The entirety of the body was stitch-welded inside and out. The battery boxes were deleted with factory-ST-style strengthened plates and a single, 4.8lb lithium-ion battery is located in the smuggler’s box for reduced polar moment.
The unique interior was meant to be a more inviting place than a typical 911 interior. The seats are period Recaros with fresh corduroy in the centers mounted atop sliding mounts and bespoke brackets influenced by the RS Lightweight. Seat belts are period-style 3-point belts with recreation “Repa” tags. Once seated, the gray leather dash trim insert brings some lightness into your vision and transitions to gray leather door panels, which are modified versions of the 1967 panels with no armrests and a simple leather door pull framed by a machined aluminum escutcheon. The door toppers are modified 1968 examples, which are narrower and simpler than the stock items. The carpet is 356-style gray square-weave with gray leather edging. The rear seats and parcel tray were deleted. A replica Carrera RS 380mm steering wheel with “hockey puck” horn button provides steering interface. Instrumentation is stock with the exception of a 10,000 RPM tachometer, as outfitted to the factory racing cars.
As with most special builds, the heart of the car is its engine- in this case, a 3.2-liter short-stroke built from a special, Carrera 3.0 930/02 engine case. The factory crankshaft sits in coated bearings and the rods also benefit from coated bearings and ARP rod bolts. The rotating assembly was balanced to help keep harmonics in check. Factory cylinders were re-nikasiled and CP pistons were installed. A modified 993 oil cooler delete/secondary oil filter console was installed.
The valvetrain is very special: factory 2.8 RSR center-oiling cams provide the bump for factory forged rockers. Valve lash is adjusted with factory motorsport lash caps. New 930 chain tensioners have fail-safes installed and tension heavy-duty chains over new idler and cam gears. The idlers were treated with an oil-shedding coating because, well, they weren’t good enough as-was.
The heads are ported and twin-plugged. A twin-plug distributor controls spark, while an MSD 6ALN helps boost intensity. Twin ignition coils are mounted on a replica ST dual coil mount at the rear of the engine compartment and dummy CDI boxes are mounted on a factory-style extended relay panel. Exhaust is routed through stainless steel headers and a stainless sport muffler; the exhaust note is not for the timid!
The Mechanical Fuel Injection pump has a custom-ground space cam, has been converted to self-contained oiling and has had the cold-start solenoid deleted. The MFI also benefits from manual mixture control, rebuilt throttle bodies, modified intake stacks and a modified airbox to clear the intake stacks and MFI pump. A new fuel pump was relocated to the front crossmember to reduce cavitation and feeds from a reproduction 100L (26.4gal) sports-purpose fuel tank with under-hood filler neck.
Keeping this fantastic engine cool is an Elephant Racing finned-line-and-twin fender-mounted oil cooler setup with through-body crossover lines. The engine shroud fiberglass and “tin” is German twill-weave, tinted similarly to the factory racing fiberglass, albeit with better fit and finish.
Power is sent to the Rest-of-World-spec 915/67 gearbox with integrated transmission oil cooler. A Guard Transmission plate-type limited-slip transmission makes sure both tires make the most of the grip they have and the car has custom GT gearsets for third through fifth to keep the engine on boil and match its power curve.
The suspension was an area where slight deviation was deemed necessary to deliver the road-holding and reliability demanded of modern custom builds. The front control arm and rear spring plate bushings are PolyBronze for a combination of ride quality and quick reflexes. The front control arm rear bushings are mounted in low-friction mounts to reduce suspension friction and increase damper effectiveness. Front upper mounts are spherical bearing camber plates to increase tire effectiveness and, despite their lack of bushing material, do not negatively affect ride harshness.
Front torsion bars are 22mm, plated and plugged, and rears are 27mm, plated and plugged. The front dampers are Bilstein Sports with raised and gusseted spindles. Brackets to put the bump-steer-adjustable tie-rods in double-shear were also welded to the front strut housing. Inner tie rods are Turbo-style. Anti-roll bars are RSR-style, hollow bars with reinforced body mounts front and rear. End links are adjustable front and rear to remove preload. The car was corner-weighted after assembly and can be corner-weighted for the purchaser’s weight at no charge.
Rear spring plates are SC-style adjustable, connecting to aluminum trailing arms with stiffer durometer rubber bushings replacing the factory inner pivots. Bilstein Sport dampers keep the rear under control.
The rubbers that meet the road are Michelin TB15 tarmac rally compound tires mounted on 8×15 Fuchs wheels front and 9×15 Fuchs wheels rear.
Additional reinforcement was added to the chassis in the form of gussets inside the front control arm/fuel tank support as well as boxed engine compartment corners, perimeter-welded rear damper mounts, a thicker-gauge parcel tray header and ST-style front strut bracing.
Braking is handled by a Zuffenhaus 917-style caliper setup utilizing 930 internals. Factory 930 pads give exceptional bite and modulation on the street and pedal feel is superb thanks to a larger bore master cylinder. Stainless “soft” lines add pedal feel and increase resistance to road debris damage.
If you’ve made it this far, you certainly understand this is a very special recreation 911 ST and would be at home on the street or on the track. This 1972 911 is comfortable enough for long road rallies but focused enough for weekend duty on Mulholland Drive, the Tail of the Dragon or Stelvio Pass.