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Porsche 911 (G-Series) – The Story

The Second Generation 911

Porsche 911 (G-Series) - The Story

Porsche 911 (G-Series) (1973 – 1989) Story & History

G-Model – The 2nd Generation Porsche 911

Premiere: September 12, 1973 IAA Frankfurt

Starting with the model year 1968, Porsche internally assigned a letter to each model year – MY1968 was “A”, MY1969 was “B” and so on. Model year 1974 cars were therefore called the G-models. Although “G” stands for 1974, the cars until MY1989 were all called G-models to distinct them from the first generation 911s, which are sometimes referred to as F-models (“F”=MY1973).

The 911 G-model was presented to the press at the IAA Frankfurt on September 12, 1973 and a day later to the public. The main exterior differences were the impact absorbing bumpers (developed for USA, but used on cars for all markets), the shorter bonnet, the front blinkers that moved from the fenders to the bumper and the rear reflective panel with PORSCHE-lettering that would become a trademark item. The main interior feature were the new seats with integrated headrests. These seats would be fitted for over two decades with minor modifications in all Porsche models except 928.

MY1974 911 Carrera. The only visual differences from the base 911 and 911S are the slightly wider rear wheel arches and black window trim strips.© Porsche
Two 911 Carrera 2.7 at the Weissach test track © Porsche
911 2.7 © Porsche
911 Carrera 2.7 Targa – note that Carrera Targa comes with black roll-over bar in addition to black window trim strips and door handles © Porsche

The standard engine was now 2.7-litres in comparison to 2.4 in the earlier model. 2.7 – 3.0-litre engines had been used earlier, but were reserved for motorsport models. The 154 kW Bosch/Kugelfischer-injected Carrera-engine used in MY1973 911 Carrera RS 2.7 was kept in production, but used only on the 911 Carrera models for European markets. The base model had 110 kW for all the markets and the European market “S” or Sports version had 129 kW. The importer for USA, Porsche+Audi division of Volkswagen of America, sold the European “S” in USA as Carrera. What a chutzpah against the US Porsche customers!

The next model year (MY1975), the power of the US-model Carrera was reduced further and now the European “S” was more powerful than the US Carrera. This double-nonsense luckily happened only on MY1975. The 110 kW base version was sold in USA only for the first model year (MY1974) and kept in production for Europe for MY1975 and for Japan for MY1976. In MY1976 the base model in Europe had 121 KW. The same car was sold in Japan as “S” as the 110 kW model was still sold in Japan. The 121 kW version was sold as “S”, too, in USA, although it was the base model on that market.

MY1974-77 K-Jetronic 2.7-litre engines developed 110-129 kW © Porsche
Paintshop © Porsche
Final assembly of the 911 2.7 © Porsche

Shown at the 1973 Frankfurt Motor Show was also the prototype of the 911 Turbo. The show car was beautiful, without the impact bumpers. The car shown was much closer to the MY1974 911 Carrera RS 3.0, than the future “Turbo”, but for the exhibition it was labeled “911 Turbo”.

The car had a new rear spoiler, which would soon be called the “whaletail”. The whaletail on the 1973 IAA car was very wide and was only used on the MY1974 911 Carrera RSR 3.0 racing car. The production 911s got a similar rear wing, but not that wide. The narrower whaletail was used on many production 911s starting with the MY1975 911 Turbo until MY1989 911 Carrera 3.2 and in altered design also on 911 964 Turbo S 3.3 and 911 993 Carrera RS.

Although advertised as 911 Turbo prototype at the 1973 IAA Frankfurt, the design features like the spoilers didn’t find their way to the production 911 Turbo. Instead, the bumpers seen here were used on the 911 Carrera RS 3.0 street-legal racer and the wide whaletail was used on the 911 Carrera RSR 3.0 racing car. © Porsche
911 Turbo prototype as seen in 1973 © Automobil Revue
Whaletail as seen on the prototype. It was made narrower for the series production cars. 
It’s a common practice that the prototypes look a bit better than the production versions © Porsche

Following the famous 1973 F-model 911 Carrera RS 2.7, Porsche built its successor based on the G-model and it was called the 911 Carrera RS 3.0. This road legal racing car was first shown at the Geneva motor show in March 1974. With its 172 kW engine, it was the most powerful series production street-legal Porsche made so far.

MY1974 911 Carrera RS 3.0 © Porsche
The whaletail rear spoiler was first shown on the 911 Turbo prototype in 1973 and found its first production use on the 911 Carrera RS 3.0. Later used on different 911s for two decades. © Porsche
For the 911 Carrera RS 3.0 the race braking system developed for 917 (and used in 1973 911 Carrera RSR) was installed. The aluminium 4-piston fixed callipers have cross ribbing for cooling and reinforcement purposes. The discs have radial and axial ventilation. The perforation of the discs serves for cooling and helps to improve the response in the wet. The braking system was equipped with two master brake cylinders (17/22 mm front/rear) with balance arm compensation for adjusting the desired brake-power distribution. © Porsche
Note the duck tail rear spoilers © Porsche
© Porsche

For the 1974 racing season 911 Carrera RSR 3.0 (246 kW) and RSR Turbo 2.1 (338+ kW) were created – the 3.0L for the customer teams and the 2.1 turbo for Porsche’s own team. The reason to produce 911-based cars for racing was marketing. But, any 911-based car would be heavier than racing prototypes of other teams, so Porsche needed more power. Porsche’s engineers knew that turbocharging might help.

The coefficient for the turbocharged cars was 1.4, so in order to fit into the 3-litre class, the engine displacement was limited to 2.1-litres. The 911 Carrera RSR Turbo 2.1 developed 460-500 PS (338-368 kW) peak power, but as the engine was small, the turbo lag was big and it wasn’t as easy to drive out of the corners as it was with the 3-litre normally aspirated car.

Weight reduction measures included plastic hoods, fender flares and doors (each weighing 2.25 kg/5 lb) and the safety cage was made of (not so safe) aluminium. The fuel tank was located in the co-driver’s position.

The 911 Carrera RSR 3.0 was produced for MY1974 and MY1975. © Porsche
911 Carrera RSR 3.0 engine © Porsche
Mechanical parts of the 911 Carrera RSR 3.0 © Porsche
911 Carrera RSR Turbo 2.1 © Porsche
© Porsche
 © Porsche
© Porsche
© Porsche
Porsche 911 Carrera RSR Turbo 2.1 rear wing
© Margus Holland
Turbo 2.1 © Porsche

In 1974 Le Mans 24H, Martini Racing Team (Gijs van Lennep/Herbert Müller) 911 Carrera RSR Turbo #22 and Matra prototype #7 battled for the victory. The Matra used a Porsche-developed gearbox which failed on the second day and the #22 Porsche could have won the race, but Porsche sent its mechanics into Matra’s garage to fix the leader’s gearbox in record time.

Ironically the gearbox of the Porsche #22 also failed leaving them only with the fourth gear. The Matra won and the 911 became second – still a remarkable result for a production based car against the racing prototypes. The normally aspirated 911 Carrera RSR 3.0 cars were successfully entered by customer teams.

1974 June 15-16 Le Mans 24H second place #22 911 Carrera RSR Turbo of Gijs van Lennep/Herbert Müller. Check the width of the rear tyre! © Porsche
1974 Le Mans, the #22 car lifts its front wheel © Porsche
Porsche Cup was a system to find the best Porsche driver – points were givn for the results in different races and counted together after the racing season © Porsche
GT Europa Pokal ’74 poster © Porsche

Before the actual introduction of the 911 Turbo production version, Porsche engineers built one narrow-body version for Louise Piėch, Ferry Porsche’s sister, who was an important person in building up the company and Porsche sales, and was also the mother of Ferdinand Piėch.

On her 70th birthday on August 29, 1974, Louise Piëch received a narrow-body 911 with turbo engine. The model designation on the rear lid says “Carrera” not to give away what’s inside the engine bay. ©
The special 911 with turbo engine was built inside a 911 Carrera 2.7 body ©

While the 911 Turbo prototype was introduced at the 1973 Frankfurt Motor Show, the quite different production version was introduced at the 1974 Paris Motor Show (Salon de l’automobile et Motocycle, October 3-13). The first version was lacking the intercooler. The European version 911 Turbo 3.0 developed 191 kW at 0.8 bar/12 psi boost and had a top speed of 260 kmh/162 mph. The 911 Turbo was also called Porsche 930.

Turbo 2.1 racing car and Turbo 3.0 street car © Porsche
MY1975 911 Turbo. Note the door mirror – this simple design was used only for the first model year and the “elephant ear” mirrors came from MY1976. Another thing to notice on this early car – the car doesn’t yet have the protective black film on the rear wheel arches. © Porsche
Turbo has the 300 km/h speedometer © Porsche
The KKK (Kühnle, Kopp & Kausch) turbocharger helped the 3.0-litre engine to develop 191 kW in European 911 Turbo, 180 kW in Japanese 911 Turbo and 180 kW in U.S. Turbo Carrera. Again, “Carrera” in USA means the car has less power than the non-Carrera version in Europe. © Porsche
911 Turbo 3.0 technology © Porsche

The MY1975 European pricelist showed that compared to the 110 kW base model 911, the 129 kW 911 S was 12% more expensive and the 154 kW Carrera was 37% more expensive. 911 Targa was 7% more expensive than the 911 Coupé. The 911 G-model Carrera 2.7 was also available with the Targa body. In MY1975 the entry level model was the 914 which had the targa top as standard. For the money of the 911 Targa you could easily get two 914s. Of course there was a reason for that – the most powerful 914 that year had only 74 kW of power.

MY1975 US-models (the give-away are the headlamps). The chutzpah of marketing of Volkswagen of America’s Porsche+Audi Division was remarkable: for MY1974 they ordered Porsche to rebadge the European 911 S as Carrera for USA (real 154 kW Carrera never offered in USA) and for MY1975 its power was even decreased, so the US “Carrera” had less power than the European 911 S, not to mention the European Carrera. © Porsche
The yellow car is the US fake-Carrera without the kugelfischer-injected Carrera-engine. The green car is the most powerful street-legal 911 yet, the 911 Carrera RS 3.0 © Porsche
Truck-load of MY1975 911s in front of Porsche’s Ludwigsburg office building © Porsche
© Porsche
911 Targa 2.7 © Porsche
There’s always something special in the open air driving © Porsche
© Porsche

Starting with MY1976 the cars received full body galvanization. That was a major step in extending the pleasure of ownership of these cars. It is estimated the zinc layer added 10 kg/20 lb of weight to the body.

The full-body galvanization, that Porsche started in 1975 for the MY1976 cars, was a major achievement in auto industry © Porsche

For MY1976 electrically adjustable and heatable mirrors were introduced, nicknamed as “elephant ear”-mirrors. Due to their size and shape they provided very good rear-view vision and were used on all Porsches until MY1991 (except 964 Turbo which got the aero-mirrors from MY1991 when it was introduced).

“Elephant ear”-mirrors were introduced for MY1976. The driver’s door mirror was standard on 911 and the passenger side optional at least up to MY1984. © Porsche

For US market 912E was introduced for MY1976 as an entry-level Porsche as the 924 wasn’t yet available for America. The 912E (E for Einspritzung, “injection”) had 4-cylinder VW engine from Porsche 914/4 2.0. It had electronic L-jetronic fuel injection system, which would become available for 911 only after 8 years, in the 911 Carrera 3.2. The 912E was a cheap show-off car – it was 911 from the outside, but the engine power was half of the base 911. The 912E was produced for one model year only.

MY1976 912E – the only visual exterior differences to the 911 were the rear lid 912E-badge (that could be removed), the steel wheels (911 alloys were optional and ordered in most cases) and the simple driver’s door mirror that was already replaced on 911 by that model year (again, heated and electrical new 911 mirror optionally available for 912). © Porsche

For model year 1976, 911 Turbo was introduced on other markets, but engine power was reduced compared to the cars sold in Europe.

MY1976-1977 US-models: 911S (121 kW) and 911 Turbo Carrera (180 kW) © Porsche

For MY1976 and 1977 the 911 Carrera 3.0 was produced. It had 147 kW, which was 7 kW less compared to the 911 Carrera 2.7. Around 3700 Carrera 3.0 were made incl. ca 30% Targas. Most cars were ordered with the proven 5-speed manual gearbox, but 1-2% were ordered with the lousy 3-speed sportomatic gearbox (yes, the sporto had lost another gear for MY1976).

In 1977, for MY1978, engines in base 911 and in 911 Turbo both got displacement increase of 0.3 litres. The base model was now 911 SC with 3-litre engine and 132 kW power output, while the Turbo got 3.3-litre engine with intercooler and developed 221 kW in European version (195 kW in US-version).

As the 911 Turbo now had an intercooler, a smaller turbocharger could be fitted and therefore the turbo lag was reduced. Because the intercooler couldn’t be fitted under the engine lid, a new rear spoiler was created that could house the charge air cooler. The new rear spoiler had upwards bent edges and was therefore called the “tea tray”. In addition to the power increase, new brakes from the Porsche’s racing department were installed.

911 Carrera 3.0 without the “Carrera” side lettering was a usual sight. This is a 1977 model car with its downgraded wheels (MY1976 Fuchs, MY1977 Cookie-cutters) © Porsche
Fitting of front axle in Werk II. The “elephant ear” mirror tells this car is MY1976 or later and the chrome headlight trim tells it is MY1977 or earlier. Until MY1977 the headlamp trim was available in both chrome and body color and from MY1978 only in body color. The black window trim tells it is a Carrera, so it can be a MY1976 911 Carrera 2.7 or a MY1976/77 911 Carrera 3.0 © Porsche
MY1977 dashboard
911 Turbo 3.0 with its distinctive whale tail © Porsche
911 Turbo 3.3 with its distinctive tea tray rear spoiler © Porsche
“Tea tray” © Porsche
The intercooler and a 3.3-litre turbo-engine are hidden there © Porsche
3.3-litre engine in the making © Porsche
3.3 turbo complete with the intercooler and exhaust system is a really compact unit. If an engine like this can do with air-cooling only and at the back of the car where ventilation is not the best, who needs water-cooling? © Porsche
Brake calipers for 911 Turbo 3.3 were adopted from Porsche’s racing department – there are 4 pistons in front calipers as well as in rear calipers. No other series production car (except extremely limited edition 911 Carrera RS 3.0) had such high-tech brakes and this is how Porsche became famous by its super brakes. © Porsche
911 Turbo 3.3 © Porsche
911 SC © Porsche

The “SC” most likely standed for Sport Comfort. The 911 SC came to market at the same time with the new high-tech 928 and there was the believing that the 928 would render the 911 obsolete and the SC was considered as farewell to the 911.

It is interesting to know that what became the 928, was on the drawing board in 1971 as the 911 with rear-mounted V8 (its exterior design was from the beginning what we now know as 928, but its V8 landed at the front later and then it was renamed from 911 to 928). When afficionados asked Porsche’s CEO Ernst Fuhrmann, why he wants to stop making the 911, he answered “We will build this car as long as people want to buy it…

Only when production volume falls below 25 per day will we have to end it.”

911 SC 3-litre engines developed 132-150 kW in street models and 184-206 kW in motorsport models. © Porsche

For the 1978 Safari Rally held in Kenya between March 23 and 27, Porsche created 911 SC Safari-versions. As the ground clearance was seriously improved, the drive shafts had to work in abnormal angles and were destroyed on both cars during the rally. Despite these and other technical problems common in desert rallies, Porsche managed to score 2nd (#14 Vic Preston jr./John Lyall) and 4th (#5 Björn Waldegård/Hans Thorszelius).

1978 911 SC Safari with ducktail from ’73 RS © Porsche
“Every curve is a joy” © Porsche

For MY1980 Porsche importer for North America, the Porsche+Audi division of Volkswagen of America, stopped selling 911 Turbos in USA, but ordered a bunch of 911 SC’s with whaletail and golden Fuchs wheels and sold them as 911 SC Weissach Coupés.

While the marketing guys in the USA added whaletails to boost 911 SC sales, guys in Germany added power to the European version. The European SC got a 6 kW boost for MY1980 (now 138 kW) and another 12 kW boost for MY1981 (now 150 kW). And when the 3-litre wasn’t enough a factory power increase could be ordered in a form of a 3.1-litre 154 kW engine.

In 1980 (as MY1981) the first Flachbau model was created in Porsche’s Werk I. German “Flach” means “flat” and the Flachbau models have been therefore called as “slantnose” or “slopenose” editions. For the first years, these cars remained one-off special order cars. Initially they had lamps only in front spoiler.

First version of Flachbau © Porsche
Early Flachbaus didn’t have the pop-up headlights and the ribs in the front fenders © Porsche

From MY1981 all Porsches got the VIN numbers instead of chassis numbers. USA made the 17-digit Vehicle Identification Numbers mandatory for all manufacturers who wanted to sell their cars in USA. VIN was a great initiative – every VIN is unique in the world and carries the information of the manufacturer, the model, model year and production plant.

At the 1981 IAA Frankfurt Motor Show Porsche showed a 911 Turbo Cabriolet prototype. Supposedly the car even had a 4WD system. At least the conversion to the body to install 4WD parts was done. If it ever had propulsion power connected to its front wheels is not known to us.

1981 911 Turbo Cabriolet prototype as seen in Porsche Museum in May 2013 ©
1981 Porsche 911 Turbo 4WD Cabriolet interior
1981 Porsche 911 Turbo 4WD Cabriolet seat with F.Porsche signature
As can be seen, for some reason this car does not have the intercooler that was introduced 4 years earlier for the 911 Turbo ©
Under the 924 gear knob is a tunnel for the 4WD system ©
1981 Porsche 911 Turbo 4WD Cabriolet dashboard

In 1981 (as MY1982 car) Porsche released a cosmetic limited edition 911 SC with Ferry Porsche’s signatures stitched on the headrests. The 911 SC Ferry Porsche Edition was produced both in Coupé and Targa form. There wasn’t anything so special about the configuration of the car, but Ferry Porsche as a person is so special that this edition is just special. A powerkit for the turbo engine was now available producing 243 kW.

Special 911 SC was created for Walter Röhrl for 1981 San Remo Rally. Unfortunately the gearbox broke down. © Porsche

911 police car with black-painted ‘cookie-cutter’ wheels available for SC from the 1982 model year © Porsche

Available from September 1982 for the last, 1983, model year of 911 SC series production cars, the first series production 911 Cabriolet was introduced. Since the end of the production of the 356 in 1965 there were no cabrio in Porsche’s portfolio. Targas had served the open car enthusiasts in the meantime.

150 kW 911 SC Cabriolet is capable of 235 kmh / 146 mph © Porsche
132 kW 911 SC cabrios for export markets (note the big bumper guards required by some markets) © Porsche

The Flachbau got 924-style pop-up headlights and new front spoiler for MY1983. The US-versions didn’t get the new front spoiler and were delivered with the standard 911 Turbo front lower valance.

Flachbau version 2 with pop-up headlights and new front spoiler © Porsche
Flachbau version 2 European version

Starting from May 16, 1983, the printed labels with VIN, M-codes etc. were installed under the front lid.

For the 1984 model year, the 911 SC 3.0 was replaced by the 911 Carrera 3.2. Visually everything remained the same except the “911SC” badge at the engine lid was replaced by “Carrera”. From now on, the “Carrera” stood for base model and not for the top of the line model. The 3.2-litre developed 170 kW without the catalyst and 152 kW with the catalyst. As an innovation, the connecting rods were made of titanium as on the 959 prototype, also shown in 1983.

MY1984 911 Carrera 3.2 didn’t have any exterior changes to the MY1983 911 SC, but because of the electronic fuel injection and the 0.2 litres addition to the engine displacement it is considered different generation compared to the SC. © Porsche
MY1984 911 Carrera 3.2 Targa with “phone dial” wheels that were introduced with the Carrera 3.2, but didn’t prove to become popular among the buyers. Note that the passenger side door mirror was still optional. © Porsche
Porsche 356 and 911 Carrera 3.2 Rijkspolitie (Dutch Police)
Dutch Police Rijkspolitie has bought more than 500 Porsches (356, 911 first gen., 914, different 911 G-models, 924, 964) © Porsche

Porsche took part and won the 1984 Paris-Dakar Rallye held from January 1st to 20th with the specially developed 4-wheel-drive 911 Carrera 3.2. There had been a few 4WD cars in the history of Porsche already since 1900, but 4-wheel-drive concept wasn’t seriously used before the 911 Carrera 3.2 4×4 aka Porsche 953.

Three 953s took part and all finished the cruel 11.000 km rallye. Some sources say, not all of them were 3.2-litre cars. The 3.2-litre unit in the winning car had 5 kW less than the production version because the compression ratio was lowered due to lower quality gasoline available in Africa. The car carried an astonishing 270 litres of fuel on board (120 litre tank in front luggage compartment and 150 litre tank behind the seats). The list of Porsche teams looked like this:

  • #175 Jacky Ickx / Claude Brasseur (finished 6th)
  • #176 René Metge / Dominique Lemoyne (winners)
  • #177 Rene Kussmaul / Erich Lerner (finished 26th)

In addition to the overall victory, Porsche won also in the teams category.

License plate BB-PW846 shows the winning #176 Porsche 911 Carrera 3.2 4×4 © Porsche
© Porsche

Although the 911 SC was discountinued for MY1984, Porsche produced 20 911 SC RS competition cars. The special 3-litre engine developed 188 kW. With the help of aluminium and plastics the curb weight was dramatically reduced, to 960 kg/2116 lb. Saeed Al-Hajri took victory with the 911 SC RS in the first competition the car entered, the 1984 Qatar rallye.

911 SC RS: all the 20 cars © Porsche
The wide “turbo-look” body of the 911 SC RS aka Porsche 954 © Porsche

From the beginning of the 911 Carrera 3.2 production, Porsche started offering 911 Turbo’s wide body for normally aspirated cars – the posing era had started.

911 Carrera 3.2 Cabriolet with Turbo-look body (option M491) © Porsche
Already in 1985 Porsche Sonderwunsch Programm (later Porsche Exclusive) offered the Tekade car phone © Porsche
Hardtop for 911 Cabriolet offered by Porsche Sonderwunsch in 1985 © Porsche
The 911 engine was the basis for the PFM3200 flight engine (PFM=Porsche FlugMotor) developed in the early 1980’s and briefly marketed in the second half of the decade. © Porsche

When the Carrera 3.2 was introduced, the engineers focused on the next generation of the 911, the 964. Not yet an 964, but an aerodynamic test car was made based on the 1984 911 3.2. While the standard G-model had a drag coefficient cd (cw) of 0.40, the aerodynamic 911 achieved a figure as low as 0.27 in 1986.

1984-1986 911 Carrera 3.2 Aerodynamic concept car (911 E 19) has no passenger side mirror © Porsche
Similar side sills would be introduced in 1988 with the 964 © Porsche
The roof doesn’t have the usual edges the air-cooled 911s have. Rear wing design would be used 15 years later on the 2001 911 996 GT2 © Porsche

On MY1986, the Targa and Cabriolet versions were added to the 911 Turbo’s line-up and Turbo was back in USA after 6 years gap. The US-version 911 Turbo now had 15 kW more than in the last MY1979 US cars, but still 11 kW short of the European version.

MY1986-1989 911 Turbo Cabriolet © Porsche
MY1986-1989 911 Turbo Targa. While almost 21.000 911 Turbos were made between 1974 and 1989, the Turbo Targa was very rare. © Porsche

For MY1987 the export models received a power increase of 8 kW (now 160 kW), but these catalyst-equipped cars were still 10 kW short of the European standard 170 kW model. From now on, the catalyst model was also available in Europe in addition to the non-catalyst model. For the MY1987 Carrera 3.2 also the stronger G50 gearbox was introduced.

Catalytic converter © Porsche
G50 gearbox © Porsche

In MY1987 the 911 Carrera 3.2 became available in slightly stripped form and was called the Club Sport.

911 Carrera 3.2 Club Sport © Porsche
Optional Club Sport decal © Margus Holland

From MY1987 the Flachbau was available also in Targa and Cabriolet form. The Flachbaus weren’t one-offs ordered from Porsche’s Sonderwunsch department anymore and could be specified like other optional extras, with option code M505 for USA (cars with standard 911 Turbo under valance) or M506 for Germany (cars with Porsche Exclusive front spoiler, option code XA4).

Flachbau creation in Werk I © Porsche
Headlamp alignment adjustment © Porsche
Flachbau for USA (without the special front spoiler) © Porsche
The last G-model car made was also a Flachbau Cabriolet © Porsche

In total 984 Flachbau G-models were made.

1987 IAA Frankfurt, September 11-20: 911 Speedster prototype © Porsche
911 Speedster prototype
911 Speedster prototype with “Carrera” written on the rear lid. The production version got a “Speedster” script instead. © Porsche

For the last model year, 1989, 911 Speedster was introduced. Over 2000 of these beautiful cars were made. Only ~8% were standard cars with narrow body and ~92% were ordered with Turbo-look widebody out of which a very few cars were given the Flachbau treatment. For the last model year also the “25 years 911” anniversary model was produced based on the 911 Carrera 3.2 Coupé and a 5-speed G50 gearbox was finally installed in the 911 Turbo. The normally aspirated models had always the 5-speed available, but Turbo was for some reason made with 4-speed gearbox until MY1988.

MY1989 911 Speedster with standard narrow body is quite rare as most of the cars were ordered with wide Turbo-look body © Porsche
MY1989 911 Speedster Turbo-look – WOW! © Porsche
Ferry Porsche in a 911 G-model Speedster. Ferry Porsche was the man in the family who started the Porsche sportscar production and headed the company for more or less 50 years. Already during his lifetime, more than one million Porsche sports cars were made.

For the MY1989, a new 911, the 964 was introduced. During that model year, both the G-model and the 964 were made.