Time to right a wrong or, at least, a missed opportunity. Let me explain…
When orchestrating a group test for a classic car magazine to pay homage to 50 years of the G-Model 911 recently, it didn’t take long to arrive at a four-car shortlist. With the 930 Turbo being worthy of its own 50th anniversary bash, the lineup pretty much compiled itself: 911 Carrera 2.7 MFI, 911 Carrera 3.0, 911 SC and 911 Carrera 3.2. The full gamut of hot 911s from 1974 to 1989 and the perfect means to analyse 15 years of development, from the fully mechanical to the early digital era, plus the shifting of the cogs as that old stalwart, the bolshy Type 915 gearbox, gave way to the slick-shifting Getrag G50.
Reasoning that the Carrera 2.7, with its zingy, charismatic MFI flat-six and being lighter on its Pirelli-shod chassis, would be the 100% benchmark for sheer thrills, the others fell neatly into line based on driving experience, rarity and value. Yes, the Carrera 2.7 deserved its reputation, but it was hard to argue against, say, the 911 SC – which, at well over £100k less in terms of value yet being within 95% in terms of the driving experience, was the pragmatic winner.
Turbo aside, there were a few other G-Model cars that didn’t make the cut. The early narrow-bodied 2.7 S, for example, and the 911 SC RS homologation rally special. Well, with only 20 ever built, its rarity made it kind of irrelevant. And then there was the 911 Carrera 3.2 Club Sport, with accumulated collective knowledge amounting to: “I think I might have driven one briefly but, actually, y’know, I’m not sure. Isn’t it just a Carrera 3.2 with some bits taken off?”
You can absolutely see where this is going, can’t you?
A surprise? Maybe not, because it actually is a rare machine. Porsche built just 340 CSs in total, with 53 in RHD. While it was never claimed that the Club Sport was a successor to the legend of the 2.7 RS, it makes said icon look positively prolific. And then I happened to bump into a Carrera 3.2 CS with the ever-eclectic Porsche dealer Paul Stephens, who positively encouraged a drive. So, with a chance to test the ‘Carrera 3.2 with some bits taken off’ theory, it would be remiss not to investigate further. Every day is a school day and all that.
Built at the very tail end of the 911 G-Model generation between 1987 and 1989, the Carrera 3.2 CS was – according to Porsche – aimed very much at the club motorsport competitor in an era when folk did actually legally drive to the track, race and then drive home again. Remember, this is before trackdays were a thing, save for the odd club organised event. The Pirelli Porsche Championship of the late ’80s and early ’90s very much encouraged this ethos.
In time-honoured fashion, Porsche achieved Club Sport spec by taking bits off the standard Carrera 3.2. Having said that, this was the first lightweight 911 since, well, the aforementioned 1984 911 SC RS, but that was very much for homologation purposes and so a means to an end. Porsche didn’t have to build the CS to go racing, it just did. Indeed, the 911’s international racing days were pretty much done and dusted, with the 911 SC RS being the last rallying hurrah.
But we digress. The sum total of the CS’s weight loss in dry weight terms, was – according to Porsche at the time – 117kg. Compared to a standard 911 Carrera 3.2, the CS weighed in at 1,160kg vs 1,277kg. Not dramatic, as such, but certainly useful. Significantly for front and rear weight, the hydraulic impact bumper rams were binned while the spare space saver wheel became alloy. A lighter exhaust back box was fitted, sound deadening was removed, carpets were thinner, heater controls became cable-operated, the Sports seats lost their electric adjustment and the rear seats were chucked altogether along with the electric windows, most of the speakers, rear wiper, door pocket lids and boot lighting. Other dietary items were a simpler wiring harness, a thinner starter motor cable and, hell, even the locking wheel nuts were shown the door. Porsche probably went as far as it could without resorting to lightweight panels, thinner glass and the like.
Perhaps more interesting and significant in driving terms was what Porsche did to the engine which, in simple power terms, was… er, nothing! Well, you could be excused for thinking that, because Porsche quoted exactly the same 231bhp for the CS as it did for the Carrera 3.2. If that’s the case, then why did Porsche go to the bother of ‘blueprinting’ the engine, fitting lightweight, sodium-filled (for heat dissipation) valves and raising the ECU controlled rev limit from 6,250rpm to 6,840rpm?
Blue what? The art of building up an engine with balanced components. That is to say, a perfectly balanced crank and spinning con rods and pistons that are equally balanced (as in each rod and piston weighing the same). Such tolerances and component weight means the bottom end will spin with less inertia, helped by the lighter valve gear, which in turn allows the engine to safely rev higher, hence that increased rev limit.
This doesn’t equal more power per se, but there is plenty of CS owner evidence to suggest that 240+bhp is much more like it. Clearly, the oft-conservative Porsche wasn’t going to make any wild claims either. Equally interestingly, Porsche saw fit to raise the gearing for fourth and fifth, presumably to take advantage of the CS’s higher rev limit, giving the CS a top speed of 152mph over the standard Carrera 3.2’s 149mph and 0-60mph in 6.1 seconds as opposed to 6.3 seconds.
Of course, being a later Carrera 3.2, the CS is fitted with the G50 gearbox too. We don’t have the room here for a deep dive into 915 gearbox vs G50 gearbox and the issue of weight and gear ratios between the two, but it’s a subject that’s worth looking into in the wider context of the Carrera 3.2. Bottom line: don’t dismiss the Type 915.
Chassis-wise, the CS received uprated Bilstein dampers and a ride height that would suggest, perhaps, a minor tweak to the torsion bars, as evidenced by the tucked-in stance of the 16in Fuchs wrapped in 205/225 tyres at the front and rear. They were Dunlop D40s back in the day and Pirellis today.
So there you have it. The ‘less is more’ Carrera 3.2 Club Sport. In terms of price, less really was less too: the CS cost £35,000 compared to the Carrera 3.2’s £37,000.
That’s the background. Anything else to add at this pre-drive stage? Well, clearly there is an element of ‘if you know, you know’ with the CS. Because, along with Club members, we know of three folk who have these rare breed porkers and each has owned their respective CS for more than 20 years. For respected car photographer John Colley, that’s more than 30 years. Indeed, as a sprog motoring journo back in 1989, I remember John turning up to a job at tuning guru Bill Blydenstein’s (of DTV Vauxhall/Baby Bertha Firenza/Gerry Marshall fame) gaff in his Carrera CS. Now that was cool. Who else? Ex-John Wyer team man and Porsche 917 mechanic and historian Gordon Wingrove. Oh, and ex-F1/Le Mans jockey Mike Wilds, who knows a bit about Porsches too, having raced many historic and contemporary 911s from the Carrera 2.7 RS to current GT3s. Anyone else? Well, some bloke called Chris Harris counts the Carrera 3.2 CS as his first 911...
Time to find out, then. And yes, pitching the Carrera 3.2 Club Sport against a standard Carrera 3.2 is the obvious thing to do and it’s so obvious as to be a no-brainer, particularly since Paul Stephens has a prime example sitting in the showroom which, like the CS, is on an F plate and is the last of the G-Model line and so benefitting from the full development curve. It’s got a rebuilt engine and gearbox too, plus fresh dampers and brakes, and, of course, it’s got all the stuff on it that the CS hasn’t. The Club Sport is equally prime, with 60,000 miles on the clock and history befitting of its status. Truly immaculate but with regular use over its life, it is widely known as being a good ‘un.
It’s tempting to skip the Carrera 3.2, but that would give the game away. In isolation, the driving experience is full-on air-cooled 911, albeit ever so slightly dialled down and refined compared to, say, a 911 SC or even an earlier 915-equipped 3.2. The Carrera doesn’t have quite the raw edge and you can feel the weight, especially at the rear, from the heavier G50 gearbox. The engine doesn’t have the same sort of zing, blunted as it is by a heavier flywheel. We’re talking tiny percentages here, but it’s character lost along the way. To wind back even further in the G-Model timeline, if the Carrera 2.7 MFI is the full 100% as suggested, then a late Carrera 3.2 is a credible but slightly sanitised 93%.
And the CS? Well, reverting to the first person now, my all-time Porsche Top Five has a new entry. No, I wasn’t expecting that either, but those that know have clearly been keeping it to themselves. It’s not often that I simply don’t want to stop driving and it’s not often that a 911 ‘fits’ quite as well as this.
Sometimes the sum of the parts, or lack of parts in the case of the CS, just comes together. But, rather like a 2.7 Carrera RS, there is an alchemy at work here. The interaction between driver, controls, engine and chassis is hardwired. The Sports seats grip, the factory short shift G50 slices precisely through the ratios and the engine responds with a lovely lightweight yowl. It’s not quite the 2.7 MFI experience, but it’s surely the second-best engine ever to be fitted in a G-Model 911. Blueprinted, lightened and balanced? It certainly feels like it.
And the chassis. Ooh, it’s just sublime – it really is. The best cars/chassis are those that you can just relax into and go with. Again, think Carrera 2.7 RS and, in modern parlance (for me, at least), the same applies to the 997 GT3 RS Gen 1 and 997 Sport Classic. All are works of chassis genius. The Carrera CS is perfectly suited to the challenging test routes around PS HQ, working with the road and not against it, soaking up the cambers, the undulations and the ragged edges with a rare poise. Maybe it’s the subtle weight loss, particularly from the front and the rear. Certainly, some of the standard Carrera 3.2’s pendulum effect has disappeared. There is a front-to-rear balance that I haven’t encountered in many air-cooled 911s before.
The best G-Model 911? It’s right up there. Had this CS been parachuted into the above test? Dare I say it? I would, and it would have blitzed it, particularly in terms of handling. End of? Not quite. Of course, rarity equals value and as such – according to the Hagerty price guide – an ‘excellent’ Carrera 3.2 CS is valued at £128,000 against £54,900 for an ‘excellent’ Carrera 3.2. Oh, and just to throw it in there, an ‘excellent’ Carrera 2.7 is valued at £171,000.
But, at the end of the day and to play devil’s advocate, the CS is just a Carrera 3.2 with some bits taken off. A Carrera CS homage should be very easy to replicate. We wouldn’t go for a dead ringer, that would be trying too hard, but fit some lightweight bumpers, bin the rear seats, switch some Recaros in, drop the ride height, research the valving/spec of the Bilsteins exactly and fit a lightweight flywheel. Should your 3.2 need an engine rebuild, well, get the whole bottom end lightened and balanced with lightweight valves etc and get it off to Steve Wong at Chip Wizard for some ECU wizardry. Job done. But, then again, if you do have the wherewithal and one of these rare machines should appear on your radar, then prepare to be beguiled. I certainly was.
The hall of fame
The 2.7-litre cars
This period, essentially the four model years from 1974-1978, saw the 911 mature and, in many ways, head into the direction we know today. It was a familiar story: Porsche was under a multitude of pressures, from the oil crisis to emissions legislation and safety campaigners, and had to respond if they wanted to continue selling cars in large numbers around the world.
With the family having taken a back seat in a managerial sense, Ernst Fuhrmann oversaw the introduction of a new range of 911s, thoroughly refreshed for the 1970s. In the process, the cars were made not only safer and quieter, but also easier to live with and more attractive to a wider, less enthusiastic audience.
The most obvious change was the new look, defined by the so-called impact bumpers, which had been expertly grafted onto the 911 shape by a design team led by Tony Lapine, who had joined Porsche in 1969. These contributed to the additional 25kg on the 2.7 model over the previous 2.4-litre car, which was more than offset by the additional torque of the engine and was nowhere near as drastic as many feared; this wasn’t an ‘MGB type’ situation, at all. The regular 2.7-litre models are the last 911s to have the traditional ‘narrow’ body.
Given that the 911 had been a multi-model range, it was no surprise that such an approach continued. But instead of T, E and S models, there was now the standard 911 and then the S, with a Carrera at the top. All models used the 2.7-litre engine as first seen on the Carrera RS, but there were significant differences for the lesser two models, such as the cylinder bores having a different coating and Bosch K-Jetronic appearing for the first time (in the UK at least, although it had been seen the year before on US-spec 911 T models). The standard car produced 150bhp and 175lb/ft, which was substantially better than the old 2.4-litre T, with a fatter torque curve for less stressful progress. As those figures might suggest, there was some headroom on the power figure and the S model took that output to 175bhp, although peak torque remained the same. Naturally, being Porsche, there were a whole host of other modifications inside and out, including cast alloy rear trailing arms and a (relatively) modernised cabin. The new cars were quieter and considerably more economical, although initial surveys suggested Porsche’s legendary reliability had taken a knock and US cars in particular, laden with emissions equipment, suffered. Even today, these can be more involved cars to run than later models.
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Three major changes happened for 1976 and saw the 2.7 through to the end of its production life. Firstly, the 2.7 Carrera was discontinued and replaced by a new model known as the Carrera 3.0 – more on that in a moment. Secondly, in the first example of model amalgamation that would soon see the 911 reduced to one model, the base model and the S were combined into one car: the 911, with 165bhp. Finally, the 911’s body was galvanised for the first time, greatly improving its resistance to corrosion. It’s no coincidence that the earlier 2.7s – for so long unloved and of little financial value – were left to rot away, making them rare today.
For many years, these cars were the black sheep of the 911 world, much like early 996s and perhaps 964s were too. Today, they have a very definite appeal, which is reflected in the way prices have risen sharply. To drive, they are – predictably – a blend of long bonnet cars and what came afterwards in that they’re still very light and almost delicate, but also more refined and easier to drive in normal traffic. The 150bhp is no firework by modern standards, but it gets along well enough and suits the simple character of the car. This isn’t a 911 for track use, but it’s a joy on a country lane and more than capable of touring too.
As for the 2.7 Carrera, it’s much more akin to a ’73 RS Touring, offering the same mechanical package including the 911/83 engine with its Nikasil bores and mechanical fuel injection. At 1,075kg, it weighed a similar amount to the Touring and shared its wider arched body. Today, although these cars are still a fraction of a ‘true’ ’73 Carrera RS in price terms, they’re still around £200,000 and deserving of a separate article.
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Carrera 3.0
By its last year of production in 1975, the old MFi engine in the Carrera was clearly going to struggle to meet forthcoming emissions regulations. Porsche needed a new K-Jetronic-equipped engine that delivered the sort of performance appropriate for a Carrera, some way between the regular 911 and the new Turbo model.
The logical step was the creation of the Carrera 3.0, which used a naturally aspirated version of the Turbo’s new 3-litre straight six but with higher domed pistons to raise the compression from the Turbo’s lowly 6.5:1 to 8.5:1. Only made for two model years and largely forgotten about for some time afterwards, the Carrera 3.0 is a gem that offers a beguiling mix of usability and driver involvement.
Weighing just over 1,100kg, it’s a pure driving experience and the earliest incarnation of the 3-litre engine which would go on to provide the mainstay of the 911 experience for years to come is at its most free revving, with the original, lighter crankshaft and the engine’s characteristic five-blade fan. A rare car when new and now, it’s priced accordingly.
RS view: Guy White
“One of the best things about them is you can work on them yourself,” notes Guy White,
with a chuckle. “You’d need a four-post lift to even get to the engine on the new ones. For people wanting to do DIY work, it’s an easy, approachable car. You don’t need much in the way of specialist equipment to do a service, just a set of spanners. They’re quite rare cars; you don’t see too many of them. The Carrera 2.7 has the same mechanics as the ’73 RS and only about 100 of them came to the UK in right-hand-drive. A lot of people bought those at a time when prices were low and they’ve now moved into the collector’s market – I’d say the average price would be about £200,000. But, with the standard 2.7s, the early (impact bumper) cars were seen as second class compared to the early 911s. To drive, the early ones are similar to the 2.4s but a bit more relaxed, with a better spread of torque lower down and the different seats are more comfortable, but they didn’t really lose anything – there’s no power steering or brake servo – so you still have the raw feel. With the 3.0-litre, you’ve got more torque lower down than the previous 2.7 Carrera so, although it’s slightly down on power under most conditions, it’s equally fast. It’s another rare car. When buying one, the costs are quite high if it needs restoration. Parts prices are a funny thing: some cost more than you think and others can actually be less, so look around and go to the independents as well as the Porsche Centre.”
911 SC
The last of the original 911s? Yes and no. Many 911 owners can say their particular generation of 911 is the ‘last of the true 911s’, and there’s usually a coherent argument to be made in support of such a statement. In the case of the SC, it very nearly was the last 911 and, while there was another instalment of the G-Model to come, the relative simplicity of the SC marks it out as the last of its kind before the 3.2 Carrera took the model off into a subtly new direction.
The SC was an amalgamation of all the naturally aspirated G-Model 911s that had preceded it. Think of it as a slightly less frantic Carrera 3.0, because it shares the same basic engine
and wider rear wheel arches. Why only one model of 911 in this era? Because when the SC was released for the 1978 model year, Porsche duly expected the 911 to go out of production and be replaced by the 928. That the public kept on buying the SC – it outsold the 928 two-to-one – made this situation all the more troublesome for Porsche and led in part to a change in leadership, with Fuhrmann leaving his post a year earlier than his contract stated. With Peter Schutz now at the helm, the 911’s future was secured, which led Porsche to quickly scramble development funds and time onto the 911 platform.
Like the 2.7s, the SC occupied the entry-level position for used 911 ownership for many years and it was unfairly seen as an inferior car to many 911s, particularly the 3.2 that came after it. Many were lost during this era or cut up and used for competition cars or restomods, so they’re nothing like as numerous as they once were. However, values have risen in recent years as the model becomes understood for what it is: a hugely characterful, competent 911 that possesses a gloriously analogue feel but with more modern manners and outright ability than many earlier 911s. Although the SC’s engine was originally detuned to offer more flexible torque over the Carrera 3.0, the power was increased in two stages after the model’s inclusion in the product development plan once again, and later cars push out 204bhp. If you’re looking for a do-it-all classic 911, you’ll not go wrong with a good SC.
RS view: Franck Marie
“The SC used to be the cheap one to get into at one point, but that’s not the case any more. Now, people have come to realise that a good SC is as good as a 3.2, although they are slightly different. The main difference, especially compared to a G50-equipped 3.2, is the gearbox. But they are still cheaper to get into than the later car and, if it’s been looked after, the car is bulletproof; it’s a car that could be used every day.
To me, I think the driving of the SC is a bit more involving (than the 3.2), and I prefer the gearing, but it’s really a personal choice – get in the cars and try them. The 3.2 is probably better for long journeys because, while not quite a grand tourer, it’s probably easier to live with every day; the SC was a bit more sporty. To me, it’s important as the car that saved the 911 because, if there hadn’t been the SC, we might not have had 3.2s or even 997s and so on. It’s also the car that brought back the cabriolet.
They’re very basic cars – simple to work on and simple to use. The thing with them is maintenance. Making sure they are serviced regularly and looked after is important, and then you just drive them and basically forget about everything else. The problem with most SCs is the cars are in storage and never used and then, when they’re started after a couple of years, that’s when everything goes wrong and then it’s expensive. They don’t like sitting around.
There are rust issues, but that’s because of the age they are. It will be windscreen scuttles and kidney bowls – that’s the two big ones. I’ve had mine done. If you catch it early, it’s not that expensive (although more than it used to be). Try and find one that’s been looked after and not modified. If you’re going to do any restoration work yourself, it’s not so much of a problem, but if you have someone else to do it for you, it will be expensive.”
Carrera 3.2
The fruits of Porsche falling back in love with the 911 once again, the 3.2 Carrera was the result of Peter Schutz’s proclamation in the early ’80s that the 911 should continue. The 911 had begun selling to a wider audience, having been increasingly seen as an anachronism towards the end of the 1970s, and Porsche wanted to improve performance and emissions but also make it easier to drive for new buyers who perhaps weren’t driving enthusiasts. That it would last in production until 1989 was more a reflection on the delayed 964 programme and Porsche’s preoccupation with projects like the 959 rather than any intention on Porsche’s gameplan with the 3.2 Carrera.
With Schutz’s attention firmly on improving production efficiency and volume, the changes for the 3.2 were kept to a minimum. Improved aerodynamics would have to wait for the 964 and, visually, there are only detail differences that set it apart from the SC.
The big news though was the engine, which used the crankshaft from the Turbo to create a longer stroke 3.2-litre unit. This engine was controlled by a new LE-Jetronic system known as Motronic, which provided electronic control over ignition, fuel and ambient engine parameters. These factors resulted in a rise in power to 231bhp and more precise running that cut fuel consumption by 10 per cent. Some say the decision not to make the engine 3.3 litres, which would have been easy enough using the Turbo engine, was due to the dear old 915 transmission being unable to take the torque. It remained in place until 1987, when it was replaced by the new G50 gearbox. Not only was this stronger, but it also offered a much more ‘modern’ gear shift that was easier to master, although there was a weight penalty and some of the driving ‘challenge’ was lost.
The 3.2 was available in coupé, targa, convertible and latterly wide-body forms, and even a Speedster. It sold in much greater numbers than those models that came before it and came to define the 911 in the public’s imagination, often for the worse in the years of excess during the 1980s. With the fundamental differences introduced on the 964, the 3.2 Carrera can also lay claim to being the ‘last of the true 911s’.
RS view: Steve and Sue Edwards
“I find it a great drive,” says Steve. “It’s very engaging. Whether on urban roads, country lanes or European passes, it’s just excellent. It sounds good inside, even on the standard exhaust – we don’t use the radio! It copes with motorway driving too and we’ve returned over 30mpg on a mixed touring route. We always have difficulty keeping to the agreed insurance limit with ours!”
“It’s the most comfortable car I’ve been in,” adds Sue, “especially over longer distances. The interior is bright and airy, and there’s good legroom.”
For Steve, owning a 3.2 is more like being its custodian. “Many owners keep their cars for years. If you like the drive, they are ‘keepers’ and become part of the family. Many owners don’t use their cars in wintry, salty conditions, but some will wash the underside and have garages that allow them to dry the car off. It’s still a car that can be maintained by the home mechanic and one-off jobs can also be accomplished as most things are accessible – and there’s help from us and Registers Technical Advisor Charles Marsland. There is also the Club forum where answers are always forthcoming.”
“Don’t be stressed over one gearbox over the other (915 vs G50). The 915 is a good gearbox; it just needs someone who knows what they’re doing and to be set up right. If you drive it and it feels right, then buy it.”
“When buying, a cared-for car is always a good start. Check the history file. Some bodywork may have been needed by now due to rust in the B pillar and kidney bowls, because the galvanised body will only delay the inevitable for so long. It’s also worth adding that more and more cars are being modified to the current owner’s taste. If it’s not what you want, don’t buy at inflated prices because it may not be possible to justify when selling on. The case for buying a standard car is growing – it’s what Porsche intended. Minor modifications where the standard parts are included in the sale, and can be refitted, are different.”
This feature was written by Steve Bennett and first appeared in the November issue of our monthly Club magazine, Porsche Post. to receive your first copy in the New Year as well as enjoying a host of exclusive member benefits and savings.