1984 Porsche 911 Carrera Cabriolet

In 1984, when the 911 Carrera debuted, you might forgive the layman for not realizing a new model had come. By all appearance, it didn’t seem like anything had changed, though a careful observer would note the now integrated fog lights. A very careful observer might also notice that the rear decklid was adorned with a Carrera badge. Porsche had resurrected the Carrera name for this new model, a change that has continued through today as every subsequent naturally-aspirated 911 has worn that same badge. The most significant change to the car also lay under that badge: the new higher compression 3.2 liter flat-six that brought with it both increased performance and also increased economy. The 911 Carrera would be the last of the classic 911 design and as such has been a favorite of many Porsche enthusiasts. They aren’t typically the great value that they once were and excellent examples tend to be snapped up quickly, both points serving as testimony to how enjoyable these great 911s remain even today. The car featured here is a 1984 Grand Prix White Porsche 911 Carrera Cabriolet, located in Santa Barbara, with just 40,979 miles on it.

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1977 Porsche 911 Carrera 3.0

In the car world ‘Carrera’ has become synonymous with the 911 and the excellent sporting prowess of these cars. While for modern 911s it also has become a somewhat standard moniker attached to them, in the early days it represented something special; it represented a 911 for which racers would clamor. Perhaps the last of those ‘special’ Carreras was the Carrera 3.0, which enjoyed a brief two year run from 1976-1977. Using a naturally aspirated version of the 3.0 flat-six found in the 930, the Carrera 3.0 followed in the footsteps of the Carreras that preceded it, though with time these had shifted gradually towards the luxury end of the scale. As with previous 911s of this vintage the Carrera 3.0 never was offered in the US market due to our emissions requirements so an imported Euro model was the only way these special 911s could be enjoyed on our shores. The particular example we have here is a 1977 Signal Orange Porsche 911 Carrera 3.0, located in Miami, with a stated 28,500 miles on it.

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1994 Porsche 911 Turbo 3.6

Given the relatively short time in which it was around, it is kind of staggering to consider the number of variants produced of the 964. Even looking beyond the many different Carrera 2 and Carrera 4 models there were also 4 different turbos, the Speedster, the Carrera RS America, the Carrera Cup and the America Roadster. Granted, some of these were made in very small numbers, but still we certainly could not accuse Porsche of being complacent during this time! And here we have one of those rarer variants, a 1994 Black Metallic Porsche 911 Turbo 3.6. For the final two model years of the 964 Porsche released a turbocharged version of the standard 3.6 liter flat-six that had been the primary motivation of the rest of the 964 line since its inception. While this wouldn’t be the last 964 Turbo, that would be the 3.6 Turbo S, these are still highly sought after and prized by Porsche enthusiasts as some of the last rear-drive 911 Turbos Porsche produced.

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1969 Porsche 911S Soft-window Targa

We’ve seen this story before: we come across an already rare Porsche model, this time a 911S, which has its rarity compounded by other factors and we end up with a super rare model. But there’s always a minor hiccup. In the case here, added to the rarity of the S is that this is a long-wheel-base soft-window targa. However, it has a non-original engine that while correct for the model was not the engine particular to this car. Exactly how many of these cars exist appears to be unknown, though the R&T article the seller directs us to states that there were a total of 9 of this specific model built in 1969. Even if that number is incorrect, the total is still going to be very low. A non-numbers matching example in this condition can still do very well for collectors, but there is always going to be that sticking point about originality. For the car itself: we have here an Irish Green 1969 Porsche 911S Soft-window Targa, located in California, with 153,000 miles on it.

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1987 Porsche 928S4 5-speed

I can’t remember the last time I wrote up a 928, which is a fault of mine and not of the cars, but it is about time I turned my attention back to Porsche’s great GT. The 928 was with us for nearly 20 years and looking back across the range you see a gradual reshaping and evolving form, but without significant variation until you compare the first to the last. I can imagine that when first introduced they were a stylistic revelation. By the end of their run the shape certainly had changed but it was always identifiable as a 928. Of course, this is sort of what Porsche does: continually refine a design rather than implement dramatic changes. I digress, the example we see here comes from the middle of the 928’s life, a Grand Prix White 1987 Porsche 928S4, located in Oregon, with just 29,820 miles on it. The S4 featured a 5.0 liter V8 up front producing 316 hp delivered to the rear wheels via a 5-speed manual or 4-speed automatic transmission. The car featured here has been been fitted with the very desirable 5-speed manual.

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1992 Porsche 911 Turbo

Upon its release the 911 Turbo was an instant marvel. Here was a car that combined aggressive looks and prodigious power in a package that was actually reasonably practical and usable. The supercar world was turned on its head. Even today those early cars still provide an excellent driving experience and are capable of running with many performance cars. That initial offering saw its only significant change take place in 1978 as displacement increased from 3.0 to 3.3 liters, but for the remaining 12 years of its life the 930 simply continued to excel with a tried and true formula. Even when the 964 Turbo was released it still used the same engine that Porsche had utilized since 1978, except now that engine was improved and the car came in a more refined package. Still, the 964 Turbo was a brute and with all of that power being delivered to the rear of a car already having a rearward weight distribution it made for very exciting driving! As we continue to see prices rise for air-cooled 911s, and the Turbo especially, it becomes increasingly unlikely that these will be seen outside of someone’s garage, but we can still marvel at them from a distance. The example we see here is a Black 1992 Porsche 911 Turbo, located in Illinois, with 59,530 miles on it.

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1974 Porsche 911S

Porsche certainly has a history of doing interesting, and vibrant, shades of green on their cars. They’ve also made available many of the darker and metallic green colors we typically see on the market, but it’s the mint greens, viper greens, and, like the car we see here, lime greens that really stand out and draw loads of attention. This isn’t a completely original 911S, but Lime Green is the original color and the non-original aesthetic alterations, like the addition of the ducktail spoiler, tend to enhance the overall look of this car rather than detract from it. The mid-year 911s are not always the most popular, but when they can be had in one of the more interesting colors Porsche made available, then they become quite a bit more of a talking point. Here we have a Lime Green 1973 Porsche 911S Coupe, located in California, with 128,951 miles on it.

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1973 Porsche 911E – Sportomatic

Here we have another 911E, though this time with Porsche’s way-before-its-time Sportomatic transmission. We feature very few examples of the Sportomatic so I wanted to feature this, in part, to get a sense of the relative market contrasts between these and a manual-transmission 911. But also because it’s nice to show some of Porsche’s more innovative designs, even when, in the case of the Sportomatic, those designs were addressing concerns that didn’t appear to exist at the time. As essentially the precursor to their Tiptronic, the Sportomatic was a clutchless manual that allowed drivers to do the shifting but without having to concern themselves with learning how to operate a clutch. While Porsche referred to these as an automatic, there really wasn’t a fully automatic setting as gears still needed to be shifted, but the lack of a clutch allowed Porsche potentially to spread its base market to those who were unable to operate a full manual. So these are a little bit unusual and not very common, even though the Sportomatic was an available option until 1980. The example here is a Gemini Blue 1973 Porsche 911E, located in California, with 115,931 miles on it.

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1971 Porsche 911E

The 911E is a model that I particularly like. It won’t have the frenzied investment potential of a 911S, but it makes for a good investment while also possessing a few advantages over the 911T. All 911 models from these years are worthwhile in their own right, though there is a shifting balance between driver and investor and finding the right car is not always easy. The example we see here comes in the very period-correct color of Sepia Brown: a one-owner 1971 Porsche 911E, located in California, with a claimed 16,000 miles on it. Sepia Brown would not qualify as my favorite shade on a 911, but brown on brown does tend to fit the period and still serves as a departure from many of the standard colors we see today.

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1969 Porsche 912

This may be my imagination, but I feel as if we aren’t seeing the 912 come up for sale quite as often these days. Granted, there were never a ton of them to begin with since they were produced for such a short period, and given their entry-level status many of them were probably driven for a while and then removed from the population. An excellent 912 is a very rare thing, but even driver-quality examples have become somewhat hard to come by. So I was pleased to come across this example from the last year of long-hood 912 production: a 1969 Porsche 912, located in southeast Virginia, with a reported 33,320 miles on it. As with many Porsches from this period it would be nice to have that verified, rather than discovering the odometer has rolled over. The last year for these 912s coincided with the first year Porsche extended the wheelbase of their rear-engined cars, which should make this model an excellent handling machine given the better balance of the 912’s lighter 4-cylinder engine. By modern standards, few Porsches from the ’60s will stun you with their performance, but all remain a pleasure to drive and a long-hood 912 comes at a fraction of the cost of a similar year 911. We’re certainly dealing with differing levels of investment potential between the two, but for driver-quality examples a 912 can make for a very good choice.

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