Upgrade... hmmm, Where do you stop?


LN 3.5 jugs
JE 9.5:1 pistons with Totalseal rings
AEM engine management (always fun?)
Twin plug
8-9 psi boost
1.75 headers
Albin 3.00:1 first gear
Kennedy clutch
Homemade intercooler
Griffiths AC
Running NJ pump gas 93 with 10% farmers aid.

And, most importantly a Klein canvas tool bag.

Wishlist: ABS and airbags for old fools.





http://forums.pelicanparts.com/uploa...1566256803.jpg

I've had my Targa about 10 years and it was a non-running heap of opportunity when I got it. It's had many "upgrades".

By far, my favorite upgrade has been the RS door cards.

But if I had to pick one "serious" upgrade, it would be the suspension upgrade.

:D:D
Maybe add some heavy speakers in those lightweight doorcards... :D

When I had my Carrera and 911SC, the most satisfying upgrade was the 930S steering wheel.

On my 89 3.2 it would be

1. Tires
2. New Bilsteins all around
3. SSI with Mille Miglia exhaust with a matched SW chip

In that order

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Removed weight - replaced front and rear bumpers with fibreglass, replaced impact shocks with tubes, Recaro Furious trimmed in grey green leather and Porsche script, sunroof delete, rear seat delete, RS door panels.

23mm and 22mm ARBs, with standard Boges

A 3.5 with 340bhp/300lbft helps but the enjoyment was mainly there with the lightening mods.

The two best upgrades to my SC have been:
- Bilstein Turbo series shocks
- Servicing the 915 gearbox

For those of you who want the light weight with the mag case engines.

I was told you had to spend some serious money to up grade my 2.7L mag case to make any horsepower. This was when I was cutting every pound to reduce weight. Therefore my decision was to go the 3.0L aluminum case route. I was told head studs where about the only problem. The cam I was having custom ground would be lower than normal torque peak as that's what you need to pull out of the corners. Mike Bruns and I decided the later 3.0L (mine is an 81) with the smaller intake valves, would work fine where I'm not looking at 7500 + rpm to get any power. The torque peaked at 4800rpm and horsepower at 6900rpm.

So far I've only had one over rev, I have a rev limiter on both ignitions on the twin plug MSD set at 7200rpm. However I did miss a shift going into 5th and got 3rd, shift linkage had loosened. I saw the tack go to 8000 even after I de-clutched and took my foot off the gas. Coasted back to the pits. Ran it a few more times just enough to turn 3 then 4 thousand with not problems. Called Mike, he said pull the lower sump and see if there's any metal on the magnet. There wasn't. Mike said remember we built the engine to turn 8500 even though your power band is much lower.

That was 3 years ago and I've never had any issues since. Build your engine to be bullet proof and then drive the s**t out of her!!!!!!!

I posted y fovorite, but I have one more.

When we redid my 915 we put in a Wevo internal shift gate. It was not cheap, but worth every penny. My 915 shifts with amazing precision.......so much so I needed a new Stomski coupler and fine tuning on the shifter. Wonderful outcome.

So if you redo your 915, I highly recommend the Wevo internal shift gate.

https://www.wevo.com/Products/TransmissionProducts/WevoTransmissionProducts-Internal_915Gateshift.htm

http://forums.pelicanparts.com/uploa...1566318565.jpg

Maybe my best upgrade has been half a dozen days at the track.

Two in the wet.

Take your pick from a few of my faves (no order):
-GT3 carbon seats
-993 Bischoff HE's with M&K 2/1 muffler
-new gear shift linkage bushings with short shifter
-from 6's & 7's to 7's & 8's
-SW Chip
-lowered &
-corner balanced
-Toyo R888's
-heat backdate
-32 years of ownership!

Wevo gate?
 

Hi Dick,

I have been considering the gate, when I refresh my 915, trying to sharpen up the controls.
Can you tell us a bit more about how the Gate felt and your experience?
We're there any significant difficulties or drawbacks.
Thanks,
chris