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The list of upgrades to the chassis goes on. Elephant Racing supplied external oil lines and a fender-mounted Carrera oil cooler. GBox of Boulder, Colorado built up a 901 transmission using a magnesium 914 case, a 1969-71 nose cone, custom hybrid flanges, a Wavetrac limited-slip differential, revised gear ratios (A, GA, N, U, ZG), and a lightweight starter.

To slow the car down, Pomares chose to use custom-sized, vented brake rotors with lightweight, period Brembo front calipers from PMB Performance in Sandy, Utah. The calipers feature 908-style, U-shaped brake pad pins. Jim Lyon of Trudesign Wheel in Denver added a half inch to the inside rim of 16×6-inch Fuchs to allow 205/55R16 tires to fit the rear of the narrow body with five-millimeter spacers. Al Reed of Los Angeles refinished the custom wheels as well as another pair of stock 16×6s to replicate “flat” 15×6 Fuchs wheels. 195/55R16-sized Bridgestone Potenza RE760 tires are mounted up front.

The suspension modifications are fairly mild. 911 SC 19- and 24-mm torsion bars replace the stock 18-mm front/23-mm rear setup. New Koni dampers were inserted, as were 15-mm front and rear factory anti-roll bars. Finally, Elephant Racing’s rubber suspension bushings were selected for their combination of precision and compliance.

Since much of the car’s paint was original, the body was left essentially untouched. The chrome bumperettes are earlier versions without rubber guards while the rear license panel is a custom piece. Though Pomares did much of the work himself, he is quick to credit others. He says Brad Burry of Race­Kraft & Design in Engle­wood completed fabrication of the engine crossbar and other items. Reed Quinn installed the drive­train, while Dave DiMaria of nearby Vintage Car Works handled final preparation, including fabricating the rear engine tin and detailing the car.

When the 2400.2-cc engine was completed, it featured twin-plug 993 cylinder heads with titanium valves, 100-mm 993 pistons and cylinders, and 74.6-mm Pauter connecting rods. Four 50-mm TWM throttle bodies feed the big-valve heads, while an Electromotive Tec-GT ECU with a Clewett crank-fire trigger handles engine management. Richard Clewett of Clewett Engi­neering in Manhattan Beach, Califor­nia flew to Colorado to dyno-tune the four.

With 1.75-inch headers and a stock 911 muffler, the 2.4-liter Polo produced 127 lb-ft and 148 hp at the rear wheels, according to Pomares. That test occurred at 5,900 feet in Den­ver; adjusting for sea level and correcting for a crank reading, Pomares estimates the numbers are 208 hp at 6700 rpm and 170 lb-ft of torque at 5300 rpm — not bad for a 2,100-pound car that he says is capable of 33 mpg on the freeway.

WHEN I MEET UP WITH POMARES, the slow drawl I heard over the phone makes perfect sense. He’s an ex-ski bum/ surfer dude who thinks everything through methodically. His car, the result of long planning, sits gleaming in the pre-dawn light with its dainty fog lights and chrome trim twinkling.

A DP902-1 number graces the engine compartment, a “2,4 Polo” badge is affixed to the rear grill, and a “912P” badge stands proudly on the deck lid. The trick engine, with its vintage Claude’s Buggies air filters, has some serious cool-factor going on.

Also from Issue 205

  • 2004 Boxster "Spyder"
  • 2014 918 Hybrid
  • The Vault
  • 1983 911 SC, rally style
  • 2012 Panamera GTS vs. 4S
  • PCA Parade Autocross in an early 911
  • Smart Buy: 1995 993
  • Driven: 2012 Carrera S Cabriolet
  • Windshield protection
  • Interview: Vic Skirmants
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