www.QV500.com - Porsche 911 (1974 - 1977) Part 1: 911 2.7 G-series
 
With the 2.4, Porsche had developed the original 911 concept as far as it could realistically be taken. Times were changing and an impending fuel crisis forced many manufacturers to withdraw from the politically incorrect high performance marketplace. Suddenly, the very future of the 911 had been thrown into doubt. But just as things seemed like they couldn't get any worse, US emissions and safety legislation reached breaking point, forcing manufacturers to either carry out prohibitively expensive modifiecations or withdraw from their biggest market altogether.
   
Despite such dark days, Porsche were one of the few car builders who came out of the 1970’s in good shape, the new 911 continuing exactly where the 2.4 had left off. Three 2.7-litre versions were available, the base model 911 (replacing the T), the 911 S (replacing the E) and the flagship 911 Carrera (replacing the S), all of which could be specified in either Coupe or Targa configurations. The 1974 model year 911's featured arguably the most significant developments yet seen with fundamental changes being made throughout. Porsche’s main concern lay with ensuring the new variants would comply with US safety and emissions standards in addition to riding out the crippling oil crisis. Some of the changes to G-series 911's were focused on improving handling and ride. New forged aluminium trailing-arm rear suspension was introduced, this having been significantly lighter and sturdier than the steel affair on earlier examples. Both the 911 and S featured larger 16mm anti-roll bars whilst the flagship Carrera rode with even thicker 20 and 18mm items (as well as gas-filled Bilstein shocks). The 911 and 911 S initially went into production with steel wheels that were soon replaced with distinctive ATS ‘Cookie Cutter’ rims, the Carrera using Fuchs alloys. Meanwhile, because of ever-tightening emissions legislation, major differences were beginning to appear between US and EU spec engines.
 
Once again, Porsche appeased the situation by increasing the capacity over pre-74 model year 911's from 2.4 to 2.7-litres. Derived from the Typ 911/83 engines already seen on the 1972 Carrera RS, displacement was enlarged to 2687cc thanks to a bore and stroke of 90 x 70.4mm respectively. Available in three states of tune, the entry-level 911 and 911 S used Bosch K Jetronic injection, the flagship Carrera retaining mechanical injection as used on the RS. 911's got Typ 911/92 engines and produced 150bhp at 5700rpm, 10bhp up on the outgoing 2.4 T.
 
Compression was 8.0:1, this rising to 8.5:1 for the S. With 175bhp at 5800rpm, the S was also 10bhp up on its predecessor (the 2.4 E). More importantly, Bosch Jetronic made the S-spec Typ 911/93 engines significantly more flexible than before. In a somewhat retrograde step, however, a five-speed gearbox became optional on all models, a four-speed unit being fitted as standard. US-bound and rest of the world Carrera's were also forced to use the 175bhp 911 S motor, this having been attributable to the mechanical fuel injector system and more radical valve timing of the Euro-spec 210bhp Typ 911/83 engine. Performance figures were strong throughout the range, maximum speeds and zero to sixty times of the 911, 911 S and Carrera having been 131mph and 7.6, 139mph and 6.7 and 149mph and 6.3 seconds respectively. These 1974 model year cars also received the most significant visual alterations yet seen on Porsche’s 911, all 2.7-litre variants coming fitted with 5mph impact absorbing bumpers in light of US safety regs. Far easier on the eye than concessions made by most manufacturers around this period, other alterations were smaller front spoilers, extended side sills and reflective Porsche scripting directly underneath the engine lid. All 1974 model year 911's completed as Targa's gained a removable panel that could be stored under the front lid whilst what became known as the ‘Black-Look’ option saw nearly all chromium plating re-finished in matt black.
 
A number of changes were also made inside, undoubtedly the most obvious having been distinctive new high-backed seats with integral head restraints. Inertia-reel seat belts were also fitted to every 911 regardless of its market destination. The oval instrument binnacle saw numerous switchgear changes and now came only in matt black, the door trim also being subtly redesigned and usefully incorporating an arm rest that opened from the top to provide a practical storage bin. Velour pile carpet was found on all models although electric windows were only standard on the Carrera, basic 911 and S versions having to make do with winders..
   
Both the 911 and 911 S retained a somewhat cumbersome and obtrusive four-spoke steering wheel while the flagship Carrera featured a smaller diameter leather-rimmed three-spoke item. As usual, Porsche offered a variety of options, the most desirable of which were Koni dampers, bigger front and rear anti-roll bars and a five-speed gearbox. All window chrome could be deleted in favour of the ‘Black-Look’ appearance while bodywork could be dressed up with 'Porsche' wheelbase scripting on the 911 and 911 S or 'Carrera' text for the flagship. Furthermore, the Carrera could also be specified with the duck-tail rear spoiler of the 1972 Carrera RS although this addition was outlawed in Germany as it was deemed a danger to pedestrians in the event of an impact. Porsche’s Sportomatic transmission was by this time dwindling in popularity as more and more customers selected from the large choice of interior options. Full leather, more heavily bolstered Recaro sports seats, air conditioning and electric windows, sunroofs and mirrors were all available. Going into production during August 1973, the G-series 911's were produced for 12 months and just under 11,500 were constructed. This was split between the standard 911 in Coupe (4014) and Targa (3110) configurations, the 911 S also in Coupe (1359) and Targa (898) and the flagship Carrera, again in Coupe (1564) and Targa (433) body styles.