To many enthusiasts the phrase “sports car” evokes the image of the  Porsche 911. With each new model over its forty-plus year history, the 911 has built a large following of dedicated fans. Recently I got the chance to absorb one of the most pure Porsche 911 experiences courtesy of a long drive in a classic 1970 911T. So does the reality of the 911 exceed its mythical reputation?
Continue reading after the jump.
The Porsche 911 debuted in 1965 with an 87-inch wheelbase and a 130hp engine displacing just under two-liters. To rectify oversteer more unforgiving than your spouse after you’ve gifted a bath towel for your anniversary, Porsche increased the wheelbase by 2.3 inches for 1969.
By 1970 the 911 was offered in three different flavors, all powered by the very exotic dual-overhead-cam flat-six cylinder engine featuring magnesium casing, dry-sump lubrication and air-cooling – now with a 2.2-liter displacement. The 180hp 911S and 155hp 911E both utilized Bosch fuel injection, while the 126hp 911T used twin triple-choke Zenith carburetors. The 911T (for “touring”) proved more popular with commuters, as the S and E models tended to foul plugs at lower speeds, as well as with racers who preferred the ability to fine-tune carburetors for different track conditions.
For those who want the long wheelbase handling and the purity of the dual carburetors, the 911T is the only one that will do. The ’70 model ups the ante with thin bumpers that are far more graceful than later safety-era cars. Just to add icing to the cake, this specific car is one of the rarer Karmann-built coupes without a sunroof, which means less weight and greater torsional rigidity.
This Porsche 911T sports Guards Red paint – a favorite shade among the faithful. It should be mentioned that like many other Guards Red cars, this example will reveal a different factory-original paint color (a rather loud orange hue) by inspecting a few random nooks and crannies.) Not too racy, not too stodgy…sitting on its Fuchs wheels, the car simply looks like an icon representing a classy sports car.
Plopping into the black vinyl seats, I take the key and place it into the dash-mounted switch located left of the steering wheel. A slight turn brings the electric fuel pump to life, clicking fuel to the carbs. Turning more engages the starter and fires the engine, which instantly drops into a raspy idle.
I take the long, narrow shifter and pull far to the left and down for first gear. Releasing the lever, it springs slightly back to the right. The floor mounted clutch is rather light, with clutch pickup along a broad range. The car moves forward and we’re in business.
Checking the 911T’s optional “S-Package” gauges, including oil pressure and level, cylinder head temp (an air-cooled engine can’t have a water temp readout,) all engine systems look good. Unfortunately, a broken angle-drive means the speedometer won’t move off zero. (Replacing the angle-drive requires unbolting the engine.) I feel like Luke Skywalker, using “The Force” to indicate speed.
Hitting the correct gear with a Porsche five-speed transmission is akin to learning a fraternity’s secret handshake. Shifting into second is less than intuitive – requiring a push straight up (where you’d fear hitting reverse), because any movement to the right results in fourth gear. Third is a pull down from second, but with some left-of-center force to avoid selecting fifth. With a little a practice, smooth changes are actually possible.
As for steering, it’s lightning-quick. With no power assist to rob feeling and only the weight of a battery over each front wheel, the 911 has laser accuracy and telepathic feedback, both details American manufacturers still fail to incorporate in their vehicles.
Cornering is simply incredible with modern rubber. In its day, this 911T was one of the world’s best handling factory cars, besting such names as Lotus, Corvette, Mustang and Jaguar. Sure, there’s the “Doctor and Dentist Donor” nickname it earned for the number of upper-class professionals thrown into trees back-asswards, but this should be chalked-up to driver bravado coupled with poor skills.
Unlike “unsafe at any speed” Corvairs, where anemic engines, poorly located swing axles and slow-geared steering made oversteer sudden and uncorrectable, mongoose-quick reflexes and ample engine torque make 911T handling controllable and as predictable as a Steve Miller Band concert set. Oversteer can be induced at will and maintained with smooth opposite-lock steering inputs and progressive throttle. Make the mistake of lifting your foot from the accelerator mid-corner and you’ll be mistaken for a M.D. or D.D.S.
With just 2300 pounds to push, acceleration from the 125 horsepower flat-six is seamless, but I’m not quite getting full throttle. Throttle linkages are adjustable, but this car has one that is just a centimeter or two too short (obviously a replacement from another 911), causing the pedal to hit the floorboard before fully opening the throats of the dual Zeniths. Zero-to-sixty should feel just a tad brisker while delivering times competitive with modern sporty sedans. Near-wide-open-throttle has the engine singing its classic air-cooled ditty – like a blender full of nuts and bolts set to puree. It’s not the prettiest music, but endearing to any fan of Porsche, VW or other coolant-haters.
The middle pedal works perfectly in controlling the non-power assisted four-wheel vented discs. Stomping hard makes this Porsche feel as if one deployed a parachute.
It would be easy to pick on the rather depressing black cockpit, lifeless shift action or lack of tire-smoking power. What really sets this Porsche apart from other competitors of the day is its versatility. The driver’s seat is extremely comfortable over the long haul -- offering enough head and leg room for a seven-footer. Rear seats are tight, but can provide a space for children in a pinch. There’s plenty of room for luggage, too. It handles better than any Corvette and is less finicky (not to mention more tractable and comfortable at normal driving speeds) as contemporary Ferraris.
Drive across country, toss your bags in a hotel room, head to a track and do hot laps all day. Head back and commute to work in it. This Porsche does it all well and looks damn cool doing it.
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