Porsche

C'est en anglais, mais l'histoire de la CARRERA...

Buyer's Guide: 1984-1989 Porsche Carrera
The modern classic you can drive every day
From the October, 2006 issue of Motor Trend
/ By Matt Stone
/ Photography by John Kiewicz
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If you lust after a 911, you don't need to be told why. There's no sound quite like that whirring, six-cylinder hair dryer living just aft of the rear axle. There's no other shape so pure and simple. There are few cars that have been as successful on racetracks around the world. Porsche's venerable icon is one of perhaps a dozen designs that, more than anything, simply says "sports car."
More than 40 years' worth of 911s have created a lot of experiential bandwidth. Presafety bumper cars (1973 and earlier) are the classic-era 911s. The 1974-1977 cars are less desirable, due to low power outputs and troublesome emissions equipment. The 964-series 911 (19891/2-1994) had strange-looking bumpers, optional automatic transaxles, airbags, and more luxury trappings. They're often viewed as a departure from the original 911 ethos.
In between are the 3.0-liter 911SC models (1978-1983) and the 3.2-liter Carrera lineup (1984-1989), a dozen years of 911 production that's plentiful, affordable, and blends the tradition of the early cars with dabs of modernity and comfort. Here, we focus on the later Carrera, as it benefits from better performance and significant production updates, yet still embodies that original 911 look and packaging. The fat-fendered, whaletail Turbo? A different car--for a different Classic Buyer's Guide.

Carreras were offered in all three 911 body styles: coupe, convertible Cabriolet, and the Targa, with its removable center roof panel. Performance types lean toward the coupe because its chassis is by far the most structurally rigid; some just feel it's the right look for a 911, too. The Targa is a neat concept: semi-open car when you want it, closed car when you don't. The trade-offs are increased chassis flex and the additional care required to keep the top and its seals leak-free. The Cabriolet version, introduced for the 911SC's swan song, 1983, offers the full open-air experience.

Even though the carrera's basic architecture celebrated its 20th birthday when this model was introduced, steady evolution kept the performance ahead of most of the pack. Road tests of the day noted 0-to-60 times in the mid-five-second range, quarter-mile times in the low 14s, and solid 0.80g grip on the skidpad. Control inputs are heavy; the manual steering has been lauded for its feedback and feel, but it issues up its share of bumpsteer, too. The power four-wheel disc brakes are equally firm, yet communicative; you'll get used to the floor-mounted pedals. For sports cars with a relatively short wheelbase, Carreras ride beautifully over all but the worst pavement, as long as the tires, shocks, and bushings are in good shape. You've likely heard much about the 911's tail-happy handling characteristics and potentially lethal off-throttle oversteer. That reputation is well-earned, but suspension updates and the use of ever-wider rear tires make it a real problem only when driving to the car's and your max.
The Carrera's interior is compact yet accommodating. You'll have no trouble telling that its layout stems from the 1960s (or at least the early 1970s), but comfort and creature-feature levels improved over the years. The car had become expensive (with a base price of about $32,000 in 1984, which increased to $51,205 by 1989), but a fair amount of stuff was standard, including leather upholstery, power windows, air-conditioning, and power sunroof. The rear seats don't even qualify for a "+2" rating. Porsche's front sport seats have long been praised for their support and comfort. The cabin's worst aspect is its HVAC system; the A/C unit is as effective as blowing warm air across an ice cube (although the heater will boil water), and the arcane controls require tutoring.
The Carrera's 3.2-liter flat-six boasted nearly 80-percent new parts, although its overall design was the same as the 911SC's. Horsepower increased from 172 to 200, torque went up as well, and fuel mileage improved by nearly 20 percent. The only transmission offered at launch was the Getrag 915 five-speed manual. A slicker-shifting Getrag G50 box became standard in 1987. The proper tensioning of the engine's timing chains had been a problem since the 911's birth. A proper fix finally appeared in 1984 in the form of a revised chain tensioning and lubrication system; this alone is one reason to consider a Carrera over a 911SC, although the latter can be retrofitted with the improved hardware. You won't find a more robust powertrain than a Carrera's. Given timely care and frequent oil changes, they'll run well for 150,000 miles and more. Be sure not to miss scheduled valve adjustments. Clutches require replacement in as little as 50,000 miles, but can live to 100K in the hands of a sympathetic driver.
As with many Porsches over the years, one of the Carrera's most endearing aspects is its superb build quality. Every fitting, the stitching on the seats, the smoothness of the paint, the instruments, the drum-tightness of the body structure, the materials employed--everything smacks of quality. Given good care and enthusiastic use, they'll go long and strong. While it may be an overstatement to say that mid-1980s Carreras will appreciate, honest, low-mile, rust-free examples are in ever-increasing demand and should at least hold their value.

The mid-1980s Porsche Carrera bridges the gap between the lightweight, visceral, and increasingly more expensive 911s of the early 1970s and the larger, luxurious, computer-controlled Carreras of today. A 1984-1989 Carrera costs no more than a moderately equipped Camry; they're satisfying cars to own and drive and, as the last old-school 911s, are already on their way to being modern-day classics.
Through The Years

•1984 Carrera replaces 911SC. Engine is more than 75 percent new, including revised timing-chain tensioning and lubrication systems. Displacement increases to 3.2 liters; horsepower is 200 at 5900 rpm.
•1985 Central locking added; windshield radio antenna replaces previous fender-mounted unit. Horsepower nominally rerated at 202.
•1986 Virtually identical to 1985 models. Power top now optional on Cabriolet.
•1987 Carrera gets substantial midlife update. New Getrag G50 transmission, with improved shift linkage, stronger internal components, new hydraulic clutch. Engine recalibrated to produce 217 horsepower. Foglights integrated into lower front fascia. Numerous interior upgrades.
•1988 Improvements to rubber seals on Targa top.
•1989 Output rerated to 214 horsepower due to minor engine-calibration changes. Final year for this body style. Type 964 series Carrera 4 launched in mid-1989.
Special Models
Turbo Look
Option M491, available all years, all body styles (coupe-only in 1984). Combined standard Carrera powertrain with the Turbo's wider fender flares, rolling stock, upgraded brake system, front hubs, rear torsion bars and suspension arms, front chin spoiler, and audacious rear wing. Highly sought.
1988-1989 Club Sport
The Sport was a stripped-down, lighter-weight model intended for club racing. Power output remained the same; rev limit raised from 6200 to 6600 rpm. Just 28 were brought to the U.S.; they'll bring 30 to 40 percent more money than a standard Carrera of equal condition.
1988 Anniversary
This special edition celebrated the 911's 25th anniversary. All were finished in Marine Blue Metallic, with body-color wheels and Ferdinand Porsche's signature embroidered into the headrests. The Anniversary Carrera was sold in coupe and cabriolet body styles and featured standard front/rear spoilers.
1989 Speedster
Porsche went after the spirit of the original 356 Speedster. It featured a cut-down windshield, and, when the top was closed, the side windows resembled gun slits. A clamshell-style tonneau cover hid the top and rear seat area. As a one-year-only model, it commands strong money.




Buyer's Guide: 1984-1989 Porsche Carrera
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01: Watch for leaks in brake master cylinders.
02: Flexible fuel line that runs from tank to engine can rot and leak, even causing fire. Have it inspected and replaced.
03: Heater blower motors tend to fail.
04: Targa tops leak if seals aren't in peak condition; replacement is expensive. If ignored, this can cause rust in floorpans. Keep an eye on coupe sunroof seals, too, for the same reasons.
05: Engine oil return tubes may leak on 1984-1986 models.Engines in good shape will still consume a quart of oil every 1000 miles or so. The engine's dry sump holds 13 quarts.
06: Talk about old-fashioned: a mid-1980s car that still requires a valve adjustment every 15,000 miles. Major services are every 30K.Alternators can fail in 40,000-50,000 miles, overcharging batteries and/or melting wires. Watch for surging power accessories, lights. Replacement costs about $300 plus labor.
07: Fuchs-style 15-inch wheels standard; 16-inch optional. 16s standard in 1989.
08: Carreras rot most in floorpans and around doorsills, but rocker panels and suspension pickup points are other places to check. These conditions are more prevalent in Targas and Cabriolets. Anti-corrosion measures improved on 1987-1989 Carreras.
09: Be careful about replacing stock steering wheel with a too-small aftermarket unit. This accentuates bumpsteer and already-heavy feel.
10: Don't worry about a car that's riding too low in the back; the torsion bars are adjustable.
11: Hydraulic clutch introduced in 1987 suffered teething issues. Fixes now well known by dealers and specialists, and updates will cure the problem. 1987-1989 clutches may rattle if rpm is too low on takeoff. This is normal. Replace the rear crankshaft seal during a clutch job. The part is inexpensive and labor is minimal once the transaxle and engine are separated.



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Expect To Pay
Year Model Low-High
1984-1986 Coupe/Targa $17,000-$19,000
1984-1986 Cabriolet $19,000-$22,000
1987-1989 Coupe/Targa $21,500-$24,500
1987-1989 Cabriolet $24,500-$28,000
1988 25th Anniversary Coupe $23,500-$27,500
1989 Speedster $43,000-$48,000
Parts And Service
Major service (every 15,000 miles) $900
Clutch replacement (parts/labor) $1350
Alternator (part only) $275
Windshield (part only, incl. seal) $250
Muffler (part) $375
Sources
Clubs
Porsche Club of America; pca.org
Porsche Owners Club; porscheownersclub.org
Porsche Cars North America (OEM/Importer); porsche.com