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Additional Details:
(VIN: 9115210065),
1975 Porsche 911S Targa Silver Anniversary Edition #26 / 750 (VIN:
9115210065), diamond silver met . / silver and
black woven tweed interior with black carpeting, 52,720 original
1-local owner miles, 5-spd. trans, built 09/1974, sold new 07/1975 by
Scala-O'Brien Porsche in Chicago, IL, air-cooled 2.7L SOHC flat six
boxer engine, 175 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:
2,687 cc, compression ratio: 8.50:1, Bosch K-Jetronic CIS multi-point
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, rein-
forced valve covers, self-supporting bodywork with independent front
suspension on transverse links with Koni shocks & damper struts,
torsion bar and anti-roll bar, independent rear suspension on lateral
links 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:
Silver Anniversary package,
strut tower brace, automatic heating control, additional speakers rear,
chrome ext trim, leather steering wheel, Becker Mexico AM/FM
cassette radio with all original speakers and power antennae, non-power
windows and a/c delete, power windshield washer nozzles,
intermittent wipers, 2-stage heated rear window, Coco mats, (2 keys and
0 remotes), fold down rear seat backs, 15x7 black & polished
Fuchs rims with Dunlop D60 M2 tires (205/60-15 90H) with Tread Depth
Measurements: DF: 7/32, PF: 7/32, DR: 7/32, PR: 7/32 (10/32 is
new tire tread depth), dry weight of 2,370 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 only had 1 local owner since new, and has always been
garaged and very well card for, the owner is a friend of mine and is a
member of the So. IN Region PCA, he is a retired local heart surgeon
who purchased the car new after graduating from medical school, we have
very good service records and stamps from day 1, this is a
gorgeous and very original car, aside from a high quality
exterior respray in 1983/84 by Blackburn / Daly and an engine
freshening (cams,
rings, etc.) by Larry Framer at 41,000 miles. A recent leakdown
was perfect. This 911 has no rust and is
excellent
underneath - a true
time capsule. The targa top and seals are all
in very good
condition, and this 911 recently received a new battery and has its
original
toolkit and air compressor, checks out via PCNA, fully galvanized
unibody, never smoked in, very nice cosmetics and interior, very clean
motor and engine compartment, all books and history from new, incl. the
warranty voucher, new MSRP of $12,500.00 an extremely original
example
of Porsches most iconic 911's that would make a great collectible
starter Porsche
or a national competition level restoration project.
1974-1975
Porsche 911
Road & Track sampled all three 1974 Porsche 911s. The results were
about what you'd expect despite the non-stock tires on the base and S
examples that made handling comparisons tricky.
The Carrera had more stick and less understeer on the track, but
equal-size tires made the base 911 quicker and more agile through the
slalom. Car and Driver also found the "plain Jane" model had more
cornering power than the Carrera: 0.83 g versus 0.80. Of course, both
figures were excellent at the time. In fact, they still pass muster
today.
Porsche 911
The Carrera name also was used for this 1974 race car, the RSR Turbo
2.1.
As for go-power, R&T observed that "all our '74s would beat [a '73]
911S soundly in the 1/4 mi despite having taller gearing. The basic 911
is plenty quick, getting to 60 mph in 7.9 sec and covering the 1/4 mi
in 15.5 sec; its top speed is limited by power to 130 mph. The 911S and
Carrera accelerate identically to 100 mph and beat the 911 to 60 or the
1/4 mi by 0.4 sec; the margin widens to 2.6 sec by 100 mph.
There's quite a difference to be felt by the driver, too: whereas the
less powerful 911 pulls evenly toward its rev limit (all three [stop]
at 6400 because of their rev limiters) the S/Carrera unit comes 'onto
the cam' strongly at about 3500 rpm and shoots toward 6400 at a
dizzying rate. All our test cars, by the way, had the optional 5-speed
gearbox -- which we think you can jolly well do without, so strong is
the low-speed response of either engine."
Unfortunately, the high-power engine still suffered "a good
old-fashioned case of temperament" at low speeds, "bucking just like
the more highly tuned older S unit." At least fuel economy was "still
reasonably good. At 17.5 mpg overall, the 911 is a bit more thirsty
than last year's 911E and the S/Carrera does another 1.5 mph less but
remains more economical than the old S."
R&T carped about prices, which were up some 20 percent from '73 to
a minimum $10,000 and close to 14 grand for the Carrera. "The Porsche
people also have the nerve to charge you extra for opening rear-quarter
windows in all but...the Carrera, and the air conditioner costs $1125!"
At least the Carrera came with power front windows.
Still, as R&T grudgingly concluded, "they've got you over a barrel:
a Porsche is like no other car, and if you want one there's no
substitute."
For 1975, the Carrera gained a deeper front spoiler and IROC-style rear
spoiler. The 911S was visually unchanged, but the base 911 disappeared.
Apropos of Road & Track's griping, Porsche expanded standard
features to include push-out rear windows, plus intermittent wipers, a
rear anti-roll bar and, for the Carrera, a leather interior.
Having bowed in Europe during 1974, high-pressure headlight washers
(developed with Hella) arrived as a new option for U.S. buyers. The
heating system gained separate left/right controls, and a
higher-capacity alternator was fitted along with a single battery
(ousting the two smaller cells used since '66).
Engine news was less heartening, as the Carrera and 911S each lost 10
horses (15 in California), the result of detuning for lower emission
levels. The Carrera's 0-60 time was up a second (to 8.4), and its
official top speed fell 10 mph (to 132), yet fuel consumption was no
worse than before -- though no better, either.
Still, Porsche had avoided the worst maladies of the "desmogging" era
by offering exhaust-gas recirculation on 49-state cars and twin thermal
reactors for smoggy California. And in city driving, the '75s were
better behaved than the '74s.
The Carrera now cost $1,700 more than the S but made up for it with
standard bodyside graphics in special colors, a three-spoke steering
wheel, and the items mentioned above. Interiors were becoming funereal,
with matte black or silver replacing shiny materials now banned by the
feds.
Overall, though, the 911 remained "one of the world's best sports
cars," in R&T's widely shared view. "If an automotive bargain still
remains in our inflation-ridden world, the Carrera, or any 1975 911, is
it."
Honoring 25 years of Stuttgart production, Porsche issued a
limited-edition Silver Anniversary 911S in 1975. Only 1,500 were built,
with half going Stateside. Each wore diamond-silver metallic paint,
custom interior trim of woven silver-and-black tweed, and a numbered
dash plaque with Ferry Porsche's facsimile signature.
Ever looking ahead, the good doctor confirmed that the old warrior was
far from finished: "With all the regulations that are known to us now,
we think the 911 can keep going for the next six years." As usual, he
was being modest.
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.
Picks: Car overall is
*extremely* nice inside and out, all rims are clean and without curb
damage but could use a light polishing,
car under-
went a complete high-quality respray in 1983/84 and there are some
minor
rust bubbles appearing on the drivers rear quarter above the engine
lid - this is very minor and could be repaired very easily, there is
hardly any rock pecks anywhere on the car, the interior is
exceptionally clean
and the only real flaw is one small pinhole in the dash in front of the
passenger seat, sunvisors are puffy, the material around the rear shelf
is
in place but is loosening up, toolkit tools are rusty, overall a
fantastic example of an early 911 - a tough 911 to replicate in
condition, ownership
history and documentation, nothing else to
reasonably fault.
Numerical Condition Evaluation:
(1 denotes Very Poor / Item needs replacement, 10 denotes Excellent / Showroom New)
PAINT: 9
BODY: 9
CONV. TOP: 9
RIMS: 9
TIRES: 7
WINDSHIELD / GLASS: 9
LEATHER: 9.5
INT. CARPETING: 9.5
SERVICE RECORDS / OWNERSHIP HISTORY: 10
*Vehicle
is located at BMI - more information or photographs are available upon
on request. While every reasonable effort has been made
to
ensure the accuracy of the above data, mistakes regarding hp ratings,
options, etc. can be made. I have also done my best to be very
honest
and very critical about the cosmetic and mechanical condition of this
vehicle. Of course, it is not possible to pick-up on every single
detail
or flaw. Please keep expectations realistic as this is a pre-owned
vehicle, and I have personally found blemishes on brand new
undriven
vehicles. If you are an exceptionally detailed oriented person, please
contact me to verify any information directly, and I will do my
best
to specifically photograph anything you request and to answer any of
your questions to the best of my ability.
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