The Porsche still has the narrow body, but is already fully galvanized, as this was the case for all models from model year 1977. This is also the reason that I never had rust problems and the car is still in very good condition today. Some parts have been repainted over the years, but I have never had a major accident or other problem.
Since I was employed in a VW Audi company from 1980 to 1993, all service work was done there. From 1993 to 2003 I had a VW Audi operation myself and of course it was clear that all repairs were done by my mechanics. At that time, for example, the chain tensioner was renewed so that it automatically tensions with oil support and no longer has to be checked manually. In 2003 I reoriented myself and since then have been the educational director of an adult education institution.
Since the sale of the company, my car has been taken care of by the friend of a car company boss. Only for special repairs do I go to a Porsche specialist in the Waldviertel (near Vienna). There, two years ago, I had the heating mechanics replaced in addition to the cold run controller. The clutch and the Targa roof were also renewed not long ago. You can see from the service booklet that every service has been done.
The car is in original condition, no re-import from the USA and has never been "restored to death". Four years ago, I requested the delivery certificate from Porsche. I particularly notice that renovated models often sound very "tinny" when driving, because the insulation is no longer original. That is not the case with my vehicle and it is a pleasure to see how quietly but emphatically the six-cylinder in the rear draws attention to itself. Even today, I often find myself shifting down a gear in a tunnel to enjoy the robust sound like a young boy when accelerating. Unfortunately my wife is not enthusiastic about it.
Although the car has only four gears, it can be driven very lazily. The last time I tried the top speed of about 230 km / h was in a youthful race 30 years ago against a Mercedes 450SL. Now it happens more to me that subsequent drivers are annoyed because such an old white-haired grandpa on the country road blocks the traffic at 50 km / h.
I only sell Porsche to a private individual and not to dealers or resellers. If you are interested in the car, you can of course order a detailed test or take a specialist with you. Just give me a call beforehand.
Below you will find some thoughts about the G model, which I recently found on the Internet. The author Markus Klimesch has thought about the uniqueness of this model …….
The Porsche 911 2.7 - The narrow G finds the light - Porsche 911 Targa 1977
08.12.2018 / BY MARKUS KLIMESCH
“He has the guts like Jupp Heynckes in his weft leg and the rough charm of Jean-Paul Belmondo. Its appearance is shaped by the new safety bumpers (bumpers). Remarkable inner values are still reliability, temperament, safety and solid workmanship. “This is how Rudolf Urban from the Munich newspaper“ tz ”welcomed the 1974 model year with the new Porsche 911 G model. But the fan base was shocked. Purists refused to understand what had just happened. The American 911 friends were happy that the Porsche 911 was still alive.
After around ten years of construction, the 911 was extensively revised. Porsche summed it up in the 1976 sales prospectus: “There was already a 911 in 1964 - and it hardly looked any different then than it does today. Not only was it almost as beautiful - it was also almost as fast: 210 km / h. So what have we done since then? Eleven years of model consistency, that means eleven years of fine-tuning the details: hardly visible, but immediately felt. A comparison trip of just a few minutes would make the crucial difference clear to you. In today's Porsche, the same pace appears to you only half as fast - and half as exhausting. The same performance occurs at speeds that are a third lower. The higher torque allows longer gear ratios and makes the engine elastic. You have to shift much less often. And - it has become much quieter in the Porsche. ”
Porsche 911 G-Modell - three variants were available
The model range for 1974 included three engine and two construction variants. All vehicles had the 2.7 liter engine. In the Porsche 911 and Porsche 911 S models with 150 and 175 hp, a Bosch K-Jetronic provided the mixture preparation, while in the Carrera the mechanical injection from the predecessor Carrera RS provided 210 hp. There was the 911 as Coupé and Targa, for the first time the Carrera with the open roof could also be ordered. While the base prices (from today's perspective) were set quite attractively (DM 26,980 for the 911, DM 30,980 for the 911 S), the extras could cost a lot. A fully equipped 911 could cost a whopping 40,000 DM at the time.
With the new Porsche 911 2.7 G model, Porsche served a whole range of smaller optimizations. The main ones were:
the plastic tank enlarged to 80 liters
the extended foot pedals
the auxiliary spring of the clutch pedal, which reduced the forces by a third
the elimination of the hydropneumatic shock absorbers from the M equipment list
new rear axle control arm made of cast aluminum
Defroster nozzles for the side windows
more powerful torque generators for 911 and 911S (not for Carrera)
a battery with 66 amp hours in the trunk
a headlamp cleaning system for an additional charge
the water filler neck for the windscreen washer system in the front fender
A real Porsche even with 150 HP
In 1974, 150 hp was still an announcement, because the normal automobile usually had to make do with around 50 - 75 hp. Thanks to its low weight, sporty performance was possible. The Porsche sprinted from 0 to 100 km / h in 8.2 seconds, the top speed was measured at an impressive 210.4 km / h. And don't forget, we're talking about the 1970s. The response to the gas is direct and typical of a 6-cylinder boxer, the car only develops its full sound and performance potential after 4,000 tours. At this point it should be mentioned that the 150PS 911 is in no way inferior to the 911S in terms of torque. Both 911 and 911S have 235NM torque, the "small" 911 reaches its maximum even 200 revs earlier than its big brother, namely at 3,800 revolutions per minute.
Tester Fritz Reuter attested a slightly understeering driving behavior to the 911, but we all love that on the 911. The specialist magazine auto motor und sport compared the 911 S in summer 1974 with its main competitors at the time: Mercedes 280 SLC, BMW 3.0 CSi and Alfa Romeo Montreal (8 cylinders). At the time, the Porsche was the weakest of the competition with 175 hp. Despite its lack of horsepower, the Porsche 911 won in the disciplines of acceleration and top speed.
Despite its lack of horsepower, the Porsche 911 won in the disciplines of acceleration and top speed.
The brakes received only praise and the driving comfort was attested to great progress compared to the predecessor. No wonder, then, was the conclusion of the endurance test published the following year that the 911 was one of the best all-round sports cars in the world. Starting from model year 1976, the load-bearing parts of the body were hot-dip galvanized and thus the major problem of the first series was considerably remedied. So that's the facts from back then.
Porsche 911 G-model
If a few G-models were converted just a few years ago to mimic a car from the previous series, the demand for well-preserved and original, narrow G-models is increasing today. Some collectors realized that the numbers at that time were still small and the technology was very exquisite. Good vehicles are no longer easy to find because narrow G-models were frequently converted even in the 1970s. The model was the new, very wide and powerful 911 Turbo, which was launched in 1975. In addition, the cars of those years are considered to be quite durable and at the same time largely unadulterated, after all, with the exception of injection, hardly anything was changed in the traditional technology orientation in those years.
The narrow G-model (Porsche 911 2.7) now finally finds the light it deserves and emerges from the shadow of other models. In view of the already very high prices for F-models, the early G-model is a real alternative. Significantly better driving performance combined with classic optics make the narrow G-model a very exciting 911. Significantly better performance combined with classic optics make the narrow G-Model a very exciting 911.