Marque: Porsche - Company History & Models - Cars By Brand

PAST: The prototype was mid-engine, then the power unit moved to the rear as Porsche’s first eponymous car adopted the layout of the founder’s VW ‘kdf-car’, with four-cylinder, horizontally-opposed, air-cooled, unit behind the rear axle. Light weight, and slippery shape, made up for grunt; 356A was faster, more aerodynamic, more glass for 1961.

PRESENT: Four models to choose from: pre-A, 356A, B and C, with engines from 1100cc to 1600cc, and by the time the model ceased production the 1600SC had all-wheel disc brakes and a very useful 95bhp. Hot potato of the range was the Carrera GS with four-cam, 115bhp engine. They don’t feel like a 911 but for many that’s the car’s real appeal.

FUTURE: Early cars virtually unobtainable. Cabrio demand much more than coupes, with Speedsters six figure stuff. Original cars can be full of rust and, you’ll never get your money back on a restoration either!

PAST: Safety legislation in the USA demanded changes, and Porsche responded by mounting front and rear bumpers on collapsible tubes. The ‘impact bumper’ cars lost the pure shape of the early 911, but gained part-zinc coated body shells from ‘76. Engines increased to 2.7-litres with emission control K-Jetronic injection systems on 911 and 911S, the Carrera, used the same unit as the RS of ’73. The Carrera 3 of 1976 was a 3.0-litre replacement for this top of the range model. Targa body and Sportomatic semi-automatic transmission continued to be available.

PRESENT: The 2.7 Carrera was, in effect, a fully-specced version of the previous RS, and offers almost identical performance but with less heroics and costs. Cheaper LHD models can be good but many are badly maintained.

FUTURE: As early 911s further rise in value the ‘74-’78 cars will be the next target for collectors. Carrera 3 is a gem.

PAST: The confusion of 911s came together in just one car for 1978. Taking the wide body of the Carrera 3 and Turbo of ’75, the 911SC replaced previous S and Carreras with a single model with 180bhp, three-litre, engine and top specification trim, and (first time) servo brakes. Coupes and Targas were available, and semi auto-sportomatic an option
until 1980. In 1981, power was raised to 204bhp, and in ‘83 a cabriolet appeared – amazingly the first drop top 911!

PRESENT: All SC body shells were fully galvanized so, in theory, rust ceased to be a problem with the Porsche – but in practice many SCs still suffer from it. Prices are low (now it’s the bargain 911) but this sadly means many have been mechanically neglected. In absolute terms, roofless 911s aren’t so pointy or precise as the coupes.

FUTURE: Not a cheap car to rebuild watch the bad ones fall apart – and the good ones increase in value.

PAST: The replacement for the entry level 912, the 914 was a collaboration with Porsche providing know-how, bodybuilders Karmann doing the assembly, and VW supplying most of the bits. The 1.7-litre, four-cylinder, unit came from the VW 411, but it was mounted amidships and connected to a five-speed Porsche gearbox. Capacity increased to 1.8-litre in 1973, when a 2.0-litre was also available. The 914-6, with 110bhp Porsche 911T engine, gave superior performance, but was only produced for two years.

PRESENT: Not many cars got to the UK, and all but a few Crayford conversions were LHD. The four pot cars feel pretty slow albeit with safe if rather bland handling. It’s purely a two-seater (no ‘back seats’ like 911) but all cars have a snug Targa top. Six-pot cars are rare but much faster.

FUTURE: Some argue that it’s not a real Porsche,but it grows on you. Prices are starting to rise but it’s dear to restore.

PAST: Sadly the last air-cooled 911, with re-styled bodywork (only engine lid and roof of the 964 remained), re-engineered 3.6-litre power unit, and major revisions to the rear suspension. The 4WD system of the Carrera 4 was re-engineered too; the all-drive Turbo of 1995 had twin turbos. Initially only available as a coupe, a cabrio was added a year later, the Targa of 1996 had a sliding glass roof, and the Carrera S and 4S wide turbo style bodywork but without the power.

PRESENT: Rear end revisions finally killed off the 911 tail-happy image and the Carrera is most user-friendly ‘911’ of them all, although part of the car’s character and charm is lost along the way. But no 911 is as easy or safe to use day in, day out.

FUTURE: Regarded by many as the last 911 made to traditional Porsche quality levels, demand currently outstrips availability and so prices are firming up already. Buy on condition, not price and there’s plenty around to be choosy

PAST: Porsche’s current ‘entry level’ two-seater has been around for more than ten years! First (Type 986) models shared both the front section of the chassis tub and engine (in 2.5-litre form) with the 996, the difference being that the unit was mid-mounted. From 2000 the basic engine moved to 2.7-litre, whilst a 3.2-litre S was also produced. In ‘02 a face-lift took place with revised lighting, glass (not plastic) rear window and a useful power upgrade.

PRESENT: A fantastic handler, but the car can suffer from the same problems as the 996. Beware of early cars that have not been properly maintained but there’s shades of early 911 about a Boxster in the way it drives and feels although some bemoan lack of go from a base 2.5.

FUTURE: A Porsche that seems to have suffered real car depreciation so watch the prices. We’ve seen them go for £7000 at auctions so the time to buy is this year.

PAST: A 911 but ’87 per cent new’, said Porsche. Coil springs for the first time, power steering, and the M64 engine greatly revised with 3.6-litres and dual plug ignition. Carrera 4 had permanent four-wheel-drive based on the 959 supe rcar. Targa and cabrio versions available, along with a Turbo (930 engine in ’91, M64 for ‘93), and a lightweight RS only in LHD. Tiptronic automatic from 1990.

PRESENT: A much ‘softer’ car than previous 911s and one that suffers from a reputation for clonking clutches and engine oil leaks. But a very nice, quick, and civilised drive, even if the 4WD floor-pan means there’s nowhere for the left foot to rest! But as an easy going ‘911’ that’s strong value this generation takes some beating.

FUTURE: Prices remain at bargain levels (except RS that is) making the 964 a very good buy for a daily driver or those wanting to get on the first rung of 911 ownership.