The Porsche 911 Carrera 3.0


The Porsche 911 ‘Carrera 3′ has a very special place in the history of the Porsche 911, as it brought together elements from two of Porsche’s most legendary cars. It represented the latest incarnation of the Porsche Carrera, originally introduced to the 911 series as the classic 2.7 litre RS in late 1972, and the Carrera 3′s 2993cc engine used the same die-cast aluminium crank-case as its awesome cousin, the newly introduced Porsche 930 or ’911 Turbo’.

It was sold between 1976-1977 – built between two other models in the 911 line up: the standard 911 and the 911/930 Turbo.  During its short two year life span, only 3687 cars were built – a tiny amount compared to nearly 58,000 911SCs and 76,500 3.2 Carreras produced. Of these 2564 were coupes and only 1123  produced in Targa format, and only a very small number were manufactured in RHD. It was donned with the prestigious Porsche ‘Carrera’ label.  Carrera is a trademarked name (Spanish for ‘Race’) exclusively used by Porsche for some of its models to honor the company’s success in the Carrera Panamericana.

The Carrera 3.0 engine was essentially the Phenomenal 911 Turbo’s 2994 cc engine minus the turbocharger. Built before the ’911 SC’ it has everything the SC has, and more. It’s a different drive with more power @200bhp; more torque @188 ft/lb @4200rpm and it was 10% lighter too. It has the 6 bolt flywheel and a crank from the legendary 73 Carrera RS. The 3.0 carrera would go on to be the basis for all future developed 911’s up to 1989 including the 911SC and 3.2 Carrera. Performance numbers for the Carrera 3.0 are astonishingly similar to those of the famed Carrera RS of the early 70′s and it’s the last time Porsche would use the Carrera name until the Mid 80′s.

Despite a reputation for being a ‘tamed-down’ version of the original 2.7RS and 2.7 Carreras, The Carrera 3 had almost identical 0-60 and 0-100mph performance figures but was endowed with so much extra torque that it could pull from 25 to 100mph in top gear over 3 seconds faster than either of its production predecessors. The Carrera 3.0 is arguably a better car than the 2.7, even though the latter has the cache of sharing an engine with the RS 2.7 and the older revvy unit made the car more fun to drive.

For its time the Carrera 3.0 was an extremely powerful sports car. Its 3 litre horizontally opposed, air cooled engine, using Bosch K-Jetronic fuel injection, produced 200 bhp at 6000 rpm and 188 lb/ft of torque at 4200 rpm. The car was offered with either a 4 or 5 speed version of Porsche’s legendary 915 manual gearbox.

They are a very special model and are their future is set to be an un-sung hero and the next generation of the 911 line up to attract the kind of attention normally reserved for the 2.2s and 2.7 Carrera’s.  Recently some Carrera 3.0′s have sold for quite substantial money. This stunning black Coupè just sold for a reported £30,000 - and this lovely white Targa recently just went on the market with a £35,000 asking price


Red flag! Insurance: please keep your agreed valuation policy up to date

Just a gentle reminder that our cars are mostly used as recreational, occasional cars and within the UK market, that means that the cars often get insured on classic car policies.

The register has been helping a member who was faced with a nominal insurance valuation following a minor road traffic accident. Literally a couple of hundred pounds were offered as the vehicle was deemed “worthless.”

It took some go-ing and fro-ing but the owner got there in the end.

My advise: please do check whether you have an up to date insurance valuation for your car. Secondly, ensure that you have an agreed value. Should the unfortunate happen, at least the value of the car is retained.

We are happy to signpost but people such as Steven Kevlin at Porsche Club GB (members only) offer a free valuation, and John Glynn at Impact bumpers does valuations as well.



Knowledge Is Power (To Preserve)


I am attempting to update the register twice a month with new updates. I have inherited information that is somewhat haphazard and already incomplete, so I have a bit of a challenge at hand to sort through the data, but please bear with me.

What would help me enormously is information that is as complete as possible so that for each register entry I can keep data and pictures together.

Why? Well…..The register sometimes gets enquiries along the lines of

“My father owned in 1983 a white 911 coupe with registration XYZ 123R; it was a carrera 3 and had red and black tartan interior. I remember it distinctly because I got car sick in the back as a 4 year old boy. Is that car still existing and if so, I’d be interested in talking to the current owner because I found a stack of bills from 1976 to 1983 in the files of my deceased father following the house clear up.”

You can imagine: where do I start….? I have developed detective skills in the process but the more information you provide, the better chance I stand in tracing people or the cars. Furthermore, cars do get sold on and sometimes service history gets misplaced or lost. If an enquiry is received in, say the year 2027, the register might be able to string some information together for the then owner.

1. Vin or chassis number

e.g. 9116610XXX

2. Engine Number

e.g. 666xxx

3. Specification on how the car currently looks like and ideally, if you don’t mind too much,  pictures depicting a front shot, a rear shot, both side shots, a roof panel or targa panel shot, an interior shot (depicting the door cards, type of front seats & their material and colour headliner)

E.g. Grand Prix white interior, minor stone chips, no rust bubbles; black interior with 1976 recaro sport seats in black leather with custom magnolia centres (non original- professionally recovered and the seat centre lowered by 1 cm to accommodate my height)

4. Amount of owners, their names if they are known and the different registrations (for the UK market: every time the number plate gets changed, it registers as a different owner; for other markets: it could be that the number plate stays with the owner rather than the car.)

e.g. The car was delivered via Charles Follet Ltd, London in 1976 and was owned by London Vehicle Upholsterers Ltd. In 1983 the ownership changed to Mr ABC in Sampletown and the registration was changed to VIB990. In 1984 the owner was Mr DE from Samplevillage, who did the engine rebuilds. In 1990 the car changed hands to Mr EFG etc etc 

5. What mileage, how many engine rebuilds the car had, any gearbox or bodywork the car had etc.

e.g. current mileage 150 000; engine rebuild at 55000 miles in Dec 1985 by Autofarm, and again at 58000 miles by Autofarm  in 1986 due to a warped cylinder head. Bottom end rebuild May 2006 with new big ends, cams, barrels and pistons, valve lapping, blueprinting and balancing at Theimann Motoren Technic, Gmbh.

6. What modifications is the car fitted with? What options does the car came with?

e.g. The car was Grand Prix White without a sunroof. In 1985, it gained fibreglass turbo wings front and rear, a turbo front and rear spoiler and a set of BBS cross spoke alloys whilst it was repainted Ford Mustang candy apple red metallic. The then owner put walnut dashboard details as well as doorcaps in and the interior was changed from black vinyl to white leather with red centre inserts. The car has red carpets and red door bins. Furthermore, a glass sunroof was put in so that the car gave a sense of light and airyness. Could you please help me to establish what the interior could have looked like.

Happy digging in the paperwork!

Best regards,


The Twist is In The Tail: rear spoiler issues

Very often I get asked about the correct specification of the whaletails on the Carrera 3 and Turbo 3 litre models.

As is often the case with Porsche, there is The Principle and then The Practice.

First: the principle is simple, as illustrated by the following pictures and their correct part numbers

1. Model year 1976 (running September 1975 until July 1976) runs a whaletail. 

2. Model Year 1977 (running September 1976 until July 1977) runs a black polyurethane -a slightly flexible rubber- version of the whaletail, screwed onto the metal engine lid


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.

Furthermore, From Model year 1976 the Turbo 3 spoiler was available in two versions

a) with the small secondary grille, used for feeding air to the cooling blower and to help with with cooling the engine compartment when at standstill

b) with a larger secondary grille

Customers who didn’t like the black polyurethane version of their Model Year 1977 could still obtain a body coloured Turbo spoiler, “whatever was available on the shelf.”

To make matters worse, in the book “the Original Porsche 911″ by Peter Morgan (ISBN 1 901 432 16 5), Mr Morgan elaborates a bit further by stating that “the whaletail could be specified in conjunction with a rear wiper”. And again, it is a case of Principle vs Practice.

What we DO know, from a diverse sample of Carrera 3′s on the register and by interviewing period Porsche dealer mechanics, is that for RHD models, the rear wiper spindle was orientated right for model year 1976 on the whaletail, whereas the spindle was left for model year 1977. But if the customer did order a wiper, then the dealer would simply adapt the spoiler and wiper to what the factory delivered.

There is further confusion between the full GRP whaletail and a motorsport derived version that carry a metal frame onto which the GRP spoiler is bonded onto. We find original cars delivered in late 1975 with a full GRP spoiler, yet we find a January 1977 delivered coupe with a metal framed right spindle rear wiper and no secondary grille.

Parts supply was not an exact science at Porsche in the 1970-ties and it provides a real mine field for enthusiasts to establish the real delivery condition of their car. Only period photographs of  a specific car or interviews with the original owner might provide further information.

Finally: the rubber lip of the 1976 GRP whaletail  is affixed to the main spoiler body by a number of metal screws. These screws have a tendency to corrode, making it difficult to re-affix. The only way is to bond stainless screws into the rubber. Look after it: it is no longer available at Porsche.


We Want Your Carrera 3!

The register is gaining popularity in the Wide World, and as a result I have been contacted by private and business individuals who ask me if I know of owners wanting to sell their Carrera 3. The RHD Uk market seems to prefer Coupe models; Overseas territories (south Afrika, Australia, Hong Kong…)equally prefer a Targa as coupe’s.

What seems universally the preference is:
-original condition – no aftermarket or not Porsche -sanctioned modifications
-Documents such as service book, owners manuals, a selection of bills and proof of expenses, ownership tales, period pictures
-relatively easy to revert modifications such as tripmeters, roll cage, uprated brakes, different wheels etc.

Now, allow me to unambiguously clear: I am happy to act as a go-between but this is not a profit-making initiative. I am a busy clinical psychotherapist and travel often. Whilst I will make every attempt to respond within a reasonable time scale, please allow me 48 hours in busy times to come back to you. Often, I am the one getting excited and find myself trawling through documents, books, brochures etc to fish out details for you.

The carrera 3 model is gaining a dedicated following: with the Carrera 2.7 RS priced at £280 000 upwards and the Carrera 2.7 G-model or impact bumper versions currently priced upwards of £65 000, the Carrera 3 is tipped as the One To Watch!

There are also real enthusiast looking for parts, incomplete projects, cars with accident history or those that are heavily modified. I am happy to advice on a case-by-case basis.

All the best,


Carrera 3.0 Production Numbers

A lot of people have been asking about the production numbers of the Carrera 3.0 – in terms of how many were RHD vs LHD – and how many were Targa’s versus Coupes. This is a work in progress, but hopefully this register will work to get a better overview, ultimately, of what is left out there.
1976 Carrera 3 Coupe 
Total 1093
RHD – 487
LHD – 606

1976 Carrera 3.0 Targa 
Total 479
RHD – 181
LHD – 298

1977 Carrera 3 Coupe 
Total 1473
RHD – 577
LHD – 896

1977 Carrera 3 Targa 
Total: 646
RHD – 281
LHD – 365

Total: 58
1976 – 26
1977 – 32

A lot of the sportomatic cars (originally identifiable with the 4th engine number designated 9 instead of 0, so a 1976 carrera 3engine number would be in the range of 6660001 to 6661385, whereas the sporto would be in the range 6669001-6669212.

I will post further information on the sportomatic later.

Modify message

Bert’s Carrera 3 targa featured in 911& Porsche World Dec 2012

Dear carrera 3 members,

Keith Seume, journalist and feature writer for 911 & Porsche world wrote a pretty comprehensive buyers guide for the Carrera 3 in the December 2012 edition.

We will feature some comments later, but suffice to say: go to your local stockist, purchase a paper copy directly from the publishers at

or download the issue on your Ipad/electronic device!





Carrera 3.0 Facts

Did You Know….???

….. that only 173 Carrera 3.0s, verified by their chassis numbers, have been registered over the years with the Porsche Club Great Britain: 46 coupe and 18 targa models from the 1976 model year and 75 coupes and 34 targas from 1977 (a further 33 claim to be Carrera 3.0s but don’t have a chassis number registered). ….. that only 3687 examples of the Carrera 3.0 were produced compared to nearly 58,000 911SCs and 76,500 3.2 Carreras.

….. that the Carrera 3.0 (along with the 2.7 and Turbo) was the first Porsche model to feature the trademark rectangular electrically operated door mirrors that remained a feature of the 911 up until 1992.

….. that the Carrera 3.0, despite a reputation for being a ‘tamed-down’ version of the original 2.7RS and 2.7 Carreras, had almost identical 0-60 and 0-100mph performance figures but was endowed with so much extra torque that it could pull from 25 to 100mph in top gear over 3 seconds faster than either of its production predecessors

…… that the Carrera 3.0′s engine was developed from the power unit of the very rare Carrera 3.0RS, of which only 109 were built. 50 of these cars were uprated to RSR specification and were enormously successful racers in the 1974 and 1975 seasons, winning both the FIA GT Championship and the IMSA Championship each year. For further photos of these fantastic cars you should visit the excellent Porsche 911 RSR Resource Page

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Driving the Carrera 3.0

“There’s a huge amount of old cock talked about the handling of old air-cooled 911s…” – Top Gear’s James May – Porsche Post (PCGB) February 2007

James May’s comment alludes to the Porsche 911′s reputation for being dangerous, even deadly, when driven round bends carelessly. True, drive a 911 recklessly and you’re likely to pay a heavy price, but drive it carefully and it’s not only safe, it’s incredibly rewarding. So what’s it like to drive a Carrera 3?

The first thing that strikes you when you slide into the driving seat of the car is how comfortable and supportive the tombstone style seats are, and once you’re sitting down, just how much room – legroom and headroom – there is. Long-legged six footers needn’t worry here about heads touching the roof or pushing the driving seat right back.

Getting the right driving position is really important. There’s no steering wheel adjustment and finding a good balance between those pedals sticking up from the floor, the steering wheel and the gear lever is crucial if you’re going to enjoy driving the car. For years I had the seat too far back and never really felt at ease with the car. Then I decided to sit nearer the wheel, making it much easier to change gear nicely and to apply both accelerator and brakes smoothly and progressively.

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