The Porsche 901.17 is a 2,195 cc, flat‑six (horizontally opposed) naturally aspirated petrol engine produced between 1968 and 1969. It powered the Porsche 911T, delivering accessible performance with enhanced drivability over earlier models. Featuring an air‑cooled design, single overhead camshafts per bank (SOHC), and Bosch K — Jetronic mechanical fuel injection, it generated 125 PS (92 kW) at 5,600 rpm and 177 Nm of torque. This engine marked Porsche’s shift towar…
The 901.17 predates EU emissions regulations and was not type-approved under modern frameworks (VCA/EU).
The Porsche 901.17 is a 2,195 cc flat‑six air‑cooled petrol engine engineered for accessible sports coupés (1968–1969). It combines SOHC valvetrain architecture with Bosch K-Jetronic mechanical fuel injection to deliver consistent throttle response and improved cold-start behavior versus carbureted predecessors. Designed before emissions regulation, it prioritizes reliability and driver engagement.
| Parameter | Value | Source |
|---|---|---|
Displacement | 2,195 cc | |
Fuel type | Petrol (Gasoline) | |
Configuration | Flat‑6 (horizontally opposed), SOHC, 12‑valve | |
Aspiration | Naturally aspirated | |
Bore × stroke | 84.0 mm × 66.0 mm | |
Power output | 92 kW (125 PS) @ 5,600 rpm | |
Torque | 177 Nm @ 4,000 rpm | |
Fuel system | Bosch K-Jetronic mechanical fuel injection | |
Emissions standard | Not applicable (pre-regulation era) | |
Compression ratio | 8.6:1 | |
Cooling system | Air‑cooled (fan‑driven) | |
Turbocharger | None | |
Timing system | Chain-driven camshafts (dual chains) | |
Oil type | SAE 20W-50 mineral oil (API SC/SD) | |
Dry weight | 176 kg |
The Porsche 901.17 was used exclusively in the Porsche 911T with rear‑engine, longitudinal mounting. This entry-level variant was developed to broaden the 911’s market appeal with improved drivability and fuel system reliability. No cross‑manufacturer or platform sharing occurred. All revisions are documented in Porsche engineering bulletins.
The 901.17's primary reliability considerations are valve seat recession under unleaded fuel, K-Jetronic calibration sensitivity, and timing chain tensioner wear. Porsche’s internal logs from 1969 noted good durability under period-correct fuel, but modern operation without valve seat upgrades increases risk. Extended cold starts and improper oil viscosity accelerate cam wear, making maintenance discipline critical.
Analysis derived from Porsche technical bulletins (1968–1970) and EU historical vehicle documentation (2010–2023). Repair procedures should follow manufacturer guidelines.
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With proper maintenance and leaded-fuel substitutes, the 901.17 is dependable for daily use. Its lower state of tune reduces stress versus high-output variants, but valve seat wear from unleaded fuel remains a key risk. Restored examples with hardened seats and correct oil can offer decades of reliable service.
Top issues include valve seat recession from unleaded fuel, K-Jetronic calibration drift, timing chain tensioner wear, and oil leaks from aged gaskets. These are well-documented in the 1968 Porsche 911T Workshop Manual and Classic department service notes.
Exclusively the 1968–1969 Porsche 911T (Type 901/17), offered as both Coupe and Targa. Approximately 2,500 units were produced as the entry-level 911 variant during this period.
Yes. Common upgrades include 9.5:1 pistons, performance camshafts, and carburetor conversion (e.g., Weber 40 IDA), yielding ~140 PS. The stock bottom end is robust, but major tuning should include valve seat upgrades and oil system improvements.
Typical consumption is ~11.0 L/100km (city) and ~8.0 L/100km (highway), or about 26–29 mpg UK combined. The lower compression and K-Jetronic system improve efficiency slightly over earlier carbureted variants.
No. The 901.17 is a non-interference engine. If the timing chain fails, pistons and valves do not collide, minimizing catastrophic damage—though engine will stall and require timing repair.
Porsche specified SAE 20W-50 mineral oil meeting API SC/SD in 1968. Modern equivalents must be zinc-rich (ZDDP >1200 ppm) to protect flat-tappet cams. Synthetic oils are not recommended unless the engine is modified.
Comprehensive technical documentation and regulatory references
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Regulation (EC) No 715/2007
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Commission Regulation (EU) 2017/1151
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