Well, at its evolutionary zenith, Porsche engineers claimed that the 1,kg, 7. The standing kilometre was dispatched within The SC comes with a series transmission that, depending on what forum you read, is either a misunderstood gem or a cantankerous mechanical anti-Christ. In reality the truth is somewhere in between.
Derived from the competition-bred gearbox used in the awesome Porsche racing car, the found its way into the range back in With that little history lesson behind us, let's get one thing straight: when cold the is not a transmission that likes to be rushed. It will balk and it will grind. It requires a slower and more deliberate approach to rowing through the ratios - not to mention a fair amount of mechanical sympathy.
Many people do not have this automotive quality and consequently most of the SCs you are ever likely to drive will have gearboxes compromised from years of misuse and neglect. As such, the is unfairly maligned. I say unfairly because this particular SC sports a completely overhauled transmission and it is, once up to operating temperature, most agreeable with a smooth, albeit long-throw action that will not intimidate anybody familiar with driving classic sports cars fast.
It still requires a deft touch compared to modern-day gearboxes, granted, but this simply adds to the analogue feel of the car - each shift becomes a mini-occasion in its own right. The SC was big in the early s - does it have an interior in keeping with the time? I wouldn't say so, no. Popular culture in the late s and early s was characterised by computers and robots and 8-bit arcade games exploding with rocket-ships and astronauts: caricatures of a world embracing an exciting new digital dawn.
However, when buckled into a SC, you don't ever get a sense of this, as its dashboard layout and accompanying amenities seem like relics from decades past.
Which they are. The original Porsche hit the streets in and from an interior design point of view not a hell of a lot changed until it was eventually phased out of production in On the plus side, this means you get one of the coolest instrument clusters you could ever hope to look at with a massive centrally-mounted tachometer dominating proceedings.
To the left of it you'll find gauges for fuel and oil level, oil temperature and oil pressure. To the right there's a speedometer and a simple analogue clock with a quartz movement. Set in the middle of the dashboard is the radio originally a Blaupunkt cassette deck as well as one third of the SC's ridiculously complicated HVAC system, that uses a series of sliding knobs to control fan-speed and airflow.
I've owned this car for six years now and I still don't understand how the hell it all works. Want to make the cabin hotter? Well then you have to turn your attention to the space between the front seats where the heater control lives. Want to try to make the cabin cooler? Then you're forced to fiddle with the two rotary knobs sitting behind the gear lever that control the air-conditioning system.
And that's about it really. Aside from electric-windows, a curious two-speed rear window demister and a ciggie lighter, there's precious little else to tie the SC into the era of Greed and Excess. Which is maybe a good thing because it means that you can concentrate more on driving - what the Porsche has always been about anyway. This is a Golf GTI. Do not try to take one on if you're driving a SC - you will lose.
OK, so let's get this out of the way - by modern standards the Porsche SC is not fast. Quick, yes, but fast no. If a Volkswagen Golf GTI pulls up next to you at the traffic lights do not be tempted to take it on because you will lose. It deviates from the long-standing tradition of s using a MacPherson strut front suspension setup, instead opting for the technically superior double wishbone arrangement. This lightweight car had revised suspension and bigger brakes, and has become one of the most collectable s ever.
For the version, weight was further reduced through the use of polycarbonate windows among other things and the suspension and engine uprated. Carbon-ceramic brakes were also dropped in at each corner.
And so it went with the following and GT3 RS models. The tactic changed slightly for the Various s have carried it, but for the The finishing touch was a lightweight, mechanical-folding roof. It was certainly an improvement on the Speedster, which was merely a buttressed GTS with a fancy roof made by Porsche exclusive. The production numbers were also dramatically increased - while the was limited to units see what they did there? Will there be a version?
With eight different generations spanning multiple decades, the history of the is as convoluted as the current line-up. Let us run you through the models….
It all started here. This is when impact bumpers were added, and when the displacement of the flat-six was increased to 2. This generation also saw the introduction of the Turbo type Major revisions to the original led to a new internal designation: The same basic shape was still there, but 85 per cent of the car was new.
Its plastic bumpers gave it a very different look, while technology like ABS and power steering were present for the first time in a Another notable first was the electronically-raising spoiler, popping up at 50mph.
Engines were still air-cooled, most being 3. I asked Bruce Anderson this question once. His reply: Super Carrera. Mark Howard. I still like Snatch Catcher! Doug Zielke. If history tells us anything, it means Super Carrera.
I believe in the c had three engines available. The models were as follows. Carrera 2, C and the SC. I believe the models were named after those older models. That sounds about right. Or in my cars case it should stand for Super Clean TargaEuro [This message has been edited by TargaEuro edited Nickshu's Garage SC 3. I read that Super Carrera was derived from the limited production Carrera3. Region [This message has been edited by Nickshu edited I thought it was "soo coool" ghanlon.
My former policeman neighbor said the SC stood for Street Competition! At first, Porsche decided not to change the internal model code for the Porsche This was the Porsche-Code for the next ten years, until the first major update in , which led to the G-Series Porsche Special models in the range still got their own unique number.
The most prominent example is the Porsche , or Turbo. Numerous models followed within the nomenclature. A very light and nimble mid-engined sports car with the and the transaxle models with four- and eight-cylinder engines and This typical three digit number, beginning with a nine quickly became a Porsche trademark. Whoever reads about or , immediately recognizes it as a name of a Zuffenhausen sports car. In , the first completely redesigned Porsche was presented.
Internally, it was called the and marked a significant change in the Porsche-Code as well. From then on, Porsche used their own code a bit more liberally. Following the , in the last aircooled Porsche saw the light of the day — the Porsche In the transaxle department, the joined the party. Its internal code?
Shortly afterwards, the first watercooled entered the competition and was called The following s were called and , with the most recent model being called So the tradition of the three-digit numbers is continued, even though not as stringent as 60 years ago. All four-door models wear real names. This number was used for a very successful hillclimb racer, called K, back in the days.
The four-door cars wear names like Panamera, Macan, Taycan and so on. You already have an account? Sign in now. Become a member of Elferspot!
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