#Starter #The Porsche dealer in town was a regular place of pilgrimage
for me even at an early age. 13 kilometers away, a good distance for a grade-schooler and his bicycle that was actually a vehicle made for racing. Mr. Barnekow – that was the name of the friendly man whose job allowed him to constantly drive Porsches, and I envied him for it … – was kind enough to keep me supplied with brochures and Porsche’s customer magazine, Christophorus. The cover page of issue # 179 from November 1982 featured a unique accumulation of the milestones achieved by the Stuttgart-based carmaker and at the same time infected me with a virus that henceforth made me receptive to miniatures 43 times smaller than the originals.
4
#Car Key Panamera USB, Porsche #911 Carrera Cup (993), Minichamps #911 Carrera 3.2 WorksTurbolook, Minichamps
5
#Starter #The Porsche dealer in town was a regular place of pilgrimage
for me even at an early age. 13 kilometers away, a good distance for a grade-schooler and his bicycle that was actually a vehicle made for racing. Mr. Barnekow – that was the name of the friendly man whose job allowed him to constantly drive Porsches, and I envied him for it … – was kind enough to keep me supplied with brochures and Porsche’s customer magazine, Christophorus. The cover page of issue # 179 from November 1982 featured a unique accumulation of the milestones achieved by the Stuttgart-based carmaker and at the same time infected me with a virus that henceforth made me receptive to miniatures 43 times smaller than the originals.
4
#Car Key Panamera USB, Porsche #911 Carrera Cup (993), Minichamps #911 Carrera 3.2 WorksTurbolook, Minichamps
5
#Origins #It all began with the Beetle ... That’s what they say in many quarters. For Porsche, this is pretty precisely the truth, as Ferdinand Porsche is regarded as the “father” of the air-cooled four-cylinder-engine car for which a dedicated production site was immediately created in Wolfsburg. And the engine is a key component of the DNA for the sports car that Porsche’s son, Ferry, puts on wheels together with a small team of confidants in 1948. Another vehicle with a major effect is the Berlin-Rome Car, an
aerodynamically clad sports car that’s originally intended to take part in the reliability trial – from which the car’s name derives – planned for the fall of 1939. The event, though, will fall victim to the outbreak of the Second World War.
#Berlin–Rom Car, PremiumX
#356 A Cabriolet, Schuco
However, with the Porsche that’s begun to be built in Gmünd, Austria, in 1946, the doers make their dream of a lightweight, efficient sports car reality after all. And in doing so, lay the foundation for a legend (without end) …
In 1938, the Beetle, in its form that after the war will be reproduced by the millions, “learns to walk.” #Volkswagen Beetle, Schuco Burgstall
8
9
#Origins #It all began with the Beetle ... That’s what they say in many quarters. For Porsche, this is pretty precisely the truth, as Ferdinand Porsche is regarded as the “father” of the air-cooled four-cylinder-engine car for which a dedicated production site was immediately created in Wolfsburg. And the engine is a key component of the DNA for the sports car that Porsche’s son, Ferry, puts on wheels together with a small team of confidants in 1948. Another vehicle with a major effect is the Berlin-Rome Car, an
aerodynamically clad sports car that’s originally intended to take part in the reliability trial – from which the car’s name derives – planned for the fall of 1939. The event, though, will fall victim to the outbreak of the Second World War.
#Berlin–Rom Car, PremiumX
#356 A Cabriolet, Schuco
However, with the Porsche that’s begun to be built in Gmünd, Austria, in 1946, the doers make their dream of a lightweight, efficient sports car reality after all. And in doing so, lay the foundation for a legend (without end) …
In 1938, the Beetle, in its form that after the war will be reproduced by the millions, “learns to walk.” #Volkswagen Beetle, Schuco Burgstall
8
9
356 was still decelerated via drums, the 918 brakes with pizza-size discs (front 410, rear 390 millimeters) made of a ceramic composite material. Added to them is the braking power of the e-machine that simultaneously feeds energy back into the battery and jolts the heads of the occupants forward with 0.5 g if necessary. The electric deceleration power of the Porsche 918 Spyder is two and a half times higher than that of previous systems. In total, the four-wheel drive sports car can thus stop from 300 km/h in less than 250 meters – truly breathtaking. Generally speaking, it’s successful interaction that makes the difference. This is not only evident in the various propulsion and numerous other systems of the 918. The creation process of the 918 Spyder illustrates this as well. While Ferry Porsche still made the ancestors of the 911 and company reality with a small clique of engineers and technicians that were his confidants, the “inner circle” involved in the creation process of the 918 included more than 400 engineers. The core team in Weissach was joined by armies of engineers in the employ of suppliers whose know-how and technologies contributed to the success of this vehicle. Even components that are unspectacular at first glance, such as wheel bearings, were optimized and tailor-made for this automotive ne plus ultra. The smooth-running high-performance wheel bearings from Schaeffler in which ceramic balls replace the usual steel rolling elements are just one example of fine-tuning work with
14
an obsession for detail. The reward of this effort: minus 640 grams. Even though the total weight of 1,675 kilograms may not suggest it at first glance, for the developers of the 918, every gram matters. Thus, in the end, it’s one idea that sparks ideas in many people, the idea of creating a unique automobile and of gathering the inspirations and innovations of many players, and of assembling them to create the big picture. And while 70 years ago, a small ensemble of artists jointly created a truly great work, it now takes a whole orchestra. Its work, though, proves a lot more impressive.
Jörg Walz in tomorrow 2/2016
In 2017, the last of 918 produced 918 Hybrid cars leaves the factory in Zuffenhausen. #918 Spyder Hybrid, Spark
15
356 was still decelerated via drums, the 918 brakes with pizza-size discs (front 410, rear 390 millimeters) made of a ceramic composite material. Added to them is the braking power of the e-machine that simultaneously feeds energy back into the battery and jolts the heads of the occupants forward with 0.5 g if necessary. The electric deceleration power of the Porsche 918 Spyder is two and a half times higher than that of previous systems. In total, the four-wheel drive sports car can thus stop from 300 km/h in less than 250 meters – truly breathtaking. Generally speaking, it’s successful interaction that makes the difference. This is not only evident in the various propulsion and numerous other systems of the 918. The creation process of the 918 Spyder illustrates this as well. While Ferry Porsche still made the ancestors of the 911 and company reality with a small clique of engineers and technicians that were his confidants, the “inner circle” involved in the creation process of the 918 included more than 400 engineers. The core team in Weissach was joined by armies of engineers in the employ of suppliers whose know-how and technologies contributed to the success of this vehicle. Even components that are unspectacular at first glance, such as wheel bearings, were optimized and tailor-made for this automotive ne plus ultra. The smooth-running high-performance wheel bearings from Schaeffler in which ceramic balls replace the usual steel rolling elements are just one example of fine-tuning work with
14
an obsession for detail. The reward of this effort: minus 640 grams. Even though the total weight of 1,675 kilograms may not suggest it at first glance, for the developers of the 918, every gram matters. Thus, in the end, it’s one idea that sparks ideas in many people, the idea of creating a unique automobile and of gathering the inspirations and innovations of many players, and of assembling them to create the big picture. And while 70 years ago, a small ensemble of artists jointly created a truly great work, it now takes a whole orchestra. Its work, though, proves a lot more impressive.
Jörg Walz in tomorrow 2/2016
In 2017, the last of 918 produced 918 Hybrid cars leaves the factory in Zuffenhausen. #918 Spyder Hybrid, Spark
15
#Evolution of an idea #The small Porsche is perfectly suited for racing right away. Adept amateurs and gentlemen drivers handle it equally well as pros do that reap plenty of signing bonuses and prize money in it. With a view toward the regulations and classifications of the motorsport authorities, Porsche varies the cubic capacity and, as a result, quickly has the right irons for diverse fires in its portfolio, from the category up to 1.1 liters all the way up to the 1.6-liter Carrera. Vehicle weight, bodywork and other technical details are finely tuned to match these models. The 356 Abarth Carrera GTL marks the appearance of an aerodynamically sculpted coupe version on the scene at the 1959 Frankfurt International Motor Show whose greatest plus is its minus in terms of weight. Compared with its production counterpart, the 356 B, the sporty aluminum can, limited to 21 cars, tips the scales at a remarkable 140 kilos less. It’s no coincidence that its shape, designed by Franco Scaglione and produced by Zagato, is reminiscent of the Italian competitors that are so successful in racing: The Alfa Romeo Giulietta SVZ cars have the same originator in terms of bodywork. Working underneath the tailgate that has been provided with an additional air scoop is the 115-hp Carrera engine with vertical shafts and dry sump lubrication pumping eight liters of oil.
#This power-plant is also the central component of the 550 Spyder, quite literally speaking, because the 550 – like the Porsche No. 1 – is a mid-engine sports car. Plus, it’s the first Porsche designed exclusively for use in racing. The 550 Spyder appears as far back as in 1953. Three years later, the 550 A, powered up from an original 110 to 135 horses, wins the Targa Florio – and this time not again as a class but as the overall winner! The 550 delivering up to 150 horsepower is followed by the 718, also referred to as 1500 RS K, that’s built on a welded tubular spaceframe of seamless tubular steel. In line with the sports car regulations, the open cockpit is surrounded by a 20 centimeter high and one meter wide windshield. The mandatory spare wheel is hidden under a small cover at the rear. The Spyder that’s successful in both circuit racing and hill-climb events – be it on the Nürburgring, at Le Mans or on the Schauinsland mountain tips the scales at a mere 530 kilograms ... The aerodynamic shape of the lightweight Spyder will later receive additional rear fins that prove advantageous in straight-line driving. The 718 aka 1500 RSK subsequently evolves into the RS 60 and RS 61. In 1962, some of these cars are retrofitted from the 1.5-liter boxer to a 2.0-liter eight-cylinder boxer. But that’s another story …
From 1957 on, the 718 evolves from the 356 and 550. The evolution continues on to the RS and marks the point at which road-going sports cars and racing sports cars go separate ways. The 718 itself is fielded in Formula One in those days. #356 Abarth Carrera GTL, Spark // #550 Spyder, Spark // #718 Spyder/RS 60, Minichamps // #RSK 1500, Conversion, Highspeed
30
31
#Evolution of an idea #The small Porsche is perfectly suited for racing right away. Adept amateurs and gentlemen drivers handle it equally well as pros do that reap plenty of signing bonuses and prize money in it. With a view toward the regulations and classifications of the motorsport authorities, Porsche varies the cubic capacity and, as a result, quickly has the right irons for diverse fires in its portfolio, from the category up to 1.1 liters all the way up to the 1.6-liter Carrera. Vehicle weight, bodywork and other technical details are finely tuned to match these models. The 356 Abarth Carrera GTL marks the appearance of an aerodynamically sculpted coupe version on the scene at the 1959 Frankfurt International Motor Show whose greatest plus is its minus in terms of weight. Compared with its production counterpart, the 356 B, the sporty aluminum can, limited to 21 cars, tips the scales at a remarkable 140 kilos less. It’s no coincidence that its shape, designed by Franco Scaglione and produced by Zagato, is reminiscent of the Italian competitors that are so successful in racing: The Alfa Romeo Giulietta SVZ cars have the same originator in terms of bodywork. Working underneath the tailgate that has been provided with an additional air scoop is the 115-hp Carrera engine with vertical shafts and dry sump lubrication pumping eight liters of oil.
#This power-plant is also the central component of the 550 Spyder, quite literally speaking, because the 550 – like the Porsche No. 1 – is a mid-engine sports car. Plus, it’s the first Porsche designed exclusively for use in racing. The 550 Spyder appears as far back as in 1953. Three years later, the 550 A, powered up from an original 110 to 135 horses, wins the Targa Florio – and this time not again as a class but as the overall winner! The 550 delivering up to 150 horsepower is followed by the 718, also referred to as 1500 RS K, that’s built on a welded tubular spaceframe of seamless tubular steel. In line with the sports car regulations, the open cockpit is surrounded by a 20 centimeter high and one meter wide windshield. The mandatory spare wheel is hidden under a small cover at the rear. The Spyder that’s successful in both circuit racing and hill-climb events – be it on the Nürburgring, at Le Mans or on the Schauinsland mountain tips the scales at a mere 530 kilograms ... The aerodynamic shape of the lightweight Spyder will later receive additional rear fins that prove advantageous in straight-line driving. The 718 aka 1500 RSK subsequently evolves into the RS 60 and RS 61. In 1962, some of these cars are retrofitted from the 1.5-liter boxer to a 2.0-liter eight-cylinder boxer. But that’s another story …
From 1957 on, the 718 evolves from the 356 and 550. The evolution continues on to the RS and marks the point at which road-going sports cars and racing sports cars go separate ways. The 718 itself is fielded in Formula One in those days. #356 Abarth Carrera GTL, Spark // #550 Spyder, Spark // #718 Spyder/RS 60, Minichamps // #RSK 1500, Conversion, Highspeed
30
31
#David vs. Goliath
#A little less than 530 kilos make it a flyweight, and one and a half liters of displacement from four cylinders with output of 135 horsepower definitely not a favorite in international sports car races. Umberto Maglioli, though, is a driver who no doubt is adept at handling this low lightweight that, mind you, is 240 km/h fast. On June 10, 1956, he wins the Targa Florio against the more powerful competition from Maranello and Modena. 72 kilometers is the length of one lap that, not far from Palermo, runs from Cerda into the mountains and back down to the coast. A total of ten of them must be completed on roads that are only slightly closed to normal traffic. Thus, Maglioli and his competitors not only fight against the track and the clock but also have to cope with dogs, donkey karts and other imponderables. With an advantage of nearly 15 minutes the small Porsche outperforms the competition and clinches the first overall victory in the manufacturers’ world championship for the Stuttgart-based brand. In May 1956, the 550 A celebrates its debut in the hands of Maglioli/von Trips with a class win in the 1,000-kilometer race at the »Ring«. Of interest by the way on that day is the large rear wing »atop« Michael May’s 550 making its debut in the racing scene – an aerodynamic modification that, years later, will make its way into racing’s top category, Formula One,
as well. Various class victories in events such as the »Mille« or the »Carrera« complement the flat two-seater’s track record. As a result, the small 550 lays the foundation for the fame of the Carrera that will subsequently become the model name for a range of sports cars from Stuttgart. The 550 A unveiled in 1956 is an evolution of the Porsche 550 A launched three years earlier, the first Porsche exclusively developed for use in racing. In terms of its shape on paper, the mid-engine sports car takes its cues from the first sports car shown in 1948 by the Beetle’s constructor, Ferdinand Porsche, and now, for the first time, bears his name as well. Like the Porsche No. 1, the 550 has an aluminum body and an air-cooled four-cylinder boxer engine in front of the rear axle. The powerplant with four overhead camshafts is at the pinnacle of four-cylinder boxers. The engine’s camshafts designed by Ernst Fuhrmann are driven by vertical shafts that make 7,000 revolutions per minute possible even back in those days. However, the timing adjustment of the vertical-shaft engine is so complex that Fuhrmann will later refer to the unit as a »peccadillo of youth«. In terms of its engineering design, the 550 A is a pedigree race car that’s built on a tubular spaceframe
The 550 A tips the scales at 530 kilos, with the spare wheel, but without fuel. #550 Spyder, MinichampsZurich
34
35
#David vs. Goliath
#A little less than 530 kilos make it a flyweight, and one and a half liters of displacement from four cylinders with output of 135 horsepower definitely not a favorite in international sports car races. Umberto Maglioli, though, is a driver who no doubt is adept at handling this low lightweight that, mind you, is 240 km/h fast. On June 10, 1956, he wins the Targa Florio against the more powerful competition from Maranello and Modena. 72 kilometers is the length of one lap that, not far from Palermo, runs from Cerda into the mountains and back down to the coast. A total of ten of them must be completed on roads that are only slightly closed to normal traffic. Thus, Maglioli and his competitors not only fight against the track and the clock but also have to cope with dogs, donkey karts and other imponderables. With an advantage of nearly 15 minutes the small Porsche outperforms the competition and clinches the first overall victory in the manufacturers’ world championship for the Stuttgart-based brand. In May 1956, the 550 A celebrates its debut in the hands of Maglioli/von Trips with a class win in the 1,000-kilometer race at the »Ring«. Of interest by the way on that day is the large rear wing »atop« Michael May’s 550 making its debut in the racing scene – an aerodynamic modification that, years later, will make its way into racing’s top category, Formula One,
as well. Various class victories in events such as the »Mille« or the »Carrera« complement the flat two-seater’s track record. As a result, the small 550 lays the foundation for the fame of the Carrera that will subsequently become the model name for a range of sports cars from Stuttgart. The 550 A unveiled in 1956 is an evolution of the Porsche 550 A launched three years earlier, the first Porsche exclusively developed for use in racing. In terms of its shape on paper, the mid-engine sports car takes its cues from the first sports car shown in 1948 by the Beetle’s constructor, Ferdinand Porsche, and now, for the first time, bears his name as well. Like the Porsche No. 1, the 550 has an aluminum body and an air-cooled four-cylinder boxer engine in front of the rear axle. The powerplant with four overhead camshafts is at the pinnacle of four-cylinder boxers. The engine’s camshafts designed by Ernst Fuhrmann are driven by vertical shafts that make 7,000 revolutions per minute possible even back in those days. However, the timing adjustment of the vertical-shaft engine is so complex that Fuhrmann will later refer to the unit as a »peccadillo of youth«. In terms of its engineering design, the 550 A is a pedigree race car that’s built on a tubular spaceframe
The 550 A tips the scales at 530 kilos, with the spare wheel, but without fuel. #550 Spyder, MinichampsZurich
34
35
#The never-ending legend
#Carrera and Porsche – two names that are inseparably intertwined. The name, Carrera, first appears on the 356 to ennoble the more powerful version. With the 911 Carrera RS 2.7 it becomes world-famous. Carrera is the Spanish word for race and also a synonym for the legendary »Carrera Panamericana«, the grueling race on Mexican roads in which Porsche starts appearing on the entry lists as far back as in 1952. In 1953, the 550 coupe sees the checkered flag as a class winner and in 1954, Hans Herrmann in the open-top 550 RS Spyder finishes the last Carrera Panamericana race first in class and third overall behind the Ferrari rivals with much bigger cubic capacity.
Carrera remains a classic name for a wide range of Porsche cars. Panamericana initially appears as a model name in 1989 – on the concept of a twoplus-two-seat sports car featuring a buggy-like body, a reinterpreted Targa roof and bright paint that’s unveiled at the Frankfurt International Motor Show. It’s an attempt by Porsche’s chief designer Harm Lagaay to deliberately depart from the classic body of the 911. The »lounge lizard« built in honor of Ferry Porsche’s 80th birthday remains a oneof-a-kind car but paves the way for the models to be launched in the 90s. From 2009 on, the Panamera becomes a fixture in the model range. Following a few isolated attempts in previous years, the first Porsche sedan is beginning to take shape and in record time goes on to gain a firm foothold in Porsche’s lineup.
The sister car, #152, covers 3,077 kilometers in the 1953 »Carrera«. With an average speed of 128.470 km/h that’s enough for clinching a class win in the sports car category up to 1.6 liters of displacement and for 32nd overall. #911 Carrera RS 2.7, Welly // #550 Coupé, True Scale // #Panamericana Concept IAA 1989, Neo // #Panamera Turbo, Minichamps
40
41
#The never-ending legend
#Carrera and Porsche – two names that are inseparably intertwined. The name, Carrera, first appears on the 356 to ennoble the more powerful version. With the 911 Carrera RS 2.7 it becomes world-famous. Carrera is the Spanish word for race and also a synonym for the legendary »Carrera Panamericana«, the grueling race on Mexican roads in which Porsche starts appearing on the entry lists as far back as in 1952. In 1953, the 550 coupe sees the checkered flag as a class winner and in 1954, Hans Herrmann in the open-top 550 RS Spyder finishes the last Carrera Panamericana race first in class and third overall behind the Ferrari rivals with much bigger cubic capacity.
Carrera remains a classic name for a wide range of Porsche cars. Panamericana initially appears as a model name in 1989 – on the concept of a twoplus-two-seat sports car featuring a buggy-like body, a reinterpreted Targa roof and bright paint that’s unveiled at the Frankfurt International Motor Show. It’s an attempt by Porsche’s chief designer Harm Lagaay to deliberately depart from the classic body of the 911. The »lounge lizard« built in honor of Ferry Porsche’s 80th birthday remains a oneof-a-kind car but paves the way for the models to be launched in the 90s. From 2009 on, the Panamera becomes a fixture in the model range. Following a few isolated attempts in previous years, the first Porsche sedan is beginning to take shape and in record time goes on to gain a firm foothold in Porsche’s lineup.
The sister car, #152, covers 3,077 kilometers in the 1953 »Carrera«. With an average speed of 128.470 km/h that’s enough for clinching a class win in the sports car category up to 1.6 liters of displacement and for 32nd overall. #911 Carrera RS 2.7, Welly // #550 Coupé, True Scale // #Panamericana Concept IAA 1989, Neo // #Panamera Turbo, Minichamps
40
41
#911 CoupĂŠ, Welly // #911 S, 911 2.4S, Joest // #911 R, Kyosho // #911 Carrera RS, Minichamps
Production starts in November 1964. 901 has become 911. The rest has become a legend. Its initial cubic capacity is 1,991 cc that will soon lead to a range extending from 110 to 170 horsepower. #911 CoupĂŠ, Minichamps, Motodrom Hockenheim
48
49
#911 CoupĂŠ, Welly // #911 S, 911 2.4S, Joest // #911 R, Kyosho // #911 Carrera RS, Minichamps
Production starts in November 1964. 901 has become 911. The rest has become a legend. Its initial cubic capacity is 1,991 cc that will soon lead to a range extending from 110 to 170 horsepower. #911 CoupĂŠ, Minichamps, Motodrom Hockenheim
48
49
#On wild routes, across snow and gravel #Even before the 911 gets to demonstrate its sporting skills on the
world’s race tracks, Porsche enters it in the Monte Carlo Rally. The event is deemed the »grande dame of motorsport« and highly respected as providing proof of the reliability and performance of automobiles. In the style of a rally, the contenders can start their wintry journey to the Mediterranean principality from several different locations. For the chase on the roads that are challenging, not least due to climatic reasons, there are diverse classification points, depending on the route and field of entrants. Subsequent Porsche race director Peter Falk marks a great milestone in the 911’s curriculum vitae with successful runs in 1965 (fifth overall) and his victory in 1968. The races of the Almeras Carrera RS cars with Hannu Nikkola und Guy
Fréquelin at the wheel are image builders for the rallying career of the 911 as well, just like a few years earlier, Jean-Pierre Nicolas in the Carrera 3.0 drifting through the snow sporting a Gitanes livery. Plus, there are the forays into wild Africa. But that, again, is another story …
In 1978, the 911 wins the legendary Monte Carlo rally once again. The drive through ice and snow into the sun of the Mediterranean coastal city marks the beginning of every motorsport year. #911 2.0 Monte, Minichamps // #911 Carrera RS Eminence, IXO // #911 Carrera RS Esso, IXO // #911 Carrera RS Gitanes, Altaya
78
79
#On wild routes, across snow and gravel #Even before the 911 gets to demonstrate its sporting skills on the
world’s race tracks, Porsche enters it in the Monte Carlo Rally. The event is deemed the »grande dame of motorsport« and highly respected as providing proof of the reliability and performance of automobiles. In the style of a rally, the contenders can start their wintry journey to the Mediterranean principality from several different locations. For the chase on the roads that are challenging, not least due to climatic reasons, there are diverse classification points, depending on the route and field of entrants. Subsequent Porsche race director Peter Falk marks a great milestone in the 911’s curriculum vitae with successful runs in 1965 (fifth overall) and his victory in 1968. The races of the Almeras Carrera RS cars with Hannu Nikkola und Guy
Fréquelin at the wheel are image builders for the rallying career of the 911 as well, just like a few years earlier, Jean-Pierre Nicolas in the Carrera 3.0 drifting through the snow sporting a Gitanes livery. Plus, there are the forays into wild Africa. But that, again, is another story …
In 1978, the 911 wins the legendary Monte Carlo rally once again. The drive through ice and snow into the sun of the Mediterranean coastal city marks the beginning of every motorsport year. #911 2.0 Monte, Minichamps // #911 Carrera RS Eminence, IXO // #911 Carrera RS Esso, IXO // #911 Carrera RS Gitanes, Altaya
78
79
#Ten years after its premiere, Porsche fundamentally renovates the 911 for the 1974 model year. New bumpers give the familiar car a new look. They’re now necessary because U.S. legislation requires minor impacts at a speed of up to 5 km/h to cause no damage. Porsche responds with all-round rubber profiles and lateral bellows on the new bumpers that will remain in production this way up until 1989 and disappear again only with the 964 generation of the 911. Today, these models are known as G-Models among those interested in the brand. Far more important, though, are the hot-galvanized steel-sheet panels. They put an end to rust and represent another step in terms of the durability of the sporty coupes from Zuffenhausen. A six-year warranty at a time when most cars are prone to be nibbled by rust after just a few years is impressive. This action marks another milestone in automotive engineering.
From the 1976 model year on, Porsche uses hot-dip galvanized sheet steel that makes rust a thing of the past. A long time will pass before any other carmaker will offer the six-year warranty.
#Carrera RS 3.0, del Prado #911 Turbo (3,3), Minichamps
#911 Targa, Minichamps Ludwigsburg Palace
92
93
#Ten years after its premiere, Porsche fundamentally renovates the 911 for the 1974 model year. New bumpers give the familiar car a new look. They’re now necessary because U.S. legislation requires minor impacts at a speed of up to 5 km/h to cause no damage. Porsche responds with all-round rubber profiles and lateral bellows on the new bumpers that will remain in production this way up until 1989 and disappear again only with the 964 generation of the 911. Today, these models are known as G-Models among those interested in the brand. Far more important, though, are the hot-galvanized steel-sheet panels. They put an end to rust and represent another step in terms of the durability of the sporty coupes from Zuffenhausen. A six-year warranty at a time when most cars are prone to be nibbled by rust after just a few years is impressive. This action marks another milestone in automotive engineering.
From the 1976 model year on, Porsche uses hot-dip galvanized sheet steel that makes rust a thing of the past. A long time will pass before any other carmaker will offer the six-year warranty.
#Carrera RS 3.0, del Prado #911 Turbo (3,3), Minichamps
#911 Targa, Minichamps Ludwigsburg Palace
92
93
Bibliographic information published by the Deutsche Nationalbibliothek The Deutsche Nationalbibliothek lists this publication in the Deutsche Nationalbibliografie; detailed bibliographic data are available in the Internet at http://dnb.dnb.de. 1st edition ISBN 978-3-667-11247-7 © Delius Klasing & Co. KG, Bielefeld Copy editors: Petra Schomburg, Hanno Vienken Translation: Helga Oberländer Photo credits: Jörg Walz, Max Etzold (cover photo and back endpapers), Porsche Archive/Ulrich Upietz (front endpapers), Ela Biegel (p. 311) Layout: Jörg Weusthoff, Weusthoff Noël, Hamburg Lithography: Mohn Media Mohndruck, Gütersloh Druck: Firmengruppe APPL, aprinta-druck, Wemding Printed in Germany 2019 All rights reserved. The work may neither be entirely nor partially reproduced, transmitted or copied – such as manually or by means of electronic and mechanical systems, including photo-copying, tape recording and data storage – without explicit permission of the publisher. Delius Klasing Verlag, Siekerwall 21, D - 33602 Bielefeld Tel.: +49 0521/559-0, fax: +49 521/559-115 E-Mail: info@delius-klasing.de www.delius-klasing.de
Bibliographic information published by the Deutsche Nationalbibliothek The Deutsche Nationalbibliothek lists this publication in the Deutsche Nationalbibliografie; detailed bibliographic data are available in the Internet at http://dnb.dnb.de. 1st edition ISBN 978-3-667-11247-7 © Delius Klasing & Co. KG, Bielefeld Copy editors: Petra Schomburg, Hanno Vienken Translation: Helga Oberländer Photo credits: Jörg Walz, Max Etzold (cover photo and back endpapers), Porsche Archive/Ulrich Upietz (front endpapers), Ela Biegel (p. 311) Layout: Jörg Weusthoff, Weusthoff Noël, Hamburg Lithography: Mohn Media Mohndruck, Gütersloh Druck: Firmengruppe APPL, aprinta-druck, Wemding Printed in Germany 2019 All rights reserved. The work may neither be entirely nor partially reproduced, transmitted or copied – such as manually or by means of electronic and mechanical systems, including photo-copying, tape recording and data storage – without explicit permission of the publisher. Delius Klasing Verlag, Siekerwall 21, D - 33602 Bielefeld Tel.: +49 0521/559-0, fax: +49 521/559-115 E-Mail: info@delius-klasing.de www.delius-klasing.de