to both internal and external factors. First, production facilities used for the 912 were reallocated to a new 914–6, a six-cylinder high performance version of the Porsche 914, Porsche-Volkswagen joint effort vehicle. Second, the 911 platform had returned to Porsche's traditional three performance-level ladder, including a base model 911T, a fuel-injected 911E, and a most powerful 911S, with pricing largely in line with market expectations. Third, more stringent United States engine emission control regulations also had a bearing on the decision; Ferry Porsche stated "It would have taken some trouble to prepare the 912 for the new exhaust rules, and with the arrival of the 914 we would have had three different engines to keep current. That was too many." 912E (1976) After a six-year absence, the 912 was re-introduced to North America for the 1976 model year as the 912E (internal factory designation 923) to fill the entry-level position left vacant by the discontinuation of the 914, while the new 924 – another Porsche-Volkswagen joint effort vehicle and the 914's official replacement – was being finalized and put into production. During the production run of May 1975 to July 1976, Porsche manufactured 2,092 of the 912E (E=Einspritzung), targeted only to the US market. By comparison, 10,677 (4,784 US) 911's were built for the 1976 model year. At $10,845 MSRP, the 912E was $3,000 less than the 911S. The VW "Type 4" engine was originally made for the 1.7 liter VW 411/412. The 912E uses a Porsche-designed 2.0 liter revision of the engine with a longer 71mm stroke crankshaft, new rod bearings and new pistons to increase the cylinder bore to 94mm. Power output was 90 SAE horsepower. The 912E's Bosch L-Jetronic / Air Flow Controlled system was later adapted for the 911. The 912E has a 20+ gallon fuel tank, 30 mpg and 600-mile range. The 912E has the same chassis as the 911 and therefore handles much like the 911. But with less power and less weight behind the rear axle, the 912E is more forgiving and less prone to sudden oversteer than the 911. The E was the only 912 offered with a corrosion-resistant galvanized chassis, and is the most comfortable version of the 912. The interior is the same as the 911, though some pieces were extra cost options including two of the five gauges. 14-inch Fuchs alloy wheels was a popular option; "Cookie-Cutter" alloy wheels