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 911 - Part 3
911 B-6, 2.687 cm3, 90,0 * 70,4 mm, 8,0/8,0/8,5 : 1, K-Jetronic/fuel injection pump, dry sump 11/13 liters, HKZ, 235/235/255 Nm 3800/4000/5100 rpm, 110/129/154 kW (150/175/210 HP)
5700/5800/6300 rpm, Rear-mounted engine, rear-wheel drive, limited-slip differential (optional), Manual, five-speed, McPherson,
semi-trailing arm, torsion bars, rack-and-pinion, safety steering column, discs, dual-circuit, parking brake, drums in
rear discs, self-supporting body, 4,29/2.27/1,61/1,32 m, 165 HR 15 (5,5")/185/70 VR 15 (6"),215/60 HR 15 (7"), 80 liters, 1075/1440 kg, 210/225/240 km/h, from 1974.
You need to pay attention to the bumpers, more specifically, their ends. It's unbelievable how Porsche is the only company that has managed to escape design stagnation. Below, you can see how U.S. laws have managed
to make imported products so unappealing that, if possible, no one would want to buy them anymore. U.S. vehicles were larger and could better withstand such safety bumpers.
The regulations stipulated that there should be no damage to the bodywork in the event of a collision at speeds of up to 5 m/h (8 km/h). As can be seen in the comparison, Porsche came out on top. The 911s
now featured sturdy aluminum bumpers, each with a bellows on the side; however, only those intended for the U.S. market were suspended in a way that allowed for the necessary flexibility.
In principle, this change remained in effect for 16 years. The switch to lower octane ratings was much shorter-lived. In Germany, a Porsche was thus running on regular gasoline (ROZ 91). The catalyst for this measure,
which was not exactly beneficial to fuel consumption, was the reduction of the harmful lead content (specifically, tetraethyl lead) from 0.5 to 0.15 g/liter, a change that had long ensured ever-improving knock resistance.
Nowadays, less toxic substitutes have been found. Regular gasoline is no longer available, although fuel with a much lower octane rating is still sold in the U.S. But the engines are controlled more intelligently and adjust
to such issues, though not without sacrificing performance and increasing fuel consumption in the process. Differences between the country-specific versions have persisted
nevertheless due to varying emissions standards.
And here's another interesting fact: The Porsche 911s with the bumpers mentioned above are generally classified as part of the G series, even though a single letter in the model designation is typically used for only one
year. So they cheerfully kept counting until they reached "M" in 1980 and realized that wouldn't last very long. So if you hear that the G model goes up to and including 'K,' keep in mind that in 1980 they started again at 'A'
and skipped 'i' each time.
Until now, the engines in the 911 T, E, and S models had a displacement of only 2.4 liters, more precisely, 2,341 cm3. Now all get the 2.7-liter (2,687 cm3) engine from the RS model. Incidentally,
the compression ratio was not changed when the fuel switched to a lower octane rating, but had already been adjusted earlier, when the displacement was increased from 2.2 to 2.4 liters for the 1972 model year.
The 911 T and E are being discontinued and replaced by a model simply called the 911 with 110 kW (150 PS); however, the 911 S now has 129 kW (175 PS), which is 11 kW (15 PS) less power. A respectable distance
from the RS (which still produces 154 kW/210 PS). It will also retain the mechanical fuel injection pump, while the other two will be converted to K-Jetronic.
Probably due to the higher fuel consumption, all models now come with an 80 liters tank. The 911 Turbo, which was introduced a year later, could certainly use that, too. The BMW in question was started a little too early,
had drawn a lot of criticism for its aggressive design, and, as a sedan, was unable to compete with the Porsche for the title of the first production sports car anyway.
The relatively modest power increase of 37 kW (50 PS) to 191 kW (260 PS) demonstrates just how cautious Porsche is, especially since the Turbo is, after all, the first model to feature an increase in displacement to 3
liters. In terms of the chassis, it is based on the racing version of the Carrera RS 3.0, which was never used in competition. From now on, the 911 series has a top-of-the-line model, which also features a wider chassis,
particularly at the rear (+123 or +165 mm). Price: Carrera + 21,500 DM.
The Turbo now comes with tires that are one size narrower up front (205/60 VR 15), the same as the Carrera's rear tires, and one size wider (225/50 VR 15) than the Carrera's rear tires. In other words, it is not the wider
tires, but the larger track width (+31 or +57 mm) that accounts for the increase in width. Although the first front spoiler was introduced as early as the 1972 model year, the version for the Turbo was a bit more pronounced.
As early as the 1973 model year, the Carrera RS featured a rear spoiler (picture above, video below), but it was so awkwardly designed that it could more accurately be called a 'rump'. Now it has evolved into a powerful
instrument featuring air vents that extends almost to the end of the bumper. It represents a novelty in Germany requiring individual type approval, even though Porsche did everything possible, including the use of additional
polyurethane foam padding, to rule out any risk of injury.
With the 1976 model year, the engine lineup is streamlined once again. With the introduction of the new 924, the 911 now produces 121 kW (165 PS), and with the discontinuation of the 911 S, the Carrera, with 147 kW
(200 PS) and a 3-liter displacement, can regain some of its former performance. By far the most important innovation, however, is the introduction of hot-dip galvanized sheet metal with a six-year warranty against
through-corrosion.
The fact that all rear-engine cars have favorable weight distribution during braking may not be immediately apparent until you learn that the 911 wasn't equipped with a power brake booster until 1977, and then in all models
except the least powerful one. A year later, only the 911 SC with 132 kW (180 PS) and the Turbo with an intercooler, a 3.3-liter engine, and 221 kW (300 PS) remained to keep distance from the new 928.
The K-Jetronic system, now found in all 911 models, cannot be controlled by a lambda sensor. But as early as 1977, emissions regulations in the U.S. became so stringent that exhaust gas recirculation with supplemental
air injection was introduced there. Starting with the 1980 model year, a lambda sensor was introduced for the first time in engines intended for export, combined with a precursor to the KE system, the so-called KA-Jetronic.
Starting in 1978, the 911 SC also had a 3-liter displacement, and starting in 1982, it even had a 3.2-liter displacement. Along with an increase in compression ratio from 8.5 to 10.3 : 1, its power output rises in several
stages from 132 kW (180 PS) to 170 kW (231 PS). In 1983 , a full convertible is introduced in addition to the Targa. To do this, the body must be reinforced. It is operated manually. A hardtop is also available, but it must be
customized to fit the specific car.
To finish off the G Series, there's one last burst of innovations. Below you can see the Speedster with its emergency soft top. In addition, the K model is available with all-wheel drive. The Turbo now comes with a
five-speed transmission. And then there's a new body shop across from the current one. Amid all this, the important announcement about ABS in the 911 might fade into the background a little.
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