COUNTACH

I'm still researching the 962, seems the maintenance doesnt have to be as scarey as Ive been told. one can get away with $15k for an engine rebuild instead of $60k and depending on how one drives the maintenance bill varies. Still an expensive ride.

CanAm cars are awesomely cool also. a nice huge Chevy V8 has more than enough hp & may actually be faster than the 962 with lower maintenance & cheaper parts.

Pros & cons ? Thanks, Happy Holidays <img src="graemlins/beerchug.gif" border="0" alt="[cheers]" />

RealRideRacing

Perhaps you can approach this from a more pragmatic perspective. Have you given any thought to who maintains the vehicle?
I would research reputable vintage race car prep shops and see what they recommend. This discussion could also entail a realistic budget to campaign the car. Perhaps the shop you end up liking specializes in CanAm cars, or vice versa. This would have a huge effect on your ultimate decision. Depending on where you live, or prefer to keep the car, I can recommend a shop or two. But I too have heard through different sources, that $10,000 an hour for a 962 is about right.

Regards,
David
REALRIDE.COM RACING
<a href="http://www.RealRide.com" target="_blank">http://www.RealRide.com</a>

Greg Fishman

If you just want a really fast car check out one of these: <a href="http://www.radicalmotorsport.com" target="_blank">www.radicalmotorsport.com</a> SR3 with 250hp and 1100#'s is pretty fast, about the same as a 996GT3RS for about $50K.

COUNTACH

I use Bob Akin's old shop that specializes in GTP cars. Greg the radical is cool but not ,much investment potential, with 962 being relatively cheap now I think they have good investment potential apart from being a lot of fun also

Greg Fishman

I understand your thinking. IMO the Radical would be a great training tool before stepping into a 962. I have been on track with a 962 and they are very, very fast.

Check <a href="http://www.gunnarracing.com" target="_blank">www.gunnarracing.com</a> in FL. they always seem to have some nice 962's.

late apex

Countach, how much do you want to spend, I might sell you a 962....

fusionsport

15k seems light for a 962 refresh- maybe an air car but no way a water car- and if you think you will get away without replacing consumables like valves, valve springs, retainers, pistons, etc you are wrong. All serious- and by serious I mean 935, 962, Can-Am, Trans-Am etc cars consider the engine as a consumable, and most parts in it- read as you just spent 75k for a fresh 935 motor and in a season or two you spend another 75k to replace it. I will agree the 962 isnt as expensive to run as most people think- but then neither is a 935- except they havent made either car for years- and parts availability can be a very very serious issue. Fairly recently I helped prepare and run a 935 in vintage racing, and it isnt cheap. A 962 is a seriously specialized and formidable car- Akins people would be one of the few I would suggest run the machine- I would also suggest Gunnar, Hish, and of course us at 3R in Denver. We are currently preparing and will be running an Argo that competed LeMans for this years HSR and selected other events- hoping to make Sebring if the customers engine builder delivers the motor on time. Any other info I can give feel free to ask.

PerformanceDevelopments

Not to scare people off 962c cars, but engine rebuilds are very expensive if done properly. Most of the time they are rubbed over. We rebuild them and manufacture many parts for them. I can only think of one other engine builder who does similar work, Jerry Woods.

Labor is based upon work done. Parts are very expensive. If I can round up then here's a small sampling of costs.

Cylinder Heads, $ 5000.00 each X 6

Rod Bearings $ 2000.00 per set

Gasket set $ 1000.00 each if you can find one
We make our own

Engine Valves $ $ 90.00 + each X 24
We make all of the Valve train
parts as none available from
factory
Rod rebuild $ 1000.00 per set

Typical labor to rebuild an engine (water) is $ 12,000.00 plus parts, whatever is required.

Short coming of this engine is Cam drive system and Cylinder heads. Heads usually were changed every 30 -50 hours. Maybe in Historic racing you can stretch this but look for telltale water from exhaust.

Hope this helps. These are graet cars, but were never cheap to run. Just how Porsche wanted it.

Neil Harvey
Performance Developments

clubrcr

If you abuying the 962 as an investment, you better be careful. I agree with everyoen about the cost of maintaining one, as well as the crew that needs to be there at the track. I had a 934, and an IMSA supercar (single turbo). The supercar blew a turbo and replacing it at $10,000 got my attention. The problem is who works on it and the parts. Sure you can rebuild one with cheap parts, but thats what you have when its finished. A sub par 962. When you go to sell the car, any person with an understanding of these cars will walk away from your car if you don't spend the money to keep it up correctly.

By the way don't crash it. Engine parts ae hard to find, but so are original suspension and frame parts!

Finally, these cars haven't come down n value that much based on other cars. If you can find one less than the market, there might be a reason for it.

Just my two cents.

Clubrcr

COUNTACH

PNA website says that because of increased interest in vintage racing they are now building more 962 parts. If I found a 962 with an original engine I would take the engine out & run a 911 turbo engine in it most of the time & just use the original engine very sparingly. The owner of the yellow 962 FromA car told me thats what most 962 owners do these days.
Thanks for all your help. Happy New years

GhettoRacer

[quote]Originally posted by PerformanceDevelopmentsLinkUSA:
<strong>
Cylinder Heads, $ 5000.00 each X 6

Engine Valves $ $ 90.00 + each X 24
We make all of the Valve train
parts as none available from
factory
Rod rebuild $ 1000.00 per set

Short coming of this engine is Cam drive system and Cylinder heads. Heads usually were changed every 30 -50 hours. Maybe in Historic racing you can stretch this but look for telltale water from exhaust.

</strong><hr></blockquote>

I just curious Neil, what happens to the head requiring them to be replaced every 30-50 hours? That's not a long service life at all. Is it design short comings?

What materials are the valves?

What does the rod rebuilding process consist of?

Just wanted to learn something about 962's... How close are the Dauer 962 to the originals?

PerformanceDevelopments

Cylinders are Electrobeam welded to Heads. When these engines were raced in IMSA, after approx. 30+ hours the cylinder would crack away from the Head, allowing water to enter into Combustion chamber with tell tale water coming from exhaust pipes. Biggest problem was water system pressure with cylinder pressure. Also, Porsche would not sell any replacement Guides or seats. Normally heads would not last this long anyway. We have been forced to re manufacture many parts as Porsche did not have any. We do a repair on Heads which allows us to install a liner and repair the Heads. This saves huge money. Engine appear on outside to be original. This modification is actually better than original, and serviceable.

Our Valves are Stainless both sides, 7.00mm stems, without the odd keepers. We use a more modern single radial groove type, with Titanium Retainers and locks. Again, no parts avaialable from Porsche, and alot less money. We have also modified the Cam Drive oiling system, as the original Cam gear shafts, bearings and oiling system is extemely poor and often fails causing huge expensive blow ups. If you are luckey, you acn salvage some engine parts, but most times all that can be reused is exhaust and Intake System. Everything else is in the bin. If your Porsche and in the business of selling race parts, its great for business. As most collectors and users now cannot afford to pay out large sums for these parts, if they are available, we have remanufactured most and updated the weak points at the same time. We feel that the originallity has not been compromised, but a better product offered. These modifications should have been done when these engines were run in IMSA, but as Porsche held all the cards, nothing was done. Again, from the outside everything is as original.

These cars are great fun and collectable, and can be run with no fear of failure. Rebuilds are expensive in comparision to other engines, but all Porsche engines are expensive to rebuild compared. 962C engines are 24 Valve etc, so multiple parts here.

Last question referred to Rod repair. These rods are Titanium, and therefore require special care and attention. Bolts are Titanium with a Steel nut. Typical rebuild requires complete strip, Zyglow and twist and stretch check. Pin bushings need to be replaced, bored and Pin fitted. Big end re sized and centers adjusted if required. We use a special material for the Pin bushing as Porsche does not sell replacements. Final balance and recheck on bolt stretch is done. Sometimes we re shot peen as necessary, during the rebuild process.

Hope this helps.

Neil Harvey
Performance Developments
949 646 7461