912: APPRECIATING CLASSIC
Much more than a four-cylinder 911.
Despite being a rearengined sports coupé like the 356 before it, the 911 was always going to be a considerably more expensive proposition thanks to the introduction of a six-cylinder powerplant. Concerned an increased asking price would reduce overall sales for the brand, Porsche pulled together a plan of action intended to produce a more affordable, four-cylinder version of its new car, thereby maintaining brand appeal among less affluent buyers. To keep development costs low, many of the same components, including the body shell, were used across both models.
Initially given the factory designation 902 (to tie in with the 911’s original 901 identifier, which was changed to 911 after a challenge from Peugeot claiming ownership of three-digit model names with a zero in the middle), the car that would go on to become the 912 first appeared in 1965. It fulfilled its maker’s brief to the letter, combining the curvaceous looks of the then new 911 with a simpler, less powerful four-cylinder lump. Options explored, but ultimately discounted, included an engine based on the flat-six, as well a unit derived from the 1.6-litre Type 616/16 used to propel the 356 SC. In response to concerns about the little amount of cash Porsche had to play with, however, a detuned version of the 356’s regular engine soon became the preferred choice.
The resulting 616/36 featured cast-iron cylinder liners and a finned alloy jacket in addition to a light alloy crankcase and matching cylinder heads. A pair of twin-choke Solex carburettors and a low compression ratio of 9.3:1 meant the new 1,582cc unit developed 90bhp at 5,800rpm. That’s down 5bhp when compared to the 356, but the engine delivered its 90lb-ft torque 700rpm lower than that of its predecessor. A Type 901 four-speed gearbox provided the drive, while 60mph was reached from a standing start in 11.6 seconds. Yes, the 912 was off the pace of the 130bhp 911, but it still put in a respectable performance, especially at a time when drivers in the car’s target market of the USA were experiencing enforced tightening of speed limits — at 115mph, the 912’s top speed was 16mph lower than that of its six-cylinder sibling, yet the smaller-engined Porsche was faster and quicker than the 356 due to a more aerodynamic body and advanced independent suspension.
FLEET OF FOOT
Looking at the 912 and 911 side-by-side, it may have seemed as if buyers were being short-changed, but Porsche was keen to highlight how the four-cylinder car offered considerable benefits over the brawny six-shooter. For a start, superior 44/56 front/rear weight distribution trumped the 911’s 41/59, while the 912’s more neutral handling meant it was less likely to bite at the limit. Helped by its lighter engine and lower 970kg weight, the 912 was more economical too, returning close to 35mpg. With a silver rear badge designed to let admirers know they weren’t staring
at the model’s more powerful stablemate — 911s wore gold-coloured badges — the 912 officially entered production on the 5th April 1965. At DM16,250 (£2,466), the model cost DM6,000 (£972) less than a 911. It was an instant hit.
“The 912 doesn’t sound like a 911, but apply uprated barrels and pistons to the model’s flat-four and it’ll give you similar power,” suggests Dave Dennett, Managing Director of classic Porsche restoration outfit, DSD Motorwerks. “We look after quite a few 912s at our workshop in Billericay. Through the steering and chassis, these cars give the same feedback as an early 911, but carry an asking price three times lower. I can assure you, a short-wheelbase 911 isn’t three times better than a 912. You just have to make sure you buy sensibly — a rotten 912 can soon rack up bills just as quickly as a 911 in need of attention.”
By the close of 1965, 6,401 912s had shifted out of dealer showrooms. This figure is almost double the 911’s 3,390 sales volume for the same period. Interestingly, until production of the 356 ended in September of the same year, Porsche limited availability of the 912 to continental Europe, but from then on, the car was available to buy in the United States. With a price tag of $4,700 against the top-line 911’s $6,500, sales success was assured.
SPOT THE DIFFERENCE
Though it was built to attract buyers who couldn’t stretch to the pricier 911, the 912 was virtually indistinguishable from the more expensive Porsche. As mentioned earlier, the cars shared the same body, but also the same fifteeninch wheels and the same 165HR tyres. Moreover, the 912 used the same size brake discs and the same suspension as the 911. That said, the cars could be told apart if you knew where to look. For example, the 912 made use of plastic interior trim (where wood adorned the 911), and where there was a complement of five dash dials in the faster car, buyers of four-cylinder machine had to settle for three. Also, the 912 lacked the black plastic finish atop the 911’s painted dash, a feature inherited from the 356.
Signalling what was the follow with the 914 from 1969, production of the 912 was shared between Porsche’s factory in Zuffenhausen and Karmann’s plant in Osnabrück. A year after its introduction, and in keeping with what was happening with the 911, the model underwent its first round of revisions. An increased track meant better roadholding, while a five-speed gearbox was offered as a special cost option. The extra ratio
was standard equipment on 912s sold in the UK, but race-style shift patterns had proved difficult for many US buyers to gel with, hence the fifth cog not being forced upon them. Matte black dashboards with a brushed aluminium panel also become de rigeur. In Germany, the 912’s price rose to DM17,600, although this was significantly cheaper than the 911 S, which was being offered at a far loftier DM24,480. Meanwhile, the most desirable garnish added to the 911’s recipe was a Targa roof. Predictably, the semi-open style went on to become a popular fixture of the 912 range. Featuring a removable roof panel, zip-out rear windows and what’s now an instantly recognisable brushed aluminium rollover hoop, the 912 Targa launched in December 1966 and was followed by an updated model with a fixed glass rear window two years later.
A programme of timely and constant model updates mirroring those of the 911 made the 912 even more desirable. The five-dial instrument cluster from the flagship Porsche became the 912’s standard equipment in 1967, while Fuchs five-spokes became a cost option allowing your entry-level Stuttgart speed machine to look even more like a 911 than it already did. Heightened specification, however, attracted heightened cost — at £1,974, buying a 912 in the UK would save you only £462 over shelling out for a 911.
UNITED FRONT
In 1968, in addition to softer interior furnishings, USDM 912s gained mandatory front and rear running lights in response to Stateside road safety laws. At the same time, 911 production finally eclipsed that of the 912, but the writing was already on the wall for the four-cylinder car; increasingly restrictive emissions control regulations, not to mention the arrival of a new entry-level 911 in the form of the 100bhp T, encouraged Porsche to look to the future. The jointly developed Volkswagen-porsche 914 project was waiting in the wings. Consequently, the 912 was discontinued in 1969.
By the time of its demise, the 912 had adopted a wheelbase increase of 57mm and had the Porsche factory designation, 912 B. One could argue the four-cylinder stunner was killed off in its prime – its 2,268mm wheelbase not only offered improved handling when compared to earlier incarnations of the model, but it also delivered more optimised weight distribution. Elsewhere, the car’s freshly flared wings were capable of covering six-inch wide wheels. But wait! That’s not the end of the story — just like a character in a long-running soap opera, the 912 was brought back from the dead. Sold exclusively in the USA, the 1976 912 E (the E meaning Einspritzung, the German word for fuel injection) looked largely the same as the 912 of old, although it now wore the 911’s updated G-series bodywork, including accordionesque impact bumpers. Unfortunately, with 86bhp and a compression ratio of 7.6:1, power and performance were
much lower than expected — the zero to sixty dash took 13.5 seconds, while the car topped out at 109mph. A five-speed gearbox was standard equipment.
At $10,845, the new 912 found itself positioned between the 914 and the 911 S. Production started in May 1975. Luxury options included airconditioning, an electric sunroof and a limited-slip differential. 2,099 examples of Porsche’s second-gen budget build were assembled, adding to the 30,895 912s made between 1965 and 1969. These numbers are important — it’s worth remembering that before the introduction of the 914 and the later 924, the 912 brought Porsche ownership into the realm of many more car buyers than the 911 was able to manage on its own. It can be argued that this very same affordability became the model’s undoing: whereas the four-cylinder 914 and 924 look completely different from the 911, the 912 looks exactly the same, thereby implying matched levels of performance. The resulting over-expectation often delivered disappointment, tarnishing the reputation of what is, in truth, a fantastic car.
Of course, that was then, this is now. More than four decades after the last 912 E rolled off its assembly line, and more than fifty years since the end of original 912 production, the model is regarded as a fully-fledged modern classic in its own right. Top Gear USA host, Tanner Foust, has one, as does former Porsche works driver and Luftgekühlt event founder, Patrick Long. The same goes for F1 smiler, Daniel Ricciardo. If the 912 is good enough for them, then it’s definitely a car those on the hunt for an air-cooled classic, but working to a limited budget, should be considering.
UNSUNG HERO
The 912’s role in keeping Porsche’s coffers topped-up long enough to enable continued production of the 911 shouldn’t be underestimated, even if today’s rapidly rising purchase prices mean a 912 is now anything but the lowcost Porsche it was originally designed to be. At the forefront of 912 servicing and sales for more than two decades, Revival Cars has witnessed first-hand the change in fortunes for the 911’s little brother, which has gone from underdog to cult classic, with a fanbase (and rising values) to match. In fact, not long after we visited Max’s natural habitat for a recent feature in our sister title, Classic Porsche, increased demand for his team’s services saw Revival Cars move into a workshop fifty percent bigger than what he’s used to operating in. “More customer cars means we need more ramps, which means we need more space!” he smiles. “We focus primarily on mechanical work, with the servicing and recommissioning of 912 engines and gearboxes being our chief concern.
We also source cars for customers,” he adds, prompting us to wonder how many 912s are in the UK. “More than most people think. There’s a growing number of surviving examples in Britain, as demonstrated by the Revival Cars customer base, accommodating owners all the way up in Scotland to those down in southern England. It’s an eclectic mix reflecting the 912’s status as an appreciating classic.”
Does a surge in interest and newfound respect for the 912 translate as cars kept in better condition? “Absolutely,” Max cries. “The 912 world has changed massively on all fronts. We used to
IN 1968, IN ADDITION TO SOFTER INTERIOR FURNISHINGS, USDM 912s GAINED FRONT AND REAR RUNNING LIGHTS IN RESPONSE TO STATESIDE ROAD SAFETY LAWS
accept cars in a rough state and were asked to get them up to a desirable standard, whereas today’s customers arrive with 912s that are, generally, in pretty good order. As you can imagine, though our client base has changed as a result of 912s ramping up in value, we see many of the same cars we worked on many moons ago. The main difference is that the increased value of these old Porsches means today’s owners are prepared to spend more on the upkeep of their cars than many have been able to in the past, which should inspire confidence in anyone thinking about entering 912 ownership.”