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 911 - 1968
911 T/L/S B-6, 1991 cm3, 80,0 mm * 66,0 mm, crankshaft with 8 bearings, 8,6/9,0/9,8 : 1, 2 triple carburetors, OHC, rocker arms, radial fan, dry sump, 8 liters, coil ignition, 157/175/179
Nm 4200/5200/5200 rpm, 81/96/118 kW (110/130/160 hp) at 5.800/6100/6.600 rpm, rear-mounted engine, rear-wheel drive, limited-slip differential (optional), manual five-speed, semi-automatic 4-speed transmission
(optional), wheelbase 2.21 m, McPherson, tilting arms, torsion bars, stabilizer bars (911 S), rack-and-pinion, safety steering column, (internally ventilated) discs, single/dual-circuit, parking brake, rear disc brakes, self-
supporting body, length 4,16 m, width1,61 m, height 1,32 m, 4,5/5,5/5,5 inch rims, 61,5 liters, 1.020/1.020/1.080 kg + driver, 200/218/225 km/h, model year 1968, 19.305/20.980/24.000 DM.
This car is likely one of the lesser-known 911s, a sort of transitional model produced only during the 1968 model year. The 911 S was introduced as the top-of-the-line model for the 1967 model year. With its introduction,
the 911 became the fastest German-built car in terms of top speed.
The figures above refer to shipments within Germany. Shipments exported to North America may differ. All three 911s were still powered by two triple-barrel carburetors each. However, these were no longer made by Solex,
but by Weber.
The 911 S not only had a higher compression ratio, but also a higher rated speed. To achieve this, the pistons and connecting rods were reinforced, the valves are enlarged, and the spark plugs, valve timing, and
carburetor jet settings were adjusted accordingly.
The car now had Koni shock absorbers, stabilizer bars, ventilated disc brakes, and alloy wheels instead of steel ones. To prevent the engine speed from exceeding 7,200 or 7,400 rpm, the distributor had a speed limiter
that deflects via centrifugal force.
Certain changes to the interior made the new 911 S appear more upscale, including carpeted floor mats, a trim-covered dashboard, and more rubber on the bumper, its corners, and side moldings. The glove compartment
and gearshift knob were redesigned.
We're going into such detail because the 911 L turned out to be the main beneficiary of the new three-part division, or, with the 912, actually a four-part division. In addition to this model, the 911 Touring was also
intended as an entry-level model. The previous 911 was now renamed the 911 L.
That's where they wanted to get their customers; the 911 L was supposed to be considered the “standard” 911. While the engine, with the exception of the carburetors, was by no means new, the Luxury version
was equipped with the internally ventilated disc brakes from the 911 S. The Sportomatic was able to acquire all three units for approximately 1,000 DM.
The new door handles (pictured above) were interesting, one of the new safety features. Seat belts were now available for the rear seats, the windshield was made of laminated glass, and the dashboard was padded.
5.5-inch rims and a dual-circuit braking system completed the package.
Conclusion: The 911 L was only available that one year. It was regarded as a bridge to the later 911 E and was clearly distinct from the entry-level T model, which was more comparable to the 912 in terms of features. It had
the "elephant skin" look on the dashboard as its distinctive feature.
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