1976 PORSCHE 912E WITH 84K MILES RESTORED TO LOOK LIKE A 930 TURBO

Original production for the 912 model ran from 1965 through 1969. The designation was resurrected for the 1976 model year only; Porsche offered the 912E Coupe for the American market. It was priced at $10,845 and designated in-house as the Type 923. This U.S.A.-only model had a brief production run of only 2,099 examples. Rising fuel prices and lowered U.S. speed limits helped make the 912E a practical model during this time frame. Production commenced by May 1975, after the 914/4 was discontinued, and before the water-cooled four-cylinder 924s had arrived. As noted in factory advertising the 912E was powered by the 2.0-liter horizontally-opposed (flat) four-cylinder, fuel-injected 914-derived engine "which took Porsche engineers two years to develop and refine,” and shared the chassis and body styling of the 911 Carrera 3.0 Coupe. This boxer engine developed 86 horsepower and pushed the car to a stated 109-mph. The Bosch L-Jetronic fuel injection system used is often referred to as the Air Flow Controlled (AFC) system later adapted for use in the 911 series. In June 1976 912E production ended in Zuffenhausen with the completion of number 2,099. This final 912E also became Porsche's last air-cooled four-cylinder production car. THIS CAR WAS PURCHACED FROM THE SECOND OWNER THAT DID A COMPLETE NO EXPENSE SPARED WINDOW AND MOTOR OUT RESTORATION.THIS CAR WAS BUILT TO REPLICATE A 930 TURBO USING AUTHENTIC PORSCHE FACTORY PARTS AND TOP QUALITY PPG PAINT. THE PAINTIS IN FLAWLESS CONDITION WITH NOMAJOR SCRATCHES ORBLEMISHES TO MENTION. INTERIOR OF THE CAR IS IN IMACULATE CONDITION. CAR IS NUMBERS MATCHING 4CYL 5 SPEED FACTORY AC BUT NOT HOOKED UP. ONLY THING NOT ORIGINAL IS THE TWIN WEBER CARB SETUP. IF YOU HAVE ANY OTHER QUESTIONS FEELFREE TO ASK BEFORE BIDDING. $500.00 NON REFUNDABLE DEPOSIT DUE WITHIN 24 HRS OF AUCTIONS END. Today, all but the most diehard Porsche enthusiasts have forgotten that the Butzi Porsche-styled 901 (aka, 911) had a four-cylinder twin for the first four years of production. Fearing that they had gone too far up market, Porsche hastily introduced the 912 in 1966 to bridge the gap between the prices of the departed 356 ($4,100) and the new 911 ($6,490). Using a pushrod four-cylinder that was actually a slightly detuned variant of the 356SC motor the 912’s performance was actually slightly better than the 356 because of the car’s superior aerodynamics. Upon its introduction it sold for $4,700.

Outside of the engine compartment, only badging and interior fitments distinguished the 912 from the 911, with true base cars having a three-dial dash as opposed to the 911s five-dial unit. A four-speed all-synchromesh transmission was standard with a five-speed optional. Most of the other usual 911 options were available including special order paints, a sunroof, and the unique soft rear window Targa top. In 1969, like the 911, the 912 rode on a stretched wheelbase, with flared fenders and redesigned gauges. That model year proved the last year for the 912 initial run, as the Volkswagen-produced 914 was set to assume the entry-level role for Porsche in 1970. In 1976, however, with the demise of the 914, Porsche resuscitated the 912 (now called the 912E) for one year only. The car utilized the 2.0 liter VW Type IV motor that had previously seen service in the 914.

Porsche 912s languished for many years due to have two fewer cylinders than the 911. More often than not, this affordability placed the 912 in the hands of unsympathetic owners who subjected the cars to all manner of thoughtless ‘improvements” and “updates.” As long-hood 911 and 356 prices have increased, so too have 912 prices, and the cars are now treated with more regard than they were even just a few short years ago.

Surprisingly, 912s aren't any less expensive to maintain or restore than a 911s so it’s best to stick with the good examples.

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