Porsche 911 (classic) | |
---|---|
Overview | |
Manufacturer | Porsche AG |
Also called | Porsche 911 Carrera Porsche Carrera[1] |
Production | 1964–1989 |
Assembly | West Germany: Stuttgart, Zuffenhausen |
Designer | Ferdinand Alexander Porsche, Erwin Komenda |
Body and chassis | |
Class | Sports car |
Body style | 2-door coupé 2-door Targa top (1966–89) 2-door convertible (1982–89) |
Layout | Rear-engine, rear-wheel drive |
Related | Porsche 912 Porsche 959 Porsche 930 |
Powertrain | |
Engine | all variants air-cooled flat-6 (H6) 2.0 L 110–170 PS (81–125 kW) 3.3 L Turbo intercooled 300 PS (220 kW)2.2 L 125–180 PS (92–132 kW) 2.4 L 130–190 PS (96–140 kW) 2.7 L 150–210 PS (110–150 kW) 3.0 L 180–204 PS (132–150 kW) 3.2 L 207 PS (152 kW)–231 PS (170 kW) 3.0 L Turbo 260 PS (190 kW) |
Transmission | 5-speed manual 4-speed automatic |
Dimensions | |
Wheelbase | 2,211–2,268 mm (87.0–89.3 in) |
Length | 4,290 mm (168.9 in) |
Width | 1,700–1,780 mm (66.9–70.1 in) |
Height | 1,300–1,310 mm (51.2–51.6 in) |
Chronology | |
Predecessor | Porsche 356 |
Successor | Porsche 964 |
This 1974 Porsche Carrera is the model that replaced the 911S of the previous year as the top-of-the-line model for 1974. However, this particular Carrera reminds us of the more famous 1973 Porsche Carrera RS 2.7 Touring - a rare 911 from the Porsche G Series, adored by enthusiasts and collectors alike. After dominating the world's road courses, Porsche engineers (under the direction of then-Chief Engineer Ernst Fuhrmann) adapted the successful 917/30 Can Am's turbocharging technology to the Carrera RS 3.0's engine, thus creating a version of the 911 that was so altered from previous 911s that it was given its own internal development number--930. Porsche VIN decoder. Engine: A - 911 SC, 924 2.0/Turbo/S, 928 MY1981-82, 928 MY1991-95, 944 2.5 N/A up to MY1986, 944 2.7, 944 S, 944 Turbo, 968, 964 Turbo 3.3, 993/996/997 Carrera, Boxster 986 2.5/2.7, Boxster/Cayman 987 base, Carrera GT, Cayenne V6, Panamera V6. The 17 character Vehicle Identification Number was first described in ISO.
Porsche 911 in hillclimb
The original Porsche 911 (pronounced nine eleven, German: Neunelfer) is a luxurysports car made by PorscheAG of Stuttgart, Germany. The famous, distinctive, and durable design was introduced in autumn 1963[2] and built through 1989. It was succeeded by a modified version, internally referred to as Porsche 964 but still sold as Porsche 911, as are current models.
Mechanically, the 911 was notable for being rear engined and air-cooled. From its inception, the 911 was modified both by private teams and the factory itself for racing, rallying and other types of automotive competition. The original 911 series is often cited as the most successful competition car ever, especially when its variations are included, mainly the powerful 911-derived 935 which won 24 Hours of Le Mans and other major sports cars races outright against prototypes.
- 22.0-litre / O, A and B series (1964–1969)
- 32.2-litre / C and D series (1969–1971)
- 62.7-litre / G, H, I and J series (1974–1977)
Introduction[edit]
The Porsche 911 was developed as a much more powerful, larger, more comfortable replacement for the Porsche 356. The new car made its public debut at the 1963[2] Internationale Automobil-Ausstellung, better known to English speakers as the Frankfurt Motor Show.
It was initially designated as the 'Porsche 901', after its internal project number. 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. It went on sale in 1964.
2.0-litre / O, A and B series (1964–1969)[edit]
The earliest editions of the 911 had an air-cooled, rear-mounted, 2.0 L (1,991 cc) 130 PS (96 kW; 130 hp) flat-6 'boxer' engine, similar to the 356's four-cylinder 1.6 L unit. It was mated to a five-speed manual 'Type 901' transmission. The car had 2+2 seating, though the rear was very small, also like the 356. 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.
When 356 production came to an end in 1965, there was still a market for a 4-cylinder car, particularly in the USA. The Porsche 912, a slightly downscaled 911 fitted with the 356's 90 hp (67 kW) engine, was introduced the same year as its replacement.
In 1967, Porsche introduced the more powerful 160 PS (120 kW; 160 hp) 911S. Alloy wheels from Fuchs, in a distinctive 5-leaf design, were offered for the first time. A 210 PS (150 kW; 210 hp) racing version of the 911 engine was developed and used in the mid-enginedPorsche 904 and Porsche 906 track cars.
The Targa version, with a stainless steel-clad roll bar, appeared the same year. Porsche had feared the U.S. National Highway Traffic Safety Administration (NHTSA) would outlaw fully open convertibles[citation needed], an important market for the 356. It was equipped with a removable roof panel and a removable plastic rear window (although a fixed glass version was offered alongside from 1968).
The name 'Targa' - shield in Italian - came from the Targa Florio sports car road race in Sicily, in which Porsche had scored seven victories since 1956, with four more to come through 1973. This last in the subsequently discontinued event is especially notable as it was won with a 911 Carrera RS against prototypes entered by Italian factories of Ferrari and Alfa Romeo.
The 110 PS (81 kW; 110 hp) 911T was also launched in 1967 and effectively replaced the 912. The staple 130 PS (96 kW; 130 hp) model was renamed the 911L. The 911R, a lightweight racing version with thin aluminium doors, a magnesium crankcase, twin-sparkcylinder heads, and a power output of 210 PS (150 kW; 210 hp), had a very limited production of just 20 cars.
A 1964 Porsche 911 2.0 Coupe inside the Porsche Museum
In 1969, the slightly lengthened B series was introduced. It moved the rear wheels on all 911 and 912 models 57 mm aft, increasing wheelbase from 2,211 to 2,268 mm (87.0 to 89.3 in) to remedy to the car's nervous handling at the limit. Fuel injection arrived both for the 911S and a new middle model, the 911E. A semi-automatic Sportomatic model, composed of a torque converter, automaticclutch, and four-speed transmission, was added to the product lineup.[3]
B17 (1969)[edit]
Porsche 911 B17 concept.
The 911 B17 is a concept designed by Pininfarina, which took a standard 911 and lengthened the wheelbase by 7.5 in (190 mm), resulting in a car that weighed almost 2,500 lb (1,100 kg).[4]
2.2-litre / C and D series (1969–1971)[edit]
For MY 1970 the engines of all 911s were increased to 2,195 cc (2.195 L; 133.9 cu in). Power outputs were uprated to 125 PS (92 kW; 123 hp) in the 911T, 155 PS (114 kW; 153 hp) in the 911E, and 180 PS (130 kW; 180 hp) in the 911S. The 912 was discontinued, with the 914 taking its place as Porsche's entry model.
Despite the lower power output of the 911E compared to the 911S, the 911E was quicker during acceleration up to 160 km/h (99 mph).[citation needed]
C 20 (1970)[edit]
The 911 C 20 was a prototype based on the standard 911 but lengthened by 13.6 in (345 mm) over the stock car. It used a 911S engine.[4]
2.4-litre / E and F series (1971–1973)[edit]
1972 Porsche 911 T Targa with removable roof. Notice the oil filler door on the rear right fender, which is only found on the 1972 model.
The 1972–1973 model years consisted of the same models of 911— the entry level T, the midrange E and the top of the line S. However, all models got a new, larger 2,341 cc (2.341 L; 142.9 cu in) engine. This is universally known as the '2.4L' engine, despite its displacement being closer to 2.3 litres— perhaps to emphasize the increase over the 2.2 L. The new power ratings for the T were 130 hp (97 kW), or 140 hp (104 kW) in the U.S., 165 hp (123 kW) for the E and 190 hp (142 kW) for the S.
The 911E and 911S used mechanicalfuel injection (MFI) in all markets. The 911T was carbureted, except in the United States where it also used MFI, which accounts for the 7 kW (9 hp) power difference between the two. In January 1973, U.S. 911Ts were transferred to the new K-Jetronic CIS (Continuous Fuel Injection) system from Bosch. These CIS-powered cars are usually referred to as '1973.5' models by enthusiasts.
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. Some say this was because the dog-leg shift to second gear was inconvenient for city driving, other say it was due to Porsche’s desire to put 5th gear outside the main transmission housing where it could easily be changed for different races. The Sportomatic transmission was still available but only as a special order.
In 1972 a tremendous effort was made to improve the handling of the 911. Due to the 911's unusual engine placement (rear-mounted, with most of the vehicle's weight concentrated over the rear axle), early 911's were prone to oversteer when driven at the limit, and could easily spin in the hands of an inexperienced driver. In an attempt to remedy this, Porsche relocated the oil tank from its position behind the right rear wheel to in front of it. This had the effect of moving the weight of almost 8.5 L (9 US quarts) of oil from outside the wheelbase to inside, improving weight distribution and thus, handling. To facilitate filling of the oil tank, Porsche installed an oil filler door (much like the fuel filler door on the left front fender) on the right rear quarter panel. Unfortunately, this unique design was scrapped after only one year, some say because inattentive gas station attendants were putting gas in the oil tank.[citation needed] The oil tank was subsequently relocated to its original position for model year 1973, and remained there until it was relocated within the wheelbase for the 964 models.
911S models also gained a discreet spoiler under the front bumper to improve high-speed stability. With a weight of only 1,050 kg (2,310 lb), these models are often regarded as the best classic mainstream 911s.[citation needed] 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 a choice of either 2,466 cc or 2,492 cc engines, producing 270 PS (266 hp; 199 kW) at 8,000 rpm.[clarification needed] Weight was down to 960 kg (2,120 lb). The cars had success at the Daytona 6 Hours, the Sebring 12 Hours, the 1000 km Nürburgring and the Targa Florio.
Carrera RS (1973 and 1974)[edit]
A 1973 Porsche 911 Carrera RS
The Carrera RS models, valued by collectors, are considered by many to be the greatest classic 911s of all-time.[5] RS stands for Rennsport in German, meaning 'racing sport'. The Carrera name was reintroduced from the 356 Carrera which had itself been named after Porsche's 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 2.7 L; 164.0 cu in (2,687 cc) boxer-6 engine with a bore x stroke of 90 mm × 70.4 mm (3.54 in × 2.77 in) developing 210 PS (207 hp; 154 kW) at 6,300 rpm and 255 N⋅m (188 lb⋅ft) of torque at 5,100 rpm with BoschMechanical Fuel Injection[6], revised and stiffened suspension, a 'ducktail' rear spoiler, larger brakes, wider rear wheels and rear wings. In RS Touring form it weighed 1,075 kg (2,370 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, 1,580 were made, comfortably exceeding the 500 that had to be made to qualify for the vital FIAGroup 4 class. 49 Carrera RSR cars were built with 2.8 L; 171.4 cu in (2,808 cc) engines producing 300 PS (296 hp; 221 kW).
In 1974, Porsche created the Carrera RS 3.0 with mechanical fuel injection producing 230 PS (227 hp; 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 (2,000 lb).
Porsche RSR with Gijs van Lennep at the Nürburgring 1974
1976 Porsche 911 2.7
The Carrera RSR 3.0 and Carrera RSR Turbo (its 2.1 L engine due to a 1.4x equivalency formula) were made in low numbers for racing. The turbo car came second at the 24 Hours of Le Mans in 1974, a significant event in that its engine would form the basis of many future Porsche attempts in sports car racing, and can be regarded as the start of its commitment to turbocharging.
2.7-litre / G, H, I and J series (1974–1977)[edit]
The new impact bumper[edit]
MY 1974 was the introduction of impact bumpers to conform with low speed protection requirements of U.S. law, these bumpers being so successfully integrated into the design that they remained unchanged for 15 years. In 1974 the engine size was increased to 2,687 cc, giving an increase in torque. The use of K-Jetronic CIS Boschfuel injection in two of the three models in the line up— the 911 and 911S models, retaining the narrow rear wings of the old 2.4, now had a detuned version of the RS engine producing 150 and 175 bhp (110 and 129 kW) respectively.
Carrera 2.7 / G and H (1974-1975)[edit]
The Carrera 2.7 was mechanically similar to the 1973 RS, inheriting its 210 bhp (157 kW) MFI engine and still weighed the same at 1075 kg (2370 lb).It had the wide RS rear wings and also the ducktail for the 1974 model (except for the German market).It was available either as a coupe or a Targa.For 1976 a special run of 113 coupes with MFI were made. In addition, 30 MFI Targas with narrow rear wings were made for the Belgian Police.
The US Carrera 2.7 was restricted to the 2.7 K-Jetronic engine as the MFI RS engine was banned on emission grounds. Power output was 175 bhp (130 kW), though it was later reduced to 165 bhp (123 kW) for the U.S. market as a whole, and to 160 bhp (119 kW) in California.
The well known problem of pulled cylinder head studs with the K-Jetronic 2.7 engine only occurred in hot climates.[citation needed] This emerged in 1975 in California where thermal reactors, aimed at reducing emissions, were fitted below the cylinder heads thus causing heat build up around the magnesium crankcase and then made worse by the lean running K-Jetronic CIS. The fitting of a 5-blade engine fan instead of the usual 11-blade further compounded the situation.Bearing in mind Porsche's largest market being the USA, the 930 Turbo, Carrera 3.0 and all subsequent models used aluminium alloy crankcases which were around 15 lb (7 kg) heavier.
The Bosch K-Jetronic CIS varied fuel pressure to the injectors dependent on the mass airflow. While this system was exceedingly reliable, it did not allow the use of as 'hot' cams as MFI or carburettors allowed. Therefore, the 911S's horsepower decreased from 190 to 175 PS (140–128 kW) despite the displacement increase from 2.4 to 2.7 L. However, the engine did have increased drivability.[citation needed]
Also produced for the 1976 'model year', for the U.S. market, was the 912E, a 4-cylinder version of the 911 like the 912 that had last been produced in 1969. It used the I-series chassis and the 2.0 Volkswagen engine from the Porsche 914. In all, 2099 units were produced. In 1976, the Porsche 924 took this car's place for the 1977 'model year' and beyond. The power was supplied by a 4-cylinder high-performance fuel injection motor also used in the Volkswagen 411. Less than 6,000 were built.
Carrera 3.0 (1976–1977)[edit]
The Carrera 3.0 was given the same diecast aluminium crankcase as the 930 or ’911 Turbo’.Its 3-litre engine had K-Jetronic CIS fuel injection. Power output was slightly down on the Carrera 2.7 at 200 bhp (150 kW) although the 188 lb/ft of torque was now available at 4,200 rpm. Weight was up by 45 kg (99 lb) to 1,120 kg (2,469 lb).
During its two-year life span, only 3687 cars were built. Of these 2564 were coupés and 1123 Targas.
Turbo (Type 930) (1974–1989)[edit]
In 1974 Porsche introduced the first production turbocharged 911. Although called simply Porsche 911 Turbo in Europe, it was marketed as the 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 producing 260 PS (190 kW; 260 hp), it rose to 3.3 L and 300 PS (220 kW; 300 hp) for 1978. The early cars are known for their exhilarating acceleration coupled with challenging handling characteristics and extreme turbo lag.
Production figures of the car soon qualified its racing version for FIA Group 4 competition as 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 Porsche 935, a finer tuned car in FIA Group 5 that evolved from the 2.1 L RSR Turbo of 1974, was first campaigned in 1976 by the factory, and despite subsequent withdrawal of the official works team after 1978, it ultimately won Le Mans outright in 1979 in the hands of the private Kremer Racing team. Privateers continued to compete successfully with the car until well into the 1980s.
Due to stricter emissions regulations, the 930 was withheld from the US and Japanese markets from 1981 through 1985. It was re-introduced into the United States in 1986.
As demand for the Turbo soared in the late 1980s, Porsche introduced novelty variants including a slant-nose version (option M505/M506), while not significantly improving the range mechanically. Although these cars could be sold for extraordinary premiums over the standard models, the company's reluctance to invest in research and development of the entire 911 line at that time turned out to be an almost fatal decision not only for the 911, but for the company.
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.
SC / L, M, A, B, C and D series (1978–1983)[edit]
Porsche 911SC Targa
1983 Porsche 911SC
Starting in MY 1978, the new 3.0 L 911 SC (2,994 cc) was now the basic 911 model. It was in effect a Carrera 3 (known as a 911S in the United States) detuned to provide 180 PS (130 kW; 180 hp). The 'SC' designation was reintroduced by Porsche for the first time since the 356 SC (as distinguished from the race-engined 356 Carrera). No Carrera versions were produced and the 930 Turbo remaining at the top of the range. Porsche’s engineers felt that the weight of the extra luxury, safety and emissions equipment on these cars was blunting performance compared to the earlier, lighter cars with the same power output, so in non-US cars, power was increased to 188 PS (138 kW; 185 hp) for 1980, then finally to 204 PS (150 kW; 201 hp). However, cars sold in the US market retained their lower-compression 180 PS (130 kW; 180 hp) engines throughout. This enabled them to be run on lower-octane fuel.
In model year 1980, Porsche offered a Weissach special edition version of the 911 SC, named after the town in Germany where Porsche has their research center. Designated M439, it was offered in two colors with the turbo whale tail & front chin spoiler, body color-matched Fuchs [de] alloy wheels and other convenience features as standard. 408 cars were built for North America.[7] In 1982, a Ferry Porsche Edition was made and a total of 200 cars were sold with this cosmetic package.
SCs sold in the UK could be specified with the Sport Group Package (UK) which added stiffer suspension, the rear spoiler, front rubber lip and black Fuchs wheels [de].
In 1981, a Cabriolet concept car was shown 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.[8] 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.
1974 Porsche 911 Specs
Peter W. Schutz (CEO Porsche AG 1981-1987) wrote:
“The decision to keep the 911 in the product line occurred one afternoon in the office of Dr Helmuth Bott de:Helmuth Bott, the Porsche operating board member responsible for all engineering and development. I noticed a chart on the wall of Professor Bott’s office. It depicted the ongoing development schedules for the three primary Porsche product lines: 944, 928 and 911. Two of them stretched far into the future, but the 911 program stopped at the end of 1981. I remember rising from my chair, walking over to the chart, taking a black marker pen, and extending the 911 program bar clean off the chart. I am sure I heard a silent cheer from Professor Bott, and I knew I had done the right thing. The Porsche 911, the company icon, had been saved, and I believe the company was saved with it.”[9]
911 SC sales totaled 58,914 cars.[8]
3.2 Carrera / E, F, G, H, I, J and K series (1984–1989)[edit]
1986 Porsche 911 Carrera Cabriolet
The Porsche 911 3.2 series were available in Coupe, Cabriolet and Targa styles.
With the 911’s future assured, 1983 saw the launch of a replacement for the successful SC series. It was the MY 1984 911 3.2 Carrera, reviving the Carrera name for the first time since 1977. 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.[10] The new swept volume of 3,164 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.
Porsche 911 Engine Specs
With the new engine, power was increased to 207 bhp (154 kW; 210 PS) at 5,900 rpm for North American-delivered cars and to 231 bhp (172 kW; 234 PS) at 5,900 rpm for most other markets. This version of the 911 accelerated from 0– 60 mph (97 km/h) in 5.4 seconds (Car & Driver tested 5.3 seconds for the US version[11]) and had a top speed of 150 mph (240 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 disc brakes 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) at 5,900 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 – coupé, targa and cabriolet. When launched in 1984 in the United States, the prices of the 911 Carrera lineup were $31,950 for the coupé, $33,450 for the targa and $36,450 for the cabriolet.[12] 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.
Two special editions of the Carrera were produced – the 'Commemorative Edition' in 1988 to commemorate 250,000 911s produced and an 'Anniversary' edition in 1989 which was the model’s 25th year of production. Both were cosmetic packages with limited production.
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.
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 (2104) between January 1989 and July 1989 as both a narrow body car and a Turbo-look, which also featured 930 brakes, wheels, suspension, and front valence.171 narrow body examples were built, and 823 examples were built for the US market. It 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.[13]
In 1985, Porsche built a Club Sport prototype with the identification number WP0ZZZ91ZF100848. Later on in that year, a Carrera Club Sport (Row) with the identification number WP0ZZZ91ZFS101166 was special ordered after a Porsche driver was particularly inspired by the club sport prototype on the track. In 1987, Porsche decided to produced 340 units for their customers that wanted a track inspired road car, the club sport lost around 50 kg (110 lb) in weight by ditching non-essential equipment such as the radio, sunroof, A/C and the rear seats. By 1989, the club sport was no longer produced which makes it today a collectible with its blueprinted engine and low production numbers. Total production of the 911 3.2 Carrera series was 76,473 cars (35,670 coupé, 19,987 cabrio, 18,468 targ a).[14]
In late 1989, the 911 underwent a major evolution, with the introduction of the Type Porsche 964 (1989–1993).
Singer and Williams Porsche[edit]
Singer Vehicle Design[15] produces an extensively modified version of the Porsche 911. A model shown at The Goodwood Festival of Speed in 2018 had a 500 hp 4.0 liter air-cooled flat six engine which revs to 9000 rpm.[16] The average price of the restoration services offered by Singer Vehicle Design are $600,000.[17]
Position vis-à-vis the Porsche 928[edit]
When 911 sales began to decline by the early 1970s, Porsche executives approved work on the Porsche 928 in 1971. Larger, and featuring a front-mounted V8 engine considerably more powerful than the contemporary 911's flat six, the 928 was intended to be a comfortable grand tourer rather than a dedicated sports car. Capable of out-accelerating and even matching or exceeding the 911's cornering prowess in some model years, the 928 sold reasonably well from its introduction in 1977 until its discontinuation in 1995. In spite of its overall capability, it never outsold the 911; and unlike its smaller, sportier sibling, it achieved little success in racing.
Motorsport[edit]
The Porsche factory's first 911-based race car was a lightly modified 1964 Type 901. It finished fifth in the 1965 Monte Carlo Rally and is now housed in the Porsche Museum.[18]
Porsche 911s dominated the Trans Am Series under two liter class in the sixties, winning the championship from 1967-1969. They would later go on to win the championship in 1973, 1974, and 1980. Despite Trans Am being a sedan championship in its early years, the Porsche 911 was a sports car. Its inclusion is likely due to its resemblance to a coupé.
References[edit]
- ^Sales brochure 1035.20 for 2.7 litre 'Porsche 911', 'Porsche 911S' and 'Porsche Carrera', VW-Porsche Vertriebsgesellschaft mbH, (circa 1973)
- ^ abKandell, Jonathan (1998-03-28). 'Ferdinand Porsche, Creator of the Sports Car That Bore His Name, Is Dead at 88 (obituary)'. The New York Times. Retrieved 2008-02-06.
- ^'Website for Sportomatic Porsche models'. Sportomatic.org. Archived from the original on 2011-07-28. Retrieved 2010-10-03.
- ^ ab'Future: Porsche Panamera'. Motortrend.com. Retrieved 2010-10-03.
- ^Panait, Mircea (April 18, 2016). 'Ten of the coolest Porsche 911 models of all time'. Autoevolution.com. Retrieved 2019-05-03.
- ^D., Nick; Owen, Richard (April 24, 2016). '1973 Porsche 911 Carrera RS 2.7 Lightweight'. Supercars.net. Retrieved 2018-06-12.
- ^P. 73 Paternie, P (2000). Porsche 911 Red Book 1965-1999 Motorbooks International. ISBN0-7603-0723-7
- ^ abP. 77 Paternie, P (2000). Porsche 911 Red Book 1965-1999 Motorbooks International. ISBN0-7603-0723-7
- ^p. 6 Corlett, T (2005) Porsche 911 3.2 Carrera – The Last of the evolution Veloce Publishing ISBN1-904788-65-3
- ^p. 13 Corlett, T (2005) Porsche 911 3.2 Carrera – The Last of the evolution Veloce Publishing ISBN1-904788-65-3
- ^https://www.caranddriver.com/reviews/1984-porsche-911-carrera-archived-road-test-review
- ^p. 145 Leffingwell, R (2002) Porsche 911 Buyers Guide MBI Publishing Co ISBN0-7603-0947-7
- ^p. 45 Corlett, T (2005) Porsche 911 3.2 Carrera – The Last of the evolution Veloce Publishing ISBN1-904788-65-3
- ^p. 74 Corlett, T (2005) Porsche 911 3.2 Carrera – The Last of the evolution Veloce Publishing ISBN1-904788-65-3
- ^ Singer Vehicle Design | http://singervehicledesign.com/ | Retrieved February 18, 2019
- ^ Singer and Williams's Wildly Reimagined 500-HP Porsche 911 Is Beyond Incredible | https://www.roadandtrack.com/car-shows/goodwood-festival-of-speed/a22119309/singer-williams-500-hp-porsche-911-photos-info/ | Retrieved February 18, 2019
- ^ Singer Vehicle Design | http://singervehicledesign.com/specifications/ | Retrieved February 18, 2019
- ^Rusz, Joe (October 2011). 'The Porsche 911: Born to Race'. Road & Track. 63 (2): 59.
Further reading[edit]
- Frère, P (2006). Porsche 911 Story (eighth edition). J H Haynes & Co Ltd. ISBN1-84425-301-5
- Meredith, L (2000). Porsche 911. Sutton Publishing. ISBN0-7509-2281-8.
- Morgan, P (1995). Original Porsche 911. MBI Publishing. ISBN1-901432-16-5
- Wood, J (1997). Porsche: The Legend. Parragon. ISBN0-7525-2072-5.
- Raby, P (2005) 'Porsche 911 Identification Guide'. Herridge & Son. ISBN0-9541063-8-5
- Wilkinson, Stephan (2005) 'The Gold-Plated Porsche'. The Lyons Press. ISBN1-59228-792-1, rebuilding a 911.
External links[edit]
Wikimedia Commons has media related to Porsche 911 classic. |
- Porsche 911 Carrera 3.0 Website and Registry(in English)
- Porsche 911S - restoration project(in German)
- Porsche 911 turbo - the first and second generation(in English)
Porsche road car timeline, 1948–1990s — next » | ||||||||||||||||||||||||||||||||||||||||||||||||||||
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Type | 1940s | 1950s | 1960s | 1970s | 1980s | 1990s | ||||||||||||||||||||||||||||||||||||||||||||||
8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | |
Roadster & sports cars | 912 | 912E | 924 | Boxster (986) | ||||||||||||||||||||||||||||||||||||||||||||||||
356 | 914 | 944 | 968 | |||||||||||||||||||||||||||||||||||||||||||||||||
911 | 911 / 930 | 911 (964) | 911 (993) | 911 (996) | ||||||||||||||||||||||||||||||||||||||||||||||||
GT | 928 | |||||||||||||||||||||||||||||||||||||||||||||||||||
Supercar | 959 | 911 GT1 Straßenversion |
Retrieved from 'https://en.wikipedia.org/w/index.php?title=Porsche_911_(classic)&oldid=901992135'
(Redirected from Porsche production numbers)
Ferdinand Porsche founded his company Dr. Ing. h.c. F. Porsche GmbH, Konstruktionen und Beratungen für Motoren und Fahrzeugbau in April 1931 in Stuttgart[1]. The company established a numeric record of projects known as the Type List. Initially, the list was maintained by Karl Rabe. This list gives great insight in the broad range of Porsche's activities over the years. The first number was Type 7, presented in such a way that Wanderer-Werke AG did not realize they were the company’s first customer[2]. The first entries in the list are designs by Porsche before the company was founded and therefore these do not have a Type number. The designs up to number 287 are from the period leading into WWII when the company was based in Stuttgart. Type number 288 is the first of the Gmünd period where the company was relocated as part of the program to disperse companies outside big cities to prevent damage from the allied bombing campaign. In 1950 the company moved back to Stuttgart and makes a new start with Type 500, skipping a large part of the 400 range. Most numbers in this range are used up to the point where the initial designation for the 911 was chosen: number 901, skipping a large part of the 800 range. At this stage the practice of allocating a separate number to each component design (e.g. chassis, gearbox or engine) was abandoned and the numbers are used for entire projects.
Type Number | Year | Description |
---|---|---|
P1 | 1898 | Egger-LohnerC.2 Phaeton Electric car[4] |
1901-1906 | Lohner-Porsche Mixte Hybrid | |
1910 | Austro-Daimler Modell 27/80 'Prince Henry' | |
1910 | Austro-Daimler Electrique Fire Tender for the London Fire Brigade | |
1911 | Austro-Daimler Alpenwagen | |
1922 | Austro-Daimler Sasha | |
1927-1932 | Mercedes Benz S, SS & SSK | |
1928 | Daimler Benz Grosstraktor I | |
7 | 1930–1931 | Chassis with 1.7 and 1.87 liter 6 cylinder engine for the Wanderer W22[5] (first Porsche office design) |
8 | 1930–1931 | Chassis with 3.25 liter 8 cylinder engine for a Wanderer coupé |
9 | 1930–1931 | Prototype for Wanderer, supercharged Type 8 with a Streamline body by Reutter. Used by Ferdinand Porsche as a personal car for 4 or 5 years. |
10 | 1931 | Independent rear suspension for the Horch 830B |
12 | 1931-1932 | Zündapp 3 and 5 cylinder radial engine for rear engined saloon (not produced) |
14 | 1931 | Wanderer overdrive transmission for Type 7 |
15 | 1932 | Truck design work for Phänomen werke |
16 | 1932 | Chassis and 3.3L 8 Cylinder engine for the Röhr Type F, based on Type 8 |
17 | 1932 | Torsion Bar Suspension for Type 7 |
18 | 1932 | 2.5 ton two axle truck with 3,5L radial air cooled engine for Phänomen werke |
19 | 1932 | Air cooled 3.5 liter, three-axle, 3.5 ton, truck for Phänomen werke |
20 | 1932 | Steering (arrangements) Type Stuttgart, models A (2,000 kg), B (up to 3,500 kg), C, D |
21 | 1932-1933 | Front swing axle Alfred Teves, Wanderer-Werke AG, Chemnitz |
22 | 1932–1937 | Auto UnionGrand Prix car, 750kg formula, 16 cylinders 4.36 liter supercharged mid-engine |
23 | 1933 | Citroen Steering arrangement |
24 | 1932-1933 | Zündapp three wheeled vehicle |
25 | 1933 | Exhibition - axle for small car. Alfred Teves, Frankfurt |
26 | 1933 | Zündapp torsion bar suspension for 400cc small car |
27 | 1933 | Mathis-Ford Saloon car design |
28 | 1933 | Modifications of Type 18, Chassis and Diesel engine |
29 | 1933 | Modifications of Type 19, Chassis and Diesel engine |
30 | 1933 | Independent (swing-arm) front suspension for Hanomag |
31 | 1933 | Independent (swing-arm) front suspension for the Wanderer W22, W240 and W40 |
32 | 1933-1934 | NSU Saloon, chassis with four cylinder, flat-four, 1.45 liter air-cooled rear engine producing 28HP and torsion bar suspension. |
33 | 1933 | Front swing axle design for Morris sedan |
34 | 1933 | Steering design for Fiat |
36 | 1934 | Chassis with 3.3L 8 cylinder supercharged engine for the Röhr Olympier Typ FK |
38 | 1934 | Modified petrol engine for two-axle lorry (type 28) |
39 | 1934 | Modified petrol engine for three-axle lorry (type 29) |
40 | 1933-1934 | One cylinder diesel test engine for Typ 38/39 |
42 | 1934 | Trilock transmission for Klein-Schanzlin & Becker |
45 | 1933-1934 | Front axle desing (Swing axle for Citroen 15CV) |
46 | 1934 | Front axle design (Swing axle for the Standard Motor Company) |
47 | 1933-1934 | Front axle design (Swing axle for the Volvo PV series) |
49 | 1934 | One cylinder diesel test engine for Süddeutsche Bremsen-AG |
50 | 1934 | Front axle design (Swing axle) for Triumph sedan |
51 | 1934 | Single cylinder test engine for Type 55 |
52 | 1934 | Auto Unionsports car design based on Type 22 |
54 | 1935 | Exhibition models for the 1935 Berliner Autoausstellung |
55 | 1935 | 1000 PS airplane engine for Süddeutsche Bremsen-AG |
56 | 1935 | Front suspension for E.R.A. C-type race car |
57 | 1935 | Zündapp motorcycle engine |
59 | 1934 | Independent swing-arm front suspension for Rochet Schneider truck |
60 | 1934–1941 | KdF-Wagen, later called Volkswagen |
61 | 1935 | Narrow version of the Type 60. Also known as Type 60K5. |
62 | 1936 | Kübelwagen prototype |
63 | 1938 | Rear axle design (Swing axle) for Alfa Romeo 6C2300 |
64 | 1938 | Volkswagen sports car for the Berlin-Rome race, 1.5-liter, based on KdF-Wagen components. Also known as Type 60K10. |
65 | 1939 | driving-school fittings for KdF |
66 | 1938-1939 | KdF right-hand drive |
67 | 1939 | KdF 'invalid vehicle' |
68 | 1939 | KdF Reichspost delivery van |
69 | 1934 | Rear axle desing (Swing axle) for Alfa Romeo 8C2900 |
70 | 1935-1936 | 32 cylinders, 17,7 litres radial water cooled aircraft engine for the Deutsche Versuchsanstalt für Luftfahrt (DVL) |
71 | 1935 | 32 cylinder aircraft test engine (DVL) |
72 | 1935 | V16, 19,7 litres water cooled aircraft engine (DVL) |
73 | 1935 | 16 cylinder aircraft test engine (DVL) |
74 | 1935 | Connecting rod test unit for Type 70 |
75 | 1936 | Front axle and steering design for Austro-Fiat (ÖAF) trucks |
76 | 1936 | Laboratory equipment (stress testing, internal use) |
78 | 1937 | Aircraft engine with with slide valve gear and variable-pitch propeller |
79 | 1937 | Front and rear truck axle design for Delaunay-Belleville |
80 | 1938–1939 | Mercedes-Benzland speed record car |
81 | 1939 | Volkswagen Van chassis with panel van body (K286) |
82 | 1939–1940 | Kubelwagen based on KdF components |
83 | 1939 | Volkswagen 'Kreis' transmission system |
84 | 1939 | Volkswagen 'Dr.Hering' double clutch transmission system |
85 | 1939 | Volkswagen study for a four wheel drive transmission |
86 | 1939 | Volkswagen study for a four wheel drive Kübelwagen |
87 | 1939–1941 | Kubelwagen prototypes with four-wheel drive based on Type 82 |
88 | 1939 | Volkswagen delivery van on Kübelwagen chassis |
89 | 1939-1941 | Volkswagen 'Beier' automatic gearbox study |
90 | 1938 | V12 rear-engined racing car study for Daimler-Benz |
92 | 1940 | Volkswagen cross-country car (typ82 with KdF body), Volkswagen Type 82E |
93 | 1939 | Limited-slip differential design for Daimler-Benz |
94 | 1939 | Daimler-Benz 24 cyl. 4.5L. 360 PS racing engine |
95 | 1939 | Omnibus chassis and suspension for Daimler-Benz |
96 | 1938-1939 | Hydraulic power transmission for Daimler-Benz |
97 | 1938 | Daimler-Benz heavy truck (Bulldog) |
98 | 1940 | Volkswagen amphibious car with Type 62CL body, schwimmwagen prototype |
99 | 1938 | Trailer design for Goertz |
100 | 1939–1941 | VK 30.01 (P) Leopard Tank prototype |
101 | 1942 | VK 45.01 (P) Tiger I Prototype with the 8.8 cm Kwk 36 L/56 gun and petrol-electric transmission. The produced chassis were rebuilt as Elefant tank destroyers. |
102 | 1942 | Type 101 Tiger tank with Voith electric transmission |
103 | 1942 | Type 101 Tiger tank with Voith hydraulic transmission |
104 | 1939 | One cylinder test engine for Type 94 |
105 | Evaluation of Continental aircraft engine | |
106 | PIM experimental power transmission for type 60 KdF | |
107 | 1938 | Turbo-charged engine for type 60 KdF |
108 | 1938 | Daimler-Benz engine with two stage supercharger for Mercedes-Benz Grand Prix car |
109 | 1938 | Two stroke motorcycle engine for Daimler-Benz |
110 | 1938-1939 | Small tractor, Volkspflug |
111 | 1939–1940 | Small tractor, new design |
112 | 1940–1941 | Larger-engined small tractor |
113 | 1941 | Small tractor, version III |
114 | 1938–1939 | F-Wagen: 1.5-liter V-10 Porsche sports-car design |
115 | 1939 | Supercharged 1.1-liter KdF engine, overhead camshafts |
116 | 1938–1939 | KdF-backed 1.5-liter racing car with Type 114 components |
117 | Experimental one cylinder engine for Type 101 | |
118 | Clutch design for 'Rohrbeck' transmission | |
119 | Experimental one cylinder engine for Typ10 | |
120 | 1939-1940 | Generator based on Volkswagen engine for the Reichsluftfahrtministerium |
121 | 1939-1940 | Stationary Volkswagen engine for the Heereswaffenam |
122 | 1939-1940 | Stationary engine with coil ignition for the Reichspost |
123 | Trailer design for Hahn | |
124 | Kübelwagen modified for use on railway track | |
125 | Wind powered generator, 4500W | |
126 | Fully synchronized transmission for Volkswagen | |
128 | 1940–1941 | KdF-based amphibian Schwimmwagen, original design |
129 | 1940–1941 | Typ128 with shortened chassis |
130 | 1942 | Tank destroyer 'Ferdinand' later called 'Elefant' |
131 | Water cooled engine for Type 102 | |
132 | Fuel tank for Volkswagen | |
133 | 1940 | Naturally aspirated carburetor |
135 | 1940–1941 | Wind power generator, 130 watt |
136 | 1940–1941 | Wind power generator, 736 watt |
137 | 1940–1941 | Wind power generator, 4,550 watt |
138 | 1940–1941 | Amphibian Schwimmwagen, alternate design |
139 | Modified chassis (no centre frame) for Typ 138 | |
140 | Gasoline-electric car heater | |
141 | Two-cylinder auxiliary (starter) motor for Typ101 | |
142 | 1942 | Panzertransporter train for Typ100 VK3001(P) (project abandoned) |
145 | 1942 | Steyr air-cooled 3,5L V8 petrol engine |
146 | Steyr Lkw mit Hinterradantrieb | |
147 | Steyr 1.5 Tonne truck | |
148 | 1941 | Wood-gas generator for motor carriage |
149 | 1941 | Rear suspension design for Puch motorcycle |
150 | 'Karette' engine design for Steyr ADMK, featuring both track and wheels | |
151 | 1941 | Volkswagen 'Plus' transmission system |
152 | 1941 | Volkswagen 'Stieber' transmission system |
153 | 1941 | Skoda Ostradschlepper traction engine with air cooled 6 cylinder engine |
155 | 1941 | “Kettenlaufwerk” Half-track version of the Type 82 Kübelwagen |
156 | 1941 | Railway track adaptation for the Type 166 Schwimmwagen |
157 | 1941 | Railway track adaptation for the Type 82 and Type 87 |
158 | 1941 | Wood-gas generator |
159 | 1941 | One cylinder diesel test engine with 'Simmering' pre-combustion chamber injection |
160 | 1941 | Design for KdF with self-supporting body |
162 | 1941 | Kübelwagen with self supporting body |
163 | 1941 | Kübelwagen tank trainer |
164 | 1941 | Volkswagen cross-country lorry with 2 engines (6x4) |
166 | 1942–1945 | Schwimmwagen, final design |
168 | Drive train for a tank (VK904) | |
170 | 1942 | Marine Sturmboot engine, based on VW engine with 40PS, version I |
171 | 1942 | Marine Sturmboot engine, version II |
172 | Fuel tank for Volkswagenwerk, GmbH Fallersleben | |
173 | Evaluation of Ford Pigmy Jeep | |
174 | 1942 | Marine Sturmboot engine using normal KdF engine |
175 | 1942 | Steel-wheeled military tractor, Radschlepper Ost |
176 | 1942 | Auxiliary starter motor with gearing for Typ 175 |
177 | 1942 | five-speed gearbox for Type 82 and Type 87, Design A |
178 | 1942 | Simplified version of five-speed transmission, Design B |
179 | 1942 | Fuel injection system for Volkswagen petrol engine |
180 | 1942 | VK45.02 (P) Tiger II tank design with petrol engine and electric transmission |
181 | 1942 | Hydraulic transmission for Type 180 |
182 | 1942 | Volkswagen Kübelwagen production version |
187 | 1942 | Type 182 Kübelwagen with four wheel drive |
188 | 1942 | Amphibious car |
190 | 1942 | Conversion of Type 101 to diesel engine, cancelled |
191 | 1942 | Experimental one cylinder test engine for Type 190 |
192 | 1942 | Experimental one cylinder test engine for Type 203 |
193 | 1942 | Experimental one cylinder test engine with (gasoline) fuelinjection for Type 101 |
195 | 1942 | Torsion bar suspention |
197 | 1942 | Tank starting engine mounted on Type 82 Kübelwagen |
198 | 1942 | Tank starting engine mounted on Type 82 Kübelwagen, production version |
200 | 1942 | Air-cooled 10L Diesel engine for typ 100 |
203 | 1942 | 18L Diesel engine |
205 | 1942 | VK 100.01 Maus, 188-ton tank prototype |
209 | 1942 | 44,5 liters diesel engine for Type 205, air cooled V12 with 1080PS. Manufacturer was Daimler-Benz. |
210 | 1942 | Airconditioning system |
212 | 1942 | Air-cooled 48 liters 16-cylinder diesel tank engine for use in Type 205 |
213 | 1942 | Experimental one cylinder test engine for Typ 212 |
215 | 1942 | Experimental one cylinder test engine for Typ 212, cancelled |
220 | 1942 | 36,8L Supercharged V16 Diesel engine |
222 | 1942 | Experimental tractor design 'ML' for KdF |
224 | 1942 | Evaluation Rolls Royce Merlin Aircraft engine |
225 | 1942 | Brown Boverie & Cie electric transmission for KdF |
226 | Evaluation Wright Cyclone aircraft engine | |
227 | July 1943 | Spare parts list for all-wheel KdF - References highly confidential letter of 7/7/43 to Porsche KG |
229 | Automatic shift for electrical transmission | |
230 | 1942-1943 | KdF with 'Imbert' wood-fired gas generator |
231 | 1942 | Acetylene powered KdF |
232 | Wood fired gas generator (avarage gas flow 50m3/hr ) | |
233 | Wood fired gas generator (avarage gas flow 85m3/hr ) | |
234 | Wood fired gas generator (avarage gas flow 130m3/hr ) | |
235 | 1942-1943 | Electric transmission for KdF |
236 | 1942-1943 | Grating for Type 230, the Imbert generator |
237 | Engine for the Göttingen air-base | |
238 | 1942-1943 | Volkswagen engine for driving a cable hoist |
239 | 1942-1943 | Kübelwagen with wood-fired gas generator |
240 | 1942-1943 | Propane gas adaptation of the VW engine for the volkswagen and the Kübelwagen |
241 | Starter or auxiliary motor for Typ 205 | |
243 | Generator | |
244 | Fabrication and assembly of grating for use in Imbert generator using low BTU coal | |
245 | 1942 | Special vehicle V (five), small 18 ton multipurpose tank |
247 | 1943 | VW-based aero engine (used on Horten H IX) |
250 | 1942–1943 | E-25 Jagdpanzer design, Turretless tank with hydraulic transmission and 75mm Pak 42 L/70 |
252 | 1943 | Volkswagen 'P.I.V.' transmission system |
255 | 1943 | Type 250 mechanical drive |
258 | 1943 | Experimental torsion bar suspension for Jagdtiger |
260 | Cooling system for Type 250 | |
261 | 1943 | Interior heater for Panther ausf G tank |
262 | Exhaust cooling system for Maybach HL-120 tank engine | |
263 | Cooling system for the PzKpfw 38(t) | |
267 | Maybach HL-230 engine improvements | |
270 | Development and fabrication of two single-horse drawn carts | |
272 | 15 KVA emergency generator | |
274 | Recoil starter | |
276 | 1943 | Light artillery tractor based on Type 82 with 'Protzhaken' |
277 | Transmission for Italian OM truck | |
278 | Synchronized transmission for VW | |
280 | Project “M” for VW | |
281 | Belt drive propeller for Meindl, Klagefurt | |
283 | 1943 | Modified wood gas generator for Type 82 Kübelwagen |
285 | 1944-1945 | Water turbine, 3.5 hp, experimental version |
286 | 1944 | Small water turbine |
287 | 1944 | KdF Kommandeurwagen with Type 82 four wheel drive chassis and kdF body, later used for the French Army |
288 | 1944-1945 | 13 PS water turbine. |
289 | 1944-1945 | 15 PS Water turbine |
290 | Project 'S' | |
291 | 1945 | Wind tunnel, 600 mm. cross section |
292 | 1946 | Wind tunnel, 300 mm. cross section |
293 | 1944 | Tracked Personnel carrier |
294 | 1944 | Santner Ski bindings |
295 | Metal work for barrack. | |
296 | Volkswagen transfer gearbox | |
298 | Radio Empfänger (E-S-R) fur KdF | |
299 | Radio Empfänger (E-RG-I) fur KdF | |
300 | 1944 | Jet engine to power the FZG-76B long-range missile |
301 | 500mm diameter axial-flow turbine. | |
302 | Receipt of spare parts. | |
303 | Receipt of spare parts. | |
305 | 1000 PS hydraulic transmission for tanks | |
307 | 1945 | Volkswagen 'Riedlinger' dense medium (gas, oil) carburettor |
309 | 1945 | Two-stroke diesel engine for VW or tractor |
310 | Small wind turbine | |
312 | 1945 | Gasoline engine tractor |
313 | 1945 | 17 PS air-cooled Diesel engine for Type 312 |
315 | 1945 | Ski-lift with VW engine for Santner Jr., Spittal/Drau |
317 | Small turbine for Dr. Höfer, Millstatt | |
320 | Receipt of machine 'Berta'. | |
321 | Machine 'Berta', improved version. | |
323 | 1946 | Agricultural tractor with 11 PS diesel engine for Cisitalia |
324 | Stationary engine with 8 PS | |
325 | Stationary engine with 15 PS | |
326 | Stationary engine with 30 PS | |
328 | 1946 | Agricultural tractor with 28 PS diesel engine and all-wheel drive |
330 | VW with charcoal-gas generator. | |
331 | VW with indigenous fuels generator. | |
332 | VW with anthracite-coal generator. | |
335 | 1946 | 'Bergbauern Seilwinde' winch for agricultural use |
336 | 1946 | 'Spillseilwinde' Capstan winch for agricultural use |
337 | 1946 | Handcart for winch Type 335. |
338 | Drive for Type 335 winch | |
339 | 1946 | Conveyor belt system for Gschiel |
340 | Two-wheel hand cart. | |
343 | Two-wheel hand cart. | |
344 | Two-wheel hand cart. | |
345 | Sicklebar mower | |
348 | Machine for fabrication of peat moss briquettes. | |
350 | Business plan for Porsche KG. | |
352 | 1946 | Car study. Project probably initiate in July as a result of a letter from von Senger dated June 25, 1946. The study requirements were for a four-seat touring car with fuel injection, 1.5 to 2 liter displacement, 4-cylinders producing 60 to 70 HP. The target price was 7,500 Swiss francs ($1,750). |
354 | Car trailer for 356-001, used by von Senger | |
355 | 1947 | Volkswagen delivery van based on Type 81 and 83 |
356 | 1947 | Open mid-engined two-seater sports car on VW basis |
356/2 | 1947–1948 | Rear-engined Porsche sports car, built in Gmund |
356A | 1955–1956 | Improved production Porsche, 15-inch wheels, 1,600 cc engines |
356B | 1959–1963 | Improved production Porsche, T-5 body |
356C | 1963–1964 | Improved production Porsche, T-6 body, disc brakes |
356 SL | 1951 | Racing version of Type 356/2 coupe |
358 | BMW Motorcycle engine redesign for Abarth | |
359 | Cisitalia two-valve steering | |
360 | 1947–1948 | CisitaliaFormula One Grand Prix car. 1.5L air cooled, supercharged flat twelve, 4x4 |
361 | 1947 | Single-cylinder test engine for Type 360 |
362 | 1948 | 2.0-liter unsupercharged Formula Two version of Type 360 |
366 | VW Super Sport engine design A. With twin carburetors, | |
367 | 1949 | VW Super Sport engine design B. With V heads and horizontal cooling fan. Reference drawing 367.10.403 dated June 22, 1949. Based on Typ 115 engine of 1939, which used Kompressor and OHC. |
368 | 2.5 ton Agricultural trailer | |
369 | 1949–1950 | VW Super Sport engine design C. With V type valve arrangement, (1.1 liter engine for Type 356/2). Reference drawings 369.10.001, .002 and .003 dated August 1949. |
370 | 1947-1948 | Cisitalia 1.5-liter sports-touring car. (4 seats, air-cooled, rear-mounted six cylinder engine). The Porsche June 15, 1948 internal progress report identifies this design as being expanded to include a 2 liter design. |
372 | 1947 | BMW Motorcycle engine redesign for Abarth Cisitalia sports sedan, 2L air cooled V8 with 100PS and 5-speed transmission |
375 | 1947 | Cisitalia monoposta solid axle studies. |
378 | 1948 | Porsche-Schmid synchromesh, preliminary studies |
380 | 1948 | Porsche-Schmid transmission for Fiat 508c. Design included in Cisitalia contract of Feb. 3, 1947. |
382 | Porsche 2L sportscar | |
383 | 1948 | Porsche-Schmid synchromesh system for VW gearbox, Design A |
384 | 1948 | Porsche-Schmid synchromesh system for VW gearbox, Design B |
385 | 1947 | Cisitalia water turbine |
390 | Engine design for Fichtel & Sachs oHG | |
392 | Cross mounted rear engine and hydraulics | |
394 | Front bench seat for VW | |
398 | Tools and fixtures for internal use (Gmünd workshop) | |
399 | Tools and fixtures for customer orders | |
401 | Front axle design for VW Bus (VW Type 29) | |
402 | 1949 | Short wheel base design for VW Type 1951, self supporting body |
403 | Police car modification for VW | |
405 | Sedan with rear mounted 1.1L engine | |
406 | Sedan with rear mounted 2.2L engine | |
410 | Omnibus for Graf & Stift, Vienna | |
425 | 1948 | 20 PS diesel tractor |
427 | 30 PS Diesel tractor | |
502 | 1950–1951 | 1.5-liter sports engine for Type 356 |
506 | 1950–1951 | 1.3-liter engine for Type 356 |
506/2 | 1954–1955 | Type 506 with three-piece crankcase |
508 | 1950 | Four-stroke diesel engine for Volkswagen |
509 | 1950 | 1.3-liter engine for Porsche 356 |
514 | 1951 | Le Mans cars for 1951 (Type 356 SL) |
519 | 1951–1952 | Synchronized transmission for Type 356 |
522 | 1951 | Volkswagen design proposal with strut-type front suspension |
523 | 1951 | Studies of marine engine |
524 | 1951 | Fuel injection for Type 369 engine |
527 | 1951–1952 | 1.5-liter production engine for Type 356 (initially for Le Mans) |
528 | 1952–1953 | 1.5-liter sports engine for Type 356, 1500S or Super |
528/2 | 1954–1955 | Type 528 with four-piece crankcase |
530 | 1951–1952 | Four-passenger Porsche, 2,400 mm (94.5-inch) wheelbase |
531 | 1952 | 1.3-liter engine with new camshaft |
532 | 1952 | Single-carburetor version of 1.5-liter engine |
533 | 1952 | Sports-racing version of 1.1-liter engine |
539 | 1952 | New 1.5-liter engine |
540 | 1952 | America Roadster and Speedster bodies |
542 | 1953 | Sedan prototype for Studebaker |
544 | 1952 | 1.5-liter industrial engine |
546 | 1952–1953 | Plain-bearing version of Type 527, 1500 or Normal |
546/2 | 1954–1955 | Type 546 with three-piece crankcase |
547 | 1952–1953 | 1.5-liter four-camshaft racing engine |
547/1 | 1955 | Series-built 1.5-liter Type 547 |
547/3 | 1958 | Improved 1.5-liter racing engine for Type 718 and 718/2 |
547/4 | 1957 | 1.6-liter racing engine for Type 718 |
547/5 | 1957 | 1.7-liter racing engine for Type 718 |
550 | 1953–1954 | Mid-engined two-seat sports-racing car |
550A | 1956 | Redesigned Type 550 with tubularspace frame |
568 | 1953 | Jet-ejector cooling for air-cooled engines |
575 | 1953 | Experimental self-leveling suspension for Type 356 |
577 | 1953 | Experimental disc brakes for 356 |
587 | 1961 | 2.0-liter racing engine for Type 718 |
587/1 | 1961–1962 | Touring version of Type 587 for Carrera 2 |
587/2 | 1963 | Racing version of Type 587/1 |
587/3 | 1963–1964 | Improved 2.0-liter racing engine for Type 904 |
588 | 1953 | Transmission for 2.0-liter engine |
589 | 1953–1954 | 1.3-liter sports engine for Type 356, 1300S |
589/2 | 1954–1955 | Type 589 with three-piece crankcase |
593 | 1953 | Four-speed gearbox for Porsche cars |
597 | 1954–1955 | Jagdwagen or Hunter, four-wheel-drive military/utility vehicle |
607 | 1954 | Gearbox for Grand Prix Bugatti T.251 |
611 | 1954 | Gearbox for Grand Prix Ferrari |
616/1 | 1955–1956 | 1.6-liter engine for Type 356A, 1600 |
616/2 | 1955–1956 | 1.6-liter sports engine for Type 356A, 1600S |
616/3 | 1956 | Industrial version of Type 616/1 |
616/7 | 1960 | 90-horsepower engine for Type 356B, 1600S-90 or Super 90 |
616/12 | 1961–1962 | Type 616/2 with cast-iron cylinders for Type 356B |
616/15 | 1963–1964 | 1.6-liter engine for Type 356C, 1600C |
616/16 | 1963–1964 | 1.6-liter sports engine for Type 356C, 1600SC |
616/36 | 1965 | 1.6-liter engine for Type 912 |
616/39 | 1967–1968 | Type 616/36 with US. emission control |
632 | 1954 | Experimental car based on the 356 |
633 | 1954 | Design of Porsche 2.0-liter car |
644 | 1957 | Four-speed tunnel-case transmission for Type 356B |
645 | 1956 | Experimental sports-racing car, 'Mickey Mouse' |
656 | 1954 | Porsche sports-car study for 1956 |
669 | 1955 | Five-speed gearbox for sports-racing Porsches, based on Type 519 |
678 | 1959 | 1.6-liter aircraft engine line |
678/1 | 1959 | 65 hp aircraft engine, reduction gear |
678/3 | 1959 | 52 hp aircraft engine, direct drive |
678/4 | 1959 | 75 hp aircraft engine, reduction gear |
687 | 1956 | Gearbox for Vanwall Grand Prix car |
690 | 1958 | Five-speed tunnel-case transmission for Type 718 |
692 | 1958 | Improved four-camshaft engine for Carrera |
692/0 | 1958 | 1.5-liter Type 692 with roller-bearing crankshaft |
692/1 | 1958 | 1.5-liter Type 692 with plain-bearing crankshaft |
692/2 | 1958–1959 | 1.6-liter plain-bearing Type 692 for touring Carrera |
692/3 | 1959 | GT racing version of Type 692/3 |
692/3A | 1961 | Improved Type 692/3 with SchZeifsteine |
693 | 1956 | 1.3-liter version of four-cam Type 547 |
695 | 1956–1959 | Design study for successor to the 356 |
702 | 1956 | Special Gyrodyne helicopter version of Type 678 |
703 | 1956 | Improvements to 1.6-liter production engine |
714 | 1963 | Leopard 1 tank with MTU 37,4 l. 830 PS Diesel engine built by Krauss-Maffei |
716 | 1959 | Four-speed transmission for Type 356A with improved synchromesh |
718 | 1957 | Mid-engined sports-racing car |
718/2 | 1959 | 1.5-liter single-seater racing car |
719 | 1957 | Racing engine with fuel injection |
729 | 1958 | Marine engine, based on Type 616 |
741 | 1958–1960 | Four-speed transmission for Type 356B |
741/A | 1961–1962 | Four-speed transmission for Type 356B and 356C |
742 | 1959 | Design of chassis for four-wheel drive |
745 | 1962 | Experimental 2.0- and 2.2-liter six-cylinder engines |
753 | 1959–1962 | 1.5-liter eight-cylinder engine for Type 804 GP car |
754 | 1961 | Prototype for rear-engined successor (T7) to 356 (T6), based on Type 695 |
771 | 1960–1962 | 2.0- and 2.2-liter sports-racing versions of Type 753 |
787 | 1960–1961 | Grand Prix car chassis |
800 | 1951 | Number reserved at that time for Dr. Keckstein |
802 | 1961 | Four-cylinder engine with fuel injection |
804 | 1962 | Grand Prix car chassis |
806 | 'Bergepanzer 2' Armoured recovery vehicle based on the Leopard 1 chassis | |
807 | 'Biber' Armoured bridge layer based on the Leopard 1 chassis | |
814 | Leopard 1 tank derivative | |
821 | 1961 | 2.0-liter six-cylinder engine |
901 | 1963 | Prototype of six-cylinder production sports car |
901/0 | 1964–1965 | Five-speed transmission for Type 911 |
901/01 | 1964–1965 | 130 hp engine for Type 911 |
901/02 | 1966–1967 | 160 hp engine for Type 911S; five-speed transmission |
901/03 | 1967–1968 | 110 hp engine for Type 911T; five-speed transmission |
901/05 | 1966 | Type 901/01 with Weber carburetors |
901/06 | 1966–1967 | Type 901/05 with revised valve timing |
901/07 | 1967–1968 | Type 901/06 equipped for Sportomatic |
901/08 | 1967–1968 | Type 901/02 equipped for Sportomatic |
901/09 | 1968–1969 | Fuel-injected engine for 911E |
901/10 | 1968–1969 | Fuel-injected engine for Type 911S; four-speed transmission |
901/13 | 1967–1968 | Type 901/03 equipped for Sportomatic |
901/14 | 1967–1968 | Type 901/06 (130 hp) with US. emission control |
901/17 | 1967–1968 | Type 901/14 equipped for Sportomatic |
901/20 | 1966 | 210 hp engine for Type 906, Carrera 6 |
901/21 | 1966–1967 | Fuel-injected Type 901/20 for Type 906E and 910/6 |
901/22 | 1967 | 210 hp engine for Type 911R |
901/30 | 1968 | 150 hp Rally Kit for Type 911L |
902 | 1964 | B-program production car with Type 616/36 four- cylinder engine |
902/0 | 1965–1966 | Four-speed transmission for Type 912 and 911 |
902/01 | 1967–1968 | Four-speed transmission for Type 912 |
902/02 | 1967–1968 | Five-speed transmission for Type 912 |
902/1 | 1965–1966 | Five-speed transmission for Type 912 and 911 |
903 | 1965 | Experimental three-speed torque converterautomatic transmission |
904 | 1963–1964 | Mid-engined GT competition coupe |
904/6 | 1964 | (unofficial) Type 904 with six-cylinder engine |
904/8 | 1964 | (unofficial) Type 904 with eight-cylinder engine |
905/00 | 1967–1968 | Four-speed Sportomatic transmission |
905/01 | 1967–1968 | Four-speed Sportomatic, alternate gear ratios |
905/13 | 1968–1969 | Four-speed Sportomatic transmission |
905/20 | 1969–1970 | Four-speed Sportomatic transmission |
905/21 | 1970–1971 | Four-speed Sportomatic transmission |
906 | 1966 | Space-framed competition coupe for Sports Category |
906/8 | 1966 | (unofficial) Type 906 with eight-cylinder engine |
906E | 1966–1967 | Type 906 with fuel injection, modified body |
907 | 1968 | Right-hand-drive sports-racing coupe, short tail |
907L | 1967–1968 | Type 907 with long tail for fast circuits |
908 | 1967–1968 | Experimental three-speed torque-converter automatic transmission |
908 | 1968 | 3.0-liter eight-cylinder sports-racing engine and car |
908/01 | 1969 | Type 908 with long-tail coupe body, elevons |
908/02 | 1969 | Type 908 with open Spyder body |
908/03 | 1970 | 3.0-liter Spyder with forward-placed engine and driver |
908K | 1968 | Type 908 with short-tail coupe body |
908L | 1968 | Type 908 with long-tail coupe body |
908/80 | 1980 | 908 chassis updated to 936 specification |
909 | 1968 | 2.0-liter Spyder for hill-climb competition |
910 | 1966–1967 | Sports-racing semi-coupe with 13-inch wheels |
910/6 | 1967 | Type 910 with 2.0-liter six-cylinder engine, Type 901/21 |
910/8 | 1967 | Type 910 with 2.2-liter eight-cylinder engine, Type 771 |
910/8B | 1967–1968 | Lightened 2.0-liter Type 910/8 for hillclimb competition |
911 | 1964–1965 | Six-cylinder production sports car |
911/00 | 1969–1970 | Four-speed transmission for Type 911T |
911/01 | 1969–1970 | 2.2-liter engine for Type 911E; five-speed transmission |
911/02 | 1969–1970 | 2.2-liter 180 hp engine for Type 911S |
911/03 | 1969–1970 | 2.2-liter engine for manual European Type 911T |
911/04 | 1969–1970 | Type 911/01 engine equipped for Sportomatic |
911/06 | 1969–1970 | Type 911/03 equipped for Sportomatic |
911/07 | 1969–1970 | 2.2-liter engine for manual American Type 911T |
911/08 | 1969–1970 | Type 911/07 equipped for Sportomatic |
911/20 | 1970 | 2,247 cc racing engine for competition 911S |
911/21 | 1971 | 2,381 cc racing engine for competition 911S |
911/22 | 1970 | Type 911/20 with carburetors instead of fuel injection |
911/41 | 1974–1975 | 2.7-liter engine for Type 911 |
911/42 | 1974–1975 | 2.7-liter engine for Type 911S |
911/43 | 1974–1975 | 2.7-liter engine for federal 49-state Type 911 |
911/44 | 1974–1975 | 2.7-liter engine for California Type 911 |
911/46 | 1974–1975 | Type 911/41 equipped for Sportomatic |
911/47 | 1974–1975 | Type 911/42 equipped for Sportomatic |
911/48 | 1974–1975 | Type 911/43 equipped for Sportomatic |
911/49 | 1974–1975 | Type 911/44 equipped for Sportomatic |
911/51 | 1971–1972 | 2.4-liter engine for American Type 911T |
911/52 | 1971–1972 | 2.4-liter engine for Type 911E |
911/53 | 1971–1972 | 2.4-liter engine for Type 911S |
911/57 | 1971–1972 | 2.4-liter engine for European Type 911T |
911/61 | 1971–1972 | Type 911/51 equipped for Sportomatic |
911/62 | 1971–1972 | Type 911/52 equipped for Sportomatic |
911/63 | 1971–1972 | Type 911/53 equipped for Sportomatic |
911/67 | 1971–1972 | Type 911/57 equipped for Sportomatic |
911/70 | 1971 | 2,494 cc racing engine for competition 911S |
911/72 | 1972–1973 | 2.8-liter racing engine for competition 911S, Carrera RSR |
911/73 | 1972 | 2,466 cc racing engine for competition 911S |
911/74 | 1973 | 3.0-liter racing engine for Carrera RSR |
911/75 | 1973 | Type 911/74 with slide instead of butterfly throttles |
911/76 | 1974 | 2.1-liter supercharged engine for Carrera RSR Turbo 2.1 |
911/77 | 1973–1974 | 3.0-liter engine for Carrera RS |
911/81 | 1975–1976 | 2.7-liter engine for Type 911 |
911/82 | 1975–1976 | 2.7-liter engine for Federal 49-state Type 911S |
911/83 | 1972–1973 | 2.7-liter engine for Carrera RS |
911/84 | 1975–1976 | 2.7-liter engine for California Type 911S |
911/86 | 1975–1976 | Type 911/81 equipped for Sportomatic |
911/89 | 1975–1976 | 2.7-liter engine for America equipped for Sportomatic |
911/91 | 1973 | 2.4-liter CIS-injection engine for American Type 911T |
911/92 | 1973–1974 | 2.7-liter engine for Type 911 |
911/93 | 1973–1974 | 2.7-liter engine for Type 911S and American Carrera |
911/96 | 1973 | Type 911/91 equipped for Sportomatic |
911/97 | 1973–1974 | Type 911/92 equipped for Sportomatic |
911/98 | 1973–1974 | Type 911/93 equipped for Sportomatic |
911E | 1968–1969 | Fuel-injected model between Type 911T and 911S |
911L | 1967–1968 | Top-line model in America; intermediate model in Europe |
911R | 1967 | Lightweight racing model of Type 911S |
911S | 1966–1967 | Higher-performance touring model of Type 911 |
911T | 1967–1968 | Type 911 model tuned for all-round road performance |
912 | 1965 | Four-cylinder version of Type 911 |
912 | 1968 | Transaxle for Type 920 chassis |
912 | 1969 | 4.5-liter twelve-cylinder racing engine for Type 917 |
912E | 1975–1976 | Fuel-injected four-cylinder version of Type 911 |
913 | 1968 | Study for three-cylinder air-cooled dohc engine |
914 | 1968 | Study for four-cylinder air-cooled dohc engine |
914 | 1969–1970 | Mid-engined production car, four-cylinder engine |
914/6 | 1969–1970 | Six-cylinder version of Type 914 |
914/8 | 1969 | Type 914/6 with Type 908 three-liter engine |
914/11 | 1969–1970 | Five-speed transmission for Type 914 and 914/6 |
914/12 | 1972–1973 | Five-speed transmission for Type 914 |
915 | 1968–1969 | Four-passenger 911 studies with 2,560 mm (100.8 in) wheelbase |
915 | 1971–1972 | Stronger four- or five-speed transmission for Type 911 |
915/06 | 1973–1974 | Five-speed transmission for Types 911, 911S, Carrera |
915/08 | 1972–1973 | Five-speed transmission for Carrera RS |
915/12 | 1971–1972 | Four-speed transmission for Types 911T, 911E, 911S |
915/16 | 1973–1974 | Four-speed transmission for Types 911, 911S, Carrera |
915/40 | 1974–1975 | Five-speed transmission for Type 911S and U.S. Carrera |
915/43 | 1974–1975 | Five-speed transmission for Type 911 |
915/44 | 1975–1976 | Five-speed transmission for Type 911 and US 911S |
915/45 | 1974–1975 | Four-speed transmission for Type 911S |
915/48 | 1974–1975 | Four-speed transmission for Type 911 |
915/49 | 1975–1976 | Four-speed transmission for Type 911 |
915/50 | 1977 | Transaxle for racing 911 Carrera |
916 | 1967–1968 | Twin-overhead-camshaft racing version of Type 901 |
916 | 1968 | Five-speed transmission for Type 908/01 and 908/02 6-cylinder |
916 | 1971 | Projected top-line 2.4-liter edition of Type 914/6 |
917 | 1969 | 4.5-liter sports-racing coupe for Sports Category |
917/10 | 1971–1972 | Spyder edition of Type 917 for Can-Am competition |
917/20 | 1971 | Type 917K with SERA-designed low-drag coupe body |
917/30 | 1973 | Spyder developed from Type 917/10 for Can-Am competition |
917K | 1969–1970 | Short-tail developed version of Type 917 |
917L | 1970 | Long-tail version of Type 917 for Le Mans competition |
917PA | 1969 | Spyder body on Type 917 chassis for Can-Am competition |
918 | 1968–1969 | Studies of 1973-model-year mid-engined production sports car |
918 | 1968–1969 | Study of 3.2-liter (85.0 x 70.4 mm) eight-cylinder engine for Type 918 |
918 | 2013 | Mid-engined plug-in hybrid sports car |
919 | 1969 | PDK prototype transmission for production Porsches |
919 (9R9) | 2014 | 2.0L hybrid sports-racing car for LMP1 category |
920 | 1969 | Chassis of Type 917 sports-racing car |
921 | 1969 | 4x4 gas-turbine-powered sports-racing coupe study |
922 | 1969 | Four-valve version of Type 912 engine for Type 917 (see 927) |
922 | 1978 | Three-speed automatic transmission for Type 928 |
923 | 1975–1976 | 2.0-liter engine for Type 912E |
924 | 1970 | Four-cylinder engine for H-Program |
924 | 1976–1977 | Front-engined four-cylinder production car with transaxle |
925/00 | 1971–1972 | Four-speed Sportomatic for Type 911T and 911E |
925/01 | 1971–1972 | Four-speed Sportomatic for Type 911S |
925/02 | 1973–1974 | Four-speed Sportomatic for Type 911, 911S and U.S. Carrera |
925/09 | 1975–1976 | Three-speed Sportomatic for Type 911 |
925/10 | 1974–1975 | Three-speed Sportomatic for US. Type 911S and Carrera |
925/12 | 1975–1976 | Three-speed Sportomatic for Type 911 and US. 911S |
926 | 1973 | Design for Porsche off-road production car |
927 | 1970 | Reserved for four-valve version of Type 917's engine (see 922) |
928 | 1970 | Eight-cylinder engine for H-Program |
928 | 1971 | Experimental liquid-cooled 32-valve 908 eight-cylinder engine |
928 | 1977–1978 | Front-engined V8 production sports car with transaxle |
928/2746 | 1978–1985 | 928-based aluminum body studies with Alusingen and Alusuisse |
928-4 | 1984 | Special 928 with wheelbase 250 mm longer |
928/70 | 1986 | Turbocharged marine racing version of Type 928 V-8 |
929 | 1973 | 'Turbo Sport Carrera' |
930 | 1974–1975 | Turbo and Turbo Carrera, production car based on Type 911 |
930/01 | 1977 | 3.0-liter six-cylinder engine for Airship Industries Skyship 500 |
930/07 | 1980 | 3.0-liter 911 SC engine for United States and Canada |
930/08 | 1980 | 3.0-liter 911 SC engine for Japan |
930/09 | 1980 | 3.0-liter 911 SC engine for rest of world |
930/10 | 1974–1975 | Turbo-supercharged engine of Type 930 |
930/20 | 1984 | 3.2-liter 911 Carrera engine for rest of world |
930/21 | 1984 | 3.2-liter 911 Carrera engine for USA and Japan |
930/30 | 1974–1975 | Four-speed transaxle for Type 930 Turbo |
930/34 | 1983 | Special Type 930 transaxle for Swiss market's noise limits |
930/60 | 1978 | 3.3-liter 911 Turbo for rest of world |
930/61 | 1978 | 3.3-liter 911 Turbo for United States (49 states) |
930/62 | 1978 | 3.3-liter 911 Turbo for Japan |
930/63 | 1978 | 3.3-liter 911 Turbo for California |
930/67 | 1977 | 3.3-liter six-cylinder engine for Airship Industries Skyship 600 |
931 | 1976 | Turbocharged 924 engine for potential record-breaker |
931 | 1978 | 924 Turbo left-hand drive |
'932' | 1989 | Prototype built for another manufacturer (not the same car as the Type 989) |
932 | 1978 | 924 Turbo right-hand drive |
933 | 1979 | Studies of special 924 for SCCA racing |
933 | 1981–1990 | 3.2-liter light airplane engine, marketed as PFM 3200 |
934 | 1975–1976 | Group 4 racing version of Type 930 Turbo coupe |
935 | 1976 | Group 5 racing version of Type 930 Turbo coupe |
935/77 | 1977 | Group 5 car and engine for 1977 season |
935/79 | 1985 | Improved customer engine for 956 and 962C |
935/82 | 1986 | 3.0-liter liquid-cooled engine for 962C |
935/2.0 | 1977 | 'Baby,' ultra-light 1,425 cc Group 5 racing 911 |
936 | 1976 | 2.1-liter turbocharged Spyder for Group 6 competition |
936/81 | 1981 | 936 rebuilt for Le Mans 1981 with 935/76 four-cam engine |
937 | 1980 | 924 Carrera GT left-hand drive |
937/50 | 1980 | Five-speed transaxle for 924 Carrera GTP |
938 | 1980 | 924 Carrera GT right-hand drive |
939 | 1980 | 924 Carrera GTP for Le Mans |
943 | 1990 | Four-speed Tiptronic automatic for 911 Carrera 2 |
944 | 1982 | 2.5-liter four-cylinder production car, left-hand drive |
945 | 1982 | 2.5-liter four-cylinder production car, right-hand drive |
946 | 1985 | 924S left-hand drive |
947 | 1980 | Initial project for four-speed 928S automatic, later Type 960 |
947 | 1985 | 924S right-hand drive |
948/2756 | 1981 | Aluminum-body experiment based on 928 |
949 | 1981 | 16-valve turbo engine and transaxle for Le Mans 924 GTP racer |
950 | 1986–1998 | Transaxle for production 911, 85 mm shaft separation |
951 | 1989 | Type/Model designation considered for 964 Turbo |
951 | 1984 | 944 Turbo left-hand drive |
952 | 1984 | 944 Turbo right-hand drive |
953 | 1984 | 4x4 version of 911 Carrera for Paris-Dakar Rally |
954 | 1983 | 911SC/RS Group B evolution of 911SC |
956 | 1982 | Group C sports-racing car |
959 | 1987 | Four-wheel-drive limited-production sports car |
959/50 | 1987 | 2,849 cc twin-turbo six powering Type 959 |
960 | 1980 | Porsche Experimental Structure (PES) study vehicle |
960 | 1983 | Planned evolution version of Type 959 for Group B competition |
960 | 1983 | Four-speed automatic transmission for 928S |
961 | 1983 | Planned 911 Turbo based on Type 959 |
961 | 1986 | Competition version of Type 959 |
961/70 | 1986 | Turbocharged engine of Type 961 |
962 | 1984 | Type 956 modified to meet IMSA regulations |
962C | 1985 | Type 962 adapted to requirements of Group C racing |
964 | 1988–1993 | 3rd-generation '911' Carrera 2 and 4 production model |
965 | 1988 | Planned range-topping four-cam twin-turbo 911 Carrera variant |
966 | 1986 | 911 Speedster initial development project |
968 | 1992 | Marketing designation of Type 944S3 |
969 | 1988 | Planned marketing designation for Type 965 |
970 | 2010 | 1st generation of the Panamera 4-door sports car |
971 | 2016 | 2nd generation of the Panamera 4-door sports car |
980 | 2004 | Carrera GT V-10 mid-engined supercar |
981 | 2012–2016 | 3rd generation of the Boxster |
982 | 2016- | 4th generation 718 Boxster and Cayman |
984 | 1987 | 'Porsche Junior' study of small rear-engined sports car |
986 | 1996 | Boxster mid-engined production sports car |
987 | 2005- | Cayman (S) mid-engined production sports car |
989 | 1989 | Planned four-door four-seat production Porsche with 3.6-liter V-8 |
991 | 2011 | 7th generation of the '911' Carrera and Carrera 4 |
992 | 2019 | 8th generation of the '911' Carrera and Carrera 4 |
993 | 1993–1998 | 4th-generation '911' Carrera and Carrera 4 production sports cars |
994 | 1989 | 964 Turbo, initial project designation |
995 | 1979 | 3.0-liter V 8 low-drag aluminum-body study for German government |
996 | 1998–2004 | 5th-generation '911' Carrera production sports car |
997 | 2004–2011 | 6th-generation '911' Carrera and Carrera 4 |
1834 | 1966 | Studies of future air-cooled Volkswagen configurations |
1866 | 1967–1969 | Prototypes of new model for Volkswagen |
1866/60 | 1968 | Vee-inclined overhead-valve twin-cam engine for project 1866 |
1866/70 | 1969 | Hatchback rear-engined design for VW developed into 1966 |
1906 | 1970 | Leopard 2 tank with MTU 12 cyl.39,8 l. 1500 PS Diesel engine, built by Krauss-Maffei |
1928 | 1970 | Helicopter cockpit and cabin design |
1966 | 1970–1971 | Projected underfloor-engine production Volkswagen |
1983 | 1972 | Racing transaxle for Automobiles Matra |
1989 | 1973–1975 | Long-life car studies |
1997 | 1973 | Urban car studies, two-cylinder air-cooled rear—engined |
2086 | Single cylinder diesel tractor engine for Allgaier. 88 x 96mm, 584cc, 20:1 compression ration, 12 PS at 3000rpm, swirl chamber injection with pintle nozzle and rod glow plug. Dry weight 150 kg | |
2087 | Two cylinder diesel tractor engine for Allgaier. Based on Type 2086 but with 1168 cc capacity and 24 PS at 3000rpm, Dry weight 180 kg | |
2088 | Three cylinder diesel tractor engine for Allgaier. Based on Type 2086 but with 1752 cc capacity and 36 PS at 3000rpm, Dry weight 210 kg | |
2089 | Four cylinder diesel tractor engine for Allgaier. Based on Type 2086 but with 2336 cc capacity and 48 PS at 3000rpm, Dry weight 242 kg | |
2108 | 1980–1984 | 1.3-liter front-drive Lada family car refined for AvtoVaz, Russia |
2304 | 1974–1983 | 'Weasel' motorized artillery piece |
2305 | 1974–1983 | 'Weasel' motorized artillery piece |
2502 | 1974 | Study of rear-drive 1.8-liter range for Far Eastern producer |
2508 | 1974–1976 | Design of four- and six-cylinder rear-drive automobile range |
2539 | 1975 | SAVE mobile medical-assistance project for Technology Ministry (see 2614) |
2554 | 1977 | Project number for airship engines 930/01 and 930/67 |
2564 | 1978–1985 | Air-cooled vee engines from 500 to 1,500 cc for Harley-Davidson |
2584 | 1978–1985 | Production-ready 800 cc V-4 for Harley Davidson |
2590 | 1980–1981 | Four-passenger electric car study with sodium-sulphur batteries |
2603 | 1980–1984 | Airliner cockpit layout for Airbus Industrie |
2612 | 1986 | Five-speed PDK transaxle for racing 962C |
2612/01 | 1986 | Lightened version of five-speed racing PDK |
2614 | 1984 | SAVE mobile medical assistance project for Technology Ministry (see 2539) |
2616 | 1981–1985 | 1.2- and 1.5-liter four-cylinder engines for Seat, Spain |
2620 | 1981–1984 | Forklift truck designs for Linde |
2623 | 1983–1987 | 1.5-liter turbocharged V-6 for TAG, known as TAG-P01 |
2640/2642 | 1983 | Quiet-running motorcycle designs |
2656 | 1981–1983 | Porsche-powered VW Transporter/Vanagon 'B32' |
2696 | 1986 | Porsche Experimental Prototype (PEP) test vehicle |
2708 | 1985–1990 | CART/Indy series car |
2708/80 | 1985–1990 | 2.65-liter turbocharged V 8 engine for Type 2708 |
2747 | 1988 | Proposed PFF (Porsche Vehicle Family) |
2758 | 1990–1995 | Mercedes 500E/E500 Assembly |
2800 | 1990–1991 | Studies of 3512-powered car for World Sportscar Championship |
2804 | 1988 | Four-cylinder engine derived from 2708 for PFF |
2806 | 1988 | Six-cylinder engine derived from 2708 for PFF |
2808 | 1988 | Eight-cylinder engine derived from 2708 for PFF |
3200 | 1981 | Marketing designation of Type 933 light aircraft engine |
3512 | 1990–1991 | 3.5-liter V12 engine for Footwork Arrows Grand Prix cars |
92A | 2010 | 2nd generation of the Cayenne SUV |
95B | 2014 | Macan SUV |
9PA AE1 | 2002 | Cayenne S V8 SUV |
9PA AF1 | 2002 | 1st generation of the Cayenne Turbo V8 SUV |
9Y0 | 2018 | 3rd generation of the Cayenne SUV |
C88 | 1994 | Porsche C88 |
References[edit]
- ^'History - Porsche Engineering'. Retrieved 2019-08-17.
- ^Ludvigsen, Karl (2003). Porsche: Excellence Was Expected. Bentley Publishers. ISBN9780837602356.
- ^Boschen, Lothar; Barth, Jurgen. Porsche Specials. ISBN0-85059-802-8.
- ^'Porsche-Premiere'. 2014-01-28.
- ^'Porsche Engineering Magazine 1/2012'.
1974 Porsche 911 Engine Serial Number
Retrieved from 'https://en.wikipedia.org/w/index.php?title=Porsche_type_numbers&oldid=912710054'