There were problems in the executive ranks, too, and they’re worth mentioning here. First, in late 1988, the Porsche board summarily dismissed wunderkind chairman Peter Schutz, some say because he clashed once too often with the Porsche and Piech families. But in his stead came Heinz Branitzki, a finance man who angered many old hands in Zuffenhausen by forcing longtime chief engineer Helmut Bott to take early retirement. Worse, Bott’s hand-picked successor, Ulrich Bez, stirred up more ill feeling with a heavy-handed reorganization of the Weissach Development Center.
Bez also decreed several costly new programs that threatened to trigger a cash crisis. Among these were another low-priced VW-based sportster, Project 995; a 959 successor, called 965, which was far more involved than the 911 Carrera 4 ultimately offered; and -- talk about heresy -- a V-8 four-door “sedan,” Project 989, which would have to sell for no less than $93,000 to turn a profit. Meantime, sales kept falling, thanks partly to a stubborn U.S. recession. Porsche soon became the subject of takeover rumors, with Daimler-Benz most often mentioned as savior.

Ach, het gaat er bij communicatie over dat we weten waar we het over hebben, toch? Dus 965=964 Turbo

Vreemde lijst, sommige nummers staan er meerdere malen in, zo zou de 964 turbo 951 als nummer hebben, en de 951 is toch echt de 944 turbo ..