The Allen T

The Allen T 1
The Allen T 2
The Allen T 3
The Allen T 4
The Allen T 5
The Allen T 6
The Allen T 7

They found Allen’s 911T under a cover, crammed into a small garage next to the Mercedes. The T was painted Auber­gine (025), a standard but fairly unusual color, with a Tan leatherette interior. They carefully removed the cover, revealing a dusty but gleaming 911. They opened the doors as much as they could, lifted carpeting and checked the battery wells. Egerer took some digital photos and, a few hours later, sent Moore the following email:

It’s just a stunning piece. I still can’t get over the original batteries and cables — how can they be that clean even if the car wasn’t ever driven? You would think there would be some tarnishing or weathering of some sort, but the white plastic battery cases look factory new as you can see in the photos. The other thing that stood out like a sore thumb was the dash. It is perfect, with no cracks. But it was the finish of the vinyl that both Jared and I couldn’t get over. It has a very flat finish with no sheen whatsoever — not unlike what you see in a modern-day Audi or M-B.

After just one look at the photos, Moore called DeMonte to tell her he wanted to buy the T. She said the problems with the estate hadn’t been ironed out, but that she would keep him informed. Her next comment sent a chill down his back.

“She said ‘somebody else’ was also interested,” cringes Moore. “I found out from Curt that this somebody was a Por­sche guy, too.” Moore was persistant; when he had to leave the country on business, he emailed DeMonte, pleading with her not to sell the 911 until he returned. She promised not to, and kept her word. Once the probate air had cleared, Moore was able to make an offer. Unfortunately, the other interested party made an offer, too. Moore suffered many restless nights before DeMonte called him back.

“She informed me that they would sell the car to me — because they believed I was sincere about showing the car extensively in the name of their stepfather, Ray, and the family,” he explains.

When Moore went to Michigan to seal the deal a few weeks later, he and his friends found that Allen’s home was a treasure trove of collectibles. Allen had purchased all manner of Porsche goodies, including Porsche Design aviator sunglasses (“Just like Elvis wore,” quips Moore) as well as key fobs, a jacket patch, and the like. He had even kept the sales brochure and booklets he took home from Tom Sul­livan Porsche-Audi in Birming­ham, Michi­gan. These showed an Auber­gine car with a Tan interior — just like the one he ended up ordering.

That 1973 911T, number 9113102403, came with an unusual choice of options. Allen didn’t want a sunroof, but he did check the box for air-conditioning. Says Moore: “And, although it has S gauges and trim, it’s got a vinyl interior. It also came with an AM/FM radio and ATS cast-alloy “cookie-cutter” wheels with Dun­lop tube-type ‘Dog-bone’ radials. The delivered price came to $10,769.92.

“It’s a 1973.5 model, so it has the first application of CIS injection,” continues Moore. Por­sche had adopted Bosch’s K-Jet­ronic injection on F-series 911Ts in January of 1973. Labeled Type 911/91, the final 911T flat six delivered 140 hp at 5700 rpm, equal to the previous 911T engine with mechanical fuel injection.

Moore carefully loaded the 911T into an enclosed trailer and headed west. When the car arrived in Southern Califor­nia in May 2008, it went directly to Scott’s Independent Service in Anaheim. Scott Hendry and his assistant, Dan Reese, were charged with “re-awakening it.”

Also from Issue 175

  • 2010 997 GT3: First Drive
  • 917/10: Behind the Wheel
  • 356 Outlaw with a German Twist
  • The Ultimate 944: Raetech’s Racer
  • First Look at 2010 Panamera
  • 914-6 Hot Rod in Jade Green
  • Market Update: 1974-89 911
  • The Man with 10,000 Porsches
  • 16-valve Cylinder Heads for 356s, 914s
  • Porsche Icon: 908
  • Project 914 3.6: Seats, Pedals, and More
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