January 1976: THE Carrera 3.o Test Report

[Bertroex]

I have forwarded a lot of contemporary motor magazine tests to Jack for his website. I kind of expect JDG to also include them in his carrera 3.o registry. But as the carrera 3.o is relatively little known, I will not hesitate to present you with this gem written by Dirk -Michael Conrad. Writing for Sport-Auto, he is now heading Motor Classic, a well respected classic car magazine in Germany. To my european school boy experience, DMC is up there with the likes of LJK Setwright and even my all time favourite, Dennis Jenkinson.

 

When translating, I tried to take into account his extremely descriptive and poignant pen, but do note I am not a translator; merely someone who speaks a few languages. I cannot but notice that eyes of 2007 might find, especially the first three paragraphs, a wee bit cheesy. But if you can, imagine the atmosphere similar to a television series such as The persuaders and such like.

 

Anyhow, text first:

 

 

Sport Auto

Special print issue 1/1976

Stuttgart- Post Box 1042

 

 

 

TEST PORSCHE CARRERA Model Year 1976

 

 

Porsche puts for model year 1976 more than ever the emphasis on comfort; for a sports car manufacturer an apparent schizophrenic venture. Sport-auto tests hereby the new Carrera 3.0 and the Turbo to see whether this has damaged the aptitude of Germany’s fastest cars

 

Power Tool!

 

One sits down and one is gone. Passers by guess your salary grade, girls smile graciously and flirt without shame through the back window of the car in front, gatekeepers and policemen salute, waiters provide a top-service even if the pair of Jeans are not really in keep with its establishment: after all, this man has style.

 

One drives Porsche- a Carrera even- and one realises to one’s surprise that, despite countless other gleaming cars, one is in the centre of attention. Even today, after 12 years in production, people are attracted to Porsche as flies to syrup. And Porsche, like no other motorcar, indicates without fail a social step up the ladder, heightened by the fact that the 1963 price of a 911 at 22.900 deutschmarks went up to minimum of 34350 deutschmarks (911). For that you can expect something extraordinary and to be more precise: power.

 

Here one notices a similarity with the price: where in 1963 the six cylinder 901 -the Carrera 2 successor- brought 130 PS into the equation from 2000 ccm, today the Zuffenhausen Turbo top model puts nearly double that down: 260 PS lurking from 3000 ccm. The Carrera test car makes do with 200 PS at 6000 rpm and possesses even 10 PS less as the preceding Carrera model. What seems like a step back means on the road two things: improved acceleration (see table) and subjectively less Porsche-specific bite.

 

Firstly this is because of an enlargement of 300 cc: the up until now exclusive engine of the Turbo -in comparison to the 2,7 litres with 5 mm enlarged –of three litres delivers its service in the Carrera. The torque remains similar at 26mkp but is for model year 1976 available at 4200 rpm in comparison to its predecessors’ 5000 rpm. Finally, it is without doubt due to the choice of k-jetronic - which operates on the principle of air flow rate- installed with immediate effect in the Carrera thus replacing the previous, more direct mechanical inlet manifold injection.

 

When shifting, a somewhat softer power delivery lessens the typical Carrera aggressiveness; one has the impression that the power is put down in a less nervous way. Persuaded Porsche Pilots may mourn this development, but this is all in line with the new survival motto, namely “to put sportiness and comfort side by side as a construction goal”.

 

Luckily, there are no compromises made at the absolute performance level: the legendary Porsche fist treats its passengers with an unimpaired punch. Only 6.3 seconds pass when the speedometer indicates 100 km/h. Thus, the 1976 Carrera is actually a tenth of a second faster as its 210 PS predecessor. Largely identical values are to be observed at the typical km/h markers: up until 180km/h the new one gains 0,2 seconds with 21 seconds in comparison to its predecessor. This is even more remarkable as the new one not only has less overall power, but is also 45 kg heavier due to sound insulation and has a longer rear axle ratio (the first three gears remain the same). A comparison of power delivery diagrams explains the miracle: up until 5000 rpm, the three litre machine delivers considerably more power then the 2.7 litre. At 2000 rpm, 73 PS are available as opposed to the 2.7 litres’ 55 PS, at 3000 rpm the ratio is 115 : 85 PS and at 4000 rpm the ratio is 156 : 138 PS. The three litre is also more powerful at 5000 rpm with 187 PS where its predecessor delivers 180 PS. Only over that marker can the old Carrera finally get by and overtake. That is also the explanation for the slightly higher top speed of the old Carrera at 239km/h which, after an hour driving, will be 4 km further afield then the Carrera 3.0.

 

Because of a shorter 5th gear in model year 1976 when driving 235km/h the rpm for both cars is similar at 6300 rpm due to a similar gear ratio. When reaching their top speed, both Carrera’s cross their nominated rpm by 300 rpm.

 

Thus the Porsche technicians shifted herewith the Carrera potential towards the lower revs, what results in a laid back -if you wish more comfortable- driving style, which consistently delivers a breath taking power delivery without the need to utilise the reserves in the upper rev range. That the six cylinder, when opening all the throttle linkages, hisses a lot less is attributable to both trend and comfort. This is relative: a full bore accelerating Carrera 3.0 will stimulate your senses and is an acoustic delight. Only a 2.7 or even a 2.4 will be more fearsome; exactly that is so highly valued by dyed-in-the wool Porsche fans.

 

The cockpit has unsophisticated Zuffenhausen functionality; here is little to improve upon. The curved, puritan-factual dashboard presents itself worthy of a focussed driver of a sports car. A seemingly complete collection of clocks, dominated by a rev counter reaching 8000 rpm, informs its pilot of all eventualities. That the speedometer reaches to 300 km/s is not only a joy for school children who squash their noses against the windscreen. Extraordinarily steep is the handy, leather covered steering wheel, and it is positioned so close to the dashboard that keen turning drivers hands will often make contact with the upper dashboard cover. The gear stick is exactly there where the right hand falls down. The details show what the Porsche practitioners preoccupy: the inner door locking pins are within grasp and close by the quarter light whilst the arm rests are prepared as storage compartments, despite the fact that one cannot complain about storage in a Porsche. The standing pedals need somewhat getting used to, which, from a half lying drivers position, requires considerable pressure from the top to the bottom and seems a bit illogical. The ratio accelerator/brake pedal is the only non-worthy configuration for a sports car. Here it uncovers a consirable height difference, which requires a movement of the heel when trying to change quickly between acceleration and gas pedal. Moreover, blipping the throttle between shifts requires a driver with acrobatical foot joints. The first gear of the free of charge –as opposed to the four speed or sportomatic- five speed gearbox requires cautioun when engaging gear. It is remarkable how relatively long the shift travel is.

 

After a blitz acceleration, a poignant smell of the clutch enters the cockpit; a phenomenon that was also observed in the 60 PS stronger Turbo (see Sport auto 4/75)

 

Unfulfilled bite up to 4000 rpm is followed by a decent kick when the torque comes really into action. The second gear provides the Porsche newcomer with an overly long break: resistance of the long shift travel (Porsche synchronisation) prevents a seamless acceleration. Before moving into third gear you already reach 100 km/h so, on A-roads, you should start lifting your right foot already. The third gear is easy to slot into, by now you turn the stereo-radio off in order to better appreciate the engine sound, 150 km/h: fourth gear, the car doesn’t stop to pull and continues to progress, 190 km/h and move into 5th all the way to the top.

 

Here, the Carrera surprises with good directional stability. For sure, a 450 SE or a BMW 3.3 can do this better and don’t possess such a slightly stammering direct steering. But consider the short Porsche wheelbase of 2271 mm and the unloaded front axle and you cannot but admire the Porsche engineers who have appropriately equalised this drawback. This is similar on twisty roads, whereby it is recommended to push the boundaries of maximum handling on a closed section.

 

A first timid round on the Hockenheim circuit provides us with an almost textbook mild understeer with pleasant light steering. When you lift the accelerator in a bend, the Carrera moves good- natured into neutrality. This is courage inspiring. So we enter the next turn a bit more energetic: still understeering, albeit a bit more pronounced, the bushes next to the ameisen turn- in silently call you, weight transfer and there: the rear overtakes you. That’s not how to do it.

 

Therefore, slowly into the next turn, an empathic progressive acceleration and: yes, now it comes together. With mild overhanging rear and with very slight counter steering it gobbles the bend. It has sniffed blood: faster. Somehow it doesn’t require marking the bend anymore: the car circles -gently controlled and steered by the accelerator- on the fast line of the asphalt. A miracle of traction, not a single wheelspin, all power geared towards progress: it’s intoxicating.

 

A cross directional transfer is softer with our Carrera test car as it is equipped with Pirelli 50-series tires, (front 205/50 VR 15, rear 225/50 VR 15) as opposed to the standard 70-(front) and rear 60- series combination. Mind you, the 50 series tires provide merely a feeling of the steering angle: especially in the mid range the Pirelli P7 transmits a false belief of positioning, which leads to surprising reactions when you try to correct the car with a more pronounced counter steer. When you are in the safe belief that you have cleared the pendulum reaction of the car and are already striving for the straight ahead direction, the front wheels were still angled. That requires getting used to, or one should install a straight- ahead marker on the steering column, similar to 4 x 4 vehicles.

 

The front seats, produced by Recaro in Kirchheim, contribute significantly to the fact that the driver can concentrate on the driving; they provide an extreme level of comfort as well as excellent side support in all conditions.

 

An impressive performance is also provided by the 4 inner ventilated brake disks: especially by a warmed up braking system the car sets a Sport Auto record: 8.3m/sec3

whilst cold the brakes decrease the vehicle with a very convincing 7.6m/sec3

 

With that, it does provide the driver with a feeling that one has acquired an not only an extraordinary powerful but also a particular safe automobile for your 45.000 deutschmarks.

 

That those two components in this Porsche price bracket are not the sole selling points is indicated by the upgraded serial equipment in the 76 Carrera: the side windows disappear in the door by pressing a button, a buzzing electromotor, steered by a probe in between the sun visors, takes the task away from the manually regulating the heating. Obviously, the outside mirror is electrically adjustable from the inside whilst a high pressure cleansing discharge ensures that the headlights are always clean.

 

Premium carpeting, extended to the underside of the doors, and the overall impression of quality and finish contribute to the stylish but not overtly luxurious atmosphere in the new Porsche.

 

Despite its comforts, the Porsche cannot deny its actual purpose: the racing drivers overall is also in model 1976 the appropriate attire as opposed to the dinner jacket. Who tries to find in the Porsche an alternative to the 450 SL or the jaguar XJS is, as before, ill advised despite the fact that the new price of the Porsche is to be found in a similar class. It is only once properly installed behind the small steering wheel, falling boot lid in eyesight, a beefy engine behind, that one realises what one acquires with a Porsche: pure driver’s pleasure.

 

The Porsche second hand market is flourishing as no other. The new Porsche buyer is appropriately chuffed: no other sports car can take into consideration, come selling time, the argument of sound re sale value.

 

Dirk-Michael Conrad

 

THE LITTLE DIFFERENCE

 

It is not only the 20.000 deutschmarks difference in purchase price that differentiate the Turbo from the Carrera. I believe that the purchasers are people with completely different mentalities.

 

Carrera types are more active drivers who like their car really responding to the input of the accelerator when it is negotiating the bends. That pleasure is heightened if your sportscar is equipped (as was our test car) with the adhesion inducing 50-series tyres. The turbo provides, equipped with similar tyres, a lot less pleasure insofar as going rounds bends is concerned. Its power delivery isn’t gradually: it comes from 4100 rpm down like a sledgehammer. And that requires, above all when accelerating out of bends, considerable concentration; as this is the point where the back often overtakes you. You can help this if you convert yourself to a left-foot brake pedallist. Stay on the gas so that the boost pressure doesn’t diminish and brake with your clutch foot. But such artistry is not obvious in Porsche pilots who spend 65.000 deutschmarks for a leather clad vehicle.

 

Its domains are motorways, on which you can fully play the trump card of the Turbo’s acceleration. Obviously, it is addictive in city driving when you take traffic- light acceleration for a take-offs, but unfortunately the clutch will let you know that it is markedly decreasing and the outside world experiences, when you subsequently need to brake, nothing but reluctance. On motorways however, the turbo works as a sovereign ruler, overtaking manoeuvres often not even requiring touching the gearlever as its third gear will reach from 100 km/h to 200 km/h.

 

The passing of the 200km/h boundary is totally effortless and cruising speeds between 200 and 240 km/h are without any problem. Impressive hereby is the general quietness of the car: the engine is less loud than the carrera’s, the directional stability is more stable thanks to it serial equipped rear wing. Where, in fast 200km/h bends, the Carrera tends to go walking unless you remain firmly on the gas, the Turbo is glued to the bend , even if you are forced to let go off the gas.

 

It doesn’t posses the bad habits of the BMW Turbo which retorted to fishtailing and which could only be stabilised by responding with full acceleration.

 

In short: A turbo is more a sports car for level-headed people whilst the Carrera attracts more dynamic characters. It would be ideal however, when your garaged housed both a turbo and a Carrera : one for the motorways and one for the A-roads. Signed: Y.P.

Edited August 4, 2007 by Bertroex

[johndglynn]

Wow Bert, great job mate.

 

If it's OK with you I will sweeten some of the translation to make it read faster and try to keep the feel true to the original piece & author? Cheers and great work, JG

[Bertroex]

the scanned test:And

 

 

to illustrate the quote:

 

A comparison of power delivery diagrams explains the miracle: up until 5000 rpm, the three litre machine delivers considerably more power then the 2.7 litre. At 2000 rpm, 73 PS are available as opposed to the 2.7 litres’ 55 PS, at 3000 rpm the ratio is 115 : 85 PS and at 4000 rpm the ratio is 156 : 138 PS. The three litre is also more powerful at 5000 rpm with 187 PS where its predecessor delivers 180 PS. Only over that marker can the old Carrera finally get by and overtake.

 

 

A anonymous movie somewhere with someone especially at about 2:30

 

onwards

 

 

a movie

 

Wow Bert, great job mate. If it's OK with you I will sweeten some of the translation to make it read faster and try to keep the feel true to the original piece & author? Cheers and great work, JG

 

 

Well, I'd like to have at least somewhere something easily accessible for journo's etc. Facts old bean facts! And complete ones at that!

 

 

Enjoy,

 

Bert

Edited August 5, 2007 by Bertroex

[Carrera3man]

Brilliant article Bert! It's very interesting to see what contemporary motoring journalists (German ones at that) thought about the car at the time - not too much angst here about a 'softer' version of the Carrera. The performace comparisons make interesting reading too (as do the comments about the Turbo).

 

Great stuff

Edited August 5, 2007 by Carrera3man

[kristof C-3.0]

nice work Bert !

very intresting stuff, but would it be possible to translate in Dutch please

[Bertroex]

would it be possible to translate in Dutch please

 

You cheeky monkey :D

 

Bert