1995 Porsche 911 Carrera and Carrera 4


Introduced to North America in early 1994, the 1995 Porsche 911 Carrera incorporates the most sweeping changes in the 30-year evolutionary history of Porsche's premier model, a car which more than any other has defined the modern sports car and GT concept.

Less than a year after its introduction, this model's evolution continues with the mid-year update of the 1995 Porsche 911 Carrera, now available in two drivetrain configurations:

  • 911 Carrera
  • 911 Carrera 4

The all-wheel-drive traction of the Carrera 4 complements the classic rear-wheel-drive layout of the Porsche 911 Carrera. Porsche's unique Automatic Brake Differential (ABD), optional on the Carrera, is standard equipment on the Carrera 4.

The Porsche 911 Carrera and Carrera 4 models are available in two body styles:

  • Coupe
  • Cabriolet

The 911 Carrera 4 Coupe carries a Manufacturer's Suggested Retail Price of $67,200, reflecting a price reduction of $11,250 over that of its predecessor, while the 911 Carrera Cabriolet is priced a $75,700-a reduction of $10,550.

On the 911 Carrera, the optional Tiptronic transmission is unique in offering the convenience of a fully automatic transmission with the driver-selectable authority of a manual transmission. It becomes even more versatile as the Tiptronic S, with additional gear selection controls located in the steering wheel spokes.

  Carrera  Carrera 4 
Coupe  ✓  ✓ 
Cabriolet  ✓  ✓ 
6-speed Manual  Standard  ✓ 
Tiptronic S  Optional  N/A 
Automatic Brake Differential  Optional  Standard 


From the moment of its unveiling at the Frankfurt Auto Show in September 1993, the 1995 Porsche 911 Carrera has drawn universal acclaim from the motoring press. Soon new owners had the opportunity to appreciate the newest Porsche, making the 1995 Carrera an instant classic and the most esteemed 911 in three decades.

At the 1994 Chicago Auto Show, "MotorWeek," the premier television automotive weekly magazine, named the 1995 Porsche 911 Carrera as recipient of its annual Drivers' Choice Award for "Best Dream Machine."

This recognition for the 911 will not surprise Porsche fans. Although an entire new generation of sports car buyers is discovering the Porsche 911, three decades of 911 owners are already familiar with Porsche's outstanding value. Sports car buyers recognize that the 1995 Porsche Carrera combines the proven quality and performance of the classic 911 with extensive engineering improvements throughout the vehicle, and a lower list price than the model it replaces. The designer of the first Porsche 911, Ferdinand Alexander Porsche, sums it up best: "The new 911 Carrera is an absolutely worthy and masterfully made successor to all previous 911s. Its special quality lies in the fact that anyone who sees it immediately recognizes it as a classic 911, but the Porsche lover sees it as a new 911."

Sports car buyers have also cast their votes. Since its March 1994 North American market introduction, the 1995 911 Carrera has rejuvenated Porsche sales to their highest level in nearly five years.

Consumer groups, too, have recognized the value of the Porsche 911. IntelliChoice, in its 1994 Complete Car Cost Guide, ranks the predecessor Porsche 911 as "Best Overall Value" in the over-$25,000 sports car class, with 65 percent of the purchase price retained after five years of ownership. This figure is higher than for any other sports car. IntelliChoice also rated the 911 Cabriolet as "Excellent" (the highest rating) in cost of ownership over a five-year period. Porsche's 10-year anti-corrosion warranty and two-year/unlimited mileage maintenance warranty also received "excellent" marks. The Automotive Lease Guide lists Porsche as having the highest retained value of any car after three years, at 68 percent.



When the new 911 was introduced as a rear-wheel-drive model, enthusiasts familiar with the 911 model line immediately recognized that the floorpan had been designed to take Porsche's all-wheel-drive (AWD) package as well. The 1995 Carrera 4 again offers the capable, high-traction all-wheel-drive system pioneered in 1989, with several refinements.

  • Carrera 4 technology now combined with re-engineered 911 body and chassis
  • again available as Coupe or Cabriolet
  • lighter drivetrain than its predecessor, resulting in a curb weight reduction of 165 lbs.
  • viscous center clutch replaces electro-hydraulic unit
  • mechanical rear limited sip differential replaces electro-hydraulic unit
  • six-speed manual transmission replaces five-speed
  • Automatic Brake Differential (ABD) fitted as standard equipment
  • recognition features
    • titanium-colored "Carrera 4" script on engine lid
    • titanium-colored brake calipers
    • titanium-colored shift pattern insert in shift knob

The Carrera 4 benefits from the complete 911 redesign, including body, chassis and new six-speed transmission (the Tiptronic is not available with all-wheel drive). The specific! design requirements for the 1995 Carrera 4 included handling characteristics closer to those of the rear-drive Carrera, and minimal weight increases despite the addition of all-wheel drive components.

The heart of the Porsche Carrera 4 is a sophisticated all-wheel drivetrain, one of the lightest of any all-wheel-drive car. On the 1995 Carrera 4, a viscous center clutch controls the power distribution between the front and rear wheels. The maintenance-free viscous clutch, running in silicone fluid, responds to power, rpm, and temperature differences to vary the amount of sip between the front and rear axles. If both rear wheels spin, the center clutch diverts engine power to the front wheels, ensuring that maximum traction is always available. The simpler, lighter viscous clutch replaces the electro-hydraulic center differential of the previous generation Carrera 4.

A conventional rear locking differential (again replacing an electro-hydraulic unit) regulates the torque split between the rear wheels. The rear differential has 25 percent lockup when accelerating and 40 percent lockup when coasting. This provides a built-in understeering tendency in the event of abrupt load changes, such as when lifting off the throttle in a turn.

The viscous center clutch and rear differential act to divert engine power to the wheels with the most traction. The result is optimum performance under all conditions without requiring any special action on the part of the driver. The rear differential action is augmented by Porsche's Automatic Brake Differential (ABD), fitted as standard equipment. Even an all wheel-drive car reaps benefits from the ABD system when starting on slippery surfaces. It despite action of the limited sip rear differential, wheelspin is detected at one of the rear wheels, the ABD acts to divert power to the other rear wheel.

The combination of viscous center clutch, limited slip rear differential and ABD offers superb traction under all conditions. When engine power is applied to all four wheels, the force is distributed through four tire contact patches instead of two. This offers superior grip, especially in wet and slippery conditions. All-wheel drive also offers improved stability under straight-line acceleration, while the standard ABD eliminates any rear wheel spin that may occur.

All-wheel-drive advantages are not restricted to straight-line acceleration or slippery conditions. In cornering at the limit, the Carrera 4 is less sensitive to power changes than any two-wheel (front or rear) drive car, resulting in more usable horsepower.

Although the components of the all-wheel-drive package add 111 lbs. to the curb weight of the Carrera 4, vehicle performance is unchanged; Porsche engineers have measured the same 0-60 mph acceleration and top track speed for the Carrera 4 as for the rear-drive Carrera.



In the mid-1980s, Porsche pioneered the use of automatic transmissions in modern race cars with its PDK (Porsche Doppelkupplung: Porsche Double Clutch) transmission used experimentally on several factory-entered Type 962 Group C entries. Today, automatic transmissions are becoming commonplace in racing. Modern Formula One race car transmissions employ switches mounted on the steering wheel enabling drivers to shift up and down, quickly and without using a clutch. At the same time, the driver maintains a firm grip on the wheel and concentrates on driving. Porsche's unique Tiptronic transmission, inspired by the racing PDK system and one of the most sophisticated automatic transmissions presently available, is the first to bring this feature to production cars for 1995, in the form of the Tiptronic S.

While the Tiptronic S retains the central tunnel-mounted two-plane shift lever, it adds a pair of rocker switches in the steering wheel spokes. In the distant past, other makes placed the transmission selector pushbuttons of a conventional automatic transmission in the steering wheel as a styling feature. The Tiptronic S is the first to place controls on the wheel for quick, easy up and down shifts in a "manual" mode.

The rocker switches incorporate a distinct pressure point for precise tactile feel when shitting. An upward tip of the rocker switch shifts up, while a downward motion shifts down a gear. The parameters of the Tiptronic system prevent accidental overrevving of the engine on downshifts. Porsche evaluated eleven different designs for the steering wheel switches. using drivers of different anatomical proportions to ensure that the system is optimized for all users.

With the gear indicator incorporated in the speedometer gauge and directly in the driver's visual field, the Tiptronic S now allows a sporty manual-transmission driving style without moving either hand from the steering wheel or the eyes from the road and instruments. The Tiptronic S steering wheel controls may be retrofitted to earlier Tiptronic-equipped 1995 911 Carreras, (The Tiptronic transmission is not available for the Carrera 4.)

Even before introduction of the steering wheel shift controls, the Tiptronic system incorporated several key features which make it the automatic transmission of choice for sports car applications:

  • five distinct shift program maps adapt to all driving styles from leisurely to sporting
  • quickly pressing and releasing the accelerator activates the most dynamic shift map
  • early torque converter lockup in second, third and fourth gears simulates manual transmission characteristics
  • upshifts are suppressed during coasting, providing improved engine braking during deceleration with the correct gear always ready for resumed acceleration
  • upshifts automatically when wheelspin is detected for improved stability and traction
  • anual mode is available by moving shift lever to right side gate; tipping lever forward shifts up, tipping back shifts down

In conjunction with the early 1994 introduction of the new 911 Carrera, Porsche's unique Tiptronic transmission received further development. To match the Tiptronic to the more powerful engine, shift points and shift programs were remapped for improved comfort. optimized fuel economy and better performance as well as reduced noise and exhaust emissions. Compared to the 1994 model, the 1995 Tiptronic spends a greater proportion of its time with the torque converter clutch locked. A new feature for 1995 is the ability to trigger downshifts in automatic mode by braking, ensuring that the proper gear is available for subsequent cornering. New accelerometer inputs enhance spirited driving in automatic mode on winding, hilly roads.


Standard equipment on the 1995 Porsche 911 Carrera and Carrera 4 is Porsche's new six speed manual transmission. (The Carrera 4 is available only with the six speed.) The engine development program created for the 1995 Porsche 911 Carrera also resulted in extensive manual transmission changes, including

  • new six-speed manual transaxle
  • dual-cone synchronizers for first and second gears
  • noise optimization and polishing of individual gears as well as ring and pinion gears
  • no weight increase compared to previous five-speed transmission
  • optimized clutch ventilation with cooling impeller on pressure plate
  • lighter clutch action

The six-speed transmission permits the driver to select a gear that allows the engine to provide maximum acceleration or low revolutions for cruising, as appropriate. A further benefit is improved fuel economy. The 1995 Porsche 911 Carrera reaches top speed in sixth gear. Unlike many cars with extremely long overdrive transmissions, it is not necessary to shift down to fifth to experience the 911 Carrera's top speed. The six-speed gearbox allowed Porsche engineers to lower the gearing in fourth and fifth gears, resulting in better throttle response at higher speeds. First and second gears of the new six-speed transmission now employ dual-cone synchronizers to reduce shift forces by 30 to 40 percent.


Porsche offers its exclusive Automatic Brake Differential (ABD) traction management system as an option on the Carrera and as standard equipment on the Carrera 4. ABD works as an extension of the ABS 5 brake system. When a rear wheel spins under acceleration, the control system automatically applies brake pressure only at that wheel. This diverts engine torque to the wheel with more traction, making it easier to start from a standstill under slippery conditions. Above 44 mph, the system becomes inactive. ABD activation is communicated to the driver by an indicator light on the dash. On the six-speed Carrera and Carrera 4, the limited slip differential includes Porsche's ABD traction system. For Tiptronic-equipped 911 Carreras, the ABD traction system without the conventional locking differential is available as an option.

The ABD system serves primarily as a traction aid in starting on slippery surfaces. Porsche's ABD is different from conventional traction control systems as it does not reduce engine power. Driving with ABD is different from driving with a conventional differential. With more than enough engine torque available, the system will sense wheel spin and apply rear wheel brakes as needed to provide the maximum amount of traction, reducing the force at the tire contact patch to the limit of what the surface will sustain.


The powerplant of the 1995 911 Carrera and Carrera 4 is a further refined and developed version of the 911 3.6 liter engine. Design goals for the 1995 911 Carrera engine included increased power, optimized fuel consumption, improved serviceability and reduced manufacturing costs. These goals were met through an extensive program of engineering changes including:

  • decreased valve train mass:
    • hydraulic valve lifters
    • lighter valves with thinner stems
    • lighter valve springs, washers and retainers
    • optimized, lighter rocker arms
  • weight-optimized crankshaft drive:
    • optimized, lighter connecting rods
    • lighter pistons
    • lighter crankshaft pulley without vibration damper
  • dual exhaust system
  • hot film air mass sensor
  • composite valve covers
  • composite timing chain covers
  • composite intake manifold

As a result of these technical refinements, substantial power and torque improvements were realized. Power increased to 270 hp at 6,100 rpm (from 247 hp), and torque to 243 ft. lbs. at 5,000 rpm (from 228 ft. lbs.).

The extensive internal modifications carried out on Porsche's time-honored horizontally-i opposed six cylinder engine are the most significant in its 30-year history. The valvetrain now features hydraulic valve lifters in the tips of the rocker arms which completely eliminate the need for periodic valve adjustment, reduce engine noise and provide improved cold start emissions. Use of synthetic motor oil and the elimination of valve adjustment give the Porsche 911 Carrera one of the longest maintenance intervals in the industry-beginning with 15,000 miles for the first service.

Like the top end of the engine, the crankshaft of the 1995 911 Carrera has been redesigned. Reworking the crankshaft counterweights resulted in increased stiffness, eliminating the need for the torsion damper fitted to the end of the crankshaft. Although the improved stiffness increased crankshaft mass, lighter pistons and connecting rods reduced the mass of the entire system by 818 grams (1.8 lbs.)

The exhaust system has been extensively redesigned to meet two apparently conflicting goals-lower backpressure and reduced noise. Lower backpressure allows higher engine output, typically increasing noise. Through careful acoustic design, Porsche is able to meet both requirements. In addition, all exhaust system components are made of stainless steel for reduced corrosion.


Porsche engineers used the occasion of the 911 Carrera redesign to improve maintenance of the classic Porsche. Maintenance and shop procedures have been simplified, and service intervals extended.

Routine maintenance has been streamlined. The new hydraulic engine valve lifters eliminate the need for periodic valve adjustments, a time-consuming process. Customers can now expect quicker turnaround time for scheduled routine maintenance. As a result, costs for scheduled service are reduced, the first service at 2,500 miles has been eliminated completely. Engine oil change intervals have been increased to 15,000 miles, while the dual oil filters are changed every 30,000 miles. The recommended replacement interval for spark plugs is also 30,000 miles. Thanks to new DOT 4-200 brake fluid, Porsche now recommends flushing the brake system every three years instead of every two years.

The headlights of the new Carrera are quickly removed for bulb service simply by releasing a lever inside the front trunk. The entire light assembly slides out of the car, permitting easy access to replace bulbs. When reinstalled, built-in plugs and sockets automatically re-establish the electrical connection between the light unit and the body. At the rear, tail light assemblies are also removed as a unit for easier maintenance.



The 1995 Porsche 911 Carrera and Carrera 4 employ a new, completely redesigned rear suspension and a revised front suspension. At the rear, the semi-trailing arms and struts have been replaced by Porsche's new multi-link Lightweight-Stable-Agile (LSA) suspension. This is the first use of a subframe-mounted design on a rear-engined production automobile. Careful design of the mounting points between the body and rear subframe, and between the subframe and the suspension arms, results in greatly improved ride comfort and decreased road noise, as well as a significant increase in handling and cornering ability.

The new rear suspension includes:

  • improved suspension kinematics
  • low overall weight
  • reduced unsprung weight
  • improved comfort
  • greater ease of assembly

The rear suspension kinematics are a further development of the "Weissach suspension pioneered on the Porsche 928. Under cornering forces, the outside rear wheel toes in and the inside rear wheel toes out to reduce oversteering tendencies. Handling remains stable regardless of side force, and the car tracks precisely even under high cornering forces or rapid lane changes. Rear toe-in also changes in response to braking, ensuring good directional stability. The new suspension permits lateral acceleration figures in excess of 1.0 g on high-traction surfaces, and 5 percent higher slalom speeds than the 1994 model both significant improvements.

Primary goals for front suspension development were improved stability on smooth as well as uneven surfaces, and enhanced braking performance in situations where one side of the car experiences more grip than the other.

Benefits of the front suspension modifications are:

  • improved straight-line stability
  • improved braking under adverse conditions
  • reduced steering kickback on rough roads
  • better wheel control through reduced unsprung weight
  • reduced weight through more extensive use of aluminum
  • new steering tie rods with elastic isolators

Porsche's sport suspension is available as an option on the 911 Carrera and Carrera 4 Coupe models. Changes compared to the standard suspension include:

  • shorter, stiffer springs
  • stiffer, larger-diameter stabilizer bars
  • different shock absorber tuning
  • larger 17-inch wheels (standard on Carrera 4)


The 1995 911 Carrera and Carrera 4 continue Porsche's tradition of offering brakes that are among the best in the industry. In keeping with the greater performance potential of the 1995 911 Carrera, the brake system has received extensive revision.

New features introduced on the new 911 Carrera include:

  • larger, thicker front brakes
  • 45 percent greater front brake pad area
  • cross-drilled rotors
  • first application of new Bosch ABS 5 system
  • improved brake modulation
  • DOT 4-200 brake fluid
    • less hygroscopic
    • recommended flushing interval increased to 3 years

Cross-drilled rotors are an example of Porsche's application of racing technology to its production vehicles. The holes in the brake rotors, which are actually part of the casting and not drilled, improve heat dissipation from the rotor by providing additional radiating surfaces and cooling air passages. The holes also improve response by acting as vents for brake dust and gases and, when braking in wet conditions, an escape channel for water trapped between the pad and rotor.

The brake system uses the latest ABS 5 three-channel anti-lock system. ABS 5 provides several advantages over earlier systems:

  • shorter braking distances on uneven surfaces
  • improved modulation, resulting in more constant deceleration
  • decreased pedal kickback under full ABS braking


The 1995 Porsche 911 Carrera and Carrera 4 are the highest-performing non-turbo Porsche 911 models ever offered for street use, equalling or exceeding their predecessors in all performance aspects.

  Carrera  Carrera  Carrera 4 
  6-speed  Tiptronic S  6-speed 
0-60 mph  5.4 seconds  6.4 seconds  5.4 seconds 
1/4 mile  13.9 seconds  14.5 seconds  14.0 seconds 
top track speed  168 mph  165 mph  168 mph 

(Performance data is provided for comparison purposes only. Porsche recommends obeying all speed laws.)

The new rear suspension design, improved front suspension and high-grip tires provide better cornering performance. Depending on the pavement, the 1995 Carrera and Carrera 4 can exceed 1.0 g of lateral acceleration. In slalom testing, the 1995 Carrera is quicker than any previous production non-turbo 911, including the highly regarded Carrera RS.


The new 911 Carrera and Carrera 4 feature the most extensive styling changes in the 30-year history of the 911. Lines are more flowing and rounded, yet the design remains immediately recognizable from any angle as Porsche's classic 2+2 sports car.

New exterior features include:

  • ellipsoid headlights integrated into the fender
  • functional air outlets ahead of the front wheels for "invisible spoiler" effect
  • ergonomically-designed door handles
  • redesigned rubber seals for windows and doors
  • flush-mounted rear quarter windows and rear window
  • wiper arms repositioned for more effective cleaning
  • underbody sheathing for improved aerodynamics
  • reshaped Cabriolet top for smoother, more rounded appearance
  • larger, reshaped electrically extendible rear spoiler


Although the basic cockpit remains unchanged, several interior details received further development for improved functionality and ergonomics:

  • new steering wheel with new airbag and horn
  • new steering column stalks
  • relocated accessory switches
  • new particle filters for ventilation system
  • door panels redesigned for storage and speaker mounting
  • new seat design featuring flatter seams and improved thigh support for increased comfort
  • new headliner for Cabriolet
  • optional fully automatic wind blocker for Cabriolet
  • revised central locking and alarm system
  • 20 percent greater storage volume in front trunk


Many car makers tout their lightweight design or their extensive use of aluminum. For Porsche, lightweight materials do not bring their greatest benefits in advertising campaigns. For decades, aluminum, titanium and composites have been the ideal materials for car components-and for building winning race cars.

From the very beginning. Porsche and racing went hand in hand, and many Porsche racers of the 1950s and early 1960s, along with the production cars derived from them, enjoyed extensive use of aluminum. Aluminum, however, is not ideally suited for all applications. Porsche's engineers consider appropriate application of lightweight materials to be more important than mere substitution of aluminum for steel.

Porsche has pioneered many aluminum concepts in modern automotive design, and continues its extensive use of light alloy for body components, drivetrains, and suspension parts. Aluminum is not only light and strong, but also provides recycling benefits

  • Porsche employs appropriate materials rather than the most glamorous materials. Porsche's steel-bodied 911 is not significantly heavier than competing all-aluminum sports cars, yet its steel structure offers advantages over aluminum in terms of repairability, fatigue life and manufacturing cost.
  • All non-moving engine parts are aluminum alloy-crankcase, cylinders, cylinder heads and camshaft housings
  • The 1995 911 uses composite valve covers, timing chain covers and intake manifolds
  • Even less significant items are made of aluminum to save on overall weight. For example, every 911 since 1984 has been fitted with an aluminum jack.


At Porsche, safety begins with a car's driving characteristics. The dynamic behavior of Porsche sports cars is the result of advanced research and testing, as well as experience on the racetrack. The results are uncompromised design of suspension, steering and brakes. Safety considerations are also reflected in the comfort, excellent visibility, and ergonomically-correct design of Porsche sports cars.

Safety is not a new concept at Porsche. Since 1973, every Porsche 911 has been equipped with door reinforcements for increased protection in side impacts. The 1995 911 Carrera and Carrera 4 now include stronger door beams with 50 percent higher yield strength. All 1995 Porsche models meet 1997 side-impact standards. In 1990, Porsche was the first auto manufacturer to equip all of its products with anti-lock brakes. Also in 1990, Porsche was the first manufacturer, domestic or import, to equip every car sold in North America with driver and front passenger airbags as standard equipment.

The 1995 Porsche 911 Carrera includes several improvements to the airbag system: new gas generator with better bag filling characteristics new bag with seams instead of containing bands for reduced weight and space requirements driver's airbag housed in a smaller pod in a redesigned steering wheel horn operation by pushing the airbag pod, instead of buttons on the steering wheel spokes In addition to these changes in the passive restraint system, the 1995 Porsche 911 Carrera and Carrera 4 Coupe and Cabriolet models provide three-point safety belts for both front and rear seat passengers.

Airbags and safety belts represent just one level of protection for the occupants. The car's structure is also designed for safety, with a rigid cage to surround the occupants and deformable crush zones to absorb impacts. Porsche was the first manufacturer to build car bodies using sheet steel galvanized on both sides. This not only preserves the appearance of the car and the owner's investment, but also maintains the built-in crashworthiness of the car.



Porsche is unique among car manufacturers in the extent to which it uses the racetrack as a development laboratory for its production cars. Many components and systems of Porsche road cars were tested and proven on the racetrack before they became part of the assembly process.

In its first 30 years, the Porsche 911 has eamed its reputation as one of the most capable sports and racing cars ever built, the odds-on favorite to bring home the victory laurels in many diverse forms of motorsport. The victory circle at long-distance races is familiar territory for the 911, which has scored three overall wins at both the 24 Hours of Daytona and the 12 Hours of Sebring, and numerous class wins at the 24 Hours of Le Mans. The 911 has also won 17 races in the enduring Sports Car Club of America Trans Am series, and 106 victories in the IMSA GT series. 911's racing heritage

Off the racetrack, the 911 is one of the most successful cars in the SCCA Pro Rally Championship. To date, Californian Jeff Zwart, piloting a Carrera 4, has won three 1994 SCCA Pro Rally events. The all-wheel-drive concept of the Carrera 4 was first proven in the Porsche 911 SC, driven by René Metge, which won the 1984 Paris-Dakar Rallye through the Sahara Desert. The Paris-Dakar event is regarded as the toughest off-road race in the world.

Even without all-wheel drive, the 911 is a proven rally winner. The very first competition event for the 911 was the 1965 Monte Carlo Rallye, where a very early production 911 finished fifth, behind the winning Porsche 904. In 1968, 1969 and 1970, Porsche 911s won the "Monte" outright More recently and much closer to home, a completely stock 1995 911 Carrera piloted by Price Cobb and Vince Bodiford won the 5,100 mile One Lap of America rally, a wearying test of human and mechanical endurance.



Porsche is not only a pioneer in high technology and high performance, but also an industry leader in environmental responsibility. This begins with building cars to last. Of all the Porsches built since 1948, it is estimated that 80 percent are still in service. Approximately 250,000 Porsches are registered in North America. Part of that longevity comes from the fully galvanized bodywork of the Porsche 911. Its durability has been a factor in maintaining Porsche's traditionally high resale values and unparalleled owner loyalty.

During development of the 1995 911 Carrera, the goal of recyclability of a high proportion of materials used in producing the car was given priority-and achieved. If and when a Porsche reaches the end of its useful life, labeling of various plastic components will make it easier to reprocess parts, and will help to put plastics back into consumer products, not in landfills. Despite their high performance, Porsche cars are among the cleanest on the road. Highly effective three-way catalytic converters, oxygen sensors, and engine management systems have long been part of the Porsche pedigree. All Porsche models are equipped with systems that fulfill the most stringent exhaust standards worldwide.

Growing concern about the possible effects of chlorofluorocarbons, including the CFC-12 Ozone-friendly HFC-134a refrigerant refrigerants used in automotive air conditioning systems, on the earth's ozone layer led Porsche to introduce a CFC-free refrigerant, HFC-134a, beginning with its 1993 models.


Porsche owners who would like to further personalize their cars can take advantage of Porsche's special options program. Porsche offers a wide range of special order items to make each car uniquely individual. These include paint to match any sample color and leather to duplicate any sample shade. Virtually every interior item may be ordered with factory-applied leather trim.

A new option for the 911 Carrera and Carrera 4 is the Digital Sound Processing system. This option includes a ten-speaker sound system for Coupes (eight speakers for the Cabriolet) and a 6x25 watt amplifier system. The DSP system works by delaying the signal to individual speakers to give the desired acoustic image. The sound controls are located on the driver's door storage pocket. Its seven buttons let the driver tune the sound system to give large or small room effects and permit adjusting the system to vary bass and volume with vehicle speed.

All Porsche 911 Carrera and Carrera 4 models may be ordered with the Porsche Pocket Commander cellular telephone. This is the only telephone certified by Porsche's Weissach research and development center to be free of interference with the vehicle's electronic systems, and may be retrofitted to older Porsches The Pocket Commander may be installed at the port of entry with an exclusive center console designed by Porsche or at the dealership without the console. The phone carries a two-year limited warranty.

Every Porsche may be ordered through participating North American dealers for European delivery. This program offers an unforgettable driving experience, enabling the buyer to sample the high-speed motorways and scenic, winding secondary roads which gave birth to the Porsche legend. The European delivery program also provides substantial price savings and can include special features such as Porsche factory tours.


Thanks to decades of experience building solid, durable high-performance cars, Porsche's warranty coverage is among the broadest of any sports car manufacturer. Each Porsche is covered by a two-year new vehicle bumper-to-bumper limited warranty with unlimited mileage, which includes the Porsche roadside assistance program. The fully galvanized body and 26-step paint and anti-corrosion process enable Porsche to warrant each car against rust perforation for ten years and unlimited mileage. This protection is unmatched by any other sports car manufacturer. In addition, the paintwork carries a three-year limited warranty.

Porsche also offers a one-year limited warranty on qualifying 1986 and newer pre-owned vehicles sold by authorized Porsche dealers. The pre-owned warranty includes the Porsche roadside assistance program.

In addition to the extensive warranty coverage of Porsche cars, Porsche also warrants parts and accessories for two years and unlimited mileage. For parts and accessories installed by authorized Porsche dealers, labor costs are also covered.


Porsche Credit Corporation offers attractive leasing, financing and balloon payment plans for new and used Porsche sports cars. The "Porsche Preferred Lease" program is available for new Porsche sports cars and for 1990-1994 pre-owned cars. The lease term can be as long as 60 months. Finance terms of up to 84 months are available. The "Porsche Options" program combines the economies of leasing with the benefits of ownership for new Porsches as well as 1990-1994 pre-owned Porsches. (Certain programs may not be available in all 50 states.)

Porsche Credit Corporation now offers European delivery financing and the "Porsche Options" balloon payment program to meet the needs of U.S. customers who wish to take delivery of their new Porsche at the factory in Germany. (The "Porsche Preferred Lease" program is not available for European delivery purchases.)

These financial alternatives allow more American drivers to enjoy the thrill of the Porsche experience, an experience which draws on Porsche's legendary heritage as the maker of both the world's finest performance automobiles and some of the most innovative and successful cars in the history of automobile racing.

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