My pride and joy is sadly up for sale, it's just been lightly restored due to it having very little rust and nothing really wrong with it by the well known Brooklands Motor Company (BMC).
The engine and 915 gearbox have been rebuilt and a new clutch has been fitted. The motor runs amazingly and pulls very well and is very quick, it's just been resprayed in black it has no blemishes what so ever and looks great, the chrome work is in good conditioned, the underside is very solid and waxyoiled. the fuchs wheels have also just been reconditioned they look great and suit the car really well and are wrapped with new tyres. I'm a stickler for originality and have made sure that everything on the car is from the correct period, except the seats which are the high back style from the later 911 models not my preference but they are really comfy and there is no real need to change them. i've just had a new stereo professionally fitted at a cost of £280 and have a new motolita wooden steering wheel and polished chrome boss waiting to be fitted, it also had new carpets fitted and and the leather seats have been reconditioned. i've just added on some brushed aluminum instrument rings to smarten the dash up they look great and fit in really well, although the speedo doesn't work i think it was disconnected when the engine was pulled out for the rebuilding and was never re-connected. (i've never really needed it i gauge the speed from the revs). There is no rust on the car what so ever that i can see and i welcome a thorough inspection.
Overall this a beautiful vintage car that gets the an amazing reception everywhere. My friends love it and beg me to drive it. I can't actually believe how many looks the car gets. I would much rather drive this car than a new 911, and these cars are fetching a lot of money (even the later impact bumber style 911 are £11,000 to £16,000 for a good one and 912's which in my opinion are not even in comparison to these 911 are rising more and more in price).
Left hand drive is not a problem in my opinion you will soon get use to it and it makes things easier when parking. if you wanted to buy a right hand drive then the price would be considerably higher (£20,000+).
If you think insurance could be a problem i would not worry i'm just 21 years old and my insurance is below a thousand fully comp.
please no silly offers,
Thanks for looking.
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Here is just some added info about this model:
The early seventies saw some of Porsche's richest competition success, their awesome 917 sports prototypes and numerous racing 911's practically vanquishing the opposition. These 2.4-litre variants built for the 1972 and ’73 model years are widely considered Porsche's best vintage 911's. Available in either basic T, luxurious E or hot S trim, customers could also choose from Coupe and Targa body styles. Predictably designated the E-series, Porsche’s 1972 model year production cars received a number of important developments focused on improving high-speed handling and ride quality.
Porsche altered the rear suspension mounting points to eliminate any compound movement of the strut, this change facilitating extra suspension travel that enhanced the cars performance on particularly rough roads. Boge shock absorbers were used for the 911 T and E along with pressed steel wheels, the flagship 911 S getting Koni dampers and Fuchs forged alloy wheels. However, it was the engines that saw the most widely recounted modifications, an increase in capacity from 2.2 to 2.4-litres being deemed necessary in order to comply with increasingly stringent emissions legislation. Displacement was upped to 2341cc, bore remaining unchanged at 84mm whilst stroke went from 66 to 70.4mm. More alterations came in the form of shorter, lighter con rods (ultimately derived from the 917), a reduced compression ratio, improved porting and a new forged crankshaft. A Typ 915 gearbox provided more torque than before, Porsche's Sportomatic transmission being available by special request. The 911 2.4 T had 130bhp at 5600rpm thanks to a compression of 7.5:1 and three Zenith 40 TIN triple choke carburettors. But the aforementioned North American emissions legislation (along with policy in Australia, Japan and Canada) dictated that for these markets, the T should use Bosch mechanical fuel injection, resulting in a 10bhp gain to 140bhp at 5600rpm.
Performance figures were once again very impressive, a top speed of 126mph and 0-60 in around 8.5 seconds having been possible with the entry level 130bhp version. Meanwhile, the 911 E boasted 165 horses at 6200rpm and the S 190 at 6500rpm, both variants getting higher compression ratios (8.0:1 and 8.5:1 respectively) as well as larger ports and intake trumpets. 0-60 times were 7.8 and a scorching 6.6 seconds respectively, top speeds no less impressive at 138 and 144mph. Furthermore, 1972's E-series 911's featured a number of aesthetic details that hadn't been seen before.
Designation scripting was now in grey metal rather than the gold of previous years, these 2.4's also being identifiable by their conspicuous lack of chrome compared to earlier 2 and 2.2-litre variants. The engine air extraction grille, horn grilles and supplementary light surrounds, all items previously chromed, were now finished in black. Also easy to spot was an oil filler cap located behind the right-hand door and opened by a button located within the cabin on the adjacent door pillar. An important development seen only on the 911 S as standard (but available on the E and T as an option) was a new front spoiler developed in order to reduce high-speed lift by up to 40%. Also, those 911 S delivered to European markets were supplied with overrider-free bumpers (available as an option), this feature lending a more purposeful stance. Cabins of all the 2.4-litre 911's were generally very similar to previous incarnations although the 1972 model year did feature some minor detail alterations. Most noticeably, the black vinyl-covered dash top was no longer above a basket weave facia, 2.4's being trimmed in leather-look vinyl colour co-ordinated with the seat shade (vinyl upholstery as standard) and door inserts. The instrument binnacle was again home to a central tach flanked by a speedo and oil guage to the left and right respectively, these in turn between a fuel guage and clock.
Porsche’s distinctive four spoke steering wheel remained as before, either coming in hard-wearing rubber (on the T) or leather trimmed as standard (on the 911 E and S). A large number of optional extras were available to customers of all variants. In addition to various wheel upgrades, customers could choose from a Comfort pack for the interior, full leather trim, more heavily bolstered sports seats, an electric sunroof, air conditioning and electric windows. Going into production during August 1971 and continuing for 12 months, production of the 1972 model year E-series 911's reached just under 13,000 units.
Of these, 2739 were the 911 S in Coupe (1750) and Targa (989) configurations, 1985 to 911 E specification in Coupe (1124) and Targa (861) configurations and 8238 to T specification, also in Coupe (4894) and Targa (3344) configurations. For the 1973 model year, Porsche retained most of the successful E-series 911 components for the mildly upgrated F-series produced from August 1972. The chassis, suspension and brakes were identical to the outgoing E-series whilst once again, the 911 was available in 130bhp T (140bhp for the fuel injected US model), luxurious 165bhp E or 190bhp S configurations and with either Coupe or Targa body styles. The only changes really worth mentioning were a rear wiper now fitted across the range as standard and the availability for the first time of Targa’s in right-hand drive. Otherwise, the 911 E received new ATS ‘Cookie Cutter’ wheels and the attractive front spoiler from the S. North American-bound 911's grew ugly black bumper overrider pads as dictated by ever-tightening US safety legislation. The only development to be made during production came in January 1973 when the fuel-injected 911 T changed to a Bosch K-Jetronic system. Production continued from August 1972 until July 1973 by which time over 13,000 had been completed, 2355 being 911 S in Coupe (1430) and Targa (925) styles, 2421 911 E also in Coupe (1366) and Targa (1055) and 8665 911 T in Coupe (5071) and Targa (3594) configurations.
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