His reasoning? Quite simple: that whilst the sales of Porsche 924 and 928 were slipping, the 911 continued to enjoy steady financial success.

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Peter Schutz desired to expand the market for Porsches beyond the customers who had been the marque’s traditional enthusiasts but which had been little enlarged upon. Schutz had correctly sniffed the zeitgeist. The 1980s were to bring in an era of stylish taste, with exclusive brand names as their shoulder-padded apex. And the Porsche 911 would take a giant’s leap in desirability, become very much an icon of this age of selective consumerism.

To remarket the 911, the ‘Carrera’ moniker was reintroduced for 1984 – and launched in September 1983. With the 2.7-and 3-liter models of the 1970s, the marketing men had come to appreciate the cachet of the name. And the 1984 car came with a 3.2 liter engine, which incorporated a redesigned engine inlet and exhaust, the most impressive development on the new 911.

Accordingly, the car was extremely pokey: 0-60 mph was 6.5 seconds and 0-100 mph would take only 16.7 seconds; the top speed meanwhile was a funky 143 mph.

The decision not to make the new Carrera engine 3.3 liters, which could have been achieved simply by using the Turbo’s barrels as well as its crankshaft, was due to the torque limitations of the 915 gearbox. The transmission’s durability was extended by fitting a gearbox oil pump and circulating hot oil through a tube-type cooler mounted beside the casing.

But after employing it for more than ten years, Porsche decided to retire the 915 gearbox. Ever-increasing engine power and growing torque required a new step in transmission development. As a replacement, Porsche chose the G50 gearbox manufactured by Getrag for the 1987 model year.

The G50 differed significantly from the 915 in terms of synchromesh & general design.

Instead of relying on the Porsche synchromesh as before, the G50 used a synchronization system developed by Borg-Warner. This synchromesh is generally known to be more durable and less susceptible to wear than the Porsche’s system in the 915.

Spring locks were also used for better and more precise shifting. As a result, the gearshift jumps independently into the gate for third and fourth gear, as is common today. Reverse is now at the top left. The clutch was operated hydraulically on the G50. This meant that less force was required. In the 911 Carrera 3.2 and 964 it had five gears; in the later 993 it was available with six gears until 1997.

But it is not the driving performance that tips the scales in favor of the G50 transmission. It is reliability that speaks in favor of the G50. This is because the gears and synchronization are simply designed to be stronger and more durable. In many cases, a well-treated G50 transmission will outlive the engine. It also reacts less sensitively to wear in the shift linkage than its predecessor. If the bushings are worn, the Porsche gearshift feels imprecise very quickly, something you will not experience with a G50.

Accordingly, right now at Beverly Hills Car Club we have a splendid example of the very first year in which Porsche introduced the G50, a 1987 Porsche Carrera Cabriolet G50, a matching-numbers example finished in its special-order factory color of Espresso Brown Metallic (40D) over a Mahogany interior. This rare and sophisticated color combination gives the car a classic, understated presence that stands apart from more common specifications, offering timeless appeal without trying too hard.

Owned long-term for 25 years, this Carrera reflects careful stewardship and consistent investment over time. Power comes from the legendary air-cooled 3.2-liter flat-six paired with the highly desirable G50 5-speed manual transmission. As I have said, 1987 marked the first year of the G50 gearbox, which introduced a hydraulic clutch – delivering smoother engagement and improved drivability compared to earlier 915 transmissions. Which makes these later Carreras especially sought after by enthusiasts.

Equipment includes a single exhaust, VDO instruments, four-wheel disc brakes, rear rubber bumperettes, a 4-spoke steering wheel, and 16-inch OZ Racing Fittipaldi alloy wheels. The front trunk houses a jack, tool roll, and spare tire. Interior amenities include AC, a power-adjustable driver seat, power windows, cruise control, an analog clock, dual-side rearview mirrors, and a period-correct Blaupunkt radio, maintaining the 1987 Porsche character.

This example is accompanied by a clean CARFAX report, owner’s manual, and maintenance book. A substantial file of service receipt copies totaling $30,364.46 documents ongoing care from April 1999 through April 2024. Importantly, the color code and options sticker remain under the hood – an often-overlooked detail that collectors and purists truly appreciate.

This is a well-documented triple brown 911 Carrera Cabriolet that presents beautifully and drives as intended, offering classic air-cooled Porsche enjoyment without pretense.

This is an excellent opportunity to acquire a tastefully spec’d G50 Carrera that is mechanically sound.

-Alex Manos, Owner