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Making Lemonade from Lemons ...

Wow - a bit of a journey for you but a very cool destination!

First dibs on when you want to move it on :D

...oh, and we really must take it to a circuit to benchmark it. First dibs on helping out with that :D

Love it - proper cup car on the road!
 
LaSource said:
Wow - a bit of a journey for you but a very cool destination!

First dibs on when you want to move it on :D

...oh, and we really must take it to a circuit to benchmark it. First dibs on helping out with that :D

Love it - proper cup car on the road!

Done T ...

(in exchange for a minimum of 20 hours photography tuition) :mrgreen:
 
Cap doffed to you Slippy. Had I discovered that lot I would have laid an egg, and retired to a dark cave on a deserted beach for about 25 years, to ponder life...

That you bit the bullet, persevered, and embraced the challenge is to be applauded, and has been rewarded with a truly magnificent automobile.

What a thing!
 
Excellent read. Look forward to the next instalment.
 
Enthralling read as always H. Shame about the original lump, must have been very frustrating. Modified cars eh.

As an aside, would be interested in buying the paddle clutch if you still have it.
 
The PO swapped it for the 4.0 RS item, it had no place in a road car, all the moreso when OE, completely streetable options are readily available.
It was a very strange choice, but having seen the innards of the Frankenstein engine and its install, perhaps not that strange ...
 
At Last Henry, this has been a long time coming! What a fabulous car and equally fabulous write up, I salute you, Sir :salut:

I saw the bodgery that had taken place first hand. Truly shocking levels of 'preparation', the poor original owner must have been tearing his hair out, paying premium prices for back street quality.

You are quite right about many engine tuners being t**ts, most these days simply rely on google to supply their knowledge. In the case of your car's original 'tuner', I feel that supplying his racing budget for the year took precedence over building what surely would have been (and now is) the finest Mark 1 GT3. Shocking. The guy had no morals and even less conscience.

But, just look at what you have now..... what an epic and seriously beautiful car you now own. To my eyes, it sits perfectly. Zanzibar surely is the prettiest of all Mark1 colours?

I look forward to seeing it in the flesh soon, assuming this pesky rain disappears.

Thank you so much for sharing this with 911uk, this forum has a good number of modified cars onboard. Yours must sit at the top of the tree though!

Mike.
 
Morning Mike, I hope you're well ?
Yes, this weather has rather put a dampener on proceedings. I did get caught in a couple of heavy downpours whilst out in the car on Sunday evening. I must admit I'd harboured some concerns over driving the car in the wet, but they were ill-founded, and even with it's current slightly compromised geo set up and ride heights, the car was grippier than expected and fun/confidence inspiring to drive. Though the brand new rear Cup 2's may have played a significant part in that !!

For those interested, here's the final dyno plot after mapping, if you squint hard enough you can just make out the headline figure :

4LnBIHr.jpg


Those of you wondering about the levels of 'bodgery" Mike and I are alluding to, may like this gem.

The car was fitted with some very expensive, circa £8K, JRZ 3 way adjustable, remote canister dampers.

Bearing in mind the significant cost of these items, you'd have thought some time, effort and maybe even a bit of care would have gone in to mounting the canisters ? Perhaps use some good quality billet alloy brackets to mount them securely ? And locate them where they could be easily accessed, perhaps even 'on show" ?

But no, cable ties and double sided foam tape were clearly the only things to hand that day ...

bsmIupf.jpg


one2rqZ.jpg


To make access to the compression adjusters possible, the plastic scuttle tidy panels had been drilled, hacked and bludgeoned accordingly.

5Cnx5TN.jpg


vOeCAFT.jpg


Unfortunately the resultant 'openings" were in the wrong place for the adjusters, so despite ruining over £100 worth of plastic mouldings, the original objective failed miserably.

When you consider removing the battery cover takes all of 5 seconds, and if the retaining screws and their rubber/brass inserts in the flitch panels are properly maintained, the scuttle tidy panels take all of a minute a side to remove, this attempt at a 'quality install" looks less than well thought out, or indeed convincing ...

Regrettably pretty much every aspect of the car that had been modified (or indeed worked on) was similarly bodged.
 
Slippydiff said:
...so you'll be seeing it over at Paul's Digga, as he said he's expecting your car in this week ?...
A front bumper on yours and the minutest of scuffs on the rear bumper of mine. I like to keep it looking pristine!
 
coullstar said:
Oh god yes you need to, turning into my favourite ever 996 for sure!!! Just paint it cobalt and your done :lol: :thumb:

Cobalt you say ?
Hmmm, the Cup engine into this :

I66mdAS.jpg


Proper (the best ?) 996 hotrod...
 
All good here thanks H. The power curve is ideal, the plateau at the top is what we look for, as when you change gear in the higher ratios the motor is still producing its maximum thrust. When viewing power vs speed through all gears, typically on a Dynojet 'dyno' (not my favourite by any stretch), the power plateaus become very evident. Much area under the curve! Kudos to Wayne for his diligent work there, excellent stuff!

I hadn't seen those particular gems of damper butchery, what on earth was the thinking behind it?Other than making the quickest buck possible that is..... Grim.

I read one of your other posts about the comfort levels afforded by Cup2 tyres, I've found exactly the same thing on my Turbo, way quieter and more comfortable than the PS2s the car had worn previously. The exact opposite of what I had expected and a most welcome addition, not to mention the hugely increased grip :thumbs:
 
DynoMike said:
All good here thanks H. The power curve is ideal, the plateau at the top is what we look for, as when you change gear in the higher ratios the motor is still producing its maximum thrust. When viewing power vs speed through all gears, typically on a Dynojet 'dyno' (not my favourite by any stretch), the power plateaus become very evident. Much area under the curve! Kudos to Wayne for his diligent work there, excellent stuff!

I hadn't seen those particular gems of damper butchery, what on earth was the thinking behind it?Other than making the quickest buck possible that is..... Grim.

I read one of your other posts about the comfort levels afforded by Cup2 tyres, I've found exactly the same thing on my Turbo, way quieter and more comfortable than the PS2s the car had worn previously. The exact opposite of what I had expected and a most welcome addition, not to mention the hugely increased grip :thumbs:

Evening/Morning Mike. I can definitely vouch for the fact it's still producing its maximum thrust when you change gear in the higher ratios :eek:

:grin:

I've been out in the car for a few hours this evening, luckily I managed to find a window in the rain and thus had three hours of bone dry tarmac on which to scrub the Cup 2's in. As you've said, grip aplenty, though I think they have their work cut out on the GT3 !!

I'm slowly getting to grips with the car and it's brakes, suspension, power delivery etc. With the Ohlins warmed through (and the tyres) it's an amazing piece of kit, all in all very similar to my old Manthey K400 car, but with a healthy dose of extra grunt.
I'll PM you to make arrangements for you to experience it first hand from the passenger seat :mrgreen:
 

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