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The Birth Of A Legend! It’s…

The Porsche 911 Part ONE: 1964 -1973

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The Porsche 911 stands as one of the most enduring and recognizable sports cars ever created, a design so fundamentally sound that its basic layout has remained virtually unchanged for over six decades. What began as Ferry Porsche’s vision to create a more powerful successor to the beloved 356 evolved into an automotive icon that would define the very essence of what a sports car should be. The 911‘s story is one of engineering excellence, racing heritage, and an unwavering commitment to a rear-engine philosophy that many thought doomed from the start.

Porsche 356C Carrera 2

By the early 1960s, Porsche‘s 356 had established the Stuttgart manufacturer as a serious player in the sports car market. Derived from Volkswagen Beetle mechanicals and powered by air-cooled flat-four engines, the 356 had proven itself on road and track since its introduction in 1948. By the early 1960s Ferry Porsche understood that the 356‘s basic design was reaching the limits of its development potential. Customers were demanding more power, better handling, and increased interior space. The 356‘s final iteration, the 356C introduced in 1963, featured disc brakes at all four corners and produced up to 95 HP from its 1.6-liter flat-four engine in Super 90 trim. While competent, these figures paled in comparison to the British sports cars from Jaguar and the emerging American muscle car movement. Porsche needed something more sophisticated, more powerful, and more modern.

In 1959, Ferry Porsche initiated Project 695, which would eventually become the 911. Ferdinand “Butzi” Porsche, Ferry’s eldest son and only 24 years old at the time, led the design team. Butzi’s design philosophy centered on evolutionary rather than revolutionary change. He retained the 356‘s basic rear-engine layout but lengthened the wheelbase to 87.0 inches, providing more interior room and improved weight distribution. The result was a shape that paid homage to the 356 while looking distinctly more modern and aggressive. The design featured a long hood, steeply raked windshield, and fastback roofline flowing into the engine cover. Most distinctive were the headlights, which stood upright in housings that gave the car an alert, almost predatory appearance. Butzi insisted on a simple, clean aesthetic with minimal chrome trim and no unnecessary ornamentation. Every line served a purpose.

At the Frankfurt Motor Show in September 1963, the car made its public debut as the 901 to immediate acclaim. The automotive press praised its styling, and orders began flowing in. However, there was one problem: French automaker Peugeot held the trademark on all three-digit car designations with a zero in the middle for the French market. Rather than fight a lengthy legal battle, Porsche simply changed the designation to 911 and a legend was christened. In German the number translates to Neunhundertelf, but colloquially it’s known as the Neunelfer.

Production of the 911 began in September 1964, with first customer deliveries in early 1965. At the heart of the new sports car was an entirely new air-cooled flat-six engine, a configuration that would become synonymous with the Porsche brand. Designed by Ferdinand Piëch, Ferry Porsche’s nephew, the Type 901/01 engine displaced 1,991 cc and featured a single overhead camshaft per cylinder bank, operating two valves per cylinder. The engine employed a dry-sump lubrication system, which allowed it to sit lower in the chassis and provided consistent oil supply during hard cornering. Two triple-choke Solex 40 PI carburetors fed the engine, and with a 9.0:1 compression ratio, the flat-six produced 130 HP at 6,100 RPM and 128 lb-ft of torque at 4,200 RPM. This was a significant improvement over the 356‘s 95 HP output at its pinnacle. The engine was mated to a four-speed manual transmission initially, with a five-speed unit becoming available as an option in 1967 and standard equipment by 1969. The five-speed gearbox featured a dogleg first gear arrangement, down and to the left, that positioned second through fifth gears in an H-pattern optimized for performance driving, making quick gearchanges easier. The optional Sportomatic semi automatic transmission appeared in 1967, pairing a torque converter with an automatically actuated clutch and four forward gears to ease the burden of city driving.

The rear-engine, rear-wheel-drive layout remained, despite numerous engineers questioning this configuration. The rearward weight bias (approximately 42/58 front to rear) gave the 911 tremendous traction for acceleration but made the car prone to lift-off oversteer when drivers abruptly released the throttle mid-corner. This characteristic would define the 911‘s driving experience for decades and separate skilled drivers from the merely enthusiastic. The 911‘s chassis utilized a unitized steel body construction and the front suspension employed MacPherson struts with longitudinal torsion bars and telescopic shock absorbers. This design was compact, allowing for generous front trunk space, and provided good ride quality along with responsive handling. At the rear, Porsche engineers developed a semi-trailing arm suspension also using transverse torsion bars. This setup contributed to the car’s tendency toward oversteer, as the rear suspension geometry changed dramatically under load. The rear track was notably narrower than the front, measuring 52.0 inches compared to 53.3 inches up front, which further accentuated the car’s nervous handling at the limit. Braking was handled by discs at all four corners. The front discs measured 11.1 inches in diameter, while the rears were slightly smaller at 11.0 inches. The system used a single-circuit hydraulic setup with no power assist, requiring firm pedal pressure but providing excellent feedback. The original 911 rode on pressed steel wheels, 4.5 inches wide, mounting 165HR15 tires.

Weighing just 2,380 pounds in its original form, the 911 offered genuine sports car performance. Contemporary road tests reported 0-60 MPH times in the 8.5 to 9.0 second range, with the standing quarter mile taking approximately 16.5 seconds. Top speed was rated at 130 MPH, though some test drivers reported seeing as much as 135 MPH. What made the 911 special was not just its straight-line performance but its overall driving experience. The engine’s flat-six configuration produced a distinctive mechanical symphony that combined a deep bass note at low RPM with an increasingly urgent wail as the tachometer needle swung toward the 6,500 RPM redline. The steering communicated every nuance of the road surface. And then there was the handling, that unique rear-engine behavior that made the 911 simultaneously thrilling and intimidating. In steady-state cornering the 911 exhibited mild understeer, but lift off the throttle mid-corner or brake while turning and the rear end would swing wide with startling speed. Skilled drivers learned to use this characteristic to their advantage, deliberately inducing rotation with a lift or trail-braking, then catching the slide with opposite lock and throttle application. However, average drivers who lifted the throttle or applied the brakes too hard in a corner near the limit found that the car would swap ends and put you in the weeds at the side of the road faster that you can say “Stuttgart”. The 911 rewarded smoothness and punished abrupt inputs.

The 911‘s interior represented a significant step forward from the 356. The dashboard featured five circular instruments, a layout that would become a 911 hallmark. A large tachometer sat directly in front of the driver, with the speedometer positioned to its right. Three smaller gauges for oil temperature, oil pressure, and fuel level occupied the left side. Seating consisted of two individual bucket seats up front with a small bench seat in the rear. While Porsche marketed the 911 as a 2+2, the rear seats were suitable only for small children or very short trips. The front trunk offered 4.7 cubic feet of storage space, enough for a weekend’s worth of soft luggage. Combined with the rear seat area, the 911 offered reasonable practicality for a sports car.

911 Targa

In September of 1965 Porsche introduced the 911 Targa (meaning “number plate” in Italian) at the Frankfurt International Motor Show. This version had a stainless steel-clad roll bar because proposed safety requirements from the US National Highway Traffic Safety Administration (NHTSA) for rollover protection in convertibles were forthcoming, and the US was a very important market for the 911. This was the first cabriolet in the world with a fixed roll bar. The “Targa” name was for the Targa Florio sports car road race in Sicily, where Porsche had already scored several victories. A removable roof panel and plastic rear window, both of which could be stored in the “frunk” (front trunk, since the engine took up the rear where a normal trunk would be), allowed safe open-air motoring, or just with the top off or the rear window removed, driver’s choice. This was an entirely new, totally different kind of Porsche driving experience.

The Targa and its removable roof panel were the focal point in a 1980s advertisement for Maxell cassette tapes, where the roof was shown being blown off supposedly by the power and fidelity of the stereo and tape. (I have a print of just the picture of the Targa and roof from this very ad above my desk.) For a short while Porsche considered naming the model the “911 Flori”, until the Head of Domestic Sales Harald Wagner asked the question “Why don’t we just call it Targa?” They filed for a patent for the concept in August of 1965 and were producing Targas by the fall of 1966. In late summer 1967, Targas could be ordered with a fixed and heated rear window made of safety glass, and this solution became standard equipment a year later.

911S

Porsche introduced the 911S in 1966, creating the template for high-performance 911 variants that continues today. The S model featured numerous upgrades over the standard 911. Forged pistons replaced the standard cast units, and the compression ratio increased to 9.8:1. Most significantly, the S employed Weber 40 IDS carburetors instead of the Solex units, improving fuel atomization and throttle response. These modifications resulted in an output of 160 HP at 6,600 RPM and 132 lb-ft of torque at 5,200 RPM, representing a 30 HP increase. The five-speed transmission was standard equipment, and Porsche fitted ventilated disc brakes. Suspension modifications included Koni shock absorbers and a rear anti-roll bar.

Externally, the 911S was distinguished by bright trim around the windows and optional Fuchs forged alloy wheels. These five-spoke wheels, designed by Heinrich Klie of Fuchs, would become one of the most iconic wheel designs in automotive history. At 5.5 inches wide, they were half an inch wider than the standard steel wheels and significantly lighter. Performance was significantly improved with the 911S, with 0-60 MPH times dropping to around 7.7 seconds and top speed increasing to 140 MPH.

912 1965 -1969

While the 911S catered to performance enthusiasts, Porsche recognized that the 911‘s price tag put it out of reach for many potential customers. The solution was the 912, introduced in April 1965, which mated the 911 body and chassis with the 356SC‘s 1.6-liter flat-four engine. This combination offered the modern styling and improved interior space of the 911 at a more accessible price point. The 912‘s engine produced 90 HP at 5,800 RPM and 93 lb-ft of torque at 3,500 RPM. Performance was modest, with 0-60 MPH taking approximately 11.6 seconds and top speed reaching 116 MPH. However, the lighter rear end actually improved handling balance compared to the 911, reducing the understeer tendency and making the car more forgiving at the limit. The 912 proved more popular than Porsche anticipated, actually outselling the 911 during its production run. Between 1965 and 1969, Porsche built 30,300 examples of the 912 compared to just 21,250 911s during the same period. This success demonstrated that customers valued the 911‘s styling and practicality as much as its performance.

2.2 Liter 1969 – 1971

For the 1969 model year, Porsche increased the 911‘s engine displacement to 2.2 liters by lengthening the stroke from 66mm to 70.4mm while maintaining the 80mm bore. This provided additional torque and improved low-end response. The lineup consisted of the base 911T, the mid-range 911E, and the performance-oriented 911S. The 911T (Touring) served as the base model, powered by a 2.2-liter engine producing 125 HP at 5,800 RPM using Weber carburetors. The 911E (Einspritzung, German for fuel injection) represented Porsche‘s first use of fuel injection in a production car, employing a Bosch mechanical system that produced 155 HP at 6,200 RPM. The 911S retained its position at the top of the range with 180 HP at 6,500 RPM, also using the Bosch mechanical fuel injection. The fuel injection system offered significant advantages over carburetors, including better cold starting, improved fuel economy, and more consistent performance across varying altitudes and temperatures. Other improvements for 1969 included self-ventilating disc brakes for all models. The wheelbase was lengthened by 2.24 inches to 89.3 inches, improving stability and creating slightly more interior room.

2.4 liter 1972 – 1973

The final displacement increase of the original 911 generation came for the 1972 model year when Porsche enlarged the engine to 2.4 liters by increasing the bore to 84mm while maintaining the 70.4mm stroke. This resulted in an engine that was both more powerful and more torquey than the 2.2-liter unit. Power output now stood at 130 HP for the 911T, 165 HP for the 911E, and 190 HP for the 911S, all measured at 6,500 RPM for the E and S models. Torque figures also improved across the board, with the 911S producing 159 lb-ft at 5,200 RPM. These increases made the 911 range more competitive and provided better around-town drivability. The 2.4-liter cars introduced several important mechanical improvements. An external oil filler on the right rear quarter panel made checking and adding oil more convenient. Unfortunately gas station attendants kept filling the oil tank with gasoline, thinking it was a normal fuel-filler door, so Porsche moved it back inside the engine bay for 1973. The oil tank capacity increased to 12 quarts, improving oil cooling. Suspension modifications for 1972 included revised spring rates and shock absorber valving. The rear track was widened slightly to match the front at 53.3 inches, reducing the car’s nervous tendencies at the limit.

Racing 911s

Porsche never viewed the 911 as just a road car; from the beginning it was also a competition tool. From its earliest days, the 911 proved itself on race tracks around the world. Early competition success came quickly. In 1965, a 911 finished fifth overall at the Monte Carlo Rally, and by 1968, private teams were regularly campaigning 911s in various racing series. The car proved particularly dominant in the 2.0-liter Grand Touring class. Victories in events like the Targa Florio, European Rally Championship, and various national racing series demonstrated the 911‘s versatility as well as building a reputation that fed directly back into showroom sales.”Win on Sunday, sell on Monday” was just as valid across the pond as it was in the US. Porsche‘s factory team developed increasingly potent race versions, culminating in the 911R of 1967. This lightweight special, built in a limited run of just 20 examples, featured a 210 HP engine, fiberglass body panels, and Plexiglas windows. Weighing just 1,830 pounds, the 911R could reach 150 MPH and proved devastatingly quick on track.

Carrera RS 2.7 1973

The homologation special that would become the most celebrated early 911 appeared in 1973. Porsche needed to build 500 examples to qualify for FIA Group 4 competition, so they created the 911 Carrera RS 2.7, a lightweight, high-performance variant that would become one of the most sought-after classic Porsches. The RS employed a 2.7-liter version of the flat-six engine, achieved by further increasing the bore to 90mm. With mechanical fuel injection and an 8.5:1 compression ratio, the engine produced 210 HP at 6,300 RPM and 188 lb-ft of torque at 5,100 RPM. This represented a 20 HP increase over the contemporary 911S. Weight reduction was achieved through multiple methods. Thinner steel was used for body panels, and sound deadening material was eliminated. Lightweight bucket seats replaced the standard items, and rear seats were deleted entirely. Thinner window glass, lighter door panels, and a smaller battery all contributed to a curb weight of just 2,150 pounds, some 220 pounds lighter than a standard 911S.

The most visually distinctive feature was the ducktail rear spoiler, integrated into the engine cover. This aerodynamic device reduced lift at the rear axle by approximately 75 pounds at highway speeds, improving high-speed stability. The spoiler would become one of the most iconic styling elements in Porsche history. Performance was sensational for the era. Contemporary road tests recorded 0-60 MPH times of 5.8 seconds, with the quarter mile passing in 14.1 seconds at 96 MPH. Top speed exceeded 150 MPH. The increased rubber contact patches, combined with the weight reduction and revised suspension tuning, gave the RS handling capabilities that approached those of contemporary race cars. Porsche ultimately built 1,580 examples in various specifications.

During its first decade of production, the 911 competed in an increasingly crowded sports car marketplace. In Europe, the car faced competition from Jaguar‘s E-Type, which offered more power and arguably more dramatic styling at a lower price. The Series 3 E-Type‘s V12 engine produced 272 HP, dwarfing the 911‘s output, though the British car’s additional weight and less sophisticated handling partially negated this advantage. From Italy, Ferrari‘s Dino 246 GT offered mid-engine sophistication and gorgeous Pininfarina styling. While the Dino‘s 195 HP 2.4-liter V6 produced similar power to the 911S, the Ferrari‘s mid-engine layout provided more neutral handling characteristics. However, the Dino cost significantly more and lacked the 911‘s practicality and reliability, Italian sports cars of the period being highly fussy and temperamental beasts. In the American market, the 911 competed against Chevrolet‘s Corvette, which offered much more power from its V8 engines but lacked the German car’s handling finesse and build quality. The Corvette‘s 350 cubic inch V8 produced up to 270 HP in 1973, making it significantly faster in a straight line. What set the 911 apart from all these competitors was not superior performance in any single area but rather its exceptional balance of capabilities. It offered genuine sports car performance with everyday usability, precise handling with reasonable ride comfort, and exotic car cachet with German reliability. The build quality was superb, with tight panel gaps and an overall feeling of solidity that put many competitors to shame.

By 1973, the 911 had established itself not just as a successful sports car but as a cultural icon. The distinctive shape was instantly recognizable, the engine sound unmistakable. Owners developed a passionate attachment to their cars that went beyond mere appreciation of mechanical excellence. The 911 represented a lifestyle choice, a statement of values that prioritized driving engagement over raw power. The car attracted an interesting cross-section of owners. Enthusiasts appreciated the performance and handling, while professionals valued the practicality and reliability. The 911, especially the S and Carrera RS, could serve as daily transportation during the week and race car on weekends, a versatility few other sports cars offered. This broad appeal helped Porsche build a loyal customer base. The 911‘s success in competition enhanced its reputation and provided valuable marketing. When privateers could purchase a 911 and successfully race it against purpose-built competition cars, it validated Porsche‘s engineering philosophy. Race victories on Sunday translated to showroom traffic on Monday. The original 911, in its various forms from 1964 to 1973, established the template for everything that followed. It proved that rear-engine sports cars could be both fast and practical, that air-cooled engines could compete with water-cooled designs, and that evolutionary development could produce better results than revolutionary change. Most importantly, it demonstrated that a sports car could be more than just transportation. The 911 became an expression of engineering philosophy, a rolling statement of values that resonated with enthusiasts around the world. This legacy, built in those first ten years, would carry the nameplate through six decades of continuous production, making the 911 one of the most successful and enduring sports cars ever created.

This is another in a long line of cars I’ve written about that I have a personal connection to. My late brother owned not one, but two 911s when he was stationed in Germany. One was an orange 1971 911T, the other a silver 1970 911S. I had a chance to drive the S, and it was the experience of a lifetime. The loud wail of the flat-six behind me at high revs was unlike anything I had ever heard before, and while the power under the command of my right foot was not immense compared to my 325 HP Chevelle, it was more than up to the task at hand given the 911’s light weight. I had never experienced road feedback and handling even close to this car prior to that time, the steering in my Chevelle felt numb and the stock GM suspension felt wallowy by comparison. I am so grateful that I got to drive this very special machine. When we went to Germany in the early 1970s, my father joked that, he being a lover of sports cars, had I not been along he would have bought a 911 Targa rather than the Fiat 124 Sport that eventually passed down to me. ✪

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