The Complete Book of Porsche 911
Page 8
Porsche began the model year using Nikasil for cylinder liners. Midyear, after much testing and development work, the company switched to a new aluminum alloy, 390 aluminum-silicon, or Alusil. This material allowed Porsche to cast a cylinder block without inserting iron cylinder liners. Zuffenhausen engine builders installed Ferrocoated pistons in these new blocks.
The factory delivered European Carrera models with a five-speed transmission as standard equipment. The S and base 911 (and the Carrera for U.S. buyers) ran the four-speed gearbox. Weissach engineers desensitized the Sportomatic shift lever; early owners complained that if they accidentally touched it, it inadvertently disengaged. Porsche set a price of $425 for the new version and offered the five-speed for $250.
Besides meeting ever more stringent emissions standards, the G series 1974 models also had to accommodate U.S. Department of Transportation (DOT) edicts that they could hit a barrier at 5 miles per hour (8 kilometers per hour) and suffer no damage. Porsche designer Wolfgang Möbius created bumpers that met DOT’s requirement without destroying the looks of the 911. These made no effort to hide their function; accordionlike covers hid compression bars fixed to the chassis. Möbius, along with stylist Dick Soderberg and chief studio modeler Peter Reisinger had come to Porsche with Tony Lapine from Opel when he joined the company in 1969.
U.S. regulations for the 1974 model year required front bumpers capable of withstanding a 5-mile- (8-kilometer-) per-hour impact without damage. Porsche dropped T and E models and produced a base 911, 911S, and 911 Carrera.
Porsche introduced these cast alloy “cookie cutter” wheels made by ATS and painted silver as standard on the 911E and optional on the T for 1973. The company continued the wheels on base 911s in 1974.
This base 911 model ran with Porsche’s 2.7-liter, 2,687cc (163.5-cubic-inch) Typ 911/92 engine developing 150 horsepower. The standard transmission had four speeds, but a five-speed gearbox was an option.
To meet U.S. emissions specifications, Porsche introduced new fuel injection with Bosch’s continuous injection K-Jetronic system. The 2.4-liter engine developed 140 horsepower. The 911T Targa sold for 25,700DM, or $8,695 in the United States.
One of Lapine’s influences was to tone down trim materials on Porsche’s cars. He gradually evolved 1960s tastes into those of the 1980s. As they had done with the racing RSR 2.8 and 3.0 models, they blackened window frames, outside mirrors, and door handles of the series production cars. Chrome remained optional. Inside the cars, engineers and stylists created new seats that incorporated headrests in an effort to meet another DOT mandate. Lapine’s designers also made knobs, handles, sliders, and grips more aggressive. They introduced a new 15-inch-diameter, three-spoke steering wheel with a thick leather wrap.
Shortly after Porsche introduced the G series 1974 models, the world awoke to headlines that had a lasting effect on drivers worldwide. On October 21, 1973, the Organization of Petroleum Exporting Countries (OPEC) announced plans to halt oil shipments to the United States in protest of American political support of Israel. OPEC is a consortium of Middle Eastern oil-producing countries, and the aftereffects of this six-month embargo sent oil and gasoline prices soaring. It had impact at Porsche, where the strength of the sports car market was crucial to its existence.
The Targa bar on 911S (and base editions in Europe) remained brushed aluminum. For the Carrera, it was flat black.
1975 911S Targa The S Targa sold for 35,450DM, about $14,410 at the time. The Typ 911/93 engine developed 175 horsepower at 5,800 rpm and accelerated the car from 0 to 100 kilometers in 7.6 seconds.
Porsche dropped the base 911 from U.S. distribution, leaving only the 911S and Carrera models. Lime green was a standard exterior color.
The 1974 Carrera introduced black window frames and door handles. Rear fenders were slightly wider.
Porsche redid interiors beginning in 1974 models. New seats integrated the headrest into the seat back, and Carreras got this three-spoke steering wheel and standard electric window lifts.
The company introduced “safety stripes” as a front deck lid graphic starting with 1974 Carrera models. The car sold for 37,980DM ($14,721) at the factory, but $13,575 through U.S. dealers.
The second year RS carried over Bosch’s mechanical fuel injection, while the base 911 and 911S models got Bosch K-Jetronic. The Typ 911/83 Carrera engine accelerated from 0 to 100 kilometers per hour in 6.3 seconds and reached a top speed of 240 kilometers (149 miles) per hour.
YEAR
1974-1975
DESIGNATION
911
SPECIFICATIONS
MODEL AVAILABILITY
Coupe, Targa
WHEELBASE
2271mm/89.4 inches
LENGTH
4291mm/168.9 inches
WIDTH
1610mm/63.4 inches
HEIGHT
1320mm/52.0 inches
WEIGHT
1075kg/2365 pounds
BASE PRICE
$10,475 coupe -$12,233 Targa
TRACK FRONT
1360mm/53.5 inches
TRACK REAR
1343mm/52.9 inches
WHEELS FRONT
5.5Jx15
WHEELS REAR
5.5Jx15
TIRES FRONT
165/70VR15
TIRES REAR
165/70VR15
CONSTRUCTION
Unitized welded steel
SUSPENSION FRONT
Independent, wishbones, MacPherson struts, longitudinal torsion bars, hydraulic double-action shock absorbers
SUSPENSION REAR
Independent, light alloy semi-trailing arms, transverse torsion bars, hydraulic double-action shock absorbers
BRAKES
Ventilated discs, 2-piston cast iron fixed calipers
ENGINE TYPE
Horizontally opposed DOHC six-cylinder Typ 911/92
ENGINE DISPLACEMENT
2687cc/164.4CID
BORE AND STROKE
90x70.4mm/3.54x2.77 inches
HORSEPOWER
150@5700rpm
TORQUE
173lb-ft@3800rpm
COMPRESSION
8.0:1
FUEL DELIVERY
Bosch K-Jetronic fuel injection
FINAL DRIVE AXLE RATIO
4.428:1
TOP SPEED
130mph
PRODUCTION
5,232 coupes; 4,088 Targas all years
Weissach engineers once again bored out the venerable flat six, now to 95mm (3.74 inches), to create 3.0 liters total displacement, 2,994cc (182.6 cubic inches). With the exhaust gas turbocharger, the Typ 930/50 engine developed 260 horsepower at 5,500 rpm.
1975-1977 TURBO
Porsche’s H series 1975 models appeared in October 1974. At the semiannual show in Frankfurt, the production version of the Turbo stopped traffic and started lines behind order takers. A lovely 25th-anniversary coupe commemorating a quarter century of Porsche production got some attention, but Porsche’s enthusiasts hung on every specification of the new model: 260 brake horsepower (DIN; roughly 248 SAE net) from a 3.0-liter, 2,993cc (182.6-cubic-inch) engine with 95mm bore and 70.4mm stroke. Porsche quoted acceleration figures from 0 to 100 kilometers in 5.5 seconds, a top speed of more than 250 kilometers (155 miles) per hour, and a cost of DM 65,800 (about $26,750 in 1975).
Performance specifications for base 911, 911S, and Carrera models for European customers did not change. Cars destined for U.S. markets bore new emissions equipment that reduced SAE net horsepower from 167 to 157 for the S and Carrera for 1975. Buyers in California lost another 5 horsepower through thermal reactors, heat exchangers, and an exhaust gas recirculation system, leaving them with 152 SAE net horsepower. Oddly, not every development was bad news for American buyers. A favorable exchange rate for dollars against deutsche marks brought price reductions. The 911S dropped from $12,000 to $11,700, and the Carrera went from $14,000 to $13,600. U.S. cars and those for home markets (except the European Carr
era) got electric blowers for the heater and defroster, improving winter driving comfort in cold climates. Additional insulation retained heat and reduced road noise, an effect abetted by Porsche’s decision to run taller final drive gears to improve fuel economy by letting the engine turn slower at comparable road speeds than in 1974 and before. The company offered Targa roof bars in flat black for the first time, as well as the traditional brushed stainless steel.
In addition to adopting the large flat “whale tail” rear wing from the racing RSR models, Porsche also flared front and rear fenders to accommodate rear track widened from base 911 1,340mm (52.8 inches) to 1,511mm (59.5 inches).
The company introduced the Turbo coupe in the spring of 1975. Most cars stayed in Europe, but a number reached Mexico, where this car was delivered.
Porsche offered just two options for the Turbo. One was this graphic, used on the cars the company displayed at Frankfurt and other shows. The other was a sunroof.
Porsche exported the Turbo Carrera to the United States as part of the 1976 J series lineup. European buyers got a base 911 with 165 horsepower DIN and a Carrera 3.0 (using the Turbo’s 2,993cc engine without the Turbo) with 200 horsepower DIN. For Europe, Porsche dropped the 911S model, while for U.S. customers, the S carried on with all the specifications of the European Carrera model. The U.S. Turbo developed 234 SAE net emissions-controlled horsepower, while the rest of the world still enjoyed 260 DIN. Weissach engineers developed a new four-speed transmission for the Turbo to handle its increased torque and horsepower. Porsche set prices at $25,880 on the East Coast and added $120 in freight to the West Coast, where the Turbo price was $26,000. Car and Driver magazine managed to get a test Turbo from 0 to 60 miles per hour in 4.9 seconds, a figure that doubtlessly contributed to first-year sales of 500 in the States (out of 1,300 delivered worldwide).
YEAR
1975-1977
DESIGNATION
911 Turbo
SPECIFICATIONS
MODEL AVAILABILITY
Coupe
WHEELBASE
2272mm/89.4 inches
LENGTH
4291mm/168.9 inches
WIDTH
1775mm/69.9 inches
HEIGHT
1320mm/52.0 inches
WEIGHT
1140kg/2508 pounds
BASE PRICE
$26,750 coupe at factory
TRACK FRONT
1438mm/56.6 inches
TRACK REAR
1511mm/59.5 inches
WHEELS FRONT
8.0Jx15
WHEELS REAR
8.0Jx15
TIRES FRONT
185/70VR15 for 1975, 205/50VR15 for 1976
TIRES REAR
215/60VR15 for 1975, 225/50VR15 for 1976
CONSTRUCTION
Unitized welded steel
SUSPENSION FRONT
Independent, wishbones, MacPherson struts, longitudinal torsion bars, hydraulic double-action shock absorbers
SUSPENSION REAR
Independent, semi-trailing arms, transverse torsion bars, gas-filled double-action shock absorbers
BRAKES
Ventilated discs, 2-piston aluminum front/cast iron rear calipers
ENGINE TYPE
Horizontally-opposed DOHC six cylinder Typ 930/50
Horizontally opposed DOHC six-cylinder Typ 930/51 (for 1976 US)
ENGINE DISPLACEMENT
2994cc/182.7CID
BORE AND STROKE
95x70.4mm/3.74x2.77 inches
HORSEPOWER
260@5500rpm (930/50)
245@5500rpm (930/51 w/airpump, thermal reactors)
TORQUE
253lb-ft@4000rpm (930/50 and 930/51)
COMPRESSION
6.5:1
FUEL DELIVERY
Bosch K-Jetronic fuel injection, turbocharger
FINAL DRIVE AXLE RATIO
4.2:1
TOP SPEED
155mph
PRODUCTION
2,850 coupes (1975 through 1977)
U.S. customers were able to buy the Turbo starting with model year 1976. Dealers charged $25,850.
The Turbo accelerated from 0 to 100 kilometers per hour in 5.5 seconds and was capable of more than 250 kilometers (155 miles) per hour.
The company delivered the cars with Pirelli P7 tires, 205/55VR15 front and 225/50VR15 rear. Optional 16-inch wheels and tires were available.
1976 912 E
For 1976 only, Porsche resurrected the four-cylinder 912, fitted with Bosch’s D-Jetronic system, exclusively for the U.S. market. It served as a “placeholder” in the economy sports car world. The company had discontinued its mid-engine 914 in 1975 and didn’t introduce its new front-engine, water-cooled 924 until 1977. The injected 912E used the 914’s Volkswagen-designed/Porsche-developed 1,971cc (120.2-cubic-inch) flat four developing 86 SAE net horsepower. Porsche priced the car at $10,845 and manufactured just 2,099 as coupes only.
Porsche followed its 25th-anniversary model from 1975 with a 1976 “Ferry Porsche Signature” model, bearing his autograph on the steering wheel. Sales and marketing staffs in Ludwigsburg had learned much from the Carrera RS: Well-heeled buyers throughout Europe and the United States expected a certain level of performance and luxury, and they enjoyed the cachet of exclusivity. Porsche did not manufacture mere automobiles; these were fast “personal” transportation. With its Turbo, the company catered specifically to this customer with an exclusive level of trim and standard equipment. There were, after all, only two options: a sunroof and the Frankfurt show “Turbo” graphic.
For the K series 1977 model year, Porsche introduced chassis improvements that made it easier to steer, brake, and shift gears. Quieter power windows, climate-control air conditioning, automatic speed control, and better road- and wind-noise insulation made long trips and short runs more pleasurable and less fatiguing. European customers had a base 911 available at DM 35,950 for the coupe, DM 38,450 for the Targa. The Carrera 3.0 sold for DM 46,350 in coupe form or DM 48,850 as a Targa. The Turbo, available only as a coupe, was DM 70,000. U.S. buyers chose between the 911S coupe at $14,995 and the Targa at $15,945. The Turbo sold for $28,000.
To plug a hole in the entry-level vehicle lineup for the United States, left when Porsche discontinued its 914 before introducing the front-engine 924, the company resurrected the 912, now with fuel injection (Einspritzung).
The company manufactured just 2,099 cars, all coupes, which sold for $10,845. The 1,971cc (120.2-cubic-inch) Typ 923/02 opposed four-cylinder engine developed 86 horsepower at 4,900 rpm.
A Frankfurt-based Porsche mechanic and body-shop owner named Rainer Buchmann capitalized on Porsche’s hesitation to offer a Turbo Targa. Starting with a 911SC, his mechanics stripped and reconfigured the car with a 3.3 Turbo engine, 930 flared fenders, and a 1970s-era paint scheme conceived by Eberhard Schulz. Rainer and his brother Dieter’s company, b+b Auto-Exclusiv, showed the car at Frankfurt in 1977 and took a number of orders.
In competition, Porsche largely sat out international participation in 1974. It sold Carrera RSR 3.0 models to customers and supported them in European events and the American IROC series. The company had a long history of participation in international rallies, and this continued with the East Africa Safari in 1973 and 1974, with rally veterans Sobieslav Zasada and Björn Waldegaard. Shock absorbers failed (as they had in 1971), and a broken half shaft held Waldegaard to second place overall. But the bulk of Norbert Singer’s efforts went to develop turbocharged racing cars, beginning with one prototype 2.1-liter RSR Turbo coupe. (To tame its handling, Singer fitted it with a vast rear wing. Its size embarrassed Fuhrmann, who ordered it painted flat black to make it less obvious.) Porsche had delivered 1,300 Typ 930 production models throughout 1975 and 1976, enough to homologate two RSR variations under FIA regulations.
YEAR
1976
DESIGNATION
912 E
SPECIFICATIONS
MODEL AVAILABILITY
; Coupe
WHEELBASE
2271mm/89.4 inches
LENGTH
4291mm/168.9 inches
WIDTH
1610mm/63.4 inches
HEIGHT
1340mm/52.8 inches
WEIGHT
1160kg/2552 pounds
BASE PRICE
$10,845
TRACK FRONT
1349mm/53.1 inches
TRACK REAR
1330mm/52.4 inches
WHEELS FRONT
5.5Jx15
WHEELS REAR
5.5Jx15