1996 Porsche 911

WP0AA2990TS323519

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Genuine 1996 Carrera 4S. The 95-98 911 line is referred to as the ‘993’ series. The C4S differs from the regular Carrera or the Carrera 2S in that it is a turbo chassis. More seam welding and less spot welding. Makes it stiffer/stronger. Also gets factory Turbo suspension and brakes; the infamous “Big Reds”. The original color is midnight blue metallic (Nichtblau Mica). NOBODY converts a 993 C4S to a track car- they are way too valuable! The C4S is considered by many to be the penultimate air-cooled Porsche, the last of the breed, the last of an era! The front clip (fenders, hood, bumper/front spoiler are fiberglass made by Getty in Riverside (the best!). They are a replica of the GT1 factory racecar for front end for European/international competition. There are carbon fiber canards on the front corners to divert air above the front end. The GT1 front bumper has air access directly to the oil coolers. There are two (2) 993 oil coolers. There are also openings that send air to the front brakes. The brakes are stock, save stainless steel lines, and are phenomenal! The front wheels have spacers (Porsche Motorsports factory spacers) to fill out the wheel wells and support the spring rates used in the front. The shocks are factory HD Bilsteins revalved for competition spring rates. I don’t recall the rates off the top of my head- it is printed on the springs in metric. I set it up for the slightest of ‘push’ at the extreme limit, but until you get good enough to find that limit it will just feel perfectly balanced and run flat everywhere (NASCAR 1 and 2 at Fontana flat-out at 150 mph- ho hum, what else you got?). The springs and sway bars are H&R. I don’t recall the front strut-brace manufacturer- it was the best available at the time. The front and rear bushing have been replaced with mono-balls and the shock mounts have mono-balls and camber plates. They are Tarett Engineering, as are the adjustable rear toe-links. The sway bar bushings are Teflon. It was corner balanced and aligned to an aggressive track spec (3 degrees of toe in the rear, 3.5 in the front, 0.1 toe out in the front, stock caster). Everything that could be removed has been. Everything that could be mocked up in aluminum instead of steel has been (underbody trays, dash, etc.). The front and rear fender liners were modified to fit perfectly. The rear and side glass was replaced with Lexan. The sunroof and its supporting structure was removed and replace by a Getty sunroof panel. The doors were custom made Gettys without external handles. It was my intention to use early 70s Corvette inset handles. The side mirrors are also Gettys. The door latches provided are the best available and the lightest. The windshield is the aftermarket one for the older 911s; it fits just fine and is around $100 vice $700. Don’t let anyone tell you they won’t fit, they do! The rear wing is a factory steel decklid with attachments for the rear wing. The uprights are aluminum (made them myself) and the height and rearward reach fit Porsche Club specs. The wing itself is a genuine factory 993 GT1 wing. The end plates are aluminum and of my own making. There is also a Getty GT2 decklid/wing, if you prefer the look. It has a carbon fiber blade (under the paint). Less downforce and more drag. The car weighs right at 2400 lbs even- the lightest 993 anyone (in the Porsche club of America or the Porsche Owners Club) has ever seen. The cage was designed, fabricated and installed by myself. I spent two years taking pictures of Porsche cages at events and then put my favorite features into one. It is mild steel in .095, since the car is under 2500 lbs (for Porsche Club, SCCA and NASA events). The mounting plates are 3/16th steel plates. It isconnected in the middle rear at the drive train hump, which makes it more than four connecting points. You can cut that one connection point if it anyone ever calls you on it. The Xs in the doors, from the A to B pillars are for structural rigidity. The main hoop is welded on both sides for continuous welding. Wait until you jack it up once- you will see how stiff the chassis is! The ‘NASCAR’ bars that stick out into the doors are side-impact protection (at the same height as the factory cages and street car impact bars). The engine is stock save the cold-air intake. The power is good, and these engines are good for 2-300,000 miles. Straight 50 weight synthetic oil (AMSOIL). The catalytic converter has been removed as well as the heater shields. The stock headers work very well, not worth the $3,000 to buy aftermarket. The plugs and wires are fresh, as is the clutch. It has been converted to rear wheel drive only. The shifter is B&M short shifter, with a 996 knob (smaller/smoother than the 993). The Momo steering wheel has an oval-core quick release (the good one). The car is wired for an electrical cut-off, although I never connected it (not required). There is a set of 993 ‘hollow-spoke’ wheels and two sets of 996 ‘hollow spokes’. These wheelsets sell for $3,500, or just one replacement wheel direct from Porsche will cost you almost that. Fairly light, and plenty tough. Great wheels. The design, practicality, fit and finish of all modifications were done to the best of my ability. I drove the car in PCA events at Willow Springs (‘big’ Willow and ‘Streets of Willow’) a dozen times, Fontana (Autoclub Speedway) a half dozen times and Buttonwillow (an SCCA track, and my favorite) several times. It has never been contacted or off track, never even had a flat tire. Never let me down in ANY way. It just keeps hauling butt hour after hour like the fine machine it is(619)494-7790 Serious bidders only