DESIGN & DEVELOPMENT / 1963–1973
A familiar shape. A decade of changes underneath.
The 1973 S belongs to the last model year of the original 911. Getting there involved prototypes, a longer wheelbase, larger engines and plenty of argument about how a Porsche ought to feel.
01 / THE DESIGN BRIEF
Ferry Porsche wanted a successor to the 356 with easier access, room for two adults and occasional rear passengers, and a recognizably Porsche appearance. Several proposals failed to convince him.
His son, Ferdinand Alexander Porsche, developed the design that became the 911. The earlier Type 754 T7 explored a more spacious four-seat layout. Ferry’s insistence on a flowing fastback helped steer the project toward the compact 2+2: the roofline and the seating arrangement were part of the same decision.
The result appeared as the 901 at Frankfurt in 1963. Production began in 1964; Peugeot’s objection to the name prompted the change to 911. The low bonnet, raised front wings and falling roofline were already there.
Porsche: from the 754 to the 901 and 911Slender pillars, a generous greenhouse and an uninterrupted sweep from roof to engine lid give the early 911 its distinctive proportions. On this S, the long hood, slender rear quarters, slim bumpers and 15-inch Fuchs wheels complete a compact, purposeful shape.
Early 911S Registry: preserving the narrow body02 / MODEL YEAR 1969
The first production 911s had the short wheelbase now abbreviated to SWB. For model year 1969, Porsche added 57 mm—about 2¼ inches—to the distance between the axles. The aim was calmer handling.
Longer rear trailing arms moved the rear wheels back; the engine stayed in place. The revised running gear gave the car its longer wheelbase while retaining the cabin dimensions.
AXLE SPACING / BEFORE AND AFTER
+57 mm ≈ 2¼ inches
The 2,268 mm figure describes the 1969 change. Porsche’s later technical booklet lists 2,271 mm for the 1973 S—the figure used in our factory reference. The longer wheelbase was one step in continuing chassis development.
Porsche: the 1969 wheelbase change Car and Driver: the revised rear suspension03 / REPUTATION & EXPERIENCE
The early cars’ reputation has a basis. Their short wheelbase and rear-heavy weight distribution made them demanding near the limit. Porsche kept revising the chassis to improve their behavior. Porsche’s account of that development is quite candid about it.
THE PERIOD TEST / 1967
Car and Driver’s original 1967 S test emphasized its oversteering character and more sporting suspension. It also noted that the test car had arrived without dealer preparation.
Read the January 1967 testTHE PERIOD COMPARISON / 1969
Mark Donohue praised the revised cars’ ride and suspension, yet still criticized trailing-throttle oversteer. His S had unusual hydropneumatic front suspension; the E had a troublesome rear bushing.
Read the March 1969 comparisonEnthusiast discussions are less unanimous than the familiar cautionary tale. In one Pelican Parts thread, a contributor explicitly prefers the SWB 911’s handling with modern tires and dampers. Another points to the original tires when discussing its reputation.
Pelican Parts: SWB vs. LWB differencesOther owners argue that the danger has been overstated, while describing changes they would make to their own cars. Tires, suspension condition, alignment, modifications and driving style all shape the experience alongside wheelbase.
Pelican Parts: the case for keeping a short-wheelbase car04 / THE ROAD TO THIS CAR
This S combines the later chassis with the 2.4-litre engine and mechanical injection, while keeping the original long hood and slim bumpers. Tires, suspension condition and alignment still play a large part in how it drives.
At Speed’s preparation addresses those details with renewed bushings, KONI dampers and a final alignment before road testing.
Porsche: first-generation development Porsche: the 1974 model-year change