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From a purely pragmatic standpoint, significant mechanical work was not a consideration. “The whole point was to eliminate key aspects that would cost enormous amounts of money, like rebuilding an engine to RS spec,” Goncalves points out. “Mark didn’t have the budget for that, so we kept the stock engine, and we carbureted it—Webers, jetted to work with the stock SC cams.”

Echoing those budget-related comments, Morrissey chuckles, adding, “I did not have a lot of cash on hand, but I had an Austin-Healey Bugeye Sprite in the (ROCS) shop at that time, and I used that car as payment for the work on the Porsche. I ended up signing the registration over to them.”

ROCS stripped the car down completely, locating and fixing a small spot of rust in the rear seat pan. Unnecessary weight was identified and discarded; gone was the air conditioning and the sunroof along with its hefty mechanicals, a plug welded in its place. “The sound deadening material was in a pile on the shop floor, and I couldn’t believe how much it weighed,” mentions Morrissey.

As pieces started coming back together, one early feature became an unlikely cornerstone of the project. “ROCS installed a center-fill fuel system—through the hood—and that made such a nice visual statement. I almost think that became the foundation for what the car became,” Morrissey explains, pointing to the Blau 110mm cap sitting in the hood’s center.

Goncalves expands on the engineering involved in this particular application, “We took the factory neck with the vapor system for the (overfill) trigger mechanism, and we incorporated that into the fill. We made a neck and adapted it to the factory trigger mechanism.” Opening the Blau cap on the hood reveals the factory cap underneath.

Morrissey continues, “Little by little, I started to get 911 R parts—Plexi vented rear quarter windows, Plexi vent windows with the bubble, a pair of door handles, the (Getty) taillight assembly….” Other R-style parts included a Getty rear bumper, Getty rear deck lid along with stainless steel, lightweight decklid hinges, and a GT Racing front bumper which was custom fitted by ROCS, featuring a single rubber tiedown. Additional weight was saved by going with fiberglass on several body panels at the front of the car—a balsa-reinforced hood, and longnose front fenders. For these, ROCS again turned to Getty. To simplify to the period look and to save weight, rocker panel trim was left off.

Goncalves points out that anodized window frames replaced the SC’s black frames, and he comments on furthering the vintage feel: “Mark didn’t want something that looked like it just rolled out of a restoration. He wanted something with some patina built into it. We burnished the window frames, sand-blasted them to give them some age.” Assisting on this front was the interesting decision to go gray on the longnose hood and rear deck lid as a contrast color to the white featured on the rest of the car’s body.

Also from Issue 214

  • You'll never miss the third pedal
  • A "modern" 356 and Ruf's own 911
  • Hail to Porsche's Design Chief
  • Jeff Zwart's "hybrid" run to the top
  • Aase's restored IMSA 911 GTU
  • IROC: Penske's grand idea
  • Part 1: Bits in the oil of the 993's engine
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