At the time, during the 70’s, driving the 934 was described as tricky on both straight and curves. Handling the Porsche 934 with full interior trim and all that weight accounting for instrumentation without big wheel flares and over sized engine weight tended it to over steer on the bias. The car was very fast, but its rear engine weight ratio couldn’t escape the tendency to act as a giant moving pendulum on slicks. As the car would swoop hard turns to the left, you had to make up for the lost pavement contact by revving the engine spinning those tires to get extra grip. The same thing would happen if you had hard turns to the right.
By the time the 934 1/2 came around, it had a giant wing flares that worked well on tracks. In driving fast along a straightaway the momentum of the car caused a down forced tail. This was the principal to keep the newly fitted extra rear wide wheels on the pavement where they needed to be. There was a shape in the wing that took advantage of forces in reverse physics of an airplane wing. The 934 wing could perform in the same way, it didn’t have the shape nor the correct angle to set the car just right. Furthermore the 934 1/2 had all its interior weight stripped off lightening the car so the the monster engine would be redefined for winning races. The 934, 934 1/2 and 935 were cars that resulted in rules put on by the racing commissions of the day.
In 1978, the Porsche 935 was described as the onset of a true race car. The 700 horsepower was exactly the balance to match up down force performance, speed keeping on that turbocharger. The car was light, and with an effective shape it had been the strongest contention of being a true race car. Everything from suspension, drive train, engine would be re thought out maximizing is uses. Even the throttle would be finite enough to allow personal techniques of different drivers to finesse its way around any track. Compared to either the 934 or 934 1/2, the 935 allowed limit driving as long as you kept your eyes on the tires.