La produzione di serie e sportiva (i 20 anni dalla presentazione della "911"; la supervincente 956; il potentissimo e pluri iridato motore Tag F1; Jacky Ickx testimonial delle gomme Dunlop).
Dulcis in fundo, un prototipo della mitica 959.
The Porsche program in the 1984 model year:
911 Carrera with 3.2 liter engine and 231 hp 928 S with new engine electronics, with ABS and new four-speed automatic model upgrade also available for Porsche 924, 944 and 911 Turbo.
Porsche in turn allows all its models in the four, six and eight-cylinder series to undergo thorough model maintenance.
It affects not only the sporty technology, but also many details that serve to ensure a pleasant stay in the vehicle as well as the ease of use of the now electrically unlockable tailgate and the optionally removable roof
with electric lifting device of the four-cylinder models up to greater headroom as well as electrically heated windshield washers in the 928 S.
The most remarkable development, of course, has been experienced by the classic Porsche 911.
Presented for the first time at the International Motor Show in Frankfurt in 1963, it is now celebrating its twentieth birthday as the 911 Carrera - with an engine enlarged to 3.2 liters, with an output of 231 hp (170 kW) -
and yet more economical consumption.
Porsche racing development (September 1983): Porsche 956 world champion car.
In the annals of successful Porsche racing cars of the past thirty years, the Porsche 956 will certainly occupy an outstanding place.
In terms of design, it marks a milestone for Porsche racing development and has set new records in sporting competition.
Designed for the newly created Group C, which is based on a highly interesting energy formula, the Porsche 956 embodies a new type of racing car that cannot be stopped with sheer top performance.
The best ratio of performance: petrol consumption - as with the production car - is the technical task of this formula; no wonder that Porsche sees the 956 as a running test laboratory.
Group C is the technical game with the lowest driving resistance (aerodynamics), consumption-optimized engines and power transmissions at the limit.
Nobody has played this game, which is also interesting for the development of road cars, as successfully as Porsche.
The 956 is the first Porsche racing car with a monocoque chassis (shell construction) and ground effect (controlled air flow under the car).
Pioneering electronic injection / ignition systems enable the 2.6 liter turbo engine to produce around 630 hp with astonishing consumption values for racing cars in this performance class around 50 liters / 100 km.
The fastest 956 was measured at Le Mans in 1983 with a top speed of 372 km / h.
The sporting career of the Porsche 956 was no less impressive: almost out of the drawing board, just a few weeks after the completion of the first car, the 956s landed a sensational 1-2-3 victory in Le Mans in 1982.
The brand world championship fell in the same year for Porsche and the long-distance driver world championship for Porsche works driver Jacky Ickx.
Porsche also offered the 956 to customers for 1983; Ten vehicles for private racing customers were built and the Porsche Superauto winning streak continued:
victories in all rounds of the World Endurance Championship, an eightfold victory in Le Mans, the renewed World Championship for Porsche, victories and the championship title for Bob Wollek in
German Racing championship and victories recently in the American CanAm series underline the class and exceptional position of this racing car.
Porsche development project (september 1983): Formula 1 engine "TAG Turbo PO1"
On behalf of the Geneva-based company TAG Turbo Engines, Porsche designed and developed the Grand Prix engine "TAG Turbo PO1".
Since the Dutch Grand Prix on August 28, 1983 in Zandvoort, the machine has been used in the Marlboro MP4 / 1-E of the Marlboro McLaren International team in Formula 1 races.
Not only because of its purpose, the TAG engine will go down in the history of Porsche's development as a "fast object". On October 12, 1981, the development order was received at the Porsche development center in Weissach.
Construction started on the white sheet of paper. The engine was first ignited on December 18, 1982. The TAG engine began its test driving in a test vehicle in March 1983.
Twenty weeks later, on August 28, it went into racing testing at the Dutch Grand Prix, which will continue over the next few months.
In the 1985 racing season, the company TAG Turbo Engines and the Marlboro McLaren International team set their sights on sporting goals with the "TAG Turbo PO1".
The "TAG Turbo PO1", a V6 cylinder with an angle of 80 degrees, is characterized by its compact design and low weight. Its output is currently in the range of 650 hp at 11500 rpm.
For Porsche, the Formula 1 engine is one of many third-party development projects in the development center in Weissach.
Porsche study: “Group B” competition cars
Automobile salons give the auto industry the opportunity to test the public's interest and taste for future developments.
At the IAA 1981, Porsche presented the study of a 911 Turbo Cabriolet with four-wheel drive, from which the production model Porsche 911 Cabriolet has emerged.
At the IAA 1983, the Porsche study applies to a Group B competition car, that is to say a sports device close to series production, but which is also fully roadworthy and suitable for everyday use.
The "Group B" is based in form and technical conception on the Porsche 911 Turbo. Its modified body, born in the wind tunnel, has a drag coefficient of 0.32, significantly reduced driving resistance and good downforce values.
The engine is an offshoot of the Porsche World Championship cars 936 and 956: water-cooled four-valve cylinder heads with hydraulic valve lash adjustment and double turbochargers are the features of this high-performance
version of the classic air-cooled six-cylinder. The 2.85 liter displacement is such that, taking into account the turbo factor, a "sport stroke" of 4 liters results.
From this, the "Group B" produces 400 HP, which are used for optimum utilization via a six-speed gearbox.
The high performance in the light car (1115 kg) is optimally brought to the floor by a new technology of the all-wheel drive.
This electronically controlled system, developed by Porsche to optimize driving dynamics, optimizes four-wheel drive in driving practice.
Electronic control ensures different power transmission to the front and rear axles depending on the road conditions; a different design is better for wet roads than for gravel or snow.
This driving dynamics optimization, which is designed for road conditions, is programmed and can be called up or changed by the driver as required.
The whole thing works together with a chassis in the latest racing car technology with double wishbone suspension of all wheels and adjustable stabilizers.
Also noticeable is the unusual wheel size of 17 inches with Dunlop tires based on the Denloc safety system.
The racing technology of the form, engine and chassis also correspond to the driving performance of the Group B Porsche:
300 km / h top speed and acceleration values from 0 - 100 km / h in 4.9 s and 0 - 200 km / h in 15.4 s can be realized.
This IAA study has a specific pilot function for Porsche. In the course of 1984 the final group B car was to be built and until the end of the year interested sports customers were offered a racing version and a rally version. The homologation is after the construction of 200 vehicles planned for the 1985 sports season. After the introduction of the professional racing car Porsche 956, Porsche saw a group B car for mass sports as an addition to its range of powerful competitive vehicles.
SUPER-SAFETY FOR SUPER-AUTO
Dunlop safety tires for new Porsche 911, Group B
"The faster and more powerful a car, the higher the safety reserves have to be. That is why Porsche was the first manufacturer to develop Dunlop's 10-year development and the Denloc safety system,
which has been tried and tested on over 100,000 vehicles, has been intensively tested in motorsport. The successful Rothmans Porsche 956C on Dunlop tires with Denloc system have been driving and winning since November 1982
The 911 "Group B", on 17 "Dunlop steel belt tires in an equilibrium contour for speeds well over 300 km / h on Porsche alloy wheels with Denloc safety contour for the Denloc bead.
This was developed from scratch, super wide and super flat 17 "tires is a world first for production vehicles. In the dimensions 235/40 VR 17 on the front axle and 255/40 VR 17 on the rear axle, the Dunlop SP Sport Denloc D4 combines the properties of a top tire in handling, wet behavior and safe cornering behavior with the necessary comfort, mileage and low noise as well as Safety and mobility of the Denloc wheel / tire safety and emergency running system.
The Denloc safety and emergency running system gives the driver the certainty that if there is a sudden loss of pressure, the tire stays on the rim and the vehicle has to be kept fully under control.
20 years of Porsche 911 First presentation at the IAA 1963 in Frankfurt
"Every new Porsche must remain a Porsche", Ferry Porsche told his son, the designer Ferdinand Alexander "Butzi" Porsche, when he commissioned him a new car as the successor to the first Porsche, the now legendary Type 356.
At the 1963 International Motor Show in Frankfurt the time had come: the "911" celebrated its premiere. "For me, the reactions from our customers when we introduced this car were very remarkable," Ferry Porsche recalls today.
"There were many who said that it was no longer a Porsche. But the exhibition was not even over, so we were able to find out that the vehicle was fully accepted as a new Porsche."
Incidentally, the fact that the "new" in its basic arrangement with an air-cooled boxer engine in the rear resembled its predecessor had little to do with the Porsche quotation mentioned at the outset.
On the contrary, the Porsche engineers had all the engine technology and arrangement options checked and finally, for good reasons, opted for the 911 concept that has remained unchanged even after 20 years.
The competitive sports car requires such a high weight load on the drive wheels that a separate arrangement of the engine and drive seems less favorable, because the middle engine as an ideal engine arrangement for pure vehicle
identification is out of the question for the civil sports car because it restricts the interior too much.
The front-wheel drive is also unfavorable because high performance can only be insufficiently brought onto the road (spinning front wheels).
So only the motor arranged behind the rear axle would remain. In particular for competitive use, the arrangement of the engine in front of the rear axle, which costs space, has advantages.
But that didn't pose a problem for Porsche, as the 904 racing sports car soon showed: for this purpose, the drive unit could simply be "turned around", and the device already had a mid-engine.
The Porsche 911 was to be equipped with six cylinders instead of the four in the old 356, so that the engine could meet the demands of both driving comfort and high revs in future future increases in lift capacity.
The cylinder arrangement as a boxer engine was ideal as the rear installation. And Porsche thought it was senseless to cool a boxer engine with liquid;
The inevitable intermediate space between the cylinders and the division of the block into two parts virtually oblige air cooling.
In addition, there is the need to keep the weight of the engine behind the rear axle as low as possible.
When it came to developing the chassis of the 911, Porsche took a significantly new approach, especially with the aim of gaining space.
The luggage compartment should be larger than the 356 despite the low bonnet, which is why the crank axle with transverse torsion bars was dispensed with and instead a McPherson front axle suspension used.
Compared to the well-known McPherson principle, however, this was modified in the 911: the "suspension struts" only had the function of the third suspension point and shock absorption,
while the suspension itself is used in longitudinal torsion bars.
This complex construction makes the front luggage compartment wider by the centimeters that the coil springs use on normal struts.
The torsion bars were therefore not installed because a Porsche must have torsion bars. but because in the current arrangement they take up less space than any other spring element.
At the rear, their transverse arrangement could be maintained, but made a trailing link suspension from the previous pendulum axle.
The reason for this was of a technical nature: in the interest of optimum driving characteristics, the aim was to avoid changes in the toe and camber caused by the oscillating axle halves.
The trailing arms (very slightly inclined) result in very correct wheel guidance. The complication was accepted that the wheels had to be driven by double articulated axles.
The use of a new steering system also had plausible reasons. The rack and pinion steering requires little height, so it does not affect the front trunk.
The steering gear required joints in the steering column, which was considered very desirable for another reason; they "disarm" the steering column in accidents.
Porsche had developed a steering column that could be pushed together telescopically, but the new solution was undoubtedly simpler and just as effective.
The steering wheel with the four horizontally arranged spokes also served to protect against accidents.
There was no nostalgic reason for the fact that it was given a wooden wreath at the time: wood is far less heat and cold-storing than the otherwise usual plastic.
The 911 six-cylinder engine delivered 130 hp at the beginning of its career.
For comparison: the first Porsche 356, which was built in Gmund aut Käier, had a maximum output of 40 hp, which helped the car to reach a top speed of 140 kilometers an hour.
The engine of the last 356 SC, manufactured in 1965, produced 95 hp, and the small-series four-camshaft Carrera also produced 130 hp.
The evolution of the then new six-cylinder machine brought a much greater increase in performance over the years. Porsche introduced the 911 S as early as 1966 - with 160 hp.
In 1967, the customer could choose between three performance variants: between the 911 T with 110 hp, the 911 L with the original 130 hp and the "S" with 160 horses. The latter's performance rose to 170 hp a year later.
In 1969 there was a choice of either 125 HP (991 T), 155 HP (9ll E) or 160 HP (911 s) with a 2.2 liter very large displacement.
The 1971 grew to 2.4 liters, the performance data corresponding to 130/165/190 PS. And in 1972 the sport variant Carrera RS joined, which even shone with 210 PS,
So much did the 1973 Carrera, whose displacement was increased to 2.7 liters. And in 1974, in the middle of the first so-called "energy crisis", Porsche introduced the most-noticed sports car of those years, the 911 Turbo.
This first series production car in the world with turbocharging spreads over the up to then most powerful and powerful version of the now ten-year-old six-cylinder engine. It produced 260 hp from three liters of displacement.
Here too, as always at Porsche, racing development had borne fruit in series production. And at the IAA 1977, Porsche presented a further development of this type:
Since then, the boxer engine in the 911 Turbo has produced 300 hp with a displacement of 3.3 liters. With its top speed of 260 kilometers per hour, it is one of the fastest production cars in the world.
When the 911 Turbo was first shown to the public in 1974, the goal was a small series comprising 500 units. Menawhile, 9600 sports cars of this type have grown out of it.
Last but not least, the up-to-date model of the 911 basic model improved in the consumption values.
The 911 SC with a three-liter engine and 180 hp, which was also introduced in 1977, was replaced two years later by the 188 hp version, which used an astonishing 17 percent less gasoline than its predecessor.
The 911 sc was again more frugal from 1981 when its engine was already producing 204 hp.
And the youngest 911, the 3.2 liter "Carrera" presented at the IAA 1983 in Frankfurt,
produces 231 hp with a consumption of only 13.6 / 9.0 / G, 8 liters per 100 kilometers (in the city sweep / at a constant 120 / at a constant 90 km / h).
The functional, timelessly beautiful form that Ferdinand Alexander "Butzi" Porsche gave the 911 has essentially remained unchanged for two decades. Two noteworthy variants concern ottoman driving.
After the 356 was discontinued in 1965, there was no longer a convertible. "That made us particularly worried," recalls Ferry Porsche, "because in the first production phase of the 911, no tools were planned for a convertible.
This dilemma gave rise to the so-called Targa, which, as an open vehicle with a roll bar, did very well with the new one Security thinking corresponded and could be produced with relatively small changes in the tools.
"This new body shape, first introduced at the beginning of September 1965, soon acquired a loyal following shade. The famous "Museum of Modern Art" soon put such a car in its department for industrial design.
Nevertheless, many Porsche fans still wanted to drive completely open.
Under the direction of Helmuth Bott, Porsche board member for research and development, a new Porsche Cabriolet was also created soon - but for quite some time only on paper.
In the most important market for Porsche, in the U.S.A., a law based on safety considerations threatened for years, which was supposed to ban otten automobiles.
It wasn't until around 1980 that it slowly leaked that this lawlessness was dropped. This made it easy for the new Porsche CEO, Peter W. Schutz, to make the decision shortly after taking up office in January 1981:
"Porsche is building a Cabriolet". And today half of the daily 911 production is actually a Cabriolet.
Porsche 928 S
Even more power and comfort, lower consumption
The most neat way to drive a Porsche is the 928 S, which has undergone thorough further development for the 1984 model year. Its 4.7 liter V8 light metal engine now has the Bosch LH-Jetronic with overrun cut-off.
This ensures an even more precise metering of the injection quantity, a further improvement in the exhaust gas values and even greater reliability.
Together with a new electronic control system for the ignition point, Porsche has increased the output from 300 to 310 hp (228 kW) and the maximum torque from 385 to 400 Nm,
while at the same time reducing consumption by another ten percent. In the automatic version, the average is even more than 12 percent: the smaller increments of the new four-speed automatic
not only contribute to better shifting comfort, but also to a reduction in fuel consumption.
With a reduction in fuel consumption, Porsche drivers traditionally expect an increase in driving performance.
Accordingly, the top speed of the 928 S is now 255 km / h (previously 250 km / h). Porsche has shortened the acceleration time from zero to 100 km / h from 6.6 to 6.2 seconds.
The 928 S of the 1984 model year is also the first ABS to be equipped. It is a further development of the previously known system, specially designed and optimized for this high-performance sports car that sets
far higher standards in terms of speed, dynamic behavior, acceleration and braking power than normal saloons.
A change in the front seat construction that increases headroom serves the comfort of tall 928 drivers.
The boot lid can now be opened electrically from inside the vehicle. Not only does the anti-lock braking system help in winter, but also the electrical heating of the windscreen washer nozzles:
the windscreen washer system can no longer freeze even in severe cold. The "internal security" is also actively and passively increased: passively by a Sekuriflex windshield,
actively by the central locking which can now be operated from the inside. In order to prevent uninvited visitors, the doors can be locked in a flash at the push of a button.
The perfect 2 liter sports car
The functional concept of the Porsche 924 goes almost unchanged into the ninth model year. With almost 130,000 units sold, it is one of the most successful Porsche sports cars ever.
The two-liter, four-cylinder engine of the 204 km / h fast car delivers 92 kW (125 hp) at 5800 revolutions per minute. In the transaxle system, it is connected to the gearbox and differential located on the rear axle
via a central, rigid tube. As a result, Porsche has achieved a practically balanced weight distribution and optimum driving behavior, while also increasing passive safety.
The modest fuel consumption contributes to the economy of the 924. Despite its performance, it is content with 90 liters / h with 6.6 liters, with 120 km / h with 8.1 liters and in heavy city traffic with
12.4 liters per 100 kilometers. The inspection intervals of 20,000 kilometers keep the maintenance effort within narrow limits, and the seven-year long-term guarantee against rust damage confirms its value retention.
A new interior program and make-up mirror in both sun visors contribute to the revaluation of the 924 in the 1984 model year. Added to this is a comfort detail that meets many customer requirements:
the driver can now unlock the rear lid of the Porsche 924 electrically from the inside without having to get out or remove the ignition key.
The removable roof, which is available on request, is equipped with an electric lifting device for the first time. This means that it can be raised and closed again while driving. The Porsche 924 is now also available with a tempoat on request, which automatically maintains the set speed.
The new hit in the Porsche business
The 2.5 liter four-cylinder Porsche 944 has already found around 30,000 buyers since it started production in early 1982.
It owes its strong worldwide demand to the future-oriented concept: it combines all the characteristics that sports car lovers demand from their vehicle with the smooth running of
six- or eight-cylinder engines and the economy of almost small cars. Despite its engine output of 163 hp (120 kW) and its top speed of 220 km / h, it consumes only 7 liters at 90 km / h, 120 liters at 8.7 km and 11.4
liters of fuel per 100 km in heavy city traffic.
The aerodynamically optimized shape of the 944 with large spoilers at the front and rear, small cross-sectional area and an excellent Cd value of 0.35 results in the very low total drag Cw x A = 0.64. Like the 924, the 944 is one of the most streamlined production cars on the world market. The transaxle design combines the advantages of even weight distribution, high drive traction and favorable space ratios.
The Porsche 944 is entering its third year after further careful model maintenance, which also extends to the available special requests.
The driver can now unlock the tailgate electrically from his seat without having to remove the ignition key and get out.
Makeup mirrors can be found in the sun visors on the left and right. The interior design program has also undergone changes. A brake pad wear indicator provides additional safety.
In conjunction with the forged rims, which are available on request, the rim stars are also available painted in "grand prix white" or "platinum metallic".
Also as a special request, the 944 is now available with the automatic speed control "Tempostat". The removable roof is now equipped with an electrical lifting device: it can also be raised or retracted while driving.
Porsche 911 Turbo
One of the fastest sports cars in the world
The model maintenance measures that Porsche gave to the new vintage of the 911 Turbo serve to ensure safety, comfort and reliability.
In addition to a modified interior program, there are now make-up mirrors in the sun visors on the left and right.
The engine of the 911 Turbo has a newly developed chain tensioner with pressure oil lubrication, the alternator has been increased to 92 amps.
You no longer have to look behind the wheels to check the brake pads: the fittings in front of the driver's seat now also contain a brake pad wear indicator.
The now standard anti-theft protection of the wheels makes it difficult for long fingers. The new 911 Turbo is also recognizable by the fog lights now integrated in the front spoiler.
Porsche 911 Carrera
More contemporary than ever for its 20th birthday.
At the IAA in Frankfurt in 1963, Porsche presented the 911 for the first time - at that time with a two-liter machine that produced 130 hp.
To celebrate the 20th anniversary of this classic sports car, Porsche is presenting it at the 1983 IAA as a 911 Carrera with a 3.2 liter engine and 231 hp (170 kW).
Compared to the previous model 911 sc, Porsche has achieved an increase in output of 27 hp (20 kW) while simultaneously increasing the maximum torque from 267 Nm to 284 Nm and significantly reducing
fuel consumption through extensive design measures on the engine, mixture preparation and ignition.
The extension of the stroke by four to 74.4 millimeters resulted in an increase in the displacement to 3164 cubic centimeters, a reduction in the combustion chamber near the spark plug,
and the optimal performance increase in the compression ratio to 10.3:1.
Ignition and injection are controlled by a Bosch Motronic, which, unlike previous systems, directly uses the cylinder head temperature as a measure of the operating temperature in the 911 Carrera.
In addition to the overrun fuel cut-off, the Motronic in the 91l Carrera also controls the function of the idle speed control and an active anti-jerk function,
which guarantees smooth emergency operation even with the most economical mixture control.
The five-speed transmission of the 911 Carrera has a new gear ratio that is tailored to the changed engine characteristics. An external transmission oil cooler reduces possible wear despite the higher engine power. Porsche has also adapted the car's braking system to the noticeably improved driving performance made possible by the new Carrera engine. A further reduction in the tendency to fading due to cooling was achieved by using brake discs 3.5 millimeters wider with larger ventilation openings. Larger brake pistons on the rear wheels and the brake force regulator adopted from the 928 S serve to improve the brake force distribution, which counteracts the tendency of the front wheels to lock up when it is wet. A brake pad wear indicator in the cockpit warns the driver about 700 kilometers in advance that the pads are nearing their end. The new 911 can also be recognized by the fog lights integrated in the front apron, new cast aluminum rims and the "Carrera" lettering on the rear. The new optional extras for the 911 Carrera include a new rear spoiler, which, in conjunction with the front spoiler, contributes significantly to improving driving stability at high speeds. The coupe version of the Carrera int can also be supplied in a turbo look on request. This additional equipment also includes the chassis of the 911 Turbo and its rear spoiler.
In addition to new interior fittings for all 911 Carrera versions, additional convertible top colors are also planned for the Cabriolet: in addition to coulters, now also blue or brown. In addition, a large tarpaulin in the respective top color can be delivered for the convertible.