1. Special Paint: Silver Metallic (8080 code 925)
3. Through the grille fog lights
Other items: Service book and manuals, original tool kit, service records
In 1972, a total of 12,962 Porsche 911s were produced. Of those, only 2,739 were the higher horsepower “S” model, and of those, only 1,750 were Coupes, fewer yet were Sunroof Coupes.
Some say that the 1972 Porsche was the last of the “no compromises” Porsche. It is the only year Porsche manufactured the oil filler on the outside, behind the passenger door and the oil tank in front of the right rear wheel to maximize the overall balance and weight distribution of the car. The fuel filler was on the left front fender. In 1972, gasoline station attendants filled your gas tank, cleaned your windshield, among other services performed. Unfortunately, many attendants were not familiar with Porsche then and used the oil filler as a receptacle for gasoline. An event that Porsche did not anticipate when they engineered the well balanced “no compromise” 1972 model. Needless to say, this well intended engineering concept disappeared for 1973 and forever after, leaving the 1972 unique to this feature.
This particular car is the 911S and has the following equipment as standard; front spoiler, front oil cooler, “S” gauges (7200 Red Line Tach) 6X15 Alloy wheels. The following equipment were extra cost options; Metallic Silver paint, sunroof, through the horn grille fog lights. This information was confirmed in a letter from the Factory in Germany, signed by Jurgen Barth.
Howard Yefsky’s (second owner) history of VIN: 9112300697
“I purchased the 911S from the original owner, a retiring Physician (Dr. Homer Ericson) in Kokomo, Indiana, on August 10, 1988, almost 25 years ago. I first became aware of the car in February 1988, when I was the President of the Chicago Region of the Porsche Club of America. The car was advertised in Indiana Region club newsletter. However, February, 1988, Chicago had a record snowfall of about 18 inches. Kokomo was out of the travel question.
In May, I called to see if the car was still available. I spoke to Dr. Homer Ericson, the original owner of the car. He said that it was but he wanted to wait until the first of next year when he planned to retire before selling it. We agreed that I would stay in touch every month or so. In August, I called and asked if I could come and see the car and determine if it was the “right one”, and if so, give him a deposit to seal the deal. I called a friend and we made a road trip. One look and I knew. Offered to give him a deposit and then came the surprise. He asked if I would like to take the car that day. Made arrangement with my bank and the transaction was completed. Before leaving, Dr. Ericson said that he had two sons each of which wanted the car. The only solution to prevent a family war was to sell the car. TIMING IS EVERYTHING!!”
Dr. Homer Ericson is still a Porsche guy and drives a Boxster at 81 years old. He confirmed that he sold the car in 1988 with 40,000 miles. It was his daily driver for over eight years. Upon the purchase of a new car, he had the 911S repainted in its factory metallic silver. Otherwise, it’s an all original car and drives like a time warp.
Scott Ericson’s (Son of Dr. Homer Erikson) history of VIN: 9112300697
“I am Dr. Ericson’s son. spent my childhood in it and can tell you exactly how it was cared for and driven. (All good) wish I could afford to buy it back into the family. I can tell you detail on the refinish job.
I believe Dad went down to Indy and told the dealer he wanted an S, with a sunroof; and the sales manager told him he’d just got one for his wife. didn’t have another. They took her car away from her and the sales manager found her something else.
I rode to Indy with him many times to get the car serviced, and we would stop at Steak and Shake for lunch. There was no Steak and Shake in Kokomo.
The car was painted because the light shone in the garage only part of the day and the paint on the back of the car was starting to sun-fade a bit. I believe the sunroof was even removed for the paint work. It was shot in Westfield at the shop of a local street rod wizard. I can get his name. To this day, I’ve never seen better looking silver paint.
Dad religiously cleaned the engine with Shell or Gunk engine cleaner, and then washed it down. Vivid memories of the smell. He was under the car now and then with VHT heat paint spritzing the heat exchangers because of concerns about rust.
Car was never in a collision. Never towed. Don’t think it even spent a night outside the garage. Was taken to IRP and run a couple times at PCA track days. I was crushed because I was too young to ride in it on the track. Dad once commented that he got it loaded up pretty good in a corner and the windshield squirters started to dribble from the g forces.
Only problem it ever had was a bad tach, which made the car miss-fire and run poorly. He either replaced it or had it reworked. Can’t remember. Fantastic car.”
1972 Porsche 911S facts and specifications:
The Porsche 911 lineup consisted of three models in 1972. The 911T, 911E and 911S all of which were available in coupe and Targa body styles.
The 911T was the entry level model. The E had a bit more horsepower and more luxury features while the 200 hp S was the car for weekend racer.
After a little-changed group of 1971 D-Series models came the E-Series Porsche 911s for 1972, with further increases in both displacement and wheelbase. A longer stroke (to 70.4 mm, up 4.4 mm) on an unchanged bore took the flat-six to 142.9 cid/2341cc, though engine-lid badges optimistically stated “2.4” liters. Wheelbase lengthened a mere 3 mm to 89.4 inches (2271 mm), a change that has never been explained.
The extra displacement stemmed from Porsche’s desire to maintain performance against the fast-stiffening U.S. emission standards. California, still requiring lower pollutant levels than other states, mandated that all cars be operable on low-lead 91-octane gasoline beginning with model-year 1972
Porsche also lowered compression for ’72, but the greater displacement more than offset it. In fact, all three engines showed useful output gains, so Porsche 911 performance scarcely suffered. The specifics:
911T — 130 DIN horsepower European (157 SAE) at 5,600 rpm, 7.5:1
911E — 165 DIN horsepower European (185 SAE) at 6,200 rpm, 8.1:1
911S — 190 DIN horsepower European (210 SAE) at 6,500 rpm, 8.5:1
These figures weren’t very different from those of Porsche 911s sold in Europe (which would soon enact its own emissions standards).
In 1972 a tremendous effort was made to improve the handling of the 911. Due to the 911’s unusual engine placement (rear-mounted, with most of the vehicle’s weight concentrated over the rear axle) early 911’s were prone to over steer when driven at the limit, and could easily spin in the hands of an inexperienced driver. In an attempt to remedy this, Porsche relocated the oil tank from its position behind the right rear wheel to in front of it. This had the effect of moving the weight of almost 9 quarts of oil from outside the wheelbase to inside, improving weight distribution and thus, handling. To facilitate filling of the oil tank, Porsche installed an oil filler door (much like the fuel filler door on the left front fender) on the right rear quarter panel. Unfortunately, this unique design was scrapped after only one year, some say because inattentive gas station attendants were putting gas in the oil tank. The oil tank was subsequently moved back to its original position for model year 1973, and remained there until it was moved back within the wheelbase for the 964 models.
911S models also gained a discreet spoiler under the front bumper to improve high-speed stability.
With the car’s weight only 1050 kg (2315 lb), these are often regarded as the best classic mainstream 911 model.
1972 911S Sunroof
Build date: 02/1972
Exterior Color: Special Paint: Silver Metallic (8080 code 925) One repaint in the early 1980’s.
Interior: Black leatherette with corduroy seat inserts (all original)
Mileage: 52,667 (Documented two owner car from new)
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