This lot will be auctioned via Iconic Auctioneers, Supercar Fest Sale of Iconic and Classic Cars 2024 on Saturday the 18th of May, Sywell Aerodrome, Sywell, Northampton, NN6 0BN. Even the most knowledgeable of 911 enthusiasts might look at the title '1976 Porsche 912E' and think that it didn't sound quite right. After all, the 912 was in production from 1965 until 1969 and was never fitted with fuel-injection (E for Einspritzung). The raison d'etre of the original 912 is well known as in 1964, Porsche had a problem with the sales of their new 911 proving a touch disappointing and continuing demand for the 356, which was scheduled to be phased out, necessitating that the production lines kept rolling. The solution seemed to be financial, and the decision was made to replace the 356 with a four-cylinder, more appropriately priced 911 and, as a result, the 912 was conceived. It lasted until 1969 when the Porsche 914/ VW-Porsche 914 arrived offering a mid-engined, Targa-topped roadster powered by a flat-four meaning that Porsche could now offer a more economical four-cylinder model that didn't suffer the stigma of being seen as a 'poor man's 911'.
So that was the end of the 912, well, not quite. By 1975, 914 production was coming to a full stop but its replacement, the 924, was 14 months away leaving Porsche in North America, their biggest market, without an entry-level model. Whilst no more 914 body shells would be produced, the 914’s VW Type-4 2.0-litre engine was still very much in production and there was also no shortage of corrosion-resistant, galvanised chassis, G-Series 911 bodyshells, so the decision was made to mate the two, thereby reviving the four-cylinder 911 and, once again, calling it the 912. The “E” suffix simply indicated that the car was now fitted with Bosch L-Jetronic fuel injection, which was later adapted for the 911. Built between May 1975 and July 1976, just over 2,000 found homes in the US.
The 912E has the same chassis as the 911 and therefore handles much like the 911 but with less power and less weight behind the rear axle, it tends to be more forgiving and less prone to sudden oversteer. The interior is the same as the 911, though some pieces were extra cost options including two of the five gauges and the standard 15-inch wheels were usually replaced by 14-inch Fuchs or 'Cookie-Cutter' alloys.
This superb example is owned by ebullient Wheeler Dealers host and friend of Iconic Auctioneers, Mike Brewer, and the story of its purchase and restoration will follow shortly.