The car is a result of a wonderful & long lasting impression I got upon reading about the 1968 Trans Am Championship winning Porsche of Tony Adamowicz. As it turns out the Porsche 911 car was actually a 912 chassis converted to a 911 engine. At the time, close to 10 years ago, I had a 1970 911S that had to be sadly relinquished to the graveyard due to corrosion and wreck and the intention was to resurrect it in the same fashion of the Tony Adamowicz car and fit the 911S engine to the cleanest and "near concourse" 912 that could be had for under 25k. But fate would intervene and the 911S engine would end up with Magnus W. who was not yet a Porsche 911 celebrity that he is now because he gave me an offer that I could not and did not refuse.
Eventually the engine sourced was a 2.7L fuel injected from a 74 or 75 911 which now currently displaces 2.8 liters and mated to a dogleg 5 speed. Alongside this, all remaining relevant and useable 911S parts were fitted into the 912. The car has fully adjustable front and rear suspension and S brake calipers on Brembo cross-drilled rotors. It has stiffened Bilsteins all around. It has genuine 911 instrumentation which were restored at Noho Speedometers. The odometer was reset to zero and is yet to be hooked up! The mileage given in this auction is best approximation of what was in the chassis of the 912 before instrumentation conversion. It has a working aftermarket radio and CD. It has all brand new weatherstripping down to the window channels and so you will be surprised how airtight and quiet the cabin is at freeway speeds. Despite the roll cage, the car has a pristine black Porsche headliner in it. All decos and brightwork including bumperettes and flag side mirror are genuine Porsche and new.( the original 1968 side mirror is included but glass is broken) It has a brand new Bosch air horns. The car was meant to be a "pocket rocket daily driver" and therefore the go fast approach could not be 100% full blown. Although current seats are very lightweight they are not race seats but rather comfortable reclining seats. As bonus, I am including a brand new Recaro with holes for harnesses for track-day or slalom racing.(see pics) There are no fuel cells or lightweight batteries. All glass are bone stock. The only fiberglass body panel is the ducktail however I am including the original engine lid with original aluminum engine lid grille.(see pics) For a clean lightweight treatment, the interior of the 912 was gutted down to sheet metal (all rubbery rustproofing material was chemically scraped out) and then the bare 46-year old metal was "heat painted." The same treatment goes for the trunk compartment. The lightweight reclining vintage Recaros were imported straight from Germany and are not reupholstered. For safety and rigidity a permanent welded roll cage was installed. The side cage bars were purposely fitted low for easy in and out access as a daily driver. The 5.5x15 Fuchs of the 912 was sold (what a mistake I now know) since they were useless in containing the power of the car and as mentioned, rear metal flares were butt-welded to fit the staggered 7 & 8x15 Fuchs and Toyo Proxes to be able to handle the huge increase in power and torque. The car is quite torquey that it will spin the tires easily on 2nd gear and 3rd on half abrupt clutching. All heat exchangers are functional and there is a brand new blower motor so there is proper cabin heat if needed in cold climates. It has a remote controlled ignition cut-out switch installed and this acts pretty much like a turbo timer. The car is built right and as testimony to this, 2 years ago, the car sat for a little over 13 months in my garage unattended while I was away continuously overseas. The moment I returned stateside I attempted to start it and it started on first try without the battery being charged. It did not puff one tiny smoke and much more did not drop 1 drop of oil the whole time it sat. What is more impressive is that 2 days after I first started it, I drove it from Cali to Vegas and back without a single issue. There is absolutely no issues with the car mechanically and absolutely no electrical gremlins that drain battery juice. The only cons that I can say is that there is one cam-lock set screw (not sure if this is the exact name) for the rear passenger side trailing arm that is stripped due to over-tightening and has to be replaced. Consequently ride height on that corner should be checked. Cannot remember now why I never was able to source that one out. Another con is that the engine compartment could be improved a lot with dressing the engine. The engine was never dressed for show but it would be nice if the new owner will dress it up for show. It is however, very reliable, very dry and most importantly very powerful as it is. |
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Porsche 911 GT2 RS vs. Mercedes SLS AMG Black in battle of who can shred more rubber
Fri, 04 Apr 2014We might be looking at the end of an era in European performance models. Mercedes-Benz is doing away with the SLS in favor of a rumored smaller and cheaper SLC, and Porsche has said that a new 911 GT2 isn't necessarily a sure thing, which means another 911 GT2 RS is even farther away. In its latest video, Evo's Jethro Bovingdon pits the ultimate versions of these German sports coupes against each other and finds two of the fastest cars the magazine has ever lapped around its track.
In one corner, there is the Mercedes SLS AMG Black Series that sits as the pinnacle of the company's halo model. It relies on the classic setup of a V8 mounted in front powering the rear wheels. On the other side, there is the 911 GT2 RS with a turbocharged flat-six mounted at the back, spinning the rear wheels. It was conceived to be Porsche's ultimate expression of a turbocharged 911, and while it's a few years old, Bovingdon shows that it's up to the task of racing a more modern rival.
Both of these rear-wheel-drive monsters are more than capable of some fantastically smoky power-slides, but they also show how great the last generation of sports cars was. Scroll down to check out the video.
Ferrari 458 Speciale vs Porsche 911 GT3 shows what Chris Harris does best
Thu, Nov 27 2014After a brief trip behind a pay wall, British auto journalist Chris Harris is back posting videos for free online, and shorts like this one are the perfect example of why his return is so welcome. Showing up at the damp Anglesey Circuit on the Welsh coast with the Ferrari 458 Speciale and Porsche 911 GT3, Harris ostensibly aims to find the better model. However, the final result really succeeds in showcasing the fun to be had behind the wheels of both supercars, particularly when initiating huge slides around the track. As Harris presents it, the vehicles get through the circuit in somewhat different ways The Ferrari is brash and "feels alive," as he puts it as it screams around the track. Alternatively, the Porsche is a bit more restrained, while still being able to show some emotion. In the end, it comes down to trying to get a controlled lap around Anglesey from this duo, but it's pretty clear that the times don't tell the whole story. If you're in the mood to watch two of the world's premiere supercars wag their tails in the wet, then this video cannot be missed.
2014 Porsche Cayman S
Tue, 19 Feb 2013A Blue-Blooded Valentine
I need you to understand what it's like to drive this car. I'm not talking about your ability to comprehend the words on this page or process the figures that surround the 2014 Porsche Cayman S, but rather what it feels like to take control of a car conceived, designed, engineered and manufactured to set your prefrontal cortex alight with all the glee a Zippo typically reserves for pine needles marinated in jet fuel. From the instant you put your tail in the driver's seat, the Cayman sets about impregnating your veins with a full and varied spectrum of ludicrous emotion. It's not like taking the family pickup to market, I can tell you that much.
For 2014, the next-generation Cayman features many of the same styling tweaks first displayed on the coupe's drop-top cousin, the Boxster, though a spate of mechanical changes, more power, less weight and better efficiency join the party to further differentiate this model from its predecessor. And while additions like rev-matched downshifts and electronic power steering help push the Cayman into a new era, one fact remains unchanged: This is one of the best driving cars on the market. Period. Bear with me and I'll try to explain exactly why that is.