In response to safety and emissions regulations that were being implemented in the United States, the 911 underwent significant cosmetic and mechanical changes for 1974. The bumper height was raised and a curious set of impact absorbing “accordion bumpers” fitted to meet the 5-mph crash regulations. The standard engine size increased to 2.7 litres but power and fuel economy of North American cars actually decreased because of the fitment of smog equipment. Produced until 1977, this generation of 911 is generally regarded to be the low point of the 911’s history and is worth the least, with values in the neighborhood of $10,000 for regular production models.

A 1977 911S (which confusingly was no longer the top model as it had been from 1967 to 1972). Note the impact absorbing "accordion bumpers" and the now familiar Fuchs alloy wheels. The foglamps were an optional extra that were made standard on the US market when the SC was introduced in 1978.

1976 saw the debut of the Turbo (given the designation 930), which was truly an earth-shattering car upon its introduction. It was one of the first street applications of turbocharging technology and drew heavily on Porsche’s racing experience. Power increased significantly, and the car was known to provide brutal acceleration once the turbocharger was spooled up. To provide aerodynamic downforce and space for the additional plumbing required by the turbocharger, a rear spoiler was fitted (the so called “tea tray” for its large flat appearance), creating another of Porsche’s legendary design motifs. The cars were difficult and frustrating to drive, but the stunning technological features and the muscular styling earned the Turbo a place on many a schoolboy’s wall in poster form.
The legendary Porsche Turbo, here a 1987 model. Because of US regulations, they were not imported to the US by Porsche between 1980 and 1985. Note the significantly extended fenders, wider wheels, and the rear spoiler, which served aerodynamic and clearance purposes.

In 1978, the 3.0 litre 911SC was introduced and addressed many of the complaints associated with the 2.7. Increasingly, modern accessories were available, including electric windows, air conditioning, sunroof etc. which increased weight and also the level of civilization. In 1983, Porsche also introduced the first convertible 911, and Porsche’s first convertible since the last of the 356’s in 1965.

The engine was expanded to 3.2 litres for 1984, minor detail changes made, and the name changed to the Carrera. This version continued on until 1989, with a trickle of minor updates to the transmission, engine, suspension, and interior. As a reflection of 1980’s consumerism, the 911 became a bit flashier as well. The outlandish Turbo spoiler (and the similar Carrera spoiler) was available on the standard 911, and Miami Vice colors like white and bright red with white interiors (and sometimes contrasting piping for maximum impact) were common as well, though Porsche preferred to call it “linen” rather than white. There was also a limited edition 'Speedster' version of the 911 produced that was meant to recall the earlier 356 Speedster that had been produced between 1955 and 1958. They were built for six months in 1989 and 823 were made for the US market. The 911 Speedster was meant to be a lightweight special and featured manual windows (all other 911's had electric windows by this point), a lower windscreen, no rear seats, lightweight emergency top, and a hard tonneau cover for the top. The fenders, suspension, wheels, and brakes are from a Turbo lending the car a very purposeful stance.

A Carrera from approximately 1987. This car has been fitted with wider Turbo wheels, and a front chin spoiler that was an optional extra. Externally, the earlier SC's look exactly the same except are fitted with the fog lights in the style pictured above on the white 911S.

A 1957 356 Speedster. The windscreen height was significantly reduced and no windows fitted in the doors, and various other niceties ommited. It was produced to be as inexpensive as possible to compete with the cheaper British sports cars of the day such as Triumphs and MG's.

The same idea, thirty years later, here a 1989 Speedster. Note the low profile windscreen and hard tonneau cover.

This view shows off the aggressive wide fenders borrowed from the Turbo, which had in turn been borrowed from the 911 RSR and 934 race cars.

Mechanically, however, the 911 was still very much the same, with the same archaic and tricky torsion bar suspension design (as opposed to coil spring) that had been in use from the very first 901. The dashboard still had the same five-gauge dashboard layout and the body shell of the car was essentially the same as the first 911. Journalists now began to complain about the 911’s strange floor hinged pedals (that were slightly offset from the driver towards the center of the car), haphazard switch placement, and floor (rather than console) mounted shift lever that was almost ridiculously long by modern standards. These features, which were typical in 1963, were conspicuously backwards by the 1980’s, as ergonomics were becoming almost universally applied in car design. Moreover, the car was almost visually indistinguishable from the first 911’s with impact bumpers, produced in 1974.

Continue on to 1990’s and Beyond: The 911 Gets Modern

Return to A Brief History of Porsche and the 911