At the 1963 Frankfurt Motor Show, Porsche unveiled its prototype no. 5, christened “901”. But when the new GTs were officially launched, Porsche had to rename them 911, as Peugeot had already registered all three-digit names with a 0 in the middle. Until 1967, Porsche sold over 10,000 examples of its GT, which became a benchmark in the world of sports cars.
It was in this year that a range was launched based on the same body styles (coupé and targa), with the same two-liter Flat 6 engine but different power ratings. The 2.0S would develop 160 bhp, the 2.0 T 110 bhp to position itself as an entry-level model, and the 2.0 L 130 bhp.
In August 1968, Porsche tried to find a solution to the 911’s characteristic roadholding. Factory technicians modified their flagship model and increased the 911’s wheelbase by 5.8 cm, from 2.210 m to 2.268 m. While 5.8 cm may not seem like much on paper, it was enough to significantly improve the Porsche 911’s roadholding, without altering its character, which is what makes it so charming… In the same year, Porsche replaces the 911 2.0 “L” with the “E”. The name derives from the engine’s fuel injection system (“E” for Einspritz, or “injection” in German).
In August 1969, the 2.0 was replaced by the 2.2L, still available in the T, E and S versions. Finally, for the 1972 model year, Porsche once again increased displacement to 2.4 liters (closer to the 2.3L, since 2341 cm3), with a new gearbox, the 915, replacing the dogleg 901. The 911 2.4E now develops 165 hp with 21 m/kg of torque at 4,500 rpm.
The first production year of the 2.4s was characterized by the famous “oil trap”, placed on the ARD fender, an idea that was abandoned on the ’73 vintage in view of the fact that some petrol fill-ups were carried out through the oil trap…
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