CLASSIC DRIVE: 1972 Porsche 911 2.4 E

The ‘E’ was the middle option in the early 911 range, but as we discovered, Porsche’s first 911 to do away with carburettors was far more than simply the ‘average’ choice.

Words: Wilhelm Lutjeharms

Images: Oliver Hirtenfelder

In the contemporary motoring world, we are inundated with the letter ‘E’ from a host of automotive manufacturers. In almost every case it points to a derivative of technology that enables a car to run either solely or partly on electric power.

Zuffenhausen’s history with fuel-efficient ‘E’ models goes back as far as the mid- 20th century, even incorporating the venerable 911. Here, Porsche used ‘E’ as an abbreviation for einspritzung, or injection.

Jointly developed by Porsche and fellow Stuttgart-based engineering specialists Bosch, this mechanical fuel-injection system helped to improve the air-fuel mixture and better the fuel distribution to the 911’s cylinders compared to carburettors used in 911T and S models of the time.

Even then, tougher exhaust emissions (especially in the USA) forced manufacturers to think outside the box. Porsche didn’t want to decrease the level of performance its cars offered, so decided to raise the engine’s capacity to 2.4-litres ahead of the E model’s release in 1973. 

It is here where things really started to get interesting: the 87.5mm bore was already the maximum size the engine could accommodate, so engineers decided to increase the stroke from 66 to 70.4mm – this was exactly what was done to increase the Type 917 racing flat-12 engine capacity from 4.5 to 4.9-litres. The connecting rods were then shortened from 130 to 127.8mm. What’s more, the connecting rod design and dimensions were virtually identical to those of that fabled 917 engine.

However, it is only during the past few years that enthusiasts and collectors have started to appreciate the E model. In the past, whenever discussion turned towards the T, E and S models, the more powerful S was rightly the most sought-after model. Conversely, the base-spec T model proved popular among tuners, who relished the thrills of a lighter 911 bereft of many creature comforts. This left the E to sit in a somewhat muddled middle ground, although its merits as a good, classic Porsche should not be underestimated. 

This 1972 model (the penultimate year of ‘E’ production) could almost be described as an orphan rescued from the orphanage, having been discovered at a workshop in Johannesburg on its way to being converted into an RS replica. Fortunately, an enthusiast saw the potential and purchased the car before it was subjected to such a replication project. 

A few tweaks had, however, been made to the car, some of which were part of the starting process to convert it to that replica (note the black grills on the front, as opposed to period chrome items), but fortunately nothing too serious.

A sports exhaust is still in place, which relieved the engine from some back pressure. The result is an increase of a few additional kilowatts. Dip down at the rear of the car, and you immediately notice the exhaust apron. It is not something you regularly see on 911s, but was in fact part of the E’s original equipment. The car was also lowered by a previous owner. Although it was even lower when originally purchased, it has been raised back up to a ride height that was lower than standard, but high enough for the car to be driveable on a daily basis. As I would discover later on, it does improve the handling noticeably.

Fuchs wheels weren’t standard on the E at the time, but somehow they suit the car, making for an elegant contrast with the white body colour. The vertical overriders are standard, and to an extent look out of place, but that is merely because we are accustomed to seeing pre-1973 911s minus the overriders.

Of course, as a 1972 model, there’s a key change to the bodywork that originated from the production line: behind the front right door is a filler cap for the oil. This filler cap was installed only for the 1972 model year, after which it was removed due to too many fuel attendants incorrectly putting fuel into the oil tank here.

Climb inside, and you’ll notice that the Porsche Recaro seats are not original, but from a few years later, as is the smaller Porsche Momo steering wheel. Interestingly, a four-speed 915 gearbox was the standard unit at the time, although the optional five-speed gearbox was fitted to most cars – including this one. Reassuringly, all the switches in the cabin feel solid, although there are instances of the interior’s age being apparent. It’s still kept in pristine condition, despite its regular use. Turn the key, and the engine starts quickly. It is a pure mechanical sound, with a constant ‘hum’ when idling. The steering wheel, which is smaller than usual, does take some effort to turn at parking speeds, but once the pace has been picked up, the rim is busy enough to tell you what the front wheels are up to.

I can understand why 911 purists would baulk at the idea of a lowered car, yet it is not only the stance of the car that has improved, but also the handling. Through downtown Johannesburg, I find that the suspension doesn’t allow any unnecessary body roll. It’s as if the lowered ride height counters the additional weight compared to a 2.2 S, while the added capacity means the engine is happy to potter around town.

Use the first 5 000rpm of the rev counter and you’ll make good progress with little effort, before delighting in the realisation that you still have just under 2 000rpm to play with. The engine never feels weak as you approach the red line, and simply encourages you to visit it again in the next gear. From here, the car doesn’t feel any slower than a 2.2 S. Even without such an exhaust as fitted here, it’s widely touted that a standard 2.4 E is faster than a 2.2 S in most situations, owing to the low-down torque. I’d have to agree.

The Type 915 gearbox is fairly tricky to use at first, but once the oil has warmed up, it glides across the gate and into gear with each throw of the floor-mounted shifter. The 911 E is clearly a very able 911, which left me wondering for the rest of my journey why more examples aren’t seen today.

Certainly, production numbers of the 2.4 T, E and S make for interesting reading. If you put the Targas and Coupés together, it is 16 933 for the T, 4 406 for the E and 5 094 for the S. This shows that the E is actually the rarest of the lot (this specific E is one of 1 124 made in the 1972 production year).

The 911 E was also ditched by the turn of the impact-bumper 911 in 1974, and hasn’t been seen since. Today it’s evident that the E still represents all the core ingredients of a 911 (minus the sound of the carburettor on induction), from its design right through to the driving experience. Bearing in mind the rarity of the model, my advice is to snap up an example while they are still more affordable than the equivalent S. 

Specifications: 1972 Porsche 911 2.4 E
Engine: 2,342 cm3, flat-six
Power: 123kW at 6 200rpm
Torque: 206Nm at 4 500rpm
Compression ratio: 8.0:1
Top speed: 220kph
0-100 km/h: 7.5 seconds
Gearbox: five-speed, manual, RWD
Weight: 1 077kg
Wheels and tyres: 6-inch Fuchs, 195/60 R15