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Porsche 911 S 2.7 (1974 – 1977)

New impact bumpers and larger 2,687 cc engine. The "S" was the middle variant in the lineup

Porsche 911 S 2.7
Model
Porsche 911 S
Model Years
1974 - 1977
Production
N/A
Engine
2.7 L Aircooled Flat 6
Power
175 bhp @ 5800 rpm (Europe)
Torque
168 ft lbs @ 5200 rpm (Europe)
0 - 60 mph
6.6 seconds
Top Speed
140 mph

(1974 – 1977) Porsche 911S – Ultimate Guide

There is a common misconception that all 911s built between 1974 and 1989 are ‘G-series’ cars. In fact, the G-series was only produced for the 1974 model year. It was followed by the H, J, K, and so on. We refer to them a “G-Model” or “Second Generation 911s” because they are all new bumper designs (see below). The 1974 model year brought many significant changes to the 911 to meet legislative requirements around the world for both impact safety and emissions that it is the start of the G-body cars, and thus is referred to as the second generation 911.

Under the hood, the engine size was increased to 2,687 cc achieving higher torque. There was also the use of K-Jetronic CIS Bosch fuel injection in two of the three models in the line up – the 911 and 911S models, retaining the narrow rear arches of the old 2.4, now had a 2.7-litre engine rated at 150 PS (110 kW; 150 hp) and 175 PS (129 kW; 173 hp), respectively. The standard 911 version received an increase to 165 PS (121 kW; 163 hp) for Model Year 1976, which meant that starting from MY 1976, there was only a difference in power of 10 hp between the 911 and the 911S. The engine remained a K-Jetronic 2.7-litre. The 911S 2.7 engine was rated during the entire lifespan at 175 hp (130 kW; 177 PS

Production of the second generation 911 started in August 1973. The 1974 model year G-series derivative replaced the outgoing 1973 model year F-series. Visually, the new 911 was given a major facelift and all three production variants now came with fuel-injected 2.7-litre engines. The entry level 911 had 150bhp, the mid-range 911 S offered 175bhp and the flagship 911 Carrera came with 210bhp. Once again, customers were given the choice of either Coupe or Targa body styles.

Although it looked quite different from the outside, the steel bodyshell used from the 1974 model year on actually changed relatively little. This was yet another testament to the original 911’s fundamentally good design. As before, suspension was fully independent with torsion bars and telescopic shocks. The front end used a compact MacPherson strut arrangement with a single lower wishbone. At the rear, semi-trailing arms were installed. For this latest application, the steel trailing arms were switched to lighter and stronger forged aluminium. Thicker anti-roll bars were fitted than before: 16mm on the 911 and 911 S and 20mm. Brakes were four-wheel ventilated discs and three different wheel styles were initially used. Standard equipment on the 911 and 911 S were 5.5 x 15-inch steel wheels with chromed hub caps. 6 x 15-inch ATS ‘Cookie Cutter’ rims were an option on the 911 and S. A new 80-litre fuel tank shaped to accommodate the space saver wheel was installed under the front lid.

Regardless of tuning, all ’74-model 911s wore the new front and rear bumpers mandated by American law. While most other car-manufacturers designed hideous constructions to meet regulation, Porsche came up with an elegant solution. The bumper was ‘pulled out’ and mounted on aluminium tubes that collapsed when struck at 7 km/h or above and thus had to be replaced. Still they did protect the body much better than the previous models, and at low speeds the headlights weren’t damaged, as American law required.

Accordian-pleat rubber boots neatly filled the gaps between body and bumpers, which were overlaid in color-keyed plastic with black rubber inserts. The new bumpers were placed higher on the car and therefore the side-indicators had to move from the fender to the bumper. American cars had two units placed next to each other, while European cars had only one unit at each corner of the bumper. In the same year (1974) the 911 featured new seats with integrated headrests, and a full-width taillight lens bearing the Porsche name.

In 1975 the H-series Carrera gained a deeper front spoiler and a (optional) IROC-style rear spoiler. The 911 ‘S’ was visually unchanged, but the base 911 disappeared. The same year a special limited-edition Silver Anniversary ‘S’ appeared. Each wore diamond-silver metallic paint, custom interior trim of woven silver-and-black tweed, and a numbered dash plague with Ferry Porsche’s signature. Only 1500 were built. In 1976 ( I-series) another limited-edition 911, the ‘Signatur 911 S’ was sold with black and beige interior, the Carrera 3-spoke steering wheel, and platina metallic paint and wheels in the same color.

Production of the 1976 model year I-series 911 began in August 1975 at which point the range of normally aspirated 911s was reduced to just two: the 2.7-litre 911 Lux (marketed as the 911 S in the USA) and the 911 3.0 Carrera, which came with a new three-litre engine. Both variants could be ordered as either a Coupe or Targa.

Universal upgrades for the 1976 model year included a new body colored driver’s side electric door mirror, improved door locks, redesigned door trim, a cast front suspension cross-member and more sound insulation. Perhaps most importantly, bodyshells were now zinc-coated to better prevent corrosion. The 2.7-litre 911 Lux / 911 S engine was uprated with four journal camshafts from the 930. Power was 165 bhp at 5800 rpm (10 bhp down on the 1974 and 1975 model year 911 S). The torque rating was unchanged: 173 lb-ft at 4000 rpm. Displacement remained 2687cc thanks to a bore and stroke of 90mm and 70.4mm respectively. Compression stayed at 8.5:1.

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