OEM Plus

Also from Issue 208

  • 2013 Porsche Carrera C4
  • The 356 That Keeps on Giving
  • Porsches for Less Than $15,000
  • Plug In and Play
  • Preview: 2013 Cayman
  • Under the Radar: Non-U.S. 1968 911S
  • The Townes Speedster
  • Near Miss at Pikes Peak
  • Pre-purchase Inpsection, Pt. III
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In the past, Farrell has converted a few of the SCs he’s owned to carburetion but said he’s a big fan of a well-set-up CIS system like the one on his car.“At a standstill, the carburetors always sound better,” he admitted. “But as far as accelerator response while moving, CIS provides a good, smooth, linear powerband. The powerband is now larger, and the engine pulls really well above 3500 rpm. I now shift around 5500 to 6000 rpm.” The 911 is also more drivable than a carb’d car. “It doesn’t pop and backfire when I’m going uphill like the early carbureted cars. It works really well.”

Elsewhere, the 911 has been reduced to the bare essentials as much as possible. The stock air conditioning was removed, as was the spare that would normally reside in the trunk. On the inside, Farrell removed the stock carpeting and then scraped away all of the sound deadening. In went an RS-style carpet kit from Appbiz products. Minimalist RS door panels were installed along with a grippy suede Sparco steering wheel. Though the factory seats have been reupholstered, they’re being stored. In keeping with the canyon runner theme, he prefers to run the SC with only a driver’s seat, in this case a Recaro SPG. In the area where the back seats used to be is a rollbar, a copy of the European-spec GT3 RS part. “We had to recreate the mounting points and modify some of the bar, but it actually fit pretty well,” noted Farrell. It also looks the biz.

Despite the car’s rather aggressive demeanor in most regards, the suspension has been kept pretty close to stock. New Bilstein heavy-duty shocks were installed at all four corners, and the spindles were raised to lower the roll center. Not only does this help the suspension feel more planted, but it reduces the tendency of the inside front wheel lifting during aggressive cornering.

Elsewhere the 911 retains its stock torsion bars and sway bars. “For not having too much done to the suspension, it handles unusually well, although I will be stiffening up the torsion bars in its future,” said Farrell. “It definitely has a lot to do with weight, and the R-compound tires help.” The SC’s brakes are stock as well, though Farrell is running Pagid Orange pads for a little extra bite. When he acquired the SC, it was still rolling on the stock 6- and 7-in.-wide Fuchs. To add a little more grip to the rear and achieve the proper stance, the 16×7-in. rear wheels were rotated to the front and a new pair of 16×8-in. Fuchs were installed on the rear. The wheels were powdercoated black to match the black trim on the body and then shod with 205/50-16 front and 225/50-16 rear Michelin Sport Cups, which feature a grippy R-compound. “I love the tires, but they last only about 350 miles,” admitted Farrell.

Since completing the build, the SC has been enjoying a life where it gets driven hard and often on Mullholand Drive and the hundreds of miles of winding roads that crisscross the hills above Malibu. Fittingly enough, that’s also where the author stumbled across Farrell’s SC, parked at an overlook on Mullholand.One look at this silver bullet was all I needed to tell me it was the product of an enthusiast who gets it. After pouring over it in person, I have to say its one of the best looking SCs, if not the best looking, I’ve had the pleasure to be around. While a number of SCs have passed through his hands, this one looks like it will be in Farrell’s garage for a while.

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