911 SC 3.0 – 204 ch [1978]

Porsche 911 3.0l – Melbourne Outlaw

Oui, les australiens ne sont pas que des fous furieux, au volant de monstrueux muscle car, gavés par des V8 compressés qui développent des puissances à 4 chiffres capables de faire fondre un train de gommes plus rapidement qu’il m’en a fallu pour écrire cette phrase ! Non, ce sont aussi des fous furieux fans […]


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A not-so normal Carrera

Yes, it happens again and again. But rather rarely. Now and then one gets the opportunity to report on a very special vehicle. With us enthusiasts, almost every Porsche sports car triggers enthusiasm, but sometimes the basic enthusiasm turns into veritable fascination. This Carrera 3.0 is fascinating. Not only is its look unique, it also has a special story to tell. And, best of all: one can even buy this car these days!

One of two color test cars

This somewhat bumpy word describes the first chapter in the special history of this Porsche. According to its “birth certificate”, the Carrera 3.0 was delivered as an in-plant vehicle (internal purposes) in the year 1977 (model year 1976). One of a total of two color test cars with the special ‘mother-of-pearl ivory’ color, which was not reproducible at the time. It was an Iridion paint. Paint trials with this type of paint were soon discontinued, because they faded very quickly and therefore were not useful for the series. The car was then painted by the Porsche factory in a mother-of-pearl color (code 947). As part of a complete restoration in 2005, the original formulation of the test color was determined with great effort. The entire car was searched for remains of the original color. These were then found under the rubber pads of the rear bumper. This exact color was then reproduced by the painters.

 Company car for Jochen Maas

Through his good contacts at Porsche, the then Formula 1 racing driver Jochen Mass became aware of this very special color test car. He liked the color so much that Porsche provided the Carrera 3.0 to him as a company car. The fact that this car is a Porsche special vehicle, is also confirmed by the fact that many interior parts were provided with the production number. At that time, this only happened to VIP and Porsche family vehicles. Jochen Mass used the Carrera for, among other things, the journey to various races. On his way to the Formula 1 Grand Prix at Barcelona Mass suddenly had to dodge a truck on the highway. Fortunately, this maneuver only resulted in minor damage to the sheet metal, which was then repaired at the Porsche factory. A front fender had to be exchanged. In the course of this, the car was painted with the then serial color “mother-of-pearl” (code 947), as mentioned above.

Jochen Mass – Racer with a Porsche past 

The German Jochen Maas (71) is a living racing driver legend. The emphasis is on legend as well as on living, because in the seventies, the highest racing class in the world was far from the perfectly organized association that it is today.   So Jochen Mass drove at a time when it was very dangerous for racers, at a time when Formula 1 unfortunately claimed several lives every year. He made his debut in 1973 and drove a total of 105 races in this class. On April 27, 1975,Jochen Mass was victorious at the Spanish Grand Prix on the extremely dangerous street circuit of Montjuïc in Barcelona. In the 1980s, Mass drove sports cars from Porsche and Sauber-Mercedes. In 1985 he started one of the three Porsche 959s at the Dakar Rally for the Porsche factory team. Another peak in his career was in 1989. Together with Manuel Reuter and Stanley Dickens, Jochen Mass won the legendary Le Mans 24-hour race in a Sauber-Mercedes.

Only 2546 Carrera 3.0 Coupes were produced.

The Carrera 3.0 – turbo engine without turbo

Turbo engine without turbo? Sounds strange, but it was actually true. In 1976 and 1977, customers were offered a new Porsche 911 Carrera. Not with the legendary 2.7 engine of the Carrera RS, however, but with the Turbo (930) 3-liter engine, newly developed for the 911, but without turbocharger. To the trade press, the new Carrera was then only a glorified 2.7 RS. An assessment that did not do it justice. Although the performance data were nearly equal, the way the Carrera 3.0 performed was unique. To compensate for the missing turbo boost of the 930, Porsche increased the compression ratio and this proudly provided the three-liter Carrera with 200 hp and a torque of 255 Nm on the road. Due to the strict emissions regulations in the US, the Carrera 3.0 was built only for the European market. This had a corresponding effect on the number produced. Only 2546 Carrera 3.0 Coupes were produced.

“Carrera – this name is reminiscent of the longest and hardest road race in the world, in which Hans Herrmann, Prince Metternich and José Herrarte once celebrated Porsche triumphs: The Carrera Panamericana.”

These are the words with which the text of the official Carrera 3.0 sales brochure of the time began. And today everyone associates the word “Carrera” with Porsche.

RUF engine conversion kit SCR

As shown by invoices and an entry in the service booklet, the engine was completely rebuilt in 1989 by the world-renowned company RUF from Pfaffenhausen and its output was optimized to 217 hp by means of the SCR Kit. Therefore, this Carrera received one of only 200 factory conversions ever done by RUF. With this optimization, the performance was improved to above the level of its successor, the Carrera 3.2. RUF noted the specifications for the engine on the data sheet of January 1, 1981 as follows (in brackets series engine 3.2): bore 98mm (95mm), stroke 70.4mm (74.4mm), engine capacity 3185cm3  (3164cm3 ), compression 9, 8: 1 (10.3: 1), 160kw / 217HP, 280Nm at 4100. The engine conversion kit is still available today like some other parts.

Mother-of-pearl – the most sought-after color of nature

Iridescent in all rainbow colors and incredibly robust: small marine animals produce the raw material mother of pearl, which fascinates designers and technologists alike. Due to its special surface structure, which creates a matte, iridescent sheen when exposed to light, it is used in the production of art objects such as jewelry and decorative buttons.

Interior completely original

The interior radiates the charm of the late seventies and its originality is exciting. Everything seems untouched; even the floor mats are still as delivered. The black leather shines and has charming patina. All as it should be for a car with a story like this one.


Of the 2546 Carrera 3.0 coupes ever built, this is probably the most special one. Color, history, previous owners and the performance of this dream car make it simply unique. This Carrera is not a garage queen. This 911 belongs on the streets of this world. A great opportunity, not just for collectors, but for all enthusiasts who really want to experience this particular automobile. In any case, the future owner can look forward to the fact that the mother of pearl color of his Carreras always appears different depending on the light. One of many features of this dream car. Click here for the >> listing.

Thanks to Matthias Höinig for the opportunity to do the photo shoot in his workshop.

Pictures & Text: Markus Klimesch
Picture Jochen Mass: www.jochen-mass.de (Archive Jochen Mass, Werner Eisele, ELFimages, Porsche AG)


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’78 Porsche 911 3.0 SC… La fessée Outlaw !

Ca faisait longtemps que je ne vous avais pas présenté une Porsche 911 croquée à la sauce Outlaw. Du coup, il fallait bien que je vous trouve quelque chose de sympa et au niveau plutôt élevé. Puis je suis tombé sur cette 911 SC, blanche comme un ange et violente comme une bonne grosse fessée […]


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The Porsche 911 SC – Allegedly the last 911er

Should the SC become the last 911 to be built?
We wrote this in 1977, and in the meanwhile the 911 had started to compete in-house with the 924 and the 928 Sportwagen. For this reason one needed to narrow down the range of models, and there now remained only the 911 SC and the upgraded 911 Turbo. Porsche played with the idea of gradually phasing out the Porsche 911. His obituary was already written, and the succession was settled. The Gran Turismo 928 with its V8 engine and transaxle design was to become its official successor. Yet, despite the title “Car of the Year 1978”, the 928 simply could not compete with the sales figures of the 911 SC.

The 911 was still the driving force in the Porsche model range. Porsche derived the model designation “SC”, i.e. Super Carrera, from the designation “Super” of the predecessor 911 S and the 3.0 Carrera. Many car lovers remember that the last Porsche 356 also bore the model designation “SC” and people had all kinds of suspicions. But this changed, and the 911 marched on, driven by great sales figures, on its way to become an icon. Compared to other car models, the 911 design actually long exceeded its life cycle.

The 911 SC engine, like its predecessor, the 911 Carrera, still had a displacement of three liters, moderately reduced by 10 percent, but this was compensated for by slightly increasing the torque. The SC delivered 180 hp at 5500 rpm and the top speed was 225 km/h. The SC therefore accelerated from 0 to 100 in 7 seconds. Like its predecessor, the 911 S, the engine was equipped with the tried-and-tested mechanical K-Jetronic injection system from Bosch. The seventies were characterized by the oil crisis, and this led to widely differing exhaust emission laws in the countries to which the car was exported. For this reason, Porsche had to build six different SC engines. However, they all achieved 180 hp. The SC said farewell to the four-speed gearbox and returned to the then contemporary five gears. One could also pay a little more and get the three-gear Sportomatic gearbox.

The body shape was taken over by the Carrera 3.0, but with the wider fender format. For an extra charge there was room for 205/55 or d 225/50 tires on Fuchs rims. The early SC models from the year 1978 were still available with chrome-plated window frames and door handles. After that year, these parts were anodized black and the outer headlight rings painted the same color as the car. A first light performance upgrade to 188 hp took place in 1980 and then again in 1981 to 204 hp.

Engine boss Hans Mezger and his team generated the additional power by a changed compression and by nine ignition time points. Porsche continued to develop and new insights led to adjustments to the engines. It should be noted that in the case of the 911 SC models, the performance remained unchanged over the entire model cycle and the engines were equipped with a 2-way catalytic converter as early as 1978, due to the strict emission regulations.

Why should Porsche leave it to others to saw off roofs and install a convertible top? Christophorus Chronicler Reinhard Seiffert

The Convertible makes a Comeback

The 911 SC sold splendidly and the “pariah” suddenly awoke from the marketing coma. In 1982 Porsche surprised everybody with a great comeback. After almost 20 years of abstinence, Porsche again produced a genuine convertible. The specialist press was enthusiastic and Porsche recognized what great potential there still was in the 911s. “Why should Porsche leave it to others to saw off roofs and install a convertible top?”, asked chronicler Reinhard Seiffert at the in-house Porsche magazine Christophorus. Developed under the project name “Roadster”, the new 911 SC Cabrio now complemented the Coupé and Targa model range. Porsche not only achieved great sales success with the open-top Nineeleven, but also sent a signal: the convertible was the promise to the enthusiast that the 911 would not die.

As from the 82/83 model year, there was a special option for the prestige-conscious 911 driver. The turbo spoiler. According to the motto “Pimp my Ride” there was this prestigious thing in a slightly modified version and at extra cost. Like many other 911s the “Super Carrera” can tell a special story too. Originally designed as a model that would be discontinued, the 911 SC turned out to be the trend-setter for the future of a still-young icon. To this day, “Myth 911” has been preserved and the SC has made an important contribution.

Porsche 911 SC from Eduard Walhout / InMyOpinion on Vimeo.

From today’s point of view, the SC is an interesting classic and leaves a very balanced impression compared to other G-models. The powerful 3-liter engine and the durability combined with the improved driving behavior due to the wider tires guarantee an 911-feeling in its purest form.

Copyright images:


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Throwback Thursday – Porsche 911 SC 3.1: the pursuit of power

In the sports car world, it is a well-established convention that each successive model is more powerful and faster than its predecessor, and Porsche has consistently stuck to this rule – except for a brief period in the 1970s. The rise of US emission regulations caught out all the motor manufacturers, especially America’s muscle cars, which were completely hobbled.

However, thanks to its superior engineering, Porsche managed to avoid the worst of the power deficits: in 1976, the top-of-the-range Carrera 3.0 was only 13bhp down and had the same torque as the celebrated 2.7 of 1973-74. However, when the Carrera and the lower output K Series 2.7 made way in model year 1978 for the SC, there was considerable disappointment that the latest Porsche was rated at ‘only’ 180bhp.

There was also surprise that, for the first time since the launch of the 911S in 1966, there was only one atmospheric 911 model, plus, of course, the 3.3 Turbo. This simplification reflected the fact that Porsche was now also making the two transaxle models, the entry level 924 and the 928.


The latter in particular was the creature of Dr Ernst Fuhrmann who saw it as the successor to a 911 he felt was fast becoming obsolete, especially as it was apparent that Europe would copy American restrictions on exhaust emissions and also demand better mpg. Improving the 911’s credentials here was one reason for the reduction in power, and limiting the 911 to 180bhp was also intended to differentiate its performance from the 240hp 928.

In fact, after promising beginnings, the emotional tide within Porsche had swung against the 928 when it became apparent that the new model would limit the life of the 911. Indeed, the only advocates of the futuristic 928 seemed to be Dr Fuhrmann and Design chief Tony Lapine.

This rather isolated Fuhrmann and made him increasingly defensive about ‘his’ 928. In 1978 he issued a Verbot on any further development of the 911, which included the competition programme: the privately entered Alméras 911 that gave Porsche its fourth (and last) Monte Carlo victory the same year was officially ignored by Zuffenhausen; through the back door though, customer motorsport manager, Jürgen Barth had more than a hand in the triumph, and many at Porsche would discreetly raise a glass.


But in an atmosphere where even R&D director Helmuth Bott was threatened with consequences if he continued work on his 911 Speedster project, there was little encouragement for 911 enthusiasts who might have hoped for a 911S version.

Nevertheless, pressure built up both in and outside Porsche to offer some sort of powerkit, if only to counter offers from Reutlingen Porsche dealer, Max Moritz, and the irrepressible Alois Ruf. Both tuners had bored out the 3-litre from 95mm to 98mm, and with other modifications were getting well over 200hp. Porsche already had the advantage of a 97mm bore in house, which was used for the 3.3 Turbo, so coupling these cylinders with the stock 3-litre’s stroke of 70.4mm would result in a capacity of 3,122cc.

To read more about the rare, powerkit 911 SC 3.1, download Total 911 issue 143 to your digital device now.


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