A lot is different with the 911 - that makes it so appealing
E s has a hard time comparing it with other sports cars, perhaps with the Jaguar E-Type, a similarly charismatic sports car diva. But the Porsche 911 can do more. As in a perfect role-playing game, it appears simultaneously as a Targa, Turbo and Carrera. Later as the Porsche 911 SC, 911 Carrera and 911 Turbo even in three body variants. As a Coupé, Targa or Cabriolet. Even the Speedster flirted with the Porsche 911 at the end of the G-Series. Some even believe that the Porsche 911 is both a sports car and a Gran Turismo because you can drive long distances with it quickly and easily. Its exciting, yet harmonious body line is at least as unique as the addicting engine. It is a perfect synthesis of aesthetics and aerodynamics and behaves congenially to the engine. The air-cooled six-cylinder boxer engine in the rear sounds inimitably good and, after warming up the oil, is hungry for speed for a rampant ride on the edge of the limiter.
Depending on the speed, it stages fireworks of different pitches, from deep rumbling to bright screeching . Its furious sound inspires and animates the ambitious driver. The Porsche 911 is immortal, it has been around since 1963 and is now the eleventh generation of the 997. In the early two-liter models, we once again differentiate between very short (A series: 2,211 mm) and short (B series from 1968: 2,268 mm) wheelbase.
Another, more emotional world
Its design effort with the forged eightfold slide bearing crankshaft, the two-part light metal engine housing, the two overhead camshafts, the sodium-cooled exhaust valves and the dry sump lubrication is unparalleled. The elaborate Stuttgart mechanical engineering prior to the mechanical injection era with a piston pump is crowned by two triple carburetors, whether Solex, Weber or Zenith.
Whoever gets into what is probably the most typical of all Porsches, enters another, more emotional world of driving. Because even in many details, the Porsche 911 is emphatically idiosyncratic, almost capricious, a mixture of cool functionality and the playful love of technology on the part of its ambitious makers. The ignition lock is to the left of the steering column, the pedals are upright instead of hanging, and the steering wheel is very steep. Nevertheless, you can enjoy a pleasant one in the Porsche 911Sitting position, and the unusual play with the pedals arouses a downright sensual charm. The Porsche 911 is surprisingly spacious at the front, offers plenty of interior width and a good view of the two pretty hillside headlights to the front. Only the large wheel arches get in the way from shoe size 43 onwards. The strangely shaped seats with the high backrests and integrated headrests may look like the VW 1600 Variant, but they provide good support.
Need attention and care: The boxer hearts
The naturally aspirated Porsche 911 engines from model year 1972 to model year 1981, i.e. 2.4-liter, 2.7-liter and the 3.0-liter up to the 204 hp SC variant, are there Regular petrol satisfied. The oil level is measured with a dipstick when the lubricant is at operating temperature and the engine is running. Tribute to the dry sump lubrication with a separate oil tank, which first has to pump part of the supply into the engine. But the engine with such a sophisticated design prefers simple HD monograde oil SAE 30 in the summer, under no circumstances should it be served with fully synthetic high-tech oils. It is a blessing that the previously vulnerable chain tensioners in the 3.2 liter engine are now integrated into the main flow of the pressure circulation lubrication. Before that, they only got a few drops of overflow oil.
The later Porsche 911 engines are no longer hot-headed barrel organs. The considerable increase in displacement improved the stability and lowered the speed level. In the tame three-liter Porsche 911 SC with 180 hp, for example, the red area starts at 6,200 rpm, even an Audi 80 managed it easily at the time. In general, the maximum permissible maximum speeds of 6,250 to 7,000 rpm apply to the large-volume naturally aspirated engines. We even like the subliminal rattle of gears when accelerating from low speed on the Porsche 911. It is as typical of it as the forged Fuchs wheels and is not a cause for concern. The fifth has overdrive characteristics in all Porsche 911 types. With the touring model it still cost an extra charge. The five-speed gearbox was only part of the standard again in the hybrid model Porsche 911 SC from 1978.
In general, the gearshift of the Porsche 911 is not particularly precise for a fast sports car. The ways are long and indifferent. When changing gears quickly, the synchronization (Porsche system) locks itself very easily, but noticeably. Especially the blood orange 2.2 liter Targa with the 905 five-speed manual transmission likes a portion of double-declutching when shifting down to second gear. The shift pattern is still different here, the first is located in the sports gearbox style at the rear left next to the shared shift gate for second and third gear. The ensemble of five wonderful round instruments with the large tachometer in the middle is part of the flair of the Porsche 911. The engine greets the driver from afar, tells him whether he is comfortable or not.
Targa in Minimum equipment=maximumDriving fun
The Porsche 911 Targa confidently wears black synthetic leather covers, not leather. Thomas Link, 44, likes it original. The architect from Balingen, who designs industrial buildings, has been a Porsche 911 fan for around 15 years and has fulfilled a long-cherished dream with the 2.2 liter Targa. The purist adores the early Porsche 911 up to 1973, this example is largely unrestored and has long been in the family's possession. Discreet colored glass, tinted green and five-speed, that's all there is.
Back then, the previous owners even did without a car radio on their Porsche 911 and, unfortunately, the wonderfully filigree lettering on the rear in subtle gold. Thomas Link helped the good engine optics with sports air filters. A stainless steel exhaust system provides a sharper pitch for the six-cylinder boxer, which still operates with gray cast iron cylinders in the Porsche 911 2.2 T and 2.4 T; the aluminum Biral cylinders with gray cast iron bushings were reserved for the E and S. By the way, the 2.2 liter used a magnesium housing for weight reasons. Porsche introduced it in 1968 with the B series and only switched back to more easily manageable die-cast aluminum with the three-liter engine. It is better sealed and does not warp.
Link carefully warms up his Porsche 911 Targa at a maximum of 4,000 rpm, waits until the oil supply has heated to over 80 degrees. The needle of the oil thermometer slowly moves between 80 and 100, then finally remains there. Then he accelerates, stays just below the 6,000 mark when changing gears and is happy that things are really moving forward in the winding bends on the Swabian Alb. The powerful thrust after every gear change is accompanied by a dull roar from the rear of the Porsche 911, which increases to a hoarse screeching in a few seconds.
'You don't have to have an ONS driver's license in your pocket. to control an early Porsche 911, but you should be able to drive a bit. Feel it when the car comes around with the rear in a corner that is driven too fast, and then gently counter-steers it to get it back on course, 'explains Link und leaves no doubt that he masters his car.
Über-Porsche: The 3.3-liter turbo
The Porsche 911 3.3-liter turbo is rock green. This is actually an ideal camouflage color, but next to the Porsche 911 2.2 Targa and Carrera 3.2 Cabriolet it looks like a larger than life titanium. The rear wing is scary. Together with the turbo-typical fender flares and the lush rocker panels, the magical presence of a supercar is created. The turbo always played the role of the over-Porsche 911. Roughly speaking, it is twice as expensive, twice as powerful, but also twice as expensive as the ascetic basic models of the Porsche 911, which are more agile on winding roads and thus convey more driving pleasure /p>
The Porsche 911 Turbo belongs on the boulevardor on the quarter mile, his world is the endless straight, which he shortens 260 km /h at top speed. The turbo runs better in a straight line and is significantly quieter than the Carrera at high speeds. The original rocker panels provide more contact pressure at high speeds and work aerodynamically hand in hand with the front and rear spoiler. Inside, the turbo has reed-colored fine leather, matching the paintwork. The noble interior makes it clear that the Turbo is above all a luxury Porsche 911.
'The new car cost around 150,000 marks at the beginning of 1987,' says Erwin Hermann, not without pride. The business graduate recently acquired the Porsche 911 from a clinic doctor, first-hand with only 46,000 kilometers on the clock. 'I only ever wanted the 3.3-liter turbo. In addition to the utopian 959, for me it is the Porsche 911 in its most extreme form,' enthuses the 53-year-old screw manufacturer from Balingen. 'The data alone impress me, 300 hp, 440 Newton meters. The Porsche 911 Turbo accelerates like a superbike and decelerates like a jet, thanks to the braking system of the Porsche 917,' says Hermann happily.
He likes effortless speeding , A Porsche 928 is enough for that, but that's not a Porsche 911. When it comes to driving, the Porsche 911 Turbo is the fastest, even in the maze of curves on the Heuberg, because it revs up on the straight and because, despite all the hard work, Porsche has the light-footedness of the Porsche has not taken 911. Four gears are enough in the tidal wave of torque, which has to be tamed after each shift. Its beefy sound is an octave lower than the metallic sawing of the Porsche 911 Targa. No question about it, the turbo wakes up the animal in the Porsche 911.
Convertible in a classic designer combination
The smooth Porsche 911 Carrera 3.2 Cabriolet ekes out a shadowy existence in the trio. It is not due to the driving skills of Christoph Schlagenhauf, 38, the owner of the Porsche restoration company Boxer-Motor in Balingen. It's the color. Black doesn't look particularly good on the car because black swallows up the many dark areas of the body, including the convertible top. The pearly white leather interior doesn't tear it out as a contrast. It's a designer combination - Jil Sander could have ordered her Carrera Cabriolet differently in 1986.
It's this slightly feminine touch that wafts through the Porsche 911 Cabriolet while driving, a nice open-air experience, that doesn't exactly awaken the desire to drive fast. The tamed 3.2-liter boxer grumbles peacefully at 2,500 rpm in the rear. The speedometer needle oscillates somewhere between 80 and 100 km /h. Now it would be time to slide in the Simply Red cassette and drive on beautiful secondary routes towards the Black Forest. Emotionally, the Porsche 911 Cabrio is of the mild kind, it's easy to underestimate it. 231 hp are more than in the legendary Carrera 2.7 RS. We enjoy the outstanding running culture of the3.2 liters and are amazed at the high level of perfection to which the Porsche 911 matured.