Guide: Porsche 911 3.0 Carrera RS - a Historical & Technical Appraisal

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BACKGROUND

When Porsche created the hardcore 911 2.7 Carrera RS for the 1973 model year, many of the company’s senior managers were not convinced it would be easy to sell the 500 cars needed to qualify for Group 4 GT racing.

However, as it transpired the firm was inundated with orders from the moment the new car broke cover at the Paris Motor Show in October 1972.

Ultimately, demand proved sufficient that over 1500 examples of the high performance driver-focused model were sold within a matter of months.

Porsche’s decision to create the 2.7 Carrera RS was part of a wider move away from Prototype racing in favour of production-based Grand Touring machinery that more closely resembled the kind of vehicles customers could find at their local main dealer.

During the course of 1973, the Group 4 racing version of the 2.7 Carrera RS (the 2.8 Carrera RSR) became the dominant car in its class and routinely vanquished much bigger engined machinery from Ferrari, De Tomaso and Chevrolet. Like the RS, the RSR also proved a commercial hit and 49 were sold to customer teams and privateers.

Not willing to rest on their laurels, Porsche subsequently decided to build a pair of even more extreme 911s in anticipation of the 1974 season.

At the time, the FIA’s Evolution rule permitted manufacturers to create a further uprated version of the already homologated base car so long as a minimum of 50 units were completed. The Evolution base car could in turn then be used as the starting point for an even more radical competition version.

With this in mind, Porsche produced the legendary 911 3.0 Carrera RS which went on to spawn another utterly dominant RSR version.

The first 3.0 Carrera RS was completed in October 1973 and the FIA homologated the model on April 1st 1974 following the completion of 50 units.

Despite having been priced at nearly twice as much as the outgoing 2.7-litre version, Porsche had no trouble selling their latest Renn Sport 911 and 56 were eventually completed.

In addition to an array of performance upgrades, the 911 3.0 Carrera RS was most notably based on the significantly revised 1974 model year G-body platform with its impact-absorbing bumpers.

CHASSIS

Each 3.0 Carrera RS started life as a standard unitary steel 911 bodyshell without any rustproofing or sound deadening.

Suspension was fully independent with torsion bars and telescopic shocks. The front end used a compact MacPherson strut arrangement with a single lower wishbone while semi-trailing arms were installed at the rear. Gas-filled Bilstein dampers were fitted all round.

3.0 Carrera RS-specific equipment included RSR-style revised inner pivot points for the rear suspension, reinforced rear trailing arms with solid bushes and thicker adjustable anti-roll bars (19mm front and 26mm rear).

The brake system was uprated over the outgoing 2.7 with 917 / RSR-style cross drilled and ventilated 300mm discs and finned four-piston calipers.

Forged 15-inch diameter Fuch alloy wheels measured 8 and 9-inches wide front-to-rear respectively. They were originally shod with 215/60 and 235/60 VR 15 Pirelli CN 36 tyres. Compared to the 2.7 RS, track was 65mm wider up front and 58mm wider at the back.

An 80-litre fuel tank was housed underneath the front lid.

ENGINE / TRANSMISSION

In the engine bay was a dry-sumped Type 911/77 Flat 6 motor with cast-iron block and light alloy single overhead cam heads running two valves per cylinder.

Compared to the outgoing 2.7 RS, each cylinder bore was enlarged from 90mm to 95mm. Capacity went from 2687cc to 2993cc as a result (a gain of 306cc). Stroke travel was kept at 70.4mm which ensured the new engine was no less responsive than before.

Because the enlarged cylinder bores would not have left enough magnesium to safely run with circa 330bhp in RSR trim, Porsche elected to fit a stronger die-cast aluminium crankcase. Aluminium cylinders were Nikasil-plated.

Additional cooling came by way of a large engine oil radiator mounted under the front bumper.

Four-bearing camshafts from the new RSR were installed.

Mechanical fuel-injection was courtesy of the same Bosch K-Jetronic system used by the outgoing 2.7 RS.

With a compression ratio of 9.8:1 Porsche claimed peak output figures of 230bhp at 6200rpm and 203lb-ft at 5000rpm.

For comparison, the 2.7 RS had pumped out 210bhp at 6300rpm and 188lb-ft at 5100rpm.

Transmission was through a five-speed 915 gearbox, single-plate clutch and limited-slip differential with 80% locking factory. As per the RSR, a transmission oil cooler was installed complete with integrated pump built into the gearbox end cover.

BODYWORK

In order to comply with ever-tightening safety legislation emanating from the USA, Porsche added impact-absorbing bumpers to the 1974 model year 911 which was easily the new variant’s most distinctive feature.

While an undoubtedly far more elegant solution than the enormous appendages adopted by most high performance manufacturers of the time, the 911’s new bumpers added a significant amount of weight.

Because the 3.0 Carrera RS was not going to be offered in the United States, Porsche made the decision to ditch the G-body impact bumper assemblies in favour of flimsy lightweight single-piece items fashioned from fibreglass.

The redesigned front bumper housed a large rectangular intake for the engine oil cooler flanked by circular brake ducts on either side. The back bumper was adorned only with illumination lights for the licence plate and a pair of small rectangular reflectors slung out underneath.

Fibreglass was also used instead of steel for the front and rear lids, the latter of which came with a new ‘Tea Tray’ spoiler complete with integrated cooling grille and black thermoplastic shroud for the sides and trailing edge.

To save even more weight, thinner gauge steel was used for the doors, the sill covers were left off and ultra thin Glaverbel safety glass was installed at the sides and rear of the car.

Dramatically flared steel fenders were necessary, partly to cover the new wheels but also to enable the RSR version to run massively widened rims (Group 4 regulations dictated the competition version could be up to two-inches wider than the homologated base car).

Instead of chrome, a modern satin black finish was used for the window frames, door handles, exterior mirror and windscreen wipers.

‘Porsche’, ‘Carrera’ and ‘RS’ decals colour matched to the wheel centres were normally adhered to the front lid / bumper, down each flank and on the engine cover respectively.

INTERIOR

In a similar fashion to the M471 Sport-optioned 2.7 Carrera RS, the new three-litre 911 Renn Sport came with fabric Recaro bucket seats, thin felt carpet, rubber floor mats, basic door trim, manual window winders and a simple black headliner.

The rear seats, clock, glovebox door and even the passenger sun visor were deleted. No audio system was originally fitted.

Behind the new-for-1974 three-spoke steering wheel were dials for road and engine speed inboard of which were combination read outs for fuel / oil level and oil temperature / oil pressure. The vacant clock area was simply blanked off.

OPTIONS

Customers could have their 3.0 Carrera RS equipped with practically any of the optional extras offered on the rest of the 1974 model year 911 range. However, most were completed to the lightest possible specification with optimum performance in mind.

The exceptions were the odd examples equipped with electric windows, fully carpeted interiors, rear seats and sunroofs. One car (chassis 9114609027) even came came with a full M472 Touring specification interior.

Some buyers requested equipment like the clock be re-instated and other cars were configured with a two-speaker audio system.

Competition upgrades included a racing rear spoiler without the thermoplastic shroud (not legal for road use), spot lights and a rollcage.

WEIGHT / PERFORMANCE

A typical 3.0 Carrera RS weighed in at between 900kg and 920kg.

Top speed was 152mph and 0-62mph took just 5.3 seconds.

PRODUCTION

3.0 Carrera RS production ran from October 1973 to June 1974.

56 were built in total, six of which were right-hand drive.

The six right-hand drive cars comprised five new examples and the original prototype which was subsequently converted from left-hand drive on behalf of Porsche’s Australian importer.

Afterwards, the Renn Sport moniker was not used on another Porsche road car until its revival for the 964-based 911 Carrera RS of 1991.

COMPETITION HISTORY

Thanks to its 2.7-litre forebear which was produced in sufficient numbers to meet the 1000-car Group 3 production requirement, the 3.0 Carrera RS established an enviable competition record in both circuit racing, hillclimbs and even rallying.

Meanwhile, the Group 4 RSR version went on to become the dominant normally aspirated GT car for the rest of the 1970s and continued to enjoy great success even after the turbocharged 934 arrived during 1976.

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Guide: Porsche 911 2.7 & 3.0 Carrera I & J-series (1976 & 77 Model Year) - a Historical & Technical Appraisal

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BACKGROUND

Although the second generation 911 was launched just a few weeks before the onset of a global energy crisis, Porsche’s heavily revised model enabled the firm to weather the economic storm better than most high end manufacturers.

Prior to this, safety and emissions legislation had been rapidly tightening since the late 1960s, particularly in the USA.

When oil prices rose exponentially between 1974 and 1975, the cost of fuel suddenly became a major issue as well. The days of cheap petrol had come to an end and demand for gas guzzlers evaporated practically overnight.

Auto makers reliant on big V8 and V12 engines saw their sales figures plummet.

Because the 911’s Flat 6 engine was comparatively fuel efficient, Porsche survived relatively unscathed. The improved safety features introduced for the 1974 model year also meant the 911 could be sold into the USA without the need for the kind of ugly exterior appendages that blighted cars like the Ferrari 308.

However, building US-compliant engines was still a challenge, even for Porsche.

The flagship 911 Carrera was locked out of the American market as it couldn’t meet emissions requirements while lesser variants had to be equipped with power-sapping air pumps and (for California) thermal reactors.

At the time, Porsche had a policy of introducing major updates every two years.

For the 1974 and 1975 model years, Porsche had offered the entry level 911, the mid-range 911 S and the flagship 911 Carrera. All came with 2.7-litre engines.

In addition to these normally aspirated variants, a turbocharged 911 (the 930) was constructed from February 1975.

Production of the 1976 model year I-series 911 began in August 1975 at which point the range of normally aspirated 911s was reduced to just two: the 2.7-litre 911 Lux (marketed as the 911 S in the USA) and the 911 3.0 Carrera, which came with a new three-litre engine.

Both variants could be ordered as either a Coupe or Targa.

1976 MODEL YEAR I-SERIES UPDATES

Universal upgrades for the 1976 model year included a new body coloured driver’s side electric door mirror, improved door locks, redesigned door trim, a cast front suspension cross-member and more sound insulation. Perhaps most importantly, bodyshells were now zinc-coated to better prevent corrosion.

ENGINE / TRANSMISSION

As usual, Porsche’s air-cooled all-alloy Flat 6 motors incorporated dry-sump lubrication and a single overhead camshaft for each bank of cylinders.

Both the 2.7 and 3.0-litre engines came with a more efficient five-blade cooling fan, a larger capacity oil pump, Bosch K-Jetronic fuel-injection with automatic cold start enrichment and die-cast aluminium lower valve covers (instead of magnesium).

2.7-LITRE ENGINE

The 2.7-litre 911 Lux / 911 S engine was uprated with four journal camshafts from the 930.

Power was 165bhp at 5800rpm (10bhp down on the 1974 and 1975 model year 911 S). The torque rating was unchanged: 173lb-ft at 4000rpm.

Displacement remained 2687cc thanks to a bore and stroke of 90mm and 70.4mm respectively. Compression stayed at 8.5:1.

Engine type numbers were as follows:

911 Lux: type 911/81 (911/86 if fitted with Sportomatic) 165bhp at 5800rpm
911 S ‘49 State’: type 911/82 (911/89 if fitted with Sportomatic) 165bhp at 5800rpm
911 S ‘California’: type 911/84 (911/89 if fitted with Sportomatic) 165bhp at 5800rpm

3.0-LITRE ENGINE

The new 3.0 Carrera replaced the outgoing 2.7-litre Carrera as the most expensive normally aspirated 911 available. Like its predecessor, the three-litre Carrera was not US compliant.

The engine was essentially a normally aspirated version of the turbocharged 930 lump. Displacement of both motors was 2994cc as a result of bigger 95mm cylinder bores. Stroke was 70.4mm as per the 2.7.

Thanks to higher domed pistons, the compression ratio was increased from the 930’s 6.5:1 to 8.5:1. The two engines shared the same aluminium crankcase, Nikasil-lined cylinders and Bosch K-Jetronic fuel-injection.

Motors fitted to 911 3.0 Carreras were given type number 930/02 (or 930/12 if fitted with Sportomatic).

Peak output was 200bhp at 6000rpm (10bhp down on its predecessor). However, more importantly, the torque rating improved dramatically: an unchanged 188lb-ft was now on stream at 4200rpm instead of 5100rpm.

GEARBOX

A four speed Type 915/16 gearbox was standard throughput the range.

The five-speed Type 915/06 was an optional extra.

Another option was a clutchless manual Sportomatic transmission. As the existing four-speed Sportomatic gearbox had reached the limit of its torque capacity, a new three-speed unit was developed for these 1976 model year 911s.

CHASSIS / BODYWORK

Aside from the aforementioned zinc coating and cast front suspension cross-member (as used on the 930), the 911’s unitary steel bodyshell was unchanged.

Suspension was fully independent with torsion bars and telescopic shocks plus an anti-roll bar at either end. The front used a compact MacPherson strut arrangement with a single lower wishbone. At the rear, semi-trailing arms were installed.

Thicker torsion bars were fitted to the 3.0 Carrera as standard.

Brakes were four-wheel ventilated discs. Beefier A-type calipers were added to the 911 Lux / 911 S compared to its predecessor.

The standard wheels were 6 x 15-inch ATS ‘Cookie Cutter’ rims for the 911 Lux / 911 S while the 3.0 Carrera had 7-inch rims at the rear. In some markets, the 3.0 Carrera automatically came with Fuchs alloys.

An 80-litre fuel tank was once again located underneath the front lid but now came with lead lining to better prevent corrosion.

The 3.0 Carrera was equipped with wider rear fenders.

The impact-absorbing bumpers introduced for 1974 had proven a remarkable success. An elegant solution to tightening safety legislation, they also enabled Porsche to sell the 911 internationally with relatively few cosmetic differences from country to country.

INTERIOR

Aside from redesigned door panels with new fluted centres, no major changes were made inside.

The 911’s classic five-gauge instrument binnacle was retained. Directly behind the steering wheel was a rev counter. To the left were combined gauges for oil pressure / oil temperature and oil level / fuel. To the right was a speedometer and a clock.

Manual windows and a four-spoke steering wheel were standard.

The high-backed seats with integrated headrests introduced for the 1974 model year were retained.

OPTIONS

A comprehensive list of optional extras was available.

In addition to a five-speed manual or three-speed Sportomatic gearbox, buyers could specify Bilstein shocks, Fuchs alloy wheels, front and rear spoilers (Carrera only), a limited-slip differential, metallic paint, fog lights, headlight washers and automatic heating control.

There was also the Black Look chrome delete package and body coloured headlight surrounds, both of which were standard on the 3.0 Carrera.

Other extras included sill decals, leather upholstery, air-conditioning, tinted glass, electric windows, a heated rear window, an electric sunroof, a rear wiper and a choice of audio systems.

Wider Fuchs wheels ( 7-inch front and 8-inch rear) could also be specified on the 3.0 Carrera.

WEIGHT / PERFORMANCE

The 3.0 Carrera Coupe weighed 1120kg. It had a top speed of 149mph and 0-62mph time of 6.2 seconds.

The 2.7 S / Lux Coupe also weighed 1120kg. This version had a 135mph top speed and 0-62mph time of 7.2 seconds.

Targas weighed 50kg more and US variants all came with an additional 25kg of safety / emissions equipment.

END OF 1976 MODEL YEAR I-SERIES PRODUCTION

Production of the I-series 911 lasted until July 1976 by which time just over 9400 had been completed. This was split as follows:

911 Lux Coupe: 1868 / 911 Lux Targa: 1576
911 S Coupe: 2209 / 911 S Targa: 2179
911 Carrera 3.0 Coupe: 1093 / 911 Carrera 3.0 Targa: 479

1977 MODEL YEAR J-SERIES

The 1977 model year J-series 911s would be the last before a new SC ‘Super Carrera’ was introduced.

Production started in August 1976 and universal upgrades included Dilavar cylinder head studs, camber adjustments and further uprated K-Jetronic.

Inside, face-level vents were added in the centre of the dash, better quality carpet was fitted and more sound insulation installed. New door locks that disappeared into the door tops could be raised or lowered via a recessed circular knob on the door panel.

Targas now came with a matt black instead of stainless steel roll hoop.

Two new options were added: pinstripe fabric upholstery (only available on the 3.0 Carrera) and a Comfort Pack (available on both variants). The Comfort Pack comprised softer Bilstein shocks, electric windows and 14-inch Fuchs alloy wheels with thicker sidewall tyres. In the USA, the Comfort Pack also included cruise control.

911 S SIGNATURE

Another limited edition 911 was offered for 1977. The 911 S Signature came with Metallic Platinum paint and matching Fuchs wheels, special beige and tweed upholstery and a three spoke sports steering wheel embossed with the signature of Ferry Porsche.

END OF 1977 MODEL YEAR J-SERIES PRODUCTION

Production figures for the 1977 model year J-series 911 totalled just over 12,000 units split as follows:

911 Lux Coupe: 2449 / 911 Lux Targa: 1724
911 S Coupe: 3771 / 911 S Targa: 2747
911 Carrera 3.0 Coupe: 1473 / 911 Carrera 3.0 Targa: 646

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Guide: Porsche 911 2.7 G & H-series (1974 & 75 Model Year) - a Historical & Technical Appraisal

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BACKGROUND

Porsche’s decision to replace the four cylinder 356 with the more expensive six cylinder 911 proved a great success; in the 911’s first nine years of production, nearly 83,000 were sold compared to 78,000 356s over a 17 year period.

Between 1964 and 1973, the first generation F-body 911 had been considerably improved. During this time, the engines used in series production variants grew from two to 2.4-litres.

For 1973, Porsche had also launched the venerable 2.7-litre Carrera RS; a limited production homologation special that spawned a successful RSR racing variant.

By the early 1970s, complying with tightening US safety and emission legislation was becoming a real headache for most high performance European manufacturers.

Fortunately, Porsche were in a financial position that enabled them to engineer a second generation 911. The resultant G-body platform would stay in production for the next 15 years and see the firm through some challenging times.

Production of the second generation 911 started in August 1973. The 1974 model year G-series derivative replaced the outgoing 1973 model year F-series.

Visually, the new 911 was given a major facelift and all three production variants now came with fuel-injected 2.7-litre engines. The entry level 911 had 150bhp, the mid-range 911 S offered 175bhp and the flagship 911 Carrera came with 210bhp.

Once again, customers were given the choice of either Coupe or Targa body styles.

In addition to the series production variants, Porsche also offered a G-series 911 Carrera RS complete with trick three-litre engine. These cars (covered separately) were built in tiny numbers to homologate an even more extreme 911 RSR racing car for the 1974 season.

CHASSIS

Although it looked quite different from the outside, the steel bodyshell used from the 1974 model year on actually changed relatively little. This was yet another testament to the original 911’s fundamentally good design.

As before, suspension was fully independent with torsion bars and telescopic shocks. The front end used a compact MacPherson strut arrangement with a single lower wishbone. At the rear, semi-trailing arms were installed.

For this latest application, the steel trailing arms were switched to lighter and stronger forged aluminium.

Thicker anti-roll bars were fitted than before: 16mm on the 911 and 911 S and 20mm / 18mm front to back on the 911 Carrera.

The top-of-the-range Carrera also came with gas-filled Bilstein shocks and bigger brake calipers. In addition, the first 200 or so featured flared rear wheelarches as per the 1973 RS.

Brakes were four-wheel ventilated discs and three different wheel styles were initially used. Standard equipment on the 911 and 911 S were 5.5 x 15-inch steel wheels with chromed hub caps. The Carrera used 16-inch Fuchs rims (6-inches wide front and 7-inches wide back).

6 x 15-inch ATS ‘Cookie Cutter’ rims were an option on the 911 and S.

A new 80-litre fuel tank shaped to accommodate the space saver wheel was installed under the front lid.

ENGINE / TRANSMISSION

Porsche’s new 2.7-litre engines were derived from that of the 1973 Carrera RS.

Compared to the 2.4-litre engines found in the outgoing line up, bore was taken out from 84mm to 90mm. Stroke remained unchanged at 70.4mm for a displacement of 2687cc.

Initially the same Nikasil-coated barrels from the Carrera RS were used, but they soon made way for Alusil components (a new aluminium silicon alloy).

These air-cooled, all-alloy Flat 6 motors ran a single overhead camshaft per bank and dry-sump lubrication.

They were available in three states of tune:

911: engine type 911/92, 150bhp at 5700rpm / 173lb-ft at 3800rpm, 8.0:1 compression ratio, Bosch K-Jetronic fuel-injection

911 S: engine type 911/93, 175bhp at 5800rpm / 173lb-ft at 4000rpm, 8.5:1 compression ratio, Bosch K-Jetronic fuel-injection

911 Carrera: engine type 911/83, 210bhp at 6300rpm / 188lb-ft at 5100rpm, 8.5:1 compression ratio, Bosch mechanical fuel-injection

The 911 and 911 S were both 10bhp up on the 911 T and 911 E that they replaced.

The engine in the 911 Carrera was identical to the unit found in the 1973 Carrera RS homologation special. It used mechanical fuel-injection instead of Bosch K-Jetronic.

A four speed Type 915/16 gearbox was standard throughput the range.

The five-speed Type 915/06 was an optional extra.

Both four and five-speed units came with longer ratios than before along with a 30% lighter clutch.

BODYWORK

Key to the second generation 911 was its new impact-absorbing bumpers.

Most manufacturers simply added ugly deformable black rubber appendages to their cars. By contrast, Porsche created a more elegant solution.

A body coloured bumper complete with black neoprene rubbing strip and matching bellows was mounted on collapsible steel tubes (or hydraulic shocks for US-bound examples).

New fenders, front lids and engine covers were required to accommodate the bumpers but the 911’s unmistakable profile remained.

Down each flank, a new body coloured side sill with integrated jacking point was mounted beneath a black rubbing strip.

The tail lights were carried over but now came with a neat red Porsche-branded reflector that linked them together.

Window frames and door handles were plated metal on the 911 and 911 S. Sometimes the side sills and headlights bezels were finished to match.

By contrast, the flagship 911 Carrera came with Porsche’s ‘Black Look’ which was an option on other variants. The ‘Black Look’ came with anodised black metal for the window frames, door handles and the rollover hoop on Targas.

Targas came with a removable roof panel that could be stowed under the front lid.

INTERIOR

Although the cockpit of this latest variant retained the same basic layout as before, there were myriad quality improvements.

New high-backed seats came with integrated headrests and inertia-reel seat belts. The brake pedal was lengthened for a lighter action and velour carpet was fitted throughout the range.

The 911’s familiar five gauge instrument layout was retained but the dash now came with soft-touch knobs, side window demisting vents, an electric tachometer and quartz clock.

Redesigned door panels featured an armrest that doubled up as a storage bin.

Manual windows and a four-spoke steering wheel were standard on the 911 and 911 S.

The 911 Carrera came with electric windows and a small diameter three-spoke steering wheel. It also featured opening rear quarter windows which were optional on the other models.

OPTIONS

Porsche offered a comprehensive list of extras to include: Koni dampers, bigger anti-roll bars, an oil cooler, a five-speed gearbox, metallic paint, fog lights, headlight washers, Black Look chrome delete, Porsche or Carrera wheelbase decals and the RS-style ‘Ducktail’ rear spoiler (outlawed in Germany on safety grounds).

Comfort options included full leather upholstery, Recaro sports seats, air-conditioning, tinted glass, a radio, electric antenna, heated rear window, rear wiper, electric windows, electric sunroof and electric mirrors.

Another optional extra available on the entry level 911 and 911 S was four-speed Sportomatic transmission which offered clutchless manual gear changing. When specified, engine type numbers became 911/97 for the 911 and 911/98 for the 911 S.

Sportomatic was not available on the flagship 911 Carrera.

USA VERSION / 911 2.7 CARRERA

The 911 Carrera was banned from the USA in its normal 210bhp configuration as the mechanical fuel-injection and radical valve timing did not meet Federal standards.

Instead, Porsche fitted US-bound Carreras with the 175bhp engine from the 911 S.

Changes made to American-spec. 911s over their rest of the world counterparts included extra sidelights, red tail lights and bumpers mounted on hydraulic shocks.

WEIGHT / PERFORMANCE

Thanks to some clever engineering, the weight of these second generation 911s was initially only 25kg up on the outgoing 2.4-litre variants.

In standard trim, they typically weighed in at around 1075kg (Coupe) and 1125kg (Targa).

Performance figures were as follows:

911: 131mph top speed, 0-62mph in 7.6 seconds
911 S: 139mph top speed, 0-62mph in 6.6 seconds
911 Carrera: 149mph top speed, 0-62mph in 6.1 seconds

OIL CRISIS

Production started in August 1973 but within a few months, the world was in the midst of an energy crisis.

Arab OPEC members announced an embargo on oil sales to the USA, UK, Canada, Japan and the Netherlands in response to the USA's support for Israel in the Yom Kippur War. Egypt and Syria, with the support of other Arab nations, had begun a military campaign to regain Arab territories lost during the 1967 Six Day War (when Egypt, Syria and Jordan had been the aggressors).

Oil prices rose exponentially and remained at elevated levels for the next two years.

Demand for gas guzzlers evaporated practically overnight. However, Porsche weathered the storm in remarkable fashion and sales figures were only slightly down on the previous year.

By contrast, some lower volume manufacturers went bankrupt and others struggled to survive.

END OF 1974 MODEL YEAR G-SERIES PRODUCTION

Just under 11,500 G-series 911s were constructed for the 1974 model year with production split as follows:

911 Coupe: 4014 / 911 Targa: 3110
911 S Coupe: 1359 / 911 S Targa: 898
911 Carrera Coupe: 1564 / 911 Targa: 433

1975 MODEL YEAR H-SERIES

In August 1974, Porsche began production of the 1975 model year H-series 911.

Universal upgrades included extra sound insulation and an additional heater fan.

Steel wheels were deleted from the range and 911 Carreras now came with body coloured headlight surrounds as standard.

The Ducktail rear spoiler option was dropped in favour of a new 3.0 Carrera RS-style Whale Tail. When this was specified, a discrete matt black chin spoiler was added at the front of the car.

The spoiler option pack was made standard on US-bound 911 Carreras which still came with the 175bhp 911 S engine rather than the rest of world 210bhp unit.

Although specifications remained the same, 911 and 911 S engines were given the following new type numbers for 1975.

911: from type 911/92 to 911/41 (from 911/97 to 911/46 if fitted with Sportomatic)

911 S: from type 911/93 to 911/42 (from 911/98 to 911/47 if fitted with Sportomatic)

Porsche dropped the entry level 911 from the US market and now offered American customers two types of de-tuned 911 S engine (which were also fitted to US-bound 911 Carreras):

911 S ‘49 State’: type 911/43 (911/48 if fitted with Sportomatic) 165bhp at 5800rpm, air pump fitted

911 S ‘California’: type 911/44 (911/49 if fitted with Sportomatic) 160bhp at 5800rpm, air pump fitted plus thermal reactors and exhaust gas re-circulation equipment.

911 / 911 S 25TH ANNIVERSARY

Porsche offered the 911 and 911 S in a special 25th Anniversary edition during the 1975 model year.

These very high specification cars came with Diamond Silver Metallic paint, Black-Look chrome delete, Fuchs wheels, a five-speed gearbox, special silver and black tweed trim, a three-spoke steering wheel from the Carrera, a numbered plaque on the passenger side of the dash, a thicker rear anti-roll bar, heated rear window, headlamp washers and a Blaupunkt Bamberg radio with electric antenna.

1063 were built.

END OF 1975 MODEL YEAR H-SERIES PRODUCTION

Production of the H-series 1975 model year 911 ended in July 1975.

From February of 1975, Porsche had also begun to build the 911 Turbo (930).

Normally aspirated production was down slightly on the previous year with just under 8000 units completed split as follows:

911 Coupe: 1238 / 911 Targa: 998
911 S Coupe: 2695 / 911 S Targa: 1783
911 Carrera Coupe: 518 / 911 Carrera Targa: 197 / 911 Carrera USA: 395

Text copyright: Supercar Nostalgia
Photo copyright: Porsche - https://www.porsche.com