Rebel Yell

Rebel Yell 930 1
Rebel Yell 930 2
Rebel Yell 930 3
Rebel Yell 930 4
Rebel Yell 930 5
Rebel Yell 930 6
Rebel Yell 930 7

This was the point of no return. The paddling onto wild rapids. The step off the 200-foot ledge. The ripping of the tag off a new mattress. Up until this point, Mick had done nothing to the car that couldn’t be undone. After pacing around the tail of his slantnose, Mick finally worked up the courage and cut into his 930’s original rear fender.

Once the factory 930 was stripped of its broad shoulders, the moment of truth arrived for the custom-molded rear fenders. The fit was far better than expected, but yielded one small problem: The stock front fenders looked vastly disproportionate. At the second point of no return, Mick didn’t hesitate. He started sawing off more metal, then molded his own fiberglass front fenders and blended them to the body with a 935 front clip from Better Bodies. The results are actually quite stunning, considering this was all custom-fabricated in a neighbor’s garage. Mick then removed the glass side quarter windows and installed Lexan windows with NACA ducts on each side to allow fresh air through the 930’s firewall and into a pair of K&N air filters.

The slippery slope was now a vertical line. Kirkey bare aluminum seats were installed and the keyed ignition switch was removed in favor of a switch box with ignition, alternator, front and rear fuel pump and main battery shut off. The rear seats were replaced with custom fabricated sheet metal. For daily driving, the interior is about as comfortable as a cross-country flight in the economy-class lavatory.

Only ludicrously wide summer or track tires wrap the BBS wheels. The suspension is held together by 23mm front, and 31mm rear Elephant Racing torsion bars paired with monoballs and urethane bushings. Bilstein shocks were revalved to match the torsion bars. TRG adjustable front and rear anti-roll bars and rear spring plates with adjustable camber keep this Porsche somewhat connected to the road.

I say somewhat because, while driving the slantnose under a dark New Jersey cloud, the heavens opened up and poured. Not a lot of precipitation, but enough to activate the wipers. There should be a warning label next to the wiper controllers, and it should be in the chemical element symbol of Hg, because driving this thing in the rain is like trying to hold mercury in your hands.

The toll of daily driving forced Mick to rebuild the stock 3.3-liter flat-six, trusted to Mike Bavaro of Bodymotion. The turbo was upgraded to a K27/29 from RarelyL8, and a Hooligan exhaust system from the same company was also installed. The turbo behind your ears feels like being in the front row of a 1983 Billy Idol concert. A slight concert intermission was due in part to a close-ratio four-gear transmission, matted to a Guard Transmission LSD, Spec Stage 3 clutch pressure plate, and lightweight flywheel.

Thanks to the bare bones interior, jungle gym rollcage and rock-hard suspension, Mick has chronic back aches. However, he also has the pain-numbing pleasure of driving around in a striking, one of a kind machine. Owning a beautiful, unrestored Porsche from the golden era of 911s is one thing. Having the guts to cut one up and making it into the car you’ve dreamed of since adolescence is quite another.

Also from Issue 221

  • Dynamic Duo Cayman/Boxster GTS
  • 984,000 miles (and counting)
  • 2014 Panamera Turbo
  • The KMW-Porsche Racers
  • Missing Link: Type 916 Engine
  • Profile: Helmut Flegl
  • Polar Express 964 RS America
  • Mexicar 911 1967 911 S
  • Tech: 2014 GT3 Engine Failures
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