With the heavier motor and substantially greater power and torque to cope with, the brakes were substantially beefed up. Bearing in mind that pre-1977 911s did not have brake servos, a few choice decisions had to be made. The car has ended up with Carrera 3.2 front and rear vented discs and rear calipers, matched with Boxster front calipers and a single 23mm brake master cylinder.

The 964 twin-plug motor was given a set of Schrick cams and breathes through PMO individual throttle bodies, with Autronics electronic engine management system providing fully mapped fuel and spark curves. This means that not only is this early 911 vastly more powerful than when it left the factory, it is also much more fuel efficient, with a vastly cleaner exhaust too.

Currently, the exhaust has standard 964 headers and a Gemballa rear box with no final silencer, but Andy and Nigel have agreed that RSR style headers with a 2.8 RSR style exhaust system will be the way to go.

As the motor was still running in at the time, Andy had not done a dyno pull to confirm output, but the last engine he built to the same spec made 325 hp at 6600 rpm with a suitable exhaust in place.

For today’s driving conditions, and to handle the extra power, the late Carrera 3.2’s G50 gearbox was deemed the best bet, and the modifications to graft this in were conveniently done along with the custom mounts while the car was being built up. The new gearbox is married to the engine via a Turbo 3.0 clutch assembly.

The orange 911 goes like a scalded cat when you extend it, and yet pulls well from low down, so it is very drivable in traffic. The higher gearing of the G50 five-speed provides fair refinement at cruise, within the limitations of the lightweight interior. But go deep into the throttle travel, and the single throttle per cylinder induction produces the kind of deep throaty roar long since outlawed by EU drive-by regulations for new cars.

“The car has turned out better than I hoped for,” Jones says enthusiastically. “It is almost concours-quality, and that is a problem in itself. Almost too nice to use hard on track, but I don’t want it to be a garage queen.”

The irony is that with room to spare in his garage, he could well end up buying yet another car just for track use.

Porsche 911 Carrera RS 2.7 Replica

Layout
Longitudinal rear engine, rear-wheel drive

Engine
2.7-liter flat six, dohc, 24-valve. Schrick cams, individual throttle bodies, Autronics engine management

Transmission
OEM G50 five-speed manual, Turbo 3.0 clutch assembly

Suspension
911 Turbo 3.3 rear torsion bars, Koni dampers, adjustable antiroll bars, OEM Boxster front calipers, OEM 911 Carrera 3.2 rotors and rear calipers, 23mm master cylinder

Wheels and Tires
Fuchs alloys, 6x17 (f), 7x16 (r)
Dunlop, 205/55 (f), 225/50 (r)

Exterior
GRP Carrera RS 2.7 replica bumpers, GRP engine cover with rear ducktail spoiler, replica Carrera RS sidewinder decals

Interior
Recaro sport seats, refurbished instruments

Performance
Peak Power: 325 hp @ 6600 rpm

SOURCE
Flat Six Road and Race Engineering
http://www.flatsixonline.com
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