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1968 Porsche 912 With 911 Upgrades on 2040-cars
Year:1968
Mileage:79500
Location:
United States
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The car is a result of a wonderful & long lasting impression I got upon reading about the 1968 Trans Am Championship winning Porsche of Tony Adamowicz. As it turns out the Porsche 911 car was actually a 912 chassis converted to a 911 engine. At the time, close to 10 years ago, I had a 1970 911S that had to be sadly relinquished to the graveyard due to corrosion and wreck and the intention was to resurrect it in the same fashion of the Tony Adamowicz car and fit the 911S engine to the cleanest and "near concourse" 912 that could be had for under 25k. But fate would intervene and the 911S engine would end up with Magnus W. who was not yet a Porsche 911 celebrity that he is now because he gave me an offer that I could not and did not refuse.
Eventually the engine sourced was a 2.7L fuel injected from a 74 or 75 911 which now currently displaces 2.8 liters and mated to a dogleg 5 speed. Alongside this, all remaining relevant and useable 911S parts were fitted into the 912. The car has fully adjustable front and rear suspension and S brake calipers on Brembo cross-drilled rotors. It has stiffened Bilsteins all around. It has genuine 911 instrumentation which were restored at Noho Speedometers. The odometer was reset to zero and is yet to be hooked up! The mileage given in this auction is best approximation of what was in the chassis of the 912 before instrumentation conversion. It has a working aftermarket radio and CD. It has all brand new weatherstripping down to the window channels and so you will be surprised how airtight and quiet the cabin is at freeway speeds. Despite the roll cage, the car has a pristine black Porsche headliner in it. All decos and brightwork including bumperettes and flag side mirror are genuine Porsche and new.( the original 1968 side mirror is included but glass is broken) It has a brand new Bosch air horns. The car was meant to be a "pocket rocket daily driver" and therefore the go fast approach could not be 100% full blown. Although current seats are very lightweight they are not race seats but rather comfortable reclining seats. As bonus, I am including a brand new Recaro with holes for harnesses for track-day or slalom racing.(see pics) There are no fuel cells or lightweight batteries. All glass are bone stock. The only fiberglass body panel is the ducktail however I am including the original engine lid with original aluminum engine lid grille.(see pics) For a clean lightweight treatment, the interior of the 912 was gutted down to sheet metal (all rubbery rustproofing material was chemically scraped out) and then the bare 46-year old metal was "heat painted." The same treatment goes for the trunk compartment. The lightweight reclining vintage Recaros were imported straight from Germany and are not reupholstered. For safety and rigidity a permanent welded roll cage was installed. The side cage bars were purposely fitted low for easy in and out access as a daily driver. The 5.5x15 Fuchs of the 912 was sold (what a mistake I now know) since they were useless in containing the power of the car and as mentioned, rear metal flares were butt-welded to fit the staggered 7 & 8x15 Fuchs and Toyo Proxes to be able to handle the huge increase in power and torque. The car is quite torquey that it will spin the tires easily on 2nd gear and 3rd on half abrupt clutching. All heat exchangers are functional and there is a brand new blower motor so there is proper cabin heat if needed in cold climates. It has a remote controlled ignition cut-out switch installed and this acts pretty much like a turbo timer. The car is built right and as testimony to this, 2 years ago, the car sat for a little over 13 months in my garage unattended while I was away continuously overseas. The moment I returned stateside I attempted to start it and it started on first try without the battery being charged. It did not puff one tiny smoke and much more did not drop 1 drop of oil the whole time it sat. What is more impressive is that 2 days after I first started it, I drove it from Cali to Vegas and back without a single issue. There is absolutely no issues with the car mechanically and absolutely no electrical gremlins that drain battery juice. The only cons that I can say is that there is one cam-lock set screw (not sure if this is the exact name) for the rear passenger side trailing arm that is stripped due to over-tightening and has to be replaced. Consequently ride height on that corner should be checked. Cannot remember now why I never was able to source that one out. Another con is that the engine compartment could be improved a lot with dressing the engine. The engine was never dressed for show but it would be nice if the new owner will dress it up for show. It is however, very reliable, very dry and most importantly very powerful as it is. |
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While it's unclear what caused the accident, German Car Scene notes, "We can see his brakes locking up ahead of the impact, which also ripped both driver's side wheels off, so it may be a case of ill-judged late braking, locking brakes or a jammed throttle." Us? We're betting it might have been bad pace notes. Fortunately for Harry and his co-driver, all indications are that no one was hurt. Check out the videos below to see the spectacular crash for yourself.
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Porsche offered a GTS version of the 911 in its previous generation, and this new one seeks to slot somewhere between the standard car and the hardcore GT3. It's available in coupe and cabriolet forms, with either rear- or all-wheel drive, starting at $114,200, *not including $995 for destination. The GTS Cabriolet comes in at $126,100, while models equipped with AWD will set you back $120,900 or $132,800 for the coupe or convertible, respectively.
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Get ready for a major 911 blowout bash at next week's Frankfurt Motor Show. It was on September 12 back in 1963 at this very show where Porsche unveiled its "901" painted in a rather boring shade of beige. Though drably finished, the car caused a worldwide frenzy in the budding German sports car sphere.