The interior is relatively unchanged, but the stereo has been scrapped, in its place a carbon-fiber block-off plate. Air conditioning has also been given the sack. Billet aluminum pedals were installed on a rebuilt pedal cluster and a short-throw shifter and shift coupler from WEVO implemented on the four-speed gearbox. "These make a night-and-day difference in the quality of shifting," Leask says. He also found and installed an original LED boost gauge from John Paul Jr.'s 935 race car. Although it's a neat piece of Porsche history, these old units weren't very accurate. Leask has created an exact carbon-fiber replica that utilizes a programmable Motorola microchip and an onboard MAP sensor to accurately measure and log boost. And to aid in suspension and engine tuning Leask implemented an Innovate LM-1 and LMA-3 AuxBox to provide and datalog stats like air/fuel ratios, boost, and acceleration, deceleration, and lateral g-forces.
In the process of modifying his car Leask actually invented two pieces of equipment for use on the 930 and 964, a control pressure regulator and an rpm-controlled solenoid valve. The search for proper fuel mixture control with the modern quick-spooling turbocharger and increased boost levels led him to develop his adjustable WUR (Warm Up Regulator), which gives the ability to fine tune mixture settings for four aspects of operation: cold start, warm idle, boost enrichment, and enrichment threshold. To further refine the mixture, he also developed an rpm-controlled solenoid valve. It allows control of the enrichment circuit based upon engine revs, providing a gain of 30-plus lb-ft of torque in the midrange due to better control of the mixture alone. Using these with the other engine modifications equals a claimed 400 hp and change at the rear wheels while maintaining proper air/fuel ratios throughout the rev-range.
Although it makes more power at the wheels than a stock one did at the flywheel, Leask's 930 seems much more driveable than the original with more linear power delivery. It's also a heck of a lot faster, yet can get nearly 20 mpg on long highway cruises-off boost, of course. "My philosophy is to keep everything balanced while improving performance and functionality at the same time," Leask says. "I like to think that my car could have been purchased directly from Porsche as a Sonderwunschprogramm car. An early GT2, if you will."
1981 Porsche 930 Euro
Longitudinal rear engine, rear-wheel drive
3.3-liter flat six, K27-HF turbo, Evo MS intake, ported and Extrude Honed intake manifold, B&B headers, Fabspeed mufflers, Tial 46mm wastegate, Imagine Auto fuel distributor, Leask adjustable WUR and rpm-controlled solenoid valve
Four-speed manual, WEVO short shifter, Clutch-Net/KEP clutch assembly
Custom-valved Bilstein dampers, Sander hollow torsion bars, Fabcar front control arms, Elephant Racing front busings, front spherical bearings, triangulated strut brace, ERP bump-steer kit, SRP anti-roll bars and rear control arm spherical bearings
OEM 930 assemblies, braided lines, Pagid Orange pads
* Wheels and Tires
Lindsey Racing P2 custom alloys, 9.5x17 (f), 11x17 (r)
Kuhmo VictoRacer V700, 275/40 (f), 315/35 (r)
930S steering wheel, billet pedals, 935 LED boost gauge
Peak Power: 450 hp