1989 Porsche 911 Coupe Damaged. This hard front accident G Model with the 3.2 engine has 118k miles, equaled with a 5 speed g50.  Burgundy interior, tail and 15 Inch Fuchs wheels, euro tail lights sport exhaust.

The 911 traces its roots to sketches drawn by Ferdinand “Butzi” Porsche in 1959.[8] The Porsche 911 was developed as a more powerful, larger, more comfortable replacement for the Porsche 356, the company’s first model. The new car made its public debut at the 1963[1] Frankfurt Motor Show (German: Internationale Automobil-Ausstellung).[9] The car was developed with the proof-of-concept twin-fan Type 745 engine, but the car presented at the auto show had a non-operational mockup of the single-fan 901 engine, receiving a working one in February 1964.[8]

It originally was designated as the “Porsche 901” (901 being its internal project number). A total of 82 cars were built as 901s.[8] However, Peugeot protested on the grounds that in France it had exclusive rights to car names formed by three numbers with a zero in the middle. Instead of selling the new model with a different name in France, Porsche changed the name to 911. Internally, the cars’ part numbers carried on the prefix 901 for years.[8] Production began in September 1964,[9] with the first 911s marketed to the US in February 1965.[8]

The first editions of the 911 had a rear-mounted 130 PS (96 kW; 130 hp)[1] Type 901/01 flat-6 engine, in the “boxer” configuration like the 356, air-cooled displacing 1991 cc compared with the 356’s four-cylinder, 1582 cc unit. The car had four seats although the rear seats were small, thus it is usually called a 2+2 rather than a four-seater (the 356 was also a 2+2). Available was a four- or five-speed manual “Type 901” transmission. The styling was largely by Ferdinand “Butzi” Porsche, son of Ferdinand “Ferry” Porsche. Erwin Komenda, the leader of the Porsche car body construction department who initially objected, but later was also involved in the design.

Production of the 356 ended in 1965, but there was still a market for a 4-cylinder car, particularly in the US. The Porsche 912, introduced the same year, served as a direct replacement, offering the de-tuned version of 356 SC’s 4-cylinder, 1582 cc, 90 hp (67 kW; 91 PS) boxer four Type 616/36 engine inside the 911 bodywork with Type 901 four speed transmission (5-speed was optional).

In 1966, Porsche introduced the more powerful 911S with Type 901/02 engine producing 160 PS (120 kW; 160 hp). Forged aluminum alloy wheels from Fuchs, with a 5-spoke design, were offered for the first time. In motor sport at the same time, the engine was developed into Type 901/20 installed in the mid-engined Porsche 904 and Porsche 906 with 210 PS (150 kW; 210 hp), as well as fuel injected Type 901/21 installed in 906 and 910 with 220 PS (160 kW; 220 hp).

In August 1967, the A series went into production with dual brake circuits and widened (5.5J-15) wheels still fitted with Pirelli Cinturato 165HR15 CA67 tyres.,[10] and the previously standard gasoline-burning heater became optional. The Targa (meaning “plate” in Italian[11]) version was introduced. The Targa had a stainless steel-clad roll bar, as automakers believed that proposed rollover safety requirements by the US National Highway Traffic Safety Administration (NHTSA) would make it difficult for fully open convertibles to meet regulations for sale in the US, an important market for the 911. The name “Targa” came from the Targa Florio sports car road race in Sicily, Italy in which Porsche had several victories until 1973. The last win in the subsequently discontinued event was scored with a 911 Carrera RS against prototypes entered by Ferrari and Alfa Romeo. The road going Targa was equipped with a removable roof panel and a removable plastic rear window (although a fixed glass version was offered from 1968).

The 110 PS (81 kW; 110 hp) 911T was also launched in 1967 with Type 901/03 engine. The 130 PS (96 kW; 130 hp) model was renamed the 911L with Type 901/06 engine and ventilated front disc brakes. The brakes had been introduced on the previous 911S. The 911R with 901/22 engine had a limited production (20 in all), as this was a lightweight racing version with thin fiberglass reinforced plastic doors, a magnesium crankcase, twin overhead camshafts, and a power output of 210 PS (150 kW; 210 hp).

The B series went into production in August 1968, replacing the 911L model with 911E with fuel injection. It remained in production until July 1969. The 911E gained 185/70VR15 Pirelli Cinturato CN36.[12] and 6J-15 wheels.

The C series was introduced in August 1969 with an enlarged 2.2-litre engine (84 mm bore x 66 mm stroke). The wheelbase for all 911 and 912 models was increased from 2,211 to 2,268 mm (87.0–89.3 in), to help remedy to the cars’ nervous handling at the limit. The overall length of the car did not change, but the rear wheels were relocated further back. Fuel injection arrived for the 911S (901/10 engine) and for a new middle model, 911E (901/09 engine). A semi-automatic Sportomatic[13] model, composed of a torque converter, an automatic clutch, and the four-speed transmission was added. It was canceled after the 1980 model year[14] partly because of the elimination of a forward gear to make it a three-speed.[14]

The D series was produced from Aug. 1970 to July 1971. The 2.2-litre 911E (C and D series) had lower power output of the 911/01 engine (155 PS (114 kW; 153 hp) at 6200 rpm) compared to the 911S’s Type 911/02 (180 PS (130 kW; 180 hp) at 6500 rpm), but 911E was quicker in acceleration up to 160 kilometres per hour (99 mph).

The E series for 1972–1973 model years (August 1971 to July 1972 production) consisted of the same models, but with a new, larger 2341 cc engine. This is known as the “2.4 L” engine, despite its displacement being closer to 2.3 litres. The 911E (Type 911/52 engine) and 911S (Type 911/53) used Bosch mechanical fuel injection (MFI) in all markets. For 1972 the 911T (Type 911/57) was carbureted, except in the US and some Asian markets where the 911T also came with (MFI) mechanical fuel injection (Type 911/51 engine) with power increase over European models (130HP) to 140 HP, commonly known as a 911T/E.

With the power and torque increases, the 2.4-litre cars also got a newer, stronger transmission, identified by its Porsche type number 915. Derived from the transmission in the Porsche 908 race car, the 915 did away with the 901 transmission’s “dog-leg” style first gear arrangement, opting for a traditional H pattern with first gear up to the left, second gear underneath first, etc. The E series had the unusual oil filler behind the right side door, with the dry sump oil tank relocated from behind the right rear wheel to the front of it in an attempt to move the center of gravity slightly forward for better handling. An extra oil filler/inspection flap was located on the rear wing, for this reason it became known as an “Oil Klapper”, “Ölklappe” or “Vierte Tür (4th door)”.

The F series (August 1972 to July 1973 production) moved the oil tank back to the original behind-the-wheel location. This change was in response to complaints that gas-station attendants often filled gasoline into the oil tank. In January, 1973, US 911Ts were switched to the new K-Jetronic CIS (Continuous Fuel Injection) system from Bosch on Type 911/91 engine.

911S models also gained a small spoiler under the front bumper to improve high-speed stability. The cars weighed 1,050 kg (2,310 lb). The 911 ST was produced in small numbers for racing (the production run for the ST lasted from 1970 to 1971). The cars were available with engines of either 3987 cc or 3494 cc, producing 270 PS (200 kW; 270 hp) at 8000 rpm. Weight was down to 960 kg (2,120 lb). The cars had success at the Daytona 6 Hours, the Sebring 12 Hours, the 1000 km Nürburgring, and the Targa Florio.

The replacement for the SC series came in 1984 named 911 3.2 Carrera, reviving the Carrera name for the first time since 1977. This was the last iteration in the original 911 series, with all subsequent models featuring new body styling with new brake, electronic and suspension technologies.

A new higher-displacement motor, a 3.2-litre horizontally opposed flat 6-cylinder, was utilized. At the time Porsche claimed it was 80% new.[17] The new swept volume of 3164 cc was achieved using the 95 mm (3.7 in) bore (from the previous SC model) combined with the 1978 Turbo 3.3 crankshaft’s 74.4 mm (2.9 in) stroke. In addition, higher domed pistons increased the compression ratio from 9.8 to 10.3:1 (9.5:1 for the US market). New inlet manifold and exhaust systems were fitted. The 915 transmission was carried over from the SC series for the first three model years. In 1987, the Carrera got a new five-speed gearbox sourced from Getrag, model number G50 with proven BorgWarner synchronizers. This slightly heavier version also featured a hydraulically operated clutch.

With the new engine, power was increased to 207 bhp (154 kW; 210 PS) (at 5900 rpm) for North American-delivered cars and to 231 bhp (172 kW; 234 PS) (at 5900 rpm) for most other markets. This version of the 911 accelerated 0–60 mph (0–97 km/h) in 5.4 seconds and had a top speed of 150 mph (240 km/h) as measured by Autocar. Factory times were more modest: 0–60 mph time of 6.3 seconds for the US version and 6.1 seconds for cars outside the American market.

The brake discs were increased in size to aid in more effective heat dissipation and improved oil-fed chain tensioners were fitted to the engine. To improve oil cooling, a finned cooler replaced the serpentine lines in the front passenger fender well. This was further improved in 1987, with the addition of a thermostatically controlled fan.

Driving refinement and motor reliability were improved with an upgrade of the fuel and ignition control components to an L-Jetronic with Bosch Motronics 2 DME (Digital Motor Electronics system). An improvement in fuel-efficiency was due to the DME providing a petrol cut-off on the overrun. Changes in the fuel map and chip programming from October 1986 further improved the power to 217 bhp (162 kW; 220 PS) (at 5900 rpm) for North American delivered cars as well as for other markets mandating low emissions, like Germany.

Three basic models were available – coupé, targa and cabriolet. The Carrera is almost indistinguishable from the SC with the external clue being the front fog lights that were integrated into the front valance. Only cosmetic changes were made during the production of the Carrera, with a redesigned dash featuring larger air conditioning vents appearing in 1986.

In 1984, Porsche also introduced the M491 option. Officially called the Supersport in the UK, it was commonly known as the “Turbo-look”. It was a style that resembled the Porsche 930 Turbo with wide wheel arches and the distinctive “tea tray” tail. It featured the stiffer turbo suspension and the superior turbo braking system as well as the wider turbo wheels. Sales of the Supersport were high for its first two years in the United States because the desirable 930 was not available.

The 911 Carrera Club Sport (CS) (option M637), 340 of which were produced from August 1987 to September 1989, is a reduced weight version of the standard Carrera that, with engine and suspension modifications, was purpose built for club racing. The CS had a blueprinted engine with hollow intake valves and a higher rev limit, deletion of: all power options, sunroof (except one unit), air conditioning (except two unit), radio, rear seat, undercoating, sound insulation, rear wiper, door pocket lids, fog lamps, front hood locking mechanism, engine and luggage compartment lights, lockable wheel nuts and even the rear lid “Carrera” logo, all in order to save an estimated 70 kg (150 lb) in weight. With the exception of CSs delivered to the UK, all are identifiable by the “CS Club Sport” decal on the left front fender and came in a variety of colors, some special ordered. Some U.S. CS’s did not have the decal installed by the dealer; however, all CS’s have a “SP” stamp on the crankcase and cylinder head. The UK CS’s were all “Grand Prix White” with a red “Carrera CS” decal on each side of the car and red wheels. Although the CS was well received by the club racers, because it cost more than the stock 911, but had fewer comfort features. According to Porsche Club of America and Porsche Club Great Britain CS Registers, 21 are documented as delivered to the U.S. in 1988 with 7 in 1989, one to Canada in 1988 and 53 to the United Kingdom from 1987 to 1989.

In 1988, Porsche produced 875 examples of the CE or Commemorative Edition 911 Carrera in coupe, targa and cabriolet variants to mark the production of the 250,000th 911. Distinguishing features include special diamond blue metallic paint with color-matched Fuchs wheels, front and rear spoilers, and interior carpets and leather. These cars also featured Dr. Ferdinand Porsche’s signature embroidered on the seats in the headrest area. Of the 875 examples produced, only 300 were imported to the US (120 coupes, 100 cabrios and 80 Targas), 250 were sold in Germany, 50 went to the UK, and the remainder to other countries.

For 1989, Porsche produced the 25th Anniversary Special Edition model to mark the 25th year of 911 production. The 1989 Porsche brochure lists production of 500 U.S. market cars, of which 300 were coupés (240 in silver metallic paint and 60 in satin black metallic, and 200 cabriolet models (160 in silver and 40 in black). All had “silk grey” leather with black accent piping and silk grey velour carpeting. Included were body color Fuchs wheels in 6×16 (front) and 8×16 (rear), stitched leather console with an outside temperature gauge and a CD or cassette holder, a limited slip differential, and a short shifting gear lever, as well as small bronze “25th Anniversary Special Edition” badges

 According to the manufacturer, around 150,000 of the 911 cars from the model years 1964 to 1989 are still on the road today.[18]

The 911 Speedster (option M503), a low-roof version of the Cabriolet which was evocative of the Porsche 356 Speedster of the 1950s, was produced in limited numbers (2,104) starting in January 1989 until July 1989 as both a narrow body car and a Turbo-look. The narrow version production was 171. The Speedster started as a design under Helmuth Bott in 1983 but was not manufactured until six years later. It was a two-seat convertible that featured a low swept windshield.[19]

Total production of the 911 3.2 Carrera series was 76,473 cars (35,670 coupé, 19,987 cabrio, 18,468 targa).[20