AIR COOLED: THE FIRST AND LAST
The original SWB 911 meets last of the air-cooled 993s
They’re the alpha and omega of the air-cooled Porsche 911, separated by three decades of development and to the casual observer as different as chalk and cheese. Yet, for all their obvious differences, the original 911 and the last of the 993s remain remarkably alike. Keith Seume gets behind the wheel of a 1967 short-wheelbase coupé and a 1997 final-run Carrera 4 to discover why Porsche always preferred evolution to revolution
At its launch some 56 years ago at the 1963 Frankfurt show, the 911 – or 901 as it was then known – was met with almost universal approval by the massed ranks of the world’s motoring journalists. In terms of overall design, it was a major leap forward from the 356C model it was replacing, its modern styling and, most significantly, the promised new six-cylinder overhead camshaft engine setting it apart from its predecessor. Few people could ever have imagined that the 911 would still form part of the line-up 20, 30 – let alone 50 – years later.
When the covers were finally pulled off, photographers crowded the stand, all vying to get ‘the’ photo of the star of the show. British magazine The Motor commented in its show report that ‘For the enthusiast, perhaps the most notable car at the Frankfurt show is the new Type 901 Porsche – with a six-cylinder 2-litre engine.
‘In the Porsche tradition, this is an aircooled, horizontally-opposed unit mounted at the rear and is astonishingly compact… The body follows typical Porsche line but the wheelbase has been increased by 43⁄ 4in to give better passenger space, although the rear seats are still definitely of the occasional type’. The report ended by stating ‘Production of this Type 901, which is planned to give a 120mph-plus performance with much greater refinement, cannot begin “for some time”.’
Indeed it would be a several months before the 901 was anything like ready for production, the show car being little more than a non-running mock-up with dummy engine and 356-style swing-axle rear suspension. It was shown twice more that year, at the Paris show in October and London immediately after, followed by a third and final appearance at Geneva in March 1964.
The story of how Peugeot took umbrage at the use of the ‘901’ moniker is well known, with Porsche forced to change the model designation to the now familiar 911 to appease the French manufacturer. Little did anyone know back then that most future
models of the 911 would tend to be known by their internal factory codes, such as 964, 993, 996, etc. All are 911s, but each an individual model in its own right.
But what did the public get when the first 911 hit the street? On sale in the summer of 1964, Porsche’s new offering was, by today’s standards, a relatively unsophisticated affair – apart from that magical flat-six air-cooled engine, of course. The 2.0-litre Type 901 powerplant put out a healthy – for the time – 130bhp at 6100rpm, breathing through a pair of Solex triple-choke carburettors (which soon became notorious for a flat-spot around 2500rpm).
In February 1966, the factory engineers finally gave in and swapped the Solexes for Webers, making for a far more pleasant driving experience. Later that year, in July 1966, the top of the line 911S was introduced, with 160bhp on tap, thanks largely to revised camshaft profiles and new heads, featuring larger valves and inlet ports.
Across the range, a five-speed transmission – Type 901 – featured a ‘dogleg’ first gear, where first was found by moving the lever all the way to the left and back. Second was forward to the right, the remaining gears being in a conventional H-pattern. It was a shift layout more familiar to race drivers, who would rarely need to call on first gear other than to get off the start line.
Suspension was all new, too, with longitudinal torsion bars at the front used in conjunction with Macpherson struts and lower A-arms. At the rear, ‘double-jointed’ IRS suspension with transverse torsion bars and semi-trailing arms was a major improvement over the outgoing 356’s VWderived swing-axle design. Brakes? Discs front and rear, with an ingenious handbrake design featuring a conventional drum brake incorporated into the centre of each rear disc.
The biggest single change to the overall design was introduced for the 1969 model year, when the wheelbase was extended by 57mm, from 2211mm to 2268mm, in an attempt – a successful one, we might add – to improve the occasionally wayward handling of the earlier 911s. By the simple expedient of increasing the length of the rear suspension trailing arms and spring plates, and moving the rear wheel arches back by a similar amount, the front/rear weight balance became a more favourable 43/57 per cent. The engine and gearbox remained in the same location and the overall dimensions of the body were unchanged.
The first generation 911s – known colloquially by our American cousins as ‘long-hoods’, in deference to their longer
front bonnet (boot lid?) – remained in production until the summer of 1973, with engine capacity increases from 2.0- to 2.2and 2.4-litres, plus the magical 2.7-litre Carrera RS of 1973, marking the gradual process of improvement rather than radical redesign. As we say in our introduction, it was a classic case of Porsche favouring evolution over revolution…
In August 1973, the so-called G-series models were launched, notable for the heavy impact bumpers necessary to meet the strict Us-market ‘5mph’ bumper laws, which called for all cars to be able to withstand a lowspeed impact without sustaining damage. Sure, engine design underwent a period of revision, seeing the capacity increasing to 3.0litres and then 3.2-litres (not forgetting the 3.3litre Turbo), but under the skin the basic concept remained largely unchanged. Although the introduction of the new impact bumpers has always been seen as a turning point in 911 design, in reality it was to prove small fry compared to what was to come.
In the summer of 1988, Porsche launched the 964, the most radical redesign of the 911 yet seen. To the casual observer it may not have looked much more than an impact bumper G-series with a bodykit, but under the skin it was significantly different. First there was a new 3.6-litre engine, offering 250bhp, along with optional Tiptronic transmission (Porsche’s first volume-production attempt at a semi-automatic gearbox) and – get this – four-wheel drive. Yes, the new 911 was only offered with all-wheel drive at its launch, a more conventional two-wheel drive model not being available for another six months.
That was staggering news in itself – after all, the 911, along with all previous Porsche sports cars, had famously been a tail-happy rear-driven driver’s car that demanded concentration, not some namby-pamby fourby-four – but there was more to upset the purists: no more torsion bars… Both front and rear suspension now relied on coil-springs instead of Ferdinand Porsche’s beloved torsion springs, with cast-aluminium components used extensively throughout.
The bodyshell remained unchanged above the bumper line but below that it was substantially different, with a deep backbone tunnel designed to accommodate the propshaft used to take drive to the front wheels on four-wheel drive models (the twowheel drive versions still had the deeper backbone, although of course it was no longer home to a propshaft).
There were many other improvements made to the 964 compared to earlier models, including the adoption of power-steering, ABS braking and airbags. Greater attention was also paid to aerodynamic efficiency, with
plastic undertrays used to improve airflow under the car. Overall, the 964 was something of a crossover model, built at a time when the future of the 911 was still uncertain with Porsche itself feeling the pressure of a rapidly changing western economy.
By the time the 993-series 911s came to market in 1993, Porsche really was feeling the squeeze. In fact, within a couple of years, its product line would shrink to just one model – yes, just one – the front-engined, waterpumping 928 and 968 both having been relegated to the annals of Porsche history. SUVS? Luxury sedans? Mid-engined roadsters? Not a chance – they would all have to wait their turn.
The previous model, the 964, had been criticised for being too harsh, too costly to build and, it is said, it hadn’t matched the engineering department’s expectations. The 993 was seen as being the car to save the 911 from oblivion. Internal bickering eventually saw new boss, Wendelin Wiedeking, take control and issue an edict that the new model must be in production by the end of 1993. It was said to be 80 per cent new – and that after the 964 had been declared 87 per cent new at its launch.
The overall design of the 993 is credited to ex-pat Brits Steve Murkett and Tony Hatter, the former having been responsible for the outlandish Panamericana one-off which had been given to Ferry Porsche as a birthday present. The directive from on high was that ‘We should not make something new and different. Instead we should do the 911 better.’
And compared to the 964, they did. The 993 was a very different fish to its predecessor, with a harmonious blend of classic 911 features, such as the ‘boomerang’ quarter windows and the same door shut line as the older 911s, and a more modern aerodynamic profile.
Initially, and unlike the 964, the 993 was offered solely with two-wheel-drive and marketed as the Carrera 2. It was the first production Porsche to be fitted with a sixspeed transmission, which was a development of the tried and true G50 unit used in all models since the later Carrera 3.2s. Then, in the autumn of 1994, a full fourwheel-drive version of the 993, called the Carrera 4, was launched. Both models were powered by a 3.6-litre engine, developed from that of the 964, which produced 272bhp.
This engine, which carried the internal code M64, was an all-aluminium, air-cooled flat-six with two valves per cylinder, operated by single overhead cams driven by chains off the crankshaft – just like that of the original 2.0-litre. But that is about as far as any similarities went. Modern tech, like Bosch M2.1 engine management which controlled the ignition and fuel systems, brought the design into the late 20th century, and hydraulic cam followers meant that checking the valve clearances was one job that could be crossed off the service schedule.
August 1995 saw the introduction of the Varioram induction system – an inlet manifold which could be altered in length to optimise power and torque at varying engine speeds. Up to 5000rpm, the inlet tracts were at their longest, thereby giving optimum torque but, as the engine rpm increases, the inlet tract is decreased in length in two stages, ultimately boosting power output to 285bhp. And with the introduction of Varioram came an OBDII on-board diagnostic system.
However, it was the suspension which really grabbed everyone’s attention. The rear
end now consisted of double wishbones located on a cast-aluminium subframe, which was then located in the body structure with flexible mountings, isolating road and mechanical noise from the interior – a definite improvement over the 964 which had come in for plenty of criticism in that regard. The 993’s suspension package was also designed to offer a level of passive rearwheel steering (the so-called ‘Weissach Effect’). The front suspension was a coil-over strut design carried over fairly undisturbed from the 964. Overall, it was a very well engineered package.
But what happens when you put these two design classics – a first generation 911 and the last of the air-cooled cars – next to each other? Is it still possible to see a link between them, despite being separated by three decades? The simple answer is yes, but there are caveats…
Ignoring for a moment the mechanical layout, the most obvious similarities can be seen in the side profile: the familiar door shut line, the timeless ‘boomerang’ rear quarter window. The 993’s wheelbase is 61mm longer at 2272mm and both the front and rear overhangs are somewhat different – put that down to stricter safety regulations – but it’s the difference in width which makes the most impact: the 1997 model shown here is some 125mm wider than its ancestor. That’s almost five inches – enough to make you concentrate when squeezing into a tight single garage.
A walk around the two cars shows how safety regs have changed over the years – the ’67 has slim – one could almost say purely decorative – metal bumpers with tiny overriders and a modicum of rubber deco trim, while the 993 is blessed with deformable plastic mouldings which blend seamlessly into the surrounding bodywork. Behind them lies a complex package of telescopic mountings and crumple zones. Score one to progress if personal safety is a prime concern.
Another very obvious difference is the amount of brightwork on the early car – ‘chrome’ trim surrounds the windows, lines the sills, defines the headlights…even the wheels on this example are chrome-plated, although the familiar Fuchs forged aluminium wheels would become a popular option. The 993, by comparison, is totally devoid of such frippery. Its sleek, stylish, modern and clearly aerodynamic lines have stood the test of time well, and the 993 still looks modern – the SWB 911 looks what it is: a classic…
But even though there are so many external differences between the two cars, there are still several details which show how Tony Hatter was keen not to sever all links with the past. The front wings still act as ‘aiming points’ from behind the wheel, the high waistline running from front to back is still obvious – and look at the front turn signal/driving light arrangement on the 993. It’s a clear nod to the past – all that’s missing are the horn grilles. And, of course, let’s not forget the bonnet – notice the familiar dropped centre, ducting air to a small grille for cabin ventilation? It’s another detail shared between the cars.
OK, let’s slip behind the wheel. Use the remote to unlock the 993, a spindly key to waggle around in the lock on the ’67. Will the door unlock? Will the locking button stick? Every day is an adventure on a well-used early 911. With the door open, what lies before you are two very different driving environments – or are they? Sure, the 993’s seats are leather trimmed, supportive and adjustable at the push of a button in just about every direction, while the SWB’S seats, here trimmed in the classic houndstooth and black, require effort to shift forward and back, and some fiddling to get the angle of the backrest right, but there’s a strange sense of déja vu when shifting from one car to the other.
The steering wheels are a measure of how times have changed, the power-assisted steering of the 993 meaning that there is no need for a large-diameter wheel to overcome the effort that would have been required to turn the fat front wheels at parking speeds. And then there’s the matter of rim thickness. The ’67’s wheel feels spindly and delicate, while that of the 993 is thick and chunky – and it’s home to an airbag. But it’s the looks and feel of the earlier wheel that is the more appealing, giving you a sense of being connected with the road. Score one for the classic, then.
A casual glance around the cabin shows how we’ve gone soft, with the more luxurious trim in the 993 feeling more accommodating, the seating far more supportive and the quality of the detailing far better than that of its forebear. The heating system – and its allied air-conditioning – is miles ahead in terms of efficiency, too. The early car’s blower is noisy, and takes a while to demist the windscreen, a process which takes seconds in the 993. The rear screen wiper is a bonus in the 993, too, but there’s little to choose between the two
The most obvious similarities can be seen in the side profile…
cars when it comes to the windscreen wipers, if the truth be told.
But of all the features in the cabin which demonstrate the bloodline shared by these two cars, it’s the dashboard which lets you know they’re close relatives. That familiar fivedial layout, the rather haphazard scatter of minor controls and switches, the location of the radio – all would seem familiar to anyone stepping from one car to the other. The 993 has a centre console as standard, home to various switches to operate the ancillaries, while the 911 has a virtually uncluttered floor, with a lever to operate the heating system and a hand throttle to aid warm-up keeping the spindly gear lever company.
Firing up the 993 from cold is a matter of turning the key and listening to the muffled sound of the flat-six as it whirs away behind you. The ’67, on the other hand, needs a little coaxing. There’s no choke or cold start mechanism of any kind, so a couple of pumps of the throttle are necessary before it coughs and spits into life. You’ll need to leave the hand throttle on for a short while until there’s some heat in the engine, but once warm it will idle happily.
There’s an obvious difference in the feel of the clutch, the earlier car’s cable-operated set-up feeling heavier and in some ways less precise than the hydraulic system on the 993, but it’s no biggy unless you get stuck in traffic or the cable needs adjusting.
When it comes to selecting first gear, the 993 is a breeze: move the lever to the left and push it forward. No effort, no thought required. In it goes and you’re ready for the off. On the ’67, you’re transported back to the days when sports cars had more in common with race cars: the ‘dog-leg’ layout of the five-speed 901 gearbox means you need to push (or pull on a left-hooker, like ours) the lever all the way over to the left, and pull it firmly back into first gear. Didn’t quite go in? Then try again…
Away from rest the differences between the two cars become ever more clear. Shifting into second gear on the ’67 requires a little thought and patience as it’s all too easy to snick reverse gear as you move the lever forwards and across to the right to select the next ratio. Once you’re there, though, life becomes easier as the remaining ratios now present themselves in a conventional H-pattern. The six-speed trans in the 993 is a delight to use, conventional in layout and light to the touch. It is difficult to fault in any way.
There is no comparison between the two when it comes to performance. The 993 will leave the older 911 in its dust with little effort, its servo’d brakes hauling it to a stop with practically zero effort. It will out-run the early car in a drag race to 60mph by around three seconds (5.7 compared to 8.7secs, according to factory figures) and leave it in its wake on the Autobahn to the tune of 35mph, or more. The 993 will easily top 165mph, the 2.0-litre 911 struggling to better 130mph. But then the 993 does have double the horsepower…
But what about the handling? Anyone who’s driven an early 911 in anger will know all about the joys of lift-off oversteer and near terminal understeer when you don’t get the balance between steering and throttle inputs quite right. It can be challenging getting the best out of a short wheelbase car, but oh so rewarding when you get it right. The 993, with its Weissach effect rear end and, in this case, four-wheel drive, means that you are in the safe hands of the factory engineers unless you really are a hooligan intent on leaving your mark (probably on a wall, or in a ditch).
You most notice the four-wheel drive when
blasting up a twisty moorland road, the sense that the front end is holding on and pulling you around the bends is palpable. Try the same antics in the SWB cars and you’ll feel the front end washing out unless you’re fully committed. Neither drivetrain is better than the other – they’re just different.
And that sums up the two cars, if we’re honest. The person who sets out to buy a 993 as his only Porsche probably wouldn’t give much thought to the idea of buying an earlier car, while the owner of an early 911 might be tempted to think something as modern as a 993 is the soft option. My advice is, if you can, drive both, preferably back to back as we’ve done. Only then will you truly appreciate how similar and yet so different the alpha and omega of air-cooled 911s are.
Before we leave, there’s just one small matter that we do need to discuss: values. The two cars you see here are both for sale at Saltash, Cornwall based WilliamsCrawford. The 1967 911 was originally delivered to Culver City in California with a variety of options, including tinted glass, chrome wheels, wooden steering wheel, etc, in special order Tangerine with black interior. Early in its life it was fitted with a 911S-spec transmission and the engine rebuilt with later magnesium crankcases – the original aluminium ones are still with the car, though.
Later, it was treated to a repaint (it didn’t require a restoration) and interior retrim, and a further engine and trans rebuild. It found its way to Germany in 2014 where further maintenance was carried out at PS Automobiles before coming to the UK in 2017 having covered an indicated 89,000 miles from new. The car looks great – check out the photos for proof – and drives wonderfully. But all this comes at a cost: £129,995.
So, what about the 993 Carrera 4? This special order Zenith Blue metallic coupé was supplied by Dick Lovett in Swindon in October 1996 and has covered just under 87,000 miles. It benefits from upgraded Xenon lighting (a definite improvement over the ’67’s candles!), sports exhaust, leather sports seats, sunroof, etc, and comes with a comprehensive maintenance history. It will set you back £52,995.
Now stop right there: that’s a £70,000 difference in price and a graphic indication of how the classic Porsche market has expanded in recent years. Does this make the 993 seem cheap or the SWB 911 expensive? The obvious answer is, of course, that it’s a matter of horses for courses. If you had to have just one car, you’d need to work out what you were going to use it for.
As an everyday driver, for use in all weathers, the 993 C4 wins hands down. It’s comfortable, warm and cosy on a cold day, grips like you know what to a blanket on damp roads and will take you across Europe in style. For those early morning blasts on favourite country roads, trips to Le Mans Classic or visiting the local pub on a summer’s evening, then the early 911 would be very hard to beat. It’s visceral, it demands the best from its driver. It’s what the 911 was always meant to be.
It’s a hard choice and ultimately the only real answer is to buy both. All you have to do is convince your bank manager… PW