Every era of 911 cars was notable for the presence of race derived or the so-called RennSport cars. Often naturally aspirated, these represented the pinnacle of Porsche’s commitment to developing true sports cars rather than supercars and hypercars. Great to drive, compact, practical and reliable, all 911s (and 356s before) have been as adept on a race track as they are as daily drivers – with individual cars often racking up the kind of mileage that an entire fleet of Ferraris would never see (or survive).
1964-5 (the birth year of the 911) as well as 1984-85 were interesting years in the history of Porsche. While in the former, the 911 had just launched to much fanfare, the 80s were a time of rededication to the 911 doctrine. In the two decades since its launch, the 1985 Carrera (911) was still an air-cooled flat six with a largely unchanged body shape. The engine had gone from a 2.0 L 130 bhp to a 3.2 L 231 bhp (204 bhp for the US), while the body had a wheelbase of 87 inches at launch (weighing 2381 lbs) increasing in 1985 to 89.45 inches in 1985 (now weighing 2756 lbs). In both guises, these were striking purpose built cars, as seen below.
Starting in the late 60s with the R and the ST versions of the standard factory cars, Porsche launched several race oriented road cars. In the 70s, these became the Carrera, Carrera RS, Carrera 2.7 and Carrera 3.0 as well as the ultra-rarefied SC RS, RSR and RSR touring cars. In fact, in 1985, Porsche made 20 SC RS cars with the 3L engine but not with the 3.2. To this day, Porsche continues this with the R, GT3, GT3R, GT3RS, and GT2RS cars. To a classic owner, though, some characteristics of the great cars include, an air-cooled fire breathing raucous engine, a non-assisted steering with incredible feel, delightful suspension with characteristic handling (and none of the silliness of a Turbo trying to kill you), a mechanical clutch and robust gearbox (the old 901 and later the 915). All this, in a practical 2+2 body.
The Carrera 3.2 from the 80s represents the pinnacle refinement of the movement that began in 1965. Come 1989, and the onset of the modern paradigm shifting 964-bodied Carrera/911, these classic lines and characteristics would morph into what is the contemporary Porsche 911. A more modern hydraulic clutch and gearbox, twin spark ignition (an erstwhile feature of racing P-cars from the 50s and 60s), improved brakes, at the cost of a larger and heavier (and maybe, a little more ungainly looking) body. But for purists like I, nothing says the zenith of the 911 aura like a 1985 Carrera Targa – especially, this beauty that is named after my beautiful, and equally hot-headed, spouse.
This particular car started out as a grey market imported (german/ROW spec) car with the Sport package, cruise control and LSD as well as a leather interior. After a brief course in Texas, she moved to California until 2013 when she moved to the midwest. In Nebraska, another loving owner lavished his attentions on her. With the assistance of Terry Worick and Sal Carceller, significant improvements were underway. Retaining her perfectly preserved original paintwork and leather interior, her entire engine was transformed from a competent Euro Spec 231 bhp engine to fire breathing 296 bhp monster capable of humbling any naturally aspirated 964 from the next generation. Taking out the engine, a complete engine rebuild was performed.
In addition, with the assistance of Scott Fowler and Reid Vann Luxury Imports in St. Louis, since purchase, we have corrected all the wiring gremlins of a 35 year-old car, installed turbo tie rods to sharpen the handling. While a suspension upgrade to the car was considered, it has been currently held off on the advice of the experts at Reid Vann. The current feeling is that the handling – even with the stock adjustable suspension as well as the ride height is currently perfect and further enhancements may only result in diminishing returns.
As seen on the dyno, this vehicle makes 227 lb ft of torque and 254 rwhp. This is pretty close to the output of later generations of the 964 RS, all with the weight advantage of the older body and close to the maximum that can be handled by the 915 gearbox.
A stock Carrera could do 0-60 in 5.5 sec in 1985. I, on the other hand, don’t care about what this car takes to go from 0-60. Because, when I step on it – she goes. She is not defined by numbers but by the feelings she evokes. It would seem that bats making a hasty exit from hell could not catch up, and if they could, the evil hellhound sound of this car would terrify them anyway. People have talked about using different engine management (e.g TEC3R) but I believe that Sal has built an amazing and unique unit – that is ideal for this car. Like a fine vintage, all good things have really come together in this. Similarly, people have mentioned using Fabspeed and MK exhausts over the Billy Boats – but why would I, when the evil growl from this car’s rear is a perfect match for its character.
During a recent Porsche club drive, this car had no trouble keeping up with newer 997 and even 991 cars. Unlike many tribute cars out there – 911R reproductions, 911ST, RSR Carreras etc. , this car makes no bones about what it is. It is proud to look and feel like a REAL G-modell 911 from the 1980s. It has no fake flares, no outsize tires, no tea-tray, wide fenders or slantnose. It is not backdated, like a Singer. Outwardly, it looks and feels like the perfect factory Carrera 3.2 – with the heart of a Rennwagen.
So, it sounds like an RS. It drives like an RS. It has the creature comforts that a touring car would have.
What can I say?
If it talks like an RS and walks like an RS, I would posit that it probably is the RS version of the Carrera, that Porsche never made in 1985. I represented it, as such, at the recent HCCMO Easter Concours d’Elegance, and, I think they must agree.