Newsgroup: it.annunci.usato
Titolo: Porsche 911 SC Turbo

Vendo Porsche 911 Turbo, 3.3, 300 CV, 1983, km 87.000, grigio canna di
fucile metallizzato, climatizzatore, tettuccio elettrico, specchi
retrovisori e vetri elettrici, stereo, condizioni molto buone, meccanica
possente: £ 45.000.000 (quotazione "Ruoteclassiche").
Telefono: 0386 802 520
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Sparking Passion at the Raceway and on the Road
By Arv Voss 
What is faster than a speeding bullet, has one wing and flies, is capable
of sticking to the road like glue and can make you lose your last meal
while sparking a renewed passion for the art of driving? The single answer
to all of the above is a Porsche 91 1 Turbo Coupe driven around any road
course by famed Porsche racing pilot Hurley Haywood, with you riding
shotgun.
Okay, I didn't lose a meal, but there were those who came close in the
passenger position with Hurley "hot-lapping" it around Sears Point Raceway
during the recent Western Automotive Journalist's Media Day program. I've
ridden with the masterful racer on several occasions and am constantly
amazed at his motoring expertise and the ease with which he employs it.
Haywood is the world's leading long-distance / endurance driver, having won
the Rolex 24 at Daytona five times, Le Mans three times and Sebring twi ce.
His philosophy is to always try and stay just within the outer limits of
the vehicle he is piloting.
To say that I didn't feel confident when it was my turn to pilot one of the
finest vehicles in existence around Willow Springs Raceway with Mr. Haywood
as passenger and observer would be a monumental understatement. I
immediately stated as I crawled behin d the wheel that he shouldn't expect
a particularly exciting circuit of the track. He cracked a wry smile and
told me not to worry, that he would see to it that I improved my time
around in just a few laps. 
Hurley spoke authoritatively before we took off. "When I tell you to
accelerate, hit the throttle hard and don't let up until I tell you to.
Don't brake until I tell you to. Don't shift up or down until I give you
the word." A question followed. "Will it bother you if I take the wheel and
change your course when you're off the proper line?" I answered, "You're
the boss," but I'm sure he knew that without my saying so.
Off we went, and I braked before I was told to, not to mention shifting
ahead of the order. Coming up over a rise and into the next turn, he
reached over and corrected my line. He told me to get on the gas -- all the
way. No, don't let up yet, don't brake yet, don't down-shift yet. Brake
hard, down-shift, nail it, stay wide, move inside, hit it. After four or
five times around, my lap time improved from between 80 and 85 mph to
better than 115 mph. Just when I was starting to get the hang of it, it was
so mebody else's turn.
A little knowledge can be a dangerous thing. When I got the car on my own
for a longer term test, I was pulled over for doing 40 mph in a 35 mph
zone. I was just shifting into second when I noticed the red and blue
lights. 
There is a Santa Claus -- just a warning this time. Turns out the officers
were checking it out as a possible stolen vehicle. I obviously don't look
like the type who can afford such a piece of machinery. Good call.
Only the serious need apply to purchase a Porsche 911 Turbo Coupe. My test
unit was a silver bullet capable of outrunning vampires, if not warding
them off. The base price was $105,000. The black Porsche floor mats, front
seat lumbar supports, remote six- disc CD changer, gas guzzler tax and
destination charge brought the final total at $110,370.
The power (lots of it) comes from a bi-turbo, 3.6-liter, flat,
horizontally-opposed six-cylinder, air-cooled engine with hydraulic,
self-adjusting valve lifters, dual knock sensors and electronic fuel
injection. The engine produces 400 horsepower at 5,750 rpm and 400 ft lbs
of torque at 4,500 rpm. It is coupled to a six-speed manual transmission
that transfers power to all four wheels mounted with Bridgestone SO 2s --
ZR rated and 18 inches in diameter. By the way, I never saw sixth gear.
Maybe it's just for Montana.
The 911 Turbo Coupe saunters from 0 - 60 mph in 4.4 seconds and comes to a
halt from 200 kilometers to 0 in a scant five seconds. The cockpit offers
an environment designed for high-speed decision making, with a lot of
amenities thrown in for good measure .
SUMMARY: One might well think of the Porsche 911 Turbo Coupe as his or her
own private amusement park. It not only sparks passion, it comes
dangerously close to surpassing the "S" word.
The 911 Turbo is a technological marvel that is beautiful to behold,
exciting to ride in and absolutely thrilling to drive. It is docile enough
for boulevard cruising and provides more than enough spirit and performance
to satisfy even the most demanding driver. It is also comfortable and
accommodating, an exercise in ergonomic excellence. It does virtually
everything that it is supposed to do and does it in exemplary fashion.
The 911 Turbo Coupe offers the heart and soul of driving. And who says
money can't buy happiness?
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Tips on buying a used Porsche: 911 
Bruce Anderson, chairman of PCA's National Technical Committee, offers his
advice on buying used Porsches. 
PCA Potomac thanks Bruce for allowing us to reprint this series. 
Bruce is also the Technical Editor of Excellence Magazine. 
Buying 911s
Early 911S 
The cars available to us in this $12,000 category will be even more varied
than our $6000 category and will appeal to quite a different range of
people. The 911's available to us in this category are the early model
1965-1968 short wheel base cars and the 1969-1973 models, I guess that we
can call all of these early model 911s. All of the early model cars are
desirable models and worthy of consideration. 
You will also see the 2.7 911s, that were built from 1974 through
1977,available in this price range, but I would recommend that you stay
away from them unless you want one of these cars for some specific reason
and are willing to risk the liability that goes with the ownership of the
2.7s. The rule of thumb for these cars is not to pay more for them than a
price that when it is added to the price of an engine overhaul does not
exceed your budget for the car. If you want a car as a project car and you
can find one of these cars really cheap they will be find for the basis of
a wide variety of interesting project cars. For example, if I had one I
might make a 3.0 RSR Look a like out of it and then transplant a 1984 -
1989 Carrera 3.2 engine along with a G 50 transmission into it, but then it
wouldn't be a $12,000 car any more either. With what we have learned about
rebuilding the 2.7 engines and repairing the problems that they have we
could also make a nice car out of a 1974 - 1977 911, but it would cost a
lot more than our $12,000 budget unless we got the car for free. The SC's
are considerably more desirable and as a result will cost more so they will
be dealt with next issue when we look at the $18,000 Porsches. 
You can find some real values in the early short wheel based 911's and a
good one can be a really nice car. However, some of the really early ones
and the 911S's which are probably too pricey because of their collect
ability. The rest of these early 911s will be within our $12,000 price
range, with the Targas being at the top of the range and usually a few
hundred dollars more than the coupes. I recommend that you look for cars
that are priced more towards the high end of this range, which should be
the higher quality examples of these models, and leave the fixer-uppers to
the people who are looking for a hobby in addition to a new car. 
One thing that you will have to be concerned with on these early 911's is
rustbecause they weren't very well protected against the corrosion caused
by the salt used so many places in the world to melt the snow on the roads
and our cars. Be very critical of a car with rust in this price range
because you cannot afford to fix corrosion damage for what the cars are
worth. It will cost you just as much to properly repair the body on one of
these cars as it will for someone with a much more valuable 1973 Carrera RS
where the added value will make such repairs worth the cost. 
The biggest enemy of these early cars is old age since the newest of these
911's are twenty four years old now. When you own one there will be things
that will just go wrong with them because they are old. Another weakness is
the front end assembly in these early cars and their ball joints which were
prone to wear. The ball joint wear causes a light feeling and a vibration
in the steering akin to a shimmy. The front end was greatly improved in the
1969 models so I would be tempted to update to this 1969 and newer style
when the original needs major maintenance on one of these early short wheel
base cars. 
The standard 911 model from 1965 through 1968 had a 130 hp flat six engine.
The earliest of these 911's used the floatless Solex carburetors, but these
were known to cause some flat spots and rough running in the driving speed
range that we Americans normally use, 55 to 70 mph, so they didn't last
long. The Solex carburetors were replaced with a pair of Weber 40 IDA 3C
carburetors in early 1966 in, mid model year. The "S" model was introduced
as a 1967 model and had 30 hp (160 hp) more than the standard model for 160
hp. The 911S also had a stiffer front sway bar and the addition of a rear
sway bar. The Fuchs alloy wheels also made their debut on the 1967 911S
model. The "S" model would be a nice car to have if you can find a nice
example in our price range. Unfortunately these are one of the 911 models
that has been deemed collectable, so the price had started to escalate
before this recession and you still may have trouble finding a decent one
for $12,000 or less.. 
The early 911's also had a plug fouling problem that wasn't really solved
until 1969 model year when the 911E and 911S had a CD ignition as standard
equipment and the 911T had it as an option. The modern spark plugs have
gone a long way towards solving this problem, but if plug fouling persist
probably the best fix is to retrofit either the Bosch CD system used or an
aftermarket CD such as a Permatune can be adapted to solve the problem. 
The US cars for US the 1968 model year only offered one engine while the
rest of the world had "T", "E" and "S" models. The US had only a plain 911
model and the luxurious 911L model both with the same 130 hp engine with a
smog pump to help them meet the emissions laws. The 911L was actually the
same car that the rest of the world got when they ordered an "S" model
except with the standard US 911 engine. The 1968 US 911 models were also
the only year to have four separate, rather unsightly side marker
reflectors, one at each corner of the car, red in the rear and amber in the
front. 
An interesting addition for the 1968 model year was the semi-automatic
Sportomatic transmission. Porsche felt that none of their customers would
really want to give up complete control of their transmission so instead of
a total automatic they combined a torque converter, an automatic clutch and
a four speed transmission. They took their excellent four speed
transmission and added a torque converter and a vacuum servo controlled
clutch. The torque converter was what could be considered a "loose" one
with a stall speed of 2600 rpm The clutch was disengaged by the vacuum
servo when it received a signal from the micro switch on the shift linkage,
so that when you grabbed the shift lever the clutch would release, you
could shift and when you let go of the shift lever the clutch would engage
again. With the high stall speed of the torque converter you could be a
very lazy driver with one of these transmissions starting out in second
gears and shifting directly to fourth when the car came up to speed. Or if
you wanted, the car could be driven quite aggressively using all four gears
and it would give very little away to the other 911s with their more
conventional four or five speed manual transmissions. 
911s with these Sportomatic transmissions were a good solution for the
people who still wanted a sporty Porsche, but spent quite a bit of their
driving time stuck in commute traffic, because you could greatly reduce the
amount of shifting necessary with this transmission. Unfortunately for the
Porsche customers that liked their Porsche driving sans clutch this
transmission was not an idea that really caught on in the U.S.A. and about
ten years after its introduction Porsche ceased production of the
Sportomatic. 
There are still some people that swear by the these transmissions saying
that they offered the best of both worlds. It would be very difficult to
pin down exactly when Porsche quit building the Sportomatic cars. The
newest Sportomatic that I know of in the US is a 1980 911SC that belongs to
a friend in the Porsche Club. 1980 was the last year that the Sportomatic
transmission was listed as an option, even in Europe. However, I did notice
at Le Mans in 1985 that the car that Wolfgang Porsche was driving had a
four speed Sportomatic installed. The car was a was a Carrera Turbo-Look
Cabriolet with the four-speed Sportomatic transmission, so it had to be
either a 1984 or 1985 model. But then that is a very special case, isn't
it. 
As nice as you may think these tranmissions are you should really know what
they are before you consider purchasing a 911 that has one. You should also
know that they sometimes will effect the value of the cars and very often
will make it difficult to make a quick sale of a car equipped with one of
these Sportomatic transmissions. 
For 1969 The US market got the whole range of 911 models "T", "E" and "S".
The 1969 model was unique in that it was a unique model that was produced
only one year. The 1969 was the first of the long wheel base cars and also
the first production model with fender flares. It was also the last of the
2.0 liter cars. In addition to the longer rear trailing arms which
lengthened the wheelbase the front suspension was also changed to
incorporate a better ball joint design which eliminated the light feeling
front end vibrations. The rubber A arm bushings are also a better design
which lasted longer than the earlier design. This new design has its pluses
and its minuses. The rubber bushings in the new design have better
longevity, than the old design, but the bushings are replaceable in the old
design and they are not in the newer design. 
The 1969 model year was also the first year that we had the "T", "E" and
"S" models that the rest of the world had. The "T" and "E" should be
available in our $ 12,000 price range, but again, good examples of thes
early "S's" have deemed collectable objects of art the good ones will
probably be too expensive for us. However, now is a good time to be a
buyer, though and you may find some good deals while market is still soft. 
The 1969 models all had two front mounted batteries, one on each side,
shoved as far forward as possible to even up the weight distribution and to
get more weight on the front wheels. The longer wheel base was also
intended to get more weight on the front wheels by shifting the weight
distribution forward.. The 911T had Weber carburetors and 110 hp, the 911E
had mechanical injection and 140 hp, and the 911S also had mechanical
injection and 170 hp. The 911E was equipped with a self leveling
Hydra-pneumatic front strut system instead of the torsion bars utilized by
the other models. The pneumatic struts were prone to failures so many have
been replaced with the conventional torsion bars. If you find yourself
looking at one of these 911E's you should check to see if the struts have
been updated to the conventional struts used by the other models. This can
be important to you because when the pneumatic struts fail they are very
expensive to replace. 
The 1970 and 1971 models were very similar to the 1969 models, but with
larger 2.2 engines. Actually the engine was 2195 cc and the "T" engines had
Zenith 40 TIN carburetors and produced 125 hp, the "E" engines had
mechanical injection and produced 155 hp and the "S" engines also had
mechanical injection and produced 180 hp. Porsche started to galvanize the
exposed portions of the cars underbody sheet metal in the summer of 1970
for the 1971 2.2 liter models. As a result all of the cars built after this
were a little bit less likely to rust. 
The 1972 and 1973 models had a further increase in displacement to 2.4
liters, or specifically 2341 cc. The 1972 model has always been desirable
just because it is a little unique with the oil tank moved to in front of
the right rear wheel with the oil filler lid in the right rear fender. In
1972 all models for the US had mechanical injection with the "T" producing
140 hp, the "E" producing 165 hp and the "S" producing 190 hp. The 2.4
liter 911S models are the most desirable of the early model 911s and as a
result will probably be a little too much for our $12,000 price range, I
have a friend that bought a good example of these these 2.4 liter 911S's a
few months ago for $17,000. 
In 1973 Porsche moved the oil tank back behind the right rear wheel and put
the filler back into the engine compartment. The engines in the "E" and "S"
models remained the same while the 911T engine was the first engine to
received the new Bosch K-Jetronic or CIS starting with January 1973
production models. Thought this injection is not as efficient as the
earlier mechanical injection they were able to increase the compression by
1/2 point and still maintain the same 140 hp that the 1972 911T had. The
1973 911s were the first 911s to have to comply with the then new bumper
laws and Porsche used rubber bumper guards to comply. 
The price range for all of these early model 911s,1965 through 1973, range
from a low of $4,500 to a high of $12,500 with the Targa models usually
being several hundred dollars more than the coupes of the same vintage. 
911SC 
The 911 is considered to be "the classic Porsche model", and one of the
better 911s was the 1978-1983 911SC model. We discussed the early 911s in
the June issue where we dealt with cars that we could buy for $12,000. A
great deal happened between the early 911s and the 911SC. The cars have
grown up, they are more luxurious and much more reliable than the earlier
models. The 911SC is definitely one of my favorite Porsches. 
In 1978 the 3.0 liter 911 SC replaced both the European Carrera 3.0 and 2.7
liter 911 models in both Europe and here in the US. to become the only 911
for a world market. The 911SC has a lot of the advancements of its
predecessors without any of the disadvantages. In 1975 introduced their
fully rust-proofed body to go with their galvanized chassis at the
Frankfurt Auto Show. This new combination rust proof body and chassis would
enable Porsche to offer a six year long life warranty for the 911. All of
the body metal has a hot galvanized coating on both the inside and outside
of the sheet metal panels. From 1976 on all of the 911 Porsches have been
made of galvanized sheet metal. This process has proven so successful for
reducing rust that the long life warranty was increased to seven years in
1981. 
The 911 SC engine, besides being larger at 3.0 liters and more powerful at
180 horsepower than the 2.7 liter engine, was essentially an all new
engine, and at the time was the best 911 engine produced. By adapting the
911 Turbo technology to the normally aspirated engines Porsche had solved
most of the problems caused by the engine's rapid growth in the 1970s. By
developing more graceful emission control devices for these 1978 911 SC
engines Porsche was able to make great progress towards meeting the worlds
ecological needs without making either the driver or the engine suffer for
it. Even further progress was made in 1980 with the inclusion of the oxygen
sensor system and three-way catalytic converter. 
The body for the 911 SC model was a fairly logical progression from the
Carrera and continued to use larger rear fender flares with larger wheels
in the rear than in the front. The standard wheel and tire combination was
6 X 15 with 185/70VR - 15 Tires in the front and 7 X 15 with 215/60VR - 15
tires 
in the rear. 1978 was also the first time that the sixteen inch wheels and
tires were offered as an option with 6 X 16 with 205/55VR - 16 tires in the
front and 7 X 17 with 225/50VR - 16 tires in the rear. The rear torsion
bars were increased in diameter from 23.0 mm to 24.1 mm in 1980. The black
window trim was also made standard in 1981. In 1981 the additional turn
signal lights were added to the front fenders on the European model 911 SC
The 911 SC continued to be available in both a coupe and Targa model with
the cabriolet becoming available as a 1983 model. 
The 911SCs have proven to be extremely reliable cars, I have told a story
for several year about a friend of mine who I was using as my endurance
test for these extremely reliable cars. One night a few years of years ago
he phoned me and said that he had some bad news and that the reliability
test was over and that he had missed a shift in a hill climb and bent all
of the exhaust valves at 222,000 miles and he was going to have to rebuild
the engine. Then he said that the good news was that he took top time of
day in the hill climb. I had also been keeping track of a couple of other
911SCs that I felt had fairly high mileage so I checked in with them and
have continued to keep track of one of these cars through a friend who has
a shop that maintains a really high mileage 911SC. I checked with my friend
about a month ago and his customers 911SC now has 330,000 miles on it with
no major engine work, the heads have never been of this engine. 
With all of their strengths the 911SCs do have some weaknesses. One of
those weaknesses was the rubber centered clutch that was used in the 911SC.
The 1978 911SC introduced the Porsche clutch disc with a large rubber
damper in the center. These rubber centered clutches were to dampen out the
vibration noises 
of the transmissions. The problem with these clutches was that they were
prone to failures of the rubber damper. Often when these clutches fail a
piece of rubber will jam between the clutch and the pressure plate and
cause the clutch to cease operating. Porsche used these clutches from 1978
until 1983 when they were replaced with a spring centered clutch disc.
These clutches should be replaced with spring centered clutch discs. 
Another problem with 911 throughout its life has been chain tensioner
failures. The camshafts are driven by a pair of duplex chains which are
tensioned by a hydraulic chain tensioner. It is possible for tensioner
failure can cause expensive damage to the engine. Over the years Porsche
made a number of changes to the tensioners in an effort to solve the
problem, and they took a big step in 1980. In 1980 The tensioners were
still hydraulic and, in fact, the internals were not changed. The body had
been made thinner where it goes onto the support spud in the chain housing.
This change was to provide room for the new chain sprocket carriers (chain
idler arms) which were now wider and had two bronze bushings. These changes
were made to relieve the binding stress and galling, which Porsche had
determined was causing most of the premature chain tensioner failures. This
change probably eliminates 80% of the tensioner failures. Finally in 1984
Porsche with the introduction of the Carrera 3.2 Porsche came up with a
solution that really solved the problem of the chain tensioners a pressure
fed hydraulic chain tensioner. The combinationof the updated idler arms and
the pressure fed chain tensioner will probably eliminate 99% of the chain
tensioners failures. I would recommend that all 911SCs be updated to the
pressure fed Carrera hydraulic chain tensioners and that 1978 and 1979
models be updated to the 1980 and later idler arms. The 911SC coupes range
from a low of about $9,500 for a scruffy 1978 to a high of about $22,500
for a nice 1983 model coupe, so we should be able to find some good
examples of these in our $18,000 price range. The Targas will usually run a
few hundred dollars more than the coupes and the cabriolets, which were
only built in 1983 run from about 
CARRERA 
In 1984 Porsche again applied the Carrera name to one of their 911s. The
new 911 Carrera was our best 911 up until then with its new, larger
3.2-liter engine and DME-controlled fuel and ignition system. The
displacement was increased to 3.2 liters by using the longer stroke 74.4 mm
crankshaft from the 3.3 turbo and the same 95 mm bore pistons as the 911 SC
had used. The power was increased to 231 DIN horsepower at 5900 rpm. for
the European version and 207 Din horsepower at 5900 rpm for the US version.
The torque was 209 lb/ft at 4200 rpm for the European version and 192 lb/ft
at 4200 rpm for the US version. The chain tensioner problem that had
plagued the 911 was finally solved by going to a pressure fed chain
tensioner design. 
The brakes were improved on the Carrera to cope with its increased
performance potential. The brake booster was increased in size from seven
inches to eight inches, and the brake rotor thickness was increased front
and rear to 24 mm from 20.5 mm to improve the cooling of the brakes. The
brake calipers were adapted to the thicker rotors with spacers. The rear
brake calipers had their piston diameter increased from 38 mm to 42 mm to
improve braking at low pedal effort such as in town driving. A pressure
regulator was added to the rear brake circuit to prevent the rear wheels
from locking up in high speed stops. Pad wear indicators were also utilized
to monitor brake pad wear. 
The heater was improved by adding two extra blowers in the heating ducts of
the passenger compartments. The extra blowers have three speeds and greatly
improved the heater action. A rotary compressor was utilized for the air
conditioner beginning with the 1984 models, which was both smoother and
more efficient. Wheel locks were standard equipment when the optional
forged wheels were ordered. 
For 1984 Porsche also offered the turbo look body, which they called the
911 Carrera with 930 Performance Body/Chassis option. The Turbo look body
included the turbo body work, the brakes and the larger turbo wheels and
tires. The front wheels and tires were 7 x 16 with 205/55 VR 16 while the
rear were 8 x 16 with 226/50 VR 16 
Beginning with the 1985 models the turbo look was also made available for
both the Targa and Cabriolet in addition to the Coupe. The turbo look was
also made available without front and rear spoilers. Porsche also
introduced their short shifter in 1985. There reason for shortening the
shift travel was to avoid having the shift lever scrape the seat going into
second gear when the car had sport seats. They shortened the shift travel
by about 10% by moving the pivot point up by 4 mm. Starting with the 1985
model Porsche also using Boge GZ double-tube gas pressure shock absorbers
as an option to the Bilstein single tube gas pressure shock absorbers as an
option on the Turbo Look cars. The oil cooler was changed to a finned
radiator type cooler. To provide extra airflow the opening in the front
bumper was increased in size. This change was to provide a reduction of
about 20~ C while driving at full load. Some Porsche customers had
experienced engine failures when driving at full speed on the autobahns.
Electrically operated central door locks were also added in 1984. The
telescopic fender mounted antenna was replace with an active radio antenna
which was mounted in the windshield. 
The 1986 911 Carreras now had Boge double tube low pressure gas shock
absorbers as standard equipment. The front sway bar diameter was increased
from 20.0 mm to 22.0 mm. The rear torsion bars were increased in diameter
from 24.1 mm to 25.0 mm. The rear sway bar was also increased in size from
18.0 mm to 21.0 mm. The 911 Turbo Look models had different size tires and
rims on the rear wheels. The rim size was changed from 8J x 16 with a 10.3
mm offset with 225/50 VR 16 tires to 9J x 16 with a 15 mm rim offset with
245/45 VR 16 tires. 1986 was also the introduction of the USA additional
third stop 
light, for the Cabriolet this third stop light is mounted on the engine
lid. For 1986 the Cabriolet also had an optional electrically actuated
Cabriolet top that was available as an option. 1986 was the first year that
the Turbo fenders, with their fender flares, were made one piece for the
front and rear instead of welded on flares as they had been previously. All
of the air outlet vents in the instrument panel were an all new larger
design greatly improving the operation of the air conditioner. 
The 1987 Carrera had a completely new five speed transmission, Type Code G
50, which utilized Borge Warner synchronizers for smoother shifting and
improved durability. The clutch was increased from 225 mm in diameter to
240 mm to cope with the increased power of the larger 3.2 liter engine. The
new larger clutch was also now activated by a hydraulic master and slave
cylinder. The rear torsion bar tube has a bent center section to provide
additional clearance for the transmission. The additional clearance is
required for the new clutch disc with larger rubber damper center section.
The 1987 911 Carrera and 911 Turbo had new headlights that are optically
standard for R.o.W. and USA. 911 Carreras equipped with a catalytic
converters had an additional electric blower mounted on the oil cooler in
the right front wheel housing to prevent excessive oil temperatures. The
fan is controlled by a temperature switch which is mounted in the top of
the oil cooler. This switch turns on the fan when the oil temperature
reaches 118~ C (244~ F). The power curves for the US version of the engine
were upgraded to 217 DIN horsepower at 5900 rpm. and peak torque to 195
lb/ft at 4800 rpm. 
Not much changed was in 1988, the clutch lining was changed to a lining
with no asbestos. This had actually been a mid year change in 1987. A
support brace was added to the between the transmission and the left hand
heat exchanger. This was in an effort to eliminate the noise that the G 50
transmissions make that annoys some people. A stripped down club sport
version was also offered. To reduce the vehicle's weight, many of the
exterior and interior standard features were deleted. These included rear
seats, interior trim, glove compartment, electrical convenience features,
PVC undercoating and sound insulation. The Club Sport included manually
operated windows, front and rear spoiler, sports shock absorbers and
shortened shift lever. The engine performance was enhanced by hollow intake
valves and modified electronic control unit which permits a 6840 rpm
redline. 
Few changes were made for the 1989 model year. Asbestos free brake pads
were used. All models were continued in what was to be the last year of the
traditional 911. 
The 3.2 Carreras range from a low of about $16,000 to a high for the 1989
models of about $37,750 the Targa will usually be a few hundred dollars
more than the coupes, the Cabriolets will run about $5,000 more than the
coupes and the turbo look will usually add from $3,000 to $7,000 to the
Carrera price. You should be able to find really nice 1984 to 1986 coupes
in this price range and if you really work at it you can probably find some
of the newer cars within this price range as well, I have seen 1987 and
1988s for $23,500 to $25,500. I think that my favorite 911s would probably
be the 1987 through 1989 Carrera Coupe without a sun roof with the G50
transmission and hydraulic operated clutch. 964 (911 Carrera) - These cars
weren't in the original articles because they were too new at the time, but
now you can buy both the C2 and the C4 in the low thirties so they are a
viable alternative. 
In 1989 Porsche introduced the 911 Carrera 4 (Type 964), an all wheel drive
addition to the 11 line based on an all new platform. The engine for this
car was a development of the previous Carrera engine increased in
displacement to 3600 cc by increasing the bore to 100 mm and the stroke to
76.4 mm. Much of the rest of the car was all new, Porsche said that 85% of
the parts were all new. 
The complete body for the Carrera 4 was revised while retaining the
original 911 shape and appearance as the basis. The new front and rear ends
were made of thrermoplastic and were integrated into the design replacing
the older 911 bumpers that had an added on appearance that was common with
all cars of the 
mid to late seventies because of the US bumper laws. The new bumper design,
together with the extending rear spoiler and smooth underside greatly
improved overall aerodynamics for Carrera 4. 
The front fenders and headlight design were the same as the older 911
design, while the rear tailight assembly including both tail lights and the
rear fog lights were inclined in the Carrera 4. 
The windshield was also repositioned further forward in the A-pillars to
give it a more flush mounting and further improve the aerodynamics. The
rear window although not mounted flush with body like the windshield was
also mounted higher in the body to also improve the aerodynamics. 
The front suspension was changed to a type of independent Mc Pherson strut
design utilizing light alloy cast control arms and coil over shock absorber
springs. The rear was changed to independent suspension with lower light
alloy semi trailing arms and coil over shock absorber springs. 
In addition to the all wheel drive and new suspension the Carrera 4 had all
wheel ABS and power steering. 
(1990 Model) - (Carrera 2 and Carrera 4) 
Carrera 2. The Carrera 2 a two wheel drive version of the 964 platform was
introduced in 1990. The original 911 platform was discontinued and Carrera
2 and Carrera 4 replaced previous models of the 911. 
The Carrera 2 was very similar to the Carrera 4 and maintaining many of the
same features such as the new front and rear suspension designs, the 4
wheel ABS brake system and power steering. 
The Carrera 2 was offered with both the five speed and Porsche introduced a
new four speed automatic transmission that they called the Tiptronic. This
new sports transmission with integrated hypoid final drive was capable of
both manual and automatic shifting. 
The Carrera 2/4 with the manual five speed transmission used the double
mass flywheel instead of a rubber centered clutch to reduce the noise of
the transmission. 
Carrera 4 had 2 switches in the center console, one to lock the rear
differential in case you had 1 wheel on ice and the other for raising the
rear spoiler. The Carrera 2 only had the switch for raising the rear
spoiler. 
Both the Carrera 2 and Carrera for were available in Coupe, Targa and
Cabriolet. All Carrera 2s and 4s were standard with both drivers and
passengers air bag in the United States. 
There were a couple of problems with these early C2/4 models that can be an
expensive nascence there were a lot of failures with the original dual mass
fly wheel and there was a problem with the cylinder heads leaking. Both of
these problems were fixed in 1991/92 and Porsche has been pretty good about
helping fix the earlier cars.

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