When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
I've been racing this thing for many years, thru many iterations and a crash necessitated yet another re-do. I was finally able to get it back to the track last weekend after 11 months of cutting, sanding and crying . I wasn't sure how it was going to look when done but I think it came out well. As always, it is a continual work in progress.
Some current specs:
1994 Porsche 968 race car, 5.7 liter LS1 V8 (stock), 968 6 speed transaxle.
For ST class running an air inlet restrictor for 305 rwhp/326 tq. Ballasted to a 2998 minimum race weight w/driver.
OZ 18x11 wheels front and rear
Brooks Motorsports wing
GT-Racing fiberglass hood with TrackSpec S2000 vents
GT-Racing fiberglass rear quarter panels
Modified 997 GT3 Cup front flares
Moton Club Sport shocks
Racersedge A-Arms
Bruce Karger (95ONE) torsion bar carrier
Elephant Racing Bump steer kit
Tarret Sway bar
Big Red brakes with Cayenne rotors
996 ABS,
Tilton Pedals
lots of other stuff
Looking great Eric! When did you decide to go to the V8? Was the engine ok from the crash? Have you run the car yet?
I went V8 back in 2015. That was been positive experience. The driveline wasn’t hurt in the crash, except all 4 CV joint were broke when the rear suspension was compressed. It was all chassis/body damage. Since about every panel except the driver door had damage from various incidents I took the “opportunity” to make some changes.
I got it done in time to make the last local race of the year. It worked well considering everything that has been done but there are still some issues to chase. The driver was pretty rusty too after no being on track for almost a year.
I saw those. They look nice but are too small for my needs. Mine is currently 4.5 inches out from the end of the 968TurboS splitter that is on there too. I 've been running cheap ABS splitters since 2010 without issues.
I went V8 back in 2015. That was been positive experience. The driveline wasn’t hurt in the crash, except all 4 CV joint were broke when the rear suspension was compressed. It was all chassis/body damage. Since about every panel except the driver door had damage from various incidents I took the “opportunity” to make some changes.
I got it done in time to make the last local race of the year. It worked well considering everything that has been done but there are still some issues to chase. The driver was pretty rusty too after no being on track for almost a year.
Wasn't aware you had gone to V8 so long ago Eric. With 'only' 305whp what feels faster, the V8 or your old modified Porsche motor? I think I can beat you regards 'ring rust'! Get some videos now.
I do have them setup to similar power levels. The 951 engine "feels" faster as you can feel the power build, with the LS the power is always there. You don't feel it ramp up. You have to drive them differently.
The LS engine is also not the drama queen the 951 engine is. A lot less time and energy is spent on monitoring, maintaining & fixing the engine.
Eric, always enjoyed following the progress of your car and happy to see your still campaigning it.
It took about 2 years to work out all the bugs on my car but like you the LS became the least of my worries. Most of my issues were the 'integration' part getting the accessories working. I would say most of the issues i had would have been solved by running a Tilton pedal box like your setup. Trying to get a clutch master cylinder working was a bugger, and the Ford Hydroboost brakes worked but had some shortcomings. The LS though... just a big dumb push rod V8 that puts out a great powerband. My car was 380whp /360ft-lbs, 3rd and 4th gear were a lot of fun .
My first 3 or 4 turns at NJMP with the LS and i was amazed how well the car handled the power.
Beautiful car, with a lot of great components. This may be a bit of an obscure request, but would you mind posting a picture of your hood pin attachments? I'd like to do exactly the same thing, using the same Aerocatch pins you have, and I have an idea of how to mount the pins, but I'd be curious to see how you did yours. Did you remove the center latch after you installed the pins? Thanks.
Eric, always enjoyed following the progress of your car and happy to see your still campaigning it.
It took about 2 years to work out all the bugs on my car but like you the LS became the least of my worries. Most of my issues were the 'integration' part getting the accessories working. I would say most of the issues i had would have been solved by running a Tilton pedal box like your setup. Trying to get a clutch master cylinder working was a bugger, and the Ford Hydroboost brakes worked but had some shortcomings. The LS though... just a big dumb push rod V8 that puts out a great powerband. My car was 380whp /360ft-lbs, 3rd and 4th gear were a lot of fun .
My first 3 or 4 turns at NJMP with the LS and i was amazed how well the car handled the power.
I certainly looked at a bunch of your posts when doing the conversion. That was really helpful. I looked at few brake options but opted for something that I knew would work for sure on a race car.
Originally Posted by Cloud9...68
Beautiful car, with a lot of great components. This may be a bit of an obscure request, but would you mind posting a picture of your hood pin attachments? I'd like to do exactly the same thing, using the same Aerocatch pins you have, and I have an idea of how to mount the pins, but I'd be curious to see how you did yours. Did you remove the center latch after you installed the pins? Thanks.
The pins are mounted on the sheet metal at the end of the frame rail. A hole is cut on the side to get the nut and bottom washer on. The center latch was removed to make room for the intercooler which is now gone.
09-25-2017, 03:09 AM
Re-birth of the 968 race car
. I wasn't sure how it was going to look when done but I think it came out well. As always, it is a continual work in progress.
