In Part One of this series we looked back over the history of the classic
Porsche 911 models. This time ‘round we check out the modern era 1980-onward
models!
Last of the 911 SCs
In 1980, the Porsche 911 SC (which was introduced in 1977) continued
to put on weight due to its added interior trim and crash safety development. In
response to this extra weight, Porsche tweaked the SC’s 3.0 litre flat-six to
generate 152kW at 5900 rpm. A higher compression ratio was part of the engine
revision. However, one change that didn’t go down well with customers was the
1980 911 SC’s chequer interior theme... This didn’t last long!
In 1982, Porsche reintroduced the cabriolet model which had not been seen
since the old 356. The 911 SC Cabriolet – a ‘proper’ convertible - was based on
the 911 Targa, so relatively few structural changes were required for the new
model. Aside from this, there were only detail changes on the 911 during this
time - in the early
‘80s the new Porsche 944 consumed most of the company’s resources.
The Carrera 3.2s
The ever-popular Porsche 911 had its 20th birthday in 1984 and the
base SC 3.0 was replaced by the Carrera 3.2. This vehicle was fundamentally the
same as the SC except it offered further upgraded trim, improved brakes and more
power. The 3.2 litre flat-six could deliver up to 172kW and 284Nm of torque.
This extra power was made even more attractive with the availability of the
‘Turbo look’ wide body and spoiler kit.
It was about then Porsche realised the 911 was here for the long haul.
Since its introduction, the 930-type 911 Turbo had successfully established
itself as a supercar. It was reputedly the fastest accelerating production car
in the world from 1978 to 1985. The mechanicals of the 911 Turbo remained
essentially the same since the intercooled 3.3 litre was released in 1978 –
however, with improved Bosch KE-Jetronic management, power was increased by
30kW. The biggest improvement for the 911 Turbo came in 1986 when its wide body
kit became an integrated part of the body, rather than a simple add-on. The
Turbo was also available in Targa and Cabriolet guise from 1986. The unusual
looking 911 ‘flat nose’ body style was introduced in 1987 - this is the only
911-based vehicle to use pop-up headlights instead of the traditional style
fixed headlights.
In the motorsport arena, Porsche had begun experimenting with
all-wheel-drive – as evidenced by their 1984 Paris-Dakar winning 4WD 911 Turbo.
The 4WD 911 Turbo then progressed into the widely recognised 959 which competed
in Group B rallying as well as long-distance safaris. Interestingly, the 959
employed a sophisticated electronically-controlled 4WD system with front-to-rear
torque-split able to be varied to suit different surfaces. Powered by a twin turbocharged
2.85 litre flat-six, the 959 was officially rated at 330kW and 550Nm... Only 200
examples were built for homologation.
To bridge the gap between its competition and bread-and-butter vehicles,
Porsche released the 911 Carrera Clubsport (aka CS) in 1987. The
ready-to-circuit-race Carrera CS didn’t have extra power over the base Carrera
3.2, but it was stripped down to weigh 100kg less - the back seat was just one
of the interior parts to go. These vehicles can be identified by their overt
side stickers and red wheels. Most were painted white.
The last of the 911 Carrera 3.2s was the Speedster, which was based on the
concept of the 356 speedster. The Speedster used the same chassis as the
Cabriolet but it employed a lower windscreen and a manual folding roof hidden
beneath a fibreglass cover. These machines are strictly 2 seaters and many
interior features were dropped to keep kerb weight down to around 1200kg. Most
Speedsters were optioned with the Turbo-look wide body kit for maximum visual
appeal.
In the late ‘80s, sales of the 911 had fallen considerably and Porsche was
widely accused of falling behind in development. Other manufacturers – in
particular, Japanese manufacturers – were really starting to gain ground.
The New Generation Carrera 2 and
Carrera 4
Porsche answered criticisms in 1989 with the highly advanced 964-type 911
Carrera 4 – a vehicle 85 percent different to the previous model.
The biggest drawcard of the Carrera 4 was its electronic four-wheel-drive
system, which was loosely based on the 959’s. In static conditions, 69 percent
of torque was channelled to the rear wheels - this gave the Carrera 4 a
predominantly rear-wheel-drive feel. Power was also increased to 184kW courtesy
of a bigger 3.6 litre engine with 11.3: compression and a dual-stage resonance
air intake system. Other areas of development included the brakes, gearbox and
suspension. The body was also aerodynamically refined and included an active
rear spoiler, which deploys at road speeds above 80 km/h.
The Carrera 4 was soon augmented with the Carrera 2 – a rear-wheel-drive
version of the 964-type chassis. The Carrera 2 used exactly the same 184kW 3.6
litre as the Carrera 4 but was slightly quicker in certain acceleration
increments thanks to its slightly lighter kerb weight - it tipped the scales at
around 1350kg, versus the Carrera 4 at 1450kg. A Tiptronic transmission was
introduced and both the Carrera 2 and 4 were eventually available in Coupe,
Cabriolet and Targa configuration.
Interestingly, the 930-type 911 Turbo was dropped in 1989 but the Turbo was
reintroduced in late 1990. The new model was based on the contemporary 964-type
chassis but sported a wider body and more power than previously. The established
3.3 litre turbo engine – not the 3.6 used in the Carreras – was upgraded to
deliver a substantial 235kW. This was achieved through use of a larger
intercooler and turbocharger delivering more boost pressure. Big 4-pot brakes
were also fitted as standard. Still, everyone asked why it didn’t use the bigger
3.6 litre engine.
Not long after the release of the 964-type 911 Turbo, Porsche ran a limited
build of Turbo S models. With extensive use of carbon fibre and a stripped
interior, this vehicle weighed about 120kg less than the 911 Turbo. Power from
the 3.3 litre six was also increased to 284kW and exotic modular wheels were
fitted. Less than 100 were built.
Meanwhile, the Porsche 968 replaced the 944 at about this time.
In 1991, Porsche released the enthusiast’s Carrera RS 3.6. The RS boasted
slightly more power (191kW versus 184kw), Turbo-spec brakes, less weight and
various other tweaks to make it suitable for track use. An aluminium hood and
pull-cord door openers contributed to a 1230kg kerb weight – about 220kg lighter
than the full-house Carrera 4. The body was also seam welded, the suspension was
stiffened and 17 inch wheels were fitted as standard. We believe just over 200
examples were built.
A 3.8 litre version of the 964-type Carrera RS was built immediately after.
With 100mm cylinder bores (as big as the existing flat-six engine design could
accommodate) the RS 3.8 made a very healthy 224kW. The 3.8 also got a Turbo-look
wide body kit, dual-element rear wing and even stiffer suspension. It was
another limited build special that wasn’t intended for regular road use.
At last, in late 1992, the 964-type 911 Turbo was upgraded to the 3.6 litre engine capacity used throughout the rest of the range. This move upped the ante to a huge 521Nm and 265kW – together with a (new) retail price tag that equates to approximately AUD$1k per kilowatt... It also came with 18 inch modular wheel as seen on the earlier Turbo S. Curiously, boost pressure was not electronically controlled as in other mass produced turbo cars of the era.
In early 1993, a Speedster 2-seater version of the Carrera 2 was released in
a last-ditch attempt to keep buyers interested until the release of the new 911
series. It wasn’t a very successful ploy – less than 1000 examples were sold.
Type 993 911
In late 1993, the 964-type 911 – which had served for only 4 years - was
replaced by the significantly revised 993-type model.
The 993-type 911 brought major suspension changes that include widened front
and rear track, a quicker steering ratio and a switch from semi-trailing arms to
a multi-link IRS. Luggage space was increased, the headlights were laid back at
an angle, wheel arches were widened and the body was further smoothened to
maintain aerodynamics.
The carried-over 3.6 litre flat-six was tuned for the 993-type 911 to give
200kW and 330Nm. The base rear-wheel-drive version was now known as the Carrera
– not Carrera 2s, as previously. Meanwhile, the four-wheel-drive Carrera 4
received a simplified driveline to reduce the weight penalty. A viscous coupling
was now employed to apportion torque front-to-rear.
A Cabriolet version was later released and the Targa was dropped. Buyers had
to wait until 1995 for the Targa to be reintroduced – the new model employing a
glass roof panel.
In the 964-type chassis, the 911 Turbo received a twin turbocharged 3.6 litre flat-six that
reduced lag and pumped out 300kW. The 964-type 911 Turbo also sported monster
330mm brakes, hollow-spoke alloy wheels, electronic boost control (for up to
around 14 psi), improved intercooling and a 6 speed gearbox coupled to a Carrera
4-type AWD system. Despite weighing almost 1500kg, this vehicle could accelerate
to 100 km/h in mid 4s and reach a 290 km/h top speed. Not hanging around...
For even more bang, the GT2 version delivered a massive 316kW – and through
the rear wheels only! The GT2 also boasted an extreme body kit and, thanks to
many plastic and aluminium components and the removal of the rear seat, it
weighed around 200kg less than the tubby 911 Turbo.
In early 1995, Porsche released a go-fast naturally aspirated 911 – the
993-type Carrera RS 3.8. With an engine based on the 964-type RS’s 3.8 litre
flat-six, this monster scored a Varioram variable length intake manifold for
improved torque spread.
All 911 models then received the Varioram variable-length intake system later
during 1995. This delivered improved driveability and a 10kW power increase, for
a total of 210kW.
An attractive sliding glass 911 Targa – developed in conjunction with
Mercedes-Benz - was also introduced by the end of 1995.
Type 996 - a True 911?
In late 1997, Porsche phased in the new - and noticeably larger - 996-type
911. But is this a real 911?
Ask any dedicated Porsche fan and they’ll tell you the 996-type body is a 911
in name only – it’s a completely new design that’s linked closely to the
Boxster. It also uses a water-cooled engine unlike any of the classic 911s.
The last traditional-style 911 emerged from Porsche’s Zuffenhausen factory in Germanyduring
April 1998. After 34 years of faithful service, more than 400,000 911s were
built – an incredible achievement for such a niche sportscar.
