Auto da investimento: Porsche 911 Turbo
Porsche 911 Turbo: auto epocale. Rappresenta, per antonomasia, “un certo tipo” di auto sportiva, un tempo conosciuta per essere una delle più terrificanti del mercato per le sue caratteristiche peculiari: motore posteriore a sbalzo (al contrario di tutta la maggiore concorrenza, Ferrari, Maserati, Lamborghini, Aston Martin, Jaguar, che ha sempre proposto motori anteriori o posteriori ma centrali), turbina di grandi dimensioni, grande potenza, coppia smisurata, estetica possente.
Nata nel 1975, la versione sovralimentata della 911, la Turbo 3.0 era una vera figlia delle corse, sviluppata sulla base delle esperienze acquisite nel campionato americano Can-Am dove la Porsche 917/30 (V12 boxer, 2 turbo, 1.000 Cv) era una vera ammazzasette.
Dal primo modello del ’75 con 265 Cv, nel 1977, sulla 930, la potenza è salita a 300 Cv e oltre 400 Nm di coppia (cambio a 4 marce per avere ingranaggi adeguatamente grandi e robusti).
Nel 1986 viene proposta anche in versione Targa e Cabriolet. Nel 1989 la Turbo ha messo la quinta marcia ma solo sugli ultimi esemplari almeno l’ABS era optional. Sul modello del 1991 della gamma 964 la potenza cresce ancora (320 Cv sulla 3.3, 360 Cv sulla 3.6) ma aumentano il comfort e il motore diventa un po’ più sfruttabile.
Nel 1994, sulla 993, una prima rivoluzione: due turbocompressori, trazione integrale, cambio meccanico a 6 marce e sospensione posteriore multilink. La 993 Turbo è una bestia ma è anche una Porsche molto più sfruttabile.
Con la 996 e l’introduzione del motore raffreddato ad acqua (e, per la prima volta, il cambio automatico Tiptronic S a 6 marce), pur con 420 Cv la Turbo è una vera e propria auto sportiva per tutti i giorni, comoda, confortevole e versatile.
Sulla 997 Turbo MK1 la potenza sale ancora: 480 Cv ancora più indiavolati rispetto alla 996 ma anche una grandiosa capacità di guida nel traffico di tutti i giorni e sulle lunghe distanze. Una vera Gran turismo, insomma.
Con la versione 997 Turbo MK2 cambia radicalmente l’impostazione tecnica del motore (iniezione diretta di benzina, sempre con due turbo) e la potenza raggiunge il nuovo picco dei 500 Cv. Non si tratta più un AUTENTICO motore Turbo madi un motore Carrera potenziato.
Cosa dice il mercato
Fino alla 993 Turbo (l’ultima con motore raffreddato ad aria, quindi testimone di una certa tradizione), le 911 Turbo possono essere considerate auto da collezione sulle quali è possibile scommettere per il futuro. Dalla 996 in avanti la 911 Turbo è considerata una buona auto usata, che si acquista con cifre molto più contenute rispetto al costo da nuova. Essendo una Turbo offre comunque una maggiore tenuta del valore rispetto alla 911 Carrera.
Sulla 997 Turbo MK2 si paga lo scotto di un motore molto diverso dalle sue consorelle. Resta una 911 Turbo ma il mercato, nei prossimi anni, potrebbe non premiarla. Si potrebbero, per contro, riuscire a fare ottimi affari.
911 turbo 3.0 – 930 Turbo 3.3 (4 e 5 marce)
La primissima generazione delle 911 Turbo sovralimentato comprende il modello primigenio (3 litri, turbocompressore senza intercooler, 260 Cv, vel. Max 250 km/h, 0-100 km/h in 5”5, produzione 1975 – ‘78) e la sua evoluzione (3,3 litri, turbocompressore con intercooler, 300 Cv, vel. 260 km/h, 0-100 in 5”, produzione 1978 – ‘89).
Manutenzione ordinaria: tagliando ogni 20.000 chilometri o una volta l’anno.
Pregi: tenuta del turbina di vecchia generazione con spinta notevole ma ritardata valore nel tempo; versione Turbo 3.3 5 marce leggermente più progressiva nell’erogazione.
Difetti: turbina di vecchia generazione con spinta notevole ma ritardata, avantreno leggero, tenuta di strada e guida per esperti, marce lunghe (specialmente le versioni con 4 marce). Sulle versione Turbo 3.3 Targa (molto rara) e Turbo 3.3 Cabriolet è necessaria maggiore attenzione e cura delle guarnizioni per l’abitacolo.
Note: è possibile che la turbina sia stata modificata per aumentare la pressione di sovralimentazione e fornire più potenza. Prima di un acquisto sarebbe necessario smontare il turbocompressore e controllare la valvola limitatrice della pressione (wastegate): potrebbero essere stati applicati dei distanziali per aumentare il carico della molla.
Quotazioni. 911 Turbo 3.0: oltre 50.000 euro (quotazione media). 911 Turbo 3.3 Coupé: 35 – 50.000 euro (quotazione media). Porsche 911 Turbo 3.3 Targa o Cabriolet: +20%
964 Turbo 3.3, Turbo 3.6, Turbo S 3.3
La gamma delle 964 si articola nella prima versione (3,3 litri, turbo con intercooler, 320 Cv, 270 km/h, 0-100 km/h in 5”0, produzione 1990 – ‘92), poi aggiornata (3,6 litri, turbo con intercooler, 360 Cv, 280 km/h, 0-100 km/h in 4”8, produzione 1993 – ’95). Per i clienti più esigenti e sportivi era disponibile la versione Turbo S, in pratica una 964 RS sovralimentata (3,3 litri, turbo con intercooler, 381 Cv, 290 km/h, 0-100 km/h in 4”9, produzione 1990 – ’92).
Manutenzione ordinaria: tagliando ogni 20.000 km o una volta ogni due anni. Registrazione punterie ogni 40.000 km
Pregi: grande affidabilità, migliore guidabilità rispetto alla generazione precedente. Turbo 3.6 più progressiva rispetto alla Turbo 3.3. Tenuta del valore usato.
Difetti: bracci inferiori delle sospensioni anteriori (silent block soggetto ad usura e rottura). 911 Turbo S per esperti e collezionisti (valore elevato, guida difficile).
Note: possibile modifica alla pressione di sovralimentazione. Il concessionario Porsche ufficiale effettuava un aumento contenuto (nell’ordine di 0,2 bar e comunque inferiore a 1) per rendere la spinta più vigorosa ma salvaguardando l’affidabilità del motore. L’aumento verso pressioni di sovralimentazione maggiori era comunque impossibile: se fosse stata rilevata una pressione troppo elevata veniva interrotto (di regola) il flusso di benzina nei cilindri.
Quotazioni: 40 – 60.000 euro (quotazione media). 964 Turbo S 3.3: oltre 200.000 euro.
993 Turbo, 993 Turbo kit 430 o 450 Cv, 993 Turbo S, 993 GT2
Negli anni ’90 non erano molte le vetture in grado di esibire oltre 400 Cv di potenza massima. La 993 Turbo (3,6 litri, 2 turbo con intercooler, 408 Cv, 305 km/h, 0-100 km/h in 4”5, produzione 1995 – ’98) era disponibile anche con kit di potenza ufficiale a 430 e 450 Cv. Nel 1996 entrò in produzione la 993 Turbo S (160 esemplari) con motore potenziato a 450 Cv ed equipaggiamento interno completo. Nel biennio 1995 – ’96 Porsche produsse la 993 GT2 (450 Cv, trazione posteriore, abitacolo semplificato) oggi molto rara e ricercata dai collezionisti.
Manutenzione ordinaria: tagliando ogni 20.000 chilometri o una volta ogni due anni.
Pregi: trazione integrale, grande affidabilità, potenza elevatissima, molto guidabile nell’uso quotidiano grazie alla doppia sovralimentazione. Tenuta del valore usato
Difetti: bracci inferiori delle sospensioni anteriori (silent block soggetto ad usura e rottura), manicotti dei tubi afferenti aria dall’intercooler alle turbine (eccessiva debolezza). Dopo diverse rotture (segnalate dalla spia generale di malfunzionamento propulsore sulla strumentazione), Porsche interviene ufficialmente con un rinforzo di colore arancione a livello della fascetta stringi-tubo (se, dunque, da una banale ispezione del vano motore risultano manicotti con un bordo arancione, si tratta dei componenti aggiornati). Coperchi delle valvole in materiale plastico: col tempo possono rovinarsi e provocare perdite d’olio.
Note: possibile modifica alla pressione di sovralimentazione. Il concessionario Porsche ufficiale effettuava un aumento contenuto (nell’ordine di 0,2 bar e comunque inferiore a 1) per rendere la spinta più vigorosa ma salvaguardando l’affidabilità del motore.
Quotazioni: da 60-80.000 euro (quotazione media). 993 Turbo S: da 150.000 euro (quotazione media)
996 Turbo, 996 Turbo kit 450 Cv, 996 Turbo S
Nel 1999 la 911 Turbo adotta il raffreddamento ad acqua e, optional, il cambio automatico Tiptronic S. Le caratteristiche salienti sono: 3,6 litri, 2 turbo con intercooler, 420 Cv, 305 km/h (Tiptronic S: 298), 0-100 km/h in 4”5 (Tiptronic S: 4”9), produzione 2001 – ’06. Nel 2003 Porsche propose un kit di potenziamento a 450 Cv. Nel 2005 venne presentata la versione Turbo S: 450 Cv, full optional.
Manutenzione ordinaria: tagliando ogni 20.000 chilometri o una volta ogni due anni.
Pregi: basamento motore ripreso dalla 993 Turbo (elimina il noto rischio di rotture che affliggono i motori 3,4 e 3,6 delle 996). Grande affidabilità e guidabilità nella guida quotidiana, potenza molto elevata ma gestibile. Prestazioni superlative grazie alla trazione integrale.
Difetti: rapida svalutazione. Il mercato non tende a valorizzare le versioni Cabriolet o Turbo S. Da questo modello in avanti la percezione della 911 Turbo è soprattutto quella di un’auto “usata”.
Quotazioni: 45 – 55.000 euro (quotazione media)
997 Turbo MK1, 480 Cv
Si tratta di un’evoluzione del modello precedente con propulsore molto simile ma con un ulteriore guadagno di potenza massima (3,6 litri, 2 turbo con intercooler, 480 Cv, 310 km/h, 0-100 km/h in 3”9 (Tiptronic S: 3”7), produzione 2005 – ’08).
Manutenzione ordinaria: tagliando ogni 30.000 chilometri o una volta ogni due anni.
Pregi: trazione integrale, grande affidabilità, un missile di potenza e prestazioni che si guida come una vettura di tutti i giorni.
Difetti: rapida svalutazione
Quotazione: 50 – 70.000 euro (quotazione media).
997 Turbo MK2, 500 Cv
Il motore cambia radicalmente. Fino alla Turbo MK1 il motore Turbo è sempre stato molto differente dai modelli Carrera. Pur cambiando le sigle tecniche, esso ha conservato una stretta parentela con le generazioni precedenti, tutte derivate da motori Porsche utilizzati per le competizioni.
Su questo modello, ragionando in termini “puristici” si compie un passo indietro: si tratta, infatti, di un motore Carrera S da 3,8 litri a cui sono stati applicati due turbo.
Manutenzione ordinaria: tagliando ogni 30.000 chilometri o una volta ogni due anni.
Pregi: come Porsche 997 Turbo MK1, cambio PDK a doppia frizione (optional).
Difetti: rapida svalutazione
Quotazione: da 70.000 euro (quotazione media)
STORM BREATH. THE 3.0 TURBO 1975 AND THE 964 TURBO 1991, THE FIRST AND THE LAST OF A VERY SPECIFIC HISTORICAL PHASE IN THE 911 LIFE, HAVE SOMETHING SPECIAL: THEY ARE THE BEST EXPRESSION OF THE TYPICAL WILD CHARACTER OF A TURBO, WIDELY DETECTABLE IN AESTHETIC FORMS AND IN DRIVING EXPERIENCE.
The first 911 Turbo of the story, the Turbo 3.0 1975 is the beginning of an extraordinary adventure. The 964 Turbo is the last of a time, the supreme apex of the primitive philosophy of the Turbo: superhuman and wild power.
Victor Hugo was peremptory toward tomorrow: “Here’s my motto: steady progress. If God had wanted that man moved back, he would put an eye behind his head. We always look on the dawn side, the bud, the birth”. Today 991 Turbo is the progress, a compendium of all the automotive technology knowledge from Zuffenhausen, a car which allows you to control more than 500 horses and almost without realizing, while you are “strolling” with it to shop, that you are not very far from a 917K (600 hp). Therefore, it can be said that the modern Turbo is a car which tends to perfection. However, “the heart has reasons that reason does not know”, Oscar Wilde said.
911 TURBO 3.0 1975
The turbocharger test began in Zuffenhausen before the end of the ’60s. The 917K 12-cylinder (4.5 litres) had given them the first victory at the 24 Hours of Le Mans in 1970. That year, however, the FIA had issued the official rules for 1972 which would have relegated the Prototype category to “poor” 3 litres engines. Porsche won again at Le Mans in ’71 thanks to the 917 increased to 5 litres but new studies had already begun long since to hijack the greatest sporting aspirations of the brand to the Can-Am series (active since ’66), whose official commitment had already begun a few years earlier, in ’69. From parallel studies on a 16-cylinder car and one with a V12 with two turbochargers, in ’72 the 917/10 Turbo for over 1,500 hp was born, winner of Championship ’72, followed by the 917/30 dominator of the ’73 season.
Together with the exciting racing events, Porsche, as always, had also gave importance to the road production: the idea was to equip the 911 with supercharging to get a model which is able to compete with more high-sounding representatives of competing production, especially Italian and English.
COMPLEX ENGINE
In order to give shape to the 911 Turbo drive unit it was decided to start from the 6-cylinder boxer engine of the 911 Carrera RS 3.0 with light alloy crankcase but with a silicon content, which was named as 930/50 (which became 930/51 for that reserved for the American market and equipped with an additional air pump to break down exhaust gases). They then used aluminum pistons and Nikasil cylinders. The valves also derived from the RS (49 mm in diameter for the suction ones, 41,5 for the exhaust pipe ones, sodium filled). Assuming a power level much higher than the RS engine, many components were increased: camshaft crankcase with with four bearings (instead of three), lubricating oil pump increased (with specific derivation to support the turbocharger) and new ignition system without contact breaker (the switch which provides, under a cam action, to interrupt in the provided moments the flow of current in the circuit), replaced by a complex rotor (rotating member) and a sensor (able to provide electrical pulses to the control unit). The power system is also new: while for the turbocharged racing engines they used an injection system fully mechanical (a pump mechanically driven by the engine increases the fuel pressure and dose the sprayed volume), for the 911 Turbo it was chosen the most sophisticated K-Jetronic device. The power source was provided by two electric pumps working in series, a racer-derived expedient and which made up for the higher demand of the fuel during the exasperated functioning. The cooling system, of course air with the classic 11 fan blades, was enhanced by increasing the speed of rotation of itself with respect to a Carrera engine. In this way a greater quantity of air could flow in the pipes, necessary to improve the cooling.
THE TURBO
The system essence was, of course, the turbocharger: two vane impellers arranged on the same axis rotate jointly. The first one is moved by the gas coming from the exhaust pipes. The second one receives atmospheric air from the outside (conveyed through the spoiler) and the K-Jetronic system dispenser, conveys it in a duct and compresses it (at a fixed pressure of 0.8 bar). Passing through a delivery conduit, the inlet valve and the intake manifold, the air under pressure is mixed with fuel sprayed by the injectors and enters the combustion chamber where it takes place the phases of the operating cycle.
The system has two more ducts connected to a pressure limiting valve (called wastegate) and a gas recirculation one. When the boost pressure in the intake duct reaches the set value, the wastegate free the excess air which flows to the exhaust silencer. Moreover, when the pilot releases the gas pedal, causing the closure of the suction throttle, creates a depression in the duct attached to the recirculation valve of the exhaust gases which, opening, connects the first suction duct which leads to the impeller with that which pushes the compressed air toward the intake manifold. No back pressure is created, consequently, and a closed circuit is determined where the compressor sucks the air which supplies while the petrol is not supplied by injectors. The use of supercharging (o boost??) required the determination of a geometric compression ratio rather low, 6,5:1, which, however, had to be added to the awareness that the pressurized air entering the cylinders caused a pre-phase compression, so that the overall theoretical ratio was 11:1. With the entire supercharger system fitted, the Turbo 3.0 engine weighed 207 kilograms (with a weight penalty of 25). The maximum power obtained at 0.8 bar pressure was 260 hp at maximum engine speed of 5,500 rpm. The maximum torque was even 35 kgm at 4,000 rpm.
TRANSMISSION
The 911 Turbo needed a transmission able to absorb and transmit vehemently a considerable power to the wheels (rear). Starting from the 915 transmission it was made a box with the same size to maintain the overall dimensions. Obviously, it was increased the diameter of the inner shafts and the gear width to be able to withstand the strong torque generated by the engine. The number of the gears of the new transmission 930/30 was therefore limited to four. Modified, finally, the synchronizers and the diameter of the clutch disc, which increased from 225 to 240 mm in diameter.
CHASSIS
A high-performance car like the Turbo required a very careful study of the supporting structure which was, therefore, completely redesigned. The adjustable suspension was divided into swinging aluminum transverse arms and spring struts at the front, diagonal thrust arms (also aluminum made) in the rear, Bilstein shock absorbers and anti-roll bars 18 mm in diameter. The braking system consisted of four autoventilated discs front and rear, alloy front brake calipers and rear cast iron.
DECISIVE IMPACT
No 911 exquisitely road, until then, ever had dared to have strong and uninhibited shapes; the most aggressive image known until then (but we are talking about models with sporting ambitions also) had been produced by the Carrera RS 2.7 and the older sister RS 3.0. The majestic 911 Turbo was immediately recognized thanks to its front wheelhouse increased and which became exaggerated at the rear (equipped with a plastic protection to protect from debris); they had 15″ wheels (with 7-inch channel front and 8 rear) with tires 185/70 VR 15 front and 8J x 15 rear. Among the options, you could choose coverage increased: respectively 205/50 VR15 and 225/50 VR 15. Before that there was a front spoiler derived from Carrera; as well as, moreover, the rear one: it had a beneficial twofold effect: it conveyed air towards the supercharging implantation and crushed the tail to earth at high speeds increasing decisively the roadworthiness in bend and the overall stability. The performance, the most interesting side of the Turbo, was obviously front-rank: from 0 to 100 km/h in 5″5, from 0 to 1.000 metres in 24″ and a max peak of 250 km/h.
ON BOARD EQUIPMENT
The top model in the Porsche range was only available as Coupé version. The classic 911 cabin enriched by some prestigious accessories for a model so exclusive was an emotional completion for the external view, full of irrepressible personality: standard electric windows, fog lights, stereo, a new heating system, more efficient, heated back window and windshield. A further internal characterization was given by leather/fabric squares mix seats and, of course, the classic instrumentation with five circular elements led by the large central rev counter, with no boost pressure gauge.
THE MODEL YEAR ‘75
Presented at the Paris Motor Show in the autumn ’74, the production of the 911 Turbo 3.0 started in the spring ’75 and lasted only for a few months and thus created a small number of model year 75s; about 280 pieces (the numbering is from 1 to 284 but it must be considered prototypes and pre-series models). Those cars differed from the model year ’76 because of some special set-up and their lower weight in the 911 Turbo history: over fifty kg lighter than a car of the next series My’76 (declaring 1.195 kg) as the body galvanization lacks. In 1976 the Turbo received a different electric and heated mirror (larger), 12 months warranty with no mileage limit, ignition key with light, sound system with four speakers (on the previous version there was only one central speaker placed on the dashboard). The Turbo 3.0 production underwent even more substantial changes on the ’77 model year, the last before the cubic capacity increase from 2.994 to 3.299 cc decreed the birth of the monstrous Turbo 3.3.
ABOARD THE PROGENITOR
Its colour giving a nod to the universe of green and blue, a tribute to the coloristic teutonic imagination and the Turbo writing screen-printed on the side (optional) invite us to think of it as a museum sculpture (no offense intended for the Cisitalia 202 preserved at the MOMA in New York). It’s a car with something magical, showing almost with effrontery every sinuous evolution of its mighty curves: the very wide sides, the big but not huge rear wing like on the 3.3, the large bumpers, the classic rear lamps which appear so small in the face of exaggerated wheel arches. Today, the Turbo is equally impressive but its grace has given way to the strong stage presence of the 930. We get on board and now we dive into the ancient time, in an ergonomic dimension of the 911 which contradicts itself: the steering wheel is fixed, the door panel is simplistic like the RS one, the steering wheel hides part of the equipment (it is clear: the gaze must be for the tachometer and, if there is time, for a few timid glance at the speedometer, just to see which way the wind blows in motion).
The shift lever, only four gears, has a long stroke a yawn on the highway aboard of a Cayenne or a Panamera: controlled limits and comfort, you’ll drive in souplesse so that … you’ll not know what to do! We start the engine and rediscover ancestral sounds: the fan which looks like a helicopter trapped in the engine compartment, that rumbling metal which for you, porsche fan, is a voice. Hard clutch, hinged on the ground (great times!), short confidence and departure. Inside the cabin with no dual-zone climate the heat of July invades your clothes and your senses, already excited for the thrill of driving the progenitor. The hard steering (no power steering), but precise in curve, detects any road surface change, hard gearshift and, as you step on the gas, here is the wild character of the beast, which crushes you to the seat when the turbo lag disappears. And that, paradoxically, it has not the effective braking you’d expect from a modern Turbo, which prefers to cling to the asphalt and eradicate it rather than disappoint the driver. Today it is a queen, rare, precious and to be cuddled. But for us it is the prologue of the “beast” 3.3.
964 TURBO
In a time of deep crisis for the Stuttgart brand (as at the time of the birth of the Turbo 3.0, in the middle of the oil crisis), and before starting the revolution and churning out the 993, the 911 in its most classic shape and technical content meets its maximum development with the 964. The 911 Turbo which was built on the “old” 930 5-speed 300 hp retired in 1989 is a mature car but, as the project lives now since ’64, so still firmly rooted in its mechanical layout. Insomuch as today, in the age of 997, the vast majority of porsche fans thinks that proposing, at the beginning of the 90s, a mainback with overhanging engine with 320 hp and capable of more than 270 km/h could only be made by the Stuttgart House. Although it had the ABS, in short, it was still a disturbing car in the opinion of many people.
The Carrera 2 was the starting point, with a width increasing from 163 to 177 cm exasperating, once again, that shape which has always characterized it. Every single body detail made even more powerful met specific needs given by its mechanics and, moreover, the end result was not a streamlined car body caressed by the wind (cx 0.36) as a today Turbo but the visual emotion was assured anyway. The chassis was the classic type with pressed steel supporting structure, with great torsional rigidity to which the suspension were attached: front McPherson and classic rear oblique arms, although the suspension was made comfortable thanks to a coaxial spring-damper system, obviously with more restrictive calibration than those from the Carrera 2 and 4.
ENGINE: PLUS 60 HP
Not so many if we consider that between the Turbo 3.0 and the 964 Turbo 3.3 there are sixteen years apart. Passing through the 3.3 version of the 930 (930/60 and 930/66) the 6-cylinder boxer signed M64/50 had a supercharging system with low index of inertia turbo and was equipped with the air exchanger (introduced with the 3.3 ’78), which decreased the temperature of the air pressure “shot” into the combustion chambers increasing the engine and the turbocharger efficiency. The power was entrusted to a single candle for each cylinder, the distribution still made use of a system with shift paddles driven by a single camshaft for each cylinder bank and working on two valves.
Thanks to the great work of development, the Turbo came to providing 320 hp at 5.750 rpm (97 hp/litre compared to 86.8 of the Turbo 3.0), with a peak torque of 450 Nm at 4.500 rpm. The description is completed with a robust five-speed gearshift, a willing braking system with large autoventilated discs, drilled and equipped with ABS, 17″ wheels with front tires 205and rear 255 and a not inconsiderable weight, compared to the progenitor of the family, 1.470 Kg reported.
Despite all that, the Turbo did not betraying expectations: from 0 to 100 in 5″, from 0 to 200 in 18″6, from 0 to 1000 meters in 24″. More modern and prestigious, the Turbo 964 was already an object which admitted the docile definition; the concept was accompanied by a rich equipment: semiautomatic climate, electric seats, mirrors and windows, central locking, 2 airbags, power steering.
BEHIND THE WHEEL: THE MEASURABLE ANGER
Many years have passed but nothing has changed. You can realize it thanks to the mere technical data, you can realize it just sitting behind the wheel and becoming familiar with the cabin, with the steering wheel-drive, the pedals hinged at the bottom. And of course, you can realize it thanks to the wheel. Once turned the key on the left, the 6-cylinder comes to life gently, it offers a good initial starting point and it explodes in anger over 3.000 rpm by kicking the tachometer needle toward the red. A Carrera S 3.8 does better in terms of “0-100” but a single turbine which throws air with unprecedented impetuosity and pushes on the tail of the broad back of a Turbo which catapults forward, maybe is priceless. The five-speed transmission is the quadrature of the circle to make the most of the engine, so elastic and ready to commands, docile when one caresses the power instrument, the gas pedal. The physical limits of the Turbo 3.3 are too high to be found on the road, where it is positively understeer in tight curves. The large mass and the enormous power will conquer you for the great seal of the back, of course capricious and difficult to control in extreme situations where it emerges, all suddenly. It is not for everyone. Neither it wants to be.
IN CONCLUSION
Turbo 3.0 or 964 Turbo 3.3? They are very different as the latter speaks a very modern language of comfort. Both, however, qualify the approach to a supercharged 911 as highly adventurous, which does not allow errors. The patency awards the new 997 Turbo 3.8 with direct injection as a technical and engineering masterpiece, with design and practicality. But a Turbo with the only rear wheel drive will only be treated with reverence by anyone who has had to deal with it.
911 TURBO 3.0: WHAT YOU HAVE TO KNOW
TRIM AND SUBSEQUENT DEVELOPMENTS
Model Year ’75: the interior of the Turbo My ’75 followed that of the Carrera 2.7 of the same year. From the My ’76 it is introduced the hot dip galvanized sheet on both sides of the platform and body, external mirror, heatable and electrically adjustable from the inside. On the Model Year ’77 it is added the mirror on the passenger side. The ride comfort is improved with an added spring to facilitate the release of the clutch pedal and a brake booster (T52). Then, it is introduced the lighting controls of fan and heating, dual controls for the ventilation system, warning lights for handbrake and seat belts, rear wiper, tinted glass, rear window demister system with two-stage electric demisting system, improvements to the system timing gear. Finally, a newly designed central console is applied as well as the turbo boost pressure indicator.
The turbo pressure gauge is mounted under the tachometer. In 1975 it was introduced with the Turbo a new type of interior finish Tartan fabric type (Schottenkaro in German), colours MacLaughlan (red), Black Watch (green) or Mackenzie (brown/beige). It was available for the central seat insert or as a coating not only for the seats but also for the side and rear panels. That finish will become available in the rest of the selection from the MY76.
As for paints, also for the interior it were available without additional charge all the standard or optional combinations for the 911 range, including the total cover in leather. The sports seats remained an option (cod.409).
The instrumentation follows a curious development: the speedometer has a full scale up to the maximum speed of 300 km/h on the My ’75 and ’76. On the other hand, on the My ’77 the full scale “downgrade” up to 250 km/h.
The large rear spoiler takes different forms. There are in fact two types, both in “Whale Tail” shape with double ventilation grille. The design was taken from the large wing of the 911 RSR of the 1974, but it has been shortened to make it fit, compared to the rear bumper, according to the law. The first set has a smaller rear grid, the second a larger series. The spoiler had the largest grid in the presence of the air conditioner.
911 TURBO 3.0: CHASSIS NUMBERS
YEAR/MODEL SERIES VIN MARKET
MY ’75 (H) 9305700001 – 9305700284 –
MY ‘76 (J) 9306700001 – 9306700644 ROW
MY ‘76 (J) 9306800001 – 9306800530 USA & Japan
MY ‘77 (K) 9307700001 – 9307700695 ROW
MY ‘77 (K) 9307800001 – 9307800727 Usa & Japan
ENGINE TYPES
YEAR/MODEL ENGINE CODE POWER TORQUE
Model Year 1975 930/50 260 Hp at 5.500 rpm 343 Nm at 4.000 rpm
Model Year 1976 930/50 (fino a novembre)
930/52* 260 Hp at 5.500 rpm 343 Nm at 4.000 rpm
930/51 (USA, J) 245 Hp 343 Nm at 4.000 rpm
Model Year 1977 930/52 260 Hp at 5.500 rpm 343 Nm at 4.000 rpm
930/53 (USA) 245 Hp 343 Nm at 4.000 rpm
930/54 (J) 245 Hp 343 Nm at 4.000 rpm
*: on the 930/52 a by-pass valve has been installed into the feeding system to improve the turbocharger operating.
COLOURS RANGE
Model Year 1975
Indischrot cod.027
Perurot cod.042
Hellgelb cod.117
Gelbgrun cod.137
Orange cod.156
Mexicoblau cod.336
Cockneybraun cod.408
Saharabeige cod.516
Grand prix weiss cod.908
Karminrot cod.009
Fraise cod.024
Aubergine cod.025
Signalorange cod.116
Irishgrun cod.213
Hellgrun cod.227
Lichtgrun cod.257
Gulfblau cod.328
Flieder cod.341
Acidblau cod.354
Olive cod.414
Schwartz cod.700
Salmon metallic cod.036
Vipergrun metallic cod.249
Silbergrun metallic cod.250
Blaumetallic cod.334
Geminiblau metalllic cod.335
Comet diamant metallic cod.406
Braun kupfer metallic cod.432
Silbermetallic cod.936
Model Year 1976 e 1977
Indischrot cod.027
Talbotgelb cod.106
Continental orange cod.107
Hellgelb cod.117
Speedwaygrun cod.258
Arrowblau cod.305
Cockneybraun cod.408
Schwartz cod.700
Grand prix weiss cod.908
Karminrot cod.009
Perurot cod.042
Irishgrun cod.213
Daphnegrun cod.260
Coppaflorio cod.360
Saharabeige cod.516
Vipergrun metallic cod.264
Oakgrun metallic cod.265
Silbergrun metallic cod.266
Minervablau cod.304
Diamant sienna metallic cod.436
Braun kupfer metallic cod.443
Silbermetallic cod.936
Platinum metallic cod.944
964 TUBO 3.3: CHASSIS NUMBERS
PERIOD MODEL VIN ENGINE UNITS
Aug.’90-Jul.’91 (M) Turbo 3.3 WPOZZZ96ZMS470001-2298 from 61M00001 2.298
Turbo 3.3 US WPOAA296CMS480001-674 “ 674
Aug.’91-Jul.’92 (N) Turbo 3.3 WPOZZZ96ZNS470001-836 from 61N00001 836
Turbo 3.3 US WPOAA296CNS480001-0309 “ 309