An intercooler is a heat exchanger used to cool a gas after compression. Often found in turbocharged engines, intercoolers are also used in air compressors , air conditioners , refrigeration and gas turbines .
85-465: The Porsche 930 is a turbocharged variant of the 911 model sports car manufactured by German automobile manufacturer Porsche between 1975 and 1989. It was the maker's top-of-the-range 911 model for its entire production duration and, at the time of its introduction, was the fastest production car available in Germany. Porsche began experimenting with turbocharging technology on their race cars during
170-475: A torsion bar suspension . The car has been continuously enhanced through the years but the basic concept has remained unchanged. The engines were air-cooled until the introduction of the 996 series in 1998. The 911 has been raced extensively by private and factory teams, in a variety of classes. It is among the most successful competition cars. In the mid-1970s, the naturally aspirated 911 Carrera RSR won world championship races including Targa Florio and
255-405: A 3.2-litre horizontally opposed flat 6-cylinder unit, was utilized. At the time Porsche claimed it was 80% new. The new swept volume of 3,164 cc was achieved using the 95 mm (3.7 in) bore (from the previous SC model) combined with the 1978 Turbo 3.3 crankshaft's 74.4 mm (2.9 in) stroke. In addition, higher domed pistons increased the compression ratio from 9.8 to 10.3:1 (9.5:1 for
340-548: A 5-speed 915 transmission. Originally power output was 180 PS (132 kW; 178 hp), later 191 PS (140 kW; 188 hp) and then in 1981 it was increased to 204 PS (150 kW; 201 hp). The move to an aluminium engine was to regain case reliability, something missing for many years with magnesium. In 1981 a Cabriolet concept car was introduced at the Frankfurt Motor Show . The convertible body design also featured four-wheel drive , although this
425-403: A 911T/E. With power and torque increase, the 2.4-litre cars also got a newer, stronger transmission, identified by its Porsche type number 915. Derived from the transmission in the 908 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
510-485: A K-Jetronic 2.7-litre. The 911S 2.7 engine was rated during the entire lifespan at 175 hp (130 kW; 177 PS). 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 injection pump from the 1973 Carrera RS. These Carrera 2.7 MFI models were built from 1974 until 1976 and were mechanically identical to
595-402: A build-to-order basis from Porsche. With the so-called Werksleistungssteigerung (WLS, "Works Performance Increase") add-on came a quad-pipe exhaust system and an additional oil-cooler requiring a remodelled front spoiler and units bearing the add-on often featured additional ventilation holes in the rear fenders and modified rockers. By the 1985 model year , 928 sales had risen slightly, but
680-409: A chart on the wall of Professor Bott's office. It depicted the ongoing development schedules for the three 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 rising from my chair, walking over to the chart, taking a black marker pen, and extending the 911 program bar clean off the chart. I am sure I heard
765-523: A combination of both. In automotive engines where multiple stages of forced-induction are used (e.g. a sequential twin-turbo or twin-charged engine), the intercooling usually takes place after the last turbocharger/supercharger. However it is also possible to use separate intercoolers for each stage of the turbocharging/supercharging, such as in the JCB Dieselmax land speed record racing car. Some aircraft engines also use an intercooler for each stage of
850-657: A different name in France, Porsche changed the name to 911. Internally, the cars' part numbers carried on the prefix 901 for years. Production began in September 1964, with the first 911s exported to the US in February 1965. The first models of the 911 had a rear-mounted 130 hp (97 kW) Type 901/01 flat-6 engine, in the " boxer " configuration like the 356, the engine is air-cooled and displaces 1,991 cc (2.0 L) as compared to
935-455: A good flow of cooling air for an air-to-air unit would be difficult. Marine intercoolers take the form of a tubular heat exchanger with the air passing around a series of tubes within the cooler casing, and sea water circulating inside the tubes. The main materials used for this kind of application are meant to resist sea water corrosion: Copper-Nickel for the tubes and bronze for the sea water covers. An alternative to using intercoolers - which
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#17328798505521020-498: A larger engine (2,687 cc) developing 210 PS (154 kW; 207 hp) with Bosch ( Kugelfischer ) mechanical fuel injection, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear fenders, to fit 185/70VR15 and 215/60VR15 tyres front and rear. In RS Touring form it weighed 1,075 kg (2,370 lb), in Sport Lightweight form it was about 100 kg (220 lb) lighter,
1105-456: A limited production (20 in all), as this was a lightweight racing version with thin fiberglass reinforced plastic doors, a magnesium crankcase, twin overhead camshafts, and a power output of 210 PS (154 kW; 207 hp). A clutchless semi-automatic Sportomatic model, composed of a torque converter , an automatic clutch , and the four-speed transmission was added in Autumn 1967. It
1190-520: A new model based on the same principle at the RennSport Reunion VI . The company obtained permission from McLaren to produce the model and bought 11 of those engines originally installed in the F1 cars for this purpose from the manufacturer. Cosworth is tasked to restore the engines. Each of the 11 cars fitted with the engines would come with a plaque signifying the engine's race history, engine number and
1275-521: A notchback design with proper space for seating two rear passengers but Ferry Porsche insisted that the 356's successor was to use its fastback styling. 7 prototypes were built based on Butzi Porsche's original design and were internally called the Porsche 754 T7. Erwin Komenda , the leader of the Porsche car body construction department who initially objected, was also involved later in the design. Production of
1360-779: A significant event in that its engine would form the basis of many future Porsche attempts in sports car racing. This, and the earlier 917, was Porsche's commitment to turbocharger applications in its cars. There is a common misconception that all 911s built between 1974 and 1989 are 'G-series' cars. In fact, the G-series was only produced for the 1974 model year. It was followed by the H, J, K, and so on. Model year 1974 (G Series. Aug. 1973 to July 1974 production) Model year 1975 (H Series. Aug. 1974 to July 1975 production) Model year 1976 (J Series. Aug. 1975 to July 1976 production) Model year 1977 (K Series. Aug. 1976 to July 1977 production) The 1974 model year brought many significant changes to
1445-597: 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. The replacement for the SC series came in 1984 as the 911 3.2 Carrera, reviving the Carrera name for the first time since 1977. This was the last iteration in the original 911 series, with all subsequent models featuring new body styling and new brake, electronic, and suspension technologies. A new higher-displacement engine,
1530-400: A working unit in February 1964. It originally was designated as the "Porsche 901" (901 being its internal project number). A total of 82 cars were built which were badged as 901s. However, French automobile manufacturer Peugeot protested on the grounds that in France it had exclusive rights to car names formed by three numbers with a zero in the middle. Instead of selling the new model with
1615-464: Is 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 mechanical fuel injection (MFI) in all markets. For 1972 the 911T (Type 911/57) was carbureted , except in the US and some Asian markets where the 911T also came with (MFI) mechanical fuel injection (Type 911/51 engine) with power increase over European models (130 hp) to 140 hp commonly known as
1700-476: Is rarely used these days - was to inject excess fuel into the combustion chamber, so that the vaporization process would cool the cylinders in order to prevent knocking. However the downsides to this method were increased fuel consumption and exhaust gas emissions . Intercoolers are used to remove the waste heat from the first stage of two-stage air compressors. Two-stage air compressors are manufactured because of their inherent efficiency. The cooling action of
1785-404: Is used to counteract the heat of compression and heat soak in the pressurised intake air. By reducing the temperature of the intake air, the air becomes denser (allowing more fuel to be injected, resulting in increased power) and less likely to suffer from pre-ignition or knocking . Additional cooling can be provided by externally spraying a fine mist onto the intercooler surface, or even into
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#17328798505521870-623: The 1000 km Nürburgring , and the Targa Florio . RS stands for Rennsport in German, meaning race sport . The Carrera name was reintroduced from the 356 Carrera which had itself been named after Porsche's class victories in the Carrera Panamericana races in Mexico in the 1950s. The RS was developed to meet motorsport homologation requirements. Compared to a standard 911S, the Carrera 2.7 RS had
1955-593: The 24 Hours of Daytona . The 911-derived 935 turbo also won the 24 Hours of Le Mans in 1979. Porsche won the World Championship for Makes in 1976, 1977, 1978, and 1979 with 911-derived models. In a 1999 poll to determine the Car of the Century , the 911 was fifth. It is one of two in the top five that had remained continuously in production (the original Beetle remained in production until 2003). The one millionth example
2040-454: The Porsche 914 for 1973 through 1975 model years. 2,099 units were produced. The 912E was replaced by the front-engine Porsche 924 for the 1977 model year. For the 1976 model year, Porsche introduced the Carrera 3.0 with wide rear flares, optional whaletail, and a variety of other luxury options. It was available in all markets except North America. The Carrera 3.0 was fitted with a variation of
2125-469: The intake air itself , to further reduce intake charge temperature through evaporative cooling . Intercoolers can vary dramatically in size, shape and design, depending on the performance and space requirements of the system. Many passenger cars use either front-mounted intercoolers located in the front bumper or grill opening, or top-mounted intercoolers located above the engine. An intercooling system can use an air-to-air design, an air-to-liquid design, or
2210-446: The "lower trim" Carrera. A "whale tail" rear spoiler was installed to help vent more air to the engine and to create more downforce at the rear of the vehicle, and wider rear wheels with upgraded tires combined with flared wheel arches were implemented in order to increase the car's width and grip, making it more stable. Porsche badged the vehicle simply as "Turbo" (although early U.S. units were badged as "Turbo Carrera") and introduced
2295-528: The 1973 Carrera RS. The Carrera 2.7 model produced for the North American markets, often referred to as the Carrera 2.7 CIS, was powered by the same 2.7-litre engine as the 911S which produced 175 PS (129 kW; 173 hp). The initial Carrera 2.7 models had the same welded-on rear RS flares, before switching to the SC stamped style rear flares during the middle of the 1974 production year. The Carrera 2.7 coupés weighed in at 1,075 kg (2,370 lb),
2380-460: The 1976 season, new FIA regulations required manufacturers to produce 400 cars within a twenty-four-month period to gain approval for Group 4. Group 5 would require the car to be derived from a homologated model in Group 3 or 4. Porsche's Group 4 entry was the 934 , homologated on 6 December 1975. For Group 5, Porsche would develop one of the most successful racing cars of the time, the 935 . The 911 Turbo
2465-465: The 3.0 engine and a flat "whale tail" in place of the ducktail spoiler along with wide body panels and large tyres. In 1974, Porsche developed the Carrera RS 3.0 with mechanical fuel injection rated at 230 PS (169 kW; 227 hp). Its price was almost twice that of the 2.7 RS, but it offered racing capability. The chassis was largely similar to that of the 1973 Carrera RSR and the braking system
2550-479: The 3.0-liter boxer engine installed later. Ernst Fuhrmann adapted the turbo-technology originally developed for the 917/30 CAN-AM car and applied it to the 3.0 litre flat-six used in Carrera RS 3.0, thus creating what Porsche internally dubbed as the 930. The car utilises a single KK&K turbocharger. Total power output from the engine was 260 PS (191 kW; 256 hp) at 5,500 rpm and 329 N⋅m (243 lb⋅ft) of torque at 4,000 rpm, much more than
2635-419: The 356 ended in 1965, but there was still a market for a 4-cylinder car, particularly in the US. The 912 , introduced in the same year, served as a direct replacement, offering the de-tuned version of 356 SC's 4-cylinder, 1,582 cc (1.6 L), 90 hp (67 kW; 91 PS) boxer four Type 616/36 engine inside the 911 bodywork with Type 901 four-speed manual transmission (a 5-speed manual transmission
Porsche 911 (930) - Misplaced Pages Continue
2720-405: The 356's four-cylinder, 1,582 cc (1.6 L) unit. The car had four seats although the rear seats were small, thus it is usually called a 2+2 rather than a four-seater (the 356 was also a 2+2). A four or five-speed "Type 901" manual transmission was available. The styling was largely penned by Ferdinand "Butzi" Porsche, son of Ferdinand "Ferry" Porsche . Butzi Porsche initially came up with
2805-535: The 906 and 910 with a power output of 220 PS (162 kW; 217 hp). In August 1967, the A series went into production with dual brake circuits and widened (5.5J-15) wheels still fitted with Pirelli Cinturato tyres, and the previously standard gasoline-burning heater became optional. The Targa (meaning "plate" in Italian ) version was introduced. The Targa had a stainless steel -clad roll bar, as automakers believed that proposed rollover safety requirements by
2890-521: The 911 as the top of the Porsche model lineup, Fuhrmann cut back further development on the model, and it was not until his resignation that the company finally committed the financing to update the car's emissions systems, and recertify the 930 for sale in all markets. The 930 remained available in Europe, and for 1983 a 330 PS (243 kW; 325 hp) at 5750 rpm and 432 N⋅m (319 lb⋅ft) of torque at 4000 rpm performance option became available on
2975-443: The 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. Peter W. Schutz (CEO Porsche AG 1981–1987) wrote: The decision to keep the 911 in the product line occurred one afternoon in the office of Dr. Helmuth Bott [ de ] , the Porsche operating board member responsible for all engineering and development. I noticed
3060-411: The 911 to meet legislative requirements around the world for both impact safety and emissions. First, the engine size was increased to 2,687 cc achieving higher torque. Second, new impact bumpers conformed with low-speed protection requirements of US regulations. Thirdly, the use of K-Jetronic CIS Bosch fuel injection in two of the three models in the line up— the 911 and 911S models, retaining
3145-415: The 911/01 engine (155 PS (114 kW; 153 hp) at 6,200 rpm) compared to the 911S's Type 911/02 (180 PS (132 kW; 178 hp) at 6,500 rpm), but 911E was quicker in acceleration up to 160 km/h (99 mph). The E series for 1972–1973 model years (August 1971 to July 1972 production) consisted of the same models, but with a new, larger 2,341 cc (2.3 L) engine. This
3230-603: The 930 Turbo's 2994 cc engine (minus the turbocharger ). The engine (dubbed the 930/02) featured K-Jetronic CIS. It developed 200 PS (147 kW; 197 hp) in contrast to the older Carrera 2.7 MFI model's 210 PS (154 kW; 207 hp). The crankcase and gearbox housing were made of aluminium rather than magnesium for improved reliability. Magnesium cases were reviled for thermal expansion/contraction issues as engines grew in displacement and heat generation also increased. The new engine, which featured bigger intake and exhaust valves, produced greater torque allowing
3315-562: The 930 after the 1989 model year when its underlying "G-Series" platform was being replaced by the 964 . The 1989 models were the first and last versions of the 930 to feature the Getrag G50 five-speed manual transmission. A turbocharged variant of the 964 officially succeeded the 930 in 1991 with a modified version of the same 3.3-litre flat-six engine and a five-speed transmission. Kremer Racing had originally begun offering conversion kits for 930 Turbo models which included front bodywork like
3400-591: The Belgian Gendarmerie. The 1976 Carrera 2.7 MFI Sondermodells were the last mechanically fuel injected 911 produced by Porsche and still featured the 1973 RS engine. For the 1976 model year, the 912E was produced for the U.S. market. This was a 4-cylinder version of the 911 in the same manner as the 912 that had last been produced in 1969. It used the I-series chassis powered by the Volkswagen 2.0 engine also used in
3485-466: The Carrera 3.0 to achieve the same performance as the previous Carrera 2.7, 0–100 km/h (0–62 mph) in 6.1 seconds and 0–200 km/h (0–124 mph) in 27 seconds. Both versions boasted a top speed of approximately 236 km/h (147 mph). Weight increased marginally by 45 kg (99 lb) to 1,120 kg (2,470 lb). The 911 Carrera 3.0 was produced in both targa (1,125 examples produced) and coupé (2,566) versions. The Carrera 3.0
Porsche 911 (930) - Misplaced Pages Continue
3570-631: The US National Highway Traffic Safety Administration (NHTSA) would make it difficult for fully open convertibles to meet regulations for sale in the US, an important market for the 911. The name "Targa" came from the Targa Florio sports car road race in Sicily , Italy in which Porsche had several victories until 1973. The last win in the subsequently discontinued event was scored with a 911 Carrera RS against prototypes entered by Ferrari and Alfa Romeo . The road-going Targa
3655-450: The US market). New inlet manifold and exhaust systems were fitted. The 915 transmission was carried over from the SC series for the first three model years. In 1987, the Carrera got a new five-speed gearbox sourced from Getrag , model number G50 with proven BorgWarner synchronizers. This slightly heavier version also featured a hydraulically operated clutch. Intercooler Most commonly used with turbocharged engines, an intercooler
3740-419: The car was simply called the Porsche 911 Turbo worldwide. The larger engine helped reduce some of the turbo lag inherent in the earlier models. In 1989, a 5-speed manual transmission became available for the 930. The 930 was replaced in 1990 with the 964 turbo featuring the same 3.3-litre engine. There have been turbocharged variants of each subsequent generation of 911 since then. In 1978, Porsche introduced
3825-462: The car well into the 1980s until the FIA and IMSA rules were changed. For the 1978 model year, Porsche revised the 930 with a larger 3.3-litre turbocharged engine with intercooler rated at 300 PS (221 kW; 296 hp). To fit the intercooler a newly designed "tea-tray" tail spoiler replaced the earlier whale tail spoiler. Porsche dropped the "Carrera" nomenclature for the North American markets and
3910-538: The car's production number. The Lanzante display car's engine was originally fitted in 1984 to Niki Lauda 's MP4/2 in which he won the British GP. Porsche 911 The Porsche 911 (pronounced Nine Eleven or in German : Neunelf ) is a two-door 2+2 high performance rear-engined sports car introduced in September 1964 by Porsche AG of Stuttgart , Germany. It has a rear-mounted flat-six engine and originally
3995-448: The engine bore by 2 mm (0.08 in) to a total displacement of 3,299 cc (3.3 L; 201.3 cu in) and adding an air-to-air intercooler . By cooling the pressurised air charge, the intercooler helped increase power output to 300 PS (221 kW; 296 hp) at 5,500 rpm and 412 N⋅m (304 lb⋅ft) of torque at 4,000 rpm ( DIN ); the rear 'whale tail' spoiler was re-profiled and raised slightly to make room for
4080-500: The engine's cooling system is also used for the intercooling system. Air-to-liquid intercoolers are usually heavier than their air-to-air counterparts, due to additional components making up the system (e.g. water circulation pump, radiator, fluid, and plumbing). The majority of marine engines use air-to-liquid intercoolers, since the water of the lake, river or sea can easily be accessed for cooling purposes. In addition, most marine engines are located in closed compartments where obtaining
4165-422: The famous 935 race car in 1981. In 1982, TAG Heuer co-owner Mansour Ojjeh commissioned Porsche to develop a road-legal version of the 935 race car. The final product was developed using a body shell of the 930 and fitting fabricated 935 body panels to it. The one-off also had the suspension and brakes shared with the 935 race car. Other special features of the car included special paintwork called Brilliant Red by
4250-458: The forced induction. In engines with two-stage turbocharging, the term intercooler can specifically refer to the cooler between the two turbochargers and the term aftercooler is used for the cooler located between the second-stage turbo and the engine. However, the terms intercooler and charge-air cooler are also often used regardless of the location in the intake system. Air-to-air intercoolers are heat exchangers that transfer heat from
4335-421: The heavy rear end of the car to swing outward like a pendulum, causing the car to spin out. To this day, Porsche corporate employees who drive 911 Turbo models for testing or for business reasons are mandated to undergo "Turbo Training", despite the fact that newer 911 Turbo models are generally safer and easier to drive. Porsche made its first and most significant changes to the 930 for 1978 model year, enlarging
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#17328798505524420-401: The intake air directly to the atmosphere. Alternatively, air-to-liquid intercoolers transfer the heat from the intake air to intermediate liquid (usually water), which in turn transfers the heat to the atmosphere. The heat exchanger that transfers the heat from the fluid to the atmosphere operates in a similar fashion to the main radiator in a water-cooled engine's cooling system, or in some cases
4505-428: The intercooler and the spoiler was now infamously called the 'tea tray' spoiler by the enthusiasts. The suspension benefitted from new anti-roll bars, firmer shock absorbers and larger diameter rear torsion bars. Porsche also upgraded the brakes to units similar to those used on the 917 race car. While the increase in displacement and addition of an intercooler increased power output and torque, these changes also increased
4590-431: 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 930 Turbo. The Carrera 2.7 was replaced by the Carrera 3.0 for the 1976 model year, except for a special run of 113 1976 Carrera 2.7 MFI coupés were built for the German market featuring the 911/83 RS engine, with an additional 20 narrow-bodied 1976 Carrera MFI 2.7 Targas being supplied to
4675-575: The late 1960s, and in 1972 began development on a turbocharged version of the 911. Porsche originally needed to produce the car in order to comply with homologation regulations and had intended on marketing it as a street legal race vehicle like the 1973 Carrera 2.7 RS. The FIA's Appendix "J” rules upon which the 911 Turbo Carrera RSR 2.1 was entered into competition in 1974 changed in 1975 and 1976. The FIA announced that cars for Group 4 and Group 5 had to be production cars and be available for sale to individual purchasers through manufacturer dealer networks. For
4760-431: The manufacturer, BBS wheels and the use of the 3.3-litre turbocharged flat-6 engine of the 934 race car. The car proved very popular among enthusiasts and prospective buyers began to demand a similar car as a factory offering. Porsche offered a " Flachbau " ("flatnose" or "slantnose") 930 under the "Sonderwunschprogramm" (special order program) from 1986 model year, an otherwise normal 930 with a 935-style slantnose instead of
4845-421: The narrow rear arches of the old 2.4, now had a 2.7-litre engine rated at 150 PS (110 kW; 148 hp) and 175 PS (129 kW; 173 hp), respectively. The standard 911 version received an increase to 165 PS (121 kW; 163 hp) for Model Year 1976, which meant that starting from MY 1976, there was only a difference in power of 10 hp between the 911 and the 911S. The engine remained
4930-448: The new version of the 911, called the '911SC'. Porsche reintroduced the SC designation for the first time since the 356SC (as distinguished from the race engined 356 Carrera). There was no Carrera version of the 911SC. According to modern-day Porsche literature and websites (there is no period reference to SC meaning anything) the "SC" stands for "Super Carrera". It featured a 3.0-litre aluminium engine with Bosch K-Jetronic fuel injection and
5015-418: The normal 911 front end with the replacement of the famous "bug eye" headlamps with pop-up units. Each Flachbau unit was handcrafted by remodeling the front fenders (option code M505 for the US and M506 elsewhere). A limited number of units were produced due to the fact that the package commanded a high premium price, an initial premium of up to 60 per cent (highly individualised cars requiring even more) over
5100-469: The oil tank back to the original behind-the-wheel location. This change was in response to complaints that gas-station attendants often filled gasoline into the oil tank. In January 1973, 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 small spoiler under the front bumper to improve high-speed stability. The cars weighed 1,050 kg (2,310 lb). The 911 ST
5185-473: The performance kit). (0–60 mph) (0-62 mph) (0–124 mph) Car and Driver recorded a 0–60 mph acceleration time of 4.9 seconds for both the 1975 and 1978 Porsche 911 Turbo, they shared first place in the magazine's "quickest cars of the 1970s" ranking with a 0.4-second lead. In the 1980s, Porsche built twin-turbocharged 1.5-litre V6 engines for the McLaren Formula One team. The engine
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#17328798505525270-505: The question remained as to whether it would supersede the 911 as the company's premier model. Porsche reintroduced the 930 to the Japanese and U.S. markets in 1986 with an emission-controlled engine having a power output of 282 hp (210 kW; 286 PS) at 5500 rpm and 377 N⋅m (278 lb⋅ft) at 4000 rpm of torque. At the same time Porsche introduced targa and cabriolet variants, both of which proved popular. Porsche discontinued
5355-519: The racing version called the Porsche 934 of 1976 participating at the 24 Hours of Le Mans and other races including battles with the BMW 3.0 CSL "Batmobile" . The FIA Group 5 version called Porsche 935 evolved from the 934. Fitted with a slope nose or "slant nose", the 500+ PS car was campaigned in 1976 by the factory, winning the world championship title. Private teams went on to win many races, like Le Mans in 1979, and continued to compete successfully with
5440-479: 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 ducktail was optional, except for the home German market where the ducktail had been outlawed by the TÜV road homologation department. This led to
5525-517: The saving coming from thin gauge steel used for parts of the body shell and also the use of thinner glass. In total, 1,580 units were made, and qualified for the FIA Group 4 class. 49 Carrera RSR cars were built with 2,808 cc (2.8 L) engines rated at 300 PS (221 kW; 296 hp). For the 1974 IROC Championship (which started in December 1973), 1973 Carrera RSR models were fitted with
5610-400: The standard Carrera it was based on. The engine has a compression ratio of 6.5:1. In order to ensure that the platform could make the most of the higher power output, a revised suspension, larger brakes and a stronger gearbox became part of the package, although some consumers were unhappy with Porsche's use of a four-speed transmission whilst a five-speed manual transmission was available in
5695-411: The standard price. 948 units were built in total with 160 of them being imported to the US. The Flachbau units delivered in Europe usually featured the 330 PS (243 kW; 325 hp) WLS performance kit. The flat nose greatly contributed to the aerodynamics of the car and enabled it to accelerate from 0–97 km/h in 4.85 seconds and attain a top speed of 278 km/h (173 mph) (figures with
5780-438: The unusual oil filler behind the right side door, with the dry sump oil tank relocated from behind the right rear wheel to the front of it in an attempt to move the centre of gravity slightly forward for better handling. An extra oil filler/inspection flap was located on the rear wing, for this reason it became known as an "Oil Klapper", "Ölklappe" or "Vierte Tür (4th door)". The F series (August 1972 to July 1973 production) moved
5865-685: The vehicle at the Paris Auto Show in October 1974 before putting it on sale in the spring of 1975; export to the United States began in 1976. The 930 proved very fast but also very demanding to drive, and due to its short wheelbase and rear engine layout , was prone to oversteer and turbo-lag. It acquired the nickname "the Widowmaker" after several crashes and deaths attributed to its handling characteristics, which were unfamiliar to many drivers. Under certain conditions, applying too much throttle would cause
5950-507: The weight of the vehicle, especially the engine, which contributed to a substantial change in the handling and character of the car compared to the earlier 3.0-litre models. Changing emissions regulations in Japan and the United States forced Porsche to withdraw the 930 from those markets in 1980. It however remained available in Canada. Envisioning the luxurious 928 gran turismo eventually replacing
6035-401: The wide 205/50R15 & 225/50R15 Pirelli P7 tyres, and a large rear spoiler often known as a " whale tail " on the early cars (modified from the original 1974 IROC design). They were initially fitted with a 3.0-litre engine producing 260 PS (191 kW; 256 hp), and a four-speed manual transmission. Production of the first 400 units qualified the 930 for FIA Group 4 competition. With
6120-595: Was available with a manual gearbox (type 915) with 4 or 5 speeds as well as 3-speed automatic transmission (called the Sportomatic). Production totals were 3,691 manual cars and 58 Sportomatic cars. For the 1975 model year, Porsche introduced the first production turbocharged 911. Although 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 shape incorporated wide wheel-arches to accommodate
6205-523: Was canceled after the 1980 model year partly because of the elimination of a forward gear to make it a three-speed. The B series went into production in August 1968, replacing the 911L model with 911E with fuel injection. It remained in production until July 1969. The 911E gained wider tires on 6J-15 wheels. The C series was introduced in August 1969 with an enlarged 2.2-litre engine (84 mm bore x 66 mm stroke). The wheelbase for all 911 and 912 models
6290-434: Was completed on 5 May 1976. Ferry Porsche gave the first Turbo model to his sister Louise Piëch for her 70th birthday. Although this 911 Turbo No. 1 already has the large rear spoiler of the later production model, it still has the narrower bodywork of the Carrera, whose lettering at the rear has not been removed. In addition, the 911 Turbo No. 1 has only a turbocharged 2.7-liter boxer engine with 177 kW (240 hp) instead of
6375-433: Was developed as a more powerful, larger and a more comfortable replacement for the 356 , the company's first model. The new car made its public debut at the 1963 Frankfurt Motor Show ( German : Internationale Automobil-Ausstellung ). The car was developed with the proof-of-concept twin-fan Type 745 flat-six engine, but the car presented at the auto show had a non-operational mockup of the single-fan 901 engine, receiving
6460-446: Was dropped in the production 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. A total of 4,214 were sold in its introductory year, despite its premium price relative to the open-top targa. Cabriolet versions of the 911 have been offered ever since. In 1979, Porsche had made plans to replace the 911 with their new 928 company flagship . Sales of
6545-444: Was equipped with a removable roof panel and a removable plastic rear window (although a fixed glass version was offered from 1968). The 110 PS (81 kW; 110 hp) 911T was also launched in 1967 with Type 901/03 engine. The 130 PS (96 kW; 128 hp) model was renamed the 911L with Type 901/06 engine and ventilated front disc brakes. The brakes had been introduced on the previous 911S. The 911R with 901/22 engine had
6630-424: Was exterior-wise similar to the standard 930 Turbo but featured RUF sourced wheels instead of the standard Fuchs units, a taller whale tail rear spoiler in order to accommodate a large pair of intercoolers and a new front bumper. The changes to the interior consisted of racing bucket seats and a new TAG branded tachometer with a 10,000 rpm redline. In September 2018, English automotive company Lanzante introduced
6715-453: Was from the 917 racing car. The use of thinner metal plate panels and a minimalist interior enabled its weight to be reduced to around 900 kg (2,000 lb). The Carrera RSR 3.0 was sold to racing teams and scored wins in several major sports car races of the mid-1970s. Also, a prototype Carrera RSR Turbo (with 2.1-litre engine due to a 1.4x equivalency formula) came second at the 24 Hours of Le Mans in 1974 and won several major races,
6800-534: Was given the code TTE P01 and was fitted in the McLaren MP4/2 and MP4/3 generating 760–1,014 PS (559–746 kW; 750–1,000 hp) depending on track conditions. The engine was financed by Luxembourgian holdings company Techniques d'Avant Garde (TAG), leading to the engine being branded as the TAG Turbo. A Porsche 930 Turbo was used as a test mule by McLaren in order to test the engine's capability. The car
6885-439: Was increased from 2,211–2,268 mm (87.0–89.3 in), to help as a remedy to the car's nervous handling at the limit. The overall length of the car did not change, but the rear wheels were relocated further back. Fuel injection arrived for the 911S (901/10 engine) and for a new middle model, 911E (901/09 engine). The D series was produced from Aug. 1970 to July 1971. The 2.2-litre 911E (C and D series) had lower power output of
6970-618: Was manufactured in May 2017 and is in the company's permanent collection. Although Porsche has used internal code numbers for each series of the 911, all models have been marketed and sold as 911s. The model series and associated internal codes are as follows: A series letter is used by Porsche to indicate the revision for production cars, usually on an annual basis. 911s have also been categorized into families based on body styles or engine enhancements: The 911 traces its roots to sketches drawn by Ferdinand "Butzi" Porsche in 1959. The Porsche 911
7055-584: Was optional). In 1966, Porsche introduced the more powerful 911S with Type 901/02 engine having a power output of 160 PS (118 kW; 158 hp). Forged aluminium alloy wheels from Fuchsfelge , with a 5-spoke design, were offered for the first time. In motorsport at the same time, the engine was developed into the Type 901/20 and was installed in the mid-engine 904 and 906 with an increased power output of 210 PS (154 kW; 207 hp), as well as fuel injected Type 901/21 installed in later variants of
7140-560: Was produced in small numbers for racing (the production run for the ST lasted from 1970 to 1971). The cars were available with engines of either 1,987 cc (2.0 L) or 2,404 cc (2.4 L) displacement, having a power output of 270 PS (200 kW; 270 hp) at 8,000 rpm. Weight was down to 960 kg (2,120 lb). The cars had success at the Daytona 6 Hours, the Sebring 12 Hours ,
7225-504: Was put into production in 1975. While the original purpose of the 911 Turbo was to gain homologation for the 1976 racing season, it quickly became popular among car enthusiasts. Four hundred cars were produced by the end of 1975. Since Porsche wanted to compete in the 1976 season, they gained FIA homologation for the Porsche Turbo for Group 4 in Nr. 645 on 6 December 1975 and the 1,000th 911 Turbo
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