I've known this car for the last 35 years and the owner has now decided to put it up for sale after sitting for years. $40,000.
Contact Joe Weber at 619.770.8948
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This car was a 1966 912 coupe sold originally in Europe (Italy, I think). It was imported into the U.S. some time in 1977. It has never been registered anywhere in the U.S. I have a bill of sale from the importer and can have independent verification that the car was never on the street. It has been in my sole possession since 1978. It has been a TT and AX car registered in both PCA (San Diego Region) and POC (Los Angeles). Currently, it is stored in my shop and is on jack stands. It has not been run for several years. There is also a trailer w/tire rack included.
Modifications
Chassis: Full welded in roll cage from the front shock towers to the rear shock towers. Construction is of mild steel, .080, originally by Auto Power in San Diego and later modified by a circle track stock car constructor. There is a cross bean between the front shock towers with a turnbuckle for camber adjustment. Also, there is an ‘X’ brace from the front shock towers to the front torsion bar attachment points. This brace is removable to accommodate the fuel cell.
The struts are ’69 ‘E’ units with Bilstein ‘Carrera’ inserts. Brakes are ’69 ‘S’ calipers with vented discs and braided steel brake lines. Brake master cylinder is a 22mm unit from MB.
Front torsion bars are 21mms and the sway bar is 16mms with adjustable arms.
Tie rods are OEM ‘Turbo’ units and the steering rack has been spaced to eliminate ‘bump’ steer due to lowering.
Rear torsion bars are 26mms and the sway bar is 19mms with adjustable arms. The trailing arms have been ‘mono-balled’. The brakes are standard ’66 calipers and discs.
All front and rear suspension bushings are plastic and the pedal box bushings are brass.
There is not an onboard fire suppression system.
Body: All steel with exception of a fiberglass ‘whale tail’ spoiler and front splitter. The rear fenders have ’69 steel flares welded on to accommodate the race tires. There is a master electrical ‘kill’ switch located on the cowl just in front of the drivers side door. There is a race seat with a 5 point harness anchored to the rollbar and floor. I have 2 sets of 7” alloy wheels included. The car weighs under 2100 pounds and this could be reduced with a little work. I’ve seen early 911 coupes as low as 1800 pounds with fiberglass front fenders and hood.
Transmission: 901 5 speed. Current gears are CA, H, J, O, S with standard 7:29 ring and pinion set. It does not have a limited slip nor a 904 main shaft. It does have the later ‘CV’ joints, not the early style.
Engine: Early 2 liter case that has not been shuffle pined. 2 liter ‘S’ pistons and heads (CC’d, matched and relived) with twin plugs (not OEM), Bosch 12 plug distributor w/points (not electronic), 906 ‘Sprint’ cams, 46mm Webers with high pressure fuel pump and regulator. The oil tank is an early ‘R’ style with a thermostat that route oil to a front mounted cooler as needed. This cooler is mounted in the trunk at the vent opening of the hood/cowl (highest pressure point on the car). This engine has never run hot at any track in the Southwest including Willow Springs, Las Vegas, Phoenix and Riverside. All have had track temperatures of 100+ degrees at times.
This car is very well sorted and quite easy to drive fast. With its short wheelbase and light weight, it’s well suited to AX applications. I had a 901 with standard gears and a 7:31 ring and pinion for that application and was very competitive. At bigger tracks, with a 2 liter motor, it is not in contention for TToD but it is always fun to drive, a class winner and extremely safe.
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