The 1969 model year marked the introduction of a number of important changes in the production of the 911. Perhaps the most important of these changes was the increase in the 911’s wheelbase to make the car more stable at speed and greatly enhance its handling characteristics overall. In order to achieve this, Porsche’s chassis engineer, Helmuth Bott incorporated lengthened rear semi-trailing arms with new axles with constant velocity universal joints. A rear anti-roll bar now included as standard equipment, stiffer torsion bars were installed, as well as shorter rubber springs and shock absorbers. The fenders were flared slightly to accommodate a larger wheel and tire package. In the end, the wheelbase was lengthened by a total of 2.4 inches and drastically reduced the 911’s inclination to oversteer.
The magnesium crankcase technology developed for use in the 911R and several race cars was introduced for the first time in the production models, a weight savings of approximately 22lbs. This iteration of the 2.0L was a true race-bored engine with the highest compression of any early 911 motor, and the foundation of the 1973 Carrera RS and many Le Mans competition motors. As the 911S the top-of-the-line, high-performance model, it also received Bosch mechanical fuel injection and was capable of producing 170 horsepower from the 2.0-liter flat-six.