What do you think this would be worth?
 

Bruce Anderson has an early 911 project car for sale. Amy ideas what all this would be worth?

http://www.911handbook.com/projectcar.html

Tom

Whatever he's asking, it must be too much. That thing has been on the market for months and months, and he's advertised it all over the place.

I agree. And you have to ask yourself; If somebody as "expert" as B.A. has given up on this project, why should I be willing to take it on? If I had the bucks, I'd love to build an early 911 hot rod. But don't think I'd want this one. Another negative? It's a sunroof car. That puts, what? 60 pounds or so, up high, where you don't want the extra weight. Just my opinion. We're all entitled to one, right?

I don't think Bruce has made any mistakes on the project (sunroof aside, which is minor and fixable), but it's going to cost a lot of money to see a thing like that through. Putting the parts together is the easy part. To accept a G50 transaxle, the torsion tubes are going to have to be modified, which involves cutting and welding. Coil-overs, at least in back, would probably make sense, too. If the body hasn't had the flares installed, that's going to involve more work.

And there's no engine. Putting together a modified 3.8 that puts out 300+ hp is not cheap. And if your goal is racing the thing -- in the classes it would put you in -- it's going to cost you more and more for cage, fuel cell, fire suppression, etc.

He's also got Carrera brakes for it, which I would think might show their limits if you track the car very much. Turbo brakes or big reds would probably be where you would want to end up, and they're a lot pricier than a Carrera setup.

Speaking from personal experience, this is a kind of 911 project with a very narrow market. Club racers would do better to control costs and stick to winnable classes. Guys who just want a 300-hp weekend car would probably do better to get a Turbo.

However, if you're hooked on the looks and the weight of the pre-impact-bumper cars, and your goal is just to create a kind of perfect expression of what the company's engineers had in mind in 1973 when they brought out the RSR, and you're more interested in DEs and autocross than POC or SCCA competition, or the like, then it's a great start to a really cool car.

You'd just better have pretty deep pockets.

Steve Timmins has a lot of useful information on the 3.6 swap on his site.

Click here to see it.

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Jack Olsen
My Rennlist home page • My Pelican Gallery page • My Porsche Owners Gallery page

[This message has been edited by JackOlsen (edited 07-09-2001).]

Nice site Jack. Had a ball visiting it, and thanks! So, you think B.A. made a mistake wanting the G-50 instead of the 915? You ought to know, having "been there done that".

Thanks.

I don't think the G50 is a mistake at all. It just depends on the intended use and the owner's bank account. The downsides to the G50 are weight and expense. The 915 is light and cheap (and it fits in the early cars) but it's also got some very real drawbacks. The 915 is not the most robust or nimble transaxle ever made, and a 300+ hp powerplant, with one of the earlier 915s, combined with wider, stickier tires -- well, all of that might put so much torque into the mix that something (input shaft, synchros, the gears themselves) will eventually break.

If money weren't an issue, I would probably put coilovers and a shortened G50 in my car -- maybe with some custom gearing (like the shorter Euro set) -- and try and make up for the weight elsewhere. But in the balance of things, for me, it makes more sense to try and be a little kind to the thing when starting from a stop, and to expect to rebuild the 915 a little more often than normal. Dollar-wise, I think you could go through four or five 915s for the cost of adapting and installing one G50.

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Jack Olsen
My Rennlist home page • My Pelican Gallery page • My Porsche Owners Gallery page

[This message has been edited by JackOlsen (edited 07-09-2001).]