Additional Details:

(VIN: 9116200374), black / red leather int. with red carpeting, black headliner, 82,500 miles, 5-spd. trans, built 10/1979, sold

new by Gerhard Klagge at D-Patrick Imports, Evansville, IN, stock engine was a 2.7L SOHC flat six engine, 165 hp @ 5,800

rpm., 173 ft.-lb. torque @ 4,000 rpm., dry sump oiling system with separate storage tank, 2 valves per cylinder, 8 main

bearings, bore × stroke: 3.74 in × 2.77 in, displacement: 2,994 cc, compression ratio: 8.50:1, Bosch K-tronics CIS fuel

injection, updated crankshaft with larger main and con rod bearings, crankcase made from diecast aluminium, Nikasil cylinder

barrels, milder camshafts and updated timing chain idler arm, reinforced valve covers, the motor that is in the car now is a

Kraftwerk 2.7L RS street motor - engine has been installed since 01/09/1987 and has approximately 32K miles on it, the

motor has been balanced, has a compression ratio of 10.3:1 and makes approx. 250 hp., it has Nikasil cylinder barrels,

Dilavar head studs, updated Carrera chain tensioners installed, adjustable fuel pressure and a new clutch was installed at

this time, SSI full stainless exhaust, K&N watershield air filters on 40 IDA 3C Weber carbs, the total cost of the uninstalled

motor was $6,500.00, independent front suspension with Koni shocks & struts, torsion bar and anti-roll bar, independent rear

suspension with semi-trailing arms, transverse torsion bar and anti-roll bar, rack and pinion steering, five blade cooling fan,

DME controlled electronic fuel injection system, engine oil cooler, vented disc brakes, hydraulic clutch, power windows and

ext. mirrors, integrated fog lights, full analog instrumentation, Options: leather Recaro sport seats ($365.00), automatic

heating control ($320.00), performance group 1 ($560.00), cruise control ($200.00), additional speakers rear ($145.00),

black ext trim - no chrome ($165.00), leather steering wheel ($95.00), electric sliding sunroof ($675.00), Blaupunkt AM/FM

cassette radio ($275.00), air conditioning ($895.00), lower front rubber lip and rear deck lid / wing from a 1975 Carrera

(have the original rear deck lid), Bosch driving lights, full center console, power windows & exterior mirrors, auto climate

control, power windshield washer nozzles, intermittent wipers, 2-stage heated rear window, central locking system, Coco

mats, Optima battery, (2 keys and 0 remotes), fold down rear seat backs 15x6 and 15x7 black centered Fuchs rims (rears

are replicas - we do have the original rear Fuchs and original rear decklid) with Bridgestone Potenza RE960 AS Pole Position

tires (215/60-15 f & r) with Tread Depth Measurements: DF: 10/32, PF: 10/32, DR: 10/32, PR: 10/32 (10/32 is new tire tread

depth), dry weight of 2,525 lbs., very original vehicle that is in very nice condition, we have all of the service records and

even the original bill of sale!, all services and recalls performed, this vehicle has had 4 owners and all have lived within 20

miles of Evansville, I was friends with the salesman who sold the car, and the 2nd - 4th owners are friends and clients and

are in the So. IN Region PCA, the original owner had the car from 1975-1977, the 2nd owner purchased it in 1977 and owned

it until 1995 when he purchased a new black 993 coupe, the 3rd owner had the car from 1995 to 2008, and the 4th from

11/2008 to 08/2011, until the 1976 turbo came out this 911 was the most expensive Porsche that D-Patrick Imports had

ever sold, new MSRP was $18,403.70, all owners have been very picky and have always garaged the car, checks out via

PCNA, fully galvanized unibody, never smoked in, very nice cosmetics and interior, extremely clean motor and engine

compartment, an original example of Porsches most iconic 911's that would make a great starter Porsche, track car, or

restoration project, excellent service records organized in a binder, incl. original bill of sale, also comes with shop manuals

and other 911 related books, checks out via PCNA, no open recalls, never smoked in, all services completed, complete toolkit,

jack and spare, spare tire never on ground.

Porsche 911S

Five-spoke wheels identified the hot Porsche 911S, which bowed in late 1966.  S gear ratios were evenly spaced except for the five-speed transmission's overdrive top, which was purposely very "high." It gave 100 mph at 4,200 rpm, hardly a strain for the free-revving flat-six. Pulling max rpm in the lower gears netted 0-60 in eight seconds or less and ran a standing quarter-mile of under 16 seconds at 90-plus mph.

Interestingly, the torque curve had two distinct steps. As Autocar reported: "The catalogue peak comes at 5,200 rpm, but before that, at about 3,000, the engine takes a deep breath and literally surges up to the next step, where the extra punch feels like an additional pair of cylinders being switched in. This kick in the back leaves passengers unaccustomed to it slightly winded, and it is sudden enough to cause momentary wheelspin on wet surfaces, even in third."

As for road manners, the S earned mixed reviews. "Oversteer is back -- and Porsche's got it!" screamed Car and Driver. "At low lateral accelerations it understeers mildly . . . By 0.70 g, it's in a full-blooded four-wheel drift. . . . Beyond the limit of . . . adhesion, the 911S reacts like any car with a rearward weight bias, and spins, or, if you're quick enough to catch it, power-slides like an old dirt-track roadster."

Road & Track found "less of the [low-speed] understeer that so surprised us in the 911, [though above 40 mph] we were hard-pressed to detect any difference. . . . Certainly it's easier to hang out the tail if you're in the right gear, simply because of the increased power. But the simple application of steering to the 911S at highway speeds gets the same results as in the 911, which means stick-stick-stick-oversteer! And you'd better know what you're doing in that last phase."

In a calmer vein, C/D declared that "Porsche's admonition, 'not for the novice,' is a bit gratuitous. Within normal driving limits and with reasonable caution, the 911S handles predictably, controllably, and head and shoulders above anything else on the road."

As proof, the magazine reported lateral acceleration of 0.93 g in right turns, 0.89 g in lefts, and a calculated 0.81 g overall. These figures, good even today, came despite the modest rubber.

Both U.S. magazines were disappointed in Porsche 911S braking, blaming the skinny tires for unchanged stopping distances despite the model's new vented rotors. C/D also found some minor lapses in workmanship, though its test car was admittedly "right off the boat" and had not been dealer-prepped.

The engines in both test cars evidently weren't up to scratch either. Though C/D cut a full second off Porsche's claimed 7.5-second 0-60 time, R&T managed only 8.1. But there was no disputing that the engine itself was beautifully smooth and fantastically willing.

Autocar applauded "the superb lightness of all the controls" and "excellent seating . . . The Porsche 911S is a car one never likes to leave parked when one could be driving it."

Road & Track was more critical, saying that in American conditions the Porsche 911S "offers no real gain over the 911 and perhaps even a slight loss. It is a bit less flexible at ordinary speeds; deceleration below about 1800 rpm brings on bucking and considerable clatter from the drivetrain, demanding an immediate downshift." But even R&T's hard-nosed editors weren't immune to that intoxicating powerplant: "For the driver who really wants to get on with it, the 911S is bound to be more fun than the 911."

The fun suddenly stopped when the Porsche 911S left the American market for 1968 (though it continued in Europe). While the ostensible reason was that year's new federal emission standards and the engine retuning needed to meet them, some say it was the persistent plug-fouling, which had become a tremendous service problem. But the S would return, for 1969.

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