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ere’s a challenge for you. Other than What makes it such an achievement is the identifiable representation of the icon with

H Mohammed Ali, the Coca-Cola bottle

and a Manchester United strip, think
of something more instantly
recognisable worldwide than the 911’s profile.
It’s practically impossible, a fact that has led
staying power of those sleek lines. First penned
in 1959 by Butzi, the direct visual link
between the earliest and latest incarnations is
still obvious to even the untrained eye. Simple,
clean and aerodynamic, anybody with even
just one stroke.
In this time-travelling feature, GT Purely
Porsche brings an example from each of the six
readily defined styling generations together
and charts the unique history of the greatest
the 911 to be one of the top five products ever. the most basic artistic skills can draw an tarmac-bound transport of them all ●

FAMILY AFFAIR
The 911’s progress through motoring history has not always been
the smoothest, but its development has led to a spectacularly
polished product. GT Purely Porsche traces the rise, fall and rise of
the greatest sports car ever. Words: Jason Simms Photography: Dominic Fraser
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FAMILY AFFAIR

First Encounters – 1963 to 1973

Appearing for the first time at the Frankfurt being two examples of embarrassingly shield) started to arrive with its brushed
International Auto Show in September 1963 low-tech attempts to solve the problem. For stainless steel rollover bar and zippered rear
bearing a 901 badge, the 356 replacement the 1969 model year, a 57mm increase in screen. In the same year, a taster for the
didn’t go into full production until the wheelbase offered a more satisfactory solution. ultimate Porsche also rolled into the
following year. Available until 1967 solely as a In the meantime, two significant derivatives showrooms in the form of the 911 S. Higher
130bhp two-litre coupé, innumerable changes had appeared, the first being the ‘poor man’s revving than the rest of the range with triple-
were implemented over successive years as 911’, the 912, in 1966. Launched to replace the choke Weber carbs, a longer wheelbase, Koni
Porsche developed the 911 in the marketplace. last surviving 356 (the SC), it housed the shocks, ventilated front discs and Fuchs alloys,
Fundamentally a well groomed product, the outgoing model’s 90bhp 1.6-litre four-cylinder it was a fantastic enthusiasts car.
continuous development was required as its engine in the 911’s body. Despite its inferior Five years later, the 911 line-up boasted
disproportionate weight distribution at the image, the 912 out-sold the 911 globally at a 2.4-litre engines and Porsche decided it was
rear meant only the best drivers could hope to ratio of nearly 3:1. time to fully realise the niche market for an
keep it on the tarmac when driving in anger. However, the 911 range continued to even more focussed product than the S. The
Attempts to rectify this were initially crude, expand. In 1967, deliveries of Butzi’s result was the Carrera 2.7 RS, arguably the
The 911 S was the real driver’s car from the 911 range before the Carrera 2.7 RS came on the scene. Although it was built in the late ’60s and early ’70s, a 996 owner wouldn’t get lost in the cabin.
weights and two batteries in the front boot compromised cabriolet, the Targa (Italian for greatest 911 ever.

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FAMILY AFFAIR

The Second Coming – 1974 to 1983

The ‘70s were a crucial time for Porsche as it
now had to deal more seriously than ever with
the real-world problems of selling the 911
globally. To fully exploit the financial rewards
of producing its most famous sports car meant
Porsche had to be able to sell the same 911
around the globe without any special
concessions being made for any one country.
It was a dream that wasn’t realised until much
later but moves towards this goal started to be
made. The compromises this forced proved
why Porsche couldn’t continue as it had been.
These were most graphically illustrated by
the efforts Porsche went to in order to be
allowed into its largest market, the US. As a
result of ever more stringent safety legislation,
shock-absorbing bumpers were forced upon
the 911’s front and rump in 1974, a revision
that affected all Porsche’s worldwide markets.
Ride height, too, needed to be raised on some
Stateside models. But even worse, as a result of
tighter emissions controls, lower powered
engines were fitted.
The latter meant that after just three years of
availability, the ground-breaking Turbo, first
seen in the US in 1976, was discontinued and
didn’t return for six years. Thankfully for
Porsche, the rest of world was eager to lay its
driving gloves on the steering wheel of 1975’s
most brutal road-rocket, and early success
prompted a second generation, the 930,
packing a 300bhp 3.3-litre powerplant (1978).
Despite having a four-speed ‘box, Porsche
considered it good enough to continue largely
unchanged until 1989.
For the rest of the range, though, change
was a constant. Despite the nomenclature of
Super Carrera (SC) the three-litre 1978 model
year 911 actually represented a combination of
the old 2.7-litre 911’s parts with the engine of
the ‘Carrera’. It also gave rise to the first 911
cabrio in 1983. Despite not being one of the
greats, it helped Porsche on its quest for a
unified ‘world car’.

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The Third Degree – 1984 to 1989

As anybody who has just binned one will tell
you, it’s all too easy to get carried away with
the 911. And that’s not a fault that lies with
just its owners and drivers either. During the
‘80s, the record sales figures that came in
conjunction with the new 3.2-litre Carrera
were fuelled more by economic forces than
any other factor, and Porsche took its eye off
the ball.
It’s a well-documented fact that Porsche
now moved into a period of scant product
development and, towards the decade’s end,
die-hard followers began to loose faith. That
was all very well when queues of people more
concerned with having the ‘right’ badge on
their cars were lining up at the dealerships, but
when they dried up, it left a precariously weak
model range for the real fans.
That’s not to say the 911 hadn’t moved on.
The 3.2-litre engine now teased its owners
with a 231bhp output, thanks not only to its
larger bore but also the introduction of the
now obligatory Motronic engine management
system. Bigger brakes, anti-roll bars and
torsion bars made the SC body handle the
bends a little better.
For the 911, these were hardly massive
strides forward, and Porsche was intent on
releasing gimmicky models rather than
substantially better ones. Speedster, Turbo-
look and flat-nose 911s deflected attention
from where it was really needed and it was not
until late in the Carrera’s production life that a
significant development occurred. The
replacement of the long-serving 915
transmission was replaced with the Getrag
G50 in 1987, accompanied by a 240mm
clutch, the same as the Turbo.
It was a deeply frustrating time for Porsche
fans, as the 1986 959 proved that the Stuttgart
factory was still more than capable of taking
the 911 and, using technology, making it an
ever-more impressive performer.

This 1989 3.2 Carrera was fitted with the superior Getrag G50
gearbox and that was one of the reasons its owner bought it.

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Huge thanks are due to the follow, who without their time
and assitance this featured would not have been possible:
Karan Ruggles at Autofarm 01865 331234, Camtune
01484 425944,Colin Baigent, Steve Carr and Roger Croft
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FAMILY AFFAIR

The Fourth Dimension – 1989 to 1993

When it was launched, press releases told us sales success. The recession that the world was exemplified the combination of old and new activated rear wing that raised itself at 50mph dream of supplying cars around the world
that the 964 (or Carrera 2 or Carrera 4, if plunging into restricted the potential market. that a 911 of the future would have to embody. was an innovative solution to improving high using one, unadulterated engine.
you’d rather) was 87 per cent new: enough for On top of that Porsche had to convince its old Keeping much of the Carrera 3.2’s body speed stability. The 964 also spawned another great, the
some to mark the 964 down as the beginning followers that this was a 911 they could put panels, visually it was clear this was a 911 The newly bored and stroked engine now Carrera RS. Backed by some to be the next best
of a second generation of the 911. It proved, if their trust in. Although the 964 was far better whose shape still harked back to Butzi’s displaced 3.6 litres, a necessary increase if the collectable to the 2.7 RS of the early ‘70s, the
little else, that Porsche was taking the 911 than its predecessor and excellent in its own original design. The fact that these were bolted new four-wheel drive Carrera 4 was to be faster stripped-out street racer had a 260bhp engine
seriously again, and was looking to produce it right, reversing Porsche’s fortunes was simply onto an all-new structure beneath made it than the old 3.2 Carrera. Now pushing out to add to its excellent lightweight package.
for sometime into the future. too big a task for any one model to overcome. clear serious thought had gone into the car’s 250bhp and 228lb/ft torque, it just as Equipped here with an extensive roll-cage,
Despite this, the 964 was by no means a It did, however, start the resurgence and on-road talents. The arrival of an automatically importantly allowed Porsche to realise its they’re a fantastic tool on track or road.

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FAMILY AFFAIR

The Fifth Generation – 1994 to 1998

Where the 964 had technologically been a flowing design, while at the front, combined concerned with the twists than the straights.
quantum leap forward for the 911, the 993 with more sharply-raked headlights, the To such ends, the car was significantly stiffer
represented the first real change to the model’s revised nose gave it an aggressive edge. than the rest of the model range due to extras
profile since its launch 30 years before. It was Under the skin there were changes, too. Not like front strut braces. Created with the track
sleek, modern looking, and took the least was the replacement of the semi-rear equally in mind, the turbo charged, rear-wheel
seemingly ages-old design to places it had trailing arm suspension with a multi-link drive GT2 was another notable addition to the
never been before. Love it or hate it, the 911 arrangement and a brand new six-speed 993 range, as was the introduction of the first
needed this stylistic breath of fresh air if it was gearbox in 1995. Stuck at 3.6 litres, the engine four-wheel drive 911 Turbo.
to achieve Stuttgart’s objective. Charged with was, however, more powerful at 272bhp, rising Just as exceptional in its own way was the
attracting customers away from their Mercedes to 285bhp with the introduction of VarioCam reintroduction of the Targa. Now fitted with an
Benzes and BMWs, the 993 did so by the in 1996 across the entire model range. all-glass roof, it promised the ideal balance
stretch limousine-load. The system was pioneered on what is between open-and tin-top motoring (an ideal
Changes in detail rather than an all-new arguably one of the best of the modern 911s, solution for UK sun worshippers). Successful
exterior characterised its styling. The 964’s the 3.8 Carrera RS. Its bored-out engine in its ambition or not, it convinced enough
flared rear arches’ lines were softened to make delivered 300bhp and enabled a 0-60mph buyers for Porsche to repeat the exercise with
them more of an integral part of the 993’s time of five seconds; but it was more today’s 996 model. The 993 continued to carry the 911 towards the new millennium. Revisions to its front end, especially the headlight cluster, were the most daring styling changes Porsche made to Butzi’s original design.

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FAMILY AFFAIR

The first water-cooled 911 continues to cause debate, although any concerns can now be put to bed with the latest 2002 model

Sixth of the Best – 1997 to date

Water-cooling was the heavy artillery purists been converted.
traditionally used as ammunition against all There was plenty to attract them back,
Stuttgart’s attempts to build anything other though. Technology really marched on and the
than the 911. Regardless of the fact that one of 3.4-litre engine’s 296bhp (and now the 2002
the main reasons Butzi didn’t use this method 3.6-litre’s 320bhp) is testament to only a small
to cool the original 911s was purely down to fraction of it. VarioCam Plus now ensures great
space in the engine bay and contemporary dollops of power and torque are available
technology, was irrelevant. It simply wasn’t across the range while the optional Porsche
Porsche, old boy. Stability Management makes sure you keep on
So it could hardly have come as a surprise the straight, twisty and narrow. Tiptronic S is
to the Stuttgart factory that the announcement possibly the best automatic-derived
of the 996’s powerplant was drowned out by transmission available for road cars.
the sound of toys being tossed from prams. If more excitement is needed, the 996 range
The last bastion of true Porscheness (is that a offers two of the fastest road cars in the world
word? I’ll check my Porschist’s dictionary) had in the Turbo and GT2, the latter being the
been tainted by the dreaded H2O. Would it most powerful and fastest Porsche to date.
ever be worth buying a 911 again? Of course it Perhaps the only thing the range does lack is a
would, and despite an unnoticeable blip in stripped-out-normally-aspirated RS model, but
sales figures while the overly concerned got with sales figures as strong as ever, who can
their head around the change, many have now argue that Porsche hasn’t got it right?

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