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 911 was such a price hike over the 356 Porsche got cold feet and produced the ‘entry-level’ 912, in effect a 911 with a 90bhp, four-pot, 356 engine. In the first two years it outsold the six-cylinder car two: one and most went to the US. Targa was available for ’67, and the wheelbase increased late ‘68. Production ended in 1968 but in 1975, with the 924 not ready on time, was revived for 12 months as the 912E and now with the 2-litre VW injection motor.

PRESENT: It’s not a half-hearted 911 as many believe. The 912 has fine handling thanks to less weight beyond the rear axle, good fuel economy and reasonable performance. It’s still a much underrated early Porsche that’s almost a proper 911 at much less cost.

FUTURE: At last enthusiasts are recognising the 912 and values are edging up as a result. A good buy, but they are as costly as a 911 to restore without the returns.

PAST: The follow-on from the 914 started life as a project for VW, but ended up with only the Stuttgart badge on the nose. The (front mounted and water-cooled) four-cylinder engine was based on an Audi design (and yes it went into the LT van). Suspension was pure VW Beettle and a mixture of coil springs (front) and torsion bars (rear) and the clever bit was the re-armounted transaxle, which gave near 50-50 weight distribution. A Turbo model in 1979 upped power, whilst the 2.5-litre S of 1981 used a 944 engine. Carrera GT was a 150mph special.

PRESENT: Build quality and safe handling make up for lacklustre pep (by Porsche standards) of 924, whilst bigger-engine
924S is best bet.

FUTURE: Porsches don’t get any cheaper, and long production run meant plenty are available. Some replacement parts are now getting hard to find but these cars are super value – but with club sport potential prices are starting to creep up.

PAST: The Audi-manufactured 944 combined wide-arch 924 styling and layout with a Porsche, all-alloy, engine that was, more or less, one bank of the 928 motor, the vibration problems of a 2.5-litre four dampened by a balance shaft. Introduced 1981, the single-cam, eight-valve, unit delivered 163bhp, but this rocketed to 220bhp when a turbo was added in ’85. Twin cam, 16-valve, 944S appeared in ’87, and in ’89 was increased to 3.0-litres for the S2. An eight-valve, 2.7-litre, model was produced for 1989 only. Final evolution was the Porsche-built 968, with revised bodywork and VarioCam 3.0 engine.

PRESENT: Unlike 924, 944 is a proper Porsche and highly usable and practical with it. Vivid performance, excellent handling and the later 968 is a real cracker.

FUTURE: All are keenly priced but values will rise, especially for rare 968 Club-sport and original, top notch 944s.

PAST: The final and logical development of the 911 in itsbasic form, the 3.2-litre engine raised the power game to 231bhp in coupe, Targa and cabrio bodies. Luxury spec, and ‘bling’ in the form of a massive rear wing (borrowed from the Turbo) and front spoiler, were perfect for the excesses of the mid-to-late ‘80’s. For 1987, the ‘915’ gearbox used on the 911 since 1972 was replaced by the famed G50 unit with hydraulic clutch. The Clubsport of ‘87-’89 was lightweight with blueprinted engine and uprated suspension, and a limited run Speedster version came in ’89.

PRESENT: Despite the ‘yuppie’ image, it’s a fine car and the last run-of-the-mill Porker that you you drive through the seat of your pants. Clubsport are the best but really all are good bets so long as you buy with some service history.

FUTURE: Values remain solid as the later 964 dips below top Carrera 3.2 prices. Buy on condition not price – or else!

PAST: Horror of horrors! The 911 became water-cooled with the four valves per cylinder, dual overhead cams per cylinder bank, Variocam timing, twin-plug, M96 engine, first in 3.4-litre, then (from 2002) 3.6-litre, guise. As power ever increased, the successor to the 911 developed into a sophisticated GT, in coupe and cabrio form. Usual (extra) high performance versions available, naturally: Turbo (418bhp), GT3 (375bhp) and GT2 (457bhp).

PRESENT: A very capable car, but one blighted by poorer (than previous) quality control and a reputation for cracked cylinder liners and oil leaks from either the rear main bearing or the intermediate shaft. (3.4 engines worse than later 3.6.) A good one is great, a rogue very expensive to repair so it’s vital that you get one with a proper Porsche history..

FUTURE: Good 993 models command more than early 996 so keep an eye out. Not a classic so buty cheap and sit on it.