The following information was collated by the Porsche’s last owner, who owned the car from 2000 to 2015 and oversaw the restoration
Porsche Carrera 3.0 Sport
To my knowledge and what has been written, only 1064 RHD Carrera 3.0 Coupes were built and distributed worldwide. Very few RHD cars reached UK shores. Only built for two years, 121 Carrera 3.0 Coupe’s (Combined Sport and Comfort versions) are verified by their chassis numbers with the Porsche Club Great Britain. Of those two years, 46 were built in 1976 and a further 75 in 1977. How many of these cars remain and if all are RHD is unknown to me.
At the “Simply Porsche Day” at the National Motor Museum (2014) it was said to me that the majority of UK delivered cars were of the “Comfort” version, so by deduction, there are probably less than 40 right hand drive “true factory built” Carrera 3.0 Sports remaining in Great Britain.
The website 911carrera3.com “Registry” has only 47 Sport and Comfort versions of the Coupe listed in Great Britain.
My car is registered as No: 29.
Regardless of the slightly conflicting numbers, the Carrera 3.0 Sport remains a somewhat rare car and appreciating classic.
In the mid 1970’s the Carrera 3.0 was a very powerful sports car (0-62 mph in 6.5 seconds / Vmax: 143 mph). It has a 3 litre, 6 cylinder, horizontally opposed – air cooled engine. With its Bosch K-Jetronic fuel injection system it was one of the first Porsche’s to return economical fuel consumption without performance loss.
The Carrera 3.0′s engine is renowned for its free-revving ability. It was developed from the very rare Carrera 3.0RS engine, of which only 109 were built. The engine of this car produces 200 bhp at 6000 rpm and has 188 lb/ft of torque at 4200 rpm.
This car has almost identical 0-60 and 0-100mph performance figures to the original 2.7RS and 2.7 Carreras. Due to its increased torque, it pulls from 25 to 100mph in top gear a good 3 seconds faster than either of its production predecessors.
The Carrera 3.0 is lighter than it successors, weighing in at 1093kg. It is almost 6% lighter than the SC (1160kg) and almost 10% lighter than the 3.2 (at 1210kg). The Carrera 3.0 also weighs less than the later (1987-1989) stripped-down Carrera 3.2 Club Sport which weighed in at 1170kg.
However, the Practice was different. I interviewed a number of period Official Porsche Dealer mechanics, who told me that the “sport package” was a UK specific selection of M-codes. The cars arrived at the dealers without the front-and-rear spoilers fitted; these had to be fitted after the car arrived. Porsche AG must have had difficulties with the supply of the spoilers and the quality of the final product as the dealer was never sure whether a Turbo 3 or a Carrera 3 version of the whaletail would arrive.
In accordance with the written information supplied by Herr Schimetschek of Porsche AG (After sales department) my car is a “true” Stuttgart-Zuffenhausen built car. It was not modified by Porsche UK and came supplied with the “Sports Package” with the front and rear spoilers installed.
Although modern Porsche models have considerably more power, this car still offers a very rewarding drive.
Due to the car’s power to weight ratio, the “Sports Package”, lack of servo brakes and steering it’s back to basics motoring. If driven quickly, this car demands driver respect but remains stable, sure footed and predictable throughout.
At the other end of the scale, due to the increased torque over previous Carrera models, it will pull from 1500rpm in top gear. This means that both sedate and city driving is well within its grasp.
In comparison to the Turbo Carrera of the same era (The Germans call it the widow-maker) there is no uncontrollable turbo lag with this car. This makes the Carrera 3.0 very enjoyable drive and is far better suited for UK roads due to its predictable power delivery.
Owners Brief History
1977 Carrera 3.0 ltr Sport Coupe / GP White (Reg:VMP 354S)
Chassis No: 9117601135 / Engine No: 6671488/110 000 miles
I purchased this 3ltr Carrera Sport from the Runnymede Motor Company on the 21st April 2000.
Although having restored several classic cars as a hobby, at that time I was still a “Porsche novice”. Therefore I decided to purchase a 911 Porsche from an up-market car dealership as I had seen a lot of cars that didn’t come up to my expectations.
I purchased the car on the basis of previous maintenance records and that it had a galvanised chassis. I also made the assumption that the previous owner being an elite car hire company (Bespoke Classics) would never hire out a bad car to the general public.
In defence of Runnymede Motor Company the car most certainly looked the part. However it had been masterly disguised in every respect to cover up its underlying forlorn condition.
On the return drive to my home in Germany, I found things weren’t right. I sent the car to my local Porsche Centre (Funf-Seenland) who are, to this day, in the same village (Gilching) where I lived for 20 years. I also knew most of the mechanics. Oh despair, the troubles really unravelled.
THE BODY RESTORATION (See photographic record (100 photo’s)).
As an aircraft technician and wishing to enjoy the car for a long time to come, the decision was made to start from scratch and restore the car properly to original Porsche standards.
It was restored in 2000/2001 by a German friend of mine who is a Master Coach Builder and with a little help from me.
Before commencing the restoration, all chassis and body dimensions were checked and found to be within manufacturer’s tolerance.
At no time was any accident damage detected.
The restoration involved replacing all corroded metal for new, new body panels, application of corrosion resistant paint, sealing of underside adjoining panels, followed by stone chip and cavity Waxoyl protection.
External transitional body panel joints were tinned/lead loaded using the same methods as the Porsche AG during body manufacture.
No composite / plastic filler was used.
New oil and fuel tanks were fitted as both were dangerously corroded and were starting to leak.
THE ENGINE REBUILD (See supporting bills and receipts).
After defects were found, the original engine was rebuilt at ca. 90,000 miles by the Porsche Centre (Funf-Seenland) in Gilching.
Please be aware that this strip-down started from a broken head stud.
This involved a total strip-down were the engine received new:
– Main, big and small end bearings.
– Pistons and barrels.
– Cylinder head valves and seats.
– Upgraded cylinder studs.
– Clutch, clutch cable and lever, thrust bearing.
– Hydraulic timing chain tensioner.
Plus a myriad of smaller components, gaskets, pipes and hoses.
Please note that it was not permitted to install hardened valve seats in this type of cylinder heads that are fitted to this car. Thus a lead fuel additive must be used at every 3rd tank filling
This car has been faithfully restored to the original factory specification as delivered by Porsche AG to the UK in 1977. This is also supported by written information and data supplied by Herr Schimetschek of Porsche AG (After sales department).
The car still has its original red tartan interior which bestows the car real patina and helps retain that classic car atmosphere.
The only concessions to originality are:
– The Carrera side-script on the doors and wheel centres has been changed to red (My preference). They were originally in black.
– A stainless steel “Sports” exhaust system has been fitted.
– Remote central locking has been installed.
The car has recently had:
– Major -engine out- service.
– New front and rear suspension bushes.
– Brake system overhaul, comprising a new brake master cylinder, front brake calipers and front and rear brake pads.
– New engine oil cooler, oil thermostat and oil lines.
– Front and rear Michelin Conti Sport – N-rated tyres.
– Replacement battery under guarantee.
– Bi-annual underside steam-clean and application of Waxoyl.
– New MOT.