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Original 911S test from 1973 - in german

Hi all

Just got a reprint from a 911S test made by "Auto Motor und Sport" in September 73, just when sales were starting for the G-series.

Unfortunately its in german. If someone can / would be able to translate it, please drop me a message and I'll forward the PDF.

Old 07-29-2015, 05:39 AM
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IŽll translate it for you if you send it over
Old 07-29-2015, 09:04 PM
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Okay PJR thanks ofr the link. For those interested heres the link to the original article and the translation of the first halve. IŽll put the rest up when its finished.
https://drive.google.com/file/d/0B2uyAaRLzIxGamZZOVdJYkVWNkU/view?pli=1

Porsche is going with the times.
Safety bumpers, more cc and higher prices are the traits of the new models. Auto Motor and Sport drove the middle version, the 911S as Coupe and Targa.

Safety fast
If today a car manufacturer, BMW, General motors, Toyota or Ferrari were to build an air cooled rear engine sports car, they would be declared crazy. However Porsche can afford it.
The small works in Zuffenhausen produce not only 70 cars daily, it sells them as well and that’s seemly effortlessly, the greatest part going to the speed limited USA.
Is it only due to the good name and tradition that this car which apparently contradicts all trends is still so well received- and at prices that lie in the exclusive zone?
A look at the new G-Model shows that Porsche doesnŽt rest on its laurel, instead goes with the times. The sportiest German production car offers more safety features as standard than the most limousines and it differentiates itself in other points considerably from the first 911 that came to the market ten years ago.
Advantages:
Very improved performance, from elasticity improved motor
Higher mileage with less consumption and greater versatility
Qualitative and task appropriate kitted out chassis

Disadvantages:
Directional stability on uneven surface non-satisfactory
Steering is sensitive to road influences
Loud motor and transmission noises
Heating is dependent from revs

On top of that not to be ignored is the rigorous new laws in the USA. They were the reason why Porsche engines could be driven with lead free petrol. However Porsche adapted the American regulations not only quicker but more detailed than the others. Where with the models till now there were weak points such as in fuel consumption, one had in the meantime sought new solutions with little effort. So were created the current T,E and S models with their considerably changed engines.

911S now an in between thing

With the model types Porsche didnŽt make it easy for people. Till now the S was the fastest and sportiest next to the E and the T. Now it stands in the middle between the 911(without an extra type) and the Carrera. E and T have fallen under the table. To be exact the 911 is what was known till now as the T, the S what was up till now E and the Carrera what was up till now S. So seen they all have more horsepower than their predecessors. The Carrera 210hp instead of 190, the S 175 instead of 165, the 911 150 instead of 130. One can also look at it less arithmetically and simply deduce that the S of today has 15hp less than the earlier models.

Be as it may the new 911 S has been given the roll by Porsche, of the well cared for luxury sport car lacking any extreme ambition. As such it has a more comfortable suspension ( upon request strengthened swaybars) and while strong a motor that has been trimmed for everday use. With all versions of the new G- Models it shares the 2.7L increased capacity and a body with 8kmh crash test safe bumpers ( upon request a self reverting) and the standard headrests as well as the retractable belts. The safety bumpers require more space between the body which is bridged by rubber parts. For Porsches task greedy styling department, it was a welcome opportunity to do modern design. The rubber strips and bellows demonstrated a further departure from chrome. Together with the black type badging and the oversized Porsche lettering in the rear- if you want it-on the door, a new look is catching on. The once again changed front spoiler leads to the body winning on attractiveness. Not visible, internal improvement: An inflatable spare wheel brought additional tank capacity(80 liters).
The interior is dominated by the standard Choir stalls- a view that you have to get used to. The access to the rear bank doesnŽt get better as a result, on the other side a safety win can be found here especially when children are seated for which the foldable seats are very suitable.
We tested the Targa(with sportmatic) as well as the coupe(with five speed gearbox). Which form you prefer is a question of taste- externally the targa has a type of icing whereas the coupe gives a more sober impression. The coupe as a result of the rear side windows is brighter and neat but as far as fresh air driving is concerned it cannot compete with the more or less open targa. In both cases plenty of instruments are available: not only fuel is shown but also(roughly) oil amounts, Manual gearbox drivers get information on oil temperature whereas sportmatic drivers only learn if they are too high or too low- a fine psychological difference. The heating is as always dependent on revs and brings motor smell with it which some people value. The rear wiper belongs to the stardard equipment and in every body detail can be seen that with the same detail was applied to the function as well as to the form.
Old 07-30-2015, 02:47 AM
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Thanks twistoffat. That was quick !
Old 07-30-2015, 02:52 AM
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175HP also something

Apart from heat for the interior the motor also delivers performance for propulsion- and that’s not little. When one soberly asks , what is actually so good about a Porsche, then the first answer that is comes to consideration is that it “Goes” and its not just the strength in numbers but the way its produced on demand , namely from behind and the way its transferred to the road. There are a lot of sensible arguments against a rear engine car but nobody thinks that it’s a bad feeling to accelerate such a powerful rear engine car to its limit. That the air cooling also emits a particular sound is also not regarded as a disadvantage by most people although there are quitter engines.
As subjectivity is talking here, the figures are secondary- had one felt the same then with 75HP as today with 175. In less than 10 seconds from 0-100kmh should be a certainty today- and that’s with the normal 911 and even more so with the S. The coupe did it in 8.5 seconds, the sportmatic-Targa in 9.1 seconds. If you draw the 7.4 seconds of the earlier S into comparison than its clear that the current S doesnŽt have the same bite but subjectively this isn’t a complaint. The acceleration values from the factory for the new 911 S of 7.6 seconds are more favourable than those measured by Auto Motor sport. The factory top-speed of 225 Kmh were reahed exactly by our test vehicle. Although its only the second fastest production Porsche, with the 911 S you can quite easily drive away from most driving our streets at every speed. Assuming your use the gear stick. Then the 2.7 liter and 235NM at 4000 revs have not changed the fact that the 6 cylinder Porsche delivers its full power at higher revolutions. At lower revs it runs sufficiently and elastic but it shows its real face first at 4000revs till 6500 revs where the rev limiter ends the fun a little too early. The 2.7 liter hasnŽt become a steam engine but has remained a high revving sport motor with somewhat more torque trotting in the lower range from 2000 or 3000 revs. Its also not overly cultivated and can stutter in neutral and can choke a bit with accelerating from standing. It like all Porsche engines cannot be started without some help. From a cold start a hand throttle in the central tunnel has to be pulled otherwise the engine will stop again. Also a choke ensures a richer mix with a cold engine. This is part of the K-Jetronic injection system which not only insures optimal performance and emissions but also reduced fuel consumption. The test car came to 12 to 16 liters ofr 100 kmh whereas the earlier S was between 15 and 18. The range thanks to the 80 liter tank is also a pleasure. After a fast 400 km Autobahn drive where other makes were running into tank trouble we still had roughly quarter a tank left.
Old 07-30-2015, 03:53 AM
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A word about sportmatic and manual shifters. The sportmatic is well known to be a combination of rev convertor, four speed box and lever controlled clutch. After a short learning phase, one can not only use it fast and well but in heavy traffic one is really unburdened. The settings are nearly on paar to a five speed box whereas the rev convertor replaces first gear and third can be used till 172kmh, so nearly so far as 4 gear in the five spped manual which goes to 182kmh. Pleasant is also the soft working power delivery which apart from the gear changes actually reduces the engines stuttering. The manual gearbaox in comparison requires more patience. Despite longs gears its more difficult to change and fifth gear is often difficult to find at the first attempt. The transmission produces an unpleasant scraping noise, the clutch requires a lot of feeling has a long way to follow and feels hard like a truck. However without doubt the manual box and moreover the five speed fits the Porsche better. Alone the controlled conspicuous start procedure of the sportmatic makes this clear.
Yes it is not sensible continuously to provoke cavalry starts but the choice to do so with a Porsche youŽd like to have. Also that fact that you cannot touch the sportmatic lever apart from to change gear sort of annoys the purists. So can be established with all respect to the sportmatic-easiness that the raw legged manual has its advantages in a Porsche. Even when one has chosen the easiness of the sportmatic there are a few basic features that one cannot get past. To these belongs the steering and road sensibility of which a car in this price class stands alone. One feels every pothole not only from the suspension but directly through the steering. Like the clutch and transmission one is dealing here with classical mechanical engineering- no servo protects you from the hardness of the street. As the engineless front axle makes up the smaller part of the car weight, all forces which occur are within easily transferrable distance on top of which the steering wheel is relatively big

Old 07-30-2015, 04:24 AM
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