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The German government required carefully measured drawings of each new car model from every manufacturer. The new 2,268-millimeter wheelbase was the significant difference for the 1969 models in this 911T document finished on April 16, 1969. Porsche Archiv
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Model year 1968 was the last for the 1,991cc Typ 901/02 engine. In the S, engineers pulled 160 horsepower out of it at 6,600 rpm using two of the three-barrel Weber 40 IDS carburetors. Dieter Landenberger/Porsche Archiv
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For 1970, 911E models such as this one, as well as T and S models, ran with a new 2,195cc engine. This E version developed 155 horsepower at 6,200 rpm. Porsche Archiv
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The four-seater idea continued to fascinate Porsche, and in October 1969, Pininfarina delivered its concept of a new four-seater 911. Assembled on chassis 320020, it used an S engine developing 180 horsepower. Porsche Archiv
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Following the Pininfarina four-seater concept, F. A. Porsche’s design staff created their own in 1970. Among other things this body tested was a passenger side location for the oil reservoir and its filler cap for production in 1972. Porsche Archiv
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At the Coliseum in New York City, Porsche showed not only its 1971 production car lineup, but it also displayed the 1970 Le Mans–winning 917 K. The New York show ran April 3–11. Porsche Archiv
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The only model missing from this 1972 lineup was a T. Models posed beside a new 2.4-liter S, with an E Targa in the foreground and a 914-6 in the rear. Porsche Archiv
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Porsche put prototypes such as this 1970 T through 8,000 kilometers of testing over these roads at Weissach. Test drivers ran 24 hours a day until they reached the distance requirement. Porsche Archiv
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In the testing department, mechanics fitted cars with fresh tires and attended to other needs. The cluster of 1970 cars included T, E, and S models with manual and Sportomatic transmissions. Porsche Archiv
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On Weissach’s open road jump test, a driver challenged the car’s functions, strength, and durability. Weissach engineers often reported that visitors from other carmakers watched these tests, shook their heads, and said, “No wonder!” Porsche Archiv
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Following hours of work in the wind tunnel, aerodynamics engineer Tilman Brodbeck devised the lower lip, or chin spoiler, introduced on 1972 models. This channeled air around the front of the car and nearly eliminated front-end lift. Porsche Archiv
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The 1971 Targa 2.2-liter T provided the perfect backseat playground for children and pets. T engines developed 125 horsepower at 5,800 rpm. Porsche Archiv
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Dr. Ing. h.c. F. Porsche AG
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Not long after Brodbeck and his colleagues tamed the front end of the 911, they returned to the wind tunnel to address rear lift. Tape strips (and instrument readings) revealed smooth airflow over the rear that lifted the car. Porsche Archiv
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Dr. Ing. h.c. F. Porsche AG
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Real-world driving tests around Weissach confirmed what wind tunnel work had suggested to improve road holding and decrease front and rear lift. For 1974, Carrera models used the flat whale-tail rear wing. Porsche Archiv
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This front deck lid graphic, known as safety stripes, was optional on domestic and export 911s for 1974 models. Porsche Archiv
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Dr. Ing. h.c. F. Porsche AG
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Porsche Type 911 2,7 Targa; model year 1974
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The sometimes tail-happy Model 930 Turbo appeared as a 1975 model in Europe. Its three-liter engine developed 260 horsepower, an enjoyable challenge on a large flat lot in snow. Porsche Archiv
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Dr. Ing. h.c. F. Porsche AG
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