Porsche 911 Carrera 2.7 911/93 USA Targa

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911 Carrera 2.7 911/93 USA Targa





The tremendous success of its 1973 Carrera RS spurred Porsche to continue that theme into 1974, but newly enacted crash safety standards in the United States mandated the end of the “long-hood” chassis. The new “G” series of 1974 brought shock-mounted impact bumpers, a stronger floor pan, revised lighting, and other related features. New U.S. emissions laws also had an effect on the engine. U.S.-delivery Carreras received the same 150-horsepower, 2.7-liter flat six as the 911 S, while cars destined for the “Rest of the World” (ROW) or “Euro” markets retained the 210-horsepower Type 911/83 engine of the 1973 RS. Feeding that 2.7-liter engine was the wonderfully responsive Bosch mechanical fuel injection (MFI).

The fenders and rear quarters were tastefully flared to accept seven- and eight-inch wide Fuchs forged alloy wheels. Underneath, there were new forged aluminum rear trailing arms, and the Carreras were fitted with 20-millimeter front and 18-millimeter rear anti-roll bars, Bilstein sport shock absorbers and struts, and, of course, large ventilated disc brakes at all four corners. Power was delivered through a Type 915/06 five-speed manual transaxle. The 1974 Carrera 2.7 continued the brilliant performance standards set by the 1973 RS. Contemporary road tests found the new model capable of a 5.5-second sprint to 60 mph.

The ’74 Carreras also retained many of the exterior cosmetic features of the 1973 RS, including the iconic “ducktail” spoiler. A special rubber chin spoiler mounted to the lower edge of the front valance helped balance airflow. Ultimately, Porsche produced only 1,026 ROW Carrera Coupes for the 1974 model. The 930 Turbo was introduced in 1975.

The Carrera 3.0 was introduced in 1976 with what was essentially the Turbo's 2994 cc engine minus the turbocharger, and with K-Jetronic CIS although now developing 200 PS (147 kW).

The well known problem of pulled cylinder head studs with the K-Jetronic 2.7 engine only occurred in hot climates. This emerged in 1975 in California where thermal reactors, aimed at reducing emissions, were fitted below the cylinder heads thus causing heat build up around the magnesium crankcase and then made worse by the lean running K-Jetronic CIS. The fitting of a 5-blade engine fan instead of the usual 11-blade further compounded the situation. Bearing in mind Porsche's largest market being the USA, the 930 Turbo, Carrera 3.0 and all subsequent models used aluminium alloy crankcases which were around 15 lb (7 kg) heavier.

The Bosch K-Jetronic CIS varied fuel pressure to the injectors dependent on the mass airflow. While this system was exceedingly reliable, it did not allow the use of as "hot" cams as MFI or carburettors allowed. Therefore the 911S's horsepower decreased from 190 to 175 PS (140–128 kW) despite the displacement increase from 2.4 to 2.7 L. However, the engine did have increased drivability. The 210 PS (154 kW) Carrera 2.7 with MFI was not sold in the US owing to emission regulations— instead they received a 'Carrera' fitted with a 911S engine producing 175 PS (129 kW; 173 hp), later reduced to 165 (121 kW), and in California even down to 160 PS (118 kW).

Americans were sold the visually identical model fitted with the less powerful but cleaner-breathing 2.7-liter from the 911 S, which used the Bosch K-Jetronic fuel-injection system. A total of 528 Carrera coupes and 246 Targas were produced for the U.S. market. Porsche did what it could to make the U.S.-spec 2.7 palatable by boosting compression to 8.5:1, enlarging the intake ports, and installing new intake cams with greater lift and longer duration. Car and Driver magazine had former IROC race driver and NASCAR star Bobby Allison test the new U.S. Carrera at Riverside Raceway in early 1974. Allison was able to spur the Carrera coupe to 60 miles an hour in 5.8 seconds, the standing quarter-mile in 14.4 seconds at 95 miles an hour, and see 143 miles an hour at redline in fifth gear.

Also produced for the 1976 "model year", for the U.S. market, was the 912E, a 4-cylinder version of the 911 like the 912 that had last been produced in 1969. It used the I-series chassis and the 2.0 Volkswagen engine from the Porsche 914. In all, 2099 units were produced. In 1976 the Porsche 924 took this car's place for the 1977 "model year" and beyond. The power was supplied by a 4-cylinder high-performance fuel injection motor also used in the 411 Volkswagen. Less than 6000 were built.

Ever since the dawn of the motoring age, police forces the world over have used high-performance vehicles in pursuit of criminals, often equipping them with larger or more powerful engines while retaining a standard external appearance. The very special Porsche 911 Targa is a fine example of a 'stealth' police car, only 20 ordered by the Belgian Gendarmerie/Rijkswacht and fitted from new by the factory with the 210bhp Carrera RS engine. Of course, the Gendarmerie could just as easily have ordered 20 examples of the Carrera RS, but they did not want anyone to know the cars' true potential, hence the decision to order a 'hot' version of the regular 911 Targa. Lacking the RS's characteristic 'duck tail' spoiler, these cars retained the stock model's silhouette, making them ideally suited for their intended role. Even the Targa top option had a practical purpose, as it enabled the non-driving officer to stand up and direct traffic more effectively. The cars were supplied via Établissements d'Ieteren.

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