The Porsche 911 is one of the most timeless designs in motoring history. This unconventional and charismatic car has evolved at a rapid pace throughout its production life. The 911S was Porsche's top-of-the-range sporting model throughout the late 1960s and early 1970s, a period when the purest and most desirable versions of the great 911 were produced. Initially available in two-liter guise from July 1966, it boasted a higher fifth gear, anti-roll bars front and rear, Koni shock absorbers and ventilated disc brakes, later also receiving alloy front brake calipers. In 1969 all 911 models had their wheelbases increased and the S variant developed a healthy 170 bhp giving it excellent performance: 0 to 60 mph in just 7 seconds and a maximum of 135 mph. Naturally the 911S found its way into competition and was successful in its class in all the major events, including Le Mans, the Targa Florio and the Tour de France. This example, a 1972 911E, originally a 2.4-liter model, was purchased by the previous owner in 1988, and handed immediately to marque expert, Chris Turner, where the more desirable 2.2 S-specification engine fitted to the car was extensively rebuilt, before a comprehensive restoration was performed by Gantspeed Engineering. More recent work includes overhaul of the fuel system, with a new fuel pump and injectors, a rebuilt injection pump and intake stacks with rebushed butterflies. The car is resplendent in black with a matching black interior.

SCM Analysis


Vehicle:1972 Porsche 911E coupe

This 911 sold for $20,865 at the Coys of Kensington sale in London, November 1999. This result points out the disparity between the U.S. and European markets. For American purists, the substitution of the smaller engine, even done to “S” specs, would be a real price-killer. In Europe, where the 2.2L is regarded as having more “snap” than the 2.4L by many owners, the change didn’t affect the price at all.

The 1972 and 1973 2.4-liter cars are the final years of the small-bumper bodies. Aside from the Carrera RS, they have the largest displacement engines. 1972 is also the first year of the stronger 915 gearbox, which replaced the original 901 box that could no longer handle the torque of the bigger engines. To many early 911 enthusiasts, cars from these last two years are the ones to own.

This car has the 1970-71 2.2-liter S engine, which may seem like a letdown. However, the 2.2 and 2.4 engines are highly similar: both have mechanical fuel injection and identical cylinder diameters; the 2.4 achieves its extra displacement by being stroked for longer piston travel. Many tuners believe the “short-stroke” 2.2-liter cars are a bit sharper off the line than the 2.4 models. Of course, for sustained high-speed work, the extra displacement of the 2.4 comes in handy. But for sprints to the dry cleaners or through the local club’s autocross course, the punch of a crisp 2.2 can be quite satisfying.

The 911E model is a bit of a sleeper, as many do not realize that the E has the bigger brakes and appearance group of the S. So this E, with the S engine, has the full mechanical complement of an S.

However, this 911E has a number of non-original items in addition to its engine, such as the Carrera RS stripe on the engine cover, the 7″ Fuchs alloys, and perhaps the color. In the U.S., this car probably would not have made so much, despite its reputed excellent condition. But in the U.K., where good, rust-free cars are rare, decent 911s tend to bring more, sometimes substantially more than here in the Colonies.

Theses early 911 cars are slowly being rediscovered as the great all-around cars that they are. I expect prices will continue to rise. This one, bought at well below restoration cost, should provide many hours of driving pleasure, and might even be able to be sold for a profit within the next twenty-four months – but only in Europe. – Jim Schrager

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