www.QV500.com - Porsche 911 (1965 - 69) Part 1: 911 2.0 O-series
 
With the 356, Porsche had built a reputation for producing fast, pretty, lightweight cars that seemed equally at home whether being used for the weekly shopping trip or a 24 hour endurance race. Beyond all expectations though, the 911 that replaced it occupies an even more prominent position in the echelons of history. Undoubtedly one of the most significant motorcars ever made, Porsche's 911 ranks alongside the Beetle and Mini, its importance undimmed to this day. No other vehicle can eclipse the 911's mix of racing heritage, iconic styling and cultural significance, the story starting here with the O-series 2-litre.
   

The objectives were a 2+2 cockpit, rear-engined layout and more potent engines, all this in a package that had to be a similar size to the outgoing 356. Between 1964 and 1969 when 2-litre cars were current, customers could choose from a variety of body styles and engines. Coupe and Targa configurations were available with engines ranging in output from 110 to 170bhp. The first 911's were based heavily on Porsche's 901 prototype that had debuted in September 1963 at the Frankfurt Motor Show. It featured a steel platform chassis and suspension that was designed to allow as much space as possible for luggage under the front lid and passengers in the rear. The storage area beneath the front lid was impressively large thanks to a very compact front suspension arrangement with longitudinal torsion bars and slim MacPherson struts housing telescopic dampers. At the rear, transverse torsion bars were combined with semi-trailing arms instead of the outdated swing-axle, all of which greatly improved ride and handling. The engine was derived from the Typ 753 flat-eight used in the Typ 804 Grand Prix car of 1962 (albeit with two of the cylinders removed).

 

The decision to switch from a four to a six cylinder engine was taken as the new unit could easily exceed the output of even four cam 356's and would allow greater development in the future. Designated Typ 901/01, displacement was 1991cc thanks to a bore and stroke of 80 x 66mm respectively. Output was 130bhp at 6100rpm with compression set at 9.1:1 and two triple-choke 40PI Solex carburettors. Aluminium was used wherever possible although there were hard wearing cast iron cylinder walls and steel connecting rods too. From the outset a five-speed Typ 901 gearbox was fitted as standard.
   

Top speed was around 130mph whilst 0-60 took under 11 seconds. Designed by Ferdinand ‘Butzi’ Porsche, the bodywork was clearly influenced by the 911's rear-engined layout and pre-requisite for rear seat space. Manufactured from steel and with bolt-on front wings, the 911 had been the subject of careful aerodynamic consideration although a family resemblance with the 356 was clearly evident. Initially available as a Coupe only, familiar Porsche cues included curvacous front wings, a neatly tapered tail and glassy cabin. The interior featured folding back seats to provide additional luggage space and overall, the cockpit was another successful mix of simplicity and elegance. It was trimmed in a range of four velour colours, leather being available to special order (later becoming an official option from 1965). Carpeting was always dark grey. Despite the occasionally haphazard ergonomics and limited interior options, early 911 cabins have aged well and exude sixties class. Production began in September 1964 (for the 1965 model year), the new car being launched initially as the 901 although following 13 examples, this was changed to 911 (Peugeot owning the rights to the 901 name).

 
The first major developments came in the form of a Targa body style launched in September 1965, production beginning that December. The Targa was to prove especially popular in the USA and offered the option of open top motoring but with all the practicalities of a Coupe. Thanks to the hefty stainless steel roll hoop, Targa's were able to retain much of the Coupe’s structural rigidity and consequently avoided the scuttle shake so often associated with open top cars. Porsche’s continual quality improvement programme saw a number of developments introduced soon after, the first coming in February 1966.
   
At this time, the decision was taken to replace the Solex carburettors with two triple-choke Weber 40 IDA items. The switch was made because of the noticeable flat spot found on the Solex carbs between 2500 and 3000rpm. Having received much attention though, it proved impossible to rectify and Weber-carbed engines were re-designated Typ 901/05. With such a strong competition pedigree, Porsche were inevitably developing more potent examples behind the scenes, a de-tuned version of which, the 911 S, made its way into showrooms in July 1966. Fitted with a Typ 901/02 engine that retained the same 1991cc of the other Typ 901 engines, output rose to 160bhp at 6600rpm thanks largely to a higher compression ratio (up from 9.1:1 to 9.8:1) and hot Weber 40 IDS carburettors. Other upgrades included revised suspension with adjustable Koni shocks and ventilated disc brakes all round, a larger anti-roll bar, wide five-spoke Fuchs forged alloy wheels and a more efficient exhaust system. Top speed rose to 136mph and 0-60 shrunk to just 7.9 seconds. The O-series 911 was in production from August 1964 until August 1967 when it was replaced by the A-series 911. 13,391 had been built.