Tag: porsche

In the fourth edition of the run-up to the 911’s eighth generation, we have a look at the last of the air-cooled 911s, the 993.

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You know Porsche kept saying things were 80-percent-plus new in the G and 964 and you couldn’t really believe it because they looked so similar. Well this time, you can believe it. A bit. Apparently the only thing that stayed the same was the roof. And even then, if you bought a Targa, the roof style changed.

When the car first launched in 1994, you could choose between the Carrera and the Cabriolet. The reason for just two bodystyles would later become clear – the Targa’s roof was re-engineered into a glass canopy that slid down under the rear window.

The Carrera 4S and S introduced the wide-boy turbo rear guards to naturally-aspirated 911s and you could again choose between rear and all-wheel drive.

The new body feature the new layback headlights, possible through new lens technology known as polyellipsoidal. The design looked pretty fresh, actually and is probably the nicest mix of old and new, with better integrated bumpers, flush glass but that same iconic silhouette.

Interestingly, the 911 became the Formula One Safety Car after it was discovered that perhaps a clapped-out Alfa 75 wasn’t quite up to the job.

Air-cooled flat-six for the win

The last of the air-cooled flat-sixes sat behind the rear seats. The 3.6-litre M64/05(06) (great name) chuff-chuffed 200 kW (272PS) at launch. The snappy titles continued a year later when Porsche added VarioRam technology to make the M64/21(22). Power rose to 210kW (285PS) and top speed to 270km/h. Later you could option a 221kW (300PS) unit.

A six-speed manual was standard and Tiptronic made a return though still with just four forward speeds.

The 911 Turbo shipped with twin KKK turbochargers (not that kind of KKK) known as K16s. Power rose to a wild 300 kW (408PS), then 316kW (430PS) and finally 331kW (450PS) in the GT2.

Chassis

Underneath was an aluminum chassis and the rear suspension was an all-alloy multi-link arrangement. The latter came from the 989 project which has always fascinated me.

The 959’s three-differentialled all-wheel drive system was replaced with a simpler system. The centre diff went and was replaced with a viscous coupling, knocking off some of the previous system’s weight.

Bigger brakes, improved power steering and a new exhaust system completed the picture.

The 993 sold almost 65,000 units in its four years on sale to 1998.

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The third 911 is known by the fans as the 964. At the time, Porsche said that 85% of the car was new despite having the same shell as the G Series with integrated plastic bumpers.

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The 964 arrived under a cloud. In 1989 Porsche was in a fair bit of economic trouble (foreshadowing the near-flameout two decades later) and the 964 had to perform on the dealer floor.

Yeah, it did pretty well. Nearly 100,000 over the five years it was on sale from 1989 to 1994.

The flat-six remained, of course, now at 3.6-litres and producing 184kW (250PS), driving all four wheels. The Carrera 4 lead the launch of the car, before rear-wheel drive returned in 1990 Carrera 2. The 3.6-litre also featured twin-spark ignition, a result of the company’s work with aircraft engines.

There was indeed a lot of new stuff. A retractable rear wing eliminated (scary) rear aero lift, you could specify an automatic transmission with Tiptronic and power steering was standard. And twin airbags followed in the Carrera 2, a few years after their introduction in the 924.

964 911 Turbo – 3.3 to 3.6

The 911 Turbo returned with the old car’s  235 kW (320PS) 3.3-litre before moving to the 3.6-litre base engine from the other 964s in 1994. The latter spun up a handy 265 kW (360 PS). These are rare given the fourth-generation 993 was just around the corner.

In 1992 you could buy the 964 in RS guise again and American buyers could get RS Americas, of which just 71 were built.

911 Speedster

Amusingly, you could buy a 911 Speedster from 1993. This featured a chopped windscreen, double bubble behind the seats and a modified roof. Based on the Carerra 2 Cabriolet, Porsche built 930 Speedsters and a further 15 with the fat-bottomed turbo bodywork.

I don’t know about you, but I think they look horrific.

Thankfully the 993 was a little more tasteful. Mostly.

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Porsche’s second-generation of the decade-old 911 was really just a big facelift. Known as the G model, its growing popularity in the US and the big changes in the global market meant big changes for Porsche’s 2+2.

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The G-Series was half-rationalisation – you could only get the 2.7-litre flat-six from the start – and half regulatory. The US had brought in rules that fundamentally ruined the looks of a lot of cars, most famously the MGB. Most American cars were already too ugly to ruin with rubber bumpers.

The new shell featured front and rear bumpers that could deal with 8kmh impacts. The deformable structure behind it meant the bumper could shift up to 50mm before important things started breaking.

The cabin featured three-point seatbelts and integrated headrests to help stop whiplash in rear-enders. In a frontal collision, the new steering wheels featured impact-absorbing materials that were slightly kinder to your face.

Bosch K-Jetronic fuel injection made an appearance in two of the three models, including the S, with power ranging from 110kW (150PS) to 129kW (175PS).

From 1976 the 2.7-litre became 3.0-litres, with an attendant boost in power to 121kW (165PS) for the standard 911.

Outside of the US, the MFI-engined 2.7 had 150kW (210PS).

The G-Series also saw the introduction of Porsche’s famous whale-tail rear wing. Germany’s TUV road authority wasn’t best pleased with the duck tail wing, so the replacement made up for that in Porsche’s home market.

The forgettable 912E also arrived in 1976 for the US market. Powered by a VW four-cylinder (the same as the 1969 engine) from the 914, it only lasted until the 924 arrived on the scene in 1977.

Hello 911 Turbo

The first turbo 911 was the 3.0-litre from 1974. Initially developing 191kW (260PS), the 3.3-litre intercooled machine raised that to 221kW (300PS).

The latter could sprint from 0-100km/h (0-62mph) in a then-astonishing 5.2 seconds. I remind you, it did all this on 1970s tyre technology.

The Eighties

Porsche seemed a little distracted around the end of the 1970s. The 911 had been the company’s mainstay, but changes were coming. The 924, 944 and 928 were all supposed to replace the old timer, but it never happened. Buyers stuck with the 911, preferring it to the V8-powered 928 the company expected them to move to.

The G Series kept on keeping on, with a Cabriolet, Targa and a growing reputation in racing.

In 1978 the standard engine was a 3.0-litre flat-six with 130kW (177PS), the “new” model crowned the 911 SC or Super Carrera. Engine power rose again to 140kW (191PS) and then in 1981 to 150kW (204PS).

Porsche changed from magnesium to aluminium for the engine and even teased the idea of all-wheel drive for the 1981 Cabriolet concept at the Frankfurt Show, but it didn’t make production.

Carrera 3.2

From 1984, the Carrera name returned with an increase in power to 154kW (210PS) for the US market and 172 kW (234 PS) for the rest of civilisation. The 3.2-litre was supposedly 80% new, with tons of changes to the guts for more power and reliability.

The 911 also scored revised underguts like brakes and suspension.

In 1986 a new Bosch system increased power for American-delivered cars, which was cause for some celebration.

The G Series bowed out in 1989 after 15 years in production and in the 25th year of 911 production.

Up next is the 964  in Part 3 of Know Your 911.

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We’re counting down the 911s as launch day for the eighth-generation moves closer. Here we start with the original 911, released fifty-five years ago.

Porsche intended the 356 successor to be called 901 but pesky old Peugeot got in the way. After some no doubt tense discussions – things are rather rosier between the two countries today – Porsche settled on 911.

A hit in the US, the car quickly took hold. Porsche introduced a drop top and in response to US concerns about that style of car’s safety record, the Targa arrived. Billed by Porsche as the safety cabriolet, the Targa’s 20cm wide rollover hoop made it hard to argue the point.

With a rear-mounted engine slung out behind the rear axle, this is proof that Germans have a rich sense of humour.

While those first cars launched with a monstrous 96kW (130PS), the 1966 S brought 118kW (160PS) to the table along with the debut of the Fuchs forged alloy wheel.

If all that power was a bit much, an 81kW (110PS) T might have been more to your liking. Californians in the grip of these new-fangled emissions laws could choose the 911 E (E for injection).

The first cars were absolutely tiny, which meant all that power could get the little machine along at a very decent clip. But, customers being what they are, expected a 2+2 to actually carry +2.

Bigger, calmer, faster.

In 1968 Porsche lengthened the wheelbase by a whopping 57mm to increase interior space. Happily, the change reduced the rear end’s propensity to pass the front-end, a small but important change.

Changes and new models continued apace. In 1969 the air-cooled flat-six went from 1991cc to 2195cc. In 1974 the engine got bigger again, out to 2.4-litres. Power outputs ranged from 96kW (130PS) to 140kW (190PS) and the 911 could now run on standard unleaded.

911 Carrera RS 2.7

In 1973 a second icon was born – the 911 Carrera RS 2.7. The last hurrah for the first-generation, 1525 went out into the wild. As the name suggests, the engine grew again for more power, 154kW (210PS) and a top speed of 245km/h. On 1973 tyres. If you’ll excuse me, I have to throw up.

Styling changes included that super-subtle duck tail wing, red wheels and even more subtle Carrera graphic. The car weighed just 1000kg and went like stink for the day.

These days a Carrera RS in excellent shape will cost you well north of US$1.1m.  A concours 911 from the day is easily worth US$1m.

The G came next.

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