Porsche 911 2,0 901/05 Coupe RHD

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911 2,0 901/05 Coupe RHD





The earliest editions of the 911 had a 130 PS (96 kW) flat-6 engine, in the "boxer" configuration like the 356, air-cooled and rear-mounted, displaced 1991 cc compared with the 356's four-cylinder, 1600 cc unit. The car had four seats although the rear seats are very small, and the car is usually called a 2+2 rather than a four-seater (the 356 was also a 2+2). It was mated to a five-speed manual "Type 901" transmission. The styling was largely by Ferdinand "Butzi" Porsche, son of Ferdinand "Ferry" Porsche. Erwin Komenda, the leader of the Porsche car body construction department, was also involved in the design.

Production of the new Porsche began in September 1964. Of the first 232 cars built in 1964, the first 82 received the 901 designation. The other 150 were labeled as 911s, though the 901 nomenclature continued to be used for internal parts designation for years thereafter. Currently only 45 of the ’64 901/911s are known to exist, making the first year of the iconic Porsche very rare indeed.

The 356 came to the end of its production life in 1965, but there was still a market for a 4-cylinder car, particularly in the USA. The Porsche 912, introduced the same year, served as a direct replacement. It used the 356's 4-cylinder, 1600 cc, 90 hp (67 kW) engine but wore the 911 bodywork.

In 1966 Porsche introduced the more powerful 911S, the engine's power raised to 160 PS (120 kW; 160 hp). Alloy wheels from Fuchs, in a distinctive 5-leaf design, were offered for the first time. In motorsport at the same time, installed in the mid-engined Porsche 904 and Porsche 906, the engine was developed to 210 PS (154 kW).

In 1967 the Targa version was introduced as a "stop gap" model. The Targa had a stainless steel-clad roll bar, as Porsche had, at one point, thought that the National Highway Traffic Safety Administration (NHTSA) would outlaw fully open convertibles in the US, an important market for the 356. The name "Targa" (which means "shield" in Italian) came from the Targa Florio sports car road race in Sicily, Italy in which Porsche had notable success, with seven victories since 1956, and four more to come until 1973. This last win in the subsequently discontinued event is especially notable as it was scored with a 911 Carrera RS against prototypes entered by Italian factories of Ferrari and Alfa Romeo. The road going Targa was equipped with a removable roof panel and a removable plastic rear window (although a fixed glass version was offered alongside from 1968).

The 110 PS (81 kW; 110 hp) 911T was also launched in 1967 and effectively replaced the 912. The staple 130 PS (96 kW; 130 hp) model was renamed the 911L. The 911R had a very limited production (20 in all). This was a lightweight racing version with thin aluminium doors, a magnesium crankcase, twin-spark cylinder heads, and a power output of 210 PS (150 kW; 210 hp).

In its first incarnation, Porsche's single-overhead-camshaft, air-cooled flat six displaced 1,991cc and produced 130bhp; progressively enlarged and developed, it would eventually grow to more than 3 litres and, in turbo-charged form, put out well over 300 horsepower. The first of countless up-grades came in 1966 with the introduction of the 911S for the 1967 model year. Easily distinguishable by its stylish Fuchs five-spoked alloy wheels, the 'S' featured a heavily revised engine producing 160bhp, the increased urge raising top speed by 10mph to 135mph. Thicker, ventilated disc brakes were fitted to the 'S' and there were also improvements to the interior, including a leather-rimmed steering wheel.

In 1969 the B series was introduced: the wheelbase for all 911 and 912 models was increased from 2,211 to 2,268 millimetres (87.0 to 89.3 in), an effective remedy to the car's nervous handling at the limit. The overall length of the car did not change: rather, the rear wheels were relocated aft. Fuel injection arrived for the 911S and for a new middle model, 911E. A semi-automatic Sportomatic model, composed of a torque converter, an automatic clutch, and the four-speed transmission, was added to the product lineup.

Marketed by Porsche as the most luxurious and comfortable model in the 911 range, the 911 E slotted right in between the 911 T and 911 S, replacing the one-year-only 911 L. ‘E’ stood for Einspritzung, German for “injection,” as the 911 E was fitted with mechanical fuel injection, rather than carburetors which could be found in the 911 T and 911 S. Nineteen sixty-nine would be the first year for the 911 E, and it remained in production through 1973.

The 911 L was limited to just 499 examples built in 1968 especially for the American market. The ‘L’ designation, for ‘Luxe,’ was essentially the European premier ‘S’ model fitted with an air-pump equipped engine to meet the safety and emissions regulations exacted stateside. Easily recognizable for its small side-marker lights, which are not integrated into the wrap-around tail lights or parking light clusters, the 911 L featured the 1,991-cc flat-six engine, producing 130 hp and a top speed of 131 mph. This model was the most expensive Porsche in the American market with a sticker price $600 over previous offerings. It became an immediate success and instantly collectible as a one-year-only production model.

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