We track down a fully restored 1965 Porsche 911 2.0 SWB in Pretoria. In the more than 60 years since the first model, the 911 has become a true sportscar icon. But what is it like to drive in 2025?
Words: Wilhelm Lutjeharms
It doesn’t take long to realise that the 911 is probably the only sports car that has stayed so close to its roots over the course of a full six decades. The engine has the same number of cylinders, is positioned in the same location in the car – just to name two elements. Of course, the car has grown (immensely) in size and never before has there been such a wide variety of new 911s on offer, but there is a clear thread that runs from 1963 when the car was unveiled at the Frankfurt International Motor Show.
If you are an enthusiast, it is likely that you always had a level of curiosity as to how one of the very first 911s drives. Will it be fair to just assume these cars are slow and cumbersome with terrible handling? Depends what you compare it to, as it was still very successful in the racing world back in the day...
The details
This 1965 911 2.0-litre has been with its current owner for six years. It is chassis number 300757 and appears to be one of only two 911s in South Africa that date from 1965. The Certificate of Authenticity from Porsche states that the only option on the car selected by the original owner was the heating system. It is installed in the front and can only be seen when you lift up the carpet and open a small compartment. It makes sense, as the selling dealer was AMAG Suisse in Switzerland.
The owner found the car during the middle of the restoration at Bailey Cars in Johannesburg and immediately expressed interest in it. Following the restoration, the owner has been enjoying and perfectly maintaining the car. Up close, or from a distance, the car presents itself in a perfect factory original condition. At the rear is the gold-coloured Porsche script with the “911” towards the right side. Flip the engine lid open and the clean 2.0-litre capacity engine presents itself. The era before Fuchs wheels saw the use of the 10-hole wheels, a wheel that was also used on the earlier Porsche 356.
The owner keenly shares some thoughts about this specific car. “I think the 911 had a very subdued start, but the 356 had to evolve. It might have been similar to when the 911 went from air-cooled to the water-cooled 996 – originally a lot of enthusiasts were not very impressed. If you park a late 356 next to this 911, you will see the improvement it represents. Visually there are a lot of similarities, but you can also immediately see all the design changes.”
It is hard to believe but before this car was restored, a previous owner was modifying it into a Turbo-bodied 911. Thankfully it ended up in the right hands!
“The main reason I bought the project was that I always wanted one. It is the pinnacle of the Porsche brand. It was coincidently sold in Switzerland by the same company that sold my 356 A. Originally the owner of Bailey Cars wasn’t interested in selling it, but eventually we struck a deal. That happened in 2018.”
“Elements of the car that stand out for me is that original 2.0-litre, flat-six-cylinder engine. Then there is this very basic off-white colour that is a strong reminder of the early 911s - they were genuinely quite bland in terms of colour.”
Behind the wheel
The first thing that grabs your attention is the small footprint the car has and that this car truly represents the term “narrow body”. When you walk up to it and the moment you lower yourself into the comfortable driver’s seat, the cabin is tight and the car feels like it is wrapping itself around you. The visibility is great, as you have all the windows closely around you with only the thin pillars to interrupt your view.
The cabin is a cosy and intimate space, for both the driver and the passengers The instruments are very basic, but you have the five round dials in front of you – such an iconic element of Porsche’s 911. The rev counter reads all the way to a redline just below 7 000 rpm. In the centre of the steering wheel is the Porsche crest, and apart from the partially wood steering wheel, there is also real wood along the lower part of the dashboard. To my right (this is obviously a left-hand drive car) is the radio and lower down the bent gearlever for the five-speed, dog leg manual gearbox. As expected, having been restored a few years ago, the cabin is perfect with a welcoming sense of simplicity.
The large-diameter steering wheel has a thin rim and spokes and there is abundant floor space by virtue of the fact that there is no transmission tunnel that would effectively bisect the cabin.
It is important to remember these early days of Porsche, compared to the – relatively – large car manufacturing company it is today. In 1960, according to The Porsche Book (by Jürgen Barth and Gustav Büsing), Porsche had only 1 250 employees, while of these 172 engineers and draftsmen were deployed in the design office and 204 carried out experimental work.
Back on the road and it doesn’t take long to get acquainted with the 911. To say it drives completely different to late-60 or early-70s 911 will be false, but there is a clear relationship it has with some of the very last 356s. However, the view from the driver’s seat is typical 911. The bonnet that dips down in the middle part and the two fenders from the headlights that is clearly visible and at the same time indicate the front extremities of the car.
As with most Porsches, the boxer engine dominates the on-road experience. It can easily be driven calmly with the rev needle moving between 2 500 and 3 000 rpm. Changing gears is relatively effortless, especially once you are out of first gear and can just shift up and down between second and third.
These early transmissions can be tricky to operate if you have not driven an early 911 before. It only takes a few shifts to realise how easy it is to direct the bended gear lever through each shift up to top gear. You still can’t rush ‘shifts like you would in a modern Porsche, but you can change up/down without worrying that you’d miss a gear. It is an easy car to drive, both at speed and at a leisurely pace.
I realise this car does not have to be driven as sedately as we are often inclined to do with older cars. I pick up my pace and within a few moments I quickly understand why the 911 was campaigned in several rallies and other racing events – and achieved so many successes in a multitude of those races. For a car of this vintage, the steering wheel is also quite sensitive to minor inputs.
Within the first few turns the lightweight and compact nature of the 911 present itself. The fact that things happen slowly in and with the car, allows you to spend more time appreciating the steering feedback, the balanced suspension and the willing engine. Even from 3 000 rpm the engine is eager to rev and past 4 000 rpm even more so. Although there is still around 2 000 rpm left, I change shortly after 5 000 rpm, leaving the traffic behind.
As this is an extremely hot summer’s day in Pretoria, we have the front quarter windows open to direct air into the cabin while the two rear pop-out windows have been opened to allow the air flow out the back. It does make a difference! The result is also that all your sensations are elevated in terms of the noise that enters the cabin.
Apply the brakes and the 911 easily scrubs off speed, giving you even more confidence to drive the car in the way it was intended to. On a busy road driving this car to its maximum cornering capability is not an option, but period reports do point out its on-the-edge handling quirks. A few years later, in 1969, the start of the B-Series production kicked off, when these cars’ wheelbases were increased by 57 mm, improving on-the-limit handling.
Even though it rides on plump, modestly sized tyres (165/80 R15: front and rear) the 911 changes direction with conviction and relatively little body roll – overall, it is a much more settled and involving driving experience than I expected. Thinking of the driving dynamics of some other European cars at the time, it is evident that the 911 was one of the best sports cars, and that has remained the case ever since.
Because the 911 tips the scales at only 1 080 kg, there is an honest level of enthusiasm from the engine that can certainly put a smile on your face. The claimed top speed of this model is 210 km/h, which sounds a bit ambitious, but it could just be achievable.
Summary
Porsche quickly made some updates after the launch of the 911. Looking at the engine bay, it is clear that if you compare this car to the pictures of the original launch model, for example, the air intake system was changed.
This first-generation 911 is a true classic in every sense of the word. Whether you have driven or owned a 911 from even 15 years later, you will feel at home in its cabin and recognise the driving experience.
With all the wonderful technological elements that modern 911s offer represents, it is at the same time understandable why retro-, outlaw and restomod 911s have such a notable following by enthusiasts globally. There is something missing for some of us when it comes to new cars.
A lot more information, maintenance experience and effort are needed to enjoy these older cars, but then again, that is surely part of the ownership experience. Needless to say, it is because of these first 911s that we can today enjoy some of the best sports cars on the planet.
Specifications:
Model: Porsche 911 2.0 SWB
Year: 1965
Engine: 2.0-litre, flat-six cylinder
Power: 95 kW at 6 100 rpm
Torque: 174 Nm at 4 200 rpm
Transmission: 5-speed manual
Weight: 1 080 kg
0-100 km/h: 8.7 seconds
Top Speed: 210 km/h