1973 Porsche 911

Targa Convertible

2.4 liter six

Manual

9113112254

Clear

Gasoline

0 0 1 882 5032 SaveUp 41 11 5903 14.0 Normal 0 false false false EN-US JA X-NONE You are bidding on a 1973 911 T Targa - I've resisted the car as I have more information to share. Please look at the photos, as I've added a picture of the Porsche Factory Certificate of Authenticity. You can see that the color Aubergine is listed - code 40? My research indicates that the color 4010/4040 is, in fact Aubergine, and the plate on the car states 025 -9-2 (Aubergine?) but this car is clearly Green. Aubergine is more of an eggplant color. There is no indication that green is not the original color - as the entire car, door sills, engine compartment, under hood, is all green. So, it's a mystery. That being said there is another mistake on the COA - notice it states rear spoiler as an option. No 1973 911 T was ever offered with a rear spoiler, only the front, which my car has. Also, comfort equipment is included, tinted glass all around, Pirelli tires (not on the car now) stabilizer bars, forged allow wheels (fuchs) and the chrome strip on the fender is listed as an included option. The car is one of 781 T Targa's made in 1973. How many were in Aubergine is not known - or at least I can't find it. So she is rare. As all older, soft bumper, 911’s are appreciating so rapidly; I am reluctant to sell this one. But, as you can see in the pictures, I own a few other 911’s and they are not for sale. Further, I am restoring a 1981 SC for daily use with more horsepower and other custom features. I’ve just finished the restoration of the 1969 Jaguar XKE in the background – and it cost more to do than I expected. Hence, I thought selling the Targa was my best option. I am also retiring a 1965 Ferrari 330 GT (which is not for sale). Ferrari's are more expensive to restore than Porsches - ugh. Her interior is tan and in very nice driver condition. Included are another set of used rear interior panels to replace the panels (shown) with holes in them for aftermarket speakers. She has 97,484 miles – original. She also has numbers matching engine. Her VIN is 9113112254. Options include the front spoiler (optional on the T) – which reduced front-end lift by 40%. (previously stated) The car is largely original – and very rust free. Early Porsches tend to rust, in fact, all Porsches seem to rust, but this one is very solid. There is evidence of bubbling paint below the rear window. The car has mostly original paint – but she is old – and very presentable. The trunk area is rust free – a common place where they rust. I’d call her a great driver quality car. She looks great in pictures and I’ve included many to view – but she is NOT perfect. The original Fuchs rims are there and in very nice shape. The tires, as you can see, are the wrong size, but are relatively new. She runs, shifts and stops quite well. In fact, given her low weight – she is, even at 160hp, a blast to drive. Really a classic 911 experience that, although got faster each year, the later models lost that true lightweight, tail-hanging driver feeling. The Targa makes sunny Sunday drives even more fun and are back in vogue. The steering wheel is not original either, but this one is nice and smaller and makes the driving easier. I’ve had older Porsches, back to the 356’s – and I know a good one from a bad – this is a nice car. A previous owner cut speaker holes in the rear interior side panels – but I’ve included used replacement, same color (see pictures). Interior kits abound for 911’s. In fact, most every part is available – remanufactured or NOS. They won’t be cheap but they are available. However, she is imminently drivable now. I have the Porsche COA – pictures of it are now included . The buyer will receive this too. (it's nicely framed) These early 911’s are money in the bank, so bid wisely. You’ll see a healthy return and this may be the most affordable soft bumper 911 available, in terms of year and model. In 1974, the big bumper cars are worth considerably less. Due to the age of this vehicle, no warranty is implied or expressed. Please review the pictures. Will gladly take more if requested by a serious buyer. I report non-paying bidders. I will reject any offers or bids from anyone with zero feedback, so don’t bid. If you are shopping for an early 911 you’ll know the questions that you’ll want answered, I’ll respond to emails promptly. Deposits are non refundable. Paypal is acceptable for the deposit only – wires preferred for the balance. The car is sold as-is, shipping is the responsibility of the buyer, but can assist. Inspections are highly recommended by appointment only. Please don’t waste my time if you can’t afford this car. If you have to check with your wife – do so before hand, you probably aren’t the right bidder anyway. Here is some info on the 911 T. History of the 1969-1973 Porsche 911 1969 brought the first substantive changes to the Porsche 911 lineup which now consisted of three models, the 911T, 911E and 911S all of which were available in coupe and Targa body styles. The T was carbureted until 1972 while the E and S were mechanically fuel injected. For 1969, Porsche stretch the wheelbase and flared the wheel arches allowing wider tires to be fitted. Unlike most performance cars of the era, horsepower kept climbing through the use of fuel injection and a series of 200 cc displacement increases culminating in the 1972 2.4 liter cars. The T was the base model with the lowest horsepower. It was tractable and quite adequate for street use. The E had a bit more horsepower and more luxury features while the 200 hp S was the car for weekend racers. Rust continued to be an issue although by this time, Porsche was at least paying more attention to the car’s vulnerable floor pans. A mid-year change to Bosch electronic fuel injection for the 1973 ½ 911T produced what many believed to be the sweetest running 911 yet. For 1972 the 911T (Type 911/57) was carbureted, except in the U.S. and some Asian markets where emission regulations forced Porsche to equip the 911T with mechanical fuel injection (Type 911/51 engine). With the power and torque increases, the 2.4 L cars also got a newer, stronger transmission, identified by its Porsche type number 915. Derived from the transmission in the Porsche 908 race car, the 915 did away with the 901 transmission's "dog-leg" style first gear arrangement, opting for a traditional H pattern with first gear up to the left, second gear underneath first, etc. The E series had the unique oil filler behind the right side door, with the dry sump oil tank relocated from behind the right rear wheel to the front of it in an attempt to move the center of gravity slightly forward for better handling. The F series (Aug. 1972 to July 1973 production) moved the oil tank back to the original behind-the-wheel location. This change was in response to complaints that gas-station attendants often filled gasoline into the oil tank. In January, 1973, US 911Ts were switched to the new K-Jetronic CIS (Continuous Fuel Injection) system from Bosch on Type 911/91 engine.