All About PORSCHE Car

928 - Design

2009-01-06T23:40:00.000+07:00

The 928 featured a large, front-mounted and water-cooled V8 engine driving the rear wheels. Originally displacing 4.5 L and featuring a single overhead camshaft design, it produced 219 hp (163 kW/222 PS) for the North American market and 240 PS (176 kW/237 hp) in other markets. Porsche upgraded the engine from mechanical to electronic fuel injection in 1980 for US models, although power remained the same. This design marked a major change in direction for Porsche (started with the introduction of the 924 in 1976), whose cars had until then used only rear- or mid-mounted air-cooled flat engines with four or six cylinders.

Porsche utilized a transaxle in the 928 to help achieve 50/50 front/rear weight distribution, aiding the car's balance. Although it weighed more than the difficult-to-handle 911, its more neutral weight balance and higher power output gave it similar performance on the track. The 928 was regarded as the more relaxing car to drive at the time. It came with either a five-speed dog leg manual transmission, or a Mercedes-Benz-derived automatic transmission, originally with three speeds, with four speed from 1983 in North America and 1984 in other markets. More than half of production had the automatic transmission. Exact percentage of manual gearbox cars for entire production run is not known but its believed to be between 25 and 30%.

The body, styled by Wolfgang Möbius under guidance of Anatole Lapine, was mainly galvanised steel, but the doors, front fenders and hood were aluminium. It had a substantial luggage area accessed via a large hatchback. The new polyurethane elastic bumpers were integrated into the nose and tail and covered in body-coloured plastic; an unusual feature for the time that aided the car visually and reduced its drag. Porsche opted not to offer a convertible variant but some aftermarket modifiers offer convertible conversions.

The 928 qualified as a 2+2, having two small seats in the rear. Both rear seats could be folded down to enlarge the luggage area, and both the front and rear seats had sun visors for occupants. The 928 was also the first vehicle in which the instrument binnacle moved with the adjustable steering wheel.

The 928 included several other innovations such as the "Weissach Axle", an early all-wheel steering system that provides passive rear-wheel steering in certain off-throttle cornering situations, and an unsleeved, silicon alloy engine block made of aluminium, which reduced weight and provided a highly durable cylinder bore.

Porsche's design and development efforts paid off during the 1978 European Car of the Year competition where the 928 won ahead of the BMW 7-series and the Ford Granada. The 928 is the only sports car so far to have won this competition, where the usual winners are mainstream hatchbacks and sedans/saloons from major European manufacturers. This is regarded as proof of how advanced the 928 was compared to its contemporaries.

928 - Conception

2009-01-05T23:37:00.001+07:00

Porsche 928

Manufacturer	Porsche
Production	1977–1995
Class	Grand tourer
Body style(s)	2-door coupe
Layout	Front-engine, rear-wheel drive
Engine(s)	4.5 L V8 4.7 L V8 5.0 L V8 5.4 L V8
Transmission(s)	5-speed manual 3-speed automatic 4-speed automatic

The Porsche 928 is a grand tourer automobile sold by Porsche AG of Germany from MY 1978 to MY 1995, during which time it was one of their most expensive offerings.

In 1983 the 928S with 5-speed manual transmission and 4.7L-16v M28/19 engine was the fastest car sold in North America, at 146 mph. It was the fastest production road-car in the world in 1986, having been recorded at 172 mph (277 km/h) on the salt flats in Utah using an early 928 S4. ^[1]

Conception

By the late 1960s, Porsche had changed significantly as a company, and executives including owner Ferdinand Porsche were playing with the idea of adding a luxury touring car to the line-up. Managing Director Ernst Fuhrmann was also pressuring Ferdinand to approve development of the new model in light of concerns that the current flagship model at the time, the 911, was quickly reaching its maximum potential where it could soon no longer be improved upon. Slumping sales of the 911 seemed to confirm that the model was approaching the end of its economic life cycle. Fuhrmann envisioned the new range-topping model as being the best possible combination of a sports coupe and a luxury sedan, something well equipped and comfortable enough to be easily driven over long distances that also had the power, poise and handling prowess necessary to be driven like a sports car. This set it apart from the 911, which was a pure sports car.

Ordered by Ferry Porsche to come up with a production-feasible concept for his new model, Fuhrmann initiated a design study in 1971, eventually taking from the process the final specs for the 928. Several drivetrain layouts were considered during early development, including rear and mid-engined designs, but most were dismissed because of technical and/or legislative difficulties. Having the engine, transmission, catalytic converter(s) and exhaust all cramped into a small rear engine bay made emission and noise control more difficult, something Porsche was already facing problems with on the 911 and wanted to avoid. After deciding that the mid-engine layout didn't allow enough room in the passenger compartment, a front engine/rear wheel drive layout was chosen. Porsche also feared at the time that the U.S. government would ban the sale of rear-engined cars in response to the consumer outrage over the Chevrolet Corvair, started by Ralph Nader via his book "Unsafe at Any Speed"^{[citation needed]}.

Porsche engineers wanted a large-displacement motor to power the 928, and prototype units were built with a 5.0 L V8 producing close to 300 hp (220 kW). Very early units used one four-barrel carburetor, which was eventually rejected in favor of Bosch's K-Jetronic fuel injection system. When increasing concern within the company over the pricing and availability of fuel during the oil crisis of the 1970s became an issue of contention, smaller engines were considered in the interest of fuel economy. A push began for the development of a 3.3 L 180 hp (130 kW) powerplant they had drawn up specs for, but company engineers balked at this suggestion. Both sides finally settled on a 4.5 L, SOHC 16-valve V8 producing 240 PS (237 hp/177 kW) (219 hp (163 kW) in North America), which they considered to have an acceptable compromise of performance and fuel economy.

The finished car debuted at the 1977 Geneva Motor Show before going on sale later that year as a 1978 model. Although it won early acclaim for its comfort and power, sales were slow. Base prices were much higher than that of the previous range-topping model and its larger size; the 928's futuristic styling put off many purists who were more attracted to the more compact 911.

Fuhrmann's replacement, Peter Schutz, decided that the models should be sold side by side, feeling that the 911 still had potential in the company's line-up. Legislation against rear-engined vehicles also did not materialize. Although the 928 developed an avid fan following, it never sold in the numbers Fuhrmann had originally predicted and was discontinued in 1995.

959 - Performance and Racing

2009-01-04T23:31:00.001+07:00

Performance

'(mph)'

0-60: 3.6 s
0-100: 8.3 s
0-125: 12.7 s
0-140: 19.0 s
0-1/4 mile (~400 m): 11.8 s @ 119 mph (192 km/h) (standing)
Top Speed: + 197 mph (317 km/h)

'(km/h)'

0-100: 3.7 s
0-160: 8.3 s
0-200: 12.7 s
0-1000 meters: 21.6 s (standing)

Racing

When Porsche began development of the 959, it looked toward Group B racing as a road-racing laboratory with which to develop technology for production cars. When Group B became focused on rallying events, however, Porsche felt the relevance to production cars was greatly reduced, and the goal of the 959 project shifted to frank state-of-the-art, cost-no-object technological innovation.

Porsche 959 Rally variant

In 1984, however, three 911s modified to 959 specifications (due to the requirement that Group B cars be based on production cars with at least 200 built) were used in the Paris-Dakar Rally, with Jacky Ickx the prime motivator. By 1985 the 959 rally variant was ready, but it experienced a disappointing start: all three cars failed to finish. However, in 1986 the 959 finished 1-2. The 959 was never seriously considered for a Group B Rally season; the cost of completing a full season far outweighed any technical information that would have been gained.

1986 was also the year that the racing variant, the Porsche 961, made its debut at the 24 Hours of Le Mans. Driven by René Metge partnering Claude Ballot-Léna, it finished first in its class and 7th overall. It returned in 1987 but failed to finish after a spin while in 11th place. Thus ended the career of the 961.

959 - History

2009-01-03T23:28:00.001+07:00

Development of the 959 (originally called the Gruppe B) started in 1981, shortly after the company's then-new Managing Director, Peter Schutz, took his office. Porsche's head engineer at the time, Helmuth Bott, approached Schutz with some ideas about the Porsche 911, or more aptly, a new one. Bott knew that the company needed a sports car that they could continue to rely on for years to come and that could be developed as time went on. Curious as to how much they could do with the rear-engined 911, Bott convinced Schutz that development tests should take place, and even proposed researching a new all wheel drive system. Schutz agreed, and gave the project green light. Bott also knew through experience that a racing program usually helped to accelerate the development of new models. Seeing Group B rally racing as the perfect arena to test the new mule and its all wheel drive system, Bott again went to Schutz and got the go ahead to develop a car, based on his development mule, for competition in Group B.

Porsche 959 at the Boston Museum of Fine Arts in 2005

Porsche began with an engine they already had, and moved on with development from there. The powerplant, a twin turbocharged boxer six cylinder engine with an air-cooled block and water-cooled heads, displaced 2.85 liters, about half a liter less than a contemporary 911 engine. The motor had originally been developed for the "Moby Dick" race car and then been redeveloped slightly for the short-lived Porsche Indy Car and several other projects before being "tweaked" a last time for use in the 961, the 959's racing counterpart. The water-cooled cylinder heads combined with the air-cooled block, 4-valve heads and sequential turbochargers allowed Porsche to extract 331 kW (444 hp) from the compact, efficient and rugged power unit.^[3] The use of sequential twin turbochargers rather than the more usual identical turbochargers for each of the two cylinder banks allowed for smooth seamless delivery of power across the engine RPM band, in contrast to the abrupt on-off power characteristic that distinguished Porsche's other turbocharged engines of the period. It has been speculated the engine was capable of over 600 hp (450 kW) when fully tuned.^{[citation needed]} The engine was used, virtually unchanged, in the 959 road car as well.

In an attempt to create a rugged, lightweight shell, Porsche adopted an aluminium and Aramid (Kevlar or Twaron) composite for body use along with a Nomex floor, instead of the steel normally used on their production cars^[4]. The vehicle's weight of 3,190 pounds (1,450 kg) helped to achieve its high performance level.

2.85-l-Biturbo-Engine

Porsche also developed the car's aerodynamics, which were designed to increase stability, as was the automatic ride-height adjustment that became available on the street car (961 race cars had fixed suspensions). Its "zero lift" aerodynamics were a big part of keeping it drivable.^{[citation needed]} The 959 also featured Porsche-Steuer Kupplung (PSK) which was at the time the most advanced all-wheel-drive system in a production car.^{[citation needed]} Capable of dynamically changing the torque distribution between the rear and front wheels in both normal and slip conditions, the PSK system gave the 959 the adaptability it needed both as a race car and as a "super" street car. Under hard acceleration, PSK could send as much as 80% of available power to the rear wheels, helping make the most of the rear-traction bias that occurs at such times^[5] It could also vary the power bias depending on road surface and grip changes, helping maintain traction at all times. The magnesium alloy wheels were unique, being hollow inside to form a sealed chamber contiguous with the tire and equipped with a built-in tire pressure monitoring system ^[6].

Porsche 959

The 1983 Frankfurt Motor Show was chosen for the unveiling of the Porsche Group B prototype. Even in the closing hours of October 9, finishing touches were being applied to the car to go on display the next morning. After the first two prototypes, the bodywork was modified to include air vents in the front and rear wheel housings, as well as intake holes behind the doors. The first prototype modified like this was code named "F3", and was destroyed in the first crash test.^{[citation needed]}

The street version of the 959 debuted at the 1985 Frankfurt Motor Show as a 1986 model, but numerous issues delayed production by more than a year. The car was manufactured in two levels of trim, "Sport" and "Komfort", corresponding to the race version and the street version. First customer deliveries of the 959 street variant began in 1987, and the car debuted at a cost of $225,000 USD per unit, still less than half what it cost Porsche to build each one. Production ended in 1988. In total, 337 cars were built, including 37 prototypes and preproduction models^[7]. At least one 959 and one 961 remain in the Porsche historic hall in Stuttgart, Germany.

In 1992/1993, Porsche built a strictly limited batch of eight 959s assembled from spare parts from the inventory at the manufacturing site in Zuffenhausen^[8]. All eight were 'Komfort'-versions: four in red and four in silver. These cars were much more expensive (747,500 German Marks) than the earlier ones (420,000 German Marks). The later cars also featured a newly developed speed-sensitive damper system. The cars were sold to selected collectors after being driven by works personnel for some time^[9] and are today by far the most sought-after 959s.

The 959 was not street legal in the United States prior to 1999 when the "Show and Display" law was passed, although an unknown number were imported via the "grey market" during the late 1980s as show pieces. During the model's development, Porsche refused to provide the United States Department of Transportation with the four 959s they required for crash testing, and the car was never certified by the NHTSA for street use in the U.S. With the passage of "Show and Display" the crash test requirements were removed and importation of the 959 was allowed, assuming the car could meet the emissions standards applicable in 1987. The 959 can be fitted with a catalytic converter and a rechipped computer which allows it to meet those emissions requirements. However, most owners refuse to modify their 959s, and the cars remain collection pieces. Most 959s are in the hands of collectors, but a few do occasionally come to market, with prices in the region of 180,000 - 250,000 EUR (cars produced in 1987/1988). It is impossible to estimate the price of cars from the highly limited batch of 1992/1993 [Addition: 31.12.2008: One of the 1992/1993 Cars is currently for sale in Germany at a truck dealership near Goettingen, 13500KM, 12/1992, S-Version (545PS) for 320.000€]

The lessons learned from the 959 project about engine management, aerodynamics, suspension tuning and four wheel drive were what enabled the production life of the 911, once thought to be nearing obsolescence because of the extreme rearward placement of the engine, to be extended to the present day.

959

2009-01-02T23:25:00.001+07:00

Porsche 959

Manufacturer	Porsche
Production	1986–1989 (337 produced)^[1]
Successor	Porsche 911 GT1
Class	Sports car 200 produced
Body style(s)	2-door coupé
Layout	Rear-engine, four-wheel drive
Engine(s)	2847 cc turbocharged flat-6
Transmission(s)	6-speed manual
Wheelbase	2,272 mm (89.4 in)
Length	4,260 mm (168 in)
Width	1,840 mm (72 in)
Height	1,280 mm (50 in)
Curb weight	1,450 kg (3,200 lb)
Related	Porsche 911, Porsche 911 Turbo, Porsche 961

The Porsche 959 is a sports car manufactured by Porsche from 1986 to 1989, first as a Group B rally car and later as a legal production car designed to satisfy FIA homologation regulations requiring that a minimum number of 200 street legal units be built.^[2]

During its production run, it was hailed as being the most technologically advanced road-going sports car ever built and the harbinger of the future of sports cars: it was one of the first high-performance vehicles to use an all-wheel drive system; it provided the basis for Porsche's first all-wheel drive Carrera 4 model; and it convinced Porsche executives of the system's viability so well that they chose to make all-wheel drive standard on all versions of the 911 Turbo starting with the 993 variant. During its lifetime, the vehicle had only one other street legal peer with comparable performance, the Ferrari F40. The 959's short production run and performance have kept values high.

1983 Porsche 959 Concept Car

924 Carrera GTR at Le Mans - part 2

2009-01-01T05:03:00.000+07:00

Canon Cameras / GTI Engineering

Richard Lloyd's GTI Engineering was one of the most active 924 GTR racers. Often pairing with Andy Rouse and occasionally with Jonathan Palmer, the team enjoyed some success in the GT classes. GTI Engineering later raced a Porsche 956 in Group C. Richard Lloyd's roadgoing 924 Carrera GTS Club Sport was sold by his family after his death in 2008.

Results
1981 1000km Monza, 8th, GT class, #22
1981 6hr Silverstone, 11th, GT class, #22
1981 1000km Nurburgring, 15th, GT class, #43
1981 1000km Brands Hatch, 9th, GT class, #41
1982 1000km Monza, DNF, GTX class, #97
1982 6hr Silverstone, DNF, GTO class, #84
1982 1000km Nurburgring, 5th, GTO class, #58
1982 24hr Le Mans, DNF, GTO class, #84
1982 1000km Spa, 15th, GTO class, #84
1982 6hr Mugello, DNF, GTO class, #22
1982 1000km Brands Hatch, 17th, GTO class, #34

Thanks to Alain Jourdainne and Paul Kooyman for the photos. This car was for sale at John Starkey Cars in 2008.

Herman/Miller

The Herman/Miller car was entered into the 1982 24hrs of Le Mans under the BF Goodrich team name.

Results
1981 24hr Daytona, placed 22nd, #36
1981 12hr Sebring, DNS, #36
1981 6hr Watkins Glen, DNF, #36

These photos are from IMSA GT races in the US, which are yet to be listed. Many thanks to Mark Windecker. This is believed to be the car sold by Auto Collection at the Imperial Palace in Las Vegas in 2008.

Whitehall Promotions

Drivers Winters, Bergstrom

Results
1981 1000km Monza, 8th, GT class, #22
1981 6hr Watkins Glen, DNF, GT class, #79
1981 6hr Mosport, 13th, GTO class, #79
1981 500 miles Road America, 23rd, GTO class, #79

924 Carrera GTR at Le Mans

2008-12-31T05:00:00.000+07:00

There were no works 911 variants at Le Mans in 1980. In keeping with the company's move away from the 911*, Porsche entered three works 924 Carrera GTRs into the GTP class, as the first move to make the 924 the Le Mans winning successor to the 934/935 within three or four years. Although down on power (320bhp) against other entrants, the three 924 Carrera GTs acquitted themselves well, finishing 6th, 12th, and 13th due to reliability, and excellent handling at a wet Le Mans.

In 1981 Porsche entered a 924 Carrera GTP and a 944 LM, which used the new 2.5l engine later used in the 924S and 944. In 1982 924s were entered only by privateers, including two cars entered by BF Goodrich using road tyres. The 924 won the IMSA GTO class in 1981 and the IMSA GT class in 1982, but overall never bettered the Porsche works results, despite the customer cars having more power than the original works cars. After 1980 Porsche focused on mid-engined cars for the new Group C regulations for 1982, dominating the class and ending factory development of the 924 Carrera GTR.

The 924 Carrera GTRs used the standard 924 block, (931) cylinder head, crankshaft, and con-rods. The turbo and intercooler were much larger and moved to the inlet side and front of the engine bay respectively. An aluminium torque tube and titanium drive shafts lightened the drive train components. A 935-based gearbox was used.

*Paraphrased from Paul Frere's excellent book, "Porsche 911 Story"

At the end of 1980, Professor Ernst Fuhrmann (who had been in charge of Porsche's activities since the end of 1972) resigned from his office one year before his contract expired...Fuhrmann, under whose leadership the Porsche 924, 944, and 928 had been developed, was much more inclined to push these cars than the 911...But Dr Ferry Porsche, who had been the real "father" of the 911, had different views...Professor Fuhrmann's policy had led to a considerable reduction of the 911 development programme, but as soon as Peter Schutz took office [to Managing Director], in January 1981, the decision was taken to reactivate the development of the model".

1980-1982 924 Carrera GTR Le Mans results:

Year	Team	No.	Result	Drivers	Class	Links
1980	Porsche System	4	6th	Manfred Schurti, Jurgen Barth	GTP
	Porsche System	2	12th	Tony Dron, Andy Rouse	GTP
	Porsche System	3	13th	Derek Bell, Al Holbert	GTP

1981	Porsche System	1	7th	Jurgen Barth, Walter Rohrl	GTP
	Porsche System	36	11th (class win)	Manfred Schurti, Andy Rouse	IMSA GTO
	Eminence Racing	73	51st (DNF)	Jean-Marie Almeras, Jacques Almeras	Group 4
	Porsche Australia	74	DNQ	Colin Bond, Peter Brock	Group 4
	Canon / GTI	75	DNQ	Richard Lloyd, Andy Rouse	Group 4

1982	BF Goodrich	86	16th (class win)	Jim Busby, Doc Bundy, Marcel Mignot	IMSA GT	Video
	BF Goodrich	87	DNF	Paul Miller, Pat Bedard, Manfred Schurti	IMSA GT	Video
	Canon / GTI	84	DNF	Richard Lloyd, Andy Rouse	IMSA GT	Wiki

Le Mans photo acknowledgements and thanks to: Paul Kooyman, Jean-Philippe Legrand, Alain Jourdainne and Francois-Rene Alexandre at photos24hlemans.free.fr

Privateer World Championship racing 1981-84

Privateers entered 924 Carrera GTRs in World Championship races in 1981-4. The late Richard Lloyd's Canon Cameras / GTI Engineering and the Formel Rennsport Club teams were the most prolific. Canon/GTI Engineering later had success with a Porsche 956 in Group C. Any photos of any of the cars below are much appreciated, please send them to CGT924@hotmail.com, with any requests for acknowledgements and cross-links.

924 Carrera GT Technical Summary

2008-12-30T04:45:00.000+07:00

924 Carrera GT Technical Summary

The 924 Carrera GT uses a turbocharged version of the 924's 1984cc engine with an intercooler. A normally aspirated 924 makes 125bhp, the type 931 turbo 175bhp, and the addition of an intercooler brings the 924 Carrera GT up to 210bhp. Apart from lighter pistons, most of the engine internals are common to the Porsche 924 Turbo, which itself shares the majority of its parts with the 924.

911 parts were also used on the 937 that were not used on the 924 or 931: The 924 Carrera GT's 210 BHP goes through a 911 clutch plate, the transaxle is strengthened using 911 syncromesh rings, and the Fuchs wheels are lifted from the 911. The brakes and the Koni front dampers are shared with the later 944.

Externally the 924 Carrera GT is similar to a 931, but with wider polyurethane wings at the front and rear, and a polyurethane hood scoop. These, slightly lowered suspension, and the Fuchs alloys give the 924 Carrera GT a much more purposeful stance than a standard 924 or a 931. Inside the cabin the 924 Carrera GT is surprisingly comfortable, with electric mirrors and windows as standard, and A/C and a large lift out sunroof (UK models only) as options.

Only red, black, and silver 924 Carrera GTs were made, the 924 Carrera GTS was only available in red. The styling exercise and full race cars were white.

Engine

The 924 Carrera GT's engine is designated M31.50 with engine numbers beginning 3150. It generates 210 bhp at 6,000 rpm, or 105.8 bhp per litre, at a low 8.0:1 compression and was apparently the most fuel efficient engine in the 924 range.

The M31.50 uses the standard 1984cc cast-iron Porsche 924 block and uprated parts as used on the M31.30 Series II 931, such as the aluminium head, camshaft, and cooling system. There are few parts unique to the 924 Carrera GT, namely the lighter forged pistons made by Kolbenschmidt, a slightly larger version of the 931 KKK turbocharger running at 0.75 bar, and a unique - although still similar to the European Series II 924 Turbo unit - Digital Ignition Timing Computer (DITC). Total dry engine weight is 175kg including the turbo and intercooler.

	Manufacturer	Porsche #	Manf. ref	Figures
Pistons	(KS) Kolbenschmidt	931 103 042 01		86.50mm, 8:1 compression
DITC	Siemens	937 602 071 00
Turbocharger	KKK	931 123 002 10	K26-2660 GA 6.10	Compressor cover 5326 100 5104
				Compressor wheel 5326 100 6328
				Compressor exducer 66mm
				Compressor inducer 39.6mm
				Trim 36
Intercooler	Langerer & Reich	931 110 033 04	37091207, 68652

Transmission

Getrag produced the G31 gearbox for the 924 Turbo, and it is perhaps the strongest in the Porsche 924-944 range, much of which used an Audi-derived 016 transaxle. The G31 uses a number of parts from the 915 and 930 transmissions such as the baulk ring synchromesh and bearings.

The 924 Carrera GT gearbox is designated G31.03, serial numbers start 3103. It is similar to the 931 unit, with the same ratios, but has strengthened gear sets to handle the increased horsepower. A limited slip differential was an option on all G31 equipped cars. Like many racing gearboxes the G31 has a "dogleg" first gear; down and to the left, to reduce the risk of accidentally engaging first at speed. Second is where first would be on a normal H pattern box, third is where second is, etc, etc. Reverse is above first.

G31.03	1st	2nd	3rd	4th	5th	Final
Tooth count	10/36	16/34	24/35	28/31	37/27	9/35
Ratio	3.6000	2.1250	1.4583	1.1071	0.7297	3.8889
Max MPH*	32	54	79	104	157
RPM @ upshift		3,542	4,118	4,555	3,955

*Assuming 225/50/16 rear tyres and upshift at 6,000RPM.

Suspension

All Porsche 924s have MacPherson struts and coil springs at the front, trailing arms with torsion bars at the rear. The 924 Carrera GT has a lightly uprated version of the Series II Turbo suspension with strengthened rear trailing arms. Springs are from the pre-1980 924, which have a lowering effect on the 937. Porsche, Koni, and Bilstein dampers were specified as original equipment and are interchangeable with the 944. Koni and Bilstein dampers are widely available and are highly recommended as replacements. Double-check compatibility with front struts before buying. Either 21mm or 23mm front anti-roll bars could be specified, a 16mm anti-roll bar is fitted at the rear.

Damper brand	Front ref	Porsche #	Rear ref	Porsche #
Porsche		944 343 031 12		477 513 031 H
Koni	86-1980	944 343 031 11	80-2349	944 333 031 00
Koni adjustable	8641-1038 Sport		26-1209 Sport
Bilstein B6 Sport	P30-0040 (Boge struts)	477 412 059 A	B36-0161	477 513 031 A
Bilstein B6 Sport	P30-0104	944 343 059 00

Wheels, Brakes, Tyres

The 924 Carrera GT wore Fuchs alloys from the 911 Carrera:

	Size	Porsche #	Tyres	Shared with
Fuchs Front	7Jx15 ET23	911 361 020 41	215/60 VR15	911 SC
Fuchs Front (option)	7Jx16 ET23	911 362 115 00	205/55 VR16	911 SC
Fuchs Rear	8Jx16 ET23	911 362 117 00	225/50 VR16	930

All have ET23 offsets and five nuts with 130 PC diameter, the same specifications can be found on certain 911, 930, and 944 wheels. Spacers are employed on the rear wheels to further widen the track.

The 924 and 931 had 6x14-16 inch wide wheels with ET20 offsets, giving them a narrower track and therefore incompatible as a direct swap onto a 924 Carrera GT. Conversely, the 911 wheels used on the GT are unlikely to fit on an unmodified 924 or 924 Turbo; the wider front and rear wings are required to accomodate them.

The 924 Carrera GT uses the same floating calipers as the 924 Turbo and were carried forward to the 1982-5 944. The GT also has plastic vents that duct cool air from the front bumper to the discs.

924 Carrera GT

2008-12-29T04:37:00.000+07:00

924 Carrera GT

The Porsche 924 was a design commission undertaken by Porsche for VW/Audi that was abandoned by the client and sold back to Porsche late in development, with Audi agreeing to build the car at its Neckarsulm plant. The Porsche 924 was a hit and brought in much needed cash after the company hit trouble following the 1970s oil crisis. About 125,000 Porsche 924s and 14,000 924 Turbos (officially designated Porsche 931) were sold between 1976 and 1985.

In 1979 Porsche submitted a styling exercise to the Frankfurt Motor Show to introduce ideas that shaped the look of the forthcoming 944. The following year, the company entered the 924 at Le Mans, and needed to homologate a race car to meet Group 4 racing regulations (although the racers were eventually entered in the GTP class). The homologation version was called the 924 Carrera GT and was a developed 924 Turbo incorporating wider front and rear wings similar to those seen on the well-received styling exercise.

Porsche made 406 924 Carrera GTs in 1981, including six prototypes. LHD cars are designated type 937, RHD are 938 (75 made). The 924 Carrera GT makes 210bhp from a developed 924 Turbo engine, weighs 1,180 kilos, has 49/51 weight distribution, handles well, is reliable, has racing pedigree, and is one of the cheapest Porsches to maintain.

A step up from the 924 Carrera GT is the GTS, of which 59 were made in the Stuttgart factory. These are more powerful than the 924 Carrera GT thanks largely to running increased boost and are easily distinguished by the perspex headlamp covers replacing the pop-up headlights on the GT, and an intercooler in front of the engine rather than on top of it. 15 of the 59 were Club Sport cars, which had a roll cage and were even more powerful and lighter than the GTS.

19 full race 924 Carrera GTRs were produced, of which nine either raced or qualified at Le Mans.

Variants

Variant	# Made	Power/torque	Boost	Weight	0-60, VMAX	Notes
924 Carrera GT	406 (75 RHD)	210bhp, 203lb/ft	0.75 bar	1,180kg	6.9s, 150mph	Red, silver, black
924 Carrera GTS	44	245bhp, 247lb/ft	1.0 bar	1,121kg	6.2s, 155mph	LHD red only
924 Carrera GTS CS	15	270bhp, 247lb/ft	1.1 bar	1,060kg	5.2s, 158mph	LHD red only
924 Carrera GTR	19	320bhp+	N/A	930kg	4.7s, 180mph+

924S

2008-12-28T04:32:00.001+07:00

924S

Porsche 924S in Guards Red.

In 1984 VW decided to stop manufacturing the engine blocks used in the 2.0 924, leaving Porsche with a predicament. The 924 was considerably cheaper than its 944 stablemate, and dropping the model left Porsche without an affordable entry-level option. The decision was made to equip the narrower bodied 924 with a slightly detuned version of the 944's 163bhp 2.5 litre straight four, upgrading the suspension but retaining the 924's early interior. The result was 1986's 150bhp 924S. Porsche also decided to re-introduce the 924 to the American market with an initial price tag of under $20,000.

1987 saw Porsche release the limited edition 924S Le Mans. Available only in Alpine White or Black, it had uprated suspension and cosmetically upgraded interior and exterior. In Le Mans spec, the S' 2.5 litre engine produced an additional 10bhp, taking the total to 160. The Le Mans also came with an electric tilt and slide sunroof as standard (normally an option). A total of 980 924S Le Mans were manufactured during the 1987 model year; 813 in black (the only colour available for the US market) and 167 white cars.

In 1988, the 924S' final year of production, power increased to 160bhp matching that of the previous year's Le Mans spec cars and the base model 944 (itself detuned by 3bhp for 1988). This was achieved using different pistons which raised the S' compression ratio from 9.7:1 to 10.2:1, the knock-on effect being an increase in the octane rating, up from 91RON to 95. This made the 924S faster than the base 944 due to its lighter weight and more aerodynamic body.

With unfavourable exchange rates in the late 1980s, Porsche decided to focus its efforts on its more upmarket models, dropping the 924S for 1989 and the base 944 later that same year.

924 Turbo

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Walter Röhrl's 1981 924 Carrera GTS driven during the 2008 Rallye Deutschland.

Porsche executives soon recognised the need for a higher-performance version of the 924 that could bridge the gap between the basic 924 and the 911s. Having already found the benefits of turbochargers on several race cars and the 1975 911 Turbo, Porsche chose to use this technology for the 924, eventually introducing the 924 Turbo as a 1978 model.

Porsche started with the same Audi-sourced 2.0 L I4, designed an all new cylinder head (which was hand assembled at Stuttgart), dropped the compression to 7.5:1 and engineered a KKK K-26 turbocharger for it. With 10 psi (70 kPa) boost, output increased to 170 hp (127 kW). The 924 Turbo engine assembly weighed about 65 lb (29 kg) more, so front spring rates and anti-roll bars were revised. Weight distribution was now 49/51 compared to the original 924 figure of 48/52 front to rear.

In order to help make the car more functional, as well as to distinguish it from the naturally-aspirated version, Porsche added a NACA duct in the hood and air intakes in the badge panel in the nose, 15-inch spoke-style alloy wheels, four-wheel disc brakes with 5 stud hubs and a five-speed transmission. Forged 16" flat wheels from the 928 were optional.

Internally, Porsche called it 931 (left hand drive) and 932 (right hand drive), much like the 911 Carrera Turbo, which had been "Type 930". These designations are commonly used by 924 aficionados.

The turbocharged engine allowed the 924's performance to come surprisingly close to that of the 911 SC (180 bhp), thanks in part to a lighter curb weight, but it also brought reliability problems.

Intense heat in the engine bay lead to short turbocharger life and turbo-related seal and seat problems. To fix the problems, Porsche released a revised 924 Turbo series 2 (although badging still read 924 Turbo) in 1981. By using a smaller turbocharger running at increased boost, slightly higher compression of 8:1 and an improved fuel injection system with DITC ignition triggered by the flywheel, reliability improved and power rose to 177 hp (132 kW).

After a successful sales run of both naturally-aspirated and turbo models, in 1981 Porsche decided to surprise everyone and a new 924 variant was unveiled at Le Mans 24 Hours.

By adding an intercooler, increasing compression to 8.5:1 as well as various other little changes, Porsche was able to develop the 924 Turbo into the race car they had wanted, dubbing it the 924 Carrera GT.

A 924 Carrera GTR campaigned by GTi Engineering in 1982 and 1982.

Visually it differed to the 931 in that it had polyurethane plastic front and rear flared guards, a polyurethane plastic front spoiler, a top mounted air scoop for the intercooler, a much larger rubber rear spoiler and a flush mounted front windscreen. It lost the 931's NACA duct in the hood but retained the air intakes in the badge panel. This more aggressive styling was later used for as motivation for the 944.

In order to comply with the homologation regulations, the 924 Carrera GT and later 924 Carrera GTS were offered as road cars as well, producing 210 and 245 hp (157 and 183 kW) respectively. Clubsport versions of the GTS were available with a factory included Matter rollcage and race seats. 924 Carrera GT variations were known by model numbers 937 (left hand drive) and 938 (right hand drive).

The ultimate development of the 924 in its race trim was the 924 Carrera GTR race car, which produced 375 hp (280 kW) from a highly modified version of the 2.0 L I4 used in all 924s except for the 944 Carrera GTP which used a highly modified as yet unreleased 944 2.5 litre DOHC 16v Porsche unit. This last model variant came 7th overall at Le Mans 24 Hours and spent the least time out of any other car in the pits.

Production of the 924 Turbo ceased in 1982 except for the Italian market which lasted until 1984. This is due to the restrictions on engines larger than 2 liters, putting the 2.5 liter 944 into a much higher tax category.

Porsche 924 - History

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History

The 924 was originally intended to be Volkswagen's flagship coupé sports car. Volkswagen commissioned Porsche to design the car (VW project number 425), who developed a fresh chassis and transmission that would work with an existing Audi I4 engine. They also handled the suspension, and the interior and exterior design. Porsche decided on a rear wheel drive layout, and chose a rear transaxle to help provide 48/52 front/rear weight distribution. This slight rear weight bias, despite the front mounted engine, aided both traction and brake balance.

Due to growing concern over the 1973 oil crisis and a change of directors at Volkswagen, they put the 425 project on hold, eventually dumping it entirely after their decision to move forward with the Volkswagen Scirocco model instead. Porsche, who needed a model to replace the 914, made a deal with Volkswagen leadership, agreeing to buy the design for an undisclosed figure—some suggest 100 million DM, others say 160 million—but most agree it was less than the amount Volkswagen paid Porsche to design it.

The deal specified that the car would be built at the ex-NSU factory in Neckarsulm located north of the Porsche headquarters in Stuttgart, the Volkswagen employees would do the actual production line work and that Porsche would own the design. It became one of Porsche's best-selling models to date, and the relative cheapness of building the car made it both profitable and fairly easy for Porsche to finance.

The original design used an Audi-sourced four-speed manual transmission for the 924 mated to VW's EA831 2.0 L I4 engine, previously used in the Audi 100 and Volkswagen LT van and producing 95 hp (71 kW) in North American trim. This was brought up to 110 hp (87 kW) in mid-1977 with the introduction of a catalytic converter, which reduced the need for power-robbing smog equipment. The four-speed manual was the only transmission available for the initial 1976 model. An Audi three speed automatic was offered starting with the 1977.5 model.

European models, which didn't require any emissions equipment, made 125 hp (93 kW). They also differed visually from the US spec model by not having the US cars' low-speed impact bumpers and the round reflectors on each end of the body.

A 5-speed transmission, available starting in 1979, was a "dogleg" Porsche unit, with first gear below reverse on the left side. This was troublesome and was quickly replaced for 1980 with a normal H-pattern Audi five speed. The brakes were solid discs at the front and drums at the rear. The car was criticised in Car and Driver magazine for this braking arrangement, which was viewed as a step backward from the 914's standard four-wheel disc brakes. However, four wheel disc brakes, five stud hubs and alloys from the 924 Turbo were available on the base 924 as an "S" package starting with the 1980 model year.

The overall styling was penned by Dutchman Harm Lagaay, a member of the Porsche styling team, with the hidden headlights, sloping bonnet line and grille-less nose giving the car its popular wedge shape. The car went on sale in the USA in July 1976 as a 1977 model with a base price of $9,395. Porsche made small improvements to the 924 each model year between 1977 and 1985, but nothing major was changed.

J. Pasha, writing in Excellence magazine, at the time, described the 924 as "the best handling Porsche in stock form".

Porsche 924

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Porsche 924

Manufacturer	Volkswagen AG
Production	1976–1988
Predecessor	Porsche 914
Successor	Porsche 944
Class	Sports car
Body style(s)	2+2 coupé
Layout	FR layout
Engine(s)	2 L, 2.5 L water cooled I4
Length	924 4200 mm (165.4 in)
Width	924 1685 mm (66.3 in)
Height	924 1270 mm (50 in)
Curb weight	924 1080 kg (2381 lb)
Designer	Porsche AG

The Porsche 924 is an automobile produced by Porsche AG of Germany from 1976 to 1988. A two-door, 2+2 coupé, the 924 replaced the 914 as the company's entry-level model, and was the model that finally retired the 912. It was the first Porsche model powered by a water-cooled, front-mounted engine to make production, although the similarly-configured 928 was designed before the 924. The front-engine, rear wheel drive arrangement was normal for most other manufacturers, but it was unusual for Porsche, who had previously only used mid or rear-mounted engines of a boxer configuration, all of which had been air-cooled.

The first official appearance of the 924 took place in November 1975 (as a press launch rather than a motorshow appearance) at the harbour at La Grande Motte, Camargue in the south of France. The model was a success and not only helped to take Porsche out of financial ruin, but created the revenue stream needed to continue building and developing the 911. The 924 was replaced by the 944 in 1983 in the US market, but continued to be produced until 1985 for other markets.

For the 1986 to 1988 model years the car acquired the powerplant from the 944 model and became the Porsche 924S.

Porsche 914-6 GT

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Porsche 914-6 GT

Manufacturer	Porsche
Production	1970 – 1972
Predecessor	Porsche 912
Successor	Porsche 924
Class	Sports car
Body style(s)	Targa Coupe
Layout	Mid engined
Engine(s)	2.0 L flat-6

The Porsche 914-6 GT was a race car built and sold collaboratively by Volkswagen and Porsche.

History

The Porsche 914 was introduced in September 1969 as a collaborative effort between Porsche and Volkswagen to produce a sporty car. The car they came up with was a mid-engined vehicle with seating for two and featured a targa top. A 4-cylinder boxer engine provided the power. Volkswagen need a vehicle to replace the aging Karmann-Ghia while Porsche was looking for another option to add to their line up. The VW bodied vehicles were known as 914/4s, while the Porsche variants were known as 914/6s. However, all 914's sold in North America were sold as Porsches.

The car sits very low and the suspension is stiff making it a great competition car rather than a touring car. The headlights hide in the hood and pop-up when needed. The targa top can be stored in the trunk.

The horizontally opposed flat-four engine is mid-mounted and came in three differnent sizes, 1.7, 1.8 or 2 liter. The 1.7 liter engine produced 80 hp (60 kW), the 1.8 produced 79, and the 2.0 liter engine produced 95. A five-speed manual gearbox was standard equipment on all models.

The 914/6 was short lived with only 3360 examples produced between 1970 and 1972. All featured the 2.0 liter flat-six engine. It was raced using different engine configurations. This included the 'T' specification, which was basically a stock 911 engine. Another popular configuration was to use a converted Carrera 6 engine.

In 1970 Porsche entered a 914/6 GT in the grueling 24 hours of Le Mans race. It finished 6th overall and won its class. A remarkable accomplishment. This was only one chapter in the vehicles extensive racing career which continues even to this day.

Porsche 914 - Technical Information

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Technical Information

Chassis numbers

Porsche 914 chassis numbers from 1970 to 1976
Year	914/4	914/6	916
1970	4702900001 – 4702913312	9140430001 – 9140432668
1971	4712900001 – 4712916231	9141430001 – 9141430443
1972	4722900001 – 4722921580	9142430001 – 9142430240	9142330011 – 9142330022
1973	4732900001 – 4732927660
1974	4742900001 – 4742921370
1975	4752900001 – 4752911368
1976	4762900001 – 4762904100

Distinguishing marks

During the evolution of the model, certain characteristics of the car changed. An observer can use those traits to indicate which year a particular 914 model was made. The most distinguishable trait are the bumpers. Between 1970 and 1972, both front and rear bumpers were flat across and available in either chrome or painted metal. In 1973, bumper stops were added to the front of the car. And in 1974, bumper stops were also added to the rear of the car. In 1975 and 1976, the big black bumper years, the bumpers were rubber covered and heavy. Some people like the smooth look of the later bumpers, but most prefer the lighter weight chrome ones. Many people have backdated their bumpers, so this is not always a tell all, but certainly a good starting point for identity.

Another way to distinguish 914's is by the plastic piece that goes around the headlight. White ones are from the first 914s to mid-production of 73. After that, it was a black plastic. Another feature to distinguish the 914 by year is if it has a movable passenger seat, it is 72 and later, while the 71 and earlier had a fixed passenger seat.

State of the 914 fleet today

A well-preserved 914 on public display

Estimates of the number of surviving 914s vary wildly. Because of the cost and availability of repair parts compared to the inexpensive cost of a new chassis, many cars with serious but repairable damage were salvaged over the years. In fact many cars were cut up over the years with the purpose of saving other cars. The increasing scarcity of clean cars is driving up the value of the model.

While the 914 has been out of production for over 30 years, many repair parts are still available. In large part this is due to small companies which specialize in 914 parts, as well as many active car clubs. While a few parts are considered scarce and expensive, (such as US-spec rear turn signal lenses and D-Jetronic Manifold Pressure Sensors), most are available from a variety of mail-order sources while still others are tooled and manufactured. Due to its nimble handling and the low cost of a basic 914, the "poor man's" Porsche of the 1970s has become the poor man's weekend racing car on amateur racing circuits.

Many enthusiasts see the 914 as a blank canvas upon which to create their own automotive dreams. Owners have modified the original four cylinder motors to upwards of 170 hp (127 kW). Many owners instead choose to swap different engines into the 914's sizeable engine bay. These swaps range from Volkswagen turbodiesels, to 911 engines (following in the foosteps of the much sought after 914/6) or Corvair air-cooled sixes, to a small-block Chevy V8. Recently, swaps of Subaru engines have gained popularity among the non-Porsche purists. The 914 is also the base for an electric vehicle conversion kit.

Body modifications are another popular way to personalize a 914. Some of these are simple, such as bolting on fiberglass bumpers that aid the 914 into morphing into a look of the 916 prototype. Some are more extensive, such as installing steel or fiberglass fender flares a la the super-rare 914/6 GT. Some involve completely changing the appearance of the car, often to resemble some other mid-engine car, such as the Porsche 904 or the Ferrari Testarossa. Others produce a style all their own such as the Mitcom Chalon, which marries the slant nose appearance of the Porsche 935 with flared fenders that maintain the distinctive 914 rear end. A fiberglass kit was offered in the 1990s dubbed the 9014 was designed as a way to save a derelict 914 too expensive to repair by conventional methods. The 9014's design was inspired by the famous Porsche 904 yet heavily modified to fit the 914 chassis. Over 100 kits were sold before the market changed, and increased 914 values made many more 914s practical to restore. Several suppliers still offer the kit to this day.

Porsche 914 - Design Evolution

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Design evolution

The unique rear of the Porsche 914

Volkswagen versions originally came with an 80 hp (60 kW) fuel-injected 1.7 L flat-4 engine based on the Volkswagen air cooled engine. Porsche's 914/6 variant came with a carbureted 110 hp (82 kW) 2.0 L flat-6 engine, taken from the 1969 911T. The engine was placed amidships, in front of a version of the 1969 911's "901" gearbox set up for mid-engine operation. Karmann manufactured the rolling chassis at their own plant, then either sent them to Porsche for fitment of the Porsche suspension and flat-six engine or kept them in house for Volkswagen hardware. 914/6 models used a similar suspension and brakes to the 911, giving the car handling and braking superiority over the 4-cylinder Volkswagen models in addition to higher power output. A Volkswagen-Porsche joint venture, Volkswagen of America, handled export to the U.S., where both versions were badged and sold as Porsches. In Europe, the four-cylinder cars were sold as Volkswagen-Porsches, at Volkswagen dealerships. This "tainted" the car in the opinion of many automotive critics of that era, and a little of that attitude persists to this day.

Slow sales and rising costs prompted Porsche to discontinue the 914/6 variant in 1972 after producing 3,351 of them; its place in the lineup was filled by a variant powered by a new 95 hp (71 kW) 2.0 L, fuel-injected version of Volkswagen's Type 4 engine in 1973. For 1974, the 1.7 L engine was replaced by a 76 hp (57 kW) 1.8 L, and the new Bosch L-Jetronic fuel injection system was added to American units to help with emissions control. 914 production ended in 1976. The 2.0 L flat-4 engine continued to be used in the 912E, which provided an entry-level model until the 924 was introduced.

The 914 was Motor Trend's Import Car of the Year for 1970^[2] and a 914/6 piloted by Frenchmen Claude Ballot-Lena and Guy Chasseuil won the GTS class and finished sixth overall at the 1970 24 Hours of Le Mans^[3].

Porsche 914 - Development

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Manufacturer	Porsche
Also called	VW-Porsche 914
Production	1969–1976 118,978 produced^[1] 914/4: 115,646 914/6: 3,332
Predecessor	Porsche 912
Successor	Porsche 924
Class	Sports car
Body style(s)	Targa Coupe
Layout	Rear mid-engine, rear-wheel drive
Engine(s)	1.7 L, 1.8 L, 2.0 L flat-4 2.0 L flat-6
Wheelbase	2450 mm (96.5 in)
Length	3985 mm (156.9 in)
Width	1650 mm (65 in)
Height	1230 mm (48.4 in)
Curb weight	940 kg (2072 lb)−995 kg (2194 lb)

Development

By the late 1960s, both Volkswagen and Porsche were in need of new models; Porsche was looking for a replacement for their entry-level 912, and Volkswagen wanted a new range-topping sports coupe to replace the Karmann Ghia. At the time, the majority of Volkswagen's developmental work was handled by Porsche, part of a setup that dated back to Porsche's founding; Volkswagen needed to contract out one last project to Porsche to fulfill the contract, and decided to make this that project. Ferdinand Piëch, who was in charge of research and development at Porsche, was put in charge of the 914 project.

Porsche 914 and the car it replaced at the top of VW's line, the Type 34 Karmann Ghia

Originally intending to sell the vehicle with a flat four-cylinder engine as a Volkswagen and with a flat six-cylinder engine as a Porsche, Porsche decided during development that having Volkswagen and Porsche models sharing the same body would be risky for business in the American market, and convinced Volkswagen to allow them to sell both versions as Porsches in North America.

It appeared to be a perfect win-win situation. On March 1st, 1968 the first 914 prototype was presented. However, development became complicated after the death of Volkswagen's chairman, Heinz Nordhoff, on April 12th, 1968. His successor, Kurt Lotz, was not connected with the Porsche dynasty and the verbal agreement between Volkswagen and Porsche fell apart.

In Lotz's opinion, Volkswagen had all rights to the model, and no incentive to share it with Porsche if they would not share in tooling expenses. With this decision, the price and marketing concept for the 914 had failed before series production had even begun. As a result, the price of the chassis went up considerably, and the 914/6 ended up costing only a bit less than the 911T, Porsche's next lowest price car. This had a serious effect on sales, and the 914/6 sold quite poorly. In contrast, the much less expensive 914-4 became Porsche's top seller during its model run, outselling the 911 by a wide margin, with over 118,000 units sold worldwide.

Chart of 914 development

Porsche 914 road vehicle history of 1969 to 1976
Model	Power	1960s										1970s
		0	1	2	3	4	5	6	7	8	9	0	1	2	3	4	5	6	7	8	9
914
914/4	59 kW/80 PS
914/6	81 kW/110 PS
914 1.7	59 kW/80 PS
914 1.8	56 kW/76 PS (USA); 63 kW/85 PS (RoW)
914 2.0	70 kW/95 PS (USA); 74 kW/100 PS (RoW)
914 2.0 (only in US)	65 kW/88 PS

Porsche 912

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Porsche 912

Manufacturer	Porsche
Production	1965 – 1969 1976 (as the 912E)
Predecessor	Porsche 356
Successor	Porsche 914
Class	Sports car
Body style(s)	Coupé
Layout	RR layout
Engine(s)	1582 cc flat-4 1972 cc flat-4
Wheelbase	2255 mm (88.8 in)^[1]
Length	4135 mm (162.8 in)
Width	1600 mm (63 in)
Height	1320 mm (52 in)
Curb weight	965 kg (2127 lb)
Fuel capacity	61 L (16.1 US gal/13.4 imp gal)

The Porsche 912 was a sports car manufactured by Porsche of Germany between 1965 and 1969 as their entry-level model. The 912 was a nimble-handling compact performance four-seat vehicle, delivering 90 SAE horsepower at 5800 rpm.^[2] The 912 was also capable of up to 30 miles per US gallon (13 km/l/36 mpg_-imp) fuel economy. This combination was possible because of a high-efficiency petrol engine, low weight, and low drag. A variant of the Type 911, one of the most famous and successful sports cars of all time, the Type 912 initially outsold the 911, boosting the manufacturer's total production until success of the 911 was assured.

History

After the discontinuation of the 356 model in 1965, Porsche was left with the pricey new 911 as their only offering. Fearing that its considerable price increase over the 356 would cost the company sales and narrow the appeal of the brand, a decision was made by executives to introduce a new entry-level model. Built on the 911's chassis and sharing its bodyshell, Porsche was able to offer the 912 for much less than a base-model 911 by using the four-cylinder engine from the 356 rather than the 911's "flat" six-cylinder powerplant and by reducing the number of standard features. The proven reliability of the 356's engine combined with the 911 bodywork and low price made the 912 a very attractive buy to both new and old customers, and it substantially outsold the 911 during the first few years of production: Porsche produced slightly more than 30,000 units during its five-year production run. 912s were also used as police (polizei) cars in Europe, including Targas (Porsche's patented variation of a cabriolet with lift-off folding top, rollbar, and an openable plastic rear window). In April 1967, the Porsche factory's Christophorus magazine noted: "On 21 December, 1966, Porsche celebrated a particularly proud anniversary. The 100,000th Porsche, a 912 Targa outfitted for the police, was delivered."

After updating the 911 line-up to include both a more powerful 911S and a less expensive 911T, Porsche executives began to feel that the 912 had become redundant, that the 911 platform was sufficiently diverse and that pricing had largely come into line with market expectations. Owing to this and the desire to introduce a new model, the 912 was discontinued and superseded as Porsche's entry-level model by the 914 in 1970; a vehicle which Porsche had thought would be less expensive for them to manufacture and sell than the 912.

After a six year absence, the model was re-introduced to North America in 1976 as the 912E to occupy the entry-level position left vacant by the discontinuation of the 914, while the new 924 – the 914's official replacement – was being finalized and put into production. The new 912 featured the "G-Series" 911 bodywork and was powered by a 2.0 L version of the Volkswagen air cooled engine, previously used in late-model versions of the 914/4. 2,099 were manufactured in total, and were not officially sold outside the United States.

Motorsport

Sold to the public for street use, the Porsche 912 was also raced, including rally events. Factory Rally Kits were available that included anti-roll bars, racing brake pads, and a dead pedal rest. In 1967 the 912 played a part in Porsche rally history when independent driver Sobiesław Zasada drove a 912 to win the European Rally Championship for series touring cars.

911 3.2 Carrera / E, F, G, H, I, J and K series (1983–1989)

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1986 Porsche 911 Carrera Cabriolet

With the 911’s future ensured , 1983 saw the launch of a replacement for the successful SC series. It was the MY 1984 911 3.2 Carrera, reviving the Carrera name for the first time since 1975. The 911 3.2 Carrera was the last iteration in the original 911 series, with all subsequent models featuring new body styling with new brake, electronic and suspension technologies.

A new higher displacement motor, a 3.2 liter horizontally opposed flat 6 cylinder, was utilized. At the time Porsche claimed it was 80% new.^[7] The new swept volume of 3164 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 (although only 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 Borg-Warner synchronizers. This slightly heavier version also featured a hydraulically-operated clutch.

With the new engine, power was increased to 207 bhp (154 kW/210 PS) at 5900 rpm for North American-delivered cars and to 231 bhp (172 kW/234 PS) at 5900 rpm for most other markets. This version of the 911 accelerated 0– 60 mph (97 km/h) in 5.4 seconds and had a top speed of 150 mph (240 km/h) as measured by Autocar. Factory times 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 a 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 & chip programming from October 1986, further improved the power to 217 bhp (162 kW/220 PS) at 5900 rpm for North American delivered cars as well as for other markets requesting low emissions, like Germany. Custom-mapped chips remain a popular upgrade. The fuel relay that is mounted externally on the DME is known to be a weak point of the system.

Three basic models were available throughout the Carrera years – coupe, targa and cabriolet. When launched in 1984 in the United States, the prices of the 911 Carrera lineup were $31,950 for the coupe, $33,450 for the targa and $36,450 for the cabriolet.^[8] Almost indistinguishable from the SC, external clues are the front fog lights, which were integrated into the front valance in the Carrera. Very modest cosmetic changes were made throughout the lifespan of the Carrera, with a redesigned dash featuring larger air conditioning vents appearing in 1986.

Two special editions of the Carrera were produced – the "Commemorative Edition" in 1988 to commemorate 250,000 911s produced and an "Anniversary" edition in 1989 which was the model’s 25th year of production. Both were cosmetic packages with limited production.

In 1984, Porsche also introduced the M491 option. Officially called the Supersport, it was commonly known as the "Turbo-look". It was a style that resembled the Porsche 930 Turbo with wide wheel arches and the distinctive "tea tray” tail. It featured the stiffer turbo suspension and the superior turbo braking system as well as the wider turbo wheels. Sales of the Supersport were particularly strong for its first two years in the United States because the desirable 930 was not available.

The 911 Speedster (option M503), a low-roof version of the Cabriolet which was evocative of the Porsche 356 Speedster of the 1950s, was produced in limited numbers (2.104) starting in January 1989 until July 1989 as both a narrow body car and a Turbo-look. The narrow version was produced only 171 times, that means for the lucky owners an exclusive car from the very beginning. It started as a design under Helmuth Bott in 1983 but was not manufactured until six years later. It was a two-seat convertible that featured a low swept windshield.^[9]

The 1987 Carrera Club Sport, of which 340 were produced, is a collectible 911 that had a blueprinted engine with a higher rev limit, and had the electric windows, electric seats, and radio removed to save a claimed 50 kg (110 lb) in weight.

Total production of the 911 3.2 Carrera series was 76,473 cars (35,670 coupé, 19,987 cabrio, 18,468 targa).

In late 1989, the 911 underwent a major evolution, with the introduction of the Type Porsche 964 (1989–1993).

1993 Porsche 964 Carrera RS

911 SC / L, M, A, B, C and D series (1977–1983)

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1978 Porsche 911SC Targa

1983 Porsche 911SC

Starting in MY 1978, the new 3.0 L 911 SC (2994 cc) was now the basic 911 model. It was in effect a Carrera 3 (known as a 911S in the US) detuned to provide 180 PS (132 kW). The "SC" designation was reintroduced by Porsche for the first time since the 356 SC (as distinguished from the race engined 356 Carrera). No Carrera versions were produced and the 930 Turbo remaining at the top of the range. Porsche’s engineers felt that the weight of the extra luxury, safety and emissions equipment on these cars was blunting performance compared to the earlier, lighter cars with the same power output, so power was increased to 188 PS (138 kW) for 1980, then finally to 204 PS (150 kW).

In model year 1980, Porsche offered a Weissach special edition version of the 911 SC, named after the town in Germany where Porsche has their research center. Designated M439, it was offered in two colors with the turbo whale tail & front chin spoiler, body color-matched Fuchs alloy wheels and other convenience features as standard. 408 cars were built for North America.^[3] In 1982, a Ferry Porsche Edition was made and a total of 200 cars were sold with this cosmetic package.

SCs sold in the UK could be specified with the Sport Group Package (UK) which added stiffer suspension, the rear spoiler, front rubber lip and black Fuchs wheels.

In 1981 a Cabriolet concept car was shown at the Frankfurt Motor Show. Not only was the car a true convertible, but it 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. It proved very popular with 4,214 sold in its introductory year, despite its premium price relative to the open-top targa.^[4] Cabriolet versions of the 911 have been offered ever since.

It was during this time, that Porsche AG decided the long-term fate of the 911. In 1979 Porsche had made plans to replace the 911 with their new 928. Sales of the 911 remained so strong however, that Porsche revised its strategy and decided to inject new life into the 911 editions.

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 [1], 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.”^[5]

911 SC sales totaled 58,914 cars.^[6]

911 Turbo (Type 930) (1974–1989)

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911 Turbo (Type 930) (1974–1989)

In 1974 Porsche introduced the first production turbocharged 911. Although called simply Porsche 911 Turbo in Europe, it was marketed as Porsche 930 (930 being its internal type number) in North America. The body shape is distinctive thanks to wide wheel-arches to accommodate the wide tires, and a large rear spoiler often known as a "whale tail" on the early cars, and "tea-tray" on the later ones. Starting out with a 3.0 L engine 260 PS (256 hp/191 kW), it rose to 3.3 L 300 PS (296 hp/221 kW) for 1978. The early cars are known for their exhilarating acceleration coupled with challenging handling characteristics and extreme turbo lag.

Production figures of the car soon qualified its racing version for FIA Group 4 competition as the Porsche 934 of 1976. Many participated at Le Mans and other races including some epic battles with the BMW 3.0 CSL "Batmobile". The wilder Porsche 935, a finer tuned car in FIA Group 5 and evolved from the 2.1 L RSR Turbo of 1974, was campaigned in 1976 by the factory and won Le Mans in 1979. Private teams continued to compete successfully with the car until well into the 1980s.

Due to tightening emissions regulations, the 930 was withheld from the important US and Japanese markets from 1981 through 1985. In the same time period, Porsche was involved in several wrongful death lawsuits in California related to the 930. It was finally re-introduced into the United States in 1986.

As demand for the Turbo soared in the late 1980s, Porsche introduced novelty variants including a slant-nose version (option M505/M506), while not significantly improving the range mechanically. Although these cars could be sold for extraordinary premiums over the standard models, the company's reluctance to invest in research and development of the entire 911 line at that time turned out to be an almost fatal decision not only for the 911, but for the company.

Only in 1989, its last year of production, was the 930 equipped with a five-speed gearbox. The 930 was replaced in 1990 with a 964 version featuring the same 3.3 L engine.

There have been turbocharged variants of each subsequent generation of 911.

Carrera 2.7 / G and H series (1974-1975)

2008-12-16T10:25:00.000+07:00

1976 Porsche 911 2.7

Carrera 2.7 / G and H series (1974-1975)

MY 1974 saw three significant changes. First, the engine size was increased to 2687 cc giving an increase in torque. Second, was the introduction of impact bumpers to conform with low speed protection requirements of US law, these bumpers being so successfully integrated into the design that they remained unchanged for 15 years. 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 wings of the old 2.4, now had a detuned version of the RS engine producing 150 and 175 PS (110 and 129 kW) respectively.

The Carrera 2.7, now a regular production model, inherited the wider rear wings of the RS together with its 210 PS (154 kW) MFI engine and was indeed mechanically identical to the 1973 RS and still weighed the same at 1075 kg (2370 lb). All three models were given high backed front seats.

The 930 Turbo was introduced in 1975 (see below).

The Carrera 3.0 was introduced in 1976 with what was essentially the Turbo's 2994 cc engine minus the turbocharger, and with K-Jetronic CIS although now developing 200 PS (147 kW).

The well known problem of pulled cylinder head studs with the K-Jetronic 2.7 engine only occurred in hot climates. This emerged in 1975 in California where thermal reactors, aimed at reducing emissions, were fitted below the cylinder heads thus causing heat build up around the magnesium crankcase and then made worse by the lean running K-Jetronic CIS. The fitting of a 5-blade engine fan instead of the usual 11-blade further compounded the situation. Bearing in mind Porsche's largest market being the USA, the 930 Turbo, Carrera 3.0 and all subsequent models used aluminium alloy crankcases which were around 15 lb (7 kg) heavier.

The Bosch K-Jetronic CIS varied fuel pressure to the injectors dependent on the mass airflow. While this system was exceedingly reliable, it did not allow the use of as "hot" cams as MFI or carburettors allowed. Therefore the 911S's horsepower decreased from 190–175 PS (140–128 kW) despite the displacement increase from 2.4–2.7 L. However, the engine did have increased drivability. The 210 PS (154 kW) Carrera 2.7 with MFI was not sold in the US owing to emission regulations— instead they received a 'Carrera' fitted with a 911S engine producing 175 PS (173 hp/129 kW), later reduced to 165 (121 kW), and in California even down to 160 PS (118 kW).

Also produced for the 1976 "model year", for the U.S. market, was the 912E, a 4-cylinder version of the 911 like the 912 that had last been produced in 1969. It used the I-series chassis and the 2.0 Volkswagen engine from the Porsche 914. In all, 2099 units were produced. In 1976 the Porsche 924 took this car's place for the 1977 "model year" and beyond. The power was supplied by a 4 cylinder high performance fuel injection motor also used in the 411 Volkswagen. Less than 6000 were built.

Position vis-à-vis the Porsche 928

Although Porsche was continuing development of the 911, executives were troubled by its declining sales numbers and in 1971 approved work on the Porsche 928. Larger, with a front-mounted V8 engine that was considerably more powerful than the contemporary 911's, the 928 was not only designed to eclipse its performance, it was designed to be a more comfortable car, a sporty grand tourer rather than a real sports car. The 928 sold reasonably well, and managed to survive from its introduction in 1977 until 1995. Throughout its 17 years, despite its capabilities on the road, it could never outsell the 911. Notably, it achieved little success in racing.

911 Carrera RS (1973 and 1974)

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A 1973 Porsche 911 Carrera RS

Porsche RSR with Gijs van Lennep at the Nürburgring 1974

These models, valued by collectors, are considered by many to be the greatest classic 911s all-time. RS stands for Rennsport in German, meaning motorsport or circuit racing. The Carrera name was reintroduced from the 356 Carrera which had itself been named after Porsche's victories in the Carrera Panamericana races in Mexico in the 1950s. The RS was built so that Porsche could enter racing formulae that demanded that a certain minimum number of production cars were made. Compared with a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) developing 210 PS (207 hp/154 kW) with MFI, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear wings. In RS Touring form it weighed 1075 kg (2370 lb), in Sport Lightweight form it was about 100 kg (220 lb) lighter, the saving coming from the thin-gauge steel used for parts of the bodyshell and also the use of thinner glass. In total, 1580 were made, comfortably exceeding the 500 that had to be made to qualify for the vital FIA Group 4 class. 49 Carrera RS cars were built with 2808 cc engines producing 300 PS (221 kW).

In 1974, Porsche created the Carrera RS 3.0 with K-Jetronic Bosch fuel injection producing 230 PS (169 kW).It was almost twice as expensive as the 2.7 RS but offered a fair amount of racing capability for that price. The chassis was largely similar to that of the 1973 Carrera RSR and the brake system was from the Porsche 917. The use of thin metal plate panels and a spartan interior enabled the shipping weight to be reduced to around 900 kg (1984 lb).

The Carrera RSR 3.0 and Carrera RSR Turbo (its 2.1 L engine due to a 1.4x equivalency formula) were made in tiny numbers for racing. The turbo car came second at the 24 Hours of Le Mans in 1974, a significant event in that its engine would form the basis of many future Porsche attempts in sportscar racing, and can be regarded as the start of its commitment to turbocharging.

911 2.2-litre / C and D series (1969–1971) & 911 2.4-litre / E and F series (1971–1973)

2008-12-14T10:15:00.000+07:00

911 2.2-litre / C and D series (1969–1971)

For MY 1970 the engines of all 911s were increased to 2195 cc. Power outputs were uprated to 125 PS (92 kW) in the 911T, 155 PS (114 kW) in the 911E, and 180 PS (118 kW) in the 911S. The 912 was discontinued, thanks to the introduction of the Porsche 911T as an entry model.

The 2.2 L 911E was called "The secret weapon from Zuffenhausen"^{[citation needed]}. Despite the lower power output of the 911E (155 PS, 114 kW) compared to the 911S (180 PS, 132 kW) the 911E was quicker in acceleration up to 160 km/h (100 mph).

911 2.4-litre / E and F series (1971–1973)

The 1972–1973 model years consisted of the same models of 911— the entry level T, the midrange E and the top of the line S. However, all models got a new, larger 2341 cc (142 in³) engine. This is universally known as the "2.4 L" engine, despite its displacement being closer to 2.3 litres— perhaps to emphasize the increase over the 2.2 L. The new power ratings were 130 hp (97 kW), or 140 hp (104 kW) in the U.S., for the T, 165 hp (123 kW) for the E and 190 hp (142 kW) for the S.

The 911E and 911S used mechanical fuel injection (MFI) in all markets. The 911T was carbureted, except in the US where it also used MFI, which accounts for the 7 kW (9 hp) power difference between the two. In January, 1973, US 911Ts were switched to the new K-Jetronic CIS (Continuous Fuel Injection) system from Bosch. These CIS-powered cars are usually referred to as "1973.5" models by enthusiasts.

With the power and torque increases, the 2.4 L cars also got a newer, stronger transmission, identified by its Porsche type number 915. Derived from the transmission in the Porsche 908 race car, the 915 did away with the 901/911 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. Some say this was because the dog-leg shift to second gear was inconvenient for city driving, other say it was due to Porsche’s desire to put 5th gear outside the main transmission housing where it could easily be changed for different races. The Sportomatic transmission was still available but only as a special order.

In 1972 a tremendous effort was made to improve the handling of the 911. Due to the 911's unusual engine placement (rear-mounted, with most of the vehicle's weight concentrated over the rear axle) early 911's were prone to oversteer when driven at the limit, and could easily spin in the hands of an inexperienced driver. In an attempt to remedy this, Porsche relocated the oil tank from its position behind the right rear wheel to in front of it. This had the effect of moving the weight of almost 9 quarts (8.5 L) of oil from outside the wheelbase to inside, improving weight distribution and thus, handling. To facilitate filling of the oil tank, Porsche installed an oil filler door (much like the fuel filler door on the left front fender) on the right rear quarter panel. Unfortunately, this unique design was scrapped after only one year, some say because inattentive gas station attendants were putting gas in the oil tank. The oil tank was subsequently moved back to its original position for model year 1973, and remained there until it was moved back within the wheelbase for the 964 models.

911S models also gained a discreet spoiler under the front bumper to improve high-speed stability. With the car's weight only 1050 kg (2315 lb), these are often regarded as the best classic mainstream 911s. For racing at this time, the 911 ST was produced in limited numbers (the production run for the ST only lasted from 1970 to 1971.) The cars were available with engines of either 2466 cc or 2492 cc, producing 270 PS (199 kW) at 8000 rpm. Weight was down to 960 kg (2166 lb). The cars had success at the Daytona 6 Hours, the Sebring 12 Hours, the 1000 km Nürburgring and the Targa Florio.

911 2.0-litre / O, A and B series (1964–1969)

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911 2.0-litre / O, A and B series (1964–1969)

The earliest editions of the 911 had a 130 PS^[1] (96 kW) flat-6 engine, in the "boxer" configuration like the 356, air-cooled and rear-mounted, displaced 1991 cm³ (cc) compared with the 356's four-cylinder, 1600 cc unit. The car had four seats although the rear seats are very small, and the car is usually called a 2+2 rather than a four-seater (the 356 was also a 2+2). It was mated to a five-speed manual "Type 901" transmission. The styling was largely by Ferdinand "Butzi" Porsche, son of Ferdinand "Ferry" Porsche. Erwin Komenda, the leader of the Porsche car body construction department, was also involved in the design.

The 356 came to the end of its production life in 1965, but there was still a market for a 4-cylinder car, particularly in the USA. The Porsche 912, introduced the same year, served as a direct replacement. It used the 356's 4-cylinder, 1600 cc, 90 hp (67 kW) engine but wore the 911 bodywork.

In 1966 Porsche introduced the more powerful 911S, the engine's power raised to 160 PS (118 kW). Alloy wheels from Fuchs, in a distinctive 5-leaf design, were offered for the first time. In motorsport at the same time, installed in the mid-engined Porsche 904 and Porsche 906, the engine was developed to 210 PS (154 kW).

In 1967 the Targa version was introduced as a "stop gap" model. The Targa had a stainless steel-clad roll bar, as Porsche had, at one point, thought that the NHTSA would outlaw fully open convertibles in the US, an important market for the 911. The name "Targa" (which means "shield" in Italian) came from the Targa Florio sports car road race in Sicily, Italy in which Porsche had notable success, with seven victories since 1956, and four more to come until 1973. This last win in the subsequently discontinued event is especially notable as it was scored with a 911 Carrera RS against prototypes entered by Italian factories of 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 alongside from 1968).

The 110 PS (81 kW) 911T was also launched in 1967 and effectively replaced the 912. The staple 130 PS (96 kW) model was renamed the 911L. The 911R had a very limited production (20 in all). This was a lightweight racing version with thin aluminium doors, a magnesium crankcase, twin-spark cylinder heads, and a power output of 210 PS (154 kW).

In 1969 the B series was introduced: the wheelbase for all 911 and 912 models was increased from 2211 to 2268 mm (87 to 89¼ in), an effective remedy to the car's nervous handling at the limit. The overall length of the car did not change: rather, the rear wheels were relocated aft. Fuel injection arrived for the 911S and for a new middle model, 911E. A semi-automatic Sportomatic^[2] model, composed of a torque converter, an automatic clutch, and the four speed transmission, was added to the product lineup.

Porsche 911 in hillclimb

Porsche 911 classic

2008-12-12T09:53:00.001+07:00

Porsche 911 (classic)

Manufacturer	Porsche AG
Also called	Porsche 911 Carrera
Production	1964–1989
Assembly	Stuttgart-Zuffenhausen, Germany
Predecessor	Porsche 356
Successor	Porsche 964
Class	Sports car
Body style(s)	2-door coupe 2-door Targa top (1966–89) 2-door convertible (1982–89)
Layout	Rear-engine, rear-wheel drive
Engine(s)	all variants air cooled flat-6 (H6) 2.0 L 110–170 PS (81–125 kW) 2.2 L 125–180 PS (91–132 kW) 2.4 L 130–190 PS (96–140 kW) 2.7 L 150–210 PS (110–154 kW) 3.0 L 180–204 PS (132–150 kW) 3.2 L 207–231 PS (160-170 kW) 3.0 L Turbo 260 PS (191 kW) 3.3 L Turbo intercooled 300 PS (221 kW)
Transmission(s)	5-speed manual 4-speed automatic
Wheelbase	2211 mm (87 in) 1964–1968 2268 mm (89¼ in) 1968–1989
Length	168.9 in (4290 mm)
Width	65 in (1651 mm) Turbo: 69.9 in (1775 mm)
Height	52 in (1321 mm) Turbo: 51.6 in (1311 mm)
Related	Porsche 912 Porsche 959 Porsche 930

The original Porsche 911 (pronounced as nine eleven, German: Neunelfer) was a sports car made by Porsche AG of Stuttgart, Germany. The famous, distinctive, and durable design was introduced in autumn 1963^[1] and built until 1989, when it was succeeded by a modified version which, despite internally called Porsche 964, was still sold as Porsche 911 (as are current models).

Mechanically, the 911 was notable for being rear engined and air-cooled. Since its inception the 911 has been modified, both by private teams and the factory itself, for racing, rallying and other types of automotive competition. It is often cited as the most successful competition car ever, especially when its variations are included, mainly the powerful 935 which won Le Mans and other major sports cars races outright against prototypes.

In the international poll for the award of Car of the Century, the 911 came fifth after the Ford Model T, the Mini, the Citroën DS and the Volkswagen Beetle. It is the most successful surviving application of the air (or water) cooled opposed rear engine layout pioneered by its original ancestor, the Volkswagen Beetle.

Article notes

The series letter (A, B, C, etc.) is used by Porsche to indicate the revision for production cars. It often changes annually to reflect changes for the new model year. The first 911 models are the "A series", the first 993 cars are the "R series".)

The Porsche 911 was developed as a much more powerful, larger, more comfortable replacement for the Porsche 356, the company's first model, and essentially a sporting evolution of the Volkswagen Beetle. The new car made its public debut at the 1963^[1] Internationale Automobil-Ausstellung, better known to English speakers as the Frankfurt Motor Show.

It was designated as the "Porsche 901" (901 being its internal project number). However, 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. So, instead of selling the new model with another name in France, Porsche changed the name to 911. It went on sale in 1964, giving buyers their most competent alternative rival yet to the Jaguar E Type.

911 Carrera - Technical Specs

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		Manual	Porsche Doppelkupplung (PDK)
Engine	Layout / number of cylinders	6	6
	Displacement	3,614 cm³	3,614 cm³
	Engine layout/Drive	Rear engine	Rear engine
	Power	254 kW (345 hp)	254 kW (345 hp)
	Max. torque (Nm) at rpm	390 Nm at 4,400	390 Nm at 4,400
	Compression ratio	12.5 : 1	12.5 : 1

		Manual	Porsche Doppelkupplung (PDK)
Performance	Top speed	289 km/h (180 mph)	287 km/h (178 mph)
	Acceleration from 0 - 100 km/h (0 - 62 mph)	4.9 s	4.7 s (4.5 s Sport +)
	Acceleration from 0 - 160 km/h (0 - 99 mph)	10.7 s	10.4 s (10.1 s Sport+)
	Elasticity 80 - 120 km/h (50 - 75 mph)	6.3 s	6.7 s

		Manual	Porsche Doppelkupplung (PDK)
Transmission		6 speed	7 speed

		Manual	Porsche Doppelkupplung (PDK)
Body	Length	4,435 mm	4,435 mm
	Width	1,808 mm	1,808 mm
	Height	1,310 mm	1,310 mm
	Wheelbase	2,350 mm	2,350 mm
	Drag coefficient (Cd)	0,29	0,29
	Unladen weight (DIN)	1,415 kg	1,445 kg
	Unladen weight (EG)	1,490 kg	1,520 kg
	Permissible gross weight	1,820 kg	1,850 kg

		Manual	Porsche Doppelkupplung (PDK)
Capacities	Fuel tank	64 litres	64 litres

		Manual	Porsche Doppelkupplung (PDK)
Fuel consumption	Urban in l/100 km (mpg)	13.2 (20.3)	14.4 (19.6)
	Extra urban in l/100 km (mpg)	7.2 (39.2)	6.7 (42.2)

Price		GBP 61.744,00 incl. VAT	GBP 64.032,00 incl. VAT

356 Variants

2008-12-10T15:50:00.002+07:00

Variants

The basic design of the 356 remained the same throughout its lifespan, with evolutionary, functional improvements rather than yearly superficial styling changes. Nevertheless a variety of models in both coupe and convertible forms were produced from 1948 through 1965.

Cabriolets (convertibles) were offered from the start, and in the early 1950's sometimes comprised over 50% of total production. One of the most desirable collector models is the 356 "Speedster," introduced in late 1954 after Max Hoffman, the sole US importer of Porsches, advised the company that a lower-cost, open-top version could sell well in the American market. With its low, raked windshield (which could be removed for weekend racing), bucket seats and minimal folding top, the Speedster was an instant hit, especially in Southern California. Production of the Speedster peaked at 1,171 cars in 1957 and then started to decline. It was replaced in late 1958 by the "Convertible D" model. It featured a taller, more practical windshield, glass side windows and more comfortable seats. The following year the 356B "Roadster" convertible replaced the D model but the sports car market's love affair with top-down motoring was fading; soft-top 356 model sales declined significantly in the early 60s.

To distinguish among the major revisions of the model, 356's are generally classified into a few major groups. 356 coupes and "cabriolets" (soft-top) built through 1954 are readily identifiable by their split (1948 to 1952) or bent (center-creased, 1953 to 1954) windshields. In 1955, with numerous small but significant changes, the 356A was introduced. Its internal factory designation, "Type 1," gave rise to its nickname "T1" among enthusiasts. In early 1957 a second revision of the 356A was produced, known as Type 2 (or T2). In late 1959 more significant styling and technical refinements gave rise to the 356B (a T5 body type)

Porsche 1963 356B T6 1600 Super Coupe

The mid 1962 356B model was changed to the T6 body type (twin deck lid grilles, an external fuel filler in the right front fender and larger windows). A unique "Karmann Hardtop" or "Notchback" 356B model (1961 to 1962) was essentially a cabriolet body with the optional steel cabriolet hardtop welded in place.^[4]

The last revision of the 356 was the 356C which was introduced for the 1964 model year. It featured disc brakes as well as an option for the most powerful pushrod engine Porsche had ever produced, the 95 hp (71 kW) "SC." 356 production peaked at 14,151 cars in 1964, the year that its successor, the new 911, was introduced to the US market (it was introduced slightly earlier in Europe). The company continued to sell the 356C in North America through 1965 as demand for the model remained quite strong in the early days of the 911. The last ten 356's (cabriolets) were assembled for the Dutch police force in March 1966 as 1965 models.^[5]

The 356's four-cylinder pushrod engine was later re-introduced in Porsche's "entry-level" 912 model, offered between 1965 and 1969 in response to customer complaints that the new 911 (at nearly twice the price of the 356) was too expensive. Although in some ways the 912 did reprise the 356's specifications, it would not be accurate to say the 912 was successor to the 356; when the decision was made to replace the 356, the 911 was the only car intended to carry the Porsche name forward. Rather the 912 was an afterthought intended to supply the lower-priced end of the market, which the faster and heavier 911 could not do.

Porsche 356 Speedster

Porsche 356 Production^[3]
Type	Quantity

356 (1948-55)	7,627
356A (1955-59)	21,045
356B (1959-63)	30,963
356C (1963-65/66)	16,678

Total	76,313

Porsche 356

2008-12-09T18:00:00.002+07:00

Porsche 356 specifications
Porsche No. 1 Type 356 (mid-engine prototype) Porsche-Museum
Manufacturer	Porsche
Production	1948-1965
Predecessor	none
Successor	Porsche 911 /912
Class	Sports car (2-door)
Body style(s)	Coupe, Notchback Coupe Convertible Speedster,Convertible D,Roadster,Hardtop
Layout	RR layout
Engine(s)	1.1 L B4, 40 hp (DIN) 1.3 L B4, 44-60 hp (DIN) 1.5 L B4, 55-70 hp (DIN) 1.5 L DOHC-B4, 100-110 hp (DIN) 1.6 L B4, 60-95 hp (DIN) 1.6 L DOHC-B4, 105-115 hp (DIN) 2.0 L DOHC-B4, 130 hp (DIN)
Wheelbase	82.7 inch (2100 mm)
Length	152.4-157.9 inch (3870-4010 mm)
Width	65.4 inch (1660 mm)
Height	48.0-51.8 inch (1220-1310 mm)
Curb weight	1700-2296 lb (770-1040 kg)
Designer	Erwin Komenda

The Porsche 356 was the company's first production automobile. It was a lightweight and nimble handling rear-engine rear-wheel-drive 2 door sports car available in hardtop and convertible configurations. Design innovations continued during the years of manufacture, contributing to its motorsports success and popularity. Production started in 1948 at Gmünd, Austria where approximately 50 cars were built. In 1950 the factory relocated to Zuffenhausen, Germany and general production of the 356 continued until April 1965, well after the replacement model 911 made its debut in autumn 1963. It is estimated approximately half of the total production of 76,000 356s still survive.

History

Porsche 356 Pre-A 1948 Coupe Porsche-Museum

Before the German invasion of Poland, Porsche designed and built three Type 64 cars for a Berlin to Rome race in 1939 that was never run, then in 1948 the mid-engine tubular chassis 356 prototype called "No. 1". This has led to some debate as to the "first" Porsche automobile, but the 356 is considered by Porsche to be its first production model.^[1]^[2]

The 356 was created by Ferdinand "Ferry" Porsche (son of Dr. Ing. Ferdinand Porsche, founder of the company). Like its ancestor, the Volkswagen Beetle (which Ferdinand Porsche senior had designed), the 356 was a four-cylinder, air-cooled, rear-engine, rear-wheel-drive car utilizing unitized pan and body construction. While the 356's body was an original design by Porsche employee Erwin Komenda, its mechanicals (including engine, suspension and chassis) were derived from the Volkswagen. The first 356, was roadcertified in Austria on June 8, 1948, and used many Volkswagen parts for manufacturing economy. Porsche quickly re-engineered and refined the car with a focus on performance. By the late 50's many fewer parts were shared in common between Volkswagen and Porsche. The early 356 automobile bodies produced at Gmünd, Austria were handcrafted in aluminum, but when production moved to Zuffenhausen, Germany in 1950, models produced there were steel-bodied.

Little noticed at its inception, the first 356s sold primarily in Austria and Germany. From the first prototype in 1948, it took Porsche about two years to manufacture the first 50 automobiles. By the early 1950s the 356 had gained some renown among enthusiasts on both sides of the Atlantic for its aerodynamics, handling, and excellent build quality. It was common for owners to race the car as well as drive it on the street. Increasing success with its racing and road cars brought Porsche orders for over 10,000 units in 1964, and when 356 production ended in 1965 approximately 76,000 had been produced.^[1]

Milestone - Part 5

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Present
2000:
At the Louvre in Paris, Porsche celebrates the world premiere of the highperformance Carrera GT sports car. The ready-for-the-road concept car features a carbon-fibre chassis, as well as a 10-cylinder naturally aspirated engine. In Leipzig construction begins on a new Porsche assembly plant for the multi-purpose Cayenne SUV.
2001:
The new 911 GT2 is equipped with the PCCB Porsche Ceramic Composite Brake as standard and generates 462 hp. The new generation of the 911 Carrera receives a 3.6-litre engine with variable valve lift. Available as new versions are the 911 Carrera 4S and 911Targa.
2002:
Porsche presents its third series: the sporty and off-road Cayenne SUV. The revised Boxster, thanks to VarioCam technology, achieves lower consumption and emission ratings with simultaneous power boost.
2003:
Series production of the Porsche Carrera GT starts up in Leipzig. By 2006, a total of 1,270 units of the fast (up to 330 km/h) high-performance sports car are built. In addition to the new Porsche 911 GT3 and 911 GT3 RS, the 911Turbo Cabriolet and the 911 Carrera 4S Cabriolet further expand the product line.
2004:
The new generations of the 911 and Boxster sports car series are introduced in both Basic and S versions.
2005:
At the Frankfurt Auto Show, the Porsche Cayman S with 6-cylinder boxer mid-engine is presented for the first time. Additionally, the model range is extended with the 911 Carrera 4 and 911 Carrera 4S in Coupé and Cabriolet versions. Porsche becomes the largest Volkswagen shareholder. In Zuffenhausen, construction begins on the new Porsche Museum.
2006:
Alongside the new 911 GT3, the 521 hp Cayenne Turbo S marks a new power peak. In Geneva, the new 911 Turbo with Variable Turbine Geometry (VTG) is introduced. The Cayman with 245 hp rounds out the model range. Further new entries are the 911 GT3 RS and the 911Targa 4 models. In the American Le Mans series, the Porsche RS Spyder prototype achieves a championship victory in the LMP2 class. Expansion of production facilities begins in Leipzig. There assembly of the Panamera, commences in 2009.

Milestone - Part 4

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The 90's
1991:
Porsche becomes the first car maker in Germany to equip all production models with an airbag for driver and front passenger as standard equipment.
1992:
Dr Wendelin Wiedeking takes charge as Spokesman of the Executive Board and steers Porsche back onto a success course with a comprehensive turnaround package.
1993:
At the Detroit Motor Show, Porsche displays the study for a roadster with boxer mid-engine named the Boxster. The totally revised 911 Carrera premieres at the Frankfurt Motor Show.
1995:
With Emission Control System OBD II, the 911 Turbo becomes the world’s lowest-emission production car. In addition to the 911 Carrera 4S, the 911 Targa with power glass roof expands the model range. The Porsche 911 GT2, which can also compete in motorsport, is launched in a limited series.
1996:
After only 31/2 years development time, production starts on the Porsche Boxster. The 1 millionth Porsche rolls off the Zuffenhausen assembly line on July 15.
1997:
Under the motto ‘Evolution 911’ a new generation of the Porsche 911 Carrera is presented. For the first time, it is powered by a water-cooled four-valve 6-cylinder horizontally opposed engine. To satisfy high demand, the Boxster is now also produced by Valmet Automotive in Finland.
1998:
On 27 March, Ferry Porsche dies at the age of 88. The decision to initiate production of the third series is announced – the Cayenne is on its way. With the 911 GT1, Porsche logs a double victory in Le Mans and can now chalk up a total of 16 overall wins.
1999:
With the 911 GT3, Porsche rounds out the 911 series with an exceptionally sporty version. The Boxster S, a higher performance version of the mid-engine roadster, is available. The Porsche Ceramic Composite Brake (PCCB) is presented as a world first.

Milestone - Part 3

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The 70's and 80's
1970:
With nine of ten possible victories, Porsche captures its second consecutive World Championship of Makes. At the 24 Hours of Le Mans, Hans Herrmann and Dickie Attwood chalk up a first overall win in the Porsche 917.
1971:
The new Porsche Development Centre in Weissach is inaugurated. In motorsport, Porsche again takes top honours in the 24 Hours of Le Mans and the World Championship of Makes.
1972:
Porsche KG goes public under Supervisory Board Chairman Ferry Porsche. As a sporting top-of-line model, the Porsche 911 Carrera RS 2.7 reaches the market.
1973:
‘Dr. Ing h.c. F. Porsche AG’ is officially entered in the commercial register. The 911 model range of the ‘G Series’ with safety bumpers is presented. In the Can-Am racing series, the Porsche 917/30 wins with ease.
1974:
At the Paris Auto Show during the height of the oil crisis, Porsche presents the 911Turbo – the world’s first production sports car with exhaust turbocharger and pressure regulator.
1975:
With the 924, Porsche for the first time produces a front-engine sports car in transaxle configuration. Porsche becomes the first car maker to employ a double-sided galvanising process for body steel.
1976:
The Porsche 935 and 936 racecars win the double World Championship in Sports Car and Make rankings.
1977:
Conceived as successor to the 911, the Porsche 928 takes new paths in technology and design. Serving as power plant of the luxurious high performance sports car is a light-metal alloy V8 engine. In addition to successfully defending its title in the World Championship of Makes with the Type 935, Porsche once again wins the 24 Hours of Le Mans with the Type 936.
1981:
The Porsche 944 with a 163 hp, 4-cylinder engine rounds out the transaxle model line. In Le Mans an overall victory of the Porsche 936/81 crowns the company’s 50th anniversary.
1982:
With the 911 SC Cabriolet, Porsche offers an open version of its sports car classic. With the Types 956/962, Porsche wins five Team, Constructor and Driver World Championships between 1982 and 1989. In all, this racing sports car books no less than six Le Mans victories.
1984:
The ‘TAG-Turbo’ Formula 1 power plant built by Porsche celebrates the first of its three World Championships. Besides the World Championship of Makes title, Porsche with the 911 Carrera 4x4 marks its first victory in the Paris–Dakar Rally.
1985:
The high-performance, high-tech Porsche 959 is presented at the Frankfurt Auto Show. Shortly thereafter, it wins the Pharaoh’s Rally. In the following year, the 959 is likewise victorious in the Paris–Dakar Rally.
1988:
In the 25th anniversary year of the 911, Porsche introduces the newly developed 911 Carrera 4 with all-wheel drive.
1989:
The Porsche 911 Carrera appears for the first time with the novel ‘Tiptronic’ automatic gearbox system. Body versions offer a choice of Coupé, Cabriolet and Targa.

Milestone - Part 2

2008-12-08T06:00:00.001+07:00

The 50's and 60's
1950:
Porsche KG returns to Stuttgart-Zuffenhausen and commences series production of the Porsche 356.
1951:
Company founder Ferdinand Porsche dies on 30 January at the age of 75. With the class victory of a 356 SL at the 24 Hours of Le Mans, the young sports car manufacturer Porsche wins international acclaim.
1953:
The Porsche 550 Spyder debuts at the Paris Auto Show. Driven by an extremely powerful 4-camshaft engine, the light and agile racecar scores countless international triumphs.
1956:
Coinciding with the company’s 25th anniversary celebrations, the 10,000th Porsche 356 leaves the factory. At the Targa Florio the Porsche 550 A Spyder for the first time logs an overall victory.
1960:
During its very first racing season, the Porsche 718 RS 60 scores overall victories at the Targa Florio and the 12 Hours of Sebring. In Formula 2, Porsche finishes first, second and third in the 150 Miles of Aintree, Great Britain, with the Type 718/2.
1962:
In April, the 50,000th Porsche, a 356 B, rolls off the assembly line. In Weissach, the first segment of the new test grounds becomes operational. In Formula 1, the Porsche 804 wins the French Grand Prix.
1964:
The Porsche 911 launched in the previous year as the ‘901’ goes into series production. The Porsche 904 Carrera GTS likewise designed by Ferdinand Alexander Porsche is acclaimed for its exceptional design and outstanding performance.
1965:
Presented as the ‘Safety Cabriolet’, the Porsche 911Targa is introduced and enters series production in 1966.
1967:
Following the previous year’s success of the Porsche 906 Carrera 6, the Zuffenhausen factory team scores a triple victory with the Porsche 910 at the Targa Florio. For the first time Porsche logs an overall victory in the legendary 1,000-kilometre race on the Nürburgring.
1968:
Porsche achieves its first overall victory at the 24 Hours of Daytona with the Type 907-8. The grand successes of the previous year at the 1,000-kilometre race on the Nürburgring and the Targa Florio are repeated. The 911T wins the Monte Carlo Rally.
1969:
At the Frankfurt Auto Show, the mid-engine VW-Porsche 914 sports car makes its debut. In addition to the Monte Carlo Rally and the Targa Florio, Porsche for the first time wins the World Championship of Makes with the 908/02 and the new 917.

Milestone - Part 1

2008-12-07T11:10:00.005+07:00

The Origin
1875:
On September 3, Ferdinand Porsche is born in the Bohemian town of Maffersdorf. In 1889, after attending grammar school there and the Staatsgewerbeschule (State Vocational School) in Reichenberg, he entershis father’s business as an apprentice plumber.
1900:
The Lohner-Porsche electric car is presented at the World Fair in Paris. The wheel hub engines of the young engineer Ferdinand Porsche bring him international attention. In the same year, he develops an all-wheel-drive racecar, as well as a hybrid petrol/electric vehicle – a world first.
1906:
Ferdinand Porsche becomes Technical Director at Austro-Daimler in Wiener Neustadt. At the age of only 31, he is responsible for the model range of one of Europe’s largest automotive concerns.
1909:
Ferdinand Anton Ernst Porsche, later known as ‘Ferry’, is born on September 19 in Wiener Neustadt.
1910:
The Austro-Daimler touring car designed by Ferdinand Porsche scores a triple victory in the Prince Henry Trials. At the wheel of the winning car sits none other than Ferdinand Porsche himself.
1923:
As Technical Director and Board Member of the Daimler-Motoren-Gesellschaft in Stuttgart, Ferdinand Porsche designs the legendary Mercedes Compressor Sports Car. The following year, the 2-litre racecar developed under his aegis wins the Targa Florio. The Mercedes-Benz S-Type models dominate international motorsport from 1927.
1931:
Crowning his career, Ferdinand Porsche opens an office for ‘engineering and consultation on engine and vehicle design’ in Stuttgart on April 25. Created for such renowned manufacturers as Wanderer, Zündapp and NSU are not only entire vehicles, but such trend-setting detail solutions as the Porsche torsion bar suspension.
1933:
For Auto Union, Porsche develops a Grand Prix racecar with a 16-cylinder engine in mid-ship configuration. The rear-engine vehicle concept designed for the compact car (Type 32) developed for NSU is ultimately incorporated in the Volkswagen Beetle.
1934:
The company Dr. Ing. h.c. F. Porsche KG receives an official order for the design and construction of a German Volkswagen. Only one year later, the VW prototype is test driven. The ‘Ur Beetle’ is assembled in the garage of the Porsche villa in Stuttgart.
1935:
Ferdinand Alexander Porsche is born on December 11 in Stuttgart as the eldest son of Ferry Porsche.
1936:
Parallel to road trials of the Type 60, production facilities are erected under the direction of Ferdinand Porsche for the Volkswagen renamed the ‘KdF-Wagen’.
1939:
Under the designation Type 64, three racing coupés are developed at Porsche in Zuffenhausen. Built for long-distance endurance competition, the ‘Berlin–Rom-Wagen’ are considered the forefathers of all later Porsche sports cars.
1944:
Owing to wartime conditions, the Porsche KG engineering office moves to Gmünd in the Austrian province of Carinthia.
1946:
Under the direction of Ferdinand Porsche’s son Ferry, design of an all-wheeldrive Grand Prix racecar – the ‘Cisitalia’ (Type 360) – is begun for Italian industrialist Piero Dusio.
1948:
The 356 is the first sports car to bear the Porsche name. ‘No. 1’ is roadcertified in June. Only one month later, the lightweight mid-engine roadster wins its first class victory at the Innsbruck Stadtrennen.

Porsche

2008-12-07T08:51:00.001+07:00

Porsche SE

Type	Public (Xetra: PAH3) (FWB: PAH3)
Founded	1931: by Ferdinand Porsche and Ferry Porsche
Headquarters	Stuttgart, Germany
Key people	Dr. Wendelin Wiedeking, CEO and President
Products	Automobiles
Revenue	€7.273 billion (2006)
Employees	11,910
Website	porsche.com

Porsche SE or Porsche (German, pronounced [ˈpɔɹʃə]) is a German manufacturer of automobiles, which is majority-owned by the Porsche and Piëch families. Porsche SE holds two chief assets, the first of which is Dr. Ing. h.c. F. Porsche AG, often shortened to Porsche AG, manufacturer of the Porsche automobile line. The second asset is a large stake in Volkswagen AG. The company is headquartered in Zuffenhausen, a city district of Stuttgart, Baden-Württemberg.

It was founded in 1931 by Ferdinand Porsche, an Austro-Hungarian engineer, born in Maffersdorf, Austria-Hungary (today Vratislavice, Czech Republic). Also known the designer of the first Volkswagen, but the real, that was designed by Béla Barényi five years before. They currently produce 911 (997), Boxster, Cayman, and GT sports cars and Cayenne sport utility vehicles. Porsche also makes a brand of mountain and hybrid bikes called Carrera.

First Posting

2008-12-07T08:50:00.000+07:00

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