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Vehicle to be offered for Auction sale June 5th – 7th, 2015 at Russo and Steele’s 3rd Annual Newport Beach, California Auction. Please contact us for more information.
By the mid-1950s, Porsche’s groundbreaking 356 rapidly approached its development limits and in particular, its air-cooled four-cylinder engine limited Porsche’s racing aspirations to class, but not overall, victories. The 356’s eventual successor, internally code-named “Technical Project 7” or simply “T7”, began with sketches by Ferdinand Porsche’s grandson F.A. “Butzi” Porsche in 1959 predicting a larger, more comfortable and powerful new model. Aerodynamics were improved by longtime Porsche staffer Josef Mickl. A new “flat” six-cylinder engine was designed, tested, and developed under Ferdinand Piech and Hanz Mezger, and Helmuth Bott developed the new MacPherson-strut front suspension.
Testing of the new car commenced in November 1962 at Porsche’s new Weissach facility and the following September, the “901” debuted at the Frankfurt Motor Show. Following Peugeot’s objections, claiming it alone held the legal rights to all three-digit numeric car names with zeroes in the middle, a simple change heralded the “911” model designation.
The 911’s sporting credentials were soon confirmed during the 1965 Monte Carlo Rally, with a 911 piloted by Peter Falk and Herbert Linge finishing in fifth. “Quick” Vic Elford took victory with a 911 there in 1968. By the early 1970s, the GT-class 911 replaced the monstrous 917 prototypes of Le Mans fame as the cornerstone of Porsche’s racing program.
While Detroit’s “Big Three” and Porsche’s European rivals struggled with varying degrees of success during the early 1970s to comply with tightening U.S. emissions regulations, Porsche uncannily managed to steadily improve the 911’s engine output and performance. Offsetting somewhat lower compression ratios, Porsche raised engine displacement to with a bore increase to 2.2 liters (2,195 cc) for 1970, elevating low-end torque in the process. That year, the 911T marked the last of the various 911 models to receive ventilated disc brakes at all corners.
While the 911 “S” and “E” carried higher power ratings, the 911T was a surprisingly strong performer with a remarkably wide and usable power band. Acceleration from rest to 60 mph was achieved in just 8.0 seconds and top speed approached 130 mph. In contrast to the relatively high-strung 911S, Road & Track testers also found the 911T delivered exceptional drivability and all-around flexibility in real-world driving conditions.
The product of a total restoration performed over seven years with virtually no possible expense spared, including a bare-metal refinish in very rare and captivating Conda Green, this exceptional 911T has covered just 750 miles since completion. Select desirable upgrades include a conversion to trouble-free Weber carburetors, plus fitment of SSI stainless-steel heat exchangers, a Dansk stainless-steel muffler, Bilstein front and rear shocks, adjustable rear spring plates, a Weltmeister sway bar, and ‘Turbo’ rods. Handsomely presented and thoroughly restored, this 1971 Porsche 911T stands tall as an astute and highly enjoyable classic Porsche investment.