BUYER’S GUIDE
Porsche 911 (G-Series) Review
The ‘impact’ bumper-era 911 may not have the romance of the ‘60s cars but still offers a cracking Porsche experience…
Engine
(SC) 3.0-litre six-cylinder, petrol
Power
204PS (150kW) @ 5,900rpm
Torque
267Nm (197lb ft) @ 4,300rpm
Kerb weight
1,160kg
0-62mph
6.8 seconds
What Is It?
In its more than half century of existence the Porsche 911 has been in a constant state of evolution, ranging from the detail to the drastic. The arrival of the impact bumper G-Series in 1974 is arguably one of the more significant generational shifts, and though it too went through many iterations it lasted in fundamentally the same basic form until 1989.
Purists will point out the G-Series was just the first and, officially, the letter changed with each model year evolution but, for most people, this has become the catch-all designation by which all impact bumper cars are now known. For many years overlooked in comparison with the prettier ‘60s cars, appreciation of impact bumper 911s has grown, and with it values.
Sadly these are no longer the bargain they once were, though all things relative they remain a relatively accessible route into classic 911 ownership and feel considerably more modern and easier to live with than the earlier cars. While the G-Series provided the foundations for the legendary Turbo, spawned Targa and Convertible variants and limited-edition specials like the flat nose and Speedster the classic coupe in its Carrera, SC and later 3.2 are our main focus here.
Corrosive Areas
Front luggage compartment floor
Sills and inner arches, especially on ‘kidney bowl’ reinforcement panels
Sunroof drain holes and roof pillars
Checklist
- Early cars used 2.7-litre engines as a carry-over, a naturally-aspirated version of the Turbo’s 3.0-litre motor arriving on the Carrera for the 1976 model year
- From the 1978 model year the 3.0-litre SC engine became standard fit, the aluminium crankcase considered sturdier though power was down due to emissions regulations
- The 3.2 introduced for the 1984 model year is another generation on and less likely to suffer obvious oil leaks
- Early cars may have a four-speed gearbox but the five-speed ‘915’ gearbox was an option many buyers took up; the shift is less positive than the later G50 and requires an experienced hand to operate smoothly but a well set-up one should be satisfying to use; crunches or seriously baulky shifts may indicate a rebuild is necessary
- Not sure if the 3.2 you’re looking has a 915 or G50 gearbox? The easy tell is the position of the reverse indent, which is up and to the left of first on the G50 and down and back from fifth on a 915
- Engines should start first turn, idle smoothly, pick up keenly and show a steady oil pressure with revs once warm; smoke or hesitancy are warning signs of issues and, once removed for a rebuild, work can quickly escalate in complexity and cost depending on what is found
- Timing chain tensioners on earlier engines can fail; more durable hydraulic ones from later 3.2 engines are a common upgrade
- Rusty heat exchangers on the exhaust system are an expensive fix
- Bodywork corrosion is the biggest worry on an old 911, even post-1975 models with the galvanised shell
- Check every inch, preferably with the car on a ramp if you can; failing that remove mats from the front luggage compartment and inspect the condition of the floor, front crossmember, battery tray and then work your way back looking carefully at sills, inner wings, roof pillars, sunroof drains (where fitted), under the carpets and back into the rear arches
- The so-called ‘kidney bowl’ reinforcements at the rear edge of the sills and within the B-pillars are notorious rust spot that require serious surgery to sort properly – beware any sign of bodged repairs in this area
- Most cars will have had work done at some stage in their lives; in previous years when they weren’t as valuable this may have been more of the ‘quick fix’ variety so beware patchwork quilt repairs and instead hold out for one where you have evidence of a proper restoration by a respected specialist
How does it drive?
The word ‘unique’ is much over-used but, truly, nothing else drives like a 911 and a well-sorted impact bumper Carrera offers a fantastic balance of usable performance to be enjoyed as much on a long cruise as on a twisty back road or mountain pass. The small on-road footprint, the upright windscreen and excellent all-round visibility make it easy to place and very exploitable, there being surprising muscularity to the controls for what is a relatively light car.
Quirks like the offset driving position, floor-hinged pedals and wide-hipped stance soon become charming rather than strange, while the breathy bark of that air-cooled flat-six is a fundamental part of the magic. In standard form you’re looking at around 200PS (147kW) depending on the model and which engine it has, which sounds modest but translates to perfectly usable and enjoyable performance on the road thanks to the broad power band.
The much-hyped tail-heavy handling is less of an issue in these cars, especially when you get into the slow-in, fast-out groove the car naturally encourages through its very obvious feedback at the wheel. A good one is, quite simply, a joy to drive.
What’s good?
Half a century on, the shock of the impact bumper look has subsided and appreciation of how neatly Porsche integrated this legislative requirement into the 911 shape has grown. The interchangeability of Porsche parts is, meanwhile, a blessing and a curse, meaning many G-Series cars have been ‘backdated’ to look like older ones, hot-rodded or otherwise modified.
This is all part of the scene but an original, wingless SC or 3.2 Carrera on Fuchs wheels has an elegant, late ‘70s simplicity about it many now covet. And with usable rear seats for the kids, good long-distance refinement and that iconic shape an impact bumper 911 makes for a very usable classic, more than capable of regular driving on modern roads.
There’s obviously a huge scene supporting these cars, and many talented and skilled specialists around to restore them and keep them running properly. Once you’ve had your fun a good one will always be in demand and easy to sell on to the next enthusiast seeking to live the air-cooled 911 dream, too.
What’s bad?
Given the impact bumper cars were, for a long time, considered the cheap route into classic 911 ownership and have now been on the road many decades many will have suffered from ‘make do and mend’ upkeep the inherent strength and build quality of the base car will have permitted. But these are still high-performance, precision instruments and any shortcuts by previous owners can bite you expensively on the backside if you’re suckered into a car that flatters to deceive.
Engines are inherently strong but big jobs and rebuilds quickly escalate in cost and complexity if you’re unlucky. But that’s nothing against the cost of sorting out a rusty car, of which there are sadly many lurking ready to tempt the unwary. Nothing comes cheaply with a 911 and a bad car could quickly land you multiple five-figure bills if you’re doing a proper job of it. Choose carefully, seek expert advice where possible and scrutinise every last bit of the history for a sense of what you’re getting into.
Which model to choose?
For years a forgotten model word is now out about the early mechanical fuel injection 2.7 Carreras, which basically ran the engine from the legendary 2.7 RS. These are now sought-after and valuable, the 3.0-litre ‘Carrera 3’ that replaced it in 1975 also highly regarded. The range was updated with a new 3.0-litre engine for the SC in 1978, emissions regs meaning it was actually down on power, though this was steadily addressed and balance restored by the early 1980s.
The big change came in 1984 with the introduction of the bigger, torquier 3.2-litre engine and, in 1987, the sturdier ‘G50’ gearbox. If you want a more modern feeling car these late versions have obvious appeal, though appreciation of the SC’s lighter, revvier nature has grown among purists and, if it was our money, an early ‘80s one with the 204PS (150kW) 3.0-litre engine, no wing and on Fuchs wheels would be top of the wishlist.
Targas and convertibles remain popular but, while they can be a bit more affordable to buy, they’ll be no cheaper to restore or run so the coupe remains the more desirable bodystyle.
Specifications – 1981 Porsche 911 SC 3.0
Engine
3.0-litre six-cylinder, petrol
Power
204PS (150kW) @ 5,900rpm
Torque
267Nm (197lb ft) @ 4,300rpm
Transmission
Five-speed manual, rear-wheel drive
Kerb weight
1,160kg
0-62mph
6.8 seconds
Top speed
146mph
Production dates
1978-1984 (entire G-Series production 1974-1989)
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