1972 Porsche Stock No. 2426
1972 Porsche Stock No. 2426
Two words define this project: excessive enthusiasm. The ethos behind the build was to create a car that was within the scope of being built in the mid-to-late '70s using factory parts and using factory finishes and materials. This 1972 911 ST recreation is vintage, reimagined.
The exterior is Stone Grey, a 356 A color that accentuates the ST-style steel flares on each corner. The factory steel front bumper was flared to match the front fenders and each cooling slot was cut by hand. Above the bumper are new-old-stock Cibié driving lights with covers inset of the H4 headlights and 1973-specification Italian turn signal lenses. The 1972 door trim was replaced with 1968 door trim with vent windows to increase airflow in the cabin without adding additional weight.
The factory steel bumper corners were also flared to match to rear quarter panels. The rear deck lid is aluminum alloy and its hinges have been extensively lightened. A 911 ST-style grille with no cross bars allows better airflow to the engine. Between the rear bumper corners is an alloy license plate panel framed by chrome bumper guards. 1973-specification European tail light lenses finish out the rear.
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 a 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.
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. The exhaust is routed through stainless steel headers and a stainless sport muffler; the exhaust note is not for the timid!
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 8x15 Fuchs wheels front and 9x15 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.
To learn more about this fantastic build, please visit it in our media section here: https://cprclassic.com/media/36
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