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911 SC sales totaled 58,914 cars.[8]

MY 1984 911 3.2 Carrera, reviving the Carrera name for the first time since 1977. The 911 3.2 Carrera was the second iteration of the 911 series, with all subsequent models featuring new body styling with new brake, electronic and suspension technologies.

A new, higher-displacement motor, a 3.2-liter horizontally opposed flat 6 cylinder, was utilized. At the time, Porsche claimed it was 80% new.[10] 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 (although only 9.5:1 for 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 Borg-Warner synchronizers. This slightly heavier version also featured a hydraulically operated clutch.

With the new engine, power was increased to 207 bhp (154 kW; 210 PS) at 5,900 rpm for North American-delivered cars and to 231 bhp (172 kW; 234 PS) at 5,900 rpm for most other markets. This version of the 911 accelerated from 0– 60 mph (97 km/h) in 5.4 seconds (Car & Driver tested 5.3 seconds for the US version[11]) and had a top speed of 150 mph (240 km/h) as measured by Autocar. Factory times were more modest: 0-60 mph time of 6.3 seconds for the US version and

A new, higher-displacement motor, a 3.2-liter horizontally opposed flat 6 cylinder, was utilized. At the time, Porsche claimed it was 80% new.[10] 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 (although only 9.5:1 for 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 Borg-Warner synchronizers. This slightly heavier version also featured a hydraulically operated clutch.

With the new engine, power was increased to 207 bhp (154 kW; 210 PS) at 5,900 rpm for North American-delivered cars and to 231 bhp (172 kW; 234 PS) at 5,900 rpm for most other markets. This version of the 911 accelerated from 0– 60 mph (97 km/h) in 5.4 seconds (Car & Driver tested 5.3 seconds for the US version[11]) and had a top speed of 150 mph (240 km/h) as measured by Autocar. Factory times were more modest: 0-60 mph time of 6.3 seconds for the US version and 6.1 seconds for cars outside the American market.

The disc brakes were increased in size to aid in more effective heat dissipation and improved oil-fed chain tensioners were fitted to the engine. To improve oil cooling, a finned cooler replaced the serpentine lines in the front passenger fender well. This was further improved in 1987, with the addition of a thermostatically controlled fan.

Driving refinement and motor reliability were improved with an upgrade of the fuel and ignition control components to a L-Jetronic with Bosch Motronics 2 DME (Digital Motor Electronics system). An improvement in fuel-efficiency was due to the DME providing a petrol cut-off on the overrun. Changes in the fuel map & chip programming from October 1986, further improved the power to 217 bhp (162 kW; 220 PS) at 5,900 rpm for North American delivered cars as well as for other markets requesting low emissions, like Germany. Custom-mapped chips remain a popular upgrade. The fuel relay that is mounted externally on the DME is known to be a weak point of the system.

Three basic models were available throughout the Carrera years – coupé, targa and cabriolet. When launched in 1984 in the United States, the prices of the 911 Carrera lineup were $31,950 for the coupé, $33,450 for the targa and $36,450 for the cabriolet.[12] Almost indistinguishable from the SC, external clues are the front fog lights, which were integrated into the front valance in the Carrera. Very modest cosmetic changes were made throughout the lifespan of the Carrera, with a redesigned dash featuring larger air conditioning vents appearing in 1986.

Two special editions of the Carrera were produced – the "Commemorative Edition" in 1988 to commemorate 250,000 911s produced and an "Anniversary" edition in 1989 which was the model's 25th year of production. Both were cosmetic packages with limited production.

In 1984, Porsche also introduced the M491 option. Officially called the Supersport, it was commonly known as the "Turbo-look". It was a style that resembled the Porsche 930 Turbo with wide wheel arches and the distinctive "tea tray” tail. It featured the stiffer turbo suspension and the superior turbo braking system as well as the wider turbo wheels. Sales of the Supersport were particularly strong for its first two years in the United States because the desirable 930 was not available.

The 911 Speedster (option M503), a low-roof version of the Cabriolet which was evocative of the Porsche 356 Speedster of the 1950s, was produced in limited numbers (2104) between January 1989 and July 1989 as both a narrow body car and a Turbo-look, which also featured 930 brakes, wheels, suspension, and front valence. 171 narrow body examples were built, and 823 examples were built for the US market. It started as a design under Helmuth Bott in 1983 but was not manufactured until six years later. It was a two-seat convertible that featured a low swept windshield.[13]

In 1985, Porsche built a Club Sport prototype with the identification number WP0ZZZ91ZF100848. Later on in that year, a Carrera Club Sport (Row) with the identification number WP0ZZZ91ZFS101166 was special ordered after a Porsche driver was particularly inspired by the club sport prototype on the track. In 1987, Porsche decided to produced 340 units for their customers that wanted a track inspired road car, the club sport lost around 50 kg (110 lb) in weight by ditching non-essential equipment such as the radio, sunroof, A/C and the rear seats. By 1989, the club sport was no longer produced which makes it today a collectible with its blueprinted engine and low production numbers. Total production of the 911 3.2 Carrera series was 76,473 cars (35,670 coupé, 19,987 cabrio, 18,468 targ a).[14]

In late 1989, the 911 (930) underwent a major evolution, with the introduction of the Type Porsche 964 (1989–1993).

When 911 sales began to decline by the early 1970s, Porsche executives approved work on the Porsche 928 in 1971. Larger and featuring a front-mounted V8 engine considerably more powerful than the contemporary 911's flat six, the 928 was intended to be a comfortable grand tourer rather than a dedicated sports car. Capable of out-accelerating and even matching or exceeding the 911's cornering prowess in some model years, the 928 sold reasonably well from its introduction in 1977 until its discontinuation in 1995. In spite of its overall capability, it never outsold the 911, and unlike its smaller, sportier sibling, it achieved little success in racing.

Motorsport

The Porsche factory's first 911-based race car was a lightly modified 1964 Type 901. It finished fifth in the 1965 Monte Carlo Rally and is now housed in the The Porsche factory's first 911-based race car was a lightly modified 1964 Type 901. It finished fifth in the 1965 Monte Carlo Rally and is now housed in the Porsche Museum.[15]

Porsche 911s dominated the Trans Am Series under two liter class in the sixties, winning the championship from 1967–1969. They would later go on to win the championship in 1973, 1974, and 1980. Despite Trans Am being a Trans Am Series under two liter class in the sixties, winning the championship from 1967–1969. They would later go on to win the championship in 1973, 1974, and 1980. Despite Trans Am being a sedan championship in its early years, the Porsche 911 was a sports car. Its inclusion is likely due to its resemblance to a coupé.