Beschreibung:

2,341cc SOHC Flat 6-Cylinder Engine Bosch Fuel Injection 190bhp at 6,500rpm 5-Speed Manual Transaxle 4-Wheel Independent Suspension 4-Wheel Disc Brakes *Final year of the longhood 911 *Offered from a near 40-year present ownership *Matching numbers example *Tremendous factory equipment THE 1973 PORSCHE 911S The longhood era for the Porsche 911 was a time of considerable change. Conceived as a sportscar, built much like the outgoing 356 it replaced, it developed over the years a flair and style that served to define the brand for years to come. The search for the 356's replacement began in 1959. Porsche, seeking a much more powerful, larger, and more comfortable replacement, debuted the prototype 901 in September of 1963 at the Frankfurt Motorshow with production beginning a year later in 1964 alongside the last of the 356s. The model range expanded in 1967 with the addition of the 'S' model marking the beginning of the 911 as a genuine performance car, meeting requisites on both road and racetrack. 1968 marked the beginnings of government influence on automobile design and emissions - later in '69, the wheelbase was lengthened, and weight more evenly distributed throughout the chassis. By now the model range included three versions: T, E & S - the latter two equipped with a mechanical injection system. All were now powered by a motor displacing 2.0 liters. From 1970 into 1971 with the 912 dropped and the 914 picking up as the introductory car, displacement further enlarged to 2.2 liters. The 1972 and '73 engine displacement increased again to 2.4 liters so as to account for power lost from compression ratio reductions required in meeting low-octane leadless fuel. A stronger and more user-friendly H-pattern type-915 5-speed replaced the outgoing dog-leg of the generation prior. Porsche engineers in mid-year 1968 replaced aluminum engine cases with magnesium. Although the magnesium flat sixes operated within the limitations of the material, extreme conditions proved challenging and an added oil cooler was fitted to the right front fender on all S cars starting in '69. By '73 the cooler became an optional accessory, a necessity in the warmer parts of the world if the car is to be driven aggressively. Overall, the later F-body '72-73 models provided higher torque than the earlier 2.0 liter cars and thanks to the revised 915 transmission, required less shifting. As a result of the more pleasant driving experience, these F-series '72-73 models make for the best drivers' touring car. THE MOTORCAR OFFERED Originally sold by Continental Porsche & Audi in Portland, OR, this luscious 911S left the factory in fall 1972 wearing color code 62 Light Yellow paint. Factory equipped with an electric sunroof, Koni shocks, sport seats, a limited slip differential, an auxiliary oil cooler and Pirelli-wrapped Fuchs, the retail price of 0714 was easily pushed into the lower teens (a substantial increase over base $9,500). A Mr. Victor Powell of Gresham, OR purchased the S-car in February of 1973 and retained it until '75. Changing hands four times after Mr. Powell, the car was offered once again in 1981. With a 2-seat 914 failing to meet the needs of a growing family and with a wife convinced, this 4-seat rear-engined 911S was purchased. A family car as it was initially to be, so it remained for the succeeding 38 years. From learning "stick" to later highlights in a Portland high school yearbook as "cool student cars," the 911 dutifully filled its role. Continually maintained and kept out of the Pacific Northwest's precipitation, this 911 has seen a mere 1,400 annual miles on average since purchase. Although few invoices exist between 1973-81, every receipt from '81 onwards is present in the vehicle's portfolio. Later in 0714's life, it was decided that a restoration was in order and Redline Service in Tucson, AZ was selected as the shop to perform the services. In late 2012, the car was driven south from Portland and the operation began. The engine