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History of the Model
911 (Urmodell)
The first model series, which goes into series production in the autumn of 1964, is simply called “Porsche 911.” This first hit is called the “Urmodell” by experts and fans. It is an innovation that becomes an emotion. Its heart is a 130 metric HP, twoliter boxer engine with six cylinders. Over the course of a decade, it becomes the fastest German series production vehicle; and as early as 1966, it gets an S variant upgraded to 180 HP. The light alloy Fuchs wheels also enhance its reputation, matching the sporty elegance of its body, no corners or edges in sight. Two years later, the wheelbase is extended in order to prevent oversteering around curves. There are four letter variants, indicating different equipment and engine-type op- tions: L (for luxury), T (for touring), S (for sport), and E (for “Einspritzermotor”, fuel-injected engine). The engine continuously grows, up to 2.4 liters and 190 metric HP. In addition to the coupé, the Targa also comes on the market. It is also a milestone in automotive history, like the first RS (for “Rennsport”, motor racing) in the Olympic year of 1972.
911 2.0
Production years: 1963–1973
Engine: Flat-six boxer
Displacement: 1991 cm³
Output: 96 kW (130 metric HP) at 6100 rpm
Acceleration 0–62 mph (0–100 km/h): 9.1 s
Top speed: 130 mph (210 km/h)
Weight: 2381 lbs. (1080 kg)
Dimensions (L x W x H): 169 x 65 x 52 in.
(4291 x 1652 x 1310 mm)
Quantity: 111 995
(The performance data refers to the base model.)
911 G Model
Production years: 1973–1989
Engine: Flat-six boxer
Displacement: 2687 cm³
Output: 100 kW (150 metric HP) at 5700 rpm
Acceleration 0–62 mph (0–100 km/h): 8.5 s
Top speed: 130 mph (210 km/h)
Weight: 2381 lbs. (1080 kg)
Dimensions (L x W x H): 164 × 63 × 52 in. (4163 × 1610 × 1320 mm)
Quantity: 193 605
(The performance data refers to the base model.)
911 G model – The second generation
After ten years, the original Eleven is completely overhauled. With the G model, the engineers have created an enduring favorite—no other model series is built for as long. This 911 is easy to recognize by its massive bumper bellows, a crash test must-have in the US. The rear fenders extend out, as the increasing power requires more space for wider tires. In the very same year as its premiere, there is a remarkable development: the first 911 Turbo with a threeliter engine and gigantic rear spoiler. The body is fully galvanized in 1975, and passenger protection is increased by integrating head restraints into the seats. The designation “Carrera” is introduced for the top model. The displacement continues to grow: in 1976, it is 3 liters; and in 1984, 3.2 liters. Briefly, the board even considers discontinuing the 911— instead, the number of variants and the fan community keep growing: a Turbo convertible is shown, a purist Speedster, and special models are created.
Without this block, the 911 might be an interesting automobile. With it, it becomes an object of fascination.
Of course, Porsche also serves the market with light alloy rims and, more recently, also carbon rims. To take “tricked out” to the limit, a customer can have their 911 made into a one-of-a-kind by taking advantage of the in-house Exclusive Manufaktur. On some models, Porsche offers wheels made of carbon-fiber-reinforced plastic. Price point: 15,232 euros.
Everyone Likes The Ducktail
At the same time, the 911, with the addition of RS, is making a name for itself in motor racing. The 911 Carrera RS 2.7 is a class winner right away. As the RSR, it also triumphs against more powerful competition, including at the 24-hour classics. The curved rear spoiler, quickly named the ducktail, becomes famous in sports car racing around the world. In fact, the continued dedication on the world’s most famous racetracks still evokes the original spirit of Huschke von Hanstein: “A 911 driver should always be able to feel like a winner.” This has been impressively demonstrated in the Porsche Supercup since the 1990s. The racing series in the runup to Formula 1 is also called the “fastest one-make cup in the world.” There are also Carrera cup competitions established on nearly every continent. “Win on Sunday, sell on Monday,” says the profitable adage in the car trade. In 1978, the East African Safari Rally in Kenya is the real measure of things.
Björn Waldegård and Hans Thorszelius
struggle more with its technology than with its opponents, the path is clear for a double win, with French Laurent Aïello, Scottish Allan McNish and Monacan Stéphane Ortelli, as well as the GermanFrench team of Jörg Müller/Uwe Alzen and Bob Wollek. No one yet knows how historic this victory is: these are the last of the road sports cars at this endurance classic, which will be dominated by pure prototypes from then on. Credit where credit is due.
