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Thread: S-UX 911 - Auto Italiana Nr 44 - 04.11.1965

  1. #1
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    S-UX 911 - Auto Italiana Nr 44 - 04.11.1965

    ....

    As there had been the thread
    about the 300 330,
    https://www.early911sregistry.org/fo...ghlight=300330

    there also appeared some pages from Andrea and Karim, showing the
    Auto Italiana, anno 46, Nr 44 - 04.11.1965

    I got hands on a copy and translated the major part, extracted some pics of this really nice car.

    Please do note the slanted exhaust tip!
    Also the VIN - numero telaio - and the engine number - numero motor - are mentioned in the technical part lists.

    If you want more parts translated, please mention....




    " The Porsche 911 is the first of the brand's entirely new products since it was formed as a car factory in 1949. Despite the countless improvements made to the type 356 during the sixteen years in which this model remained in production, the fact remained that its own architecture , (with a pitch of only 2.10 meters), marked by that of Volkswagen (also designed by Porsche senior) placed limits on its possibilities of evolution. The same can be said for the engine which, although it no longer had even an organ in common with the Volkswagen engine, had nevertheless retained its basic architecture and size.
    If the 911 derives from the same general conception as the previous Porsches, it is free from the limitations that characterize sports models derived from touring cars. The solutions it entails have been chosen only on the basis of the aims which the designer has set himself. These include the possibility of transporting two passengers in makeshift seats a little more comfortable than those of the previous model. This excluded the possibility of placing the engine in front of the rear train, as in racing cars, and in the 904 model in particular. Since the six-cylinder engine with camshafts at the head of the 911 was longer and heavier than the old four cylinders, its mounting of overhang behind the vehicle, determines a distribution of weights and a polar moment of inertia that pose some problems of road holding and stability with lateral wind.

    They have not been fully resolved, despite a very thorough study of suspension geometry. As a result, the latest models were weighed down in front with 22 kilos of lead arranged in the bumper. In this way, stability at high speeds, even on uneven road surfaces, is good, helped by a pleasant steering, little multiplied and extremely precise. In the corner, and especially at cruising speed, the measures taken to prevent the preponderance of the weight on the rear from making the car oversteer, have even led to a clear understeer, a trend that is accentuated even more on roads with little good bottom for the oscillation of the relatively poorly charged front wheels.

    However, the higher the speed, the less there is a tendency to understeer and, at the very least, there is a slight tendency to oversteer. In any case, it was necessary to try the car on the circuit to realize its behavior at the adhesion limit that is located at such a high value that it can never be reached on the road, even with very fast driving. Moreover, at the limit, the unhingement of the rear train is sufficiently progressive and can be easily controlled. Only one real criticism can be leveled at the road side of this car. On bumps sweet enough to be overcome at high speed, the reduction in grip makes it much more unstable than a classic car.

    The engine is a six-cylinder horizontal opposing (boxer) that develops a power of 130 hp DIN at 6100rpm and allows the 911 to touch 210 km/h. It. like all Porsche engines, it is equipped with forced air circulation cooling. It has six SOLEX PI carburetors that are of the overhang type. that is, with separate tray that offers the advantage of greater consistency of the level.

    Excellent feature. although used for a gran turismo engine is dry carter lubrication. The gearbox is five-speed more retro-gear and of which excellent synchronization is superfluous to speak because at all known, It however presents in our opinion the Inconvenience of a provision of the first and second gear such that to correctly carry out the first-second pass quickly, without moving from the first to the fourth, a certain habituation is required. Under 4000 rpm the drive torque drops very quickly and to achieve good averages the engine must be kept "cheerful". For this reason and also because of the great rapprochement of relations. a rational driving of this car has climbed. after a normal slowdown, two ratios in place of one, as you normally do. The clutch is very sweet and very vigorous.

    The brakes, which are discs without servo brakes, have proved very effective, but like all disc brakes they accuse a discreet usage of the pedals that must be frequently against efficiency always remains constant. In fact, during the tests on the Vallelunga circuit after a few laps there was a sharp lowering of the pedal (probably due to the formation of bubbles in the hydraulic circuit due to the high temperature reached by the pliers) and a very considerable decrease in the efficiency of braking since due to the stresses more than thrusts exerted on the brakes during the tests, the front pads had almost completely exhausted. Particular of this car is the existence of two additional drum brakes on the rear wheels such as rescue brakes and parking.

    With regard to the driving position, which is well thought out longitudinally for the various statures, a note should be made to the excessive sinking of the seat for small drivers. The front luggage compartment is much more spacious than in the old model and allows the transport of two large suitcases. In addition, the espaliers of the rear seats are foldable and can form a platform. There are bindings for seat belts and also for luggage stop straps.

    The degree of finish inside in general corresponds to what is expected of a sports car of this class. The arrangement of the various controls is also good except for those of the wiper and window washer that is sometimes unintentionally operated in the hand lift from the gear lever to the steering wheel. The instrumentation is plentiful and well laid out. Another positive note is the low noise in the cockpit even at high speeds.

    The road behavior of this car really offers many satisfactions as it allows you to maintain high averages on mixed routes, in complete safety, thanks to its road holding characteristics. In addition, given that it is a 2000 cc. it enjoys excellent acceleration with the use of the gearbox, which greatly facilitates overtaking. Consumption can be considered more than reasonable in relation to the performance of the car. The ventilation and air conditioning of the passenger compartment are good, the latter thanks to the presence of an additional heating system with petrol burner. It is indisputably a car of full satisfaction that, despite having all the characteristics of a sports vehicle both as performance, as a road holding, and as braking, moreover, allows, with all tranquility, the tourist march.

    In the car we tested, as the consumption curve clearly shows, there was a not perfect carburetion between 3000 and 4000 rpm. It is a problem of tussing that in no way infirmes the efficiency of the machine itself.

    Concluding the Porsche 911 regardless of the price that is certainly not the most modest, but which is justified by fine and accurate mechanics, is in our opinion one of the best machines in its class.

    The Porsche 911, despite having an engine of only 2000 cc., has recorded acceleration times of all respect, also in view of the fact that it is a real Gran Turismo, a car that is suitable both for fast suburban use and for hiccup driving in the city. The graph on the side shows the time it takes to reach, with the use of the gearbox, the various speeds. In addition, the Porsche 911 covered the stationary kilometre, again with the use of the gearbox, in 29" 785, equal to an average speed of 120.866 km/h. The last five meters of the base kilometer were traveled from 911 at a speed of 176,122 kilometers per hour.

    In the shot, the Porsche 911 achieved the performance shown in the graph on the side, which shows the timing of the use of the various gears. The test car covered the kilometer starting from 40 kmh. and change in fifth gear, in 37,045, at an average of 97.179 kmh. In fourth place, the time based on 1000 meters, was 32.30, at an average of 111.455 kmh. The output speeds, measured on the last five meters of the base, were respectively with the use of the fifth, of 160.210 kmh. and with the use of the fourth, of 173,160 kilometers per hour. "
    Last edited by haul; 01-14-2021 at 07:37 AM.
    59 750 pre unit triton
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    ..........
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    UPHILL TEST

    The test is carried out on the ascent of tuscolo, in the municipality of Grottaferrata, near Frascati (Rome). The route measures 3,200 kilometers, with a height difference of 170 meters between departure and arrival. The Porsche 911, with a road surface in good condition, covered the route in 2'24"5 at an average of 79.723 kilometers now.
    Attached Images Attached Images        
    59 750 pre unit triton
    63 650 gray silver bikinitub triumph thunderbird
    70 650 astralred silver triumph bonneville
    65 912 slate gray "erwin"
    73 914 ravennagreen "ferdl"

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    ............
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    59 750 pre unit triton
    63 650 gray silver bikinitub triumph thunderbird
    70 650 astralred silver triumph bonneville
    65 912 slate gray "erwin"
    73 914 ravennagreen "ferdl"

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    .............
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    63 650 gray silver bikinitub triumph thunderbird
    70 650 astralred silver triumph bonneville
    65 912 slate gray "erwin"
    73 914 ravennagreen "ferdl"

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    Fabulous! What colour did we decide it was - is it just called brown? Special order?

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    .............
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    59 750 pre unit triton
    63 650 gray silver bikinitub triumph thunderbird
    70 650 astralred silver triumph bonneville
    65 912 slate gray "erwin"
    73 914 ravennagreen "ferdl"

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    Quote Originally Posted by kouwenhoven View Post
    I have 'found' this car last year in the USA. It's back in Germany now and will be restored completely. The second owner was Belgian F1-driver Paul Frère, his name is also on the kardex.

    Erik
    Hope to see lots of pictures as the restoration progresses!
    Peter Kane

    '72 911S Targa
    Message Board Co-Moderator - Early 911S Registry #100

  9. #9
    Nice find ... the magazine and the car!
    Member #2768 http://www.no-speedlimit.it

    • 1973 Biancaneve - 911 2.4 S/F Ivory
    • 1977 Fiona - 911 Carrera 3.0 Oak Green Metallic
    • 1993 Bellatrix - 964 Turbo 3.6 Black

    I keep a registry of 1972 and 1973 2.4 S coupé chassis. Infos always welcome!!!

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