I’ll start this feature with a confession. This afternoon, not far from Johannesburg’s central business district, marks the first occasion in which I will spend some time in the company of a Porsche 911 2,2-litre S and, more importantly, get to drive it. However, the owner is as enthusiastic about Porsches and cars in general as most of you reading this article, and for the best part of four hours we would only discuss 911s – pre-1973 models in particular.
Aside from the hallowed RS moniker, the S signature has been used by Porsche for the best part of the 911’s existence. The original 911S’s genealogy can be traced back to the first 2,0-litre 911S released in 1967.
It didn’t take long for Porsche to increase the capacity of the 911 for the first time, and in August 1969 the 2,2-litre flat six was released. Generally, these are referred to as 1970 models, and the S engines developed 134 kW, compared to the original 2,0-litre S’s 119 kW. The increase in engine size was due to the enlarged cylinder bores, up from 80 to 84 mm.
Another important mechanical update was the replacement of the 215 mm clutch with a larger 225 mm item. Porsche didn’t simply increase the engine size for road use; with its capacity now above 2 001 cubic centimetres, the 911 could be more competitive in the 2 001-2 500 cubic centimetre class for race purposes.
911 anoraks will appreciate the fact that the increase to 2,2 litres also signalled the introduction of Porsche’s engine type number prefix, which changed from 901 to 911, meaning the 2,2-litre S’s engine was referred to as the 911/02. These engines were the first step towards more flexible and quieter 911s, but the Porsche engineers still had performance as the crux of their ambition.
The numbers
Those with an eye on the auctions will know that the later 2,4-litre S started to rise in value earlier than the 2,2-litre S, but in 2013 a US-spec, matching-numbers 2,2-litre S with a Porsche Certificate of Authenticity achieved a high bid of $120,000 (R1,4 million) at an RM Auctions event in Monterey. With current estimates of a good S fetching close to £100,000 abroad, the days of picking up a neat 2,2-litre S at an affordable price seem to have passed. Production figures won’t help, with 4 691 2,2-litre Coupe and Targa 911S models produced between 1970-71, compared to 5 056 Coupe and Targa 2,0-litre S models between 1967-69.
The 2,2-litre S in our pictures might not be cocooned in a nice garage, but it’s a 911 that has stayed true to Ferry Porsche’s heart as an all conquering and usable sports car, covering over 100 miles of driving pleasure every weekend. You will also find the Porsche Certificate of Authenticity in its glove compartment.
As the photographer starts taking pictures, the owner and I are granted time to discuss the car, as well as the finer elements of the interior.
Statutory for a vehicle of this age, the owner has made a few necessary tweaks to uphold the car’s usability, but none of it distracts from the classic driving experience that these cars offer. 911 connoisseurs might notice the H4 headlight covers in place of the original H1 units, done so as this Porsche is also driven hard at night. Cross-drilled brake discs were also fitted as further testament to the owner’s driving style, telling us: “I’m happy to say this is no trailer queen; she gets driven regularly.” Step inside, and you will notice the presence of the optional Recaro driver’s seat – plus the OE sunroof – to go with the smaller, non-standard 2,7-litre RS-derived steering wheel. The seatbelts were also overhauled, and a different radio is currently in use.
Other work that was done included an engine rebuild before the car was purchased in 2012, followed by a full suspension and brake system overhaul. The car has the original six-inch Fuchs wheels, but instead of the factory-spec 185/70 tyres (which cost a fortune to import from Europe), it rolls on 195/65/R15 specification tyres.
Behind the wheel
As the photographer’s camera clicks for the final time, I can finally get the go ahead to climb behind the wheel. As the door is already open, I simply pull it shut, and it responds with that beautiful metal-on-metal ‘thud’ that has become a classic 911 sound.
The original Recaro seats do a perfect job, offering support when cornering, and are noticeably softer than any of today’s sporty, bucket-type seats, with enough support around the lower areas owing to the thick side bolsters. The seats’ dark colour matches the dashboard, and contrasts with the lighter roof lining, which gives the upper part of the cabin an airy feel. Should you wish to have fresh air barrelling into the cabin, you can simply open the optional sunroof. Once you have found your ideal driving position, you realise how close you sit to the door, roof and dashboard, making for a delightfully engaging driving experience as you mould yourself into the car.
Being a left-hand-drive example built in November 1969 somehow adds to the appeal of this 911 for me. It is, after all, the side the Germans themselves drive on. Little effort is required to place the S on the road in such a way that enables you to see what is going on ahead of you.
These early 911s are decidedly compact compared to today’s examples, and so their footprint is smaller on the road. The Type 911 (updated from the 901 unit) gearbox takes a few minutes to get used to, feeling rather clunky at first as the gearbox oil heats up, but once on the move, you can start to relax at gear changes and instead concentrate on actually enjoying the ride.
Tonight’s playing field is unfortunately in a built-up area, but the roads offer everything from tight 90-degree bends and slightly faster, less tight corners around the city suburbs. After a few kilometres the engine has warmed up, and ahead of me the owner is pushing on in my hired car. He reminded me that I really do need to rev the engine hard, as it only comes alive at 5 000 r/min, and I duly oblige, keeping the revs high in the tachometer.
It doesn’t take long before I decided to see what happens in second gear if you keep the throttle pinned to the floor. The engine builds up towards 5 000 r/min on the rev counter with great enthusiasm, but the moment you pass this mark the rev needle gets a dose of engineering excellence and picks up speed.
I keep the pedal pinned to around 6 600 r/min and guide the bended gearlever as quick as it can towards third gear. Being a dog-leg first, you need to pull it down from second straight into third gear. I could have kept the throttle pressed to the floor to around 7 200 r/min – as the owner admits he does regularly – but common sense prevails, and I decide to play things safe.
Apart from the thrill of speed, I realise that as the engine hurtles past 5 000 r/min, its note dramatically changes. The 2,2-litre S sounds like it contains a small engine upon start-up, but the last few thousand revs contain that rich flat-six sound that 911s of all ages are famous for augmenting.
As I find myself comforted by my surroundings, I concentrate hard on the experience granted by the 2,2-litre S. I start to lean a little more on the tyres’ available grip, using the brakes a little later and pushing past 6 000 r/min whenever I can.
Maybe it’s because I didn’t expect a serious level of performance, but this car is deceptively fast, revving with encouraging ease. The pronounced front wings make it easy to place the car, just as
Ferry intended, while the steering wheel offers enough feedback, so much so that the S reacts to steering inputs more quickly than I expected.
The hire car is a modern, compact German Coupe developing 131 kW from its turbocharged engine. The owner is not holding back, and only slightly pulls ahead of me when the opportunity presents itself. When we arrived back at his house, he tells me, “You didn’t drive it hard enough, otherwise you would have kept up with me.” He is probably right, but I was too busy taking in the exhilarating experience afforded by this 45-year-old classic. That such an old car can have so much pace, be so easy to drive below the limit and feel so solid while braking and accelerating is quite astonishing.
Yes, there are a few squeaks in the cabin (as you would expect), but the 911 is devoid of any rattles, with the main thrust of noise coming exclusively from the boxer engine behind.
It suddenly dawns on me why the 911 dominated so many races back in the Seventies. Apart from a few niche British sports car manufacturers, this 911S is one of the lightest cars I’ve driven to date.
Although I tried to focus on the whole experience while driving the car, it was without a doubt the engine that dominated my sensations. I had to constantly remind myself that the car was 45-years old, and that it is these cars that paved the way for the extreme 911s that Porsche build today. The 911S is an incredibly special car – what a pleasure it must be to have one in your garage.
Specifications:
Model: Porsche 911S (C & D series)
Year: 1969-71
Engine capacity: 2 195 cm3
Compression ratio: 9.8:1
Maximum power: 134 kW @ 6 500 r/min
Maximum torque: 199 N.m @ 5 200 r/min
Transmission: five-speed manual; rear-wheel drive
Front suspension: MacPherson strut; telescopic damper; torsion bar spring; anti-roll bar
Rear suspension: Trailing wishbones; telescopic dampers; transverse torsion bar; anti-roll bar
Wheels and tyres: Front 6×15-inch Fuchs; 195/65/R15 tyres
Rear: 6×15-inch Fuchs; 195/65/R15 tyres
Dimensions:
Length: 4 163 mm
Width: 1 610 mm
Weight: 1 020kg
Performance:
0-100 km/h: 6,6 secs
Top speed: 250 km/h
This article first appeared in Total 911.
