HOT WHEELS

The Porsche Tapiro was designed in 1970 by Giorgetto Giugiaro of Ital Design. It was Giugiaro’s 4th prototype at Ital and one of his favourite at the time. It was based on the Porsche 914/6 platform and featured a mid mounted 2.4 litre flat 6 cylinder Porsche engine, giving 220 bhp and 7200 rpm.

There car had gullwing doors and the profile of the windscreen was almost the same angle as the bonnet. It’s dimensions were 4060 mm long, 1760 mm wide and 1110 mm high.

The notion of an entry-level Porsche roadster -- built with some help from Volkswagen -- wasn't a horrible idea, but the blocky styling used on the 914 was divisive, to say the least.

Giorgetto's solution was simple: take one 914/6, strip it down to the floor pan, and replace the awkward bodywork with a sleek coupe body.

The "folded paper" look may have been commonplace in the 1980s, but a decade prior -- when the Tapiro was unveiled at the Turin motor show -- the result was rather groundbreaking.

Gullwing doors provided access to not only the interior, but also the engine compartment and luggage bay -- a subtle nod to the DeTomaso Mangusta which Giugiaro himself styled during his tenure at Ghia.

Unlike many concepts, which are little more than large plaster models, the Tapiro was a fully functioning automobile.

After two years of touring the auto show circuit, Italdesign sold the car to a Spanish industrialist.

Legend has it the Tapiro served as his daily driver until it was bombed by a group of striking workers.

The remains - which were never reassembled -- currently rest in Italdesign's corporate museum.

The TechArt Magnum is a high-performance luxury SUV based on the Porsche Cayenne. As with other TechArt products, the Magnum has added features such as a bodykit, interior refitment, and engine and suspension upgrades.

To the standard Porsche Cayenne turbo, TechArt has added a radical bodykit made of PUR-RIM plastic, which includes new high-downforce air dams, side skirts, and aero hood. Also added are 22 inch (556 mm) TechArt Formula II alloy wheels and ContiCrossContact UHP tires, and interior trim of the customer's choice (with the "de Sede of Switzerland" being the highest trim level available, built in cooperation with the furniture manufactuer of the same name). The most significant changes, however, are in the engine and suspension.

The stock 4.5L (274.6 cu in) V8 turbo has been modified with larger turbochargers, stainless steel exhaust, and an upgraded ECU chip, bringing output to 600 horsepower (447 kW) and 645 lb·ft (875 N·m) of torque, both at 3440 rpm.

The Magnum is also lowered up to 30 millimetres (1.2 in) with adjustable performance air-ride suspension, which greatly aids handling for the heavy vehicle. With the full set of upgrades, the Magnum costs about $204,000 USD.,premier league defender Micah Richards who plays for Manchester city had one imported to the U.K.

Specifications

Weight: 5,245 pounds (2,379 kg)
Power: 600 hp (447 kW) @ 3440 rpm
Torque: 645 lb·ft (875 N·m) @ 3440 rpm
Specific output: approx. 133.3 hp (99 kW) per litre
Power to weight ratio: approx. 8.74 pounds (3.96 kg) per horsepower

Performance

0-60 mph (97 km/h): 4.2 sec
0-100 mph (161 km/h): 9.5 sec
Quarter mile: 12.7 sec @ 108.9 mph (175.3 km/h)
Top Speed: 181 mph (291.3 km/h)
Braking, 60 mph (97 km/h)-0: 128 feet (39 m)
Braking, 80 mph (129 km/h)-0: 222 feet (68 m)
Lateral acceleration: .90g

With the new Gemballa GTR 650 Avalanche, based on the Porsche 997 Carrera, the Leonberg, Germany Porsche conversion specialist Gemballa has created THE absolute dream car for the 2006 sports car year, optionally on 19 inch or 20 inch wheels. With this refined, ultra-sporty and equally reliable automobile, Gemballa is continuing in its very own great tradition of sports car construction. The Gemballa Avalanche, Mirage and Cyrrus models from the 80's didn’t earn their legendary reputation for no reason.

The performance of the 2006 dream car is already the first attention-getter. The Gemballa GTR 650 Avalanche's motor boasts a breathtaking 650 hp. Part of the motor's conversion by the Gemballa engineers included eliciting an impressive 820 Nm torque, guaranteed to bring a satisfied smile to the driver's lips already at 4800 RPM. In comparison, the standard Porsche 997 model features maximum 400 Nm torque at 4600 RPM. The difference puts the GTR 650 Avalanche's sprinting qualities in a class all their own. The GTR 650 Avalanche reaches the 200 km/h mark in only 11.2 seconds, and its top speed leaves doubters in the dust: The irrepressible GTR 650 Avalanche engine delivers a maximum tempo of up to 335 km/h.

But peak performance wasn't the only item at the top of the Gemballa engineers' spec sheet. The Porsche conversion specialists placed just as much emphasis on the safety and durability of the Avalanche. Titanium piston rods, an intake system specially developed by Gemballa, three intercoolers and a special turbo configuration ensure Gemballa pleasure for a long time to come. And its lucky owner only has to share this pleasure with one passenger, because for safety reasons, from 650 hp the GTR 650 Avalanche is only available as a two-seater.

Massive eight-piston brake calipers
 and accordingly sized 380 millimeter diameter perforated disk brakes make sure the Avalanche also slows to a safe stop. The GTR 650 Avalanche sits on 19 inch wheels with tires sizes of 235 (front) and 315 (rear). The new 20 inch racing wheels are also optionally available, with tire sizes of 245 (front) and 325 (rear). For the particularly ambitious driver who would like to push the GTR 650 Avalanche's envelope, for example on the Nordschleife, Gemballa also offers an optional roll bar.

The new Avalanche's body and interior are equally as exclusive and unique as its driving performance and safety components. All of its add-on components are made of carbon. Fenders and sidewalls are all metal. And the future owner of the GTR 650 Avalanche can also look forward to Gemballa sport seats, a Gemballa sport steering wheel and aluminum pedals. Starting at 240,000 Euros, the new Gemballa dream car becomes tangible sports car euphoria.

With the GEMBALLA BODY-CONCEPT, the Mirage GT looks like it is planning to enter the Le Mans 24-hour race. The most conspicuous change to the front are the additional air intakes on the new front spoiler. In addition, GEMBALLA embellished the component with a spoiler lip. The bonnet has also been replaced. In the area between the wheel housing and door GEMBALLA has replaced the standard side panels with its own mudguards, with reshaped openings which blend harmoniously with the original design. Down below, new side skirts lend the vehicle a muscular line. They also come with a cooling vent for the breaks at the rear. One thing is certain! The racing look is enhanced by the new rear skirt, with its aerodynamically optimised mid section for more downforce on the rear axle.

The lion’s share of the extra downforce over the production-line vehicle is due to the mighty GEMBALLA rear wing that adorns the rear of the car. For better slowing, it comes with an brake-flap in the middle – like the kind seen on the Bugati Veyron – which snaps up when the brakes are applied. The roof line of the GEMBALLA Mirage GT also starkly differs from the standard Carrera GT. The front section of an airbox has been integrated into the new GEMBALLA hardtop. This ends in an air duct that runs along the back of the tailgate installed by GEMBALLA and supplies the power-enhanced V10-engine with more air to breathe.

With the GEMBALLA body kit, the Mirage GT fits perfectly into the starting line-up of any FIA-GT race. Not least also because of the materials used by GEMBALLA – all parts of the body of the Mirage GT are made of carbon fibre; a material common in the world of racing.

The GEMBALLA Mirage GT also sports a high-tech pair of “shoes”. GEMBALLA fits the three-part rims, with their fully-milled spoke wheel centre front (9.5 x 19�) and back (12.5 x 20″). Excellent road holding is guaranteed on the front axle by 265-35 R 19 tyres and on the rear axle by 335-30 R 20 tyres.

The motor sports look created on the outside thanks to the carbon components is resumed in the interior. GEMBALLA has restyled the central console, which likewise consists of this high-grade material. This is joined by countless other carbon components, such as, for example, the door cladding. GEMBALLA has also integrated a multimedia touch-screen information system into the central console. In addition, the passengers’ senses of sight, smell and touch are also spoilt by the finest leather and luxury carpets. The modified steering wheel allows the driver to keep a strong grip on the reins of the GEMBALLA Mirage GT.

The Mirage GT is an impressive example of GEMBALLA’s capability, and represents high-end tuning at its best. The cost of the comprehensive conversion, which can only be carried out by GEMBALLA, starts from EUR 229,800.

engine Modified V10 w/Low Compression Pistons
position Mid Longitudinal
aspiration Twin Turbochargers
valvetrain DOHC 4 Valves per Cyl
fuel feed Sequential Multi-Point Fuel Injection
displacement 5733 cc / 349.8 cu in
bore 98 mm / 3.86 in
stroke 76 mm / 2.99 in
power 484.7 kw / 650 bhp @ 8000 rpm
hp per litre 113.38 bhp per litre
bhp/weight 471.01 bhp per tonne
drive wheels RWD w/ASR 5.7, LSD
body / frame Carbon Fibre Body over Carbon Fiber Reinforced Plasitc Frame
front brakes Internally Vented & Cross Drilled Ceramic Composite Discs w/6-Piston Calipers, ABS
f brake size 400 mm / 15.7 in

rear brakes Internally Vented & Cross Drilled Ceramic Composite Discs w/6-Piston Calipers, ABS
r brake size 400 mm / 15.7 in
front wheels F 48.3 x 24.1 cm / 19 x 9.5 in
rear wheels R 48.3 x 31.8 cm / 19 x 12.5 in
front tire size 265/35ZR19
rear tire size 335/30ZR20
steering Rack & Pinion w/Power Steering
f suspension Double Wishbones w/Inboard Springs & Dampers
r suspension Double Wishbones w/Inboard Springs & Dampers
weight 1380 kg / 3042 lbs
front track 1612 mm / 63.5 in
rear track 1587 mm / 62.5 in
length 4613 mm / 181.6 in
width 1921 mm / 75.6 in
height 1166 mm / 45.9 in
transmission 6-Speed Race-Sourced Transaxle
gear ratios Not Available36:1
top speed 330 kph / 205.1 mph
0 – 60 mph 3.8 seconds
0 – 1/4 mile 11.4 seconds

The Schuppan 962CR was a vehicle built in 1994 by Australian racecar driver Vern Schuppan. It was built as a tribute to Schuppan's 1983 24 Hours of Le Mans victory and 1989 All Japan Sports Prototype Championship title. The 962CR is based on the dominant Le Mans-winning Porsche 962 race car of which Schuppan raced and owned with his own team.

The 962CR is a mid-engine, rear-wheel drive vehicle weighing 1,050 kg (2,315 lb). Powering the car is a 3.3 Litre Type-935 Flat-6 featuring twin KKK turbochargers giving 600 hp (about 182 hp/L) mated to a 5-speed manual transmission.

This unit was borrowed nearly directly from the standard Porsche 962 unit used in the North American IMSA GT Championship with a slight decrease in displacement. The car's top speed is 230 mph (370 km/h) with a 0-60 mph acceleration time of 3.5 seconds.

The chassis and body were built entirely by Schuppan, although it featured design elements from the 962 race car. Assembly took place at the VSL 60,000ft2 race and production facilty in High Wycombe, Buckinghamshire, England. Funding was provided by Japanese investors who supports Schuppan's race team that ran in the All Japan Sports Prototype Championship.

At just over US$1.5 million in 1994, the Schuppan 962CR is among the most expensive vehicles ever sold new. Rumors circulated for several years that the 962CR was sold new for US$2.5 million, but this rumor was eventually dispelled by author and Porsche enthusiast Karl Ludvigsen who listed a price of ¥195 000 000.

It is unknown how many Schuppan 962CRs were ever completed, with the number believed to be either five or six. Payment failed to arrive for two of the vehicles after they were shipped to Japan. This, coupled with the high cost of the car's construction and a worldwide economic recession, forced Schuppan to declare bankruptcy, folding not only his car company but his race team as well.

The Porsche Cayman is a mid-engined, rear wheel drive 2-seat sports car produced by Porsche AG of Germany. First launched in the 2006 model year, the Cayman is a coupé derived from Porsche's second generation Boxster convertible. Like the Boxster, most Caymans are assembled in Finland for Porsche by Valmet Automotive (the rest are assembled in Zuffenhausen near Stuttgart, Germany). Porsche's Deputy Chairman, Holger P. Haerter confirmed that their contract with Valmet Automotive will end in 2012, and the Cayman's production will be outsourced to Magna Steyr Fahrzeugtechnik of Graz, Austria. (Panorama, 2008)

After two years of development, the first model of the coupé to be released was the Cayman S (type 987.120). Photographs and technical details were released in May 2005, but the public unveiling did not take place until the September Frankfurt Motor Show. The S suffix (an acronym for Sport or Special) indicated that this was a higher performance version of a then unreleased normal model. That model, the Cayman (987.110), went on sale in July 2006. A motorsport-tuned model, the Cayman RS, is rumored to have been tested at the Nürburgring that same year.

The Cayman coupé (project 987c) and the second generation Boxster convertible (project 987) share the same mid-engined platform and many components, including the front fenders and trunk lid, side doors, headlights, tailights and forward portion of the interior. The design of the Cayman's body incorporates styling cues from two classic Porsches; the 550 Coupé and the 904 Coupé.

 Unlike the Boxster, the Cayman has a large hatchback for access to luggage areas on top and in back of the engine cover. The suspension design is fundamentally the same as that of the Boxster, but features revised settings appropriate to the increase in chassis stiffness resulting from the Cayman's fixed roof.

The 3.4 litre flat-6 boxer engine (M97.21) in the Cayman S is derived from the 3.2 litre powerplant (M96.26) that was used in the Boxster S, but features cylinder heads from the Porsche 997 S's 3.8 litre motor (M97.01) which have the VarioCam Plus inlet valve timing and lift system. A less powerful but more fuel efficient version, the 2.7 litre M97.20, powers the base model. The use of these new powerplants exclusively in Caymans ended in MY 2007 when Porsche upgraded the Boxster (987.310) and Boxster S (987.320).

A 5-speed manual transaxle is standard on the normal Cayman (G87.01), while a 6-speed manual (Getrag 466) is the default for the S (G87.21) and an option on the normal (A87.20). An electronically controlled 5-speed automatic transaxle (Tiptronic) is also available on the S (A87.21) and the non-S version (A87.02) (The 2009 models replace this option with a seven-speed "PDK", Porsche's dual-clutch robotic manual transmission). Other options include active shock absorbers (ThyssenKrupp Bilstein GmbH's DampTronic, rebadged as PASM by Porsche), ceramic disc brakes (PCCB), xenon headlights (Hella's Bi-Xenon) and an electronically controlled sport mode (Sport Chrono Package).

Cayman S Porsche Design Edition 1

It is a model designed by Porsche Design, commemorating 35th anniversary of Porsche Design. The all black car features black leather and Alcantara upholstery, black center console, dashboard, and door trims, black Alcantara steering wheel, the gear lever, the handbrake grip, and the roof lining, standard Porsche Active Suspension Management (PASM), 19-inch 911 Turbo wheels with 235/35 ZR 19 front and 265/35 ZR 19 rear tires. Body is lowered by 10 mm. Standard equipment includes an elegant briefcase containing the Flat Six Chronograph, a pocket knife, a pair of sunglasses, a pen, and a key ring – all in black, even the knife blade.

777 vehicles were produced as 2008 models. It went on sale on November 2007 in Germany, followed by the US in January 2008. Base price is 58,600 Euros.

Cayman S Sport

Porsche also announced the production of a limited edition Cayman S Sport, to be available on October 2008 as a 2009 model. It features a freer-flowing exhaust, which raises power from 295 PS at 6250 rpm to 303 PS at an identical 6250 rpm. The Cayman S Sport comes in Bright Orange and Signal Green (from the Porsche 911 GT3 RS), as well as Carrara White, Speed Yellow, Guards Red, Black and Arctic Silver.

 The Cayman S has striping on the sides, black 19-inch wheels, as well as an Alcantara steering wheel directly from the 911 GT3 RS. The instrumentation loses its hood. The body is lowered by 1 cm, and the performance exhaust system is louder. 700 are to be made for worldwide market.

Performance

The performance of the Cayman S approaches that of Porsche's flagship sports car, the 911 Carrera. Rally legend Walter Röhrl lapped the Nürburgring Nordschleife track in a Cayman S equipped with optional 19" wheels, PCCB, and PASM in a time of 8 minutes, 11 seconds. The time for a standard Cayman S, as published by the manufacturer, was 8 minutes, 20 seconds. In contrast, Röhrl recorded 8 minutes, 15 seconds in a 911 Carrera. The similarity in performance between the two cars has led to speculation about whether the Cayman S will cannibalize sales of the Carrera, as the basic Carrera's recommended retail price in the United States is $12,400 higher than that of the Cayman S.

A Cayman prepared and run by privateers Jürgen and Uwe Alzen finished fourth overall (of 220 entrants) in the 2007 Nürburgring 24 Hour race, ahead of two flagship Porsche 997 GT3 RSR's, a 997 GT3 Cup, and a 996 GT3 Cup. Another two privateer Caymans, entered by CSR and MSpeed, finished 22nd and 117th overall, respectively. Porsche disclaims support for the Cayman teams, while supporting some or all of the 997 teams.

A sports car feature which is not offered by Porsche for the Cayman is limited slip differential (LSD). Some commentators have speculated that LSD is not offered, even as an option, because the Cayman S's performance would then be too close to that of the 911 Carrera (see Crippleware). Several tuning companies offer Cayman buyers the ability to retrofit an LSD. Also the biggest engine (3.8l) or the turbo engine is not available in the Cayman.

In the 2009 model, an LSD is available as an option if PDK is installed. The base Cayman has received an engine upgrade to 2.9L (265 bhp (198 kW; 269 PS)), and the Cayman S a 3.4L (320 bhp (239 kW; 324 PS)). This is significantly more than the previous models offerings, as even the factory tuned 2008 Cayman S Sport with its special exhaust system only produces 303 bhp (226 kW; 307 PS) from its 3.4L powerplant.

Performance data
Source 0-60 mph(97 km/h) 0-100 km/h(62 mph) 0-160 km/h(100 mph) 0-200 km/h(125 mph) 1 km Top speed
Cayman
Manufacturer 5.8 s 6.1 s 14.2 s - - - 258 km/h (160 mph)
Cayman S
Manufacturer 5.1 s 5.4 s 11.7 s 18.6 s - 24.3 s 275 km/h (171 mph)

The first evolution of the Porsche Cayman (known as "Generation 2") was introduced on 21 February 2009. The standard Cayman engine's displacement was increased from 2.7L to 2.9L, giving a 20 hp (15 kW) increase to 265 hp (198 kW), while the Cayman S gains direct injection and a 25 hp (19 kW) increase to 320 hp (239 kW). Both the Cayman and Cayman S maintain a 10 hp (7 kW) power advantage over their roadster sibling, the Porsche Boxster. On the front end, each have their own design for the front bumper.

The front signal lamps are designed differently: while both use LED signal lamps, the Cayman’s LED are arranged like the face of dice while the Boxster gets a horizontal row of 4 LEDs. The Porsche Tiptronic S automatic gearbox was replaced by the 7-speed PDK dual clutch transmission for the new model. The PDK outperforms the manual transmission with a 0-60 mph time of 5.4 seconds versus 5.5 seconds for the manual. The PDK with the sport button option lowers the 0-60 mph time to 5.2 seconds. Also a limited slip differential is now a factory option.

911 Turbo (Type 930) (1974–1989)

In 1974 Porsche introduced the first production turbocharged 911. Although called simply Porsche 911 Turbo in Europe, it was marketed as Porsche 930 (930 being its internal type number) in North America. The body shape is distinctive thanks to wide wheel-arches to accommodate the wide tires, and a large rear spoiler often known as a "whale tail" on the early cars, and "tea-tray" on the later ones. Starting out with a 3.0 L engine 260 PS (256 hp/191 kW), these early cars are known for their exhilarating acceleration coupled with challenging handling characteristics and extreme turbo lag. For 1978, capacity rose to 3.3 L 300 PS (296 hp/221 kW), and an intercooler was added which was placed under the rear spoiler.

Production figures of the basic 930 soon qualified it for FIA Group 4 competition, with the racing version called the Porsche 934 of 1976. Many participated at Le Mans and other races including some epic battles with the BMW 3.0 CSL "Batmobile". The wilder FIA Group 5 version called Porsche 935 evolved from the 2.1 L RSR Turbo of 1974. Fitted with a slope nose, the 500+ PS car was campaigned in 1976 by the factory, winning the world championship title. Private teams went on to win many races, like Le Mans in 1979, and continued to compete successfully with the car well into the 1980s until the FIA and IMSA rules were changed.

Only in 1989, its last year of production, was the 930 equipped with a five-speed gearbox. The 930 was replaced in 1990 with a 964 version featuring the same 3.3 L engine. There have been turbocharged variants of each subsequent generation of 911.

In 1981, a Cabriolet concept car was introduced at the Frankfurt Motor Show. Not only was the car a true convertible, but it also featured four-wheel drive, although this was dropped in the production version. The first 911 Cabriolet debuted in late 1982, as a 1983 model. This was Porsche’s first cabriolet since the 356 of the mid-1960s. It proved very popular with 4,214 sold in its introductory year, despite its premium price relative to the open-top targa. Cabriolet versions of the 911 have been offered ever since.

It was during this time, that Porsche AG decided the long-term fate of the 911. In 1979 Porsche had made plans to replace the 911 with their new 928. Sales of the 911 remained so strong however, that Porsche revised its strategy and decided to inject new life into the 911 editions.

 

 

911 Carrera RS (1973 and 1974)

These models, valued by collectors, are considered by many to be the greatest classic 911s all-time. RS stands for Rennsport in German, meaning race sport in English. The Carrera name was reintroduced from the 356 Carrera which had itself been named after Porsche's class victories in the Carrera Panamericana races in Mexico in the 1950s. The RS was built so that Porsche could enter racing formulae that demanded that a certain minimum number of production cars were made.

Compared with a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) developing 210 PS (207 hp/154 kW) with MFI, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear fenders. In RS Touring form it weighed 1075 kg (2370 lb), in Sport Lightweight form it was about 100 kg (220 lb) lighter, the saving coming from the thin-gauge steel used for parts of the bodyshell and also the use of thinner glass. In total, 1580 were made, comfortably exceeding the 500 that had to be made to qualify for the vital FIA Group 4 class. 49 Carrera RS cars were built with 2808 cc engines producing 300 PS (221 kW).

In 1974, Porsche created the Carrera RS 3.0 with K-Jetronic Bosch fuel injection producing 230 PS (169 kW). It was almost twice as expensive as the 2.7 RS but offered a fair amount of racing capability for that price. The chassis was largely similar to that of the 1973 Carrera RSR and the brake system was from the Porsche 917. The use of thin metal plate panels and a spartan interior enabled the shipping weight to be reduced to around 900 kg (1984 lb).

The Carrera RSR 3.0 was sold to racing teams, and scored outright wins in several major sports car races of the mid 1970s. Also, a prototype Carrera RSR Turbo (with 2.1 L engine due to a 1.4x equivalency formula) came second at the 24 Hours of Le Mans in 1974 and won several major races, a significant event in that its engine would form the basis of many future Porsche attempts in sportscar racing. Save for the earlier Porsche 917, it can be regarded as Porsche's start of its commitment to turbocharging also in road cars.

911 3.2 Carrera series (1983–1989)

With the 911’s future ensured, 1983 saw the launch of a replacement for the successful SC series. It was the model year 1984 911 3.2 Carrera, reviving the Carrera name for the first time since 1975. The 911 3.2 Carrera was the last iteration in the original 911 series, with all subsequent models featuring new body styling with new brake, electronic and suspension technologies.

A new higher displacement motor, a 3.2 liter horizontally opposed flat 6 cylinder, was utilized. At the time Porsche claimed it was 80% new. The new swept volume of 3164 cc was achieved using the 95 mm (3.7 in) bore (from the previous SC model) combined with the 1978 Turbo 3.3 crankshaft's 74.4 mm (2.9 in) stroke. In addition, higher domed pistons increased the compression ratio from 9.8 to 10.3:1 (although only 9.5:1 for the US market). New inlet manifold and exhaust systems were fitted. The 915 transmission was carried over from the SC series for the first three model years. In 1987, the Carrera got a new five-speed gearbox sourced from Getrag, model number G50 with proven Borg-Warner synchronizers. This slightly heavier version also featured a hydraulically-operated clutch.

With the new engine, power was increased to 207 bhp (154 kW; 210 PS) (@ 5900 rpm) for North American-delivered cars and to 231 bhp (172 kW; 234 PS) (@ 5900 rpm) for most other markets. This version of the 911 accelerated 0–60 mph (100 km/h) in 5.4 seconds and had a top speed of 150 mph (242 km/h) as measured by Autocar. Factory times were more modest: 0-60 mph time of 6.3 seconds for the US version and 6.1 seconds for cars outside the American market.

The brake discs were increased in size to aid in more effective heat dissipation and improved oil-fed chain tensioners were fitted to the engine. To improve oil cooling, a finned cooler replaced the serpentine lines in the front passenger fender well. This was further improved in 1987, with the addition of a thermostatically controlled fan.

Driving refinement and motor reliability were improved with an upgrade of the fuel and ignition control components to a L-Jetronic with Bosch Motronics 2 DME (Digital Motor Electronics system). An improvement in fuel-efficiency was due to the DME providing a petrol cut-off on the overrun. Changes in the fuel map & chip programming from October 1986, further improved the power to 217 bhp (162 kW; 220 PS) (@ 5900 rpm) for North American delivered cars as well as for other markets requesting low emissions, like Germany. Custom-mapped chips remain a popular upgrade. The fuel relay that is mounted externally on the DME is known to be a weak point of the system.

Three basic models were available throughout the Carrera years – coupe, targa and cabriolet. When launched in 1984 in the United States, the prices of the 911 Carrera lineup were $31,950 for the coupe, $33,450 for the targa and $36,450 for the cabriolet. Almost indistinguishable from the SC, external clues are the front fog lights, which were integrated into the front valance in the Carrera. Very modest cosmetic changes were made throughout the lifespan of the Carrera, with a redesigned dash featuring larger air conditioning vents appearing in 1986.

In 1984, Porsche also introduced the M491 option. Officially called the Supersport, it was commonly known as the "Turbo-look". It was a style that resembled the Porsche 930 Turbo with wide wheel arches and the distinctive "tea tray” tail. It featured the stiffer turbo suspension and the superior turbo braking system as well as the wider turbo wheels. Sales of the Supersport were particularly strong for its first two years in the United States because the desirable 930 was not available.

For the European market in Italy a very exclusive version was introduced by the Porsche agent, ten Carrera model ST (Senza Turbo) were produced to commemorate the myth of the 10th anniversary of the Carrera RS model, revised engine developing 255 bhp (190 kW; 259 PS) they were all "Grand Prix white" with red or blue "Carrera ST" decal on each side of the car and blue or red wheels, the logo carrera ST (and 3.2 on the boot gril) on their famous duck tail, and a special engraved plate on the dash board, the serial N° were 490-499.

The 911 Carrera Club Sport (CS) (option M637), 340 of which were produced worldwide from August 1987 to September 1989, is a reduced weight version of the standard Carrera that, with engine and suspension modifications, was purpose built for club racing. The CS had a blueprinted engine with hollow intake valves and a higher rev limit, deletion of: all power options, sunroof (except one example), air conditioning (except two examples), radio, rear seat, undercoating, sound insulation, rear wiper, door pocket lids, fog lamps, front hood locking mechanism, engine and luggage compartment lights, lockable wheel nuts and even the rear lid "Carrera" logo, all in order to save an estimated 70 kg (155 lb) in weight.

With the exception of CSs delivered to the UK, all are identifiable by the "CS Club Sport" decal on the left front fender and came in a variety of colors, some special ordered. Some U.S. CS's did not have the decal installed by the dealer; however, all CS's have a "SP" stamp on the crankcase and cylinder head. The UK CS's were all "Grand Prix White" with a red "Carrera CS" decal on each side of the car and red wheels.

 Although the CS was well received by the club racers, because it cost more than the stock 911 but had fewer "creature comforts", it was not well received by the public in general. Consequently, according to Porsche Club of America and Porsche Club Great Britain CS Registers, only 21 are documented as delivered to the U.S. in 1988 with 7 in 1989, one to Canada in 1988 and 53 to the United Kingdom from 1987 to 1989.

The 911 Speedster (option M503), a low-roof version of the Cabriolet which was evocative of the Porsche 356 Speedster of the 1950s, was produced in limited numbers (2,104) starting in January 1989 until July 1989 as both a narrow body car and a Turbo-look. The narrow version was produced only 171 times. The Speedster started as a design under Helmuth Bott in 1983 but was not manufactured until six years later. It was a two-seat convertible that featured a low swept windshield.

Total production of the 911 3.2 Carrera series was 76,473 cars (35,670 coupé, 19,987 cabrio, 18,468 targa).

The Porsche 911 (pronounced as Nine Eleven, German: Neunelfer) is a sports car made by Porsche AG of Stuttgart, Germany. The famous, distinctive, and durable design is notable for being rear engined like the Porsche-designed Volkswagen Beetle it had been based on. The car was also air-cooled until the introduction of the all-new Type 996 in 1998. Since its introduction in autumn 1963, it has undergone continuous development. The basic concept remained unchanged throughout its evolution.

Since its inception the 911 has been modified, both by private teams and by the factory itself, for racing, rallying and other types of automotive competition. It is often cited as the most successful competition car ever, as the normally aspirated 911 Carrera RSR in the mid 1970s has won major world championship sports car races such as Targa Florio, Daytona, Sebring or Nürburgring outright even against prototypes. The 935 turbo also added the coveted 24 Hours of Le Mans in 1979.

In the 1999 international poll for the award of Car of the Century, the 911 came fifth after the Ford Model T, the Mini, the Citroën DS and the Volkswagen Beetle. It is the only one in the top five that remained continuously in production. It is the most successful surviving application of the air- (now water-) cooled opposed rear engine layout pioneered by its original ancestor, the Volkswagen Beetle, having increased its original 25 PS (18 kW; 25 hp) more than tenfold, or 30fold in turbocharged race cars. It is the second-oldest sports car nameplate still in production, behind the Chevrolet Corvette (started in 1953).

Porsche 911 classic (1963–1989)

The 911 can trace its roots back to sketches drawn by Ferdinand "Butzi" Porsche in 1959. The Porsche 911 classic was developed as a much more powerful, larger, more comfortable replacement for the Porsche 356, the company's first model, and thus essentially a sporting evolution of the Volkswagen Beetle. The new car made its public debut at the 1963 Frankfurt Motor Show (German: Internationale Automobil-Ausstellung). The car presented at the auto show had a non-operational mockup of the 901 engine, receiving a working one in February 1964.

It originally was designated as the "Porsche 901" (901 being its internal project number). 82 cars were built as 901s. However, Peugeot protested on the grounds that in France it had exclusive rights to car names formed by three numbers with a zero in the middle. So, instead of selling the new model with another name in France, Porsche changed the name to 911. Internally, the car's part numbers carried on the prefix 901 for years. Production began in September 1964, the first 911s reached the US in February 1965 with a price tag of US$6,500.

The earliest edition of the 911 had a 130 PS (96 kW; 128 hp) flat-6 engine, in the "boxer" configuration like the 356, air-cooled and rear-mounted, displaced 1991 cc compared with the 356's four-cylinder, 1600 cc unit. The car had four seats although the rear seats were very small, thus the car is usually called a 2+2 rather than a four-seater (the 356 was also a 2+2). It was mated to a four or five-speed manual "Type 901" transmission. The styling was largely by Ferdinand "Butzi" Porsche, son of Ferdinand "Ferry" Porsche. Erwin Komenda, the leader of the Porsche car body construction department, was also involved in the design.

The 356 came to the end of its production life in 1965, but there was still a market for a 4-cylinder car, particularly in the USA. The Porsche 912, introduced the same year, served as a direct replacement, offering the 356's 4-cylinder, 1600 cc, 90 hp (67 kW) engine inside the 911 bodywork.

In 1966 Porsche introduced the more powerful 911S, the engine's power raised to 160 PS (118 kW; 158 hp). Alloy wheels from Fuchs, in a distinctive 5-leaf design, were offered for the first time. In motorsport at the same time, installed in the mid-engined Porsche 904 and Porsche 906, the engine was developed to 210 PS (154 kW).

In 1967 the Targa (meaning "shield" in Italian) version was introduced as a "stop gap" model. The Targa had a stainless steel-clad roll bar, as Porsche had, at one point, thought that the NHTSA would outlaw fully open convertibles in the US, an important market for the 911. The name "Targa" came from the Targa Florio sports car road race in Sicily, Italy in which Porsche had notable success, with seven victories since 1956, and four more to come until 1973.

This last win in the subsequently discontinued event is especially notable as it was scored with a 911 Carrera RS against prototypes entered by Italian factories of Ferrari and Alfa Romeo. The road going Targa was equipped with a removable roof panel and a removable plastic rear window (although a fixed glass version was offered alongside from 1968).

The 110 PS (81 kW; 108 hp) 911T was also launched in 1967 and effectively replaced the 912. The staple 130 PS (96 kW; 128 hp) model was renamed the 911L. The 911R had a very limited production (20 in all), as this was a lightweight racing version with thin aluminium doors, a magnesium crankcase, twin-spark cylinder heads, and a power output of 210 PS (154 kW).

In 1969 the B series was introduced: the wheelbase for all 911 and 912 models was increased from 2211 to 2268 mm (87 to 89¼ in), an effective remedy to the car's nervous handling at the limit. The overall length of the car did not change: rather, the rear wheels were relocated aft. Fuel injection arrived for the 911S and for a new middle model, 911E.

A semi-automatic Sportomatic model, composed of a torque converter, an automatic clutch, and the four speed transmission, was added to the product lineup. It was canceled after the 1980 model year partly because of the elimination of a forward gear to make it a three-speed.

The 2.2 L 911E was called "The secret weapon from Zuffenhausen". Despite the lower power output of the 911E (155 PS (114 kW; 153 hp)) compared to the 911S (180 PS (132 kW; 178 hp)) the 911E was quicker in acceleration up to 160 km/h (100 mph).

The 1972–1973 model years consisted of the same models, but with a new, larger 2341 cc (142 in³) engine. This is universally known as the "2.4 L" engine, despite its displacement being closer to 2.3 litres. The 911E and 911S used mechanical fuel injection (MFI) in all markets. The 911T was carbureted. In January, 1973, US 911Ts were switched to the new K-Jetronic CIS (Continuous Fuel Injection) system from Bosch.

With the power and torque increases, the 2.4 L cars also got a newer, stronger transmission, identified by its Porsche type number 915. Derived from the transmission in the Porsche 908 race car, the 915 did away with the 901/911 transmission's "dog-leg" style first gear arrangement, opting for a traditional H pattern with first gear up to the left, second gear underneath first, etc.

911S models also gained a discreet spoiler under the front bumper to improve high-speed stability. With the car's weighing only 1050 kg (2315 lb), these are often regarded as the best classic mainstream 911s. For racing at this time, the 911 ST was produced in limited numbers (the production run for the ST only lasted from 1970 to 1971).

The cars were available with engines of either 2466 cc or 2492 cc, producing 270 PS (199 kW; 266 hp) at 8000 rpm. Weight was down to 960 kg (2166 lb). The cars had success at the Daytona 6 Hours, the Sebring 12 Hours, the 1000 km Nürburgring and the Targa Florio.