Next came the oil system. “The thing that looks like a nuclear power plant in the front trunk is the new extra large oil tank,” says Troiani. “The way it is set up, oil drains from the tank through the floor to a steel pipe that runs to a flexible hose that delivers oil to the engine and then back along a return line. The big front fender oil cooler is from a helicopter!”
Repositioning the shifter location was a bigger project. “I never liked the original location. It was just too far forward to feel natural,” says Troiani. “So while I was in there, I eliminated slop at the front end of the shift rod by dispensing with the little nylon bushing and metal support bracket and replacing them with a bronze oilite bushing inside the tube supported by a heim joint. I also added a Wevo gate to the transmission for extra precision.”
For the shifter itself, Troiani started with a stock item, tore it apart, and threw most of it away. His objection to readily available shift gates with a spring-loaded center is that tension is still in play when you have the lever positioned outside the center plane. “It’s just a lot of pressure from that linkage pushing on the inside of the gearbox,” he explains. “So instead of setting it up like it’s conventionally done, I put a cam in with a little bearing that rides in a notch. If the shifter is pushed out into one of the other planes, it no longer has any side force.”
For the suspension, Troiani raised the front spindles by one inch. “Now lots of times what’s done is the steering arms are bent to restore them to the correct location, but that makes them the wrong length, and you get all kinds of weird bump-steer effects,” he states. “Basically, what I did was to cut those arms off and have new ones made by a race car fabricator. Heavy wall tubes are welded together in the form of a triangle, and then they’re boxed on the top and the bottom with heavy sheet metal.”
Troiani also wanted to use 225/50-16 tires on 16-inch Superlite rims, but he just couldn’t bring himself to cut the body and add flares. So he ended up narrowing each side of the rear end by 10 millimeters, which was a big job. “If you’re familiar with the way the bearing sits in a rear aluminum trailing arm, it’s up against the shoulder at the inner edge. So I removed that shoulder and made a tool to bore the trailing arm out and push the whole bearing assembly in 10 millimeters. Then I removed that much from the front carrier and added stops on the back. New brake mounts were welded on with modified back blades to get everything to gel.”
Rounding out the handling package: the torsion bars are 21 mm in front and 26 mm out back, damping is handled by Bilstein shocks, the front bushings were custom made out of urethane, and there are 15-mm anti-roll bars front and rear. To bring this speedy 911 to a stop, an Outlaw Racing brake package was fitted to all four hubs.
For propulsion, a strong and reliable 1978-1983 911 3.0 SC-based 3.2-liter short stroke flat-six engine was chosen. This engine has GT2 cams from John Dougherty, shot peened stock connecting rods, larger cylinders, and 98-mm JE pistons that give it a compression ratio of 9.5:1. Instead of settling on traditional aftermarket carburetors, Troiani went with throttle bodies from a Triumph motorcycle, which gives the engine a hot rod flair.