In order to get a baseline of performance, Farrell took the stock SC for a quick blast through the Malibu canyons, which quickly revealed the obvious. The 911 had a tired suspension that was soft and floaty, and the motor had seen better days.Once it was wheeled back into the garage, the first order of business was stripping the weathered 911 down to a bare shell. “I took the motor out and then stripped out the sound deadening,” he says. “Basically, I put it on a severe diet.”
Farrell also broke out his welder and cleaned up the SC’s body shell. “I welded up the mirror holes, the windshield washer nozzle holes, the antenna hole and the rocker armholes.”With a less-is-more mantra driving the project, Farrell also decided to remove the sunroof, filling in the hole with a Kevlar sunroof panel from Rennspeed that was bonded into the opening in the roof with epoxy.And while he was at it, he drilled out the front and rear decklid hinges and door handles to lose a little more weight. Other than the modifications to the bodywork, though, the 911 needed a minimal amount of work to prepare it for paint. With the sheetmetal prepped, the SC was sent over to Jim Bastoli Autobody in Inglewood, CA, for paint, where it was resprayed in the original Metallic Silver #L936.
When it was time to reassemble the car, Farrell had to make some decisions. Namely, should he keep the impact bumpers or go with a more sport-purpose look? “I was thinking of going with a ducktail, but I wasn’t sure,” he said. In the end, he decided to go not only with a ducktail but with RSR/IROC-style bumpers at the front and rear. Before being re-installed, the window frames, drilled-out door handles and miscellaneous other trim were powdercoated black before being bolted carefully into place. The SC received all new seals and soft parts as well, all of which were sourced from Rusnak Porsche in Thousand Oaks. By the time the SC had been lightened, it tipped the scales at an impressively low 2100 lb, a bantamweight figure that would measure up well with the motor Farrell would end up building.
Initially Farrell figured the lightened SC would perform pretty well with a stock rebuild while also maintaining daily drivability and these cars’ well-known reliability. That all changed, however,when he came across a used but very nice set of desirable Max Moritz pistons that would bump the compression of the 3.0 liter to 9.8:1. The engine’s original barrels were sent to EBS,where they were replated with nickel. In order to shift the powerband a little higher, the cams were sent to Dougherty Cams and reground to the same specs used by the 964. Continuing the theme of massaging the existing components, Farrell ported the heads and then sent the heads to Randy Aase at Aasco,where they were rebuilt with stock valves, stainless-steel valve springs and titanium retainers. The openings on the intake manifold were also port-matched to the heads for better airflow.
When it comes to modified SC motors, converting to carburetors is a common—and easy—way to get more power.As the CIS fuel injection that was fitted to the SC’s 3.0-liter motor ages, it can become problematic, not to mention how hard it is to get parts.However, Farrell elected to keep the stock fuel injection but with a couple of changes to restore and improve performance. A European fuel distributor moves more gas through the system, an upgrade that he said was in part dictated by use of the higher compression pistons. New fuel injectors were also installed.On the ignition end of the equation, the stock Bosch distributor was recurved to ’74 RSR 3.0-liter specs by Aaron Burnham at Rennwerks, who also lightened the flywheel, a change that frees up revs and adds a few horsepower. The engine upgrades are rounded out by Bursch headers that deliver spent engine gases to an M&K sport muffler.With the exception of the lightened flywheel, the SC’s 915 five-speed and clutch are stock.