Although today the Porsche 911 stands as the ultimate success story of the sports car world, it wasn’t always the case. Back in the early ‘60s, when this legendary model was introduced, the 911 sales and initial reception weren’t exactly as the company hoped they would be. However, with clever thinking and engineering, Porsche proved that sometimes “the less is more” and saved 911 with 912. Here is a story about a forgotten Porsche that should have been given more credit and why the idea behind this car is still relevant.
A lot of work came into the introduction of the Porsche 911 in 1963. Envisioned as a bigger, more capable, and more powerful successor to the iconic Porsche 356, the 911 was thoroughly re-engineered for modern times. The result was definitely impressive, and the new car was a giant leap forward for a small factory that Porsche was at the period. However, it came at a cost. All that design and engineering work, plus a brand-new six-cylinder boxer engine, a big step from four-cylinder units used in 356, raised the price of the finished product significantly.
When the production of the new 911 started in 1964, Porsche was very concerned since the orders weren’t coming in desired quantities. If we look at the pricing, it is easy to see why. The brand new 911 cost around $6500, which was quite the price, especially when its closest rivals (Chevrolet Corvette and Jaguar E-Type) were more powerful and faster and also sold for considerably less money. It didn’t help that the early 911 were criticized for problematic handling on the limit, complicated maintenance due to the new engine, problems with the rust, and that optional equipment were somewhat limited. To slash the price and sell the cars under the loss was out of the question and financial suicide, so Ferry Porsche came up with the brilliant idea.
Even before the 911 had arrived, the company considered plans for a cheaper alternative that would use a four-cylinder from the 356 rather than the new and expensive six-cylinder engine. Yes, the car would be slower and less agile, but it would cost significantly less and be easier to maintain. The concept was put on hold while the company concentrated on the 911 release. However, seeing that the sales were very slow, Ferry Porsche urged his engineers, and the new version was put into production. The Porsche 912 was almost indistinguishable from the outside, featuring the same design, details, trim, and dimensions. However, the difference was in the drive train, and 912 used a 1.6-liter flat-four, pushrod engine from Porsche 356 SC. With a 9.5:1 compression ratio, this unit delivered 90 hp and used a four-speed manual transmission.
The new model was introduced about a year after 911, in 1965, and immediately drew a lot of interest from prospective buyers. It was almost $2000 less than the bigger-engined brother, but it looked the same and had the same driving feel. The 90-hp engine wasn’t the most powerful thing on the road, but it provided the 912 with decent performance for the period. The 0 to 60 mph took about 14 seconds, and the top speed was 115 mph, enough for an entry-level sports car. However, the benefits of this model weren’t just low prices or being the “911 light” version. The 912 was genuinely well-constructed and provided an excellent driving feel and sharp steering. Since it featured a smaller engine and fewer luxury appointments, it was also lighter than the standard 911 and tipped the scales at only 980 kgs. A proven and simpler engine meant that the 912 was more durable and easier to maintain, and the whole package had one more surprising advantage – fuel consumption. With lower weight, smaller displacement, and two cylinders less, the 912 used very little fuel. Even in those days of cheap gas, something like this was praised by its owners.
The new 912 proved to be a sales hit and even helped the sales of the 911. With an MSRP of around $4800, it was in the reach of a wider audience, and during the 1965 to 1969 production run, Porsche made around 30,000 cars which saved the company 911 as a model and helped it grow and finance the outstanding motorsport efforts including the 1970 Le Mans win. Interestingly, almost half of all 912s made were sold in the US, which was especially fond of this model. In 1966, Porsche introduced the 912 Targa model, which featured a signature roll bar and a “semi-convertible” body style. However, in order to keep the cost down, this model also featured a roll-down rear window instead of the fixed-tyle glass one of the 911. It provided a more open-air feel and was cheaper to produce. In 1969, Porsche believed that the 912 was no longer needed to support the 911 model, so it canceled the model, concentrating on improving the 911 range.
However, this was not the end for 912 since it was resurrected for the one-year-only model in 1976 and just for the US market. Called the Porsche 912 E, this was an entry-level model which served to fill the gap between the discontinuation of the Porsche/VW 914 and the new, front-engined 924 models. It featured a 2.0-liter, fuel-injected, four-cylinder engine with 90 hp. It had slightly better acceleration figures than the original 912, but the top speed was the same. In a spirit of economy, the 912 E was stripped down and even had just two gauges on the dashboard instead of the usual five. However, it was as frugal and efficient with a more modern engine and five-speed transmission as the original model.
Today, the 912 is a cherished part of the Porsche 911 legend and is recognized as one of the reasons why the 911 is still around. Fueled by creative thinking, innovative engineering, and marketing, 912 managed even to outsell 911 in some markets. However, the most exciting thing is the fact that its concept could be applied today with the same results. Not that the current 911 has problems with selling but because many more potential owners want a piece of Porsche 911 magic but cannot afford the prices.
