Porsche 911 | Unique Cars and Parts

1 Jul 2014 | Author: | Comments Off on Porsche 911 | Unique Cars and Parts
Porsche 911

Released in 1964 triumph of development over is still as popular as ever. many variations the pre-1974 are as the best classics of this

It is interesting to note that if it had not for Peugeot, who had patented all three number configurations that a Zero (0) in the middle, the 911 would been instead the 901. insisted Porsche change model designation, and so 911 it was.

The 911 is fast and agile with rear seating and a reputation for All 911’s used four-wheel brakes and five speed on its manual versions. Wishbones used for front suspension the rear being tied by trailing arms and torsion

Fabulous steering and sharp made the car hugely popular and versions used a 1991cc motor that allowed 130

In September 1966 the removable Targa was revealed with the being the 160 bhp 911S that manage 225 km/h. 1967 saw the being produced as a replacement for the 911. There was also a that used a semi-automatic speed and was not as popular.

The B-Series were introduced in 1968 and better due to an increase in the wheelbase.

The replaced the 911L. C Series of 1969 had 2195cc engines power outputs between 125 bhp for the T to 155 bhp for the E and 180 bhp for the S. 2.4 were used in 1971 ranged in bhp from 130 to 190.

the best early 911 was the 2.7RS with its lighter shell and suspension. It was built between and 1973 and was capable of a credible 241

Porsche 911 2.7 Review

There simply not enough superlatives for the journalists of the day to heap upon the 911. Many found it difficult to describe the qualities of almost engineering quality, exquisite and roadholding, magnificent perrformance, all to make it arguably the finest road car in the World.

If Porsches had one failing before the 2.7 it had been that the engines somewhat inflexible, necessitating use of the five-speed gearbox, perhaps on the open road, but tiresome in As capacity crept up from 2 to 2.2 and then 2.4 the torque (read improved with each until what many still consider to be the Porsche greatest moment, the introduction of the flat-six engine for the 911 and 911S.

The 2.7 litre engine was first and tested on the Carrera. In fact the engine was a few brake horsepower on the old 2A-litre 911E, the version was more readily comparable, quoted at 150 b.h.p. DIN. On the hand, torque had risen to 168 lb. ft. DIN at a 3,800 r.p.m. the real of extracting the extra capacity by the bore to 90 mm. while retaining the 70A-mm. ….

The result was while standing-start stop-watch may have suffered fractionally, performance was improved, although to see the you would need a reasonably and varied stretch of road.

quoted a 0-100 km/h (62 acceleration time of 8.5 sec. and a speed of 130 m.p.h. for the ordinary 911 and if there was justification for regarding figures as meaningless, this was it. On it appeared to the casual observer the 911 was rather ordinary, but then you be missing the point entirely. The was the Porsche’s rear engine and provided such outstanding that its maximum acceleration be achieved on almost any surface of course mud and sheet ice); in dry conditions dramatic wheelspin occured when trying to maximum acceleration with layout performance cars as BMW’s CSi .

In the hands of the average which is pretty much the of drivers, the Porsche was so well that it was easy to extract the full potential. And while 130 was nothing out of the ordinary even in 1974 ; what is not reflected in is that the 911 had a chassis designed for a maximum speed, the air-cooled engine regarding 130 m.p.h. as a maximum cruising speed was both comfortable, relaxing and To cruise at similar speeds in the majority of other cars was dangerous, and even the high end would struggle to make speeds as comfortable.

Porsche 911 3.3 Lit re Turbo.

Not only the 911‘s performance attracted fuel economy was brilliant for a car, and while people at time would often If he can drive that – he can the petrol, at least the lucky would not have to make the regular fuel stops other performance cars and which always spoiled the But the sheer economical practicality of remarkable car doesn’t end there. The 911 was meant for pleasurable and purposeful rather than the onemanship of exotica as indicated yet again by the service intervals, only checks on hydraulic fluids, in the 185/70 VR 15 Michelin tyres and pad wear being required in

The oil level could be checked moving from the driver’s a gauge giving the necessary from the tank for the dry-sump when the engine was at tickkover and temperature. Compare it with service intervals for the Aston V8. And while on the subject of practicality, the of the 911 made it an exceptionally easy car to

The 2.7 litre Porsche 911 would confidence immediately the key was turned the new Bosch K-Jetronic injection for the 911 and 911S taking care of start mixture problems

The New Bosch K-Jetronic Injection

The K-Jetronic injection employed mechanical nor electrical injection relying for its control on inlet and providing a continuous supply of the amount of fuel/air mixture to the chambers via valves directly the inlet manifolds. There was compensation for load conditions and pressure and height. This system, combined with a new crown designed to induce of the mixture, was instrumental in reducing and allowing for the use of low-lead fuels.

Perhaps the only downside was on the the 5 mph. bumpers looking cumbersome. The then new bumper hid crushable tubes, with being fitted on the Carrera. On the side though, highly alloy wheels were to the 911, while the 911 S and Carrera the traditional shiny spokes.

An four gallons capacity was in the fuel tank, its 17.5 offering a range of 350 to 400 miles stops, but necessitating the adoption of an space-saver tyre on a steel wheel.

The Awkward Space-Saver

Today space-saver tyre/wheel are more commonplace, however for the mid this was not an ideal solution. As the was only designed to carry the saver, you had to place the full wheel on the floor of the boot. Not practical if you were carrying – and so Porsche included a bag so that you could carry the in the front seat until you got to a

It’s the 70’s, you are wearing a shirt and flares, driving a and the boot is full of luggage at a guess you are not alone, and so this solution was far from ideal. A portable air-compressor worked inside the fuse-box in the boot or the cigarette lighter to inflate the so you would need to hope for a leak so that you could it to the next garage. Interestingly, adopted this very for their NC MX-5, albiet puncture repair compound.

detail changes made the introduction of the 2.7 included the fitting of an two-gallon washer bottle, from underneath the petrol in the front wing, released inside the car, the inclusion of inertia reel seat-belts was fresh-air vents/side window at the facia extremities and improved with high backs. the perfectly positioned pedals in the floor were retained.

The Porsche 911 gearbox used a H-pattern with 5th up to the right, it was rather notchy from 1st to Apart from being to warm up, the 11.1-inch diameter discs and 11.4-inch diameter discs, all ventilated, were tremendous feel being by the lack of a servo yet the pressure remained moderate with no of the front wheel locking dogged early 911s.

The strut/torsion-bar front suspension and arms at the rear with bars front and rear unchanged, as did the perfection of the so-positive Boge shock-absorbers were to the 911 and Koni to the 911S.

Porsche 911

At the time, there was one line of that, given the immense of the turbocharged flat six three-litre any more gear ratios four would have wasted. Such was the docility of the that there was little for constant gear shifting. The idled without fuss at lights and didn’t need revs to move away as was the with more nervous

It was the unobtrusive character that to Turbo owners who were secure in the knowledge that if it came to a show down an aggressor the Turbo could put it in the same unruffled manner.

The was a credit to Porsche engineers who had the turbo-charging principle both on the track and highway. Back in the mid others had produced road-going but without quite the success of Their engineers called the of an exhaust-driven supercharger (which is turbocharging really is) and the K-Jetronic direct fuel injection the engine to be derived from our level of technology.

They on to explain that, despite the technical exclusiveness, it did remain a Porsche, strong, reliable, to be driven and not merely admired. believed that this was what put the Turbo apart what they term the exotics – and by that Porsche obviously talking about

They had a point – at least in Australia – where on our poor roads it was a bit of a stretch to claim the exotics were everyday in the true sense. The Porsche 911 provided you were fairly and able to clamber in and out. did come close with the 400 – one of the finest four-seaters of decade.

A Little Too Teutonic

If you make one complaint about it was perhaps that it was a little too – too cold and impersonal. Very – that translated into a antiseptic, masculine and somewhat motor car, even it was very, very efficient and An Italian car could take the of a … girlfriend – a German car not so

But to think we are discussing a cars to try and find fault speaks on just how good the 911 Turbo was a true supercar of the Seventies the German equivalent of a 351 GT Falcon or A9X – and it was unique in that there was no car that combined so much with comfort, reliability and economy of operation.

The three-litre (260bhp) engine was upgraded to in 1978. The transmission remained a The major change aimed at both ride comfort and power was the use of the 50 ratio Pirelli on 16-inch wheels in place of the XVRs on 15-inch wheels as in Rim widths remained at seven-inch and eight-inch rear.

The engine get very busy with and power at 4000 and 5500 and was at 6800.

The purist would have preferred the engine to rev and not to have the needle rush the tachometer quite so quickly in to savour the music longer, but it was hard to quibble with easy power. And who could with the Porsche engineers, who them had tens of thousands of racing miles to use in developing the turbo 911.

Some felt that then new generation of cars, the 924 and Porsche 928. would take the limelight. They wrong. The Turbo would a prized collector car in short and remains so today.

The Finest GT In The

So often we receive emails people saying we wax lyrical certain cars, failing to out the negatives of each. It is true over time, many and particularly cars, can seem to be than they actually This is not the case with the which was always great.

But to a balanced view, we will out a shortcoming. The heater could be described as tempremental, ranging in more in tune with revs and forward speed than any attempt to manipulate the controls.

Heater aside, the 911 was such a winner in the important of quality of finish, performance, and road-holding, economy and real There were super-cars were arguably better or faster in a straight line, or more bling to their owners. But it was the Porsche 911 that had superior road-holding and accomplished making it the finest two-seater GT car in the

Porsche 911 Carrera

The legendary name, last seen on the 911 in 1974. returned in 1980 unveiling of Porsche’s new 924 Carrera GT. The new is unashamedly a homologation special. 400 cars were built, enough to qualify it for Group 4 The 911 Carrera was the first road-ready version based on the then new transaxle generation.

Comparable would have been the Carrera from the era of the legendary 356. or the later Carrera RS on the 911.

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