differential lock; 322mm cross-drilled ventilated disc brakes all 964 RS America U.S. M64/01 G50/05 WPOAB296RS41900 1–9144 62R00001 onward
round; 360mm steering wheel. Adjustable anti-roll bars (23mm 964 Carrera 2/4 Cab M64/01 G50/G64 WPOZZZ96ZRS450001–0315 62R0000l onward
front, 19mm rear). RSR wing adjustable 0 to 12 degrees. 964 Carrera 2/4 Cab U.S. M64/01 G50/G64 WPOCB296RS460001–0283 62R0000l onward
964 Speedster M64/01 G50/03 WPOZZZ96ZRS455001–5581 62R0000l onward
August 1995 (Start of T-series) 964 Speedster U.S. M64/01 G50/05 WPOCB296RS465001–5469 62R0000l onward
Introduction of Targa with new moving roof design. New 964 Turbo M64/50 G50/52 WPOZZZ96ZRS470001–0471 61R00001 onward
wheels and tires (also optional for Coupe/Cabriolet): front 964 Turbo U.S. M64/50 G50/52 WPOAC296RS480001–0466 61R00001 onward
7Jx17in with 205/50ZR 17, rear 9Jx17in with 255/40ZR17. 993 production
Engine in 911 Carrera, Cabriolet, Targa, 4, and 4S upgraded to 1994 993 Carrera M64/05 G50/21 WPOZZZ99ZRS310001–6412 63R0000l onward
285bhp (uses Varioram, bigger valves). Carrera 4S is turbo- 993 Carrera + 718 M64/05 G50/21 WPOZZZ99ZSS310001–1582 63R00001 onward
bodied Carrera 4. Includes Turbo’s brakes, lowered suspension, 993 Carrera Tiptronic M64/06 A50/04 As Carrera 63R50001 onward
hollow-spoke wheels. Introduction of 911 GT2 with 430bhp 993 Carrera U.S. + 718 M64/07 G50/20 WPOAA299SS320001–1453 64R0000l onward
and, from March 1996, 993 Turbo: 408bhp, 3,600cc. Two valves/ 993 Carrera Tiptronic U.S. M64/08 A50/05 As Carrera U.S. 64R50001 onward
one plug per cylinder; Bosch M5.2 Engine Management; 2 KKK 993 Cab M64/05 G50/21 WPOZZZ99ZRS330001–5850 63R0000l onward
K16 turbochargers with two intercoolers; OBD2 diagnostic 993 Cab + 718 M64/05 G50/21 WPOZZZ99ZSS330001–0061 63R00001 onward
system; six-speed gearbox with 25 percent acceleration/40 993 Cab U.S. M64/06 G50/20 WPOCA299RS340001–0061 64R00001 onward
percent deceleration locking differential; 18in (8J/1 OJ) 993 Cab U.S. + 718 M64/06 G50/20 WPOCA299SS340001–1224 64R00001 onward
aluminum hollow spoke wheels (also Carrera 4S and elsewhere 993 Cup + M001 M64/70 G50/30 WPOZZZ99ZRS39800 1–8100 63R80001 onward
optional) with 225/40ZR 18 front and 285/30ZR 18 rear tires; 1995 993 Carrera M64/05 G50/21 WPOZZZ99SS310001–70 18 63500001 onward
322mm cross-drilled ventilated disc brakes all round. Turbo has 993 Carrera Tiptronic M64/06 A50/04 As Carrera 63550001 onward
22mm/21mm front/rear anti-roll bars. 993 Cab M64/05 G50/21 WPOZZZ99SS330001–2878 63500001 onward
993 Carrera U.S. M64/07 G50/20 WPOAA299SS320001–4139 64500001 onward
August 1996 (Start of V-series) 993 Carrera Tiptronic U.S. M64/08 A50/05 As Carrera U.S. 64S00001 onward
Carrera S uses Turbo bodyshell but with two-wheel drive. 993 Cab U.S. M64/07 G50/20 WPOCA299SS340001– 3718 64S00001 onward
Speed-related volume control on standard radio fit (Porsche 993 Carrera RS M64/20 G50/31 WPOZZZ99SS390001–274 63S85001 onward
CR11 RDS). 993 Cup M64/70 G50/30 WPOZZZ99SS39800 1–8110 63S80001 onward
993 Turbo M64/60 G64/51 WPOZZZ99SS370001–0078 61T00001 onward
September 1997 (Start of W-series) 1996 993 Carrera M64/21 G50/21 WPOZZZ99TS31000 1–6762 63T00001 onward
All new 996 replaces two-wheel-drive 993 models. Four- 993 Carrera Tiptronic M64/22 A50/04 As Carrera 63T50001 onward
wheel-drive and Turbo production continues until approximately 993 Carrera Targa M64/21 G50/21 WPOZZZ99TS38000 1–1980 63T00001 onward
July 1998. Outline 996 specification: water-cooled boxer 993 Carrera Cab M64/21 G50/21 WPOZZZ99TS33000 1– 2066 63T00001 onward
six-cylinder engine; 3,387cc (bore 96mm, stroke 78mm); 993 Carrera U.S. M64/23 G50/20 WPOAA299TS3200 1– 3671 64T00001 onward
compression ratio 11.3:1; four valves per cylinder; four overhead 993 Carrera Targa U.S. M64/23 G50/20 WPOBA299TS385001–5462 64T00001 onward
camshafts; max power 300bhp at 6,800rpm; max torque 350 993 Carrera Cab U.S. M64/23 G50/20 WPOCA299TS340001–2152 64T00001 onward
Nm at 4,600rpm; electronic ignition with solid-state distributor 993 Carrera Tiptronic U.S. M64/24 A50/05 As Carrera U.S. 64T50001 onward
(six coils); sequential multi-point injection; variable intake 993 Turbo M64/60 G64/51 WPOZZZ99TS370001–2484 61T00001 onward
manifold system. Drag coefficient, Cd = 0.33. Data (Tiptronic in 993 Turbo U.S. M64/60 G64/51 WPOAA299TS37500 1–6357 61T00001 onward
brackets): weight, 1,320kg (1,365kg); length, 4,430mm; width, 993 GT2 M64/60R G50/32 WPOZZZ99TS392001–2202 61T00001 onward
1,765mm; height, 1,305mm; wheelbase, 2,350mm; track front/ 1997 993 Carrera M64/21 G50/21 WPOZZZ99VS310001–5794 63T00001 onward
rear, 1,455mm/1,500mm on 17in wheels; fuel tank, 64 liters; 0 993 Carrera Tiptronic M64/22 A50/04 As Carrera 63T50001 onward
to 62mph, 5.2sec (6.0sec); top speed, 174mph (171 mph). 993 Carrera Targa M64/21 G50/21 WPOZZZ99VS380001–1276 63T00001 onward
993 Carrera Cab M64/21 G50/21 WPOZZZ99VS330001–1679 63T00001 onward
Dimensions 993 Carrera U.S. M64/23 G50/20 WPOAA299VS32001–4972 64T00001 onward
Wheelbase: 2,272mm. 993 Carrera Targa U.S. M64/23 G50/20 WPOBA299VS385001–567 64T00001 onward
Track (front/rear): 1,405mm/1,444mm (RS: 1,413mm/1,452mm; 993 Carrera Cab U.S. M64/23 G50/20 WPOCA299VS340001– 2157 64T00001 onward
Turbo: 1,411mm/1,504mm). 993 Carrera Tiptronic U.S. M64/24 A50/05 As Carrera U.S. 64T50001 onward
Length: 4,245mm. 993 Turbo M64/60 G64/51 WPOZZZ99VS370001–97 2 61T00001 onward
Width: 1,735mm (Carrera S, 4S, and Turbo: 1,795mm). 993 Turbo U.S. M64/60 G64/51 WPOAA299VS375001–6046 61T00001 onward
Height: 1,300mm (RS: 1,270mm; Turbo: 1,285mm). Notes
Turning circle: 11.74m. Chassis numbers These are 17-character VIN industry standard sequences. Consider this example: WPOCA299RS340001 (a U.S. specification
1994 Cabriolet): WPO is the world make code; CA2 is the U.S. VSD code (first letter is body type, A, C, or D for Coupe, Cabriolet, or Targa; second
Options letter is engine/transmission type, A for two-wheel drive, B for four-wheel drive; third digit is occupant safety system type, 0 for seat belt only,
Ex-factory—in some countries some of these options may have 1 for driver air bag, 2 for driver/passenger air bags; in other markets these three characters were just left ZZZ); 99 is the first two digits of the
been fitted as standard. Common options without M numbers type; next is the model year letter (R for 1994); S refers to the plant code (Stuttgart); next is the third digit of the type number (3), followed
are as follows: metallic paint, paint to customer choice, leather by the body code number.
seats, leather seats with heating, full leather interior (including Engine option From the 1995 model year, a 3,746cc engine was an option for the 3.6-liter cars, this enhanced performance version
seats) in series colors, custom color, and/or soft ruffled leather. developing 285-brake horsepower at 6,000rpm. These engines were designated M64/05S (manual) or M64/06S (Tiptronic). For 1996 the
enhanced version developed 300bhp at 6,500rpm, and designated M64/21 S (manual) or M64/22S (Tiptronic).
M058 bumpers with impact absorbers; M425 rear wiper (only for Miscellaneous The above table makes no distinction between rear-wheel-drive and all-wheel-drive models (except for Tiptronic, which was
Coupe); M498 deletion of model designation; M567 windshield available with rear-wheel drive only). Models for Canada, Switzerland, and Austria were as U.S. model specification. All manual rear-wheel-
with graduated tint; M650 electric sunroof; M551 automatic drive models were available with the optional (M220) limited slip differential. From the U.S. introduction in April 1994, the majority of early
wind deflector (Cabriolet only); M545 92-liter fuel tank; MP08 models were sold as 1995 models under option M718. Chassis numbers show the letter “S” for the 1995 model year.
active limited slip differential (manual only); M224 active brake

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 The 911 Carrera, GT, and Turbo (1993–1998)
differential (Tiptronic only); M398 17in Cup design wheels;
MP31 sport suspension with 17in wheels; MP15 full electric Production Data
adjustable front seats (left and right); M437 same (left only);
M438 same (right only); M383/387 sports seats (left/right); Model Model Power Torque Compression Weight Number
M586 lumbar support in seat (left); M513 same (right); MP14 year (bhp DIN@rpm) (Nm@rpm) ratio (kg) built
heated seats (left/right); M454 automatic speed control; M573
automatic air conditioning; M659 onboard computer (standard 994 production
on Tiptronic); M613 Installation for D-Netz cellular (Germany 1994 964 Carrera 2/4 250@6,100 310@4,800 11.3:1 1,350/1,450 505
only); M614 Porsche telephone (Motorola) D-Netz (Germany 964 Carrera 2/4 U.S. 250@6,100 310@4,800 11.3:1 1,350/1,450 456
only); M333 Blaupunkt Paris RCR42 radio/cassette (with M490 964 RS America U.S . 250@6,100 310@4,100 11.3:1 1,350/1,450 144
or M692); Blaupunkt Bremen RCM42 radio cassette; M693 964 Carrera 2/4 Cab 250@6,100 310@4,800 11.3:1 1,350/1,450 315
Blaupunkt London RDM42 CD-Radio; M692 CD changer (only 964 Carrera 2/4 Cab U.S. 250@6,100 310@4,800 11.3:1 1,350/1,450 283
with M334 and M490); M490 hi-fi loudspeaker system. 964 Speedster 250@6,100 310@4,800 11.3:1 1,350 581
964 Speedster U.S. 250@6,100 310@4,800 11.3:1 1,400 469
1995 RS: driver and passenger air bags; full climate control; RSR 964 Turbo 360@5,500 520@4,200 7.5:1 1,470 471
spoilers; RSR front strut support; top tinted windshield. 964 Turbo U.S. 360@5,500 520@4,200 7.5:1 1,470 466
993 production
Color Schemes 1994 993 Carrera
993 Carrera U.S.
272@6,000
272@6,000
330@5,000
330@5,000
11.3:1
11.3:1
1,370
1,370
7,994
1,453
1994
Standard body colors 993 Carrera Cab 272@6,000 330@5,000 11.3:1 1,370 5,911
A1 Black, S8 Riviera Blue, G1 Guards Red, 13 Amaranth Violet, P5 993 Carrera Cab U.S. 272@6,000 330@5,000 11.3:1 1,370 1,285
Grand Prix White, X4 Speed Yellow 1995 993 Carrera 2/4 272@6,100 330@5,000 11.3:1 1,370/1,420 7,018
Special order body colors 993 Carrera U.S. 2/4 272@6,100 330@5,000 11.3:1 1,370/1,420 4,139
A8 Polar Silver metallic, D3 Iris Blue metallic*, K6 Aventura 993 Carrera Cab 2/4 272@6,100 330@5,000 11.3:1 1,370/1,420 2,878
Green metallic*, F8 Midnight Blue metallic*, Q9 Slate Gray 993 Carrera Cab U.S. 272@6,100 330@5,000 11.3:1 1,370/1,420 3,718
metallic, Z8 Black metallic.* Also any solid or metallic color to 993 Carrera RS 300@6,500 355@5,400 11.3:1 1,279 274
sample (* denotes pearl effect color). 993 Cup 310@6,200 370@5,500 11.5: 1 1,100 110
Interior colors 993 Turbo 408@5,750 540@4,500 8.0:1 1,575 78
Midnight Blue, Classic Gray, Chestnut Brown, Black. 1996 993 Carrera 2/4 285@6,100 340@5,250 11.3:1 1,370/1,420 6762
Fabrics 993 Carrera Targa 285@6,100 340@5,250 11.3:1 1,400 1,980
Leatherette for seats, carpets, dash, knee bar, roofliner, A and 993 Carrera Cab 2/4 285@6,100 340@5,250 11.3:1 1,370/1,420 2,066
B pillars, sun visors, windowsills front and rear, backwall top 993 Carrera U.S. 285@6,100 340@5,250 11.3:1 1,370 3,671
section, steering wheel (leather), and other color-coded trim. 993 Carrera Targa U.S. 285@6,100 340@5,250 11.3:1 1,400 462
Two-tone interiors with second color for carpets: Midnight Blue/ 993 Carrera Cab U.S. 285@6,100 340@5,250 11.3:1 1,370/1,420 2,152
Marble Gray, Black/Marble Gray, Black/Marble Gray. Leather in 993 Turbo 408@5,750 540@4,500 8.0:1 1,575 2,484
Midnight Blue, Classic Gray, Chestnut Brown, and Black (except 993 Turbo U.S. 408@5,750 540@4,500 8.0:1 1,575 1,357
roofliner, A and B pillars, sun visors in leatherette). Special 993 GT2 430@5,750 535@4,500 8.0:1 1,290 202
leather in Flamenco Red, Cedar Green, Provence Blue/Midnight 1997 993 Carrera 2/4 285@6,100 340@5,250 11.3:1 1,370/1,420 5,794
Blue*, Provence Blue/Black* (* for dash, knee bar, roofliner, A 993 Carrera Targa 285@6,100 340@5,250 11.3:1 1,400 1,276
and B pillars, sun visors, windowsills front and rear, back wall 993 Carrera Cab 2/4 285@6,100 340@5,250 11.3:1 1,370/1,420 1,679
top section in leather, steering wheel). Or leather to customer 993 Carrera U.S. 285@6,100 340@5,250 11.3:1 1,370 2,972
sample. 993 Carrera Targa U.S. 285@6,100 340@5,250 11.3:1 1,400 567
Carpets 993 Carrera Cab U.S. 285@6,100 340@5,250 11.3:1 1,370/1,420 2,157
Midnight Blue, Classic Gray, Chestnut Brown, Black, Mar- 993 Turbo 408@5,750 540@4,500 8.0:1 1,575 972
ble Gray, Cashmire Beige. Special colors: Flamenco Red, Cedar 993 Turbo U.S. 408@5,750 540@4,500 8.0:1 1,575 1,048
Green, Provence Blue. Notes
Cabriolet soft-top colors Models denoted U.S. include Canada, Austria, and Switzerland. For Tiptronic, add 25 kilograms to weights given for relevant models.
Classic Gray, Chestnut Brown, Marble Gray, Dark Blue, Black.

1995 1996 1997

Standard body colors Standard body colors Standard body colors
A 1 Black, G 1 Guards Red, P5 Grand Prix White, S8 Riviera Blue, A1, Black; G1, Guards Red; J1, Blue Turquoise; P5, Grand Prix A1, Black; G1, Guards Red; J1, Blue Turquoise; G1, Pastel Yellow;
T3 Amaranth Violet, X4 Speed Yellow. White; X4, Speed Yellow. Z1, Glacier White.
Special order body colors Special order body colors Special order body colors
A8 Polar Silver metallic, D3 Iris Blue metallic, F8 Midnight Blue A8, Polar Silver Metallic; D3, Iris Blue Metallic; F8, Midnight E1, Ocean Blue Metallic; F1, Zenith Blue Metallic; H8, Arena Red
metallic, K6 Aventura Green metallic, Q9 Slate Gray metallic, Blue Metallic; H8, Arena Red Metallic; K1, Turquoise Metallic; Metallic; X1, Arctic Silver Metallic, Z8, Black Metallic.
Z8 Black metallic. Plus any paint color and material to special K6, Aventura Green Metallic; Z8, Black Metallic. Interior colors
order. Interior colors Black, Classic Gray, Midnight Blue, Cashmire Beige, Chestnut.
Interior colors Black, Classic Gray, Midnight Blue, Cashmire Beige, Chestnut. Plus special leathers in Rubicon Gray, Nephrite (blue/green),
Black, Cedar Green, Cashmire Beige, Midnight Blue, Classic Gray, Plus special order colors: Flamenco Red, Cedar Green, Provence Boxster Red (with black Cabriolet soft-tops).
Chestnut, Marble Gray. Blue, Rubicon Gray. Fabrics
Fabrics Fabrics Leatherette, leather, “Porsche” cloth.
Leatherette, leather, “soft ruffled” leather, “Porsche” cloth. Leatherette, leather, “soft ruffled” leather, “Porsche” cloth. Carpets
Carpets Carpets Midnight Blue, Classic Gray, Chestnut Brown, Black, Cashmire
Midnight Blue, Classic Gray, Chestnut Brown, Black, Mar- Midnight Blue, Classic Gray, Chestnut Brown, Black, Mar- Beige. Special colors: Rubicon Gray, Nephrite (blue/green),
ble Gray, Cashmire Beige. Special colors: Flamenco Red, Cedar ble Gray, Cashmire Beige. Special colors: Flamenco Red, Cedar Boxster Red.
Green, Provence Blue, Rubicon Gray. Green, Provence Blue, Rubicon Gray. Cabriolet soft-top colors
Cabriolet soft-top colors Cabriolet soft-top colors Black, Classic Gray, Dark Blue, Chestnut.
Black, Dark Blue, Classic Gray, Chestnut, Marble Gray. Black, Classic Gray, Marble Gray, Dark Blue, Chestnut.

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 Chapter 10

Buying and Driving

The first 911s are now rare but have an elegance all of their own. Wood on the dashboard and lots of chrome recall the spirit of the 1960s.

With more than 50 years of production to choose from be for you. With these models you can also think a little
and significant differences in performance between the more in terms of whether you want a project car to work
models, buying a 911 is not a straightforward process of on in your leisure time, or whether you want a car ready to
matching budget to car and then going out to the dealers drive and enjoy. Nevertheless, the costs of restoration on
to kick tires. an older model should not be underestimated.
As will be obvious from the large number of models The last group to consider is the faster 911s. Typically,
outlined in this book, the Porsche 911 is more a sports car these cars are the S, RS, GT, and Turbo models and are
design philosophy than a given assembly of nuts and bolts. suited to both fast road or noncompetitive track use.
It is that philosophy that links the first, the most recent, Choosing the type of 911 you want should be made
and all those to come in the future. They are all 911s, and easier by this book, but you’ll need to spend some time
unmistakably so. scanning specific classified advertisements understanding
Choosing the right air-cooled 911 is also complicated what prices are doing. Only then will you be able to match
by the significant overlaps in value between some mod- what you would like with what might be possible.
els. Perhaps the first decision to be made is to ask yourself The first rule of buying a used 911 is to appreciate
what you want your 911 for. If you need it for everyday that there are no cheap cars out there (unless you are very
use, or to fit in with a particular lifestyle, then the simple lucky indeed). If you see what appears to be a bargain,
advice is go for the latest model you can afford, assuming there’s usually good cause. There can be any number of
good condition of course. reasons why a Porsche will be advertised below the typical
If you are looking for something of a present to your- average for a given model, but seller ignorance isn’t often
Proof 1 2C

self—a weekend toy—then one of the classic models may one of them. Misrepresentation (whether deliberate or in

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 Buying and Driving

A Carrera 3.2 makes a great deal of sense for anyone new to Porsches because by this time the whole 911 package was supremely reliable and
trouble-free.

ignorance) is frequent, both on type and condition. If it Many buyers assume that sourcing a car from a dealer
appears too good to be true, then it probably is. with a showroom means that the car must have some sort
For any given authentic model, condition is the single of underwritten quality over a private purchase. It doesn’t
most important component driving the value. Poor con- and unless you have a bulletproof warranty and you live
dition or an adventurous past is usually the reason why right next door to the dealer, it will be you who pays any
Porsches are advertised cheaply. immediate bills.
Doing the book and Internet research and going to see After condition, there follows a list of parameters that
some cars is all part of the fun, and any prospective owner will add or reduce the value of the car. These include mile-
can make these first steps on their own. Once you have iden- age, service history, and color (exterior and interior). The
tified a given car that seems to tick all the right boxes, it seems items that will always reduce the value of a given car are
obvious to say that the next steps should involve an expert. aftermarket customization and accident repairs. Many
Having somebody on your side who knows your buyers will also regard the number of owners as impor-
model of 911 inside out, how it should drive, what the tant, but remember that it only takes one bad owner
current values are, and what inspection checks need to be to ruin a good car. In my view, having multiple owners
made will give you peace of mind in what is a substantial doesn’t necessarily mean a bad car.
personal investment. The cost of such expert involve- You must also drive your chosen model before you
ment will often pay for itself in just the extra negotiating buy. Arrange temporary insurance to drive a given car and
information you’ll be given before you do the deal. Such you will find it money well spent, particularly if you don’t
independent Porsche inspection specialists can be found like the experience. The earlier 911s (even the 993s) have
Proof 1 2C

easily on the Internet. a unique driving character that not everybody will like.

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 Porsche 911

Performance at a Glance
Year Model Weight Power Top speed 0–62mph Source
(kg) (bhp) kph mph (sec)
1963 901 1080 130 210 131 8.5* P.Frère
1964–1967 911 (2.0) 1040 130 210 130 8.3* Motor
1967–1969 911S (2.0) 1050 160 220 137 8.0* Autocar
1968–1969 911T (2.0) 1075 110 200 124 8.3 AM&S
1968 911L (2.0) 1075 130 210 131 10.6* Car
1968 911L US Sporto 1098 130 188 117 10.3* R&T
1969 911E (2.0) 1020 140 215 134 8.4* R&T
1969 911E Sporto 1060 140 209 130 9.1* AMM
1970–1971 911T (2.2) 1020 125 205 127 9.5 AM&S
1970–1971 911E (2.2) 1020 155 220 137 7.6* Autosport
1970–1971 911S (2.2) 1020 180 220 138 7.0 P.Frère
1972–1973 911T (2.4) 1075 130 204 127 8.1/9.5* Motor
1972–1973 911E (2.4) 1050 165 220 138 7.9 Factory
1972–1973 911S (2.4) 1050 190 230 144 6.6 P.Frère
1973 Carrera RS M471 975 210 245 152 5.8 P.Frère
1974 Carrera RS 3.0 1063 230 238 148 4.9* Road Test
1974–1975 911 1075 150 210 131 7.9* R&T
1976–1977 911 1123 165 217 135 7.8/7.2* Motor
1974–1977 911S 1105 175 229 142 6.1* Autocar
1974–1977 911S US 1130 165 232 144 7.5* R&T
1974–1975 Carrera 2.7 1075 210 240 150 6.3 AM&S
1974–1977 Turbo 3.0 1140 260 250 155 6.0* Motor
1976–1977 Carrera 3.0 1120 200 235 146 6.1* AM&S
1978–1979 911SC 1233 180 227 141 6.5* Autocar
1978–1979 911SC US 1243 180 203 126 6.3* R&T
1978–1979 911 Turbo (3.3) 1300 300 260 162 5.1* Motor
1980 911SC 1232 188 225 141 7.0 Factory
1981–1983 911SC 1160 204 235 146 5.7* Motor
1984–1985 Carrera 3.2 1210 231 245 152 5.6* Autocar
1984 911SC RS 960 255 255 159 5.0* AM&S
1987–1989 911 Club Sport 1110 231 251 156 5.6* Autocar
1989–1993 Carrera 4 1450 250 260 162 5.7 Factory
1990–1993 Carrera 2 1350 250 260 162 5.7 Factory
1990–1993 Carrera 2 Tiptronic 1355 250 253 157 6.6/6.2* Factory/A&M
1991 Carrera 2 RS 1230 260 260 162 5.3 Factory
1991–1992 Turbo 1470 320 270 168 5.0 Factory
1992 Turbo S 1290 380 290 180 4.6 Factory
1993 Carrera 2 Speedster 1350 250 260 162 5.7 Factory
1993 Carrera RS 3.8 1210 300 269 168 4.9 Factory
1993–1994 Turbo 3.6 1470 360 280 175 4.8 Factory
1994–1997 Carrera 3.6 1370 272 270 168 5.4 Factory
1995–1998 Carrera 4 1420 272 270 168 5.3 Factory
1994–1996 993 Cup 1120 315 280 175 4.7 Factory
1995–1996 Carrera RS 1270 300 275 172 5.0 Factory
1995–1997 Turbo 1500 408 288 180 4.5 Factory
1996–1997 Carrera 3.6 1370 285 274 171 5.4 Factory
1996–1997 Carrera S Tiptronic 1365 285 269 168 6.4 Factory
1996–1997 Carrera 4 1420 285 274 171 5.3 Factory
1996–1997 Carrera 4S 1450 285 269 168 5.3 Factory
1996–1997 Carrera S 1400 285 269 168 5.4 Factory
1998 Carrera 3.4 1320 300 278 174 5.2 Factory

Notes
All power figures are DIN. Weights generally tend to quote a specific publication’s curb weight (which usually includes oil and fuel for about 50 miles). Factory figures are the base model with no
options, so they are not very realistic! Where 0–62mph time is marked*, this is a 0–60mph time. Magazine source codes: AMM, Australian Motor Manual; A&M, Autocar & Motor (UK); AM&S, Auto
Motor & Sport (Germany); R&T, Road & Track (USA).
Proof 1 2 T

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 Buying and Driving
The last general buying point to remember is to be and the 930 Turbos. These models represent the perfect
careful about how you pay for the car. There are many starter group for a new 911 driver, combining realistic
unscrupulous individuals out there only too willing to rip reliability with raw 911 driving character.
you off. Given that whatever the value, the amount of money The 1974 models marked the introduction of the so-
involved is always going to be important to you, it pays to called “impact-bumper” cars, but with the first worldwide
buy the seller as well as checking out the car. By this I mean oil crisis the nature of the 911 began to change. These 911s
it is important to get a sense of trust established with the began to have exhaust emissions equipment and safety
person selling the car. Don’t buy from a guy in a filling sta- equipment that switched the focus from pure performance
tion with only a mobile cell phone as the point of contact. If development to refining the ride, handling, and accept-
it’s a private purchase, go to the seller’s house and match the ability of the car. These cars don’t command the sky-high
address with the registration documents. There are no com- values of the early models and as such offer a good choice
pletely safe ways of exchanging money for cars that protect if you are looking to run your first 911 on a sensible bud-
both buyer and seller, so it’s important you both establish get. Again, condition is the key.
that sense of trust. Talk to your bank or funds holder about Full zinc coating (galvanizing) as a comprehensive
safe ways to transfer cash. form of bodywork protection didn’t appear on the 911
This book covers four clearly defined eras in the 911 until the 1976 model year. While the coating protects a
story. The early 911s, up to and including the 1973 models, car that hasn’t been repaired or crashed for about 10 years
represent the antique segment of the family and are almost through the salt-laden Northern hemisphere winters, after
without exception rare and highly sought after. Once you that, the bodywork condition becomes something of a lot-
have identified this is the type of 911 you want, the impor- tery. After 20 years, you might as well forget it. You have to
tance of learning about what makes the car authentic—so look closely at structure condition of any car past that age.
preserving its intrinsic value—is an essential next step These and the later 911 models to 1989 progressively
before seeing any cars in the metal. You may find some deteriorate in the sills (rocker panels), with corrosion
less expensive early 911s advertised, but these cars will be working its way out from the door posts and jack points.
money pits. Such cars need careful restoration cost assess- You’ll often see cars that may have a few harmless look-
ment and a strict ceiling set on purchase price. ing paint blisters in the rear of the door opening. These
The driving experience of these early cars is something require careful assessment by somebody who has experi-
from another age. The early models (the short wheelbase cars ence with the 911. The same applies to blisters anywhere
to 1968) feel light and flighty at speed and are notable for the on the exterior. It is also easy for the unscrupulous to con-
“wooden” feel in the brakes. They don’t particularly handle ceal such corrosion with filler and a quick repaint.
well and inexperienced use of the throttle will have them The 911SC and Carrera 3.2 represent the best options
swapping ends in a blink. The later long-wheelbase models in the late-classic era 911s. From the start of the 1978
are better and the 2.2-liter, 2.4-liter, and 2.7 RS cars are the model year, the 911SC has the more reliable Turbo-based
ones everybody wants. Don’t believe the fuel-injected cars 930 engine. Being air-cooled, the engine oil plays a part in
are the only ones to have. At this stage of the 911’s develop- cooling as well as lubricating. For longer engine life, there
ment a nicely tuned and set-up carburetor car can be just as should be evidence that the oil has been changed at the
much fun as the mechanically injected models. prescribed intervals.
The bottom line with the early cars is that you have to The Carrera 3.2 engine benefits not only from the
be highly motivated to buy one, never underestimate the extra 200cc capacity but also from the first electronic
cost of restoration, and be prepared for maintenance costs engine management to appear on the 911.
that can be similar to running a derelict Scottish castle Both the 911SC and the Carrera 3.2 manufactured
or teenage children. Nevertheless, these cars are fantasti- to the end of the 1986 model year (check out the vehicle
cally rewarding. They are fun to work on, and they have identification numbers) use the Porsche-designed type
a driving character that the newer models would die for. 915 gearbox.
Previous trends also suggest that in good condition, they It needs time to warm up and is a relatively slow shift,
make good long-term investments. but it does replicate the shift of every important Porsche
The second group is what we might term the classic racer of the late 1960s and 1970s. It isn’t for everyone,
911s. These are the cars manufactured between 1974 and and those seeking a more modern feel will prefer the
1989. They include the 2.7s, the 911SC, the Carrera 3.2, 1987-onward cars fitted with the Getrag G50 gearbox.
Proof 1

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 Porsche 911

The 964–model Carrera 2 and Carrera 4 were supremely refined sports cars—the ultimate grand tourers. Civility was further enhanced when the new
“intelligent” Tiptronic automatic transmission was incorporated onto the Carrera 2.

The other point to note about the driving experience of the last of the single-turbo, rear-wheel-drive 911s.
the 911SC and the Carrera 3.2 is that these cars pride them- The fourth grouping is the 993 family. This was the
selves in giving the driver a very involving contact with “interim” model developed to plug the gap ahead of
the road. They drive quite differently, perhaps more confi- the new generation cars from 1997. As such, these 911s
dently is the right description, than the early 911s. They are must be regarded as the best of the air-cooled breed, and
also the first 911s that won the car its reputation for “being good examples are most sought after. As well as a fresh
hewn from granite,” so good was their initial reliability. new appearance, their most significant performance
The third 911 group are the Type 964 911s: the Car- improvement was the multi-link rear suspension, which
reras, RSs, and Turbos made between 1989 and 1993. The transformed the predictability of the handling.
964 was a major step forward for the 911, enough to war- The all-wheel-drive system was significantly improved
rant a new type number. The new all-wheel-drive version from the 964’s system. Choosing a model shouldn’t be so
brought considerable stability to the 911 equation. The much about whether it has two- or four-wheel drive but
thoroughly revised 3.6-liter engine also gave the rear- more about its all-important condition. The all-wheel
wheel-drive models far livelier performance than before. drive was introduced to the Turbo, which also gained twin
General improvements included the addition of ABS, coil turbos for smoother power delivery. Like the 964 family,
spring suspension, and power steering. Nevertheless, the the RS and Turbo variants are the most sought-after 993s.
cars did suffer from some teething troubles. The Targa was also relaunched with a new panoramic glass
It took a while to get the dual mass flywheel right, and roof. These cars maintained the strong niche appeal of
oil leaks were a perennial problem. Most cars should have secure, open-topped 911 life.
had any issues like that sorted out by now, and the main What has changed since the ending of the 993’s pro-
task will be identifying the improved later models from duction in 1998 is that every air-cooled 911 has become
the earlier cars. Checking the date of first registration lines desirable. No matter how problematic or undesirable a
up with the model year shown on the VIN is an important specific air-cooled 911 might have been back in the day, it
step, as many cars were stockpiled during the 1991–1992 has been swept forward on a seemingly unstoppable wave
recession. of demand for older 911s. In most developed countries
Proof 1 2CT

The 964-model RS and Turbo are landmark 911s for today, demand for good air-cooled 911s of any perfor-
their sheer performance, the 1993 3.6-liter Turbo being mance level outstrips supply. This demand has been fueled

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 Buying and Driving
by an increasing desire to park personal savings into hard the necessary time or experience to find the right 911,
assets such as artwork and collectible cars. It is a market enlist an expert to advise you on the condition and value
that has also made starlets out of 911s that were previ- of your proposed car. There are plenty of lemons around,
ously completely unloved, simply because of the insatiable as well as people ready to relieve you of your cash.
demand. However, that doesn’t apply to every car. Getting Few would disagree that the air-cooled Porsche 911 is
top prices requires either very low mileage and excellent a landmark in automotive history. It is a unique car both
condition or vast expenditure on “make as new” authentic technically and in its very significant commercial success.
restorations. If you drive, or want to drive, just one sports car in
Doing your homework before stepping into the mar- your life, it has to be a 911.
ketplace is essential, and today it is so much easier to
research car and seller integrity using online resources. Porsche Clubs
Look for the best condition and mileage, certainly, but There are now officially recognized Porsche clubs in more
don’t focus on color or options. There’s always a Porsche than 60 countries worldwide with tens of thousands of
more expensive than the one you can afford, and in the members.
classic Porsche market, it may not be the most expensive You can obtain details of your nearest Porsche club by
car that offers you the most enjoyment—and, yes, finan- going to the Porsche website (www.porsche.com), going
cial return. A top-condition 911SC may make more sense to your own country’s home page, and following the
than a scruffy Carrera 3.2. subheadings as follows: Events and racing: Porsche clubs:
If you take away only one piece of advice from this Porsche club addresses: Find Porsche clubs: Please choose
Buying and Driving chapter, let it be this: if you don’t have a Porsche club.

Proof 1

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 Index
356, 12, 14, 19, 20, 24, 26, 28 911SC, 77–89, 91, 92, 94
356C, 17, 18, 32 1977, 79, 84
1978, 78, 80, 85
901, 11–12, 25 1979, 77, 82, 85
1967, 12 1980, 78, 81, 82, 83, 84
1969, 12 1981, 81, 85
911, 62, 63, 64, 67, 68, 71, 72, 73, 78–79, 95 1982, 79, 80, 81, 85, 86, 87
1974, 62, 64, 69, 73 1983, 80, 82, 85
1975, 73 1984, 94
1976, 64, 72, 73 1986, 94
911 Celebration, 116 1987, 94
1993, 116 911T, 9, 25, 28–29, 30, 32, 33, 37, 38, 40, 41, 42, 43, 46, 47, 48, 49, 50,
911E, 17, 24, 29, 30, 32, 33, 37, 38, 40, 41, 42, 43, 46, 49, 50, 51, 53, 51, 52, 53–54, 55, 62, 63, 67
54, 55, 62, 63 1967, 28, 29, 30
1968, 29, 33 1968, 29, 32, 33
1969, 24, 37 1969, 37–38
1970, 43 1970, 40, 42, 43
1971, 41, 42 1971, 38, 41, 42, 43
1972, 49, 50, 51 1972, 49, 50, 51, 55
1973, 53, 55 1973, 9, 46, 53–54, 55, 62
1975, 63 1976, 67
911 GT2, 148–149 1977, 71
1995–1996, 148–149 911 Turbo, 119–134
911L, 28, 29, 30, 32, 33 1974, 119
1967, 29 1975, 122, 123, 127, 128, 129
1968, 14, 15, 29, 32 1976, 123, 125
Targa, 14 1977, 124, 125, 127, 128, 129
911 Lux, 71 1978, 121, 123, 125, 127, 128, 129
1976, 71 1980, 125
911R, 49 1982, 127
911RS, 49 1983, 125
1973, 49 1985, 128
911S, 12, 16, 17, 18, 21, 22–23, 24, 27, 28, 29, 30, 32, 33, 37, 38, 1986, 120, 121, 123, 124, 125, 127
39–40, 41, 43, 46, 48, 49, 50, 51, 52, 53, 54, 55, 62, 63, 64, 67, 1989, 121, 123, 127, 128
68, 69, 70, 71, 72, 73, 79 1990, 123
1965, 28 1991, 123, 124, 126, 127, 128, 129
1966, 28, 32 1992, 127
1967, 12, 17, 18, 22–23, 24, 27, 29, 33 1993, 122, 127, 129
1968, 21, 24, 29, 33 911 with Sport Equipment, 93–94
1969, 37, 48 1987, 93–94
1970, 39, 43 912, 15
1971, 40, 41, 43, 46, 48 914, 32
1972, 48, 49, 50, 51, 54 917, 37, 46, 53, 78
1973, 49, 53, 63 1969, 37
1974, 62, 63, 64, 69, 71, 73 1970, 46
1975, 64, 70, 71, 73 1971, 46, 78
1976, 64, 71 1973, 53
Proof 1

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 924, 80, 91 1988, 94, 96, 97
928, 80, 81, 91 1989, 97, 98, 99, 103, 112
1980, 81 Carrera 4, 9, 103, 104, 105, 106, 107, 108, 109, 110, 111, 112, 114,
930 Turbo, 122 136, 143, 149
1986, 122 1989, 105, 112
1989, 122 1990, 107, 108
1990, 122 1991, 107
936, 78 1992, 112
1976, 78 1993, 9, 107, 108, 109
959, 105, 109, 110, 122 1994, 105
964, 103–118, 128, 138, 145 1996–1997, 149
1991, 128 Carrera 6, 29
1993, 145 1966, 29
1994, 104, 105 Carrera, Anniversary, 98–99
965, 12 1988, 98–99
993, 7, 104, 105, 106, 135–151 Carrera Club Sport, 6, 91
1993, 106 1987, 6, 91
1994, 105, 135, 139 Carrera RS, 6, 50, 55–59, 69, 95, 120, 121, 138, 142
1995, 7, 104, 138, 142, 143, 145, 146, 147–148 1972–1973, 56
1996, 139, 142, 145 1973, 6, 120, 121
1997, 138, 140 1974, 69
996, 138, 139, 1995, 138

Carrera, 61, 62, 64, 65, 66, 67, 68, 69, 70, 72, 73 European 911, 70
1974, 61, 62, 64, 65, 66, 68, 69, 70, 73 European 911S, 50, 70
1975, 66, 73 1972, 50
1976, 68 European Carrera, 63, 68, 70, 71
Carrera 2, 6, 104–105, 106–107, 108, 110, 112–114, 115, 116, 128 1974, 71
1989, 106 1975, 71
1990, 106, 110 European Carrera 3.0, 66, 71, 73
1991, 6, 112 1974, 63, 70
1992, 116 1975, 68, 71
1993, 107, 111, 115, 116 1976, 66, 73
1994, 104 European RS, 115
Carrera 2.7, 64, 72, 74, 79, 82, 85, 121
1975, 64, 74 RS 3.8, 116
1976, 64, 72 1992, 116
1980, 82 RS America, 113, 114, 115
Carrera 3.0, 64, 66, 68, 72, 74, 79, 80, 82 1992–1993, 113, 115
1976, 64, 68, 72
1977, 68, 74
1980, 82
Carrera 3.2, 9, 71, 90–102, 103, 105, 106, 107, 110, 111, 112, 114
1984, 9, 92, 96, 97, 98
1985, 90, 93, 94, 96, 97
1986, 93, 94, 96
1987, 93, 94, 96, 97, 98
Proof 1

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Proof 1

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