Any Rennlisters from New Zealand?
05-08-2013, 02:25 AM
#2581
Burning Brakes
Join Date: Oct 2003
Location: Kapiti - New Zealand
Posts: 1,239
Received 0 Likes
on
0 Posts
Hmmm interesting combo.... for Ronald McDonald!
http://www.trademe.co.nz/motors/used...-591103651.htm
http://www.trademe.co.nz/motors/used...-591103651.htm
05-08-2013, 02:35 AM
#2582
Pro
Join Date: Jun 2011
Posts: 679
Likes: 0
Received 0 Likes
on
0 Posts
First trip (bringing the car home) was a success, slightly nerve wracking given the PS Cups, lack of traction control, pouring rain, rush hour traffic, and descending dusk. Hoping for some dry weather soon so I can use more than 1/8th throttle...
05-08-2013, 02:48 AM
#2583
Rennlist Member
Matt. Glad you got it back safe! Lots of (dry weather) fun ahead!
Jamie. Tony at CCS told me briefly about that car when I was in NZ. Actually I was skeptical. It must however be one of the highest spec lowest km RHD 993 Turbos on the world. Im not a big fan of the yellow - prefer Speed yellow (which is darker) and you have to seriously question the original owners taste (yellow leather with rootwood fixtures??). However it looks just like brand new and I doubt there would be anything this original condition in the Southern Hemisphere. I imagine its an asian import at some stage or from a SE Asian collection. I could only imagine the items that woudl need replacing if it were pressed into daily srvice after a 20 year hibernation but to be honest I only see that ca going into a collection. $165k? Well its probably a bit steep when you couldd buy the 3.6T in Red with X50 upgrade for 20k less. If it were in the UK it would fetch easily 60k GBP so if they sold it for 150k nzd I guess that would be about right....
Jamie. Tony at CCS told me briefly about that car when I was in NZ. Actually I was skeptical. It must however be one of the highest spec lowest km RHD 993 Turbos on the world. Im not a big fan of the yellow - prefer Speed yellow (which is darker) and you have to seriously question the original owners taste (yellow leather with rootwood fixtures??). However it looks just like brand new and I doubt there would be anything this original condition in the Southern Hemisphere. I imagine its an asian import at some stage or from a SE Asian collection. I could only imagine the items that woudl need replacing if it were pressed into daily srvice after a 20 year hibernation but to be honest I only see that ca going into a collection. $165k? Well its probably a bit steep when you couldd buy the 3.6T in Red with X50 upgrade for 20k less. If it were in the UK it would fetch easily 60k GBP so if they sold it for 150k nzd I guess that would be about right....
05-08-2013, 03:28 AM
#2584
Rennlist Member
05-08-2013, 04:48 AM
#2585
Rennlist Member
At a $165K kiwi, it's actually $90K in pounds and why it won't sell overseas.
Same reason I guess the Red 64T doesn't sell either.
05-08-2013, 04:58 AM
#2586
Rennlist Member
Paul what I meant is if you bought that car privately for "only" 60K GBP in the UK it would owe you approx 150k NZD by the time you shipped it to NZ and got it on the road (1.0% shipping and insurance, GST, First time Registration and compliance, EMD Cert of Compliance etc etc).
The FX situation is actually distorting comparisons between the markets and is really an arbitrage opportunity (but the window could close out in the future).
Im not sure is anyone here trades currency but the last 48hrs have been wild with RBA 25pts early announcement + RBNZ statements on intervention and the USD/YEN testing resistance. Interesting times and interesting opportunities....
Right now NZ cars are looking a bit pricey as you say in the UK. I have put 3-4 piston heads guys looking for mind 964 3.6T onto the red TM car, all these guys have the cash and none of them will to pay that kind of GBP for a long distance car with the hassles and risk of shipping and compliance etc
The FX situation is actually distorting comparisons between the markets and is really an arbitrage opportunity (but the window could close out in the future).
Im not sure is anyone here trades currency but the last 48hrs have been wild with RBA 25pts early announcement + RBNZ statements on intervention and the USD/YEN testing resistance. Interesting times and interesting opportunities....
Right now NZ cars are looking a bit pricey as you say in the UK. I have put 3-4 piston heads guys looking for mind 964 3.6T onto the red TM car, all these guys have the cash and none of them will to pay that kind of GBP for a long distance car with the hassles and risk of shipping and compliance etc
05-08-2013, 05:40 AM
#2587
Addict
Rennlist Member
Rennlist Member
Join Date: Dec 2003
Location: Auckland, NZ
Posts: 2,085
Likes: 0
Received 0 Likes
on
0 Posts
I have primary bypass - sounds great. But its a very personal thing - minimal diff in HP. I have no reason to consider a change other than curiosity.
05-08-2013, 05:42 AM
#2588
Addict
Rennlist Member
Rennlist Member
Join Date: Dec 2003
Location: Auckland, NZ
Posts: 2,085
Likes: 0
Received 0 Likes
on
0 Posts
05-08-2013, 05:48 AM
#2589
Rennlist Member
Hi Macca,
I'm a bit of an '80's sado - as I have an old '88 BMW 750iL (E32) & a 43,000 mile '90 Ur Quattro 20 valve! Must be something to do with my age (44)!
As for the 952, it's hard to predict what this will yield as my compression map calcs had me requiring 26 psi boost to net 450 bhp & Vic Pauer (a Vi-Pec engine management distributor) in Arizona was returnning about 440 rwhp with a roughly similar spec 2.5. The consensus is that about 400 flywheel bhp (approx 350 rwhp) is pushing it for a 2.5 litre & there are of course the 16 valve 3 litre guys getting 500+ rwhp. A "Dyno-queen" 2.5 litre in NY state produced 602 rwhp but it had an unuseable rev range - it went ballistic after about 5K giving a tiny power band.
I sized the turbo based on compression map calcs using a 6.5K rpm limit, 23 psi boost & an 85% VE. The turbo (using a Tial 0.82 hotside) is claimed to flow sufficiently to deliver up to 560 rwhp but you can take those figures with a grain of salt. I obviously didn't want to oversize the turbo too much as the increased back pressure would have me on the choke side of the efficiency map & deliver less power & torque at any given point in the rpm range.
I suppose I'm saying I'm out to maximise VE within the constrainst of a 21-23 boost limit & the standard rpm range - and that'll yield whatever! At this spec 350+ rwhp & 400+ lb/ft shouldn't be an issue. Jon Mitchell (JMG Porsche) claims around 420 bhp for customer cars of significantly lower spec than this - so who knows!
Vi-Pec is essentially the Link G4 with all the bells & whistles enabled - it must be available in NZ? The V88 is similar to the Link G4 Xtreme. I think it came about after Link approached Ray Hall (formerly of Autronic) and offered the Link hardware & software as the basis for a new offering with more features - kind of a Lexus v Toyota situation.
I may go sequential so that I have a more civilised idle with the big injectors but it won't yield more power than a wasted spark set-up. I'll go coil on plug ignition & I have a stronger cam. Enough about "George" (my little beast's moniker!). I want to learn more about 911s.
At the value end of the 911 market I have a hankering for 964 C2 but then 996 Turbo prices are sliding down to meeting rising 964 values. Which would be a more enjoyable drive?
Tim
I'm a bit of an '80's sado - as I have an old '88 BMW 750iL (E32) & a 43,000 mile '90 Ur Quattro 20 valve! Must be something to do with my age (44)!
As for the 952, it's hard to predict what this will yield as my compression map calcs had me requiring 26 psi boost to net 450 bhp & Vic Pauer (a Vi-Pec engine management distributor) in Arizona was returnning about 440 rwhp with a roughly similar spec 2.5. The consensus is that about 400 flywheel bhp (approx 350 rwhp) is pushing it for a 2.5 litre & there are of course the 16 valve 3 litre guys getting 500+ rwhp. A "Dyno-queen" 2.5 litre in NY state produced 602 rwhp but it had an unuseable rev range - it went ballistic after about 5K giving a tiny power band.
I sized the turbo based on compression map calcs using a 6.5K rpm limit, 23 psi boost & an 85% VE. The turbo (using a Tial 0.82 hotside) is claimed to flow sufficiently to deliver up to 560 rwhp but you can take those figures with a grain of salt. I obviously didn't want to oversize the turbo too much as the increased back pressure would have me on the choke side of the efficiency map & deliver less power & torque at any given point in the rpm range.
I suppose I'm saying I'm out to maximise VE within the constrainst of a 21-23 boost limit & the standard rpm range - and that'll yield whatever! At this spec 350+ rwhp & 400+ lb/ft shouldn't be an issue. Jon Mitchell (JMG Porsche) claims around 420 bhp for customer cars of significantly lower spec than this - so who knows!
Vi-Pec is essentially the Link G4 with all the bells & whistles enabled - it must be available in NZ? The V88 is similar to the Link G4 Xtreme. I think it came about after Link approached Ray Hall (formerly of Autronic) and offered the Link hardware & software as the basis for a new offering with more features - kind of a Lexus v Toyota situation.
I may go sequential so that I have a more civilised idle with the big injectors but it won't yield more power than a wasted spark set-up. I'll go coil on plug ignition & I have a stronger cam. Enough about "George" (my little beast's moniker!). I want to learn more about 911s.
At the value end of the 911 market I have a hankering for 964 C2 but then 996 Turbo prices are sliding down to meeting rising 964 values. Which would be a more enjoyable drive?
Tim
05-08-2013, 05:49 AM
#2590
Addict
Rennlist Member
Rennlist Member
Join Date: Dec 2003
Location: Auckland, NZ
Posts: 2,085
Likes: 0
Received 0 Likes
on
0 Posts
Q for the team - how would that 944 Turbo that Jamie posted run stripped out as a track car? I'm seriously thinking about a 944 for track duty but inclined to an S2?
05-08-2013, 06:19 AM
#2591
Advanced
Join Date: May 2009
Location: Napier, New Zealand
Posts: 90
Likes: 0
Received 0 Likes
on
0 Posts
In case anyone is interested, I had agreed to buy the 3.2 race car listed on the PCNZ website and was to take delivery a couple of days after the Christchurch earthquake. Very understanding vendor agreed to postpone the deal. Little did we both know that two and a half years later I would have little progress sorting my house in Christchurch out so the deal has still not happened. Take absolutely no notice of the price on the PCNZ site - I was paying nothing like that.
PM me if you are keen. Andy is a great guy and I can see a very dim light at the end of my purchasing tunnel so would like to help him by having someone else buy it.
PM me if you are keen. Andy is a great guy and I can see a very dim light at the end of my purchasing tunnel so would like to help him by having someone else buy it.
05-08-2013, 06:27 AM
#2592
Rennlist Member
Paul what I meant is if you bought that car privately for "only" 60K GBP in the UK it would owe you approx 150k NZD by the time you shipped it to NZ and got it on the road (1.0% shipping and insurance, GST, First time Registration and compliance, EMD Cert of Compliance etc etc).
The FX situation is actually distorting comparisons between the markets and is really an arbitrage opportunity (but the window could close out in the future).
Im not sure is anyone here trades currency but the last 48hrs have been wild with RBA 25pts early announcement + RBNZ statements on intervention and the USD/YEN testing resistance. Interesting times and interesting opportunities....
Right now NZ cars are looking a bit pricey as you say in the UK. I have put 3-4 piston heads guys looking for mind 964 3.6T onto the red TM car, all these guys have the cash and none of them will to pay that kind of GBP for a long distance car with the hassles and risk of shipping and compliance etc
The FX situation is actually distorting comparisons between the markets and is really an arbitrage opportunity (but the window could close out in the future).
Im not sure is anyone here trades currency but the last 48hrs have been wild with RBA 25pts early announcement + RBNZ statements on intervention and the USD/YEN testing resistance. Interesting times and interesting opportunities....
Right now NZ cars are looking a bit pricey as you say in the UK. I have put 3-4 piston heads guys looking for mind 964 3.6T onto the red TM car, all these guys have the cash and none of them will to pay that kind of GBP for a long distance car with the hassles and risk of shipping and compliance etc
05-08-2013, 06:34 AM
#2593
Rennlist Member
Very cool Matt - I'd love to own that car. Look forward to hearing your impressions having come from a 964.
Q for the team - how would that 944 Turbo that Jamie posted run stripped out as a track car? I'm seriously thinking about a 944 for track duty but inclined to an S2?
Q for the team - how would that 944 Turbo that Jamie posted run stripped out as a track car? I'm seriously thinking about a 944 for track duty but inclined to an S2?
A 944S2 race car (that is not Kevin's or with Kevin in the car) will do 1.16's - 1.18's
05-08-2013, 06:39 AM
#2594
Rennlist Member
Hi Macca,
I'm a bit of an '80's sado - as I have an old '88 BMW 750iL (E32) & a 43,000 mile '90 Ur Quattro 20 valve! Must be something to do with my age (44)!
As for the 952, it's hard to predict what this will yield as my compression map calcs had me requiring 26 psi boost to net 450 bhp & Vic Pauer (a Vi-Pec engine management distributor) in Arizona was returnning about 440 rwhp with a roughly similar spec 2.5. The consensus is that about 400 flywheel bhp (approx 350 rwhp) is pushing it for a 2.5 litre & there are of course the 16 valve 3 litre guys getting 500+ rwhp. A "Dyno-queen" 2.5 litre in NY state produced 602 rwhp but it had an unuseable rev range - it went ballistic after about 5K giving a tiny power band.
I sized the turbo based on compression map calcs using a 6.5K rpm limit, 23 psi boost & an 85% VE. The turbo (using a Tial 0.82 hotside) is claimed to flow sufficiently to deliver up to 560 rwhp but you can take those figures with a grain of salt. I obviously didn't want to oversize the turbo too much as the increased back pressure would have me on the choke side of the efficiency map & deliver less power & torque at any given point in the rpm range.
I suppose I'm saying I'm out to maximise VE within the constrainst of a 21-23 boost limit & the standard rpm range - and that'll yield whatever! At this spec 350+ rwhp & 400+ lb/ft shouldn't be an issue. Jon Mitchell (JMG Porsche) claims around 420 bhp for customer cars of significantly lower spec than this - so who knows!
Vi-Pec is essentially the Link G4 with all the bells & whistles enabled - it must be available in NZ? The V88 is similar to the Link G4 Xtreme. I think it came about after Link approached Ray Hall (formerly of Autronic) and offered the Link hardware & software as the basis for a new offering with more features - kind of a Lexus v Toyota situation.
I may go sequential so that I have a more civilised idle with the big injectors but it won't yield more power than a wasted spark set-up. I'll go coil on plug ignition & I have a stronger cam. Enough about "George" (my little beast's moniker!). I want to learn more about 911s.
At the value end of the 911 market I have a hankering for 964 C2 but then 996 Turbo prices are sliding down to meeting rising 964 values. Which would be a more enjoyable drive?
Tim
I'm a bit of an '80's sado - as I have an old '88 BMW 750iL (E32) & a 43,000 mile '90 Ur Quattro 20 valve! Must be something to do with my age (44)!
As for the 952, it's hard to predict what this will yield as my compression map calcs had me requiring 26 psi boost to net 450 bhp & Vic Pauer (a Vi-Pec engine management distributor) in Arizona was returnning about 440 rwhp with a roughly similar spec 2.5. The consensus is that about 400 flywheel bhp (approx 350 rwhp) is pushing it for a 2.5 litre & there are of course the 16 valve 3 litre guys getting 500+ rwhp. A "Dyno-queen" 2.5 litre in NY state produced 602 rwhp but it had an unuseable rev range - it went ballistic after about 5K giving a tiny power band.
I sized the turbo based on compression map calcs using a 6.5K rpm limit, 23 psi boost & an 85% VE. The turbo (using a Tial 0.82 hotside) is claimed to flow sufficiently to deliver up to 560 rwhp but you can take those figures with a grain of salt. I obviously didn't want to oversize the turbo too much as the increased back pressure would have me on the choke side of the efficiency map & deliver less power & torque at any given point in the rpm range.
I suppose I'm saying I'm out to maximise VE within the constrainst of a 21-23 boost limit & the standard rpm range - and that'll yield whatever! At this spec 350+ rwhp & 400+ lb/ft shouldn't be an issue. Jon Mitchell (JMG Porsche) claims around 420 bhp for customer cars of significantly lower spec than this - so who knows!
Vi-Pec is essentially the Link G4 with all the bells & whistles enabled - it must be available in NZ? The V88 is similar to the Link G4 Xtreme. I think it came about after Link approached Ray Hall (formerly of Autronic) and offered the Link hardware & software as the basis for a new offering with more features - kind of a Lexus v Toyota situation.
I may go sequential so that I have a more civilised idle with the big injectors but it won't yield more power than a wasted spark set-up. I'll go coil on plug ignition & I have a stronger cam. Enough about "George" (my little beast's moniker!). I want to learn more about 911s.
At the value end of the 911 market I have a hankering for 964 C2 but then 996 Turbo prices are sliding down to meeting rising 964 values. Which would be a more enjoyable drive?
Tim
Peter the silver rose turbo 944 on TM is too nice to tear down (in that condition and provenience sort after too). For the same money you could buy a fully prepared 944 race car! I think Simons was for sale in the 40s and he won the championship in it and its well sorted - John knows more.
Question is do you want to go racing. With log books and roll cage cert etc its not a car you will be driving anywhere other than the track. Our group probably would be a waste for you. Youd need to race.
The beauty of our 911s is they can used every day AND tracked. If you are looking for more fun on the track and reliability but with everyday useability maybe consider going the way Matt has...
05-08-2013, 06:40 AM
#2595
Drifting
In case anyone is interested, I had agreed to buy the 3.2 race car listed on the PCNZ website and was to take delivery a couple of days after the Christchurch earthquake. Very understanding vendor agreed to postpone the deal. Little did we both know that two and a half years later I would have little progress sorting my house in Christchurch out so the deal has still not happened. Take absolutely no notice of the price on the PCNZ site - I was paying nothing like that.
PM me if you are keen. Andy is a great guy and I can see a very dim light at the end of my purchasing tunnel so would like to help him by having someone else buy it.
PM me if you are keen. Andy is a great guy and I can see a very dim light at the end of my purchasing tunnel so would like to help him by having someone else buy it.
I looked seriously at Andy's Carrera earlier this year. It has some top shelf kit and plenty of spares. Looks to be seriously fast. I was attracted to the fresh engine and sorted platform. I'd been watching it on the PCNZ site for a while and ignored it on the grounds that the asking was a bit steep. Andy was very helpful but we couldn't really get close enough. Looking at it on purely practical grounds (as I do) it was going to take a fair bit to get it back to road-ish trim and it was a gold Ex Uk 915 with brown interior......so I left it and that was about when I started to do a 180 on my long held opinions of 964's. I'd love to have that one as well though.