Questions for 911 experts.

color and price?!! sorry couldent resist. they did make diferent size motors,& some diferent heads.other than that I know squat . I have a friend that has a 911 motor in his railbuggy, he dosent drive it although it's very nice.he says you cant hardly drive it, the front wheels wont work in the air.

Didn't the wheelbase grow slightly about '71 or so?

Marty - I had a guards red early 1966 911S.  Bought used in 1974 for $3500 with a back firing engine and rust around lights.  It was know as a short hood car (shorter wheel base too).  It had a 2.0L flat 6.  Skinny 4.5 x 15" Fuchs with 165 Michelin XAS tires.  I did rebuild the engine - timing chain tensionsers were notorious for going out and destroying the engine.  To keep the plugs from fowling you had to keep it rev'd up (even with the $12 platinum tip ones - plus no CD ignition).  It attracted rust like crazy.  To compensate for heavy engine in tail there were 2 heavy steel weights in front bumper. Sold it when I moved from Hampton VA to DC - so I could put down payment on a TH!  My roomate at the time had a Zambizi Green 1972 911T that he entered in gymkhanas. 

It wasn't til like 1975 that they started galvanizing the lower body metal. I'd avoid pre-75 cars unless you find one from the desert. I think the 1976 912E is great investment - Raby T4 or any Subbie engine.

Here's good history -

http://911evolution.com/

I haave a friend with a 65 or so 912, I built a 2387cc vw type 1 motor for it, I crawaled under it last year to give him a hand with it and it was totaly gone, nothing but dirt holding the rust togeather.but the paint on the top side looked fine.(not one you would want to roll over for all to see)

I have a 1977 911S slant nose.

In a nutshell, for 1974 - 1977, the engine increased to 2.7L (2687 cc), and got the K-Jetronic CIS Bosch fuel injection. The body got the new impact bumpers required in the US. In 1977 they added some odd exhaust components to help with emissions.  The manesium engine from this timeframe is subject of great debate.

1974 saw extensive body mods from 1973, due to new crash safety restrictions. 1976 saw the addition of the galvanized body.

What else can I share?

Excellence magazine has buyer's guide for all years of 911s.

http://www.excellence-mag.com/...yers-guide/211641324

This is way in the future but I would love to have Henry or Carey one day do a lightweight Magnus Walker Styled Early 911 for me.  I would have a probuilt High Perfromace  2.7 motor built with some suspension mods. 

IM should team up with Covin in the UK.

http://www.covin.co.uk/

Yup - one of those kit cars!

http://www.covin.co.uk/covinforum/viewtopic.php?f=22&t=3572

'69.

The air-cooled 911 milestones, as I see 'em:

'65- '68 (911, 912) short wheelbase (SWB)

'69- last 912 (until the 1976 912E)

'65- '73- "long-hood", early-style bumpers. Early engines started out at 2.1L, grew to 2.4L

'73 RS- 2.7L, duck-tail spoiler

'74 RS- 3.0L

'74- '77- "impact bumper" 911s, mag-case 2.7 engine

'78- '83- 911 "SC", 3.0L engine (reliability greatly improved)

'78 onward- Fully galvanized bodies

'84- '89- 911 "Carrera", 3.2L engine (arguably, the standard by which everything else is judged)

'89- '93- 964- Still the same basic structure, but a lot more complicated, and not as "elemental"

'93- '97- 993- The final evolution of the air-cooled 911. Beautiful, quite complicated, and the end of the line.

Mechanical milestones:

Ever increasing displacement- 2.0L in 1965, 3.8L 993. Same basic architecture, many parts interchange. Updates (and back-dates, to carbs for example) possible

1975- 1989 Turbo (930)

901 transaxle- 1965- 1971

915 transaxle- 1972- 1986

1984 onward- hydraulic cam-chain tensioners

G50 Transaxle- 1987- 1997

There's a lot more, but those are the basics.

I'd love a nice, fiberglass LWB, long-hood replica, and I'd love to see Henry do it-- but I doubt there will be one as long as there is a "real" Porsche 911 in production (no matter how far removed a 991 is from the car I'd like), for the same reason we'll probably also not see 23 window splitty replicas. VW (and by extension, now Porsche) are pretty aggressive about defending trademarks.

I don't know how Colvin in the UK gets away with it. I REALLY don't know why they chose an impact bumper car to repilciate.

I'm sure it will happen one day.

Gee, Marty, why don't you get a Singer one while you're at it.

Rich, that is 911 Heaven.  Vince was right about them Damn kids!  I have college cost on the horizon:-(.

Here is a 1973 RS Clone running a 3.6.  Midwest Eurosport did the resto.

Vince was also right, "That's what relatives (or was it in-laws?) are for". Here's the info: 

Singer Vehicle Design

Los Angeles, California, USA

Telephone: +001 (323) 799-1237

E-Mail: info@singervehicledesign.com

This one is amazing!  Wonder how many IM's it costs to get one of these?

http://singervehicledesign.com...e-machines/new-york/

Early 911s and even 912s have appreciated in price quite a lot recently.  Good 911S cars are getting up there.  Even the lowly T's (if any 911 could be called lowly) are up there.  Wish I would have kept my 66 instead of parting it out.

IMHO (and mind you, it's been a few years since I got a chance to drive some of these examples), the early 911's were gutless and very tail-heavy.  That began to change in the 1970's and really changed in the 1980's.  After that, the cars got (again, IMHO) way too technical and lost a lot of their earlier charm.  You could still thrash them into corners and feel them swing out til the ass-end "caught" and then the fun really began, but it seemed like more work to get it to corner effectively and you had to be "on it" a lot more than with prior versions.  Not that I don't like a well-set-up 993 or GT3, I do, but they are the kinds of cars to only own when they are under warranty, right?  Lots of little things go wrong with them and the cost of those white-coated shop "technicians" is just silly unless Porsche is paying for them.  Hell, even a set of tires at $10-$11K every 18 months is a little daunting.