To maintain the driving characteristics of the standard car, the shape of the power and torque curves is not dissimilar-there is just more of it-particularly in the horsepower stakes. One thing PSI did not want to do was make the power arrive with a bang. While you can do this on a 4WD Turbo, it is not advisable on a rear-drive-only car, as it can catch the driver out in the dry, let alone the wet.
PSI's thinking was borne out in practice, as it poured with rain on part of my test drive. Through all that, the car remained docile and quick from point-to-point-as long as I was sensible with the throttle and kept steering inputs neat and clean. Power delivery is clean and progressive and very addictive once you find a clear stretch of road to really open the car up.
Of course, good grip and handling are also functions of the tires and suspension set-up. PSI's suspension kit consists of springs and dampers made to its specifications by Eibach and Bilstein. Ride height is 20mm lower than stock in front and 30mm lower at the rear, resulting in a level car. For the future, PSI has two more suspension kits under development with Dutch race suspension maker Moton. One will have a fixed rate; the other will be adjustable, with two settings-street and track.
For now, there is not much wrong with the present set-up for fast road use. The ride is a tad stiffer than a Turbo, but on Belgium's terrible roads the ride was surprisingly controlled and absorbent. I was actually surprised by the amount of comfort, as the race Recaros do not have the built-in cushioning effect of the standard seats.
For the serious driver, however, the weight saving speaks for itself. In this configuration, the PSI Turbo tips the scales at 1,430kg, about 80kg less than standard. Some 50kg is saved by removing the front differential, 30kg by using the GT3 Recaros and losing the rear seat. It all helps.
PSI Motorsport uses the American-made Fikse cross-spoke alloys in 9J- and 11Jx18-in. sizes with 225/40ZR18 and 295/35ZR18 ContinentalSportContact 2 tires. "We'd like to use 315s on the rear, but Porsche has reserved that size exclusively for the GT," PSI's sales manager, Olivier Nameche, reported.
PSI Motorsport states that its conversions are 10- to 20% cheaper than rivals because it is a smaller company with a lower overhead. It focuses on race preparation and does not spend fortunes on advertising and marketing, and so passes the savings on to its customers. Its strategy seems to have paid off, and it has modified 13 of the 36 new 911 Turbos delivered in Belgium in the last year.