Claimed to be a genuine 911S, G Series, this 1974 Porsche 911 is a project car. It last ran in 2015 when the engine was removed though it has since been reinstalled. Unfortunately, it’s only partially assembled and will require finishing. Interested? Let’s take a close look at this Bethesda, Maryland domiciled 911S. It is available, here on eBay for $25,100 with 61 bids tendered as of this writing.
Being a 1974 model means that this Porsche is a one-year-only Series G that also incorporated other new features including fuel injection for the new 2.7-liter flat-six engine and heavier U.S spec bumpers. Since this is a 911S and not a regular 911, the engine is rated at 175 HP. There is no detail as to what was done to that 2.7-liter engine or what still remains to be completed to get it operational. The hope, of course, is that all of the parts are present and included.
The listing claims that this is an 18K mile Porsche but there is no documentation provided to back up that claim other than a glimpse of the odometer. From what can be seen – the images aren’t the most comprehensive, the body appears to be straight and aligned with a deep onyx finish. The seller adds, “The has never been in an accident. The body and doors truck and hood align like the day it came off the factory line in Germany“. He also mentions that the Fuchs wheels are “99% perfect”. The seller claims that this is a rare model and according to one Porsche source uncovered, there were 1,359 non-Targa 911’s assembled in ’74 out of a total 911 production count of 9,381 – and that volume excludes 911S Targa’s and Carrera’s.
It might be a Porsche but it has not escaped the ignominy of having absolutely whatever piled up inside. Yeah, there’s an interior in there but it’s hard to discern much about it. The seller does state, “The gauges and all the interior stuff is there just needs to be put in with electrical“. I think it’s the “stuff” that I am most concerned about – not that wiring is necessarily a simple task.
I understand what’s here, I just don’t understand how cars end up like this – loss of interest, or maybe fear of the remaining unknown; who knows. I did some shopping around and couldn’t find a comparable model for sale. There are 911’s and Carrera’s but I couldn’t uncover a 911S. I’d be concerned about this one, especially considering the current engine’s status – that could take some heavy, and expensive, lifting to get it back to a proper working condition. What’s your thought, is this a 911S to pursue, or would it be better to hold off for an assembled and running example?
From the pictures on eBay I don’t see the whole car. Lots of missing parts unless there are stacks of boxes. Also the 2.7 needs special attention to some critical areas if the engine was apart. The next question is was it apart. I don’t believe for one minute this is a 18K vehicle. Not knowing the history of the engine and missing parts that would be a big pass for me. Better to find a running driving car. 74’s aren’t that special unless it’s the Carrara RS.
The next question should read “why” was it apart?
The critical engine work referred to is replacing the cylinder head studs with “case savers” as the stock studs have a tendency to pull out of the case and ruin what is an extremely expensive part to replace. New aftermarket and factory cases are available but at the cost of buying and rebuilding the engine you might as well find a complete car to buy. This looks like a nice car but the whole scene looks a little flakey to me.
I have a client who bought a 911 at auction. Not his first Porsche. But when he finally convinced a specialist outside Philadelphia to repair the engine, man did he dig deep into his 401K. Think he is still digging. Very very expensive parts and no, Pep Boys dudes ain’t fixing these cars. You wanna play, you’re gonna pay.
ARE you joking about the 401K? Why would anyone damage retirement just to tinker with a car? If you can’t afford it, don’t buy it. Is the 401K loop hole causing some of the price craziness? If so, it needs to change. I, as a tax payer, do not want to take care of some idiot that went through his retirement potential just to have some “investment” car in his garage. (Not that I will be around long anyway, just the principle.) Part of being a grown up is using common sense and making wise, albeit dull, choices in life.
The red flag popped up before I finished the pictures. Not enough detail to make a reasonable decision on condition. There is something hidden here waiting to surprise the new owner, and most likely tied to BIG $$$, so sell now at no reserve. Most all 1974’s have some issue with corrosion, even California is not immune to rust.
Find one that is drivable and have fun on the road. Your shop won’t be calling you for extra costs.
It didn’t seem suspicious to me until I got to the picture of the metal building. Why was it shown, and it clearly is not the building which the other pictures are taken inside of. Benefit of the doubt would say that they accidentally uploaded that picture with the others. With inflated Porsche prices, I am not sure this is out of line, but for certain make sure that the critical parts are included.
Makes me pause to consider, why didn’t Porsche install case savers at the factory? Studs pulling out has been solved decades ago for ACVW owners.
People will fight over this thing. Porsche madness! Regardless of condition, folks of means won’t care.
If you are intent in jumping down the old P-car rathole… hold out for a running example. The old bromide about collector cars is especially true here: “Buy the best you can. It will be cheaper in the long run.” Unless you are a true mark specialist, forget half-assembled basket-cases like this.
Right, Jack Quantrill. And frankly, there are those who would rather enjoy the funds in their 401K than die without having the pleasure those funds can bring.
If folks want to spend their money on nice – or not so nice -cars, just to keep them on the road, who is to say that’s wrong? Fun comes in as many forms as there are folks looking for it.
In 1974 my ambition outvoted my sanity and I bought a “Dr. Ferry Porsche Signature Edition”. Needless to say, I went down a rabbit hole from which I am still smarting. These days it appears to me there is no sane way to satisfy a Porsche curiosity. I had to first learn of snap oversteer, take driving lessons and finally, retreat back to front engine rear drive where I was adequate. The cost? Almost $20,000 for a man(?) making $4/hr. While going to school. As my Father used to say – No brains, no headaches. With the cost of admission now $50k, how can a budding Porsche wanna-be ever expect to get to their goal? I’m sorry to all car guys under 40. My generation has monetized the avocation and it will never again be as it was when I was young. And I still hate everything Porsche.
Porsche has done some great things with the 911 platform and some poor engineering at the same time. During the rebuild of the 2.7 I went with ARP studs with time serts for the case. Dilivar studs were supposed to be the cure replacement for the OEM but they also had the same issue of a differential expansion/contraction rate causing both pulled studs and leaks at the base gasket. A 1974 911 that I restored from the bare tub up recently changed hands for 155K, maybe a new record #?
Sennansxr1991 post pics of your 911? Love to see it!
Porsche has changed their 911s so much since this era cars. I have a 993, and it handles totally different than these. If whoever buys it thinks they can climb in and push it to the limits like they do other cars, they will be surprised. The first lesson is to react the opposite of instinct in a corner when the rear end starts to slide. Most would tend to let up on the gas (or even worse, hit the brakes.) That will ensure that you go into a full spin. You have to mash the pedal down, and most of the time it will correct the slip and send you down the road (albeit possibly in the wrong lane.) These were cool cars, but drove like nothing else, except maybe a slight resemblance to VWs.
Buy a runner. The only under car shot looks questionable – newer pan welded to ??. There’s probably a reason most of the top side pics aren’t that close. As mentioned above, you can’t tell what’s missing. Also a rebuilt engine with intake and exhaust ports open makes you wonder how much corrosion has occurred since it was opened up. I’ll stick with the 1978 SC I just acquired. Real original chipped, faded paint, split driver seat cover, faded carpet from the CA sun and a top end rebuild 30k miles ago.
The burning question that begs answering is why was it disassembled in the first place if it is so perfect ??
I see comments of “snap oversteer” . My experience with my 65 Corvair Corsa was no snap anything. The flywheel effect of a rear engine car is typically tail heavy but that sledge hammer tail swing is slow and predictable, as apposed to the many mid engine cars I’ve owned since then. Moving the engine in front of the rear wheels makes that direction change much quicker. One might call it snap. But after years of “snap” reaction I’ve come to anticipate and react accordingly.
I only call it that because I heard a driver make that comment at Kent speedway in the early 1970’s and then saw it repeated in magazines. My car was going correctly one minute and the next was swinging backwards into a tree. What would the technical term be for that reversal of physics? The driver was 95% of the problem, I will admit.
SOLD for $29,101.
31 Bidders, none of them BFers, guaranteed.