Jack's 1973 911

What was done right away?

(Updated February 5, 2001)

Before I got the car, it apparently sat for a long, long time without an engine in it. At some point, a 1970 2.2 liter engine was put in, The engine got an extensive rebuild (including upgrades like oil-fed tensioners and timeserts). It ran great when I picked it up in Illinois. One electrical problem notwithstanding, it would have made it all the way back to Los Angeles.

After I got the car, I replaced the transmission with a rebuilt unit. I also replaced the brake master cylinder, brake lines, rotors and calipers (upgrading to SC calipers and springing for a full new set of parking brake hardware). The pedal cluster was rebuilt, and new fuel lines were added. All the wheel bearings were replaced, too.

Cosmetically, the car now has a 930S steering wheel and a 1974-77-style center console.
The Recaro seats have been

reupholstered in black leatherm as has the rest of the interior. It's even got a center armrest and a cupholder.

Click on the engine for pictures of the swap!

What came next?

In October of 2000, I had a 3.6 liter engine from a 1993 C2 swapped into the car, replacing the 2.2. At the same time, I added hard oil lines and a Carrera cooler, stiffer rear torsion bars, 22mm front and rear sway bars and a ZD limited slip differential.

My goal was one horsepower for every ten pounds of car. I got that. I now have the low weight of a 2500-pound 1973 911, but the power (260 hp) and torque (238 foot pounds) of a 911 from 20 years later. I have all that running through a 7:31-ratio transaxle with a limited slip to keep the wider 7x8x16 wheels planted where they belong -- agility and low-end muscle without the luxury-laden bulk of the later cars.

This seems to me to be
the best of both worlds.

How do you improve on that?

Simple. Better braking. And even stiffer suspension, track tires, and a few other minor fixes. In April of 2001, I added Turbo brakes and jumped up to 21 mm front torsion bars and 30 mm rears. I also swapped in the lighter aluminum trailing arms in the back with adjustable factory spring plates and did the Turbo tie rod upgrade in front.

TRE Automotive did the installation, with the suspension parts coming from KnightRace.

And after that? Well, there's always more to do. I keep promising my girlfriend heat and air conditioning. But then there's a transaxle cooler, which would come in handy -- and maybe even supercharging, somewhere down the line.

We'll see.

Click on the picture to see the new brakes

Return to Jack's 911 page.

What was done right away?

What came next?

How do you improve on that?

The car

Bodywork Changes

411 on the 911


What was done right away? (Updated February 5, 2001)
Before I got the car, it apparently sat for a long, long time without an engine in it. At some point, a 1970 2.2 liter engine was put in, The engine got an extensive rebuild (including upgrades like oil-fed tensioners and timeserts). It ran great when I picked it up in Illinois. One electrical problem notwithstanding, it would have made it all the way back to Los Angeles. After I got the car, I replaced the transmission with a rebuilt unit. I also replaced the brake master cylinder, brake lines, rotors and calipers (upgrading to SC calipers and springing for a full new set of parking brake hardware). The pedal cluster was rebuilt, and new fuel lines were added. All the wheel bearings were replaced, too. Cosmetically, the car now has a 930S steering wheel and a 1974-77-style center console. The Recaro seats have been reupholstered in black leatherm as has the rest of the interior. It's even got a center armrest and a cupholder.
	Click on the engine for pictures of the swap!

What came next?
In October of 2000, I had a 3.6 liter engine from a 1993 C2 swapped into the car, replacing the 2.2. At the same time, I added hard oil lines and a Carrera cooler, stiffer rear torsion bars, 22mm front and rear sway bars and a ZD limited slip differential. My goal was one horsepower for every ten pounds of car. I got that. I now have the low weight of a 2500-pound 1973 911, but the power (260 hp) and torque (238 foot pounds) of a 911 from 20 years later. I have all that running through a 7:31-ratio transaxle with a limited slip to keep the wider 7x8x16 wheels planted where they belong -- agility and low-end muscle without the luxury-laden bulk of the later cars. This seems to me to be the best of both worlds.

How do you improve on that?
Simple. Better braking. And even stiffer suspension, track tires, and a few other minor fixes. In April of 2001, I added Turbo brakes and jumped up to 21 mm front torsion bars and 30 mm rears. I also swapped in the lighter aluminum trailing arms in the back with adjustable factory spring plates and did the Turbo tie rod upgrade in front. TRE Automotive did the installation, with the suspension parts coming from KnightRace. And after that? Well, there's always more to do. I keep promising my girlfriend heat and air conditioning. But then there's a transaxle cooler, which would come in handy -- and maybe even supercharging, somewhere down the line. We'll see.	Click on the picture to see the new brakes

	The car An overview of my 911

	Bodywork Changes The T, fortunately, is no collector car. This is good, since the one part of the early 911 that I didn't love was the rear end.

	411 on the 911 Links to sites that have the best 911 information.

Send me email.	Return to Jack's 911 page.