1975 porsche 911 engine
He specified Salmon metallic paint with the wheel centers painted in contrasting Gazelle metallic and a black interior with Copper-red carpeting in place of the standard black. He approached his Porsche Importer in Spain, and Porsche agreed to his request. Import taxes on performance cars were extremely steep, and this 930’s first owner devised a plan to circumvent them- he requested the deletion of the rear wing and model designation at the rear in order to import and register the 930 as a Carrera T, and avoid the additional charges in the process. This 1975 911 Turbo, chassis 0162, was configured by its first owner in an unusual fashion. Porsche went to great lengths to ensure quality control on the early 3.0 Turbos- each and every 930 received a dyno test and thorough road test before being delivered to the dealer. As a result, these early H-Series have a lighter and more responsive feel than any other variant of the 930. They were also the lightest of the 930 models which Porsche listed at 2,514 pounds. As weight-saving measures, many of these 1975 models were ordered with no sunroof or air conditioning. H-Series cars from 1975 are easily identifiable with their body color painted flag mirrors and spartan interiors without double door panel stitching or center console. RoW market Turbo first rolled off the production line to their expectant new owners in October of 1975. Its performance, matched with its 50mm wider rear fenders, 7” and 8” wide Fuchs wheels with wheel spacers, a distinctive front air dam, and whale tail spoiler gave it an exotic, aggressive appearance to match its capabilities. It was not only the fastest production car Porsche had ever produced, but it was also the fastest production car of any manufacturer around the globe at the time. In the period, its performance was stunning- 0-60 mph in just 6 seconds and 0-100mph in 13.1 seconds, and a top speed of 155mph put it firmly in the supercar category and in a position that no other auto manufacture at the time could rival. Contrary to Porsche’s Marketing Department’s concerns about the demand for such a car, the new Turbo was met with positive praise and unexpected demand. Porsche’s management immediately ordered that 400 of the Typ 930 be put into production to satisfy the F.I.A.’s homologation requirements so that Porsche could enter into Group 4 competition with the new 934 Turbo RSR and deliver them into the hands of waiting privateer racers. With engine designer Valentin Schäffer and engineer Hans Mezger’s turbocharging package a clear success, it was clear that it was a pathway to move forward in competition for Porsche, and the Porsche set its sights to develop a 911-based contender for Group 4 and 5 racing.
#1975 PORSCHE 911 ENGINE SERIES#
Prior to the embargo and well before a road-going turbocharged 911 was even a consideration, Porsche had been secretly developing a turbocharging package to increase the power of the 917’s 12-cylinder engine to be competitive in the Can-Am series in North America. Turbocharging offered a clear advantage for Porsche- it offered the ability to produce more power and torque on demand while remaining reasonably efficient under normal driving conditions. Many automakers quickly turned to reduced displacement and horsepower in search of efficiency, Porsche was the only automaker to release a true supercar during this period in the form of the 911 Turbo. While the embargo lasted for less than a year, its effects lingered for nearly a decade. This, of course, adversely affected automakers around the globe, particularly performance cars whose thirsty, high-displacement engines demanded copious amounts of fuel. The price of crude oil reached astronomical levels, and the limited availability of fuel led to long lines and intense rationing. When oil-producing Arab Countries and members of the Organization of Petroleum Exporting Countries (OPEC) imposed an embargo to leverage their political power, global economic turmoil ensued and drove up inflation and unemployment in those countries targeted by the embargo. Over the decades, automobiles had been incrementally growing larger and heavier, and their power plants grew in both displacement and power to match. The 1970s was a perilous time for many automakers.