You might first want to read the story of the 1963-1973 model

Porsche 911/912 G-model (1973-1989)

Date and place of world premiere: September 12, 1973 IAA Frankfurt

  © Porsche
MY1974 MY1975 MY1976 MY1977 MY1978 MY1979 MY1980 MY1981 MY1982 MY1983 MY1984 MY1985 MY1986 MY1987 MY1988 MY1989
Normally aspirated street models 912 2.0 66 kW
2.7 110 kW Euro Japan
S & Carrera 2.7 California 118 kW 2.7 Euro 121 kW SC 3.0 Euro 138 kW SC 3.0 Euro 150 kW incl. MY1982 Ferry Porsche Edition Carrera 3.2 Euro 170 kW incl. Club Sport
Carrera 2.7 USA 129 kW Carrera 2.7 USA 121 kW S 2.7 Japan 121 kW SC 3.0 132 kW USA incl. MY1980 Weissach Edition Carrera 3.2 USA Japan 152 kW Carrera 3.2 KAT 160 kW incl. Club Sport
S 2.7 USA 121 kW SC 3.1 154 kW powerkit
S 2.7 Euro 129 kW Carrera 3.0 147 kW
Carrera 2.7 Euro 154 kW
Carrera RS 3.0 172 kW
charged street models
Turbo 3.0 Euro 191 kW Turbo 3.3 Euro 221 kW
Turbo 3.3 with powerkit 243 kW
Turbo Carrera 3.0 USA 180 kW Turbo 3.3 USA 195 kW Turbo 3.3 USA 210 kW
Turbo 3.0 Japan 180 kW Turbo 3.3 Japan 195 kW
sport models
Carrera RSR Turbo 2.1 338 kW SC Safari 3.0 184 kW SC San Remo 3.0 206 kW SC RS 3.0 188 kW
Carrera RSR 3.0 246 kW 3.2 4x4 165 kW
MY1974 MY1975 MY1976 MY1977 MY1978 MY1979 MY1980 MY1981 MY1982 MY1983 MY1984 MY1985 MY1986 MY1987 MY1988 MY1989
Sportomatic 4-speed Sportomatic 3-speed
Flachbau Coupé Flachbau Coupé with pop-up headlights
Turbo-look Coupé / Cabriolet
Turbo-look Targa
Turbo Targa / Cabriolet
Flachbau Targa / Cabriolet
MY1974 MY1975 MY1976 MY1977 MY1978 MY1979 MY1980 MY1981 MY1982 MY1983 MY1984 MY1985 MY1986 MY1987 MY1988 MY1989
10 digit chassis number 17 digit VIN

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 911’s, 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 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 is 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 911’s got a similar rear wing, but not that wide. The narrower whaletail was used on many production 911’s 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 practise 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 911’s 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

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