I took the Group 4 to a circuitdays trackday at the Nürburgring last month. The car performed perfectly, I was a bit worried about the soft Michelin TB15 tyres but even with the great weather it didn’t cause much of an issue.
Prior to this trip I also fitted a turbo brake master cylinder, this along with the brake ducts from the Group 4 front bumper gave me plenty of confidence on the brakes.
I have the October trackday booked later this year, the only tweaks I might do is some siffer front springs as they are currently 125ft-lb.
Will’s SC went off to Gun Hill Studios last week. They took overall shots of the exterior in their infinity cove studio along with some close up shots of the details inside and out. They also had time to make this promotional video for us…
The fibreglass arches and bumper have been mocked up and have gone off to the paintshop.
The paint shop we are using for this job is Big Bear Kustoms, they specialise in Japanese body kits so this kind of work is second nature to them.
This 1973 Porsche 911 was built into an RSR-style race car in 2017 by Mike Colucci, the former crew chief and engineer for Brumos Racing. Noted Porsche specialist David Brown built the naturally-aspirated 3.8-liter flat-six, which is based on a 964 RSR case and reportedly produces around 400 horsepower. The car also features an AP air jack system, front-mounted oil cooler, reinforced strut towers, 15-gallon fuel safe, 3-gallon oil tank with heater, full roll cage and Lexan windows. The 915 gearbox is equipped with a spool differential and 911 Turbo axles, and 16″ BBS wheels have also been fitted under removable RSR bodywork. The car weighs ~916kg!
The 16″ BBS wheels measure 11″ wide at the front and 14″ at the rear. The suspension includes a custom-fabricated 935-style front rack, bump steer kit, dyno’d JRZ dampeners, rear coilover conversion, and Taggert adjustable sway bars.
The front strut towers feature tubular reinforcements, and a square-section tubular crossmember is visible forward of the 15-gallon Fuel Safe fuel cell. A surge tank, Bosch fuel pumps and a 3-gallon oil tank with heater are also fitted. A large front-mount oil cooler is fitted ahead of the fuel cell, and an air extractor has been added to the front hood.
The engine was built by Dave Brown and reportedly has seen little track time since completed. It is based on a 964 3.8 RSR case and features a 102 mm bore and 76.4 mm stroke. Output is reportedly around 400 horsepower, and the build included the following components:
JE race pistons; 11.5:1 compression
Custom Webb RSR camshafts
Carrillo rods and rod bolts
Standard 964 crank
Boat-tailed main journals
Ported, polished and flowed heads
44mm intake ports
41mm exhaust valves
53mm RSR intake valves
PMO induction with Electramotive XDI crank-fire ignition
RSR flywheel with Centerforce clutch
Aeroquip lines throughout
Stuttgart Classica plan to strip this car completely and rebuild it as a road-legal RSR trackday monster! Most of the upgrades will be serviced and restored or replaced with similar high end parts more suited to fast-road use.
Big thanks to 911 & Porsche World magazine for this article on our Cayman CS.
We took our Cayman CS to the circuitdays Nurburgring trackday last week. Very happy with how the car felt on track - no issues with cooling, brakes or handling.
We have started with the Cayman CS project. Over the next few weeks we will be fitting the upgrades to our Cayman to make it the ultimate fast-road Cayman - something we like to call Cayman CS.
We quickly threw one of our 917 style wooden gear knobs on and started on the performance upgrades.
A simple brake pad and fluid swap turned into a nightmare when the last bleed nipple sheared off. This required drilling out and tapping for a new bleed nipple. We fitted Ferodo DS2500 pads and flushed the system with AP Formula DOT 5.1 fluid.
Next was to address the power steering system. 987.1 Caymans do not have a power steering fluid cooler. When running prolonged high RPM, the power steering fluid is being pumped around the system more than normal which increases it's temperature. With the inadequate cooling this could cause a failure of the rubber power steering hoses. The simple fix is to fit a power steering fluid cooler in the low pressure circuit.
Oil starvation is an issue on the M96 and M97 engines during hard cornering, especially with track tyres. We decided to fit a copy of the Porsche Motorsport X51 sump, it is slightly deeper which increases the engine oil capacity 0.6 litres.
In the next update we will be fitted a third radiator and the suspension upgrade.
So the 915 gave up on me, not surprised as it took a lot of stick (pardon the pun). During spirited driving 2nd gear decided it didn't want to go in at all. I managed to limp it back to the unit and we drained the box to find a lot of dog teeth loose, I was surprised as there was no grinding prior to failure.
The first and second gear dog rings had no teeth left and the synchro had fell out! Luckily this was the only damage and it was a relatively cheap fix (for a 915 box).
Now the box and engine is back in, she shifts into first a lot easier and the judder when pulling away in first has gone! Engine speed increases quicker now with the aluminium clutch housing so I'll need to adjust my heel & toe. I just want to get out and drive it before the weather gets rubbish!
I have finally managed to find some time to work on my own car! About a month ago I managed to get the Wonderland head lining installed. If any of you follow us on Instagram this is all old news.
Started by measuring the headlining out, and feeding the head lining rods in place.
1 million bull dog clips later.
Before sticking in to place, I placed the new interior light harness from Kroon in place.
Then using high temperature adhesive, we stuck it in.
The finished article, just the bits round the A, B and C pillars to glue down. I am just awaiting some Alcantara leather to wrap those bits.
I also managed to get my new Mocal oil catch tank all located and buttoned up with vent breather fitted.
I unwrapped the front bumper, I might get around to fitting this soon hopefully!
One of the bits that I have been waiting on for a while is my custom ATL fuel sender, so last Friday afternoon, whilst it was raining, I stayed late and got the plate all drilled out and fitted rivet nuts to locate it down. I am just waiting on some longer aluminium cap head bolts to finish the job off.
I had been waiting on some parts from the chromer for ages. They were slow, and generally pretty useless, most of the pieces they were refinishing for me I rejected, so they are having to go elsewhere to be re-re-finished. I did manage to get the driver’s door frame assembled and refitted, all with the brand-new seals in place.
The only other job I have managed to get done was the steering column has been reinstated, and I have been working on my interior dash backdate. What do you think?
Hopefully I can get the other door frame in tomorrow, and crack on a bit with the dash backdate completion. The wiring loom is due at some point this month, so I can have fun figuring out where that all goes.
Stay tuned, and let me know what you think to the build.
What have I been fitting I hear you ask? Well, I started on the headlight reassembly. Including fitting our custom headlight bowls to accept the BI-LED Hella units with our own custom reflectors and flat glass. What a novelty it will be to see where you’re going at night in an old 911!
I now realised I’m the glass seal missing so that drivers side needs to come off again, pain in the bum. I got the glove box refitted, it came out really well I think. I also fitted our dash backdate kit, it comes in four pieces, I covered the centre in four fluted perforated leather.
I am also planning on running front and heated windscreens in the car, so I got some custom buttons made, which I installed in the dash trim, right where the heater controls would have been. I made up some stickers for the buttons.
Another discovery is that you can no longer get the seal for the smugglers box lid in RHD. So I wiped all the old glue off the original seal, and re-stuck it in place.
Wiper motor, mechanism and some new swanky washer jets went in, with new seals of course!
Brake servo or booster if your American. I think the cut out I had to make to the brake pedal rod area to clear the anti-roll bar should work out fine.
Wing to scuttle seals in.
I’ve also been messing about with the dashboard. Luckily the unit opposite me is an old school trim shop. As there is no heating in the car, there is no need for the dash vents, so I filled them with expanding foam, then fillered over it. Came out really well actually. When it is covered in leather I don’t think you would even know it was there.
Which leads me to my next problem, the ash tray. I’m missing a bit! Can anyone help? I’ve tried Douglas Valley and emailed LA Dismantlers, yet to reply. I am missing the hinge part that bolts to the underneath of the dash. This is what I have
I believe this is the hinge down type. Design911 sell the 964 type, does anyone know if this one they sell will fit?
Got some more bits and bobs coming in now. Still waiting on some more bloody seals, the head lining. Refurbished door frames and door handles will be back later this week hopefully, so will get that fitted when in. Stay tuned….
We will be holding our second cars and coffee on the 13th August 2017 at our unit in the beautiful Cotswolds. We aim to start at 11am and will be having a BBQ. Fingers crossed for the weather!
The furthest north I've visited is Fort William, even this provides great driving roads and outstanding scenery.
Last week I finished work early and went with a group of friends to do the North Coast 500. We stopped in Carlisle Thursday night to make the trip to the first Scottish hotel (The Torridon) a little shorter. The road to this place, A896, was a taster of what to expect.
We started off with the Applecross to Shieldaig Road which looped back around to The Torridon Hotel. We then went North along the A832, A835 & A894, stopping off at the best pie shop in the UK, before arriving at the Scourie Hotel.
The last stop was in Dornoch where we spent the night in what looked like the hotel from The Shining! Luckily we spent most of the evening at the Dornoch Castle Whisky Bar.
The last day was was a 500mile blast back to reality.