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Porsche 911 2.7 ultimate buyer’s guide

This isn’t the first time a 2.7-litre 911 has appeared on the pages of Total911.com but it thoroughly deserves another airing in issue 140. Why? Because it marks a rather significant chapter in the development of the Neunelfer – the introduction of the G-Series models.

The preceding F-Series had been successful cars for Porsche, not only selling in useful numbers, but also being revered for their delicate styling and impressive performance.

It was time for a change though, and the most obvious of those – even to the casual observer – was the adoption of impact bumpers. A legislative requirement, they were well integrated into the 911 shape and defined the model right up to the launch of the 964 some 15 years later.


Down to business then, and it’s worth acknowledging that a 911 that’s more than 40 years old is going to involve some corrosion. The metalwork was galvanised from 1976 using a hot-dip protection process, but the threat of rampant tin-worm is ever present, bringing with it the potential for terrifying restoration costs.

Filler-laden bodges are a risk, so scrutiny from a specialist is vital before parting with any money. But if you want to undertake a preliminary check there are numerous places where rust can lurk.

The front wings will rust around the wheel arches so have a good prod around the lip of the arch, and examine the headlamp bowls and around the fuel filler. It’s also worth checking the security of those impact bumpers as the mountings can succumb to rot.


And, while on the subject, they are made of aluminium, which can become badly pitted – if they are rescuable, then costly stripping, media blasting, and repainting is the only answer. Replacing them is also not cheap as a new rear item is around £1,000 before fitting.

The front luggage compartment will also need careful scrutiny, focusing on the floor, inner wings, and panel seams, while the areas around the fuel tank and battery could also have been compromised with expensive consequences.

Indeed, it’s an area that marks some of the key changes for the 2.7, among them a change to a single battery rather than the previous twin items. There was also the addition of a deflated space-saver spare tyre with an electric pump should the worst happen, which in turn allowed the fitment of a larger fuel tank to take advantage of the car’s new-found efficiency.

To read our Porsche 911 2.7 ultimate guide in fill, pick up Total 911 issue 140 in store today. Alternatively, download it straight to your digital device now. 



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Porsche 911 2.4S v 2.7 Carrera: changing of the guard

The end of the oil crisis, the Watergate scandal and The Rumble in the Jungle. What do they have in common? All three took place in 1974, the halfway point of the Seventies. While this trio of events may have defined the year for many, Porsche fanatics will remember 1974 as the year that redefined what a 911 looked like.

Two years earlier, the National Highway Traffic Safety Administration (the section of the US Department of Transportation responsible for writing safety standards) introduced new bumper regulations.

However, the legislation wasn’t intended to improve safety. Instead, highlighted by the arrival of the Motor Vehicle Information and Cost Savings Act in October 1972, the changes were designed to reduce repair costs for consumers in the event of a low-speed accident.

White Porsche 911 2.4S

By the time of the 1974 model year, both the front and rear bumpers of new cars in the United States had to be capable of withstanding a 5mph collision without causing damage to lights or the engine.

Like most European manufacturers, Porsche was faced with the prospect of having its cars outlawed stateside if it didn’t make the necessary changes. As with the 356 before it, the 911 had been a perennially successful seller in the US; Zuffenhausen couldn’t afford to not make the changes. The G-Series was born.

Blocky protrusions suddenly sprouted at either end of the smooth silhouette that sports car fans had adored since first setting eyes on it at the 1963 Frankfurt Motor Show.

Orange Porsche 911 2.7 Carrera

Porsche’s designers, led by Wolfgang Möbius, managed to integrate the new bumpers better than many manufacturers, but the changes still rankled some for spoiling the aesthetic purity of the previous generation of 911s. Yet the updated fenders weren’t the only changes made to Porsche’s flagship car for 1974.

From its introduction in 1967, the 911S was king of the Porsche hill, providing Zuffenhausen enthusiasts with a heady mix of power and comfort.

As we found in issue 120, the 2.0-litre S was an accomplished tourer (though was lacking in big bore thrills), while the 2.2 S of 1970-71 exponentially upped the performance stakes, but could have benefitted from some extra refinement.

To read our 2.4S v 2.7 Carrera head-to-head in full, pick up Total 911 issue 132 in store now. Alternatively, order your copy online for home delivery or download it straight to your digital device.

Porsche 911 2.4S


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Top ten photos from Total 911 issue 132

The 3.0-litre turbocharged flat six in the back of the new 2016 Porsche 911 Carrera is just the tip of the technological iceberg for Zuffenhausen’s latest neunelfer as you will see in our latest issue.

However, for those who want their 911 experience to come a little simpler, we also put a 2.4S up against the 2.7 Carrera in issue 132, as well as get our hands on RPM Technik’s 997 CSR Retro. Here’s a photographic taste of it all. Enjoy:

We investigate every inch of new technology in the latest Porsche 911 Carrera.

The Porsche 993 Carrera RSR takes a break after our track test in issue 132.

Love flatnose 911s? We've put together an ultimate guide to flachbaus just for you.

The Porsche 996 Turbo S is often forgotten but, at £40,000, is this a 911 that you should really have your eye on?

RPM Technik have applied their CSR Retro package to a Porsche 997 Carrera. We get the first drive.

The awe-inspiring vista of the Llanberis Pass is the location for issue 132's Great Road.

We bring you a full history into Porsche Exclusive and its famous 'Sonderwunsch' scheme.

A trip to Porsche's latest Experience Centre sees us visit Weissach's second home: Le Mans.

Total 911 issue 132 is all you need for the full rundown on the new turbocharged Porsche 991.2 Carrera.

To read all these features, pick up Total 911 issue 132 in store now. Alternatively, order your copy online for home delivery, or download it straight to your digital device for an immediate Porsche fix.


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Porsche 911 SC: ultimate guide

You don’t need to spend long browsing the internet or flicking through the classic car publications to find commentators extolling the virtues of air-cooled 911s, and more specifically the early cars and the iconic 3.2 Carrera.

They’re not wrong, of course – both are sought after today – but there’s one model that tends to get forgotten, and that’s the car you see here. Between 1978 and 1983 the SC was the only normally aspirated 911 you could buy, its only company in the range being the legendary 3.3 Turbo.

Therefore, if you wanted something less ballistic and less hardcore than the Turbo for use on a daily basis then it had to be the SC – and that’s not a bad thing at all.

Porsche 911 SC interior

Not everyone was thrilled with the new arrival, though, and the main bone of contention was the power output. The outgoing 3.0-litre model had managed a useful 200 horsepower or so, while the SC arrived on the market with a 180-horsepower version of the flat six, and frankly that wasn’t the sort of progress most 911 buyers were looking for.

However, it would benefit from power boosts in the following years, so for now let’s concentrate on that original powerplant. The 930/03 unit that could trace its lineage back to the awesome 930 Turbo was constructed around a light alloy crankcase and Nikasil bored cylinders that were fashioned from aluminium rather than magnesium, and was fitted with a forged-steel crankshaft with eight main bearings.

Porsche 911 SC engine

The 2,994cc capacity came courtesy of a 95-millimetre bore and 70.4-millimetre stroke and there was a single overhead camshaft per bank that operated two valves per cylinder.

Also new for the SC was a duplex chain for the camshaft drive with spring-loaded tensioners, although in an effort to improve reliability Porsche introduced a revised tensioner idler arm for 1980 – the hydraulic system adopted for the 3.2 Carrera would fi nally banish the problems for good.

To read our complete Porsche 911 SC compendium, pick up issue 127 in store now. Hurry though, we’ve already sold out online. If you prefer your magazines digitally, download your copy here.

Porsche 911 SC impact bumper


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Poll: How should the Porsche 911’s engine be cooled?

This morning, Porsche announced that 10,940 new Porsche 991s have rolled off the production line at Zuffenhausen in the first third of 2015, a six per cent increase over the same January-April period last year.

Ever since the introduction of water-cooling, Porsche 911 sales have soared with both 996 and 997 generations among the most popular neunelfers of all time. Yet, support for the early years of air-cooling remains strong.

Events like Patrick Long’s ‘Luftgekühlt’ prove that the passion for air-cooled 911s is possibly at an all time high (as did the response to our April Fool’s Day joke). So, once and for all, we want to find out if you are air-cooled or water-cooled. Vote now!



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