Porsche 911 classic (19631989)[edit] 911 of 1968 Main article: classic The 911 can trace its roots back to sketches drawn by Ferdinand "Butzi" Porsche in 1959.[6] The Porsche 911 was developed as a much more powerful, larger, more comfortable replacement for the , the company's first model. The new car made its public debut at the 1963[1] Frankfurt Motor Show (German: Internati onale Automobil-Ausstellung).[7] The car was developed with proof-of-concept twi n fan Type 745 engine, and the car presented at the auto show had a non-operatio nal mockup of the production single fan 901 engine, receiving a working one in F ebruary 1964.[6] It originally was designated as the "" (901 being its internal projec t number). 82 cars were built as 901s.[6] However, Peugeot protested on the grou nds 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 nam e in France, Porsche changed the name to 911. Internally, the carEight/> Product ion began in September 1964,[7] the first 911s reached the US in February 1965 w ith a price tag of US$6,500.[6]

Porsche 911E with Fuchs wheels, 1969 The earliest edition of the 911 had a 130 metric horsepower (96 kW; 128 hp)[1] T ype 901/01 flat-6 engine, in the "boxer" configuration like the 356, air-cooled and rear-mounted, displaced 1991 cc compared with the 356's four-cylinder, 1582 cc unit. The car had four although the rear seats were very small, thus th e car is usually called a 2+2 rather than a four-seater (the 356 was also a 2+2) . It was mated to a four or five-speed manual "Type 901" . The styli ng was largely by Ferdinand "Butzi" Porsche, son of Ferdinand "Ferry" Porsche. E rwin Komenda, the leader of the Porsche car body construction department, was al so involved in the design. The 356 came to the end of its production life in 1965, but there was still a ma rket for a 4-cylinder car, particularly in the USA. The , introduced the same year, served as a direct replacement, offering the de-tuned version of 356 SC's 4-cylinder, 1582 cc, 90 hp (67 kW) boxer four Type 616/36 engine inside the 911 bodywork with Type 901 four speed transmission (5 speed was optional). In 1966 Porsche introduced the more powerful 911S with Type 901/02 engine, the p ower raised to 160 PS (118 kW; 158 hp). Forged Magnesium alloy wheels from Fuchs , in a distinctive 5-leaf design, were offered for the first time. In motor spor t at the same time, the engine was developed into Type 901/20 installed in the m id-engined and with 210 PS (154 kW), as well as fuel inj ected Type 901/21 installed in 906 and 910 with 220 PS (160 kW). In Aug. 1967, the A series went into production with dual brake circuits and wid ened (5.5J-15) wheels, and the previously standard gasoline-burning heater becam e optional. The Targa (meaning "plate" in Italian[8]) version was introduced as a "stop gap" model. The Targa had a stainless steel-clad roll bar, as Porsche ha d, at one point, thought that the U.S. National Highway Traffic Safety Administr ation (NHTSA) would outlaw fully open in the US, an important marke t for the 911. The name "Targa" came from the Targa Florio road race in Sicily, Italy in which Porsche had notable success, with seven victories sinc e 1956, and four more to come until 1973. This last win in the subsequently disc ontinued event is especially notable as it was scored with a 911 Carrera RS agai nst 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 rea r window (although a fixed glass version was offered alongside from 1968). The 110 PS (81 kW; 108 hp) 911T was also launched in 1967 with Type 901/03 engin e and effectively replaced the 912. The staple 130 PS (96 kW; 128 hp) model was renamed the 911L with Type 901/06 engine and ventilated front disc brakes. The b rakes had been introduced on the previous 911S. The 911R with 901/20 engine had a very limited production (20 in all), as 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). The B series went into production in Aug. 1968 that replaced the 911L model with 911E with Fuel Injection, and remained in production until July 1969. 911E gain ed 185/70VR15 tires and 6J-15 wheels, which were previously standard on Series A 911S. The C series was introduced in Aug. 1969 with enlarged 2.2 L engine (84 mm bore x 66 mm stroke). The for all 911 and 912 models was increased from 221 1 to 2268 mm (87 to 89¼ in), an effective remedy to the cars' 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 (901/10 engine) and for a new middle model, 911E (901/09 engine). A semi-automatic Sportomatic[9] model , composed of a torque converter, an automatic clutch, and the four-speed transm ission was added to the product lineup. It was canceled after the 1980 model yea r[10] partly because of the elimination of a forward gear to make it a three-spe ed.[10] The D series was produced from Aug. 1970 to July 1971. The 2.2 L 911E (C and D s eries) were called "The secret weapon from Zuffenhausen"[citation needed]. Despi te the lower power output of the 911/01 engine (155 PS (114 kW; 153 hp) at 6200r pm) compared to the 911S's Type 911/02 (180 PS (132 kW; 178 hp) at 6500rpm), the 911E was quicker in acceleration up to 160 km/h (100 mph). The E series for 19721973 model years (Aug. 1971 to July 1972 production) consist ed of the same models, but with a new, larger 2341 cc (142 in³) engine. This is un iversally known as the "2.4 L" engine, despite its displacement being closer to 2.3 litres. The 911E (Type 911/52 engine) and 911S (Type 911/53) used Bosch (Kug elfischer) mechanical fuel injection (MFI) in all markets. For 1972 the 911T (Ty pe 911/57) was carbureted, except in the U.S. and some Asian markets where emiss ion regulations forced Porsche to equip the 911T with mechanical fuel injection (Type 911/51 engine). With the power and torque increases, the 2.4 L cars also got a newer, stronger t ransmission, identified by its Porsche type number 915. Derived from the transmi ssion in the race car, the 915 did away with the 901 transmission's "dog-leg" style first gear arrangement, opting for a traditional H pattern with first gear up to the left, second gear underneath first, etc. The E series had t he unique oil filler behind the right side door, with the dry sump oil tank relo cated from behind the right rear wheel to the front of it in an attempt to move the center of gravity slightly forward for better handling. The F series (Aug. 1972 to July 1973 production) moved the oil tank back to the original behind-the-wheel location. This change was in response to complaints th at gas-station attendants often filled gasoline into the oil tank. In January, 1 973, US 911Ts were switched to the new K-Jetronic CIS (Continuous Fuel Injection ) system from Bosch on Type 911/91 engine. 911S models also gained a discreet under the front bumper to improve hig h-speed stability. With the cars weighing only 1050 kg (2315 lb), these are ofte n 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 f rom 1970 to 1971). The cars were available with engines of either 2466 cc or 249 4 cc, producing 270 PS (199 kW; 266 hp) 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 Carrera RS (1973 and 1974)[edit] Porsche 911 Carrera RS, 1973 These models, valued by collectors, are considered by many to be the greatest cl assic 911s of all-time. RS stands for Rennsport in German, meaning race sport in English. The Carrera name was reintroduced from the 356 Carrera which had itsel f been named after Porsche's class victories in the Carrera Panamericana races i n Mexico in the 1950s. The RS was built so that Porsche could enter racing formu lae that demanded that a certain minimum number of production cars were made. Co mpared with a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) de veloping 210 PS (150 kW; 210 hp) with Bosch (Kugelfischer) MFI, revised and stif fened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels an d rear fenders. In RS Touring form it weighed 1075 kg (2370 lb), in Sport Lightw eight form it was about 100 kg (220 lb) lighter, the saving coming from the thin -gauge steel used for parts of the body shell 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 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 mechanical fuel injection produ cing 230 PS (169 kW). Its price was almost twice that of the 2.7 RS, but it offe red a fair amount of racing capability for the money. The chassis was largely si milar to that of the 1973 Carrera RSR and the brake system was from the . The use of thin metal plate panels and a Spartan interior enabled the shipp ing weight to be reduced to around 900 kg (1984 lb).

1976 Porsche 911 2.7 The Carrera RSR 3.0 was sold to racing teams, and scored outright wins in severa l major sports car races of the mid-1970s. Also, a prototype Carrera RSR Turbo ( with 2.1 L engine due to a 1.4x equivalency formula) came second at the 24 Hours of Le Mans in 1974 and won several major races, a significant event in that its engine would form the basis of many future Porsche attempts in sports car racin g. Save for the earlier Porsche 917, it can be regarded as Porsche's start of it s commitment to turbocharging also in road cars. 911 and 911S 2.7 (19731977)[edit] Model year 1974 (G Series. Aug. 1973 to July 1974 production) saw three signific ant 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-sp eed protection requirements of US law, these bumpers being so successfully integ rated into the design that they remained unchanged for 15 years. Thirdly, the us e of K-Jetronic CIS Bosch fuel injection in two of the three models in the line up the 911 and 911S models, retaining the narrow rear arches of the old 2.4, now had a 2.7-litre engine producing 150 PS (110 kW; 150 hp) and 175 PS (129 kW; 173 hp), respectively. Carrera 2.7 MFI and CIS (19741976)[edit] The Carrera 2.7 model built for all markets, except for the United States, used the 210 PS (150 kW; 210 hp) RS 911/83 engine with Bosch mechanical fuel injectio n pump from the 1973 Carrera RS. These Carrera 2.7 MFI models were built from 19 74 until 1976 and were mechanically identical to the 1973 Carrera RS. The Carrer a 2.7 model produced for the North American markets, often referred to as the Ca rrera 2.7 CIS, was powered by the same 2.7 litre engine as the 911S which produc ed 175 PS (129 kW; 173 hp). The initial Carrera 2.7 models had the same welded-o n rear RS flares, before switching to the SC stamped style rear flares during th e middle of the 1974 production year. The Carrera 2.7 coupes weighed in at 1075 kg, exactly the same weight as the 1973 Carrera RS Touring. For the 1974 model year, the Carrera 2.7 was available with the "ducktail "rear spoiler first introduced with the 1973 Carrera RS. In the North American markets the ducktail was standard equipment for the Carrera. All other markets the duck tail was optional, except or the home German market where the ducktail had been outlawed by the TÜV road homologation department. This lead to the introduction of the whale tail rear spoiler, available as an option on the 1974-75 Carrera 2.7 models, as well as the newly introduced Turbo. The Carrera 2.7 was replaced by the Carrera 3.0 for the 1976 model, except for a special run of 113 1976 Carrera 2.7 MFI coupes were built for the German market featuring the 911/83 RS engine, with an additional 20 narrow-bodied 1976 Carrer a MFI 2.7 Targas being supplied to the Belgian Gendarmerie. The 1976 Carrera 2.7 MFI Sondermodells are notable in that they were the last mechanically fuel inje cted 911 produced by Porsche, and still featured the 1973 RS engine. Carrera 3.0 (19761977)[edit] For the 1976 model year, Porsche introduced the Carrera 3.0 with wide rear flare s, optional whaletail, and a variety of other luxury options. It was available i n all markets, except the North American markets. The Carrera 3.0 was fitted wit h a variation of the 930 Turbo's 2994 cc engine, minus the turbocharger. The eng ine, with K-Jetronic CIS, now developed 200 PS (150 kW; 200 hp) vs the previous Carrera 2.7 MFI model's 210 PS (150 kW; 210 hp). The crankcase and gearbox housi ng was now made of aluminum, instead of magnesium, for extra durability. Also produced in the 1976 model year for the U.S. market, was the 912E, a 4-cyli nder version of the 911 like the 912 that had last been produced in 1969. It use d the I-series chassis but instead of the 356 engine in the old 912 now used the 2.0 engine from the . In all, 2099 units were produced. I n 1976 the front-engine took this car's place for the 1977 model yea r and beyond. 930 Turbo and Turbo Carrera 3.0-litre (19751977)[edit] Main article: Porsche 930 For the 1975 model year, Porsche introduced the first production turbocharged 91 1. Although simply called the 930 Turbo (930 being its internal type number) in Europe, it was marketed as the 930 Turbo Carrera in North America. The body shap e 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. Initially fitted with a 3.0-litre engine 260 PS (190 kW; 260 hp) and four-speed gearbox, t hese early cars are known for their exhilarating acceleration coupled with chall enging handling characteristics and extreme turbo lag. Production of the first 400 units quickly qualified the 930 for FIA Group 4 comp etition, with the racing version called the of 1976. Many participat ed at Le Mans and other races including some epic battles with the BMW 3.0 CSL " Batmobile". The wilder FIA version called evolved from the 9 34. Fitted with a slope nose, the 500+ PS car was campaigned in 1976 by the fact ory, winning the world championship title. Private teams went on to win many rac es, like Le Mans in 1979, and continued to compete successfully with the car wel l into the 1980s until the FIA and IMSA rules were changed. 930 Turbo 3.3-litre (19781989)[edit] Main article: Porsche 930 1982 911 Turbo Slantnose edition For the 1978 model year, Porsche revised the 930 with a larger 3.3-litre turboch arged engine with intercooler that produced 300 PS (220 kW; 300 hp). To fit the intercooler a newly designed "tea-tray" tail replaced the earlier whale tail. Po rsche dropped the "Carrera" nomenclature for the North American markets and deci ded to simply call it the Porsche Turbo worldwide. The larger engine helped redu ce some of the turbo lag inherent in the earlier version. Production of the first 400 units quickly qualified the 930 for FIA Group 4 comp etition, with the racing version called the Porsche 934 of 1976. Many participat ed at Le Mans and other races including some epic battles with the BMW 3.0 CSL " Batmobile". The wilder FIA Group 5 version called Porsche 935 evolved from the 2 .1 L RSR Turbo of 1974. Fitted with a slope nose, the 500+ PS car was campaigned in 1976 by the factory, winning the world championship title. Private teams wen t on to win many races, like Le Mans in 1979, and continued to compete successfu lly with the car well into the 1980s until the FIA and IMSA rules were changed. Only in 1989, its last year of production, was the 930 equipped with a five-spee d 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. 911SC (19781983)[edit] 1982 Porsche 911 SC Targa Henri Toivonen at rallye des 1000 pistes in 1984 on a Porsche 911 SC RS In 1978, Porsche introduced the new version of the 911, called the '911SC'. Pors che reintroduced the SC designation for the first time since the 356SC (as disti nguished from the race engined 356 Carrera). There was no Carrera version of the 911SC. It featured a 3.0-litre engine with Bosch K-Jetronic fuel injection and a 5-speed 915 transmission. Originally power output was 180 bhp,later 188 bhp an d then in 1981 it was increased to 204 bhp. In 1981 a Cabriolet concept car was introduced at the Frankfurt Motor Show. Not only was the car a true , but it also featured four-wheel drive, although this was dropped in the product ion 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 po pular with 4,214 sold in its introductory year, despite its premium price relati ve to the open-top targa.[11] Cabriolet versions of the 911 have been offered ev er 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 t he 911 remained so strong however, that Porsche revised its strategy and decided to inject new life into the 911 editions. 911 SC sales totaled 58,914 cars.[11] Peter W. Schutz (CEO Porsche AG 19811987) wrote: The decision to keep the 911 in the product line occurred one afternoon in the o ffice of Dr. Helmuth Bott de:Helmuth Bott, the Porsche operating board member re sponsible 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 t hree 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 risi ng from my chair, walking over to the chart, taking a black marker pen, and exte nding 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.[12]