Quick spin in Australia’s original 1965 Porsche 911

Chefs have their signature touch, athletes have their go-to celebratory move and, for decades, the Porsche 911 has side-stepped the popular trends of the sports car world by blazing its own defining passage.

A rear-mounted, horizontally-opposed flat-six and a 2+2-seat layout within an unmistakably slinky two-door body are the most glaring idiosyncrasies.

This year, the Porsche 911 celebrates 55 years in Australia, where the Zuffenhausen sports car maker continues to roll out its latest 992-series 911.

But today’s 20-plus 911 model range sits in stark contrast to the single-variant, 2.0-litre air-cooled flat-six Porsche 911 that originally touched down in Australia more than half a century ago.

Porsche has adapted the 911 to modern ways while insisting on keeping its inherently unique character intact. The original is almost revisited like a mission statement every time a new model is developed.

That storied 911 evolution has been documented in many forms, but to really analyse the efficacy of Porsche’s efforts to stay true to the 911’s original ethos, we reckon you’d need to compare the first 911 with the latest.

When the chance to do just that arrived – driving the very first Australian customer-delivered 911 back-to-back with the latest – we jumped at it.

Our brush with Australian Porsche 911 history comes about quite fortuitously.

This month, thanks to the Porsche Exclusive Manufaktur personalisation program, Porsche Australia is commemorating the very first 911 to come Down Under by recreating it in the latest 992-series guise.

We recently got wind of the celebrations before plucking up the audacity to ask Porsche Cars Australia whether the original 1965 901-series 911’s Adelaide-based owner would be happy to loan it out – to a complete stranger in another state.

The phone call from a Porsche representative came through a couple of hours later: “He said ‘yes’.”

That same gorgeous 901 model wears its original Stone Grey paintwork as well as the 119 numberplates with which it was first registered. They are the plates of the Angas family who owned the car between 1965 and ’69.

This historic 911 is no concourse model living in a climate-controlled box. Happily, it bears evidence of regular use on road and circuit, just like a 911 should.

Faded scrutineering stickers from racing events adorn the side windows, and membership badges of various motoring clubs are emblazoned proudly across its vented rear.

It’s refreshing, especially since this particular example was one of only five right-hand drive 911s produced globally in 1965.

Documents reveal the car’s May 1965 build date and that, pre-decimal currency, it was sold to its original owners for the princely sum of 4881.10 Australian pounds.

The story of how it came to be in the hands of its third and current owner, Stewart Kay, is almost as fascinating as the car itself.

“I was at university when I first spotted the car, about 1989. It was owned by a lovely guy who lived around the corner,” he explains.

“I remember walking the dog one day and I stopped him and asked him about it and he said ‘one day, maybe it could be yours’. Well, after years of showing interest he did call me up and said ‘come and pick it up this afternoon... If you pay cash for it then it’s yours’.”

The sale of the Stewart’s Series I Volkswagen Golf helped fund the purchase of his new rear-engined toy.

The car’s historical provenance became known shortly before money had been exchanged. Even so, there was an element of surprise when it came time to hand the keys over to its new, then 21-year-old owner.

“It came with all its books and tools and history. I’ve even got evidence of the speeding fines. Everything is there and it’s a super car in that regard”.

Eye for detail

Today, the Porsche 911 is universally revered as the automotive version of the little black dress – fit for every occasion. And it’s clear the original helped forge that character trait.

What strikes you most in the metal about the 901 is its petite, almost feminine dimensions and the purity of its design. Clean flowing lines, prominent headlights, that shapely derriere; pared-back simplicity courses through it.

Indeed, aside from some chrome embellishments (including crested hubcaps and a modified silencer), there’s nothing that draws your attention away from its shape and form. And that’s just fine.

That signature glasshouse imbues the 901’s interior with a light, airy feel – even though the space is much smaller than a modern 911.

Cosy 2+2 proportions are accentuated by 356-style front buckets (finished in Skai Grun green) that are devoid of modern-day head restraints.

Seat belts? It’s understood the original car wouldn’t have had them, but this example does… Most likely added to satisfy the requirements of motorsport events.

The interior design elements inside serve to reinforce the age of this 911, which pre-dates more popular Zuffenhausen schemes of salt-and-pepper carpet and black cabin treatments.

Instead, wooden inlays line the dashboard and the steering wheel comprises a big timber-rimmed hoop with four horizontal bars across its face – a design still present in the latest 911.

A big analogue tachometer occupies the middle of the driver’s instrument cluster, within arm’s reach of the car’s original Blaupunkt Vienna radio.

Remarkably, Stewart is very trusting as we chat over the phone before I take the keys from Porsche’s rep. I try to stress that mechanical sympathy will always temper any potential for red-mist moments in a privately owned car, and that he has nothing to worry about.

“It’s there to be used and enjoyed. Use it. Get it warm and rev it out – it makes a great noise and it goes hard,” he replies, almost nonchalantly.

“That car will start and run and go all day and all night. It’s like a Swiss watch, it does what it was designed to. I don’t think it’s ever let me down.”

With that, I jump in and turn the key. The carburetted 901 skips all the formalities of a modern, computer-equipped, fuel-injected engine. The starter winds over industriously and the engine wakes to life. First time (every time, says the owner).

Our drive of the 901 is short. But there’s more than enough time to sample its wares in this old-versus-new litmus test.

Ambling out of the car park, it feels remarkably user-friendly, with great vision (a virtue of its large glasshouse, less so the lone driver’s side mirror) and an approachable on-road demeanour.

The driver’s seat merely accommodates you more than it supports you, with a well-worn base akin to Grandpa’s trusty Lazy-boy recliner.

First things first, every control in this 55-year-old 911 works with relative precision. The clutch is surprisingly light and the steering, while slow, feels accurate, organic and full of feedback.

And the softly-suspended body breathes over imperfections on the bitumen underneath – there’s a sporty flavour infused in the handling mix but not abruptly so.

Similarly, the radio, heater and all the switchgear operate with showroom-like tactility on this slightly chilly winter’s day.

The one exception to this German precision is the four-speed dog-leg manual gearbox. By modern standards, it’s almost akin to driving an 18-speed Road Ranger truck gearbox, with a long-spaced throw and a foreign pattern.

Thankfully, the deft touch of your correspondent’s truck driving days aren’t gone forever and, before long, we’re double clutching and feeling our way through the ratios.

Meanwhile, the engine serves as both a comparison and a contrast to the gearbox. It feels robust almost like a diesel truck engine – willing to rev, accountable under load. Yet it purrs along with incredible mechanical precision given there are carburettors, air-cooling and much more of yesteryear at play.

The engine pulls away from a standstill seamlessly, and confidently gets up to speed for overtaking manoeuvres. The original 911 advertised a 130hp claim from its 2.0-litre horizontally opposed flat-six, along with a nought to 100km/h time of about 8.5sec. Even 55 years on, those claims still feel relatively credible.

In fact, the only resistance as the flat-six climbs the dial is a momentary surge through the middling revs – a symptom of an overdue tune-up, according to Porsche’s on-hand minder. No matter, it just adds to this car’s quintessential character.

The sound as well is simply scintillating; raw, engaging and highly visceral.

From about 3000rpm, it feels as though a storm is brewing, the shrieking overlay of the six strengthening to give the soundtrack its audible crescendo.

Thankfully, Porsche has distilled this soundtrack and continues to employ it today.

Despite Stewart’s encouragement, I just don’t have it in me to find the original 911’s 7000rpm cut-out. No doubt the car would have taken it in its stride, but some sage advice my dad once gave me bubbled away in my conscience: “never borrow, never lend”. So I happily took the safer road.

Porsche Cars Australia is paying homage to the original Australian-delivered 901-series 911 by creating two new modern 911 Carrera interpretations using its own in-house Porsche Exclusive Manufaktur program.

Finished in increasingly-popular ‘Crayon Grey’ paintwork, the modern one-off models also borrow elements of the 901’s interior: timber inlays, a contemporary take on theSkai grun green upholstery and much more.

Obligatory illuminated commemorative plates adorn their door sills – a fitting nod for the prospective owners who end up purchasing them.

With our driving of the original 911 done, it’s time to jump behind the wheel of the modern equivalent for a comparison. It’s an enlightening experience.

Looking around the cabin, the modern dashboard interface is decidedly starship command, with two sprawling screens, a rich mix of surface treatments and figure-hugging, supportive front bucket seats.

The difference in interior fitment, aesthetics and outright opulence is night and day – yet the execution still includes flat horizontal bars on the steering wheel, a traditional analogue tachometer, an open glasshouse and a general ease of use.

When it comes time to turn the fixed key of the now 3.0-litre flat-six (water-cooled, fuel-injected and turbocharged, too, mind you), there’s still some tangible resemblance to the original.

The engine wakes to life underlined by a newfound digital veneer, yet it idles and ambles away from the kerbside with a clear nod to its forebear.

Even today’s entry-level Porsche 911 Carrera boasts 285kW/450Nm outputs and can hit 100km/h in the vicinity of 4.0sec.

As ever, drive is shuffled to enormous rear wheels and tyres, but an eight-speed dual-clutch PDK transmission now does the shifting.

The modern interpretation is tied to the road with a huge contact patch offering seemingly boundless grip levels. Its performance threshold is infinitely higher than the original’s and underlined by a driver-assistance suite that includes a ‘Wet’ driving mode, quick-witted stability control and much more. No cables or carburettors at play here.

What’s important is the latest 911 resembles the first despite its modernisation, from its rear-engine handling and its delicately-tuned steering to its uncanny balance of comfort and performance.

Combine these traits and the on-road result is familiar – a visceral, oddly nostalgic and enriching driving experience.

Yes, you could nit-pick at the myriad changes 55 years of development have wrought on the Porsche 911. But we’d argue the driving and ownership experience in the new model does truly reflect the original.

“I think the most incredible thing on my old car is it’s got a great history,” owner Stewart says.

“Sports cars lead you on adventures and over 30 years of ownership I’ve had some amazing adventures with that car: picking the kids up from school or racing at grand prix rallies and everything in between.”

We don’t doubt you could say the same of the latest 911 after decades of ownership.

With that in mind, it’s clear Porsche’s mission statement remains intact. The 911 continues to blaze its own trail, evolving with each generation but somehow keeping the original’s spirit intact.

It’s a masterful touch, one that helps Porsche’s venerable poster child stand out from the rest.

1965 Porsche 911
Price when new: £4881.10 Australian pounds
Engine: 2.0-litre naturally-aspirated flat six-cylinder petrol
Output: 97kW (130hp)
Transmission: Four-speed manual
Safety rating: N/A

2020 Porsche 911 Carrera S
Price: $274,600 (plus on-road costs)
Engine: 3.0-litre flat six-cylinder twin-turbo petrol
Output:331kW/530Nm
Transmission: Eight-speed dual-clutch
Fuel: 9.5L/100km (ADR Combined)
CO2: 216g/km (ADR Combined)
Safety rating: N/A