Following hours of work in the wind tunnel, aerodynamics engineer Tilman Brodbeck devised the lower lip, or chin spoiler, introduced on 1972 models. This channeled air around the front of the car and nearly eliminated front-end lift. Porsche Archiv
The 1971 Targa 2.2-liter T provided the perfect backseat playground for children and pets. T engines developed 125 horsepower at 5,800 rpm. Porsche Archiv
Not long after Brodbeck and his colleagues tamed the front end of the 911, they returned to the wind tunnel to address rear lift. Tape strips (and instrument readings) revealed smooth airflow over the rear that lifted the car. Porsche Archiv
Real-world driving tests around Weissach confirmed what wind tunnel work had suggested to improve road holding and decrease front and rear lift. For 1974, Carrera models used the flat whale-tail rear wing. Porsche Archiv
This front deck lid graphic, known as safety stripes, was optional on domestic and export 911s for 1974 models. Porsche Archiv
The sometimes tail-happy Model 930 Turbo appeared as a 1975 model in Europe. Its three-liter engine developed 260 horsepower, an enjoyable challenge on a large flat lot in snow. Porsche Archiv
Weissach widened the 1975 Turbo’s rear track from standard 52.8 inches to 59.5 inches. This greatly improved handling and road holding. Porsche Archiv
Berlin Philharmonic Orchestra conductor and music director Herbert von Karajan was a regular Zuffenhausen visitor and a good customer. Porsche created this custom-painted Martini Turbo for him in 1975. Porsche Archiv
The 1977 model year 911 lineup posed on a Weissach test track curve for a photo. From left, a Turbo 3.0 coupe, a 911S Targa, a Carrera 3.0 coupe, and a base 2.7 coupe. Porsche Archiv
The 3.0 Carrera, left, delivered 200 horsepower at 6,000 rpm, while the base 911 provided buyers 165 horsepower at 5,800.
Porsche originally created the designation SC, or Super Carrera, for what became the RS Carrera in 1973. The name reappeared on the 911 series beginning in 1978. Porsche Archiv
To inhibit body corrosion, Porsche began zinc galvanizing its car bodies in 1975 for the 1976 model year. To demonstrate its effectiveness, Weissach engineers parked an unpainted but galvanized body outside the engineering center for decades. Porsche Archiv
For engineers at Weissach, writers at magazines, and Turbo owners everywhere, this was inspiring performance. Three hundred horsepower launched the 2,860-pound car from 0 to 100 kilometers per hour in 5.4 seconds. Porsche Archiv
These U.S. specification models for 1980 had taller ride height regulations than those for Europe. American buyers not only had to accept 188 horsepower engines, but also speedometers that read to just 85 miles per hour. Porsche Archiv
This was one of the first of the Flachtbau turbos, of which Sonderwunsch manufactured just seven or eight. These early versions appeared through 1982, when two round headlights replaced the four rectangular lamps. Porsche Archiv
Porsche stylist Roland Stemmann began working on 911 cabriolet concepts soon after Peter Schutz and Helmuth Bott launched the project. This combination of white body with red interior carried through to at least one celebrity owner. Porsche Archiv
Perhaps this was an early form of just-in-time delivery as painted 930 Turbo bodies waited outside the factory. These cars were queued up for engine-and chassis marriage and for interior completion. Porsche Archiv
Another Stemmann sketch identified the concept as the 911 Turbo. The wide-body approach served well for auto show introductions. Porsche Archiv
Following the Frankfurt IAA introduction, Porsche had 911 SC Cabriolets available for delivery as 1983 models in late 1982. Weissach invested huge effort into stiffening the chassis for the open car. Porsche Archiv
Celebrities, especially musicians, have owned Porsches and, because of their celebrity, have gotten special options. Violinist Anne-Sophie Mutter ordered this 1983 SC Cabriolet with red leather interior and a red leather convertible boot. Dieter Landenberger/Porsche Archiv
