1974 brought another breakthrough: the '930' 260bhp 911 Turbo was the first series-produced sports car in the world to be fitted with a turbocharger. The 3.0-litre engine was modified a little, with compression ratio lowered to cope with turbo boost and its cylinder bore expanded to 95mm, though in sheer terms of acceleration, the car was no quicker than the 2.7 Carrera - turbo lag was noticeable, and with its wide tyres, the Turbo scrabbled a little to get off the line. However, once up and running, it was almost unbeatable between 60 and 90mph, with such a wide torque curve that Porsche fitted only a four-speed gearbox. The Turbo made its mark visually, too, with its ultra-flared wheel arches, deep front spoiler and massive 'whale tail' rear spoiler. When sales started in the UK in early 1975, it was priced at just under £15,000.
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It was, though, a Porsche to embody the 'not for the faint-hearted' label. It was the turbo lag that could catch the unwary out, turning a slightly unforgiving car into a large liability in the wrong hands. Mid-corner dramas were only a foot flex away, as the turbo had a habit, after spooling itself up nicely, of unleashing a wallop of not terribly progressive power. And that legendary hedge would then loom large in your rear view mirror.
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For 1975, Porsche's programme of continuous development made it the first manufacturer to fit hot-galvanised steel body plates - and to offer a six-year anti-corrosion warranty. Good news for consumers, and the year was also good for Porsche's motorsport ambitions; the 935, a 911 variant developed specifically for FIA Group 5 events, went from one victory to the next, going on to win the championships in '76 and '77. 1977 marked the construction of the 250,000th Porsche, a 911 S 2.7; the 2.7 model was joined in the non-turbo line-up by the aluminium-engined 3.0-litre, 180bhp SC. The output of the Turbo, meanwhile, was increased to 300bhp, thanks to a stretching of the engine to 3.33 litres. This revised model, known as 933, was smoother-running with much-reduced turbo lag, and came close to breaking the 5-second barrier in the 0-60mph dash. However, enthusiasts maintain that the lighter, more agile, normally-aspirated RS Carrera is the faster car around bends, even if the Turbo has the edge in a straight line.
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Whilst the introduction of increasingly larger, and the turbocharged, engines indicated that Porsche was continuing to develop the 911, the company had long thought that the rear-engined, air-cooled format would have a limited lifespan, especially given growing concerns over crash safety. Development of a front-engined, water-cooled V8-powered coupe had begun in 1971, with the legislation- and litigation-conscious US market in mind. This car became the 928, finally launched in 1978, following the introduction of the four-cylinder, entry-level 924, also with engine up front. But although a considerable number of new buyers were attracted to the marque, the Porsche faithful were unconvinced by such a radical change to the much-loved blueprint. The 911 remained in production - and has now long outlived the 928, which even company insiders later referred to as "not a proper Porsche". The 911 finished the '70s with a flourish, with the Team Kremer 935 winning the GT class at the Le Mans 24 Hours.
911 Carrera RS (1973)
911 Carrera RSR
1976 911 Coupe
1978 911 Carrera Coupe
