I wanted to post an ad here but I haven't been a member long enough. I have a very heavily modified 912E with all sorts of period correct goodies and tasteful performance upgrades.

 

please send me pics at chris@avartistry.com

Christian

 

Christian -

Will do. Here's one.

 

What have you done to it?

 

One of 2079 built for 1976 only. Approximately 500 had factory sunroofs. This is one of the lowest volume production cars ever built by Porsche.

Of course, a 912E is not as fast in a straight line as most 911's. But, it does handle very well, perhaps better than a 911. It is a competitive autocrosser and it gets great gas mileage to boot.

This car weighs under 2200 pounds, and has a better distribution of weight than a 911.

Engine: Two liters. 039 heads, which were done and were installed in summer 2004. Ported/polished by a 914 head guru. Stainless valves. Stiffer valve springs, etc. Lots of money in the heads. Euro 914 pistons; the CR is up a bit obviously. HD oil pump. The ignition is MSD 6AL with a custom distributor. NGK wires, etc. Cooling tin blasted and painted black. Flywheel lightened and balanced by Ollie's. Rotating assembly balanced when the bottom end was done last (by the prior owner). Redline set at 6k (via the MSD box - so it's adjustable). Rotary fuel pump; inline fuel pressure regulator; VDO fuel pressure gauge in the engine compartment; NOS Italian Weber 40IDF dual downdraught carbs installed last summer (2006). EMPI catchcan. 911 Clubsport motor mounts.

EXHAUST: Center exit, custom, simple, and lightweight exhaust. The car is not quiet. Occasionally, it will set off a car alarm in a parking garage

GEARBOX: The 912E has a 915-based gearbox that is designated a 923 unit. It has the shorter 7:31 ring/pinion so the car has grunt. The syncros/sliders were gone through awhile back and the car shifts GREAT. The clutch and pressure plate were new in 2004 and have less than 10k on them. The clutch cable was replaced with an OEM 912E clutch cable in 2005. The gearbox oil is changed religously and is always clean. I will be installing new outer CV boots next week, too, as one has torn. As described below, the car has an OEM 915 short shift kit installed.

BRAKES: Authentic early 911S aluminum front calipers. Rebuilt with stainless pistons at great cost in 2006. Installed September 2006. Hard lines restrung to fit the monoblock nature of these calipers. Brand new Zimmerman vented rotors installed at same time along with new organic pads. Front brakes have less than 1500 miles on them. Rears are OEM 912E (non-vented) with brand new pads. Fluid changed yearly with Pentasin. Brake master cylinder replaced in May 2007. Stainless steel braided TUV-approved brake hoses. With performance tires on it, this car stops dead straght, right friggin now.

INTERIOR: Brand new (this month) silver-spoke Momo Prototipo and Momo hub adapter kit. (roughly a $400 project). When I installed it, I replaced the needle-bearing bushing in the steering column (most 911's have this part worn out completely and no one ever thinks to replace it). Also replaced the commonly worn-out nylon bushing in the steering column with the metal 928 sleeve upgrade. Steering is nice and tight!

Brand new (last month) OEM turn signal stalk replaced ($150).

Dash in nice shape with only a small crack at the vent on the pass side. For a vintage 911/912 this is a NICE dash. A/C removed; non-A/C knee pads installed (not cheap to find). VDO oil pressure gauge installed in radio spot (no radio). RSA door panels. Roll up windows. Momo Race aluminum shift **** (the ball variety - not some cheesy "boy racer" shift ****).

Porsche OEM late 915 shortened shift throw modification completed with new bushings a few years ago (the car shifts great - no grinding ever and actually goes into 1st gear when moving!!! try that in another car with a 915 'box)

Vintage Recaro "Rallye" hard shell racing seats. Driver's side is leather/cord. Pass side is full cord. Driver's side has sub belt hole.

Speedware harness bar. Older Schroth harness (okay for autocross but too old for track use). Factory belts intact, too.

OEM lightweight 912E carpet in decent condition.

EXTERIOR: The body is straight. Solid chassis. Original front pan is rock solid. The car is from the South until 1999 and has been stored between October and late April since (except for a few years when I lived in California). The car cleans up well and shines after a bath. The only problems are a few blisters around the glass and a small dent in the pass side quarter panel. Otherwise, the body is great shape for anything other than serious car shows. Brushed aluminum early 911/912 engine lid grille with mesh removed.

Also comes with a set of 911R reproduction decklid hinges (hard to find and pricey when you do - never installed), AND a set of nice chrome flip-out quarter windows with the necessary trim to install them.

Front lip spoiler, no fog lamps, Euro tail light lenses.

WHEELS: The car comes with your choice of: 15x7 inch Revolution (English) lightweight wheels. These are about $300 apiece new. Wheels currently have autocross Kumho 710's on them (205/225). If the full asking price is paid, you can also have a set of 15x7 inch 3 piece vintage BBS lightweight racing wheels (5 wheels and some spare bits like extra centers) without tires. Finally, I have a set of four steel OEM Lemmerz wheels with all season tires.

SUNROOF: This car is one of the rare 912E's with a factory electric sunroof. The cables have been replaced with the 964 style updated cables. I recently disassembled and polished the rare aluminum trim, which is intact and in great shape.

SUSPENSION: 21/26 torsion bars; fronts are Welty's, rears are OEM 930 out of a low mileage mid-80's Turbo. Poly bushes. 22mm ARB's adjustable, front and rear. Sway-A-Way spring plates. Turbo tie rods. Bilstein sports front and rear. Tarret strut tower brace. Front wheel bearings just cleaned, adjusted and regreased.

This car runs great. It is dead-nuts reliable. In May, it passed Pennsylvania's stringent safety inspection without needing a thing. I drive it to work regularly. In fact, my 944 has been in the shop for the last several months and I've been relying on the 912E for daily transportation since. To give you some perspective, I drove this car across the country about 2 years ago without a hiccup; Pennsylvania to the Pacific Ocean. No trouble whatsoever.

Again, this car has no a/c, no working ventilation or heat equipment, roll-up windows, no cruise, etc., etc. This is not a 993 cushy-mobile. It's a pure, basic, reliable, fun, loud sports sports. It's quick and it handles like a 912 should, which is better than a lot of 911's.

I autocross the car on occasion. As far as I know, it's never been on the track. The motor has never gotten hot, either. I have never tracked the car and judging from the binder full of receipts that date back to the 80's, the prior owners weren't exactly "sporting enthusiasts." I think it was a college professor's toy car before I got it and started making modifications.

$12.5k firm or $11k without the seats and extra wheels. The car comes with lots of spare parts, too. I have much more than the asking price invested in it. Selling due to a move back to California. I own six cars and have to get rid of some! Ive only put about 1000 miles on the car this year.

I've had this car for almost 10 years. I really don't want to sell it. My all original '63 Volvo P1800S is for sale, too. If it sells first, I'm keeping the 912E even though I doubt I can get it registered in California.

Feel free to email questions.

 

Here is some info from Porsche about the total production of the 912E model:

 

Looks very original , and I love the Sunroof !! The ony thing it will need is a brand new Fuchs Wheels IMHO !!