Under the management of Peter Schutz, most of Porsche’s profits were being fed into upgrading the firm’s manufacturing facilities at the time, only the Group B 959 programme receiving any significant investment for research and development. Consequently, 3.2-litre engine excluded, most of the major components for the new model (chassis, suspension, brakes etc.) were lifted directly from the outgoing SC. Changes brought in with the 3.2 for the 1984 model year saw new telephone dial five-hole cast alloy wheels fitted as standard, the more desirable Fuchs forged aluminium rims being available via the options list. Despite having extensively tested 3.5 and 3.3-litre normally aspirated engines, Porsche eventually opted to drop a 3.2-litre Flat-6 into the revised 911. A displacement of 3164cc was achieved by retaining the 95mm bore as used on the SC and combining it with the Turbo’s 74.4mm stroke.

All the 3.2-litre engines were fitted with Bosch Motronic 2 engine management and Bosch LE-Jetronic injection, the latter providing a 10% improvement in fuel efficiency. There were also new pistons with higher domes to compensate for the increased compression. Visually the 3.2 was little changed from the last SC’s, just a subtly redesigned front valance that housed the auxiliary driving lights and new Carrera scripting on the engine cover being introduced. Other than for a new centre console, not much was done to the interior either. Although full leather was standard in the US, the high-backed seats were half-leather for the rest of the world, these along with the rear seats and door trim remaining totally unchanged. Desirable options included a high performance Typ 930/66 engine, air conditioning, Fuchs forged alloy wheels, sports seats and full leather trim. There was also the sought after Sport package that included shorter and stiffer Bilstein shocks, tea tray rear spoiler, a deeper front spoiler and 16-inch Fuchs forged alloy wheels with black centres.