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 911 - 1970-73
911 T/E/S 2,2|2.4 B-6, 2.195|2.341 cm3, 84,0 mm * 66,070,4 mm, crankshaft 8-bearing, 8,6/9,0/9,8|7,5/8,0/8,5 : 1, Zenith carburetor/mechanical fuel injection, High-Voltage Capacitor
Ignition, OHC, rocker arm, radial fan, dry sump, 8 liters, coil ignition, 196/196/199|196/206/224 Nm at 4200/4500/5200|4000/4500/5200 rpm, 92/114/132|96/121/140 kW (125/155/180|130/165/190 HP) at
5.800/6.200/6.500|5.600/6.200/6.500 rpm, rear engine, rear drive, limited slip differential (optional), manual-four-/five-speed, semi-automatic 4-speed transmission (optional, except for S), wheelbase 2.268 m, McPherson,
semi-trailing arms, torsion bar springs, stabilizers (911 S), gear rack, safety steering column, (ventilated) disk-brake, parking brake, drums in rear disks, 165 HR 15/185/70 VR 15 (5,5/6 inches),
self-supporting body, length 4,163 m, width1,61 m, height 1,32 m, 61,5/85 liters (foldable spare tire), 1.020|1.050 kg + driver, 205/220/230 km/h, model year 1970|1971.
There were two increases in displacement, both achieved by enlarging the bore, but for entirely different reasons. The 2.2-liter engine was introduced primarily to increase torque, which was intended to make driving a bit
more relaxed, for example, in the city. Maybe always shift up a gear to save fuel.
That didn't go so well with the 2.4-liter engine, because the compression ratio was reduced and the engines were tuned for regular gasoline due to the significantly stricter emissions regulations in the U.S. - yes, even the
911 S. The '70 model year was also marked by a focus on safety. These included, for example, stabilizers, even for the T-model, and, as a general rule, internally ventilated disc brakes all around; however, the 911 T
featured cast iron calipers instead of aluminum ones.
Work was done on the weight distribution once again. The 911 E and S were equipped with an aluminum hood and aluminum bumper components. Once again, parts of the front axle's settings were adjusted. But the
most important news for customers was the hot-dip galvanizing of the undercarriage and the PVC underbody protection.
The new transmission didn't arrive until the 1971 model year. Only the design was changed. However, the clutch was thoroughly redesigned for this purpose, as the design was changed from a pressed-in type to a pulled
type. This changed the direction of movement and, as a result, the entire operation. The reason was to make the clutch more user-friendly for women by reducing the operating force required.
As already said, a lot had changed in terms of the engine in 1971, but the same was true for the transmission as well. The old Porsche synchronisation system was replaced by one based on the Borg-Warner principle;
among other changes, the standard H-pattern shift layout, with fifth gear at the front right and reverse (R) at the back right, was also introduced.
More changes designed to improve the suspension. This time, a front spoiler, starting with the 911 S. The hydropneumatics on the front struts had now disappeared. Due to mix-ups, the new engine oil filler cap didn't last
very long either. You still had to open the hood.
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