wished to learn the response to this. I’ve been informed that Porsche began galvanizing the vehicles in late 1971.
All of the panels for the 911 series were galvanized for the first time in 1976. With the start of that model year, Porsche started providing the 6 year corrosion warranty.
So only a small quantity of galvanizing was carried out in 1970 and 1971? I was certain that all 911s had been galvanized in the late 1970s to avoid rust. As I recall reading about this in a post, I’d welcome hearing a few more thoughts about it. I value any comments or suggestions.
I just so happen to have one more Panorama issue…
July 2002. Al Caldwell claims that “from the early 1970s, Porsche gradually incorporated galvanized panels” in his article on revisions to the 911. Europe galvanized the entire vehicle in 1976, and the US did it in 1977.
The 1970s-era cars were not treated with more black “tar” to prevent rust. It soon became clogged, water and humidity began to seep in, and the body corroded even more swiftly. The region was not yet galvanized, though.
Because most cars are built for one model year in the year before, the statements from Panorama and Frere can be reconciled.
In This Article...
1975: Body with hot-dip galvanizing
Porsche successfully addressed the issue of rust in 1975. Porsche was able to offer a six-year corrosion guarantee on the 911 because it was the first series production car to have a body that was hot-dip galvanized on both sides. This guarantee was eventually increased to as much as ten years and increased to seven years for the 1981 model year. Because the technique maintained the body’s overall stiffness and crash safety features as the vehicle was getting older, the treated body-in-white not only increased service life but also increased vehicle safety. It contributed to the 911’s reputation as a car with a very long lifespan—two-thirds of all 911s ever produced are still in possession of valid road licenses today. Before the body was put into series production, extensive tests were conducted. There were three dazzling silver prototypes fabricated from stainless steel as part of these tests, one of which is still on display at the Deutsches Museum in Munich. However, because galvanizing the body-in-white was more cost-effective and easier to construct, the engineers decided against using stainless steel. It is a legendary feature of the test track at Weissach to drive the prototypes through a saltwater bath to assess their corrosion resistance.
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Up until imports arrived to show that there was an alternative to putting your foot through the floorboards after several winters, the American car-buying public was reasonably forgiving of this entire situation.
Galvanization had already been adopted by few low-production European automakers, including Rolls-Royce (1965 Silver Shadow) and Porsche (1976 911), but it was the sheer volume of vehicles coming out of the future automotive superpower Japan that would tip the balance.
Since the island nation of Japan was constantly under attack from salty sea air, which swiftly ate through the thin, inferior steel that its fledgling automakers were initially required to employ, Japan had long sought superior anti-corrosion technologies. Once these products entered the Thunderdome of America’s winter-damaged roads, it got even worse. Japan embraced galvanization with enthusiasm in an effort to strengthen its local steel sector. By the middle of the 1980s, Japanese automobiles had shed their image for Swiss cheesiness and were starting to put pressure on Detroit to follow suit in a variety of ways.
Ford, Chrysler, and General Motors started to streamline their designs as well as apply better anti-corrosion treatments to the metals used in the construction of their various vehicles. Imitating the cleaner production techniques of the Japanese, this decision was made in part to lessen or eliminate the numerous crevices that signed a moist, salty winter death sentence for so many automobiles. The C4-generation Corvette for 1983 attempted to address the steel corrosion difficulties of its predecessor by using many galvanized steel as well as aluminum components, yet it did not immediately spark a revolution. Even Stuttgart would learn from Hiroshima and Yokohama, adding plastic fender liners for the 964-generation 911 (1989–94) in an effort to allay the complaints of Carrera and SC owners tired of wheel well rust.
Dave L.
Who do you want to believe in this situation? I’ll reiterate what I previously stated about the Pelican from sources at the Porsche factory, PCNA, or PCA. 1976 model year, J-series: “All Porsche vehicles had hot-dip galvanized body panels and were put together using the most advanced corrosion protection techniques by the fall of 1975. Theissen steel that has been galvanized was used to construct every component. The automobiles came with a six-year rust-through warranty in Europe (a first for Porsche). Porsche provided the $10,845 base price of the 912E coupe for the MY76 market in America.” (Porsche Data Book, the best guide, etc.) Other sources, like “Upfixin’ Der Porsche,” concur that full galvanization started at the same time the 912E went into production in October 1975. Actually, Porsche 911 floorpans had been galvanized for years prior to this, and later models (early 1975) are said to have featured galvanization that reached the roof panel (which was not galvanized.) Of course, you can do your own research, but I’m confident that this is the right account. By the way, you’ll notice that the E prototype we talked about earlier (the yellow one) had a 911 body from an older series and wasn’t constructed of galvanized steel, which is why it had some serious rust problems. I’m not sure what else we can say about this, other than to mention that you can always ask the 911 folks about their thoughts or research as it was the same body that they used on their cars in 1975 and 1976, and they might somehow know more! It’s worth noting that I had a body panel from my car replaced in 1996 from the right rear under the rubber bumper cover that is fully galvanized and is still rostfrei despite having wrinkles! Urrah! Dave L. / R
Porsches are they galvanized?
Steel makes up a 911’s body, and to prevent corrosion, Porsche began employing galvanized metal for the underbody of the 1970 D-series model. Porsche advanced from using it on the entire shell, excluding the roof, in 1976 to the entire vehicle in 1977. However, that zinc coating only means it can resist water contact before corroding for a longer period of time.
“As a general rule, corrosion on the shell can be an issue for earlier cars, up until, say, the 964 model, according to Wrightune’s Chris. After vehicles, 993 and later, have been largely fixed and don’t have the same problems, although you must exercise caution “. Because 911s have relatively open shells, the body joints in the wheel arches are especially vulnerable to road spray when the car is in motion.
911 or the Porsche 911: which came first?
The Porsche 911 immediately grabbed the hearts of sports car fans as the replacement for the Porsche 356. The prototype’s original name was the 911 when it was released to the public in 1964 under that moniker at the Frankfurt IAA Motor Show in 1963. The outstanding top speed of 210 km/h was achieved by its air-cooled six-cylinder flat engine with a two-liter displacement, which produced 130 horsepower. The four-cylinder Porsche 912 from 1965 is another option if you wished to go a little more slowly. Porsche debuted the 160 horsepower 911 S in 1966. It was the first Porsche model to have forged alloy wheels made by Fuchs. The 911 Targa made its debut in late 1966 as the first safety cabriolet in history. It has a characteristic stainless steel roll-over bar. In 1967, the four-speed Sportomatic semi-automatic transmission was added to the lineup. Additionally, Porsche became the first German automaker to adhere to stringent US exhaust emission control rules with the 911 T and later E and S models. The Porsche 911’s displacement grew, initially to 2.2 liters (1969), and then to 2.4 liters (later) (1971). The pinnacle of a fantasy automobile is still the 1972 911 Carrera RS 2.7 with a 210 hp engine and less than 1000 kg of weight. Its distinctive “ducktail” was the first rear spoiler ever used on a production car.
What does the Porsche 911 represent?
Porsche came up with the idea to add gold letters spelling out the car’s name to the dashboard and the back of the vehicle. Since these letters were already made, they already had the “9” and the “1,” so they simply swapped out the “0” for another “1,” and the name 911 was born.
Is a Porsche 911 made of aluminum?
A new 28,000 m2 bodywork plant has been built on the factory grounds by Porsche in response to the need for new manufacturing methods in order to produce the new 911. Details.
Porsche’s 2025 plan has two key objectives; the first is to use resources responsibly, and the second is to continuously increase knowledge in the field of lightweight construction. Even if this objective were not the main focus, it would still be imperative to minimize weight in a sleek, high-tech sports car like the new Porsche 911 Carrera. For this reason, the body and chassis have been totally constructed utilizing cutting-edge aluminum composite panels.
In comparison to its preceding model, the 992 bodyshell uses a significantly higher percentage of aluminum alloy parts, with extruded aluminum profiles being used for components including the front and rear primary chassis members, interior and exterior door sills, and floor bracing. The impact absorber mounts, rear tunnel cell, and front shock mount all feature cast aluminum components. With the exception of the front and back aprons, the new 911’s exterior shell is made entirely of aluminum. To give occupants the best protection possible, only the components that surround the passenger compartment are constructed of hot-formed steel.
What were the Porsche 911’s worst years?
Only the 1983 and 2009 models of the Porsche 911 should be avoided out of the more than 50 years’ worth of models.
According to reports, the 1983 Porsche 911 may experience head bolt problems after only 40,000 kilometers. The model from 2009 would be the worst choice because more issues have been recorded with it than any other model. This includes hoses that stall or leak.
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What Porsche 911 is the least coveted?
The 996 was the first of the Boxster-related 911s with water cooling. It has been the least desirable 911 generation for a while, and pricing have reflected this
Porsches are rusty?
According to what I understand, in or around 1978, Porsche became the first business to consistently galvanize their bodies. If it is fully OPC certified throughout, they grant an excellent corrosion warranty. In general, they don’t rust; I’m referring especially to 911s that were water cooled after that.
What kind of metal is Porsche?
Porsche has always placed a high premium on weight reduction. The next Porsche 911 features side panels constructed completely of aluminum, which is the next significant advancement in bodywork. However, why end there? The weight of other components has also decreased. The new sports car’s construction also uses cutting-edge joining techniques and aims for sustainable production.
A variety of materials are used to make modern car bodywork. In the past, cold-worked sheet steel was largely used to create vehicle bodies in white. Even though it is still in use today, lighter aluminum is frequently seen alongside it. This combination of materials, sometimes known as a “multi material design,” prioritizes weight reduction: The buzzword is lightweight design. It allows for a quicker start and fuel savings. But there is still more to it. Lightweight construction also enhances stability and safety when combined with other technological design elements like rear-axle steering and better passenger cell stiffness.
Let’s quickly assess our progress since then: The 911 type 997 from 2004 still had a body composed completely of steel. The type 991 that replaced it in 2011 had an aluminum roof and underbody. The new type 992 maintains the aluminum subframe, but the engineers significantly reduced the proportion of steel to less than half—it is now just 30%. At the same time, more aluminum was used, significantly advancing the use of lightweight materials.