PORSCHE 911 The forerunner of the 911, the 901, was exhibited in 1963 as a future successor to the t
The forerunner of the 911, the 901, was exhibited in 1963 as a future successor to the then-current road models; 20 years later its derivatives were still mainstream cars in the Porsche range, and for marketing purposes the number was applied to one of the outstand-ing `supercars' of the 19 70s.
Meanwhile, there had been a wide range of variants and 911s had achieved no mean list of com-petition successes. Production did not get under way until autumn 1964, when because of Peugeot objections the 901 model number was changed to 911.
The engine was still air-cooled, still overhung at the back, but it was a new single-ohc six rated at 130bhp and it drove through a new five-speed gearbox (a pushrod 1.6-litre four was used in the 'economy' 912 which had the same body as the 911, and was in production 1965-68).
Despite a relatively short wheelbase, the external lines were both elegant and efficient, while two-seater room was adequate, even if the 'occasional' seats were distinctly constricting. The first version had a 210kph (130mph) top speed, although the noise level did not encourage driving at over 160kph (100mph), while handling called for familiarity, or skill ...
First significant variant was the Targa in 1965, a convertible with a distinctive roll-over bar which stiffened the body as well as overcoming many traditional soft-top shortcomings. The 911S, with revised suspension and Bosch fuel-injected engine giving up to 170bhp and 220kph (135mph), followed in 1966; the E had the 911 in the 1967 Swedish Rally four-speed Sportomatic semi-automatic transmission as an alter-native to the slick four-speed manual box; the base model was the 911T. A 2.2-litre engine came in 1969, its principal benefit being im-proved torque rather than outright power, and in 1971 the enlarge-ment was to 2.4 litres (actually 2341cc) with power outputs rang-ing from 130bhp in the 911T to 190bhp in the 911S. This 1971 change was complemented by a new gearbox (a four-speed, with the five-speed version an option).
Two years later a 2.7-litre engine with Bosch K-Jetronic con-tinuous fuel injection was introduced on the 911 and 911S, which (with Carrera and Turbo variants) were to be the only designations applied to the model until 1976, when the 911 Lux and 911N were listed. In 1978 the 911SC appeared, sharing with the SC Sport the choice of coupe or Targa bodies and a 2994cc engine rated at 188bhp.
The Carrera of the 1970s used a slightly modified 911 body with a prominent rear aerofoil, a 2687cc engine from 1974, and a 2994cc unit from 1977. An outstanding new member of the 911 family was unveiled at the 1974 Paris Motor Show: the Turbo. This carried the works internal designation Type 930, and that does seem to relate it more closely and realistically to the turbocharged competitions models of the decade, but for all external purposes Porsche referred to it as the 911 Turbo.
With its wide wheels, front air dam and substantial rear spoiler, the Turbo fitted naturally into the sporting `supercar' category. Handling was rated exemplary for a rear-engined car, the very wide tyres giving high cornering power; braking could not be faulted, throttle lag was minimal, acceleration startling and top speed with the first 260bhp 3-litre engine was 250kph (155mph); the 300bhp 3.3-litre version that followed in 1978 gave 260kph (160mph).
Outwardly, there were many detail changes to 'normal' 911s — different wheels, modified nose spoilers, mandatory US bumpers, and so on — while through the second half of the 1970s rumours of its imminent decease were regularly proved premature as demand for it held up remarkably.
Porsche had introduced the 911 as a touring car rather than a sports car, but competition use was inevitable. Beyond the obvious sports and GT categories, the company contemplated entering it as a Group 2 Touring Car around 1970, to compete with cars gener-ally regarded as saloons; that, however, would have strayed beyond the spirit of the rules ...
Nevertheless, the all-round sporting qualities of the 911 were thoroughly demonstrated during a distinguished competition career in which its circuit performances were transcended by its rallying achievements. These began in 1965 with fifth place on the Monte Carlo Rally and during the following year Porsche won the sports car (Group 3) section of the European Rally Championship.
The first major victory came in 1967, when Vic Elford won the Lyon-Charbonnieres Rally, going on to win the Tulip and Geneva rallies to clinch another Group 3 title. In 1968, Elford won the Monte Carlo Rally (with another Porsche second) while various drivers, including Bjorn Waldegaard and Pauli Toivonen, won major events in both 911T and 911S models, Toivonen eventually securing the European Championship in the face of strong opposition from Lancia, Saab, Alpine-Renault, Alfa Romeo and the new Ford Escort Twin Cam. Waldegaard won the Monte Carlo for Porsche in 1969 and com-pleted a hat-trick of wins on the Swedish Rally; in 1970 he again won the Monte, this victory helping Porsche win the manufac-turer's section of that year's European Championship. After this, the factory team concentrated on the prestigious Safari Rally in east Africa, an event which on the face of it was ill-suited to the car.
Nevertheless, a 911 was placed fifth at its first attempt in 1971, and both 1972 and 1974 produced second places; despite massive efforts, however, subsequent forays failed to produce the elusive victory. Privateers continued to campaign the 911 and its derivatives throughout Europe and in 1978 a most famous victory fell to a 3-litre Carrera prepared by the Almeras brothers, when Jean-Pierre Nicolas won the Monte Carlo Rally against factory opposition. In racing, the 911 and its lighter offshoot, the Carrera RSR were prominent, with European GT classes falling to cars run by such teams as those of Kremer and Loos, and success in North America in the TransAm and IMSA championships.
Porsche 911
Specification (representative road cars) Engine: 911 (1964) — flat-six; 80 x 66mm, 1991cc; single ohc per bank; six Solex carburettors; 130bhp at 6100rpm. 911S (1969)— as above, but 84 x 66mm, 2195cc; two Zenith carburettors; 190bhp at 6500rpm. 911S (1971)— as above, but 84 x 70.4rnm, 2341cc; two Zenith carburettors or Bosch mechanical fuel injection; 190bhp at 6500rpm. 911S (1973)— as above, but 90 x 70.4mm, 2687cc; Bosch K-Jetronic fuel injection; 210bhp at 6300rpm. Carrera (1977) — as above, but 95 x 70.4mm, 2994cc; 200bhp at 6000rpm. Turbo (1978) — as above, but 97 x 74.4mm, 3299cc; Bosch fuel injection and turbocharger; 300bhp at 5500rpm. 911SC (1980)— as Carrera, but 188bhp at 5500rpm. Gearbox: five-speed manual, with optional four-speed manual or Sportomatic semi-automatic (but four-speed manual only on Turbo). Chassis: integral steel; front suspension independent by McPherson struts, transverse wishbones, torsion bars and anti-roll bar; rear suspension independent by trailing arms, transverse torsion bars, dampers and anti-roll bar; four-wheel disc brakes with drum handbrake. Dimensions: from 1964 — wheelbase 221cm/87in; front track 134cm/53in; rear track 132cm/52in. from 1969 — wheelbase 227cm/894in; front track 136cm/561in; rear track 134cm/521in. from 1973 — wheelbase 227cm/894in; front track 137cm/54in; rear track 135cm/53in.
