per Wikipedia.com
Air-cooled engines (1964–1998)Edit
911, 911E, 911L, 911S, 911TEdit
Main article: Porsche 911 (classic).jpg)
The 911 traces its roots to sketches drawn by Ferdinand "Butzi" Porsche in 1959.[7] The Porsche 911 was developed as a more powerful, larger and a more comfortable replacement for the 356, the company's first model. The new car made its public debut at the 1963 Frankfurt Motor Show[8] (German: Internationale Automobil-Ausstellung).[9] The car was developed with the proof-of-concept twin-fan Type 745 flat-six engine, but the car presented at the auto show had a non-operational mockup of the single-fan 901 engine, receiving a working unit in February 1964.[7]
It originally was designated as the "Porsche 901" (901 being its internal project number). A total of 82 cars were built as which were badged as 901s.[7] However, French automobile manufacturer Peugeot protested on the grounds that in France it had exclusive rights to car names formed by three numbers with a zero in the middle. Instead of selling the new model with a different name in France, Porsche changed the name to 911. Internally, the cars' part numbers carried on the prefix 901 for years.[7] Production began in September 1964,[9] with the first 911s exported to the US in February 1965.[7]
The first models of the 911 had a rear-mounted 130 hp (97 kW)[1] Type 901/01 flat-6 engine, in the "boxer" configuration like the 356, the engine is air-cooled and displaces 1,991 cc (2.0 L) as compared to the 356's four-cylinder, 1,582 cc (1.6 L) unit. The car had four seats although the rear seats were small, thus it is usually called a 2+2 rather than a four-seater (the 356 was also a 2+2). A four or five-speed "Type 901" manual transmission was available. The styling was largely penned by Ferdinand "Butzi" Porsche, son of Ferdinand "Ferry" Porsche. Butzi Porsche initially came up with a notchback design with proper space for seating two rear passengers but Ferry Porsche insisted that the 356's successor was to use its fastback styling. 7 prototypes were built based on Butzi Porsche's original design and were internally called the Porsche 754 T7.[10] Erwin Komenda, the leader of the Porsche car body construction department who initially objected, was also involved later in the design.
Production of the 356 ended in 1965, but there was still a market for a 4-cylinder car, particularly in the US. The 912, introduced in the same year, served as a direct replacement, offering the de-tuned version of 356 SC's 4-cylinder, 1,582 cc (1.6 L), 90 hp (67 kW; 91 PS) boxer four Type 616/36 engine inside the 911 bodywork with Type 901 four-speed manual transmission (a 5-speed manual transmission was optional).
In 1966, Porsche introduced the more powerful 911S with Type 901/02 engine having a power output of 160 PS (120 kW; 160 hp). Forged aluminum alloy wheels from Fuchsfelge, with a 5-spoke design, were offered for the first time. In motorsport at the same time, the engine was developed into the Type 901/20 and was installed in the mid-engine 904 and 906 with an increased power output of 210 PS (150 kW; 210 hp), as well as fuel injected Type 901/21 installed in later variants of the 906 and 910 with a power output of 220 PS (160 kW; 220 hp).
In August 1967, the A series went into production with dual brake circuits and widened (5.5J-15) wheels still fitted with Pirelli Cinturato 165HR15 CA67 tyres.,[11]and the previously standard gasoline-burning heater became optional. The Targa (meaning "plate" in Italian[12]) version was introduced. The Targa had a stainless steel-clad roll bar, as automakers believed that proposed rollover safety requirements by the US National Highway Traffic Safety Administration(NHTSA) would make it difficult for fully open convertibles to meet regulations for sale in the US, an important market for the 911. The name "Targa" came from the Targa Florio sports car road race in Sicily, Italy in which Porsche had several victories until 1973. The last win in the subsequently discontinued event was scored with a 911 Carrera RS against prototypes entered by Ferrari and Alfa Romeo. The road-going Targa was equipped with a removable roof panel and a removable plastic rear window (although a fixed glass version was offered from 1968).
The 110 PS (81 kW; 110 hp) 911T was also launched in 1967 with Type 901/03 engine. The 130 PS (96 kW; 130 hp) model was renamed the 911L with Type 901/06 engine and ventilated front disc brakes. The brakes had been introduced on the previous 911S. The 911R with 901/22 engine had a limited production (20 in all), as this was a lightweight racing version with thin fiberglass reinforced plastic doors, a magnesiumcrankcase, twin overhead camshafts, and a power output of 210 PS (150 kW; 210 hp).
A clutchless semi-automatic Sportomatic[13][14]model, composed of a torque converter, an automatic clutch, and the four-speed transmission was added in Autumn 1967. It was canceled after the 1980 model year[15] partly because of the elimination of a forward gear to make it a three-speed.[15]
The B series went into production in August 1968, replacing the 911L model with 911E with fuel injection. It remained in production until July 1969. The 911E gained 185/70VR15 Pirelli Cinturato CN36.[16] and 6J-15 wheels.
The C series was introduced in August 1969 with an enlarged 2.2-litre engine (84 mm bore x 66 mm stroke). The wheelbase for all 911 and 912 models was increased from 2,211–2,268 mm (87.0–89.3 in), to help as a remedy to the car's nervous handling at the limit. The overall length of the car did not change, but the rear wheels were relocated further back. Fuel injection arrived for the 911S (901/10 engine) and for a new middle model, 911E (901/09 engine).
The D series was produced from Aug. 1970 to July 1971. The 2.2-litre 911E (C and D series) had lower power output of the 911/01 engine (155 PS (114 kW; 153 hp) at 6,200 rpm) compared to the 911S's Type 911/02 (180 PS (130 kW; 180 hp) at 6,500 rpm), but 911E was quicker in acceleration up to 160 kilometres per hour (99 mph).
The E series for 1972–1973 model years (August 1971 to July 1972 production) consisted of the same models, but with a new, larger 2,341 cc (2.3 L) engine. This is known as the "2.4 L" engine, despite its displacement being closer to 2.3 litres. The 911E (Type 911/52 engine) and 911S (Type 911/53) used Bosch mechanical fuel injection (MFI) in all markets. For 1972 the 911T (Type 911/57) was carbureted, except in the US and some Asian markets where the 911T also came with (MFI) mechanical fuel injection (Type 911/51 engine) with power increase over European models (130 hp) to 140 hp commonly known as a 911T/E.
With power and torque increase, the 2.4-litre cars also got a newer, stronger transmission, identified by its Porsche type number 915. Derived from the transmission in the 908 race car, the 915 did away with the 901 transmission's "dog-leg" style first gear arrangement, opting for a traditional H pattern with first gear up to the left, second gear underneath first, etc. The E series had the unusual oil filler behind the right side door, with the dry sump oil tank relocated from behind the right rear wheel to the front of it in an attempt to move the center of gravity slightly forward for better handling. An extra oil filler/inspection flap was located on the rear wing, for this reason it became known as an "Oil Klapper", "Ölklappe" or "Vierte Tür (4th door)".
The F series (August 1972 to July 1973 production) moved the oil tank back to the original behind-the-wheel location. This change was in response to complaints that gas-station attendants often filled gasoline into the oil tank. In January 1973, US 911Ts were switched to the new K-Jetronic CIS (Continuous Fuel Injection) system from Bosch on Type 911/91 engine.
911S models also gained a small spoiler under the front bumper to improve high-speed stability. The cars weighed 1,050 kg (2,310 lb). The 911 ST was produced in small numbers for racing (the production run for the ST lasted from 1970 to 1971). The cars were available with engines of either 1,987 cc (2.0 L) or 2,404 cc (2.4 L) displacement, having a power output of 270 PS (200 kW; 270 hp) at 8,000 rpm. Weight was down to 960 kg (2,120 lb). The cars had success at the Daytona 6 Hours, the Sebring 12 Hours, the 1000 km Nürburgring, and the Targa Florio.
911 Carrera RS (1973 and 1974)Edit
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RS stands for Rennsport in German, meaning race sport. The Carrera name was reintroduced from the 356 Carrera which had itself been named after Porsche's class victories in the Carrera Panamericanaraces in Mexico in the 1950s. The RS was developed to meet motorsport homologation requirements. Compared to a standard 911S, the Carrera 2.7 RS had a larger engine (2,687 cc) developing 210 PS (150 kW; 210 hp) with Bosch (Kugelfischer) mechanical fuel injection, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear fenders, to fit 185/70VR15 & 215/60VR15 Pirelli Cinturato CN36 tyres. In RS Touring form it weighed 1,075 kg (2,370 lb), in Sport Lightweight form it was about 100 kg (220 lb) lighter, the saving coming from thin gauge steel used for parts of the body shell and also the use of thinner glass. In total, 1,580 units were made, and qualified for the FIA Group 4 class. 49 Carrera RS cars were built with 2,808 cc (2.8 L) engines rated at 300 PS (220 kW; 300 hp).
For the 1974 IROC Championship (which started in December 1973), 1973 Carrera RSR models were fitted with the 3.0 engine and a flat "whale tail" in place of the ducktail spoiler along with wide body panels and large tyres.
In 1974, Porsche developed the Carrera RS 3.0 with mechanical fuel injection rated at 230 PS (170 kW; 230 hp). Its price was almost twice that of the 2.7 RS, but it offered racing capability. The chassis was largely similar to that of the 1973 Carrera RSR and the braking system was from the 917 racing car. The use of thinner metal plate panels and a minimalist interior enabled its weight to be reduced to around 900 kg (2,000 lb).
The Carrera RSR 3.0 was sold to racing teams and scored wins in several major sports car races of the mid-1970s. Also, a prototype Carrera RSR Turbo (with 2.1-litre engine due to a 1.4x equivalency formula) came second at the 24 Hours of Le Mans in 1974 and won several major races, a significant event in that its engine would form the basis of many future Porsche attempts in sports car racing. This, and the earlier 917, was Porsche's commitment to turbochargerapplications in its cars.
911 and 911S 2.7 (1973–1977)Edit
There is a common misconception that all 911s built between 1974 and 1989 are 'G-series' cars. In fact, the G-series was only produced for the 1974 model year. It was followed by the H, J, K, and so on.
Model year 1974 (G Series. Aug. 1973 to July 1974 production)
Model year 1975 (H Series. Aug. 1974 to July 1975 production)
Model year 1976 (J Series. Aug. 1975 to July 1976 production)
Model year 1977 (K Series. Aug. 1976 to July 1977 production)
The 1974 model year brought many significant changes to the 911 to meet legislative requirements around the world for both impact safety and emissions. First, the engine size was increased to 2,687 cc achieving higher torque. Second, new impact bumpers conformed with low-speed protection requirements of US regulations. Thirdly, the use of K-Jetronic CIS Bosch fuel injection in two of the three models in the line up— the 911 and 911S models, retaining the narrow rear arches of the old 2.4, now had a 2.7-litre engine rated at 150 PS (110 kW; 150 hp) and 175 PS (129 kW; 173 hp), respectively. The standard 911 version received an increase to 165 PS (121 kW; 163 hp) for Model Year 1976, which meant that starting from MY 1976, there was only a difference in power of 10 hp between the 911 and the 911S. The engine remained a K-Jetronic 2.7-litre. The 911S 2.7 engine was rated during the entire lifespan at 175 hp (130 kW; 177 PS).
Carrera 2.7 MFI and CIS (1974–1976)Edit
The Carrera 2.7 model built for all markets, except for the United States, used the 210 PS (150 kW; 210 hp) RS 911/83 engine with Bosch mechanical fuel injection pump from the 1973 Carrera RS. These Carrera 2.7 MFI models were built from 1974 until 1976 and were mechanically identical to the 1973 Carrera RS. The Carrera 2.7 model produced for the North American markets, often referred to as the Carrera 2.7 CIS, was powered by the same 2.7-litre engine as the 911S which produced 175 PS (129 kW; 173 hp). The initial Carrera 2.7 models had the same welded-on rear RS flares, before switching to the SC stamped style rear flares during the middle of the 1974 production year. The Carrera 2.7 coupés weighed in at 1,075 kg (2,370 lb), the same weight as the 1973 Carrera RS Touring.
For the 1974 model year, the Carrera 2.7 was available with the "ducktail" rear spoiler first introduced with the 1973 Carrera RS. In the North American markets, the ducktail was standard equipment for the Carrera. All other markets the ducktail was optional, except for the home German market where the ducktail had been outlawed by the TÜV road homologation department. This led to the introduction of the whale tail rear spoiler, available as an option on the 1974-75 Carrera 2.7 models, as well as the newly introduced 930 Turbo.
The Carrera 2.7 was replaced by the Carrera 3.0 for the 1976 model year, except for a special run of 113 1976 Carrera 2.7 MFI coupés were built for the German market featuring the 911/83 RS engine, with an additional 20 narrow-bodied 1976 Carrera MFI 2.7 Targas being supplied to the Belgian Gendarmerie. The 1976 Carrera 2.7 MFI Sondermodells were the last mechanically fuel injected 911 produced by Porsche and still featured the 1973 RS engine.
912E (1976)Edit
For the 1976 model year, the 912E was produced for the U.S. market. This was a 4-cylinder version of the 911 in the same manner as the 912 that had last been produced in 1969. It used the I-series chassis powered by the Volkswagen 2.0 engine also used in the Porsche 914 for 1973 through 1975 model years. 2,099 units were produced. The 912E was replaced by the front-engine Porsche 924 for the 1977 model year.
Carrera 3.0 (1976–1977)Edit
For the 1976 model year, Porsche introduced the Carrera 3.0 with wide rear flares, optional whaletail, and a variety of other luxury options. It was available in all markets except North America. The Carrera 3.0 was fitted with a variation of the 930 Turbo's 2994 cc engine (minus the turbocharger). The engine (dubbed the 930/02) featured K-Jetronic CIS. It developed 200 PS (150 kW; 200 hp) in contrast to the older Carrera 2.7 MFI model's 210 PS (150 kW; 210 hp). The crankcase and gearbox housing were made of aluminium rather than magnesium for improved reliability. Magnesium cases were reviled for thermal expansion/contraction issues as engines grew in displacement and heat generation also increased.
The new engine, which featured bigger intake and exhaust valves, produced greater torque allowing the Carrera 3.0 to achieve the same performance as the previous Carrera 2.7, 0–100 km/h (0–62 mph) in 6.1 seconds and 0–200 km/h (0–124 mph) in 27 seconds. Both versions boasted a top speed of approximately 236 km/h (147 mph).
Weight increased marginally by 45 kg (99 lb) to 1,120 kg (2,470 lb).
The 911 Carrera 3.0 was produced in both targa (1,125 examples produced) and coupé (2,566) versions. The Carrera 3.0 was available with a manual gearbox (type 915) with 4 or 5 speeds as well as 3-speed automatic transmission (called the Sportomatic). Production totals were 3,691 manual cars and 58 Sportomatic cars.
930 Turbo and Turbo Carrera 3.0-litre (1975–1977)Edit
Main article: Porsche 930
For the 1975 model year, Porsche introduced the first production turbocharged 911. Although called the 930 Turbo (930 being its internal type number) in Europe, it was marketed as the 930 Turbo Carrera in North America. The body shape incorporated wide wheel-arches to accommodate the wide 205/50R15 & 225/50R15 Pirelli P7 tyres, and a large rear spoiler often known as a "whale tail" on the early cars (modified from the original 1974 IROC design). They were initially fitted with a 3.0-litre engine 260 PS (190 kW; 260 hp) and four-speed manual transmission.
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Production of the first 400 units qualified the 930 for FIA Group 4 competition. With the racing version called the Porsche 934 of 1976 participating at the 24 Hours of Le Mans and other races including battles with the BMW 3.0 CSL "Batmobile". The FIA Group 5version called Porsche 935 evolved from the 934. Fitted with a slope nose or "slant nose", the 500+ PS car was campaigned in 1976 by the factory, winning the world championship title. Private teams went on to win many races, like Le Mans in 1979, and continued to compete successfully with the car well into the 1980s until the FIA and IMSA rules were changed.
930 Turbo 3.3-litre (1978–1989)Edit
Main article: Porsche 930
For the 1978 model year, Porsche revised the 930 with a larger 3.3-litre turbocharged engine with intercooler rated at 300 PS (220 kW; 300 hp). To fit the intercooler a newly designed "tea-tray" tail spoiler replaced the earlier whale tail spoiler. Porsche dropped the "Carrera" nomenclature for the North American markets and the car was simply called the Porsche 911 Turbo worldwide. The larger engine helped reduce some of the turbo lag inherent in the earlier models.
In 1989, a 5-speed manual transmission became available for the 930. The 930 was replaced in 1990 with the 964 turbo featuring the same 3.3-litre engine. There have been turbocharged variants of each subsequent generation of 911 since then.
911SC (1978–1983)Edit
In 1978, Porsche introduced the new version of the 911, called the '911SC'. Porsche reintroduced the SC designation for the first time since the 356SC (as distinguished from the race engined 356 Carrera). There was no Carrera version of the 911SC. The "SC" stands for "Super Carrera". It featured a 3.0-litre aluminum engine with Bosch K-Jetronic fuel injection and a 5-speed 915 transmission. Originally power output was 180 PS (130 kW; 180 hp), later 191 PS (140 kW; 188 hp) and then in 1981 it was increased to 204 PS (150 kW; 201 hp). The move to an aluminum engine was to regain case reliability, something missing for many years with magnesium. In 1981 a Cabriolet concept car was introduced at the Frankfurt Motor Show. The convertible body design also featured four-wheel drive, although this was dropped in the production version. The first 911 Cabriolet debuted in late 1982, as a 1983 model. This was Porsche's first cabriolet since the 356 of the mid-1960s. A total of 4,214 were sold in its introductory year, despite its premium price relative to the open-top targa.[17] Cabriolet versions of the 911 have been offered ever since.
In 1979, Porsche had made plans to replace the 911 with their new 928 company flagship. Sales of the 911 remained so strong, however, that Porsche revised its strategy and decided to inject new life into the 911 editions. 911 SC sales totaled 58,914 cars.[17]
Peter W. Schutz (CEO Porsche AG 1981–1987) wrote:
The decision to keep the 911 in the product line occurred one afternoon in the office of Dr. Helmuth Bott [de], the Porsche operating board member responsible for all engineering and development. I noticed a chart on the wall of Professor Bott's office. It depicted the ongoing development schedules for the three primary Porsche product lines: 944, 928 and 911. Two of them stretched far into the future, but the 911 program stopped at the end of 1981. I remember rising from my chair, walking over to the chart, taking a black marker pen, and extending the 911 program bar clean off the chart. I am sure I heard a silent cheer from Professor Bott, and I knew I had done the right thing. The Porsche 911, the company icon, had been saved, and I believe the company was saved with it.[18]
Carrera 3.2 (1984–1989)Edit
The replacement for the SC series came in 1984 as the 911 3.2 Carrera, reviving the Carrera name for the first time since 1977. This was the last iteration in the original 911 series, with all subsequent models featuring new body styling and new brake, electronic, and suspension technologies.
A new higher-displacement engine, a 3.2-litre horizontally opposed flat 6-cylinder unit, was utilized. At the time Porsche claimed it was 80% new.[19] The new swept volume of 3,164 cc was achieved using the 95 mm (3.7 in) bore (from the previous SC model) combined with the 1978 Turbo 3.3 crankshaft's 74.4 mm (2.9 in) stroke. In addition, higher domed pistons increased the compression ratio from 9.8 to 10.3:1 (9.5:1 for the US market). New inlet manifold and exhaust systems were fitted. The 915 transmission was carried over from the SC series for the first three model years. In 1987, the Carrera got a new five-speed gearbox sourced from Getrag, model number G50 with proven BorgWarner synchronizers. This slightly heavier version also featured a hydraulically operated clutch.
With the new engine, power was increased to 207 hp (154 kW; 210 PS) (at 5,900 rpm) for North American-delivered cars and to 237 PS (174 kW; 234 hp) (at 5,900 rpm) for most other markets. This version of the 911 accelerated 0–97 km/h (0–60 mph) in 5.4 seconds and had a top speed of 240 km/h (150 mph) as measured by Autocar. Factory figures were more modest: 0–60 mph time of 6.3 seconds for the US version and 6.1 seconds for cars outside the American market.
The brake discs were increased in size to aid in more effective heat dissipation and improved oil-fed chain tensioners were fitted to the engine. To improve oil cooling, a finned cooler replaced the serpentine lines in the front passenger fender well. This was further improved in 1987, with the addition of a thermostatically controlled fan.
Driving refinement and motor reliability were improved with an upgrade of the fuel and ignition control components to an L-Jetronic with Bosch Motronics 2 DME (Digital Motor Electronics system). An improvement in fuel efficiency was due to the DME providing a petrol cut-off on the overrun. Changes in the fuel map and chip programming from October 1986 further improved the power to 217 hp (162 kW; 220 PS) (at 5,900 rpm) for North American delivered cars as well as for other markets mandating low emissions, like Germany.
Three basic models were available – coupé, targa and cabriolet. The Carrera is almost indistinguishable from the SC with the external clue being the front fog lights that were integrated into the front valance. Only cosmetic changes were made during the production of the Carrera, with a redesigned dashboard featuring larger air conditioning vents appearing in 1986.
In 1984, Porsche also introduced the M491 option. Officially called the Supersport in the UK, it was commonly known as the "Turbo-look".[citation needed] It was a style that resembled the 930 Turbo with wide wheel arches and the distinctive "tea tray" tail. It featured the stiffer suspension shared with the turbo and the superior turbo braking system as well as the wider turbo wheels. Sales of the Supersport were high for its first two years in the United States because the desirable 930 was not available.
In 1985, Porsche introduced the first Carrera Club Sport prototype with the identification number WP0ZZZ91ZF100848. Later on in that year, a 911 Club Sport Row (Rest Of World) with the identification number WP0ZZZ91ZFS101166 was special ordered for a Porsche driver that was particularly inspired by the CS prototype on the track. From 1987 to September 1989, Porsche decided to produced 340 units for their customers that wanted a track inspired road car, The 911 Carrera Club Sport (CS) (option M637), is a reduced weight version of the standard Carrera purposely built for club racing, it gained engine and suspension modifications. The CS had a blueprinted engine with hollow intake valves and a higher rev limit, deletion of: all power options, sunroof (except one unit), air conditioning (except two units), radio, rear seat, undercoating, sound insulation, rear wiper, door pocket lids, fog lamps, front hood locking mechanism, engine and luggage compartment lights, lockable wheel nuts and even the rear lid "Carrera" logo, all in order to save an estimated 70 kg (150 lb) in weight. With the exception of CS cars delivered to the UK, all are identifiable by the "CS Club Sport" decal on the left front fender and came in a variety of colors, some special ordered. Some U.S. CS cars did not have the decal installed by the dealer; however, all have a "SP" stamp on the crankcase and cylinder head. The UK cars were all finished "Grand Prix White" with a red "Carrera CS" decal on each side of the car and red wheels. Although the CS was well received by the club racers, because it cost more than the standard 911, but had fewer comfort features. According to Porsche Club of America and Porsche Club Great Britain CS Registers, 21 are documented as delivered to the U.S. in 1988 with 7 in 1989, one to Canada in 1988 and 53 to the United Kingdom from 1987 to 1989.[citation needed]
In 1988, Porsche produced 875 examples of the CE or Commemorative Edition 911 Carrera in coupe, targa and cabriolet variants to mark the production of the 250,000th 911. Distinguishing features include special diamond blue metallic paint with color-matched Fuchs wheels, front and rear spoilers, and interior carpets and leather. These cars also featured Dr. Ferdinand Porsche's signature embroidered on the seats in the headrest area. Of the 875 examples produced, only 300 were imported to the US (120 coupes, 100 cabrios and 80 Targas), 250 were sold in Germany, 50 went to the UK, and the remainder to other countries.
For 1989, Porsche produced the 25th Anniversary Special Edition model to mark the 25th year of 911 production. The 1989 Porsche brochure lists production of 500 U.S. market cars, of which 300 were coupés (240 in silver metallic paint and 60 in satin black metallic), and 200 cabriolet models (160 in silver and 40 in black). All had "silk grey" leather with black accent piping and silk grey velour carpeting. Included were body color Fuchs wheels in 6x16 (front) and 8x16 (rear), stitched leather console with an outside temperature gauge and a CD or cassette holder, a limited-slip differential, and a short shifting gear lever, as well as small bronze "25th Anniversary Special Edition" badges.
The 911 Speedster (option M503), a low-roof version of the Cabriolet which was evocative of the 356 Speedster of the 1950s, was produced in limited numbers (2,104 units) starting in January 1989 until July 1989 as both a narrow body car and a Turbo-look. The narrow version production was 171 units. The Speedster started as a design under Helmuth Bott [de]in 1983 but was not manufactured until six years later. It was a two-seat convertible that featured a low swept windshield.[20]
Total production of the 911 3.2 Carrera series was 76,473 cars (35,670 coupé, 19,987 cabrio, 18,468 targa).[21]
According to the manufacturer in 2014, an estimate of around 150,000 of the 911 cars from the model years 1964 to 1989 are still on the road at that date.[22]
964 Series (1989–1993)Edit
Main article: Porsche 964
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For 1989 the 911 underwent a major evolution with the introduction of the Type 964. With technologies from the 959 flagship model, this would be an important car for Porsche, since the world economy was undergoing recession and the company could not rely on its image alone. It was launched as the Carrera 4, the "4" indicating four-wheel-drive, demonstrating the company's commitment to engineering. Drag coefficient was down to 0.32. A rear spoiler deployed at high speed, preserving the purity of design when the vehicle was at rest. The chassis was redesigned overall. Coil springs, ABS brakes and power steeringmade their debut. The engine was increased in size to 3,600 cc and was rated at 250 PS (180 kW; 250 hp). The rear-wheel-drive version, the Carrera 2, arrived a year later.
The 964 incarnation of the 911 Turbo returned in 1990 after an absence from the price lists. At first, it used a refined version of the 3.3 L engine of the previous Turbo, but two years later a turbocharged engine based on the 3.6 L engine of the other 964 models was introduced.
In 1990, Porsche introduced the ahead-of-its-time Tiptronic automatic transmission in the 964 Carrera 2, featuring adaptive electronic management and full manual control. The 964 was one of the first cars in the world offered with dual airbags standard (from 1991), the first being the 944 Turbo (from 1987).
In 1992, Porsche re-introduced a limited-edition RS model, inspired by the 1973 Carrera RS and emissions-legal in Europe only. In 1993, appeals from American customers resulted in Porsche developing the RS America of which 701 units were built. In 1994, the RS America returned with rear seats. A total of 84 RS America cars were made in 1994. However, while European RS was a homologation special, RS America was an option delete variant of the regular model. The RS 3.8 of 1993 had Turbo-style bodywork, a larger fixed whale tail in place of the electronically operated rear spoiler, and a 300 PS (220 kW; 300 hp) 3,746 cc (3.7 L) engine.
Since the RS/RS America was intended as a no-compromise, higher performance version of the 964, there were four factory options available: a limited-slip differential, AM/FM cassette stereo, air conditioning, and a sunroof. The interior was more basic than a standard 911 as well; for example, the interior door panels lacked the armrests and door pockets and had a simple pull strap for the opening mechanism.
964 Turbo (1990–1994)Edit
In 1990 Porsche introduced a Turbocharged version of the 964 series. This car is sometimes mistakenly called 965 (this type number actually referred to a stillborn project that would have been a hi-tech turbocharged car in the vein of the 959). For the 1991 through 1993 model years, Porsche produced the 964 Turbo with the 930's proven 3.3 L engine, improved to have a power output of 320 PS (240 kW; 320 hp). 1994 brought the Carrera 2/4's 3.6 L engine, now in turbocharged form and sending a staggering 360 PS (265 kW; 355 hp) to the rear wheels. With the 993 on the way, this car was produced through 1994 and remains rather rare.
993 Series (1994–mid 1998)Edit
Main article: Porsche 993
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The 911 was again revised for model year 1994 under the internal name Type 993. This car was significant as it was the final incarnation of the air-cooled 911 first introduced in 1964. Most enthusiasts and collectors consider the 993 to be the best of the air-cooled 911 series. As Car & Driver noted, "Porsche's version of the Goldilocks tale is the 993-generation 911, the one many Porschephiles agree that the company got just right," with an "ideal blend of technology and classic 911 air-cooled heritage."[23] Porsche itself refers to the 993 as "a significant advance, not just from a technical, but also a visual perspective."[24] "993s especially [are] widely regarded as the best the 911 ever got."[25]
The exterior featured all-new front and rear ends. The revised bodywork was smoother, having a noticeably more aerodynamic front end somewhat reminiscent of the 959. Styling was by Englishman Tony Hatter under the supervision of design chief Harm Lagaay and was completed in 1991.
Along with the revised bodywork, mechanically the 993 also featured an all-new multilink rear suspension that improved the car's ride and handling. This rear suspension was largely derived from the stillborn Porsche 989's rear multilink design and served to rectify the problems with earlier models' tendency to oversteer if the throttle or brakes were applied mid-corner. These modifications also reduced previous 911's lift-off oversteer problems to a much more moderate degree.
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The new suspension, along with chassis refinements, enabled the car to keep up dynamically with the competition. Engine capacity remained at 3.6 L, but power rose to 272 PS (200 kW; 268 hp) due to better engine management and exhaust design, and beginning with model year 1996 to 286 PS (210 kW; 282 hp). The 993 was the first Porsche to debut variable-length intake runners with the "Varioram" system on 1996 models. This addressed the inherent compromise between high-rpm power production and low-rpm torque production and was one of the first of its kind to be employed on production vehicles. However, the Varioram version with its OBD II had issues with carbon deposits, resulting in failed smog tests. This caused expensive repairs and made comparisons with the 1995 car (with OBD I and just 12 hp less) inevitable. Meanwhile, a new four-wheel-drive system was introduced as an option in the form of the Carrera 4, the rear-wheel-drive versions simply being called Carrera or C2. A lightweight RS variant had a 3.8 L engine rated at 300 PS (221 kW; 296 hp), and was only rear-wheel drive.
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The Targa open-topped model also made a return, this time with a large glass roof that slid under the rear window. The expensive air-cooled 993 Targa had a limited production run between 1996 and 1998. [Production numbers:[26] 1996: US/Can: 462 ROW: 1980, 1997: US/Can: 567 ROW: 1276, 1998: US/Can: 122 (100 Tiptronic / 22 Manual)]
As an investment, the 1997 and 1998 Carrera S version has proven the most desirable (apart from even rarer models such as the RS and Turbo S). "Many find that they are the best looking 911 there is and used prices have always seemed to reflect this. They command a hefty premium in today's market and the very best example wide body cars can be priced more than the higher mileage Turbos."[27] Of the widebody 993 series, "The purists will want 2 wheel drive and nothing else will do."[28] Similarly, purists will insist upon the manual transmission over the automatic "Tiptronic" version; this is even more true in the case of the 993 as compared with other models, because Porsche 993s were the first production model (apart from the 959 flagship sports car) to feature a 6-speed manual transmission.[29] The C2S wide-body 993 models are in scarce supply, with none built in 1995 or 1996, and just 759 units made for North America in 1997, with a final supply of 993 in 1998, for a total of 1,752 C2S examples overall.[30]
993 Turbo (1995–1997)Edit
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A Turbocharged version of the 993 was launched in 1995 and became the first standard production Porsche with twin turbochargers and the first 911 Turbo to be equipped with permanent all-wheel-drive (the homologated GT2 version based on the Turbo retained RWD). The similarity in specification and in performance levels inspired several comparison road tests with the 959.[31] The 3.6 L twin-turbocharged M64/60 engine is rated at 408 PS (300 kW; 402 hp)). The performance was outstanding at the time, as 0 to 97 km/h (60 mph) has been measured at 3.2 seconds, and the braking was even more impressive in 2.3 seconds from the same speed. The car's top speed was measured at 322 km/h (200 mph) at 7,000 rpm. The differences were striking - the 959 had a much smaller engine, sequential turbocharging and a computer-controlled all wheel drive system. The 993 turbo had parallel turbochargers, 3.6 litres of displacement, and a viscous coupling for the center differential in the AWD drivetrain. The turbo was only produced in 1996 and 1997 model years. The main difference was that the ECU in the 1996 model year could not be flashed for an upgrade, while the 1997 could. Additionally, the 1996 year had Porsche crested centre caps on the wheels, while the 1997 had turbo inscribed. Another difference is the motion sensor and map lights above the interior rear view mirror on the 1997 while the 1996 had no such devices.
In 1997, Porsche introduced a limited run of 183 units of the Sport version of the 993 turbo dubbed the turbo S. With 24 PS (18 kW; 24 hp) over the regular Turbo's 408 PS (300 kW; 402 hp), features include a scoop on the side right behind the doors for engine cooling and vents on the whale tail rear spoiler. Aside from an upgraded ECU mapping, a centre oil cooler behind the centre air intake at the front bumper was added.