[Aggie93]

Part 2

Grouped with the twin plug for added safety were some coatings. The coatings were of several types to serve several purposes. The piston cylinders received a thermal displacement coating. This allows the chamber to dissipate heat faster and more evenly to produce a cooler chamber. The pistons received a barrier of ceramic coating to the top and a dry lube coating to the skirts. The rods also received an oil shedding coating to reduce oil friction and drag. The head studs were replaced with like product. The car was built with many small details to ensure longevity and reliability. Even the ignition that was installed offers greater reliability. The system uses no moving parts and gets its reading from a digital signal. It in turn sends that signal to 6 coils that fire based on the order. The accuracy of this system is within a degree in timing. The coils fire harder and faster than a traditional CDI system. It also will not vary like the factory system. The factory system uses a brass gear on the distributor. The gear wears the timing wonders. The system installed also allows a sensor to take a reading in the intake of the manifold to reduce seven degrees of timing under boost. This is much of the same idea that Porsche used in the Carrera 2 Turbo. The clutch was also redone with a factory flywheel grouped with a pressure plate that is OEM then modified to our specs. We then take a spring center disc and reline one side with organic material and the other side is lined with Kevlar puck.

The result is a butter smooth clutch with a clamping force that can hold 500 RWHP without issue. We do not believe in using a lightweight clutch on a turbo motor. The motors carry low compression and the idea is that the momentum will keep things moving in the low end. When you hit the throttle then you already have help from the momentum on the clutch side. The result is a smoother, faster spooling lower end. After all turbos spool on load, not RPM.

We knew that the torsion bar system in Don’s car was tired and outdated so we went to work on updating it. In 1989 with the Carrera 4 system, Porsche adopted a coilover suspension system that was used from that point forward. Now all Porsches have coilover suspensions. We used the same on Don’s car. The system used was a RSR Bilstein setup that had raised spindles to allow the car to sit lower and retain proper steering geometry. The spring rates chosen were 300 pounds front, 400 pounds rear. The idea was to create a ride that was good for track and still would allow your teeth to remain intact driving to the video store. The stock sway bars were retained. The 86 forward 911 turbos had larger bars then previous models. By using this setup if Don feels down the road he needs to upgrade he can. Springs rates are changed very easily as well as ride height and bars. The goal is to keep the car usable in all areas. This setup allows that.

Moving the car forward is easy, stopping it is another issue often overlooked. The car was already upgraded with 18-inch turbo wheels so we took advantage of that. The rotors were upgraded to 13 inch and the front calipers painted red and moved to the rear. The fronts received new “big reds”. Adapters were used to accommodate the bolt pattern and the hat size. The original fronts were moved to the rear to keep the balance of the breaks. The big reds are capable of stopping 1900HP per axel. If you don’t have balance in the rear than stopping will actually become decreased. This setup allows an ideal setting and balance.

Now that we have addressed most of the performance standards we should visit a few other goodies that were changed. The GT tail on back was creating an unbalanced down force on the car. We knew we wanted to add an additional oil cooler. The frontal oil cooler is nearly 3 times the size of the original and will drop oil temperatures at least 25 degrees even on a 100 degree day. The added air ducts not only allow balance to the car, it provides air to the oil cooler as well as the breaks.

Don’s project was completed in about 4 months and encompassed the total engine overhaul, suspension, breaks and the paint on the front nose. The interior even had time to receive a few upgrades as well. The outcome was a 475+ HP car creating over 500ft lbs of torque at 3000 RPM. Able to tear most new turbos up at the Glen, yet starts and get groceries on the way home.