INQUIRE ABOUT THIS VEHICLE
Mileage: 64,200 Miles (TMU)
Engine: 3.0-Liter Flat 6-Cylinder Engine
Transmission: 915 5-Speed Manual Transmission
Exterior color: Pearl White Exterior
Interior: Black Interior
Bosch K-Jetronic CIS (Continuous Fuel Injection)
3.0-Liter Pistons in 2.7-Liter Case
Pro Series Forged 3.0 Pistons
Pro Series Piston Rings
Pro Series 3.0 Cylinder Sleeve Inserts
Ported and Polished Heads
Stainless Steel Forged Intake and Exhaust Valves
Turbo Chain Rails
3.2 Oil-Fed Timing Chain Tensioners
Turbo Cooling Tin
Stainless Steel Headers
7:31 Final Drive
Wevo 915 Shifter
Momo Prototipo Steering Wheel
Original 4-Spoke Steering Wheel Included
911 S Front Valance
15-Inch Fuchs Wheels
Fresh Yokohama S Drive Tires
The 1971 to 1973 were the last years of the traditional “long-hood” 911 before U.S. impact bumper regulations diluted the iconic 911’s form. Known as the E and F Series, they were powered by a 2.4-liter engine good for between 130 to 190 horsepower depending on T, E, or S model spec. All cars in the U.S. market featured mechanical fuel injection, except for the 1973.5 911T. Those employed the Bosch K-Tronic Continuous Fuel Injection (CIS), the system that would go on into the 2.7-liter 911 and 911SC. The E and F 911s also got the stronger 915 gearbox, one that would remain in the 911 until the late-1980s. Weighing roughly 2,300 pounds with the power of the 2.4-liter engine, the E and F Series were some of the best traditional “long-hood” 911s. They delivered the traditional 911 design and experience with technology that persisted in for decades to come.
This 1973.5 911T Targa came to us, along with a 1973.5 911T Coupe, on consignment from a Glen Shelly regular who needed to sell both due to health concerns. He purchased it from a long-term owner on Bring a Trailer in October of 2018 and set about restoring it further, but had some health issues arise before it was finished. The records date back to 1996 under the previous owner and show regular maintenance and frequent services. In 2007 it underwent an extensive exterior restoration and the color was changed from Yellow to Pearl White. A 911S front valance was also installed. After that the engine was replaced with a 2.7-liter block from a 1975 911 and comprehensively rebuilt to into a 3.0-liter. Every mechanical component was inspected and / or replaced. The pistons were upgraded with Pro Series forged 3.0 pistons, Pro Series 3.0 cylinder sleeves, Pro Series piston rings, and APS head studs. The heads were ported and polished and rebuilt with turbo chain rails, stainless steel forged intake and exhaust valves, phosphor bronze valve guides and Teflon valve stem seals. A Turbo cooling tin was added along with 3.2 oil-fed timing chain tensioners. The distributer was re-curved and an electronic ignition was added. The exhaust is comprised of stainless steel headers and performance mufflers—which sounds absolutely fantastic! The 915-gearbox was also rebuilt and was noted to have a 7:31 final drive. A fresh Kevlar clutch was installed in the process.
When we got it, we set about finishing the work that current owner had started. That included installing a correct set of seats, steering column trim, carpets, and fresh Targa top seals. Mechanically, we installed fresh dual batteries, replaced the front hood struts, front strut mounts, installed an airbox pop-valve and re-sealed the airbox, replaced the fuel filter, air filter, fuel pump, and added fresh Yokohama S drive tires. Then we upgraded the steering wheel with a Momo Prototipo and installed a Wevo shifter. The end result is a well-sorted, driver quality 911T Targa with some tasteful performance upgrades. It still has some items that need to be finished (outlined below), and some moderate oil leaks, but overall it is a nicely sorted example of a long-hood 911 and priced reasonably. We look forward to finding the next owner and seeing what they will do with it. It comes with several keys, a lengthy records binder, and a few spare parts.
The Pearl White paint is an older re-paint, but is still in great condition. All glass and trim are documented being removed in the paint job, but the frunk and engine bay remain in the original yellow color. There are small nicks and chips on the lower front lip, and some cracking paint on the deck lid. The Targa roll bar silver is in good shape, and a wonderful early 911 Targa detail. The Targa top is in good shape and we installed new seals on the front and side. All rubber and chrome trim are present and in good condition other than some slight UV fade. The windshield is crack-free with only light pitting. The headlights are surrounded by chrome “sugar scoops” and have good lenses. Both front turn signal lenses have light cracks; the taillights are crack-free. The fifteen-inch Fuchs wheels are in good shape; they do have some fade and paint chips. They are wrapped in fresh Yokohama S Drive tires that were installed in preparation for sale.
Open the door and you are greeted with that lovely air-cooled 911 smell. There are no odors and it has never been smoked in. The carpet is good condition, but there are two small tears on the driver’s side. An aftermarket cover is permanently affixed over the stock dashboard, it fits well and does not look out of place. All gauges work correctly, with the exception of the clock, which is intermittent. The Momo Prototipo steering wheel is an excellent upgrade; the stock 4-spoke steering wheel is also included. The headlights, turn signals, and wipers work correctly. The windshield washer and power antenna are inoperative and the stereo has been deleted. The heat will run you out of the cockpit (an early 911 trait), but the fan is inoperative (you don’t need it). The Wevo shifter is smooth and tight, a tasteful upgrade for the vague 915 transaxle. The Targa top cloth headliner is very nice. The sun visors are missing. There are some small cracks in the vinyl on the upper driver’s door card panel; the manual windows and manual side mirror adjustment are nice early 911 touches. The spare tire is present, along with three keys.
There are few driving experiences that can match a well-sorted air-cooled 911. The rebuilt 3.0 engine fires on command, although hot start can be finicky. The manual throttle idle adjustment makes this easier. It idles smoothly and pulls strongly. Once the oil warms up, it screams to redline through the stainless steel headers. With the 7:31 final drive, it can be a little loud at fast highway cruising speeds, but it sounds so good it’s difficult not to enjoy! There are moderate oil leaks that are tolerable for an older air-cooled 911 and indicative of one that has been brought back to life after sitting for some time. We have driven it several hundred miles in preparation for sale, when it’s parked it leaves several spots—a drip pan is recommended. The oil temperature runs cool, even on hot summer days. The clutch has zero slip, the take-up is correct. The gearbox is the best 915 gearbox we have ever driven, thanks to being rebuilt when the engine was done. When paired with the Wevo shifter, the shifting is crisp, smooth, and firm—which is extremely satisfying. The suspension is firm, yet compliant. The brakes are strong, but the pad compound will squeal occasionally. As it sits, this is an excellent entry to the long-hood 911 market. The Targa is an excellent compromise for an open-air experience, without giving up proper driving dynamics. It could either be enjoyed exactly like is, or continued to be restored—either way, it has made us smile immensely while we have had it and are confident it will make its new owner do the same.