History of Ford Mustang :Second Generation (1967-1968)

By 1967, the Mustang had something it hadn't had before: competition. Chevrolet was now making the Camaro, Pontiac the Firebird, and Plymouth had redesigned the Barracuda into a more serious machine. Even within Ford, Mercury was now selling the Cougar.

Ford's response to that competition was a new, slightly larger Mustang with an all-new body over what was pretty much the same chassis. The wheelbase was still 108 inches, but total length was up two inches to 183.6 inches and every styling feature was just a little bit exaggerated — the grille opening was bigger, the side scallops deeper, the taillights were now larger and concave instead of modest and convex, the 2+2 fastback's roof now extended all the way back to the trunk lid's trailing edge and the convertible's rear window was now a two-piece item made of real glass instead of instantly hazing plastic. A hood with dual recesses was optional.

The standard power plant was now the 200-cubic-inch six making 120 horsepower with a 250-cubic-inch (4.1-liter) 155-horsepower six and the 200-, 225- and 271-horsepower K-code 289 V8s optional. New on the menu was a 390-cubic-inch (6.4-liter) "big-block" V8 breathing through a Holley four-barrel carburetor making 315 horsepower. Accommodating that wider engine meant that the front suspension's track needed to be widened by 2.5 inches for clearance.

With its wider track, the '67 Mustang was a more stable car than the '66. The seats were more comfortable, and the instrumentation was easier to read. It was, generally speaking, a better car in every way that counted. Ford sold 356,271 coupes, 71,042 2+2s and 44,808 convertibles during '67 despite the new competition. Of those, only 472 cars were equipped with the 271-horsepower 289, while around 28,800 had the 390 under their hoods.

Federally mandated side marker lights and a revised grille distinguished the 1968 Mustang from the '67 on the outside, while a slew of new engines set it apart mechanically. A low-performance 195-horsepower 289 V8 was still an option, but the other 289s were gone in favor of two new 302-cubic-inch (4.9-liter) versions of the small block V8. The two-barrel 302 made 220 horsepower, while the four-barrel-equipped version put out 230 horsepower.

More glamorous than the revised small V8s were new 427- and 428-cubic-inch (both convert to about 7.0 liters) versions of the big-block V8. The more radical 427, which had a slightly higher-compression ratio and wilder cam, was rated at 390 horsepower, while the more civilized 428 knocked out 335 horsepower. Both the 427 and 428 were very rare options. Those big engines hinted at what was in store for the Mustang over the next few years.

History of Ford Mustang

For a car enthusiast, knowing the history of the Ford Mustang is as basic as knowing the laws of thermodynamics are to a physicist, knowing Hebrew is to a rabbi or knowing when the bacon is done to a cook at Denny's. The Mustang is a pillar of American automotive lore, and the car that brought sporting dash and styling at a price almost anyone could afford.

The Mustang has never been an exotic car. Even the rarest, most powerful Mustangs ever built (such as the '69 Boss 429) were assembled with haphazard care by a UAW workforce facing a quick-moving, continuous production line with parts that were shared in common with six-cylinder Falcons, four-door Fairlanes and stripped Galaxies. Handcrafting and taking the time to do something extra special has never been part of Mustang production.

But that hasn't kept the Mustang from capturing the hearts of drivers for nearly 40 years. As ordinary a car as the Mustang has always been, it has always been extraordinarily attractive.

First Generation (1964 1/2-1966)

Ford's Mustang was conceived in full knowledge that in the mid-'60s the biggest population bubble in history was coming of age in America. Baby boomers would rule the '60s and there was little reason to think they wanted cars that were anything like their parents' cars. The production Mustang was shown to the public for the first time inside the Ford Pavilion at the New York World's Fair on April 17, 1964 — two months and nine days after the Beatles first came to New York to appear on The Ed Sullivan Show. It went on sale at Ford dealers that same day.

The 1964 1/2 production Mustang followed two Mustang concept cars. The Mustang I shown in 1962 was a midengine two-seater powered by a V4. The Mustang II show car first displayed at the United States Grand Prix in Watkins Glen, N.Y., during October 1963, was a front-engine, four-seater foreshadowing the production machine that went on sale six months later. Compared to those two, the production machine was dowdy. Compared to every other American car then in production, except the Corvette, the Mustang was gorgeously sleek.

To make the Mustang affordable it needed to share much of its engineering with an existing Ford product. That product was the smallest Ford of the time, the compact Falcon. In fact, the first Mustangs were built in the same Dearborn, Mich., plant as the Falcon.

Initially offered as either a notchback coupe or convertible, the Mustang's unibody structure was laid over a 108-inch wheelbase and stretched out 181.6 inches from bumper to bumper. While it shared its front double-wishbone/coil spring and leaf spring rear suspension as well as its overall length with the Falcon, the proportions of the Mustang were different. Its cockpit was pushed further back on the chassis, resulting in a longer hood and shorter rear deck design, and both its roof and cowl were lower. It's with those proportions — detailed with such iconic touches as the running horse in the grille, the side scallops along the flanks and the taillights divided into three sections — the Mustang became a car people were instantly passionate about.

Engine choices started with the utterly lame 170-cubic-inch (2.8-liter) OHV straight six that made just 101 horsepower; then proceeded through a 200-cubic-inch (3.3-liter) OHV straight six rated at a flaccid 116 horsepower; a 260-cubic-inch (4.3-liter) OHV V8 breathing through a two-barrel carburetor and making 164 horsepower; a 210-horsepower two-barrel-equipped 289-cubic-inch (4.7-liter) V8; a four-barrel 289 making 220 horsepower; and, at the top, the famous "K-code" high-compression, solid-lifter, four-barrel 289 pumping out a lusty 271 horsepower. K-code-equipped cars got a special badge on their front fenders indicating that not only did the engine displace 289 cubic inches, but that it was also the "High Performance" version.

A three-speed manual transmission was standard with every engine except the 271-horse 289, which was available only with the four-speed manual that was optional on other models. The Cruise-O-Matic three-speed automatic transmission was also offered.

Nothing could stop the 1964 1/2 Mustang (especially not its four-wheel drum brakes) and with Ford furiously adding production capacity for the "pony car" at plants around the country, the company sold an amazing 126,538 of them during that abbreviated 1964 model year — 97,705 coupes and 28,833 convertibles. The V8s outsold Mustangs equipped with the six by nearly three to one.

The three most significant additions to the Mustang for 1965 were the neat 2+2 fastback body, the optional GT equipment and trim package and optional power front disc brakes. Gone forever was the 260 V8 that few buyers were choosing anyhow.

Even Ford was shocked at America's appetite for the Mustang during '65. It sold an astounding 409,260 coupes, 77,079 2+2 fastbacks and 73,112 convertibles that year. That's a total of 559,451 Mustangs for the '65 model year.

With that many Mustangs in the nation's automotive bloodstream, it was natural that many of them would be raced. But in order to go road racing head to head against Chevrolet's Corvette, Ford needed a two-seater. And rules said that Ford had to make at least 100 of them by January 1965. That's where Carroll Shelby came in.

Shelby, a Texan and longtime racer, saw the potential to slay Corvettes with the Mustang and took 100 of the first 2+2s equipped with the K-code engine built at Ford's San Jose, Calif., plant down to Los Angeles for modification into "GT 350" models. Tossing the rear seats aside, Shelby added such performance items as oversize front disc brakes, a fiberglass hood and a lowered suspension with oversize tires on 15-inch wheels. Shelby's legendary series of modified Mustangs would be built through 1970 in various forms and are today considered some of the most desirable Mustangs ever built. It's impossible to ignore the Shelby Mustangs (which carried Shelby VIN numbers) when recounting Mustang history, but space considerations prevent further discussion of them in this article.

The easiest way to tell the 1966 Mustang from the '65 is the later car's lack of horizontal or vertical dividing bars in the grille — the running horse logo seems to float unsupported in the '66's slatted grille. Other changes were limited to color variations, a revised instrument cluster and a few trim tweaks. Incredibly, the '66 was even more popular than the '65 and Ford sold 607,568 of them — 499,751 coupes, 35,698 2+2s and 72,119 convertibles. That's still the most Mustangs ever sold during a single model year.

Honda Accord 2008

The Sports 4 concept, which is nominally based on the Honda Accord platform, foretells a new four-wheel-drive sport sedan and also showcases a possible new direction for Honda styling, which the company calls "Keen Edge Dynamics." The front end reminds us of the Acura RL, while the tall, sharply chiseled bodysides and the small greenhouse are similar to the new Lexus IS. At 180 inches (15 feet) in length, the show car is shorter than an Acura TL.

Honda has not specified a powertrain other than to say that it will likely be a 2.0-liter four-cylinder. The Sports 4 uses the same super-handling all-wheel-drive system as the RL. Rear-seat passengers can monitor the system's torque split and other vehicle data via small digital readouts on the backs of the front-seat headrests. The idea that all passengers should be able to share the same information at the same time is one of the key concepts of the car.

Designed in Japan, the Sports 4 concept has a luxurious, four-seat cabin boasting a moonroof with four blinds that can be individually opened or closed.

Porsche Boxster 2007

The Boxster is Porsche’s mid-engine, six-cylinder roadster that was added to the Porsche lineup for 1997 with Porsche’s new liquid-cooled flat six-cylinder “boxer” engine. The Boxster first debuted as a concept car at the 1993 North American International Auto Show with styling cues from the legendary Porche 550 Spyder. The Boxster S was added for 2000 with a higher level of performance. The second-generation Boxster debuted for the 2005 model year with updates for the first time since its debut.

The 2007 Porsche Boxster receives a bigger engine, more power and other minor updates. The Boxster gains five horsepower to 245 and torque increases by two to 201 lb-ft. in its 2.7-liter engine. The engine in the Boxster S is increased from 3.2 to 3.4 liters with a horsepower and torque upgrade of 15 to 295 and 251 lb-ft. Zero to 60 mph time is a tenth of a second quicker than its predecessor at 5.1 seconds and the top speed increases by two to 169 mph. Standard is a tire-pressure-monitoring system and available for the first time are optional 19-inch forged alloy two-tone wheels that were developed for the new 911 Turbo.

AutoPacific, a California-based automotive marketing and product-consulting firm has conducted a survey asking thousands of new car owners on what they think is the most satisfying sports car in United States. The 2007 Porsche Boxster has been able to obtain the No. 1 position.

Porsche Boxster and Boxster S were given the Vehicle Satisfaction Award (VSA), which is considered the industry’s yardstick in measuring the satisfaction that new car owners get from their vehicles. According to the survey, Boxster owners have rated their cars highly within the Power/Acceleration and Braking categories same with the Cargo/Space/Capacity, Cupholders and Interior Storage areas of the survey.

The Auto Pacific releases VSA outcome annually as a consumer and industry service measuring owner satisfaction across 46 specific areas associated to a vehicle’s operation, comfort, security and overall buying experience. And fortunately Porsche got all what it takes to win such distinguished recognition.

George Peterson, President of Auto Pacific said that, “Sports cars are supposed to be exhilarating to drive, but sometimes difficult to live with. Owners of the Porsche Boxster indicate it delivers on exhilarating, but it is not difficult to live with.” Starting from the day that the Boxster was released until now it still win praises from consumers as it provides the ultimate open-air driving experience. It has a one of a kind mid-engine configuration, with numerous handling developments and better dynamic and passive safety that makes it the leading vehicle in its segment.

Auto Pacific as a future-oriented automotive marketing and product-consulting firm promise to give every year the same kind of award to deserving vehicles, they aim to recognize vehicles and manufacturers that prove to them that they deserve respect and acknowledgement from consumers.

Porsche Panamera

The Porsche Panamera is a four-door, four-seat sedan, currently still in concept stages, set to be launched in 2009. It will be front engined and rear wheel drive and powered by a modified version of the 4.5 L V-8 found in the Cayenne, equipped with the FSI system invented by Volkswagen (Porsche and Volkswagen collaborated on the Cayenne/Touareg sport utility vehicle platform). Base spec models will be engineered with a 3.6 litre V-6 found in the upcoming 2008 facelifted Cayenne, and there is even a hybrid version in the pipeline. Rumours suggest that the V-10 engine from Porsche's limited-run Carrera GT supercar may be offered as well, although this is still extremely unlikely given the expense of manufacturing the engine and that Porsche does not currently have a facility capable of producing a suitable number of the V-10 per year. A rumour is also around that the V-12 diesel from the Audi Q7 could make it into the Panamera.

The final assembly of the vehicles will take place in Leipzig. Engines will be assembled in Stuttgart, and the car's painted body will come from the Volkswagen facility in Hanover.
The Panamera is generally considered to be the long-awaited fruit of their 989 concept from the late 1980s; some argue that it also presents itself as a suitable successor to the 2-doored 928, although some amount of debate surrounds this. It will be marketed as a direct competitor to automobiles such as the Mercedes-Benz CLS63 AMG and Maserati Quattroporte and (to a lesser degree) a less expensive alternative to vehicles such as the Bentley Continental GT, Ferrari 612 Scaglietti and Aston Martin Rapide. It is the first V8-engined sports car built by Porsche since 1995, when the 928 was discontinued and will be produced in the new plant at Leipzig alongside the Cayenne. The vehicle has been caught testing at the Nürburgring and the original sketches are a little more sleek than the taped up model spied testing.

Artist renderings of the car already distributed by Porsche show a low-slung, four-door sports car with narrow side windows and flowing lines. However spy shots of the Porsche Panamera testing at the Nürburgring show a more blunt car than the artists renderings.

The Panamera's name is derived, like the Porsche Carrera line, from the Carrera Panamericana race. Earlier prototypes of four-door sedans such as the 1991 Porsche 989 prototype or the even earlier 4 door 911 based prototype, never went into production.

Biography of Ferdinand Anton Ernst Porsche

Although the company of Dr. Ing. h.c.F Porsche AG was formed on April 25,1931 as "designers and consultants for land, sea and air vehicles," it wasProfessor Dr. Ferry Porsche, son of the automotive genius Professor FerdinandPorsche, who steered the company into becoming one of the world's leadingautomotive engineering design companies and specialist manufacturer of sportscars. From the time he designed the first Porsche, the Type 356 in 1948, itwas his personal involvement that made Porsche the great marque it is today.

When Ferdinand Anton Ernst Porsche, known as "Ferry," was born in WienerNeustadt, Austria, on September 19, 1909, his father was Technical Director ofthe Austro-Daimler Company.

Never far away from the automotive work of his father, Ferry Porsche wassoon behind the wheel of a car and, by the age of twelve, was even permittedto run in the class winning Targo Florio car, the lightweight Austro-DaimlerSascha.

When the Porsche family moved to Stuttgart in 1923 for Professor FerdinandPorsche to become the Technical Director of Daimler-Benz, the south Germanautomotive center became Ferry Porsche's second home. It is there that he waseducated and met his wife, Dorothea, she remained his staunch companion untilher death in 1985, and was the mother of his four sons.

Ferry Porsche started working with his father when the latter formed hisindependent design office. Their first contract, designated number 007 togive the impression it was not their first project, was a 2-liter car forWanderer. The success of this car was later to lead the newly founded AutoUnion Company, which had incorporated Wanderer, to appoint Professor Porscheas the designer of a new Grand Prix car to meet the new 750 kgs. maximumweight formula.

The Auto Union was the most advanced pre-war racing car design concept.It was of lightweight construction, featured a 16-cylinder super-chargedengine, with unique valve control mounted just behind the driver; an engineposition which is standard for all modern generation F1 cars. Ferry Porscheplayed no small part in its design and construction. Less well known is thefact Ferry Porsche conducted much of the initial test driving of the car untilhis father declared one day, "I have enough drivers, but only one son."

One other car which the Porsche firm designed before World War II was tohave an important influence on both Ferry Porsche and the rest of the world.It was, of course, the most produced car of all time: the Volkswagen Beetle.

The war itself cut deep into the life of the young automobile designer.Transferred from demolished Stuttgart to the Carinthian town of Gmund in 1943,Ferry Porsche and a few colleagues had to start again from scratch in 1945 bykeeping busy with repair jobs and the construction of simple farm machinery.

Meanwhile, the French held Ferry's father, Professor Ferdinand Porscheuntil 1947, when Ferry Porsche's family managed to raise sufficient money fromnew contracts in Italy to buy his freedom. One of these design projectsresulted in the Cisitalia Formula 1 race car, unveiled at the Turin Motor Showthat same year. It was the first race car with a midmounted engine andfour-wheel drive.

After that, Ferry Porsche decided to build his own sports car, effectivelythe first "Porsche." He took out plans he made back in 1939 for a light,compact car based on the Volkswagen, practically the only components availablein Germany at the time. Besides providing speedy acceleration, unmatchedbraking and good road holding, an essential criterion was the car had to bepractical for everyday use. Its "marketing concept" adopted by Ferry Porschewas, "If I build a car that gives me satisfaction, then there must be otherswith the same sort of dreams who would be prepared to buy such a car."

The first car to bear the Porsche name, the Type 356, was delivered onJune 8, 1948. It boasted a tubular space frame chassis, an aluminum body anda rear-mounted four-cylinder 1.131 cc VW engine. The following year, in orderto ensure continued production of the 356, Ferry Porsche negotiated a newcontract with the then head of Volkswagen, Heinz Nordoff, for the supply ofparts. Besides this, the contract appointed Dr. Ing h.c.F Porsche K.G. asconsultant engineer to VW, sole importer of VW's for Austria and recipient ofa royalty sum on every VW Beetle produced at Wolfsburg.

A total of fifty-two 356 cars were built at Gmund in Austria before thecompany returned to Stuttgart. Production recommenced there in March 1950.During the same year, Porsche began designing its own engine, the Carrera.The 356 model, which was initially forecast to have a world sales potential of500 units, was last produced in 1965 after over 78,000 cars had been built.The policy of model longevity is continued today with the Porsche 911, whichenters its 35th year of production.

Professor Dr. Ferry Porsche was happy and grateful that his fatherwitnessed with approval, shortly before he died on January 30, 1951, the startof Porsche as a specialist sports car manufacturer. Since 1948, decades ofhard, dedicated work were put in by him to further enhance the Porscheproduct, which enjoyed a fine reputation from the beginning, by expandingcustomer service and marketing, not to mention accelerating productdevelopment through motor racing.

Since entering Le Mans in 1951 and achieving a class win, the name Porschehas been synonymous with success in motor sport. Amongst its numeroustriumphs, Porsche has been crowned World Endurance Champion in sports carracing 14 times and, since 1970, has won the Le Mans 24-hour race a record15 times. The world famous Monte Carlo rally was won four times by Porsche911s, and an experimental 4WD 911 Carrera won the 1984 Paris-Dakar desert racefirst time out, the very first sports car ever to achieve this honor.Subsequently in 1986, Porsche 959s finished first, second and sixth on theirdebut outing in the event as well as becoming the first all-wheel drive racingcar to enter and win its class at Le Mans.

In all, Professor Dr. Ferry Porsche demanded a great deal from hisengineers, mechanics and drivers. He made courageous investments in newdevelopments and thereby founded the worldwide reputation of his firm as aprivately controlled, independent producer of technologically advanced sportsand racing cars for worldwide use.

In 1972, the year the Porsche family withdrew from active management ofthe company, Weissach was opened. Today, Weissach is world famous as a sitefor research and development, where 30%, of all work is undertaken on behalfof other manufacturers, governments and NATO.

Back in 1965, Ferry Porsche was awarded an Honorary Doctorate by theTechnical University of Vienna in recognition of his achievements in so manybranches of the automobile world. In 1984 on his 75th birthday he was awardedthe honorary title of 'Professor.'

1909 Ferdinand Porsche was born in Wiener Neustadt, Austria on September 19.

1931 Began his activities as a designer in the engineering consultancy of his father, Dr. Ing h.c.F Porsche KG.

1932 Ferdinand Porsche's duties expanded to include supervision and coordination of testing. Assisted with the design and development of the Auto Union race car.

1934 Head of VW Testing

1935 Ferdinand Porsche became the Manager of the Research Department in the newly established Porsche test plant, Stuttgart-Zuffenhausen.

1935 Married Dorothea Reitz from Stuttgart (died 1985). They had four sons.

1938 Head of Development Department. In same year the design studio moved to a newly built building in Stuttgart-Zuffenhausen.

1940 Took over the post of deputy director for the entire operation.

1945 Ferdinand Porsche headed the firm, moved to Gmund in Carinthian during the war, and initiated development of the legendary Porsche 356, based on the Volkswagen and the first car to carry the Porsche name.

1948 The first 356 was completed in June.

1949 After completing the first 52 cars of this 356 range, Ferdinand Porsche with his company and most of his colleagues returned to Stuttgart-Zuffenhausen. Rebuilding of the consultancy offices for outside contracts took place.

1950 Production of the Porsche 356 began in Stuttgart-Zuffenhausen.

1959 Professor Theodor Heuss presented the Grosse Verdiensstkreuz (Commander's Cross of the Order of Merit) of the Federal Republic of Germany to Ferdinand Porsche in September.

1965 The Technical University of Vienna honored Ferdinand Porsche in November with the presentation of the title, Dr. techn. E.h.

1972 The Dr. Ing. h.c.F Porsche KG became a joint stock company (AG). Dr. Ferdinand Porsche assumed the post of Chairman of the Supervisory Board.

1975 Dr. Porsche received the Grosse Goldene Ehrenzeichen (Great Golden Cross Of The Order Of The Order Of The Order Of the Order of Merit) of the Republic of Austria in Vienna on January 31.

1979 On September 19, Lothar Spath, Prime Minister of Baden-Wurttemberg presented Dr. Porsche with the Grosse Verdienstkreuz mit Stern (Knight Commander's Cross) of the Bundesverdienstorden, on the occasion of his 70th birthday.

1984 A third of the entire Dr. Ing. h.c.F Porsche AG capital was offered to the public in the form of non-voting preference shares on April 25. On September 19, Dr. Ferry Porsche celebrated his 75th anniversary and was awarded the honorary title of 'Professor.'

1985 The Guild of Motoring Writers Vice Presidents trophy for outstanding achievements in the field of automobilism was won by Professor Dr. Ferdinand Porsche. Honor of "Senator E.h." by University of Stuttgart.

1990-1998 Honorary President of Supervisory Board, Porsche AG.

History of Porsche

The history of Porsche road cars is undoubtedly dominated by the history of the Porsche 911, and its predecessor the 356. The flat-4 and then flat-6 engines, the rear engine position (behind the rear axle) and, until the late 1990s, air-cooling, are all Porsche trade-marks. Porsche tried front-mounted, water-cooled engines and rear wheel drive with the 924/ 944/ 968 between 1975 and 1994, and with the V8 Porsche 928, 1977-1994, but the 911-line is held to represent the classic Porsche. Our special interest here is with the 911-Turbo which offers four wheel drive and with the 911 and 959 4WD rally cars.

1948, June 8: First Porsche car (#356-001) registered in Gmund Austria; it --> had a 1086cc 30kW VW engine.

1949: Production begins in Stuttgart, Germany; the car is called the 356 because it is the 356th project off the Porsche design desk.

1950s: Porsche builds the 1.5L flat-12 supercharged Cisitalia racing car with driver-controlled four wheel drive.

1951: The factory enters a light-weight 356 in the Le Mans 24 hours race. First two right hand drive Porsche 356s built and imported into Australia by Norman Hamilton.

1953: The 550 mid-engined race car Spyder is created.

1963: Porsche "901" (later renamed the "911" after a protest by Peugeot) is shown at the Frankfurt Motor Show, 2L flat-6, air-cooled engine, 97kW at 6200rpm. The engine is later enlarged to 2.2L and 2.4L.1964 Porsche 911 production begins.

1969: The 914 mid-engined car features 4-cylinder engine from VW (and insufficient "go" in the opinion of many).

1973: New G-body 911 (e.g. larger bumpers), 2.7L flat-6 engine. A prototype 911-Turbo was shown at the Paris Motor Show.

1973/74: Porsche 911 Turbo, 2.7L, 186kW, rear "whale-tail spoiler".

1974 New 3.0L, 6.5:1 c.r., 0.8bar boost, turbo engine, 194kW at 5500rpm.

1975: The 4-cylinder, water-cooled, front engined 924 is a new departure; later developed into the 944 and 968.

1977: 3.3L, 7.0:1 c.r. Porsche 911, inter-cooled (1978), 224kW, 416Nm. (And in the front-engined layout... the V8, water-cooled 928.)

1981: 911 4WD concept car shown at Frankfurt Motor show.

1982: New 911 Carrera-2 shape - e.g. integrated bumpers.

1984: A 911 4WD wins the Paris-Dakar rally.

1986: 4WD Porsche 959s finish 1, 2 and 6 in the Paris-Dakar rally.

1987: The Porsche 959 was a 911-based group-B rally car and had electronic controlled 4WD with dry/ wet/ icy settings, also ABS brakes. 2.85L twin-turbo flat-6, 330kW at 6500rpm, 500Nm at 5500rpm, 1350kg. 200 were built for homologation purposes.
1991: Porsche 911 type-964 (~Carrera 2) 3.3L, 235kW, 450Nm, four-wheel drive, au$265K 5 sold (au) -->.

1992 Porsche AG take direct control of Australian imports.

1993: 911 Turbo gets 3.6L, 270kW engine. At au$270K, or $1/Watt, 15 sold were sold here in 1994/95.

1995: 911 series 993, 300kW twin-turbo, 6-speed, electronic control of 4WD and limited slip diff' from the Carrera 4 and Porsche 959. This engine later developed up to 400kW in a car with a weight of 1280kg and 4WD.

1996: The Boxster is a new mid-engined, and more affordable, Porsche.

1998: 50th anniversary, It is said that over 1,000,000 Porsches have been built and that 2/3 of them are still on the road.

1999: 911 type-996 turbo 4WD, 309kW.