In 1973, Porsche was winding down the production of its “F” body line commonly referred to as “long hoods.” The new “G” bodies with their shorter hoods, stiffer chassis, and improved CIS fuel injection were the rage. As a result, production numbers for this final year were low. Only 1,055 E Targas were produced for the world in 1973. Furthermore, black was one of the rarer colors ordered on an early 911 and was even special order.
This Porsche 911 was built in January of 1973. Although we don’t know much about its early history, we believe it spent the early years, if not the majority of its life in California.
Prior to the current owner purchasing the car, it went through a refurbishment by the previous owner. This included stripping paint to bare metal and repainting in its original factory black. The underside wears its original factory finish. When preparing the body for paint, there was some work done to the left rear fender, but under inspection, it appears to be superficial. The body is very dry and straight. He also noted it only had 1-battery versus the factory dual setup. Also, well known IMSA driver and mechanic, Rusty Bond sourced a 7R magnesium engine case and did a full rebuild, which included:
- 1973 7R case from 1973 911 (CIS) 2.4L
- Rebuilt to 2.7L specifications
- Time-CERTs and helicoils for studs
- 90mm Nikasil cylinders
- Web camshafts (grind #104/102)
- Pressure fed chain tensioners with upgraded chainwheel
- Heads ported to 36mm by John Walker in Seattle
- Electromotive crank fire ignition
- 40mm PMO carburetors
- Turbo valve covers
- Late model alternator
- SSI stainless steel heat exchangers
- Stainless steel GHL muffler
- Bosch roller cell fuel pump
- Rebuild brake calipers
- Stainless steel brake lines
- New master cylinder
- Rebuilt pedal cluster
- Magnesium 915 7.31 R/P transmission rebuilt by John Walker
- Factory short shifter with new bushings
The recent San Diego county owner purchased this 911E in May of 2014 with 89k indicated miles. For the last 6+ years/3k-miles, he’s used the car occasionally for weekend cruising. He’s had some of the best SoCal shops work on the car over the years. Highlights of recent work performed include:
- June 2014 @ 89,163 miles (La Jolla Autotech Porsche):
- Valve adjustment/valve cover gaskets
- Oil service
- Repack and reseal axles
- Replace clutch fork and flywheel seal
- Install new front seatbelts
- Remove engine and reseal
- Vacuum and fuel lines
- Restore heaters
- Replace turn signal stalk
- March 2015 @ 89,280 miles (Symbolic):
- Adjust ride height, corner balance, alignment
- Restore steering column and steering rack
- Repair under dash wiring
- Restore reproduction sport seat mounting brackets and frame (Autobahn, Intl)
- Oil service
- Repair odometer
- Install dead pedal
- Repair through the grill fog lights
- October 2015 @ 89,544 miles (Wayne Baker at Personalized AutoHaus)
- Replace carburetors and tune – PMO 40mm
- Intake manifolds and studs
- Throttle linkage
- Compression test (160 even across all 6 cylinders)
- Clean and seal fuel tank
- New fuel lines
- Full tune up/service
- Rebuild turn signals
- Fuel filter
- November 2016 @ 90,399 miles (Wayne Baker at Personalized AutoHaus)
- Rebuild front brake calipers
- Front brake pads and rotors
- Front and rear brake lines
- Brake fluid flush
- Rebuild pedal box and pedal assembly
- Tune carbs
- Oil service
- January 2019 (John Benton Performance)
- Remove engine
- Torque heads
- Evaluate cam timing (4.75mm)/reposition rocker arms
- Replace oil cross over pipe and oil line
- Repair front seal and rear main seal
- Engine oil thermostat
- Install hand throttle and repair linkage
- Hood shocks
- Alternator belts
- Axle CV joints
- Replace wiring grounds
- Replace front right brake caliper
- Repair front sway bar links
- Bleed brakes
- Valve adjust, spark plugs, major tune up
- Oil service
- Fresh clutch
- Rebuild shift coupler
- Dyno tune (196 rwhp and 186 rwtq)
- October 2019
- Oil service
Other upgrades during the build include the following:
- Factory “hearts/deep-six” Fuchs wheels (dated late 1968 and early 1969)
- Factory 10k rpm tachometer
- Rare H1 European headlights
- Steel S front bumper with no bumperettes
- European rear bumperettes
- Factory through the grill Hella fog lights
- 22mm adjustable front sway bar
- 18mm adjustable rear sway bar
- Turbo tie rod ends
- Bump steer kit
- Front strut brace
- Aluminum rear trailing arms
- Adjustable spring plates
- 21mm (f) / 26mm (r) torsion bars
- Adjustable Koni shocks/struts
- Reproduction sport seats
- RSA door panels with early S pockets
- Rear seat delete
- New weather stripping/rubber throughout
We sold this E Targa last year to an enthusiast in Wisconsin. Over the past 14 months, he’s only added another 500 miles. Unfortunately, due to his availability and the short driving season for cars like this, he just isn’t using this 911 as much as he hoped. He shipped the car enclosed back to us. During his care, he repaired the Targa top headliner and installed a Momo Prototipo steering wheel. The older correct-style steering wheel is included and seen in the photos.
Before selling it last year, we had our Porsche specialist go through this E and perform an inspection. He too confirmed the miles as most likely original and the car was in good shape. He noted that a long time ago there was damage to the left rear fender and there are some minor signs of repairs. Also, the front left fender was possibly replaced but not 100% sure. The metal inside the trunk is original and so whatever damage happened over 30-years ago was superficial. He also found the engine to be very dry and in good working order.
This early 911 E is perfect for those who love to drive. It looks nice, but not so perfect you’re afraid to use it as intended. The paint is in decent shape with some minor nicks here and there from normal road use. The only significant blemishes are two dents at either side of the cowl where the edge of the hood meets the cowl and fenders. The current owner drove off without latching the hood and although he wasn’t going fast, it was enough to have the hood pop open and dent the cowl. The hood appears fine and was not bent. It does sit a slight bit proud in the middle. The body is in nice shape and looks straight with no signs of any prior significant damage or rust. Both door fitment is a bit off with a slight gap, but no signs of prior damage and could simply be an alignment fitment issue. The targa top appears to be original and fits nicely. Some of the stitching on the edge seam is coming apart slightly. The top also has some wrinkling on the outside area where it meets the windshield frame. The stainless Targa bar is original and has no major scratches. The glass appears to be original except the windshield. It’s in good shape. The driver window at the top edge has a few chips. All the exterior lights work properly. The factory Fuchs are the rare early deep sixes called “hearts.” We just had a Fuchs expert restore the wheels. They are dated 11/68, 12/68, 1/69, and 1/69. Also new Vredestein Sporttrak tires were installed last year (195/65-15).
The interior is not perfect, but tidy. The seats are in good shape and are finished in the standard basket-weave leatherette pattern. There are no tears, rips, or other significant signs of wear. The carpet is in good shape with no stains or significant wear. The door panels are also fresh. There are some light cracks on the door tops. The keys work the ignition and passenger door lock but not the driver door lock. The targa top headliner was just replaced and fits nicely. It has no tears or rips. The liner to the targa bar is a bit loose, but the interior light does work. The dash is from a later 80’s 911. It has no cracks or warping. All the gauges work, including the clock. The stainless gauge center nib on the oil pressure gauge has fallen off and is sitting inside the gauge. It doesn’t impact how the gauge works. The older radio does not work.
This long hood 911 E is a sleeper…until you start the engine. It has that intoxicating air-cooled race inspired sound to it. It has the right pitch and tone without being too loud. It starts easily and with the help of the working hand throttle, it holds a smooth and even idle. The throttle response is instantaneous and it builds revs quickly throughout the rev range. It feels like it could rev forever. The torque is strong and the car pulls surprisingly hard. The transmission shifts smoothly with no grinding or slipping. The brakes have decent bite with no fade or pulling. The car tracks straight and has a very nice ride, even over bumpy road surfaces. This example is ideal for vintage tours, weekend canyon runs, drives to your local Cars & Coffee, or simply something to make you smile while running an errand.
This Porsche comes with 2 keys, spare wheel with tire, and folder with recent service history.
**Note: VIN and other numbers withheld to protect against fraud. All numbers including VIN, Engine, and color will be provided to serious buyers.
Rare Porsche colors can be a history lesson.
In the late ‘60s and early ’70s, Porsches were primarily ordered in brighter hues. Even the more conservative buyers would lean towards whites and silvers versus the darker colors.
During this period, the “Skittles” colors were all the rage. There were multiple versions of bright oranges, blues, and greens being offered by Porsche.
This was the era of peace and love. Ken Kesey and his Merry Pranksters were touring the country in their psychedelic rainbow-colored bus. Subconsciously, these colors represented freedom and individuality, which are common ideals of most Porsche owners.
As a result, black is one of the rarest colors ordered during that period. In fact, out of the hundreds of 1973 and older 911s we’ve sold, fewer than 1% were original black cars. It’s a shame as I think black really highlights and complements the 911 iconic shape.
Maybe the original owner was a fan of Henry Ford and the Model T? Or maybe he ordered this the day after Thanksgiving and misunderstood what “Black Friday” meant?
If you have any questions, please do not hesitate to contact Paul at 714-335-4911 or firstname.lastname@example.orgThis vehicle is sold “as-is” with no warranty, written or implied. In some cases, the vehicle does have the remaining factory warranty still in place and will be described above if that is the case. All taxes and fees are the responsibility of the buyer and are not included in the listed price. All vehicle sales will require a $170 administrative fee. The vehicle listed is described to the best of our ability. The information is based on our own research and statements made to us by the previous owner(s). To the best of our knowledge, the above information is accurate. We are not responsible for errors in our description of options or any other details. The above-mentioned vehicle is used and can be expected to show some wear and tear. It is not a brand-new vehicle. We do welcome all local pre-purchase inspections on vehicles in order to verify their condition. For payment, we accept bank transfers, cashier’s checks, or cash. Check’s take up to 10-business days to clear. Vehicle and title will be held until all funds are cleared and verified. Bank transfers usually only take 24 hours.