Revisions 911/912

Page 18: Replacement text: The four versions of the first 1,000 Carrera RS bodies produced were all assembled initially in basic RS form. Only 17 remained in this form while others of the total 1580 were constructed or subsequently transformed (first 1000) to M491 RSR for racing (55 produced), M471 Sport (200 produced) or M472 Touring (1,308 produced).

Page 42: Replacement photo: Bumper guard, lower left

Page 42: Replacement text: A final variation on the Carrera RS M471 Sport and unconverted homologation coupes, in Grand Prix White, was tape bumper trim. It came in red, blue and green and matched the color of the Carrera side decals and wheels. Other exterior colors had black.

Page 48: Replacement text: All H-4 units have pebble grain texture at the top of the lens unlike the H-1. Early ones do not have a low wattage city light bulb in the reflector and they feature a unique riveted black bulb shield. There was no yellow lens option.

Page 51: Replacement photo: Glaverbel bug, upper right

Page 53: Replacement photo: Side stripe, upper left

Page 53: Replacement text: In the negative stripe, which appeared in 1973 on the Carrera, the lettering was silhouetted by the die-cut stripe which made the letters body color. They were available in blue, red or green to match the wheel centers on Carreras painted Grand Prix White. In all cases application of these stripes (and all other decals) were optional. Carreras could also be liveried with positive stripes, if desired. Black Carrera stripes to be used on all exterior colors aside from Grand Prix White were first offered in February 1973.

Page 53: Replacement text: For 1972 and 1973, a larger rectangular mirror was fitted on the driver’s door. It, like the Durant, had a polished stainless-steel finish. The 1968-1971 Durant mirror continued to be used on RHD cars and LHD cars which had mirrors on both doors. When a passenger’s side mirror was installed, it was placed further back on the door in some markets. The 1971-1973 Swedish delivery 911 passenger’s side door mirror had the convex mirror. A right-side rectangular mirror was not available through the end of the 1973 model year.

Page 57: Added photo: 1967-1968 coupe rear window, second row left

Page 58: Replacement text: A decal on 1968 models following the 1968 Monte Carlo Rally (around February) was on the inner surface at the bottom center of the rear window. Also on 1970 and 1971 models a decal showing a silver engine with a large orange 2.2 on it was found on the inner surface, lower center of the rear glass on both coupe and Targa.

Page 62: Replacement text: There were also decals used on ducktail rear lids located on the back of the spoiler to the right of center. Precise mounting locations are found in the Porsche factory workshop manual. Optional on the models that were painted Grand Prix White, the decal read Carrera RS and was available in blue, red, green and black. Two other ducktail decals, one black and one matte gold, containing only the word Carrera, were available in the Porsche parts catalog for cars painted other colors. Actual use of these is uncertain.

Page 64-65: Replacement text: In markets outside the US, 1973 rear bumper guards were the same as 1972. The new Carrera (Touring) shared the same equipment as the 911S and had the option of the ram protection bar. US cars got their own form of ram protection with synthetic rubber bumper guards similar to those used up front. These were not identical like previous guards, but instead were mirror image.

Page 66: Replacement photo: 6” x 15” steel wheel, lower center

Page 67: Added text: Wheel Weights: Factory supplied lead wheel balancing weights came in two basic styles, clip-on and adhesive. The clip-on style initially came in the following weights measured in grams: 20, 30, 40, 50, 60, 70, 80. For 1969-1970 there was a numbering change and a 10 gram weight was added. In 1971 another numbering system was introduced and the 10 gram weight was replaced with a 15 gram weight. 1972-1973 reverted to the 1969-1970 weights and part numbers. These weights were all used on steel wheels and were clipped to the outer wheel rim. They could also be used on 1969-1970 5 ½" x 14" alloy wheels.

Page 67: Added text: A second type clip-on weight with VW part numbers was listed for 1971 5 ½" x 14" alloy wheels. It came in the following gram weights: 20, 30, 40, 50, 60, 70 80.

Page 67: Added text: A second type of weights that had an adhesive surface was introduced for the first 1967 4 ½" x 15" Fuchs alloy wheels. This type weight was used on all alloy wheels including the 14" ones 1967-1973. They were mounted on the outer rim as seen in the photos above and came in the following gram weights: 10, 20, 30, 40, 50, 60, 80.

Pages 69-70: Replacement text: For 1972 a larger plastic 85-liter (22.5 gallon) tank made by K. Kurz Hessenthal GmbH became standard equipment (optional in 1971) in all RoW models except the 911T, for which it was optional. 911T models with Bosch K-Jetronic fuel injection had as standard a slightly altered version of the steel 62-liter tank. These were also installed on all cars fitted with air conditioning, which required clearance for the front-mounted condenser and in countries where the plastic tank was not approved, including the US, Canada and the UK. All tanks were finished top and bottom in textured gray similar to earlier versions. The larger tank necessitated a collapsible spare tire (see page 67). It initially came with a red compressed air bottle and later an electrical inflator made by Webster, which plugged into the lighter socket.

Page 71: Replacement text: Both batteries on these cars were fitted with identical ground straps and positive terminals (with rubber and white plastic covers). A positive battery cable connected the two batteries and was routed around the rear of the fuel tank.

Page 76: Replacement text: The final reservoir style was introduced for the 1968 model year and from 1969 through 1973 the washer pump was attached to it. It was mounted inside the inner nose panel with its filler neck located to the left of the lower part of the front hood latch. For 911s fitted with air conditioning built between the years l969 through 1973, the reservoir was located in the upper left side of the luggage compartment. This was because the air conditioner condenser was on the floor of the luggage compartment. The hole for the neck in the nose panel was filled with a black rubber plug on these cars.

Page 89: Replacement photo: Quartz clock, upper right

Page 94: Replacement text: A final version for 1972 and 1973 had the same aluminum frame with a leather grain vinyl, not the basket weave texture used in the earlier cars. As a departure from previous years, it was available in the following colors: black, tan and brown (with special option blue), which matched the vinyl on the door panels.

Page 97: Replacement photo: Porsche-air under dash unit, lower left

Page 103: Added photo: Extended steering column, upper right

Page 103: Replacement text: Corresponding to the early steering column switches was a black metal column housing. A plastic housing was substituted in 1968, complete with little international decals to indicate what the switches do. This housing remained unchanged through 1973. For 1972 and 1973 the decals were omitted on RoW models and changed on the wiper control for only the North American market: the words WASH and WIPE were substituted for the symbols used on earlier cars.

Page 112: Replacement text: By 1969 sport seats became more civilized by adding a provision headrests (optional in some markets) and adjustments both front to back and for height and pitch. Leather and vinyl with various inserts were again available, and presumably cloth was also offered. The same sport seat was used in all markets from 1969 through 1971, and was optional on all models but standard equipment on the 1971 911S. This seat was chosen for the 911S because it had a thinner seat back than the standard seats allowing more rear seat leg room for FIA touring car homologation, which was ultimately unsuccessful.

Page 117: Replacement text: The electric window switches used from January 1969 through 1972 were the same ones used for the electric sunroof. There were two switches on the driver’s side door panel and one on the passenger’s side. Starting in 1971 a special mounting bracket in which the switches were housed was installed on each door panel. While this bracket remained unchanged through 1973, the switches were altered during the 1973 model year.

Pages 119-120: Replacement text: Striker plates changed five times during this period. The original version was used through the end of the 1966 model year. A significant change occurred in 1967. It was improved for 1969-10/71 and stamped with a 2 on the back, although it retained the same general appearance. This striker plate was used from that year through the 1972 model year in the US, but was modified for RoW markets 11/71 and stamped 3. A final modification 9/72 for all markets which was stamped with a 4 had a yellow zinc finish.

Page 120: Replacement photo: Striker plate, upper right

Page 129: Replacement text: Timing and timing/emissions decals on 911s were on the fan housing for all 1968-1973 models. On 1968 and 1969 912s timing decals were centered on the top of the rear engine mount bar. As with other decals, the ones in 1968 had red borders and from 1969 through 1973 were black. Porsche KG changed to Porsche AG in May 1973.