Forty Years of the Porsche 911

Press Release

Page 1 - Overview
Page 2 - Engine Development
Page 3 - History of Motorsport
Page 4 - Professor Ferdinand Alexander Porsche

A Great Sports Car with Outstanding Heritage and a Great Future

Asking anybody to name the most popular or the most typical of all sports cars, the first answer you will hear virtually every time is the Porsche 911. Indeed, this is the standard answer both in magazine surveys and in almost every debate from school classes all the way to the race track. And it is the answer you will hear not only in Germany, but rather in many countries the world over - an answer, indeed, that now looks back at a history of four decades: The "911", as its drivers and supporters call the car, celebrated its 40th anniversary this past September. This means four decades of Porsche sports car tradition during which new, trendsetting variants of the 911 have made their appearance time and again. And there is not even the slightest indication that the unique thrill emanating from this unique car will die down in any way in the years and decades to come. On the contrary - the 911 remains the absolute highlight in Porsche's plans for the future. A never-ending story - this is how the story of the 911 is often described. Production of the "911" in fiscal 2002/2003 will be more than 25,000 units. Thanks to the intelligent and far-sighted technical development of the 911 (as well as the Boxster), Porsche has succeeded, following difficult times in the early '90s, to gain new, unprecedented momentum, remaining an important car maker in the process: Production, customer deliveries, revenues and profits have regularly increased to new record levels time and again throughout the last 10 years. And thanks, not least, to the introduction of the Cayenne as Porsche's third model series, this situation will not change in the 2002/2003 year of business, despite difficult economic conditions and markets the world over. Taking a look back over the years, Porsche presented the 911 to the public for the first time at the Frankfurt Motor Show in 1963. Or, to be precise, the car presented was the 901. In 1964, however, Peugeot complained about the model designation, claiming that they had the exclusive right to use three-digit car designation numbers with a zero as the "middle initial". Porsche chose not to quarrel, re-naming the new sports car "911" by the beginning of series production.

Ferdinand Alexander Porsche, the designer of the 911

The design and particular looks of the 911 were created by Ferdinand Alexander Porsche. The eldest son of Ferry Porsche, at the time the President and Chief Executive Officer of the Company, Ferry was entrusted with the great task at the young age of 25 to create the successor to the Porsche 356, which in itself had become a classic in 1 1/2 years of outstanding success in the market. Whilst the current 2003 version of the 911 does not share one single bolt with the original 911 back in 1963, it is still a direct successor to the original since the car's basic concept has remained unchanged to this very day: The high-performance power unit is fitted at the rear of this outstanding sports car, ensuring superior agility and good traction on the rear wheels as well as optimum weight distribution in the interest of good brake performance. Both back then and today, the power unit is a six-cylinder boxer still offering unmistakable sound, even though output has increased from the original 130 bhp to a current level of 320 bhp with the Carrera and an even more impressive 420 bhp with the 911 Turbo.

Timeless and functional - without any inappropriate edges and corners

The 911 is and has always been a 2+2-seater. And who would contradict this distinctive philosophy, with the 911 being timeless and functional in its looks, smooth, sleek and aerodynamic, without any unnecessary edges, corners and frills. These, indeed, are "universal" attributes consistently characterising the 911 through all of its 40 years. The connoisseur of Porsche knows that this unmistakable car concept goes back all the way to the '30s. In 1932 Ferdinand Porsche developed his first small car concept for NSU with an air-cooled flat-four power unit at the rear. But the real "people's car" only went into production after World War II, the VW Beetle becoming one of the most frequently built cars in history. Although the first car to bear the name "Porsche" looked different, the close technical relationship is obvious at first sight: "Old Number 1" has become an outstanding star in Porsche circles. After the War the Company took up work again in 1946, with Chief Designer Karl Rabe running the Porsche Engineering Office. Moving to the Austrian town of Gmünd in Carinthia, the Stuttgart Company had found a new home in 1944. Then, in 1947, a project slowly became reality on the drawing board, making one of Ferry Porsche's old visions slowly but surely come true: The two-seater 356 "No 1" mid-engined sports car was presented to the world on 8 June 1948 and homologated by the State Authorities in Carinthia. The next step was the rear-engined Porsche 356, production of which amounted to some 78,000 units up to the year 1965. Never before in the history of motoring had a sports car achieved sales success of this kind. The decision to build a new Porsche sports car was taken back in 1959. As already mentioned, Ferdinand Alexander Porsche was given the assignment to present the new design, a prototype, the 754 T7, being built after completion of a few 1:5 models. This was a four-seater offering two adults - limited - space on the rear semi-bucket seats. Even though Ferry Porsche ultimately thumbed-down the four-seater project, the 754 T7 nevertheless left behind an indelible mark, the car bearing out a number of Ferdinand Alexander Porsche's ideas later to see the light of day in the 901/911. Particularly the front end with the long, almost upright wings at each side and the low-slung front lid characterise the 911 to this very day. So experts are not wrong in calling the 754 T7 the first 911. Many of Ferry Porsche's numerous wishes came true in the guise of the 901/911. The sound of the engine was more "muscular" and driving comfort was superior to the 356 - precisely these had been two of Ferry's requirements. A further point Ferry Porsche also regarded as essential was luggage space, the 911 being able "to accommodate a golf bag without the slightest problem", as he worded his demand.

Reliable, fast, ideal for everyday motoring, and socially accepted

Other essential characteristics were carried over directly from the 356: A Porsche must be reliable, fast but suitable for everyday motoring, socially accepted and with all the advantages of a long service life. And these features have remained unchanged to this very day, just like the proverbial stability of Porsche 911 prices in the market. What other features characterise all models, from the very first 911 back in 1963 all the way to the current model? The first answer, of course, is superior performance on the road. In 1963 this meant acceleration from 0 - 100 km/h in 9 seconds and a top speed of 210 km/h or 130 mph. Comparing this with the current 911 Carrera, the performance figures of the new Porsche 911 40 years on are acceleration from 0 - 100 km/h in 5.0 seconds and a top speed of 285 km/h or 177 mph. Hardly a year has passed without any modifications to the 911. Indeed, big books have been written about this ongoing process of improvement, new tables have been compiled time and again. But it is nevertheless legitimate to subdivide the history of the 911 into various eras. First, there is the original model spanning the years from 1963 to 1973. With changes on the outside not being very apparent, there were many modifications inside during these years. This was when the Targa joined the range, as well as other models such as the "low-budget" 912 and the 911 T, E, and S engine variants. Another outstanding change was the increase in engine size from 2.0 to 2.2 and, finally, 2.4 litres in the first decade of the 911. Referring to the "G Series", the car historian means the years of the 911 between 1973 and 1989. Starting out with 2.7 litres, engine capacity increased during this period to 3.2 litres and even 3.3 litres on the Turbo. This was also when the name Carrera appeared for the first time in relation to the 911, first in 1972 on the super-sports Carrera RS 2.7 serving as the starting point for motorsport. This term comes from Carrera Panamericana, a legendary road race held in Mexico in the '50s and becoming one of Porsche's great domains in motorsport. It was also in these years of the G-Series that the Turbo joined the 911 family, initially developing 260 and subsequently 300 horsepower. A very important year was 1982, when Porsche presented the first 911 Cabriolet. And a direct relation of the 911, the Porsche 959 supercar, also saw the light of day in this era.

The 959 - a 911 "from another world" and a spearhead in technology

Initially conceived for motor racing in Group B, this supersports 911 was designed and built without any economic restraints, the brief being to use the very best components and materials in every respect regardless of cost. The result was a four-wheel drive high-performance sports car, a cutting-edge achievement in technology with 450 bhp engine output and a top speed of 315 km/h or 195 mph. This, obviously, came at a price, 292 units in this small production series selling in the market for a hefty but fully justified DM 420,000.-. Based on the 911, the Porsche 959 demonstrated clearly in the '80s how Porsche saw the future of the sports car, at the same time clearly proving the technical potentials of the Company. A few years before, in the mid-70s, the perspective had been somewhat different, certain doubts being raised within the Company as to the long-term perspectives of the 911. So in autumn 1977 Porsche presented the 928, an 8-cylinder super-sports car claimed to be the new top-of-the-range model and the successor, as many believed, to the 911. Reviews and tests of the 928 presented good results, an international jury even choosing the 928 as the very first and so far only sports car to become the "Car of the Year". But customers remained faithful to the 911. Although the 928 remained in development for many years to come, the engineers in Weissach started to focus once again on the 911, concentrating on optimising Porsche's No 1 model. Marking the end of the "G Series", for example, the first 911 Speedster saw the light of day - a radical two-seater with an emergency roof and a removable, extra-small windscreen. This, one might say, was the legendary 356 Speedster brought back to life.

Four-wheel drive also for the 911

The Porsche 911 was thoroughly modified and updated for the 1989 model year, insiders referring to these models as the "964". Indeed, this code number quickly became common parlance among Porsche experts the world over. This was also when a standard model with four-wheel drive became available for the first time, the Porsche 911 Carrera 4. In order to fit the four-wheel-drive system from beneath the car, the underfloor had to be totally redesigned, inducing Porsche's Board of Management to develop the new 964 model series almost from the ground up. And this was certainly a genuine generation change in the history of the 911, as the first 911 featuring airbags and ABS as standard. No less than 85 per cent of all components were new developments, ranging from the engine, the transmission and drivetrain through the steering, the axles, the wheels and tyres all the way to the heating, ventilation and air conditioning. The most powerful member of the 964 family was the 911 Turbo 3.6 developing 360 bhp. The 964 was succeeded by the 993 in 1993. And this again was and is a striking model in the heritage of the Porsche 911, with features borne out both by the looks of the car and by technical details not visible at first sight. The wings were rounder than before, the new ellipsoid headlights were at a lower angle. The bumpers merged smoothly and harmoniously into the softer lines of the car and the extendable rear wing was matched to the curvature of the engine lid. Beneath its wider rear end, the 993 housed an updated version of the air-cooled 3.6-litre six-cylinder carried over from the former model. Maximum output delivered to the new six-speed manual gearbox featured as standard was now 272 bhp, top speed was 270 km/h or 167 mph. The last air-cooled 911 in the history of the series, the 993 ended its model life with maximum output of 285 bhp in all versions, the Turbo model developing maximum output of 408 bhp.

The 996 - the most dramatic rejuvenation process in the history of the 911

Entering its 34th year, the Porsche 911 experienced its most dramatic rejuvenation process so far: The 1998 version of the 911 Carrera - the 996 presented in autumn 1997 - went far beyond all existing dimensions. Indeed, this also applied to the car's exterior and interior dimensions far larger than before. And it applied in particular to the car's technical features, the new model being the first 911 to feature a liquid-cooled six-cylinder. Engine capacity was 3.4 litres, maximum output 300 bhp at 6,800 rpm. And like every Porsche, the 996 model series features brakes of exactly the right size and a chassis and suspension offering supreme safety reserves. Focusing on the drivetrain, the customer was able to choose either a six-speed manual gearbox or five-speed Tiptronic S automatic also offering a manual gearshift function via paddles on the steering wheel. Then, entering the 2002 model year, the 996 was upgraded by a 3.6-litre power unit developing maximum output of 320 bhp, the looks of the car also being slightly modified. The 911 GT3 entered the family in 1999, the most conspicuous features of this new model versus the 911 Carrera being the new front end, discreet side-sills, the rear wing fitted in position, red brake callipers, as well as new 18-inch light-alloy wheels. The 3.6-litre 360 bhp six-cylinder power unit featured in the 911 GT3 was not carried over exclusively from the 911 Carrera, but rather also came in a direct line from the Le Mans-winning 911 GT1. Unlike the Carrera power unit, this engine features separate cylinder and crankcase housings as well as cylinder heads made of a high temperature-resistant light alloy. The titanium connecting rods were also carried over from the racing engine, maximum output of the GT3 being raised in spring 2003 to 381 bhp. The current version of the 911 Turbo had - and still has - the same basic engine, with maximum output in this case of 420 bhp. But the output and performance of the 911 can always be enhanced to an even higher standard, both then and today.

"Classic of the Future"

A great car deserves great praise: As appropriate acknowledgement for its 40th birthday, the Porsche 911 has already been lauded as a "Classic of the Future". Considering a wide range of features, leaders of the German classic car magazine "Motor Klassik" have chosen the Porsche 911 as the most promising sports car seen to have the greatest potential to become a genuine classic in future.

Engine Development

Low, Powerful and with Six Cylinders for 845 bhp at the Rear

Forty years of the Porsche 911 also means 40 years of the flat-six power unit fitted consistently at the rear end of this outstanding sports car. With the engine of the first 911 code-named 901/01 being enlarged and optimised for many years, the basic design and configuration of the engine always remained unchanged. New engine generations were only introduced many years later, for example in the '90s the water-cooled 3.4 and, respectively, 3.6-litre six-cylinders in the current 911. Following the early years with engine output appearing to be quite modest from today's perspective, the output of the 911 power units has grown into impressive dimensions in the meantime: Engine output in the first 911 was 130 bhp rising up to the staggering power of the Porsche 935 Moby Dick racing car built in 1978. The turbocharged 3.2-litre six-cylinder with four overhead camshafts featured in this impressive machine developed an incredible 845 bhp. This was indeed the first 911 engine in history to boast water-cooled cylinder heads with four valves per cylinder, the cylinders themselves remaining air-cooled. Focusing on the engine of the first 911, Professor Ferry Porsche himself voiced clear requirements right from the start: The engine was to combine the power and performance of the two-litre Carrera engine (130 bhp) featured in the 356 with the acknowledged smoothness and refinement of the weakest 60-bhp version in the 356 series. With the Carrera four-cylinder being too elaborate in design and too loud with its vertical engine shafts, Ferry Porsche opted for a six-cylinder with overhead camshafts. Six cylinders were intended to improve running smoothness and refinement, the new arrangement of the camshafts was to ensure high engine speeds of up to 6100 rpm. The engine block and cylinder heads were made of light alloy. Displacement of the 901/01 was two litres, engine weight including the clutch being 184 kg or 406 lb. Maximum output was 130 bhp, that is the same as on the four-cylinder Carrera engine of the 356. This kind of power from two litres set a new benchmark in 1963 and would not even look bad today in the data sheets of some quite dynamic series production cars. Forty years ago, however, this was only the beginning. Since then the engine has grown in every respect, capacity, output, torque and engine speed rapidly increasing. And indeed, the option to enlarge the engine to 2.7 litres was taken into account from the very beginning. In hindsight, however, Ferry Porsche once said that “had I known in 1960 that there was the option to enlarge the engine to even three litres and beyond, I would certainly have said that the engine was too big and heavy. Which means I would have told my engineers to make it smaller. So the good news is that I didn't have that information back then!"

Engine output literally explodes

The first example of this evolution is the racing version of the two-litre power unit developing 210 reliable horsepower in the Porsche 904 way back in 1965. Benefitting from this experience, Porsche's engineers quickly realised that they could also increase the power of the series engine without having to fear any problems. A higher compression ratio, new cams, larger valves and ducts, different Weber carburettors, and improved heat exchangers soon culminated in the first 911 S launched in 1966: Maximum output was 160 bhp at 6600 rpm, replacement of the carburettors in 1968 by Bosch fuel injection increasing engine power to 170 bhp at 6800 rpm. These two-litre injection engines only remained in production for one year, however, cylinder bore being increased again in August 1969, growing from 1991 to 2195 cc. Now maximum output of the 911 S was 180 bhp at 6500 rpm. Facing stricter emission regulations in 1971, Porsche was not willing to make any concessions in terms of engine power. But this was only possible by further increasing the size of the engine, the decision taken this time being not to increase engine bore, but rather piston stroke. The result was 2.4 litres capacity with an appropriate decrease in compression allowing even the 911 S to run on regular fuel with its output of 190 bhp at 6500 rpm. And it is easy to imagine, of course, how surprised attendants at the filling pump were when the new cars came in for “regular"! Towards the end of 1972 Porsche presented a new model developed primarily with the focus on motorsport: the Carrera RS 2.7, a sports car unforgotten to this day also because of its characteristic “ducktail", a feature quite unique at the time. Up to that point company policy had been to keep all engines in the 911, even the racing units, within the 2500-cc capacity limit. But now engine bore was enlarged once again, increasing displacement to 2687 cc and with maximum output of 210 bhp at 6300 rpm. Upon the introduction of the “G Series" in August 1973 all 911s featured an engine of this size, albeit with reduced output of 150 bhp in the 911 and 175 bhp in the 911 S, production of the Carrera engine continuing without any changes. Entering the year 1975, the three-litre power unit of the Carrera 3.0 started out with 200 bhp. All engines in the 911 series were now equipped with K-Jetronic, a modern fuel injection system at the time combining greater economy with enhanced flexibility and cleaner emissions. A bigger step followed in 1983 with the introduction of the Carrera 3.2 developing 231 bhp at 5900 rpm, although engine output then dropped with the introduction of the catalytic converter to 207 bhp, rising again to 217 bhp as of the 1987 model year. A drastic change came in 1988 with the engine in the new 964 model, comprising a wide range of modifications such as the introduction of dual ignition and a new crankshaft. Porsche's engineers also enlarged engine bore and stroke, engine capacity of 3600 cc allowing the classic six-cylinder (with the same distance between cylinders as on the two-litre) to develop an impressive 250 bhp at 6100 rpm. In the 911 Carrera (993 model series) engine output increased initially to 272 and finally to 285 bhp, the RS 3.8 offering an even more powerful 300 bhp. This marked the end of an engine generation which had entered the market back in 1963 with 130 bhp.

The Turbo enters the scene with a remarkable 260 bhp

There is a simple reason why Porsche for many years focused more on the economic qualities than on the power and performance of the 911 engine: there was already more power available in the range. The 911 Turbo 3.0 made its debut in 1974, right in the middle of the energy crisis. The boosted power unit featured in this model delivered unbelievable output at the time of 260 bhp at just 5500 rpm. The positive impact of motorsport on series production was indeed rarely as clear as in the development of this turbocharged power unit. Porsche had already gained experience with turbocharged 12-cylinder power units in the 917/10 and 917/30, Porsche prototypes developing more than 1000 bhp dominating the CanAm Series in 1972 and 1973. The 911 Turbo 3.0 was the first production car to offer an increase in output with the help of an exhaust gas turbocharger. In 1977 turbo technology was supplemented by intercooling increasing air density while pressure remained unchanged. The result is a greater supply of oxygen with the same air volume allowing an increase in the amount of fuel injected. Benefitting from this technology and from an increase in engine capacity to 3.3 litres, output of the new 911 Turbo 3.3 increased to 300 bhp at 5500 rpm. The next step taken in 1990 was to enlarge the intercooler, increasing output to 320 bhp at 5750 rpm. Entering the 1993 model year, the Turbo 3.6 developing 360 bhp at 5500 rpm appeared on the scene in the guise of the 964 model. As usual, the flat-six power unit of the 911 Turbo in the subsequent 993 series was based on the air-cooled 3.6-litre engine of the 911 Carrera now developing 408 bhp at 5750 rpm with the help of two turbochargers. Porsche's next step in 1998 was to develop a new power unit for the Porsche Carrera now bearing the internal 996 code number, only the basic principle of the flat-six remaining unchanged. The striking difference was – and is – that this 3.4-litre power unit initially developing 300 bhp at 6800 rpm is water-cooled. With the conventional fan for air cooling no longer being required, there was now space for an additional parcel shelf or, alternatively , for the soft roof folding down behind the rear seats. The reason for the introduction of water cooling was the need to ensure optimum cooling of the four valves on each cylinder, to maximise the energy delivered by the fuel available, and to fulfil all worldwide emission standards also in future. Interesting technical features introduced for this purpose are the intake camshafts adjustable as a function of engine speed and referred to initially as Variocam, later as Variocam-Plus: At low engine speeds the change in valve timing reduces exhaust emissions and stabilises the engine's idling qualities. At higher speeds, in turn, the system helps the engine to build up maximum power. Entering the 2002 model year, this engine was fundamentally updated once again, being enlarged to 3.6 litres by increasing the piston stroke. The power units currently featured in the Porsche Turbo (420 bhp), GT 3 (381 bhp), and GT2 (462 bhp), each displacing 3600 cc, are not based exclusively on the Carrera engine. Rather, their starting point in technical terms is the water-cooled power unit of the Porsche 911 GT1, the winner of the 1998 24 Hours of Le Mans. The engine of the GT3 even comes with separate cylinder and crankshaft housings as well as cylinder heads made of a high temperature-resistant light alloy. The titanium connecting rods also come from the power unit of the GT1.

Forty years of racing engines based on 911 technology

Forty years of the 911 also mean 40 years of racing engines based on the 911 six-cylinder. During this period the power unit has been modified numerous times in accordance with a host of different rules and regulations, spanning a broad range from the 210 bhp two-litre in 1965 all the way to the 845 bhp turbocharged engine mind-blower in the 1978 Moby Dick version of the 935.

History of Motorsport

Driving to the Limit for Four Decades

Dr. Ing. h.c. F. Porsche AG in Stuttgart are always happy to celebrate an anniversary, also by winning races on the track. In 1998 production of Porsche cars celebrated its 50th birthday, two 911 GT1s taking the opportunity in the same year to win the toughest endurance race in the world against powerful competition: the 24 Hours of Le Mans, where Porsche celebrated a one-two victory in 1998. Then the Company celebrated the 40th birthday of the 911 by scoring a one-two victory in the only classic endurance race with a reputation virtually as great as Le Mans: the 24 Hours of Daytona Beach in the USA. The car this time, quite appropriately, was a production-based 911 GT3 RS driven by the German/US team Timo Bernhard/Jörg Bergmeister/Michael Schrom/Kevin Buckler. Clearly, the 911 is not the only car to clinch racing wins for Porsche on the track. Exceptions are, say, the racing wins scored by Porsche in Le Mans in 1970 and 1971 with the 12-cylinder Porsche 917 bringing home victory. Then there are the three Formula 1 World Championships in 1984, 1985 and 1986 to be credited to the account of McLaren-TAG/Porsche, which had nothing to do with the 911. But the record-breaking winners of Le Mans bringing home victory between 1982 and 1994, the Porsche 956/962C, are both direct relatives of the 911 with a turbocharged power unit derived from the six-cylinder horizontally-opposed engine of the 911. And even the 911 itself has won the 24 Hours of Le Mans, the Porsche 935 driven to victory in 1979 by Klaus Ludwig/Bill Whittington/Don Whittington being nothing but the racing version of the 911. So half of the more than 23,000 racing wins in Porsche's glorious motorsport history go to the account of the 911. First entry, first win – this was back in 1965 when Herbert Linge and Peter Falk brought home a class victory in Monte Carlo as “insignificant" outsiders and finished a sensational fifth overall. Back then the car was really slender and, judging by today's standards, not even particularly powerful, the two Porsche drivers requiring “only" 130 bhp to bring home victory. But this was obviously not the end of the road, the winners of the 1968 – 1970 Monte Carlo Rally Elford/Stone and – twice – Waldegård/Helmer benefitting from more power. Maximum output of these racing models in 1970, for example, was 230 bhp. And it was also in this year that Porsche built the lightest – ever 911 homologated for the road, a car weighing a mere 789 kg or 1739 lb and raced by Gérard Larrousse in the Stuttgart-Lyon-Charbonnières Rally. In 1978 French driver Jean-Pierre Nicolas then brought home yet another victory in a Porsche 911 in the Monte Carlo Rally. Over the last four decades, the 911 has dominated the scene even more in circuit races than in rallies, simply because the car fits even better into the GT regulations. A model virtually everybody still remembers is the 911 Carrera RS 2.7, which went out of production in autumn 1972. This was indeed the starting point for many 911s with racing features such as the Carrera RSR. As early as in 1973, for example, Peter Gregg/Hurley Haywood won both Daytona and Sebring in the RSR against far more powerful GT cars and prototypes. Another outstanding highlight was the last-ever Targa Floria, Herbert Müller/Gijs Van Lennep bringing home victory in a Carrera prototype against powerful competition and therefore showing their superiority in this important race for the World Constructor's Championship. Then came the days of the turbocharged models: To begin with turbochargers gave the 12-cylinder power unit of the 917/30 up to 1100 bhp in 1972 and 1973. In 1974 Porsche entered the turbocharged prototypes derived from the production models in Watkins Glen and Le Mans, finishing second in each case behind thoroughbred racing cars. In compliance with regulations, engine displacement was 2142 cc, maximum output 500 bhp.

The 911 growing wider and becoming lower

These were the predecessors to the Porsche 934 and 935 built for the new international Group 4 and Group 5 regulations as of 1976: The 911 became wider, the front section was lowered even further, and mighty wings on the body optimised the car's streamlining. Developed by Porsche engineer Norbert Singer, the 935 was so light that without lead weights it would have remained far below the minimum weight limit of 970 kg or 2139 lb. Porsche chose engine size of 2.8 litres in order to qualify for a low-weight category, the engine developing maximum output of 590 bhp at 7900 rpm. Racing the Porsche 935, Rolf Stommelen/Manfred Schurti and Jochen Mass/Jacky Ickx won the Constructor's World Championship on behalf of Porsche, thus reaching the goal the Company had set itself. Two more figures are of interest in this context: Top speed of the 935 in Le Mans in 1976 was 336 km/h or 208 mph, acceleration from 0 – 200 km/h came in a remarkable 8.2 seconds. In 1977 an optimised 935 won three races for the Constructor's World Championship, privately-entered 935s bringing home the title for Porsche once again. “Baby" was also a member of the 935 family: To remain in compliance with regulations for the German Motor Racing Championship in 1977, Porsche chose a 1.4-litre power unit at the time. Engine output, however, was still 370 bhp, weight of this 935 without additional loads amounting to a mere 710 kg or 2062 lb. Racing “Baby" in Hockenheim, Jacky Ickx brought home victory right from the start and caused quite a stir in the German Motor Racing Championship. Porsche's other extreme, “Moby Dick" in 1978, was equally sensational: From the outside, this Porsche clearly stood out from all other versions of the 935 through its looks alone, Norbert Singer, the Senior Engineer and Project Manager guiding Porsche's Racing Department for decades, had cut a few centimetres off the plastic body of the car before placing it on top of the chassis. This lowered the entire car, thus improving streamlining and aerodynamics in the same way as the long rear end. Conceived and developed primarily for Le Mans, “Moby Dick" was designed primarily for very high speeds, the top speed recorded on this model being 366 km/h or 227 mph. The engine, incidentally, was the first power unit in the history of the 911 to feature water-cooled cylinder heads with four valves per cylinder. The cylinders themselves remained air-cooled. Output of the turbocharged 3.2-litre six-cylinder with four overhead camshafts was up to 845 bhp, helping “Moby Dick" to win the Silverstone race for the Constructor's World Championship and finish 8th in Le Mans. In 1984 Porsche won the Paris-Dakar Rally with the 911 SC 4x4. Contrary to the 959 appearing later on the scene, the 4x4, serving as the basic vehicle for the 911 in rally trim, was not equipped with electronically controlled four-wheel drive and a turbocharged power unit. Output of the turbocharged power unit of the Porsche 959 in 1986, in turn, was 400 bhp. Top speed of this special car with its elevated ride height was 210 km/h or 130 mph, even on rough tracks. And going down in history as the “super-911", the 959 finished first, second and sixth in the 1986 Paris-Dakar Rally.

One-two victory in Le Mans in 1998

After Group C (prototype racing) had come to an end, Porsche was very successful in international GT series with the GT2, the 911 raced by private teams developing up to 600 turbocharged horsepower. The first 911 GT1 was developed for works racing in 1996, followed two years later by the modified 1998 model, the first sports car built by Porsche to feature a carbon-fibre chassis offering the advantage of 50 – 70 kg less weight and a stiffer chassis structure. Perhaps the most outstanding achievement with this car was the one-two victory in Le Mans in 1998 scored by Allan McNish/Laurent Aiello/Stéphane Ortelli coming first and Uwe Alzen/Bob Wollek/Jörg Müller finishing second. In this case, incidentally, the six-cylinder power unit was not derived directly from its 911 ancestor, since both the engine block and cylinder heads of the 3.2-litre were made of aluminium. Water-cooled, the engine delivered more than 500 bhp maximum output with the help of two KKK exhaust gas turbochargers. The 911 has also been entered in the fastest cup trophies in the world since 1990, the year when the national Carrera Cup first saw the light of day. In 1993 this outstanding event was followed by the international Porsche Pirelli Supercup, further national cups being launched later with the 911 Carrera in France and Japan. And since the year 2003, the Carrera Cup Asia has been presenting the thrill of Porsche in Malaysia, South Korea, Thailand, and the People's Republic of China. 2003 also marks the introduction of Porsche brand cups in Britain and Australia, the cup car being steadily enhanced through an ever-higher standard parallel to the series model. A further outstanding event is the 911 GT3 Cup introduced together with the launch of the Porsche 911 GT3 in the market. Compared with the “standard" GT3 already very sporting and dynamic, the Cup version is even more of a racing car featuring assets such as plastic doors and lids, a safety cage, complete absence of all sound-insulating materials, and racing slicks for maximum grip. The cylinders, pistons, connecting rods and the transmission have also been upgraded time and again by Porsche's racing engineers, output being consistently increased to 390 bhp at 7300 rpm in the year 2003.

Customer sport of the highest calibre

It is fair to say that no other car maker offers a racing team the option to buy a complete sports car for motorsport enabling them to win international classic races right from the start – as was the case, for example, in Daytona in 2003. And most definitely no other manufacturer has the same kind of heritage in supporting private drivers. For while other car companies make their appearance in motorsport and then disappear again, Porsche remains – with a racing heritage now going back five decades. And precisely this is what private racing teams are able to rely on, achieving outstanding results on race tracks the world over. In the Customer Motorsport Department in Weissach, in turn, this means full employment, secure and interesting jobs, and a long list of orders and assignments.

Professor Ferdinand Alexander Porsche

“Design – Far more than Fashion"

Professor Ferdinand Alexander Porsche applies four fundamental principles in his work: “Reduce everything to its primary function. Focus on the clear and timeless form created in this way. Use the most suitable and progressive materials for this purpose. Choose quality of finish combining tradition in craftsmanship with high technology". And precisely these clear statements might well have served as the starting point for Ferdinand Alexander Porsche's mission more than 40 years ago, when he set out to design the shape and features of the immortal Porsche 911. Ferdinand Alexander Porsche, the eldest son of Professor Ferry Porsche, has been an independent designer since 1972. In 1974 he and his office moved from Stuttgart to Zell am See, where Ferdinand Alexander Porsche, born in Stuttgart on 11 December 1935, had spent many years in his youth. In 1950 the family had moved back from Zell am See to Stuttgart, Ferdinand Alexander nicknamed “Butzi" at the time initially going to the local Waldorf School and then attending a boarding school in Switzerland. Following practical training with Bosch, Ferdinand Alexander studied at the Ulm College of Design before starting to work for Porsche in the Company's Design Office. The big step then came in 1960, when F. A., as many abbreviate his first names, joined the Design Department of Porsche KG, subsequently taking over the Design Studio in 1962. It was in these years that Porsche created the new model destined to take over from the successful 356, the objective being to present the new Porsche at the latest in 1963. To quote Ferdinand Porsche in this context, “creating the new Porsche was a task virtually every designer would have given his heart for. So we – my six colleagues and I – were simply thrilled by our job. But soon we noticed how great the responsibility was we had set out to assume, since this was not a question of simply building some kind of new car within a large model range. No – we had given ourselves the job to create the successor to a car which itself had long become a classic in more than 1 1/2 decades." Porsche's President and Chief Executive Officer had given the team a clear brief: “The same dimensions as the 356 plus at least 20 centimetres longer wheelbase for more legroom, and a long, flowing rear end". In response, Ferdinand A. Porsche designed the 754 T7 prototype. “The front end of the T7 was simply great and already looked like the 911 following later. But the main issue was still the overall length of the car and its fastback rear design. My suggestion was to create a little step or notch, placing the rear window just below the edge of the roof." Ferry Porsche, however, was not entirely satisfied with this design of the rear end – “he didn't think it was really Porsche-like", as his son said. Ultimately, therefore, one of the three criteria – long wheelbase, a fastback rear design, and a really attractive look – had to be sacrificed. And as we now know, of course, the wheelbase of the T7 was ultimately shortened, saving enough space along the roof to make the fastback a bit shorter and more compact. “The shorter roof gave the silhouette of the car greater harmony", states the designer of the 901, later to be re-named the 911. Using design language, Ferdinand Alexander Porsche in his profession as a designer referred to the car's “honest and clear shape". And the principle he applies quite appropriately in this context is that “a good product must be discreetly good." Later, he made this statement even more concise and clearer, emphasizing that “design is not fashion". And world-famous designer Otl Aicher once described the 911 by claiming that “this car moves even when it's at a standstill."

F. A. Porsche also designed the 904

The 911 was not the only Porsche to be designed by Ferdinand Alexander. On the contrary, he and his team also created the plastic-bodied 904 racing car presented on the Solitude Race Track in Stuttgart in 1963. To this day, some Porsche experts still regard the 904 as the most beautiful racing car ever built by Porsche. What is less well-known, incidentally, is that even back then F. A. Porsche was studying other objects of design such as aerodynamic, streamlined luggage and ski racks. Ferdinand Alexander Porsche was the Chairman of the Supervisory Board of Dr. Ing. h.c. F. Porsche AG from 1990 – 1993 and since then he has been a Member of the Supervisory Board. In 1999 he was awarded the honorary title of a Professor in Vienna for his outstanding work on behalf of the Federal President of the Republic of Austria. Professor Ferdinand Alexander Porsche's maxim in work is clear and straightforward: “The underlying principle in my design work is a very honest concept of freedom. This makes it imperative to query virtually everything we see and to be straightforward, consist and full of responsibility in the freedom of action we obtain and enjoy in this way."

Milestones

1963
The Porsche 901 is presented at the Frankfurt Motor Show, later to be re-named the 911. Succeeding the Porsche 356 selling very successfully in the market at a total volume of approximately 78,000 units, the 911 was designed by Ferdinand Alexander Porsche, the eldest son of Porsche President Ferry Porsche. Distinguishing features setting the new model aside from the 356 were extra space inside, a higher standard of driving comfort, and, for the first time, a six-cylinder replacing the four-cylinder. Major factors remaining unchanged were the engine mounted at the rear, once again an air-cooled horizontally-opposed power unit. 1964
The 911 goes into production, initially at a retail price of DM 21,900.–. Maximum output is 130 bhp, top speed 210 km/h or 130 mph. 1965
Demand for a low-cost Porsche leads to the 912 with its power unit carried over from the 356 model series. Fitted in the Porsche 912, this engine develops maximum output of 90 bhp. The level of equipment was also scaled down versus the 911, giving the 912 a retail price of DM 16,250.–. The Targa is presented in early September 1965, a new body variant with a rollbar fitted in position, a removable roof and, initially, a folding PVC rear window. Racing the 911 for the first time, Porsche engineers Herbert Linge and Peter Falk finish fifth in the Monte Carlo Rally. 1966
The 100,000th is delivered to its proud owner on 21 September – the owner of this Porsche 912 happening to be the police. The two-litre six-cylinder receives its first power boost, hailing the introduction of the 160 bhp 911 S with a top speed of 225 km/h or 140 mph. The suspension is optimised by the addition of anti-roll bars front and rear, a further new feature being forged light-alloy wheels with rims varying in size. Designed by Porsche's Styling Studio, these rims are made by Fuchs in Germany, “Fuchs rims" having a great name to this very day as the most typical of all Porsche wheels. In racing trim, the two-litre power unit develops 210 bhp and is fitted in both the Porsche 904 and the Carrera 6 (906). Racing this latter model, the Carrera 6, Mairesse/Müller win the 50th Targa Florio in Sicily in 1966. 1967
The Porsche 911 T priced at just under DM 20,000.– enters the market for the 1968 model year, soon replacing the 912. Maximum output of the six-cylinder power unit is 110 bhp, and the car is fitted with a four-speed gearbox. The anti-roll bars are dropped on this “low-budget" model. Sportomatic becomes available for the first time, a semi-automatic four-speed transmission with a fluid torque converter and a clutch engaged and disengaged electrically every time the driver moves the gearshift lever. Sportomatic remains in production until 1980. Another new member of the 911 model family is the 911 L developing 130 bhp and sharing the same features as the 911 S. Racing a Porsche 910, Buzetta/Schütz bring home Porsche's first overall win in the 1000 Kilometres of the Nürburgring. 1968
Wheelbase on all 911 models is extended from 2211 to 2268 millimetres. Elford/Stone lead over Toivonen/Tiukkanen in a sports version of the 911 T to score a one-two victory in the Monte Carlo Rally. From now on the Targa is fitted with a firm glass window at the rear. 1969
Engine capacity is increased to 2195 cc for the new model year, the 911 T, E and S now developing maximum output, respectively, of 125, 155 and 180 bhp. Waldegård/Helmer win the Monte Carlo Rally in both 1969 and 1970. 1971
Another increase in engine size, this time to 2341 cc. Output of the three 911 T, E and S models increases again, this time moderately, to 130, 165 and 190 bhp. A particular feature is that all engines are now able to run on regular fuel on account of stricter emission standards, with high-octane fuel containing a large amount of lead no longer being available in some export markets. 1972
The Carrera model designation appears for the first time on the Porsche 911. In Carrera trim, the 356 featured the then new, extra-powerful vertical shaft engine. The name itself comes from Carrera Panamericana, a road race through Mexico back in the '50s. With engine power of 210 bhp, the 911 Carrera 2.7 becomes the fastest road-going car in Germany with a top speed of 245 km/h or 152 mph. Its characteristic feature, of course, is the “ducktail" at the rear. 1973
Now the other power units in the 911 model range are also beefed up to 2.7 litres, the Carrera RS being modified for motorsport and winning, in RSR trim, the 24 Hours of Daytona and the 12 Hours of Sebring, both in the USA. Another RSR entered in the prototype category due to its extra-wide wheel arches wins the last Targa Florio, the great race in Sicily where Porsche had won its first race for the Constructor's World Championship with the 550 A back in 1956. 1974
Porsche presents the first series sports car in the world with an exhaust gas turbocharger, the 260 bhp 911 Turbo. The RSR is also boosted by turbo power, 500 bhp in a car derived from its series counterpart giving Porsche outstanding success against the most exotic prototypes. 1975
As a result of the Long-Term Car Research Project, Porsche becomes the first car maker in the world to use steel body plates hot-galvanised on both sides. This allows a six-year warranty against rust perforation extended in 1985 to 10 years. 1976
In its very first season, the Porsche 935, a racing model prepared for Group 5 specifications at the time, goes from one victory to the next. The 935 wins the World Championship in both 1976 and 1977 and is raced successfully by numerous private teams well into the '80s. 1977
A 911 S 2.7 coming off the production line on 3 June is the 250,000th Porsche since the beginning of production in 1948. One of Porsche's particular strengths is superior fuel economy, Bosch K-Jetronic reducing fuel consumption on the 911 SC (3.0 litres/180 bhp) by 17 per cent versus the former model. Output of the 911 Turbo 3.3 is increased to 300 bhp. 1978
The year of the most powerful 911 ever: Moby Dick, a racing model built in 1978, features a turbocharged 3.2-litre six-cylinder with four overhead camshafts developing 845 bhp! 1979
The Porsche 911 becomes the first high-performance sports car to be fitted in US trim with a fully controlled catalytic converter. In the same year a Porsche 935 raced by Team Kremer from Germany wins the 24 Hours of Le Mans. 1982
The 911 enters the market for the first time in Cabriolet guise. 1983
A Group B technology study is presented at the Frankfurt Motor Show, ultimately leading to the Porsche 959. The 911 receives the additional name “Carrera", output of the 3.2-litre power unit increasing to 231 bhp thanks to Bosch Motronic. 1984
The 911 SC 4x4 wins the Paris-Dakar Rally. 1985
Porsche's most powerful series model so far, the 959 featuring electronically controlled four-wheel drive and register turbocharger technology, enters the market. Porsche introduces catalyst technology also in Germany. 1986
The 959 Paris-Dakar wins the toughest Paris-Dakar Rally so far, covering a distance of no less than 13,800 kilometres or 8,570 miles. 1987
The Porsche 959, a kind of “super-911" with avantgarde technology, enters the market as an ultra-high-performance sports car for the road. Selling at a price of DM 420,000.–, the 959 sees a production run of 292 units. The Porsche 911 Speedster is presented at the Frankfurt Motor Show, 2,100 units being built in a special series. 1988
Porsche presents the 911 Carrera 4 marking the 25th birthday of the 911 and featuring 85 per cent new components all round. Within the Company, this model series receives the code name 964. For the first time, Porsche offers all-wheel drive to customers in general, the air-cooled six-cylinder displacing 3.6 litres and developing maximum output of 250 bhp. 1989
Marking the 80th birthday of Professor Ferdinand – “Ferry" – Porsche, the Company presents the new Carrera “964" as a Carrera available also without four-wheel drive. Another new feature is Tiptronic with two gearshift lanes for either automatic or manual gearshift. 1990
The Porsche Carrera Cup enters its first season. 1991
After a short break, the Turbo is back again, this time developing maximum output of 320 bhp. A special series of the Carrera RS goes into production, with a total run of 2,391 units. 1992
The 360 bhp 911 Turbo 3.6 enters the range. The Turbo defends Porsche's title against 7 other manufacturers in the US Supercar Championship, ultimately beating the most powerful production sports cars in the world. 1993
Another new generation of the 911 enters the market: the 993 with a rounder and more muscular body. Beneath the wider rear end, the air-cooled 3.6-litre six-cylinder now develops 272 bhp. Top speed is 270 km/h or 167 mph. The Porsche-Pirelli-Supercup is held for the first time on the occasion of European Grand Prix races. 1995
The Turbo makes yet another comeback, this time in the guise of the 993. Fitted with two turbochargers for the first time, the 3.6-litre six-cylinder now develops maximum output of 408 bhp. The first GT2 also enters the market this year as a special lightweight version of the Carrera for road use and racing, with maximum output from its turbocharged engine ranging from 430 – 600 bhp. A Targa also re-appears after a few years, the car now being a 911 Carrera with an extra-large glass roof. And there is even an extremely sporting Carrera RS joining the range once again. 1996
The 911 GT1 enters the racing scene, scoring three wins in three races. Since a road-going version is required for homologation in motorsport, Porsche builds a small series with a 3.2-litre turbocharged engine developing 544 bhp. Top speed is 310 km/h or 192 mph. 1997
The 1998-version of the Porsche Carrera, the 911 code-named 996 within the Company, exceeds all existing dimensions. This applies, quite literally, to the car's dimensions outside and inside now much larger than before, as well as its technical features. This is also the first 911 powered by a newly developed, liquid-cooled six-cylinder developing maximum output of 300 bhp. 1998
The Company celebrates its 50th birthday as a manufacturer of Porsche cars. In Le Mans the 911 GT1 brings home a one-two victory against the toughest competitors, and in spring the 911 Cabriolet is introduced in the market. 1999
Two-time World Rally Champion Walter Röhrl makes the new 911 GT3 immortal, lapping the 20.8-kilometre Northern Circuit of Nürburgring in 7:56.33 minutes. Never before has a series sports car with normal road tyres homologated for the road covered the most demanding racing circuit in the world this fast. 2000
The 911 Turbo now develops maximum output of 420 bhp, accelerating from 0 – 100 km/h with manual gearbox in 4.2 seconds. 2001
The GT2 rounds off the power range to the top, with its engine based on the race-proven unit already featured in the 1998 911 GT1: The water-cooled flat-six biturbo develops maximum output of 462 bhp from 3600 cc. Maximum torque of 620 Nm or 457 lb-ft, in turn, comes in a broad speed range between 3500 and 4500 rpm. Top speed is 315 km/h or 195 mph. 2002
Engine output of the 911 Carrera increases to 320 bhp, engine capacity is now 3.6 instead of 3.4 litres. The body of the car is slightly modified and, after a break of four years, Porsche once again presents a 911 Targa featuring a glass roof. Another new model is the Carrera 4S combining the normal-aspiration Carrera engine with the special body design of the 911 Turbo. 2003
The GT3 is back again, this time with maximum output of 381 bhp. Acceleration from 0 – 100 km/h is in 4.5 seconds, top speed is 306 km/h or 190 mph. Launching the 911 Carrera 4S Cabriolet and the 911 Turbo Cabriolet, Porsche presents further variants of the 911, and the 911 GT3 RS serves as the “basic" model for future activities in motorsport, with 200 units planned for the market as road-going versions.