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1974 2.7 911: the new standard

The year 1974 represented great change for Porsche. After a decade of constant fettling of its 911, where it witnessed increases in wheelbase, model designations, engine capacity and specification options, Zuffenhausen decided to ring the changes in what was the first major refresh of the car’s now famous history.

Most notably from the outset, those slender lines associated with Butzi’s initial 911 design were altered by Tony Lapine and his team, the addition of impact bumpers at both the front and rear of the car a regulatory necessity rather than a creative endeavour. The 911 needed to adopt impact bumpers to satisfy US crash-safety regulations, and though their presence unquestionably disrupted the flow of the 911’s appearance, it truly was a case of adapt or die. The latter was out the question, as it had by now gained an envious reputation as a robust sports car capable of outgunning its bigger motorsporting rivals.

The engine too was updated, the entire line-up ditching the 2.4-litre engine capacity of the F-series cars in favour of the 2.7-litre capacity used by the 1973 Carrera RS. Black window trim was retained from that first 911 Rennsport for the top-spec cars, with door handles and mirrors also now finished in black instead of chrome. There were minor upgrades to the interior too, including the incorporation of headrests into a one-piece seat for the first time.

Aside from changing the body and engine, Porsche also took the opportunity to revamp its entire 911 model line-up. Three cars would remain – until, of course, the Turbo arrived a year later in 1975 – but the top-spec 911S of the F-series replaced the doomed 911E as the middle offering, while the 911 Carrera became the new jewel of Porsche’s showroom. At the other end the T was scrapped entirely, the entry-level car now simply referred to as the base 911 for this new chapter of Neunelfer.

However, while the pre-impact bumper 911T is a fairly sought-after classic today for the purity of its lines, its successor in the 2.7 911 isn’t generally looked at with a similar fondness. At face value this is understandable. The base 2.7 car may be more powerful than the 911T by 25bhp in US-spec, but it’s heavier by around 50kg too, largely cancelling out any straight-line performance advantage, and the G-series cars just don’t possess the purity in appearance of the early, pre-impact bumper models. However, there are fewer 2.7 911s on the planet than 911Ts, with a quoted 9,320 2.7s built in both Coupe and Targa body styles over the 1974 and 1975 model years, while the 911T was produced 16,933 times between 1972 and 1973.

Despite this, the base 2.7 has largely been forgotten in the classic marketplace, it considered less desirable than the T before it or indeed the cars succeeding it, such as the heavier SC or 3.2 Carrera. It’s not like 1974 is an unpopular year of production either: the top-of-the-range 2.7 Carrera is revered as a genuine collector’s car for its credentials as a ‘secret RS’, the 3.0-litre RSs of the same model year generally considered to be a superior car to the halo 2.7 RS. It’s fair to say though the mid-spec 911S has suffered a similar fate to the base 911 in being largely forgotten. Has an injustice been served?



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Here Are The Most Expensive Porsches Ever Sold

Porsche’s fan favorite video series « Top 5 » is back for another season, and this time they’re tackling some truly interesting lists. To open the season, Porsche is focusing on the cars that made the brand famous, the ones with incredible pedigree and rarity, the ones that people spent gobs of money to buy at auction. Here is the list of the top five most expensive Porsches ever sold. How this list was made, I’m not entirely sure, as I know I’ve seen some Porsche cars sell for between the 3 and 5 million dollar range that are not listed here.

1. Porsche 917/30 Chassis #004 – $3,000,000

2. Porsche 550A Spyder Chassis #14S – $5,170,000

3. Porsche 911 GT1 Strassenversion Chassis WP0ZZ99ZWS396005 – $5,665,000

4. Porsche 956 Chassis #003 – $10,120,000

5. Porsche Gulf-Wyer 917K Chassis #024 – $14,080,000

If you want an explanation of why each of these cars is worth as much as they sold for, click the play button above and enjoy the smooth lilt of Ted Gushue’s voice describing exactly thus. I don’t know about you, but I’m definitely looking forward to next week’s Top Five Fastest Porsches of All Time video, despite already knowing the answers.


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Sales debate: Will water-cooled N/A 911 Carreras appreciate?

With the next generation of 911 switching to the use of turbochargers to boost power and reduce emissions, a new dawn has been bestowed upon the fabled Carrera. But what effect will Zuffenhausen’s new approach to its engines have on previous mass-produced Carreras in the 911’s water-cooled generation?

We’ve already witnessed a moderate increase in value of the 996-generation Carrera in 2015, while values of M97- engined 997 Carreras have also held firm. However, as the new era of 911 begins to populate OPC showrooms, there are calculated assertions from some circles that all naturally aspirated water-cooled Carreras may see an increase in their market pedigree.

Jamie Tyler of respected UK Porsche specialists, Paragon, believes this induction change will indeed have a positive influence on 996, 997 and 991-era 911s, telling us: “I think that the naturally aspirated cars will continue to hold their values or even slightly increase.

Porsche 997 Carrera engines

Good examples of 996’s have already started to go up in value, and they still represent superb value for money. Even 997.2’s (which were the first generation to switch to direct fuel injection) have held their values incredibly well – I view them to be the last of the classic looking shape of 911, which could bode well for the model in future.”

Paragon have sold a great number of quality 996, 997 and even 991 Carreras in recent years, and Jamie believes it will be interesting to see what the purist’s view of this new car will be once launched:

“I am sure it will be a superb car, but it’s a shame the naturally aspirated engine has had its day. It makes you wonder how much longer it’s going to be before hybrid technology is introduced into the 911 road car,” he says.

Porsche 996 Carreras

Meanwhile, Paul Stephens, proprietor of the eponymously named independent specialists, believes the turbocharged 911 Carrera will do little to help previous generations of the model. He tells us:

“The 996 and 997 Carreras were mass produced to such a huge scale that they’re just not rare enough for me. Just because those cars are naturally aspirated doesn’t necessarily mean people will start paying big money for them again, so the bona fide Turbo and GT3/RS are still the most sought after used models in my opinion.”

The differing views at Paragon and Paul Stephens are reminiscent of the entire industry. Only time will tell as to what effect the new car will have on previous generations but the 996 era has already gone up in value and early 997 owners will be hopeful of a similar fate…

For market advice on any generation or style of Porsche 911, check out our full selection of sales debates, where we ask the 911 experts the pertinent market questions so you don’t have to.


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Survey: What will be the top 5 best Porsche 911 investments of 2015?



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