911 S 2.2 – 180 ch [1970]

Throwback Thursday: Porsche 911S 2.2 restoration – Phoenix Rising

The car was in very poor condition when I found it,” says Alan Drayson of Canford Classics, with world-class understatement. “It had been in a workshop fire, filled with water by the firefighters, then pushed outside and left to rot.”

It’s almost impossible to believe that we’re talking about this 1970 911S: an immaculate 2.2-litre coupe in sparkling Metallic Silver.

“For example, the interior light had melted and was hanging three inches from the ceiling. The ignition key had also melted, although the Porsche script was still visible. Fellow restorers told me the car would never see the light of day again – that was like a red rag to a bull.”

porsche-911s-pre-restoration

Comparing himself to a bull might sit right with Alan, but he’s one of the least bullish restorers I’ve met. His Canford Classics company’s approach is best summed up as a focus on process.

“When restoration is focused on the finish, you miss details in the middle. We work on process first, and expect results to follow,” he offers humbly. The proof that they follow is parked in front of us.

My first encounter with Canford Classics was in an internet thread, four or five years ago [2006-2007 – Ed.]. Rebuilding a car for a customer, Alan had all the suspension parts stripped, rebuilt and refinished; new powder coating, new plating, new bushes et al. He then arranged the perfect parts and took a picture, sharing it with the collective. It was the first time I’d seen it done, and it left a strong impression.

Porsche 911S Canford interior

“It just seemed like something people would enjoy,” laughs Alan as we discuss how that’s now the norm in restoration threads. “I’ve searched hard for the right companies to use for plating, chroming, anodising and trimming.”

“I’ve been through five different seal manufacturers, a bundle of carpet suppliers, and a number of bodyshops, to find suppliers who really understand what we’re chasing for our customers. When you find the right people, their work is a joy, so I like to share that out.”

It’s a fresh attitude in an industry where many specialists are closed doors to those who can’t afford them. “It’s all in the scene,” says Alan, who cut his teeth rebuilding air-cooled Volkswagens while still at school. “If I add something to the scene, it keeps the scene alive. An energised classic landscape is good for owners, good for newcomers, and ultimately good for me.”

To read about this incredible Porsche 911S 2.2 restoration in full, download Total 911 issue 75 to your digital device now.

Porsche 911S Canford rear

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The Porsche 911S at 50: 2.0S, 2.2S and 2.4S driven

These are the 911Ss. For six years they topped the 911 range; the fastest, the most luxurious, the most expensive. Then the RS was unveiled to an enthralled Zuffenhausen faithful in 1973. The S remained ‘Super’ for one more year but, as the 911 headed into the impact-bumper era it was usurped again, with the 911 Carrera 2.7 becoming prince to the Carrera 3.0 RS’s king.

In 1978 the 911S died out altogether, amalgamated with the Carrera bloodline to form the SC. Its return to global-production 911s would take nearly two decades, with the launch of the 993 Carrera 4S in 1995 reviving the tradition of this smoothly snaking Latin letter. As of now, each generation of water-cooled 911 has featured at least a single Carrera S in the range.

Thanks to its turbulent history post-1973, all pre-impact-bumper 911Ss enjoy a special place in Porsche folklore, reflected by today’s astounding classic values.

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18 months ago this mouth-watering, air-cooled triumvirate could have graced your collection for the price of a single 1973 Carrera RS. Now your £300,000 budget is unlikely to even secure two of these 911 icons, such has been the surge of interest in this famed variant.

The 2.7 RS may often steal the plaudits, but it owes its fabled reputation more to the track than the road; it was the S that took on the responsibility for cementing the 911 legend during those formative years. Yet, with production of this classic halo car spanning seven and a half years (resulting in 2.0-litre, 2.2-litre and 2.4-litre variants), which series of 911S should you set your sights on?

Released in 1966, the 0-Series 911S’s 901/02 flat six retained the 80mm bore and 66mm stroke of the original Porsche 901 engine. However, forged light-alloy pistons and steel con-rods replaced the standard items with 42mm intake and 38mm exhaust ports and twin Weber 40IDSC3 carburettors, to yield a significant 30bhp gain over the standard 911 powerplant.

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Providing the first 911S with the dynamics it deserved, Helmuth Bott’s team fitted a rear anti-roll bar alongside a stiffer front item, and adjustable Koni dampers. It also became the first 911 to gain internally vented brake discs, whose cooling was aided by the introduction of the new, 4.5-inch-wide, forged-alloy Fuchs wheels (a move that saved over 8kg compared with the previous steel wheels).

Our Ivory White example (owned by Marcus Carlton) previously went head to head with a 991 Carrera S in issue 114, sowing the seeds for this group test where its ‘competition’ comprises less contemporary German engineering.

Despite this, there are numerous aesthetic details that place this Porsche as the trio’s elder statesmen. The original Fuchs wheels feature less black paint than later rims and, combined with the spindly 165-section tyres and high ride height, the original 911S has an historic aesthetic that continues inside.

To celebrate the Porsche 911S’s 50th birthday in style, you can read our 2.0 v 2.2 v 2.4 group test in full by ordering your copy of Total 911 issue 120 online for just £1.15. Alternatively, download it straight to your digital device here.

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911 S 1969 Racing

911-s-1969Pourquoi donc Porsche a-t-il développé une version “Sport” de sa 911 si ce n’est pour offrir un niveau de performances supérieur à une clientèle toujours plus exigeante. Ah !… Peut-être aussi pour accroître le potentiel de son cheval de guerre sur des champs de bataille peuplés d’adversaires déjà très bien armés.
Texte Francis Leplat Photos Simon Clay (courtoisie RM Auction)

La compétition, au centre des préoccupations chez Porsche ? Une évidence qui, en 1969, n’a jamais été remise en question, mais qui tendait alors à scinder les activités de la maison en deux pôles distincts. Autant, à l’origine, la 356 de route était la base incontournable à la préparation des voitures de course, autant la deuxième moitié des années 60 avait vu naître une nouvelle lignée de prototypes (la 904 et plus encore la 906) qui allaient cantonner la 911 aux seconds rôles, sur des épreuves de moindre envergure et sur des initiatives privées, mais surtout dans la fonction de voiture de série, dont les revenus des ventes financeraient une part non négligeable des activités du Département Compétition de Weissach. La marque a délaissé les rallyes dans lesquels elle brillait dans les années 50 et misé gros sur les courses sur circuit, discipline qui fait la part belle aux protos du calibre des 907 ou de la 908. Pourtant, Peter Falk et Herbert Linge avaient démontré dès 1965 le potentiel de la bête en remportant une victoire de classe et une belle cinquième place au général du Monte-Carlo dans une voiture quasiment standard, et trois voitures d’usine seront engagées sur l’édition 66. Il a fallu d’autres initiatives pour que Porsche remette ses préceptes en question. En Grande-Bretagne, un jeune pilote a convaincu un concessionnaire Porsche local de lui prêter la 911 de son showroom pour un rallycross. La voiture retourne le lundi à la concession dans un état “second”, en même temps qu’une poignée de commandes fermes pour la même Porsche que celle que les potentiels clients ont vu se battre avec verve entre les mains du jeune… Victor Elford ! Un succès qui autorisera le talentueux Vic à réclamer une modeste 911 S à l’usine pour l’engager au Monte-Carlo et au Tour de Corse 1967. Accordé ! L’année suivante, il se contentera de remporter l’épreuve avec son copilote David Stone, épaulé par une assistance réduite à sa plus simple expression, et suivi par la 911 S de Pauli Toivonen. Peut-être suffisait-il de convaincre les bonnes personnes chez Porsche de redynamiser l’effort en rallye.

Acropolis

Effectivement, durant la saison 1969, Porsche a compris que sa 911 pouvait se révéler une redoutable compétitrice face aux Ford Escort, Opel Kadett et autres BMW 2002. Une demi-douzaine de 911 S sont alors préparées pour la discipline, portant les numéros de châssis 119 300 529, 0530, 0548, 0912, 0931 et 0932. Prélevées sur les chaînes de montage avant qu’elles n’aient reçu moteur et transmission, elles étaient envoyées à Weissach pour une préparation dans les règles. Elles étaient toutes équipées d’un moteur 911/30 soigneusement reconstruit et alimenté par une injection mécanique Bosch. Le châssis et les suspensions étaient renforcés, les voitures recevaient des portes plus légères en aluminium et bénéficiaient de toutes les modifications réglementaires de sécurité. […]

Retrouvez l’intégralité de l’article dans le n°26 en vente en ligne sur hommell-magazines.com.

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911 2.2S: coup de foudre en bleu pastel!

Temps de lecture estimé: 2’35 Bigre! Ce sont des moments comme cela qui ravivent chaque jour la petite flamme de la passion Porsche. Ce moment exaltant où, alors que rien ne semble vous sourire, vous tombez nez-à-nez avec une 911 plus belle qu’au premier jour, lorsque vous ne vous y attendiez plus. Rencontre avec un coup de … Lire la suite 911 2.2S: coup de foudre en bleu pastel!

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Porsche 911S 2.2: the small wonder

I’ll start this feature with a confession. As a motoring writer, I’ve driven all the early 911s, can tell them apart from 100 feet, and can recognise their engine sizes simply by listening to them while idle – blindfolded. However, in this instance I am unsuccessful. This afternoon, not far from Johannesburg’s central business district, marks the first occasion in which I will spend some time in the company of a 2.2-litre S and, more importantly, get to drive it. However, the owner is as enthusiastic about Porsches as most of you reading this magazine, and for the best part of four hours we would only discuss 911s – pre-1973 models in particular.

Porsche 911S 2.2 bonnet

Aside from the hallowed RS moniker, the S signature has been used by Porsche for the best part of the 911’s existence. The original 911S’s genealogy can be traced back to the first 2.0-litre 911S released in 1967. It didn’t take long for Porsche to increase the capacity of the 911 for the first time, and in August 1969 the 2.2-litre flat six was released. Generally, these are referred to as 1970 models, and the S engines developed 180bhp, compared to the original 2.0-litre S’s 160bhp. The increase in engine size was due to the enlarged cylinder bores, from 80 to 84mm. Another important mechanical update was the replacement of the 215mm clutch with a larger 225mm item.

Porsche 911S 2.2 static

Porsche didn’t simply increase the engine size for road use; with its capacity now above 2,001 cubic centimetres, the 911 could be more competitive in the 2,001-2,500 cubic centimetre class for race purposes. 911 anoraks will appreciate the fact that the increase to 2.2 litres also signalled the introduction of Porsche’s engine type number prefix, which changed from 901 to 911, meaning the 2.2-litre S’s engine was referred to as the 911/02. To read more of our classic test drive in this beautiful 2.2-litre Porsche 911S, make sure you pick up your copy of Total 911 issue 112 now. Currently available at your local newsagent, you can also order your copy online, or download it to your digital device.

Porsche 911S 2.2 engine

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