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When it came time to tackle mechanical aspects, Erion found himself at something of a crossroads. In original spec, a mechanically fuel-injected 2.4T pumped out a modest 140 bhp at 5700 rpm. That’s an adequate amount of power, but it’s certainly not scintillating. And while the restoration he was performing was diligently faithful to how it rolled out of the factory, the idea of a stock 911T engine left him a little, well, cold.

“The end goal was to have a car that in all visible areas was an exact replica of how the car was delivered,” he says. “That said, I just could not bring myself to spend what I knew was going to be a lot of time and money on a concours-quality restoration and then rebuild the motor and gearbox to the same old 2.4T specs.”

The 7R crankcase that the T’s engine is based on was also used as the basis for the 2.7-liter flat six in 1973’s iconic 911 Carrera RS. And, notes Erion, if you are already spending the money for a fully rebuilt 2.4-liter T, it only costs a few thousand dollars more to build an RS-spec 2.7. “The RS motor uses the same camshafts, cylinder heads, and intake size as the 2.4 S. The only real difference between a 2.4 S and a 2.7 RS are larger pistons and a different space cam in the MFI pump — that and the incredible sound of a 2.7 RS with MFI running through the rev range making its 210 horsepower.”

The case was sent off to Competition Engineering in Lake Isabella, California, where it was machined for oil-system updates and a larger Carrera oil pump. By the time it came back, Erion had sourced new Mahle 2.7 RS pistons and cylinders as well as a set of used 911S cylinder heads. The heads were rebuilt with some mild porting and valve work, and would house a new set of 911S camshafts.

The Bosch mechanical fuel injection was converted to RS specs with a reconfigured injection pump as well as reworked throttle bodies, velocity stacks, and injectors. The engine breathes through SSI stainless-steel heat exchangers that lead to a stainless-steel Dansk muffler painted gray to look similar to the 911T’s original muffler. The engine was reassembled with its original hardware, freshly cad-plated.

The 915 five-speed gearbox was sent to GBox in nearby Boulder, Colorado. It was restored inside and out, gaining new internals, gearing to RS Touring specifications, and a new limited-slip differential.

In keeping with the theme of originality in all visible areas, the suspension was completely rebuilt to original specs with new bushings, bearings, seals, and newly cad-plated hardware where applicable. New Bilstein dampers re-valved to RS specs were installed in the Boge front strut housings. In the rear, black-painted Bilsteins replaced the original Boges. The same methodology was applied to the brakes, where every component, down to the bleed screws on the calipers, was replaced, restored, or re-plated.

Also from Issue 189

  • 2011 911 Speedster
  • 1966 906 Driven
  • Inside Ruf's 911 V8
  • 911 GT3: Porsche's Greatest Racer
  • 1958 356 Outlaw
  • Porsches for $16,000
  • Racing 987s: Continental Cayman
  • Market Update: 1989-1998 911
  • Project 914 3.6
  • Tech Forum: "GT1" Engine coolant lines
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