The 1969 model year marked the introduction of a number of important changes in the production of the 911. Perhaps the most important of these changes was the increase in the 911’s wheelbase to make the car more stable at speed and greatly enhance its handling characteristics overall. In order to achieve this, Porsche’s chassis engineer, Helmuth Bott incorporated lengthened rear semi-trailing arms with new axles with constant velocity universal joints. A rear anti-roll bar now included as standard equipment, stiffer torsion bars were installed, as well as shorter rubber springs and shock absorbers. The fenders were flared slightly to accommodate a larger wheel and tire package. In the end, the wheelbase was lengthened by a total of 2.4 inches and drastically reduced the 911’s inclination to oversteer.
The magnesium crankcase technology developed for use in the 911R and several race cars was introduced for the first time in the production models, a weight savings of approximately 22lbs. This iteration of the 2.0L was a true race-bored engine with the highest compression of any early 911 motor, and the foundation of the 1973 Carrera RS and many Le Mans competition motors. As the 911S the top-of-the-line, high-performance model, it also received Bosch mechanical fuel injection and was capable of producing 170 horsepower from the 2.0-liter flat-six.
Respected 356 restorer, Tom Scott, discovered this 1969 911S in Arizona with some significant damage to the A-pillar and roof and purchased the car with intent to build and restore the car for himself. He decided that since the car was for him, he would install a factory sunroof. He located a NOS roof clip from a 1974 911 with a sunroof, using all original wiring and switches, and replicated the proper drain holes. The body was stripped to bare metal before being repainted the original factory color of Burgundy (6808) and the undercarriage was finished with the proper undercoating. All of the brightwork and hardware were re-plated to the original factory specifications. The gauges were restored by North Hollywood Speedometer, and the Blaupunkt radio was restored to operating condition. A full mechanical overhaul was performed – the engine and Bosch MFI were rebuilt, as were the transmission, suspension, and brake systems. The interior was finished in its original color of tan and received handmade seat trims, carpets, and interior panels. The houndstooth inserts on the front seats were not in the car’s original configuration, but are a nice personal touch. Shortly after the completion of the 911S’s restoration in 2008, it was entered in the 2009 PCA Parade Concours d’Elegance at Keystone Colorado where it was featured in the early 911 Touring class. It was awarded 233.2 of a possible 235 points and first in class.
Over a decade after its restoration, the 911S’s Burgundy paintwork still shines with a deep gloss, and its interior shows little discernable wear. For anyone in search of a fully sorted, long hood 911S that would perform as well on the show field as it does on winding back roads, this car will certainly not disappoint.
First in Class in the 2009 PCA Parade Concours d’Elegance at Keystone Colorado. Awarded 233.2 of a possible 235 points.
Bare Metal Respray in Original Burgundy Color (Code 6808)
Offered with tool kit, jack, owner and radio manuals, and Porsche COA
Original Date-Coded Fuchs Wheels
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