The Car
1994 Porsche 968
The 968 was the final iteration of the 924/944 production line. It featured a 3.0 liter four cylinder engine with 4 valves per cylinder and Variocam variable valve timing producing 236 horsepower and 225 ft/lbs of torque. The car has a 6 speed rear mounted transaxle which helps provide an even 50/50 weight distribution. Porsche built 12,776 968 between 1992 and 1995. Of which, only 4,665 where imported to the USA. In addition, Porsche built fourteen 968 TurboS and four 968 TurboRS for the European market.

For 1992, Porsche introduced the 968 Turbo RS racecar which was developed to compete in the ADAC GT racing series in Germany. The 4 cars built were also raced in the 1994 24 Hour of LeMans, 1995 12 Hours of Sebring, 1994 BPR Series & 1998 Petit LeMans. The 968 TurboRS was the original inspiration for my car.

I started racing the car in 2003 with the stock 16 valve 3 liter normally aspirated engine. This engine put about 208 horsepower to the rear wheels and was very reliable. It never failed me in 6 years of racing. Over the years the car has been slowly but constantly upgraded.

In 2009 in the quest for more power the engine was swapped for a 944 Turbo (951) engine. While visually similar to the 3.0 liter turbo used by the TurboRS, my car used the 2.5 liter turbo engine from a 944 TurboS. The car was setup for the ICSCC Sport Touring class which specified a maximum 10 to 1 power to weight ratio. The car was configured to be approx. 2900 lbs with driver with 290 rear wheel horsepower. The engine achieved this power quite easily using around 15psi of boost. When everything was working the car was a blast to drive and the engine delivered addictive power and made great turbo noises.

Unfortunately, keeping everything working was an on going headache and required constant monitoring. The 944 Turbo engine has large quantities of coolant, boost, vacuum and exhaust plumbing to keep together. It also has a propensity to eject its internals, sometimes for no obvious reason. After going thru a handful of engines, a change was needed. The question was whether to invest ever increasing amounts of money to try to cover the flaws of the 951 engine, find something else or just give up.

It turns out there is an engine that puts out more power in stock form than a modified 951, is significantly cheaper, compact, simple, reliable and weighs about the same as the 951 engine. It does this on pump gas and not expensive race gas too. All the conversion parts also exist to fit it in the car as well. The only problem is that it is not made by Porsche. Since the purists are not paying bills or doing the work, they didn't get a vote. The goal is less wrenching and more driving.

In 2015 the car was converted to a 5.7 Liter GM LS1 V8 engine. The car puts down 348 rear wheel horsepower on a stock, used engine. An air restrictor is used to limit the horsepower for the ST class.

For 2019 to run in the SST class, the power was increased to 415 rear wheel horsepower, the rear track was widened 4 inches, larger front brakes were added and wider Hoosier tires were used.
This year the power was increased to run the new SST class. A new cam and top end on the old junkyard engine yielded 110 more horsepower than the previous ST trim (415 rwhp). With the power increase and wider, stickier Hoosier tires lap times came way down this year - as much as 5 seconds per lap. However, the reliability and drivability was still good. This resulted in the SST season championship and 2nd overall in 8 hour of the Cascades. Even with the increased power the engine burns less fuel than last year.

-WS6Store ASA Camshaft
-Stock "799" Heads
-LS7 Lifters
-Dorman LS2 Intake Manifold
-Holley 90mm Throttle Body
-997S Front Calipers, 350mm Rotors, Pagid Black Pads
-Rear flares
-Hoosier 315 front 335 rear A7/R7
-034 Motorsports Fuel Surge Tank

Overall, the car ran well with 5 class wins and finished just 4 points off the ST class championship. The car completed 1,352 race miles during the season.

This year was almost completely spent recovering from a crash in the wet at the Cascade Enduro at the end of 2016. The car needed time on the frame rack, body work, paint, suspension repair, etc. The car was pretty much rebuilt for the 2nd time in 3 years.

-OZ 18x11 wheels front and rear
-Brooks Motorsport Wing
-GT-Racing fiberglass hood and rear quarter panels
-Modified 997 GT3 Cup front flares
-Moton Club Sport Struts repaired by Performance Shock
-New Bruce Karger (95ONE) torsion bar carrier 
-New Ground Control Camber Plates 
-Spindles and Racer's Edge Ball Joint Pins
-Cayenne slotted front rotors
-Relocated Battery and ABS
-Cartek battery isolator
-Porsche Glacier White paint

This year was the first chance to really shake down the LS engine. It ran nearly problem free and proved to be fast. The year included 7 ST class wins plus a 1 hour mini enduro win at Spokane. Changes to the car included a large Griffin radiator, replacement 6 speed transaxle w/Guard differential, Trackspec hood vents, new bumper cover, wheel bearings, Spec Stage 4 clutch and a replacement 996 ABS pump. The car completed 1,514 race miles during the year.

This year was dedicated to the LS1 engine swap. This was completed in July, but unfortunately, during the first test day the feed line came off the fuel rail while going down the front straight at Pacific Raceways. This caused a nasty fire which resulted in the rebuilding of the car again. The car was finally completed just before the Cascade Enduro. However, the car lost brake pressure during the 2 hour race and it wasn't until later that a bad ABS pump was found as the cause of the soft pedal.
-2004 5.7 Liter LS1 Engine
-Corvette C5 bellhousing
-TPC engine mounts
-modified Moroso oil pan
-xschop bellhousing to torque tube adaptor
-Kooks LS/944 long tube headers
-Setrab oil cooler
-Improved Racing oil thermostat
-3 Qt. Accusump
-TPC pilot bearing adaptor
-Spec clutch
-Turn One power steering pump
-PSI Conversion engine harness
-Holley fuel rail (after fire)
-Aeromotive adjustable fuel pressure regulator
-Tilton 600 series pedal box
-Moton shock rebuild
-Racers-Edge A-arms
-Elephant Racing bump steer kit
-OZ 18x10 wheels
The car only completed 125 race miles during the year.

The engine was refreshed over the winter but needed to be rebuilt again after Spokane. Still managed 2 ST class wins plus a 1 hour mini enduro win at the Ridge. The car completed 1,292 race miles during the year.

The car was fast with 4 ST class wins and several personal best lap times. The engine let go at Pacific raceways and the replacement engine developed a thirst for oil. The Cascade enduro was run with old 968 engine installed. It ran great but a wheel bearing issue prevented a good finish. Modifications this year included: Bosch ABS from a 996, Tilton brake bias valve, BMW 750 brake master, a rear torsion bar replacement with geometry correction for a lowered car, and a replacement fuel tank. The car completed 1,998 race miles during the year.

Fall 2012
The 2012 season started well with an ST class victory in Portland and an SPM win in Spokane, but the engine gave up the ghost while finishing 2nd in the Friday ST race at Spokane. I was however able to build up a new engine in time for the last race of the year. It was barely broken in and a few gremlins popped up but it ran well enough to finish 2nd overall in the Cascade 8 Hour race. The 968 completed 1,469 race miles during the season.
I also had the chance to race in Mike McAleenan's M3 at Laguna Seca. Awesome track and car.

Spring 2012
The 2011 season had it ups and downs. On the good side were 5 class wins, 3 in ST and 2 in SPM. On the down side was losing the engine while running a solid 2nd in the Cascade enduro. It was the typical 944 nemesis, the spun #2 rod bearing. I also drove Mike McAleenan's M3 in the 4 Hour of Pacific Raceways endurance race. We had a good shot at winning that race, but it didn't pan out either.

The car only completed 1,328 race miles during the season but I was able to greatly improve my personal best lap times at every track. It is crazy to see over the years that I've gradually whittled 11 seconds off my best time at Pacific Raceways. There is more to come....
Spring 2011
The 2010 season saw improved reliability with the car covering 2,464 race miles during the season. The big win was the overall at the 12 Hours of the Cascades endurance race and a class win in the new Sport Touring class. Toward the end of the year, a wing and splitter were added to the car to improve braking and cornering performance.

New additions include:
-Porsche GT3 Cup rear wing
-Extended front splitter
-Reinstalled power steering
-New O2 sensors
-Kinesis K27 Wheels
Spring 2010
The 2009 season started late because of the turbo engine swap and the second half of the season was spent sorting the new setup. Even so, the car covered 1,768 race miles during the season. The car developed electrical problems during the Cascade 12 Hour and, as a result, much of the off season has been spent addressing the electrical systems.

New additions include:
-New Bosch 044 fuel pump
-Lindsey Racing Injector Harness
-Lindsey Racing Reference Sensor Harness
-New reference sensors
-New knock sensor
-Serviced injectors
-Replaced DME,KLR and SMT6
-New wiring to fuel pump and all accessories
-Lindsey Racing 3 inch exhaust
-Lindsey Racing Stage 2 intercooler
-Rennline towhook
-Cool Shirt
-Widened Kinesis wheels to 17x9.5 front and 17x10 rear
-PIAA 600 HID Lights
Spring 2009
It was time to finally install the turbo engine. See the turbo engine page.

-1989 944 Turbo S (951) Engine
-Vitesse Racing VFlex Stage III Turbo, MAF, SMT6 Piggyback, Boost Solenoid
-72lb injectors
-Intercooler outlet duct (Fitzgerald Racing)
-Tial 38mm Wastegate
-3 inch exhaust
-Spec Stage 3 Clutch
-Fidanza Aluminum Flywheel
-951 Torque Tube
-Setrab Oil Cooler
-Removed spare tire well
-Turbo Cup Strut Bar
Fall 2008
The car again proved to be very reliable, finishing 2nd in class at the Cascade 12 Hour. The car covered 1,575 race miles during the season. We also managed to win the 4 Hours of Pacific Raceways in Steve Adam's M3.
See the Pacific 4 Hour Enduro, Cascade Enduro, pictures and results pages.
Spring 2008
With the goal of adding more adjustability to the car, Moton Clubsport 2-way adjustable shocks were added with yet stiffer springs. A Tilton adjustable brake proportioning valve was also added and once again the front bodywork was refreshed.
Fall 2007
This season was all about running with what I had, as there were few significant changes to the car during the season. The car was very reliable, again finishing 2nd overall at the Cascade 8 Hour and 2nd in class at the Pacific 4 Hour Enduro. The car covered 2,111 race miles during the season.
See the Cascade Enduro, pictures and results pages.
Spring 2007
In preparation for the season a lot of suspension work was done. The Bilstein shocks were rebuilt/revalved, spring rates increased, camber plates rebuilt and all suspension bushings were cleaned and inspected. In addition, damage to the hood, fender, and bumper cover were repaired.
Fall 2006
I ran a limited schedule in 2006. I did the IRDC 4 Hour, Cascade 8 Hour, three conference weekends and the two USTCC rounds in Portland. I won the Apex-i Rookie award at the Champ Car and ALMS support races. Those races were a lot of fun. The car covered 1,624 race miles during the season. The car was very reliable and completed every race, including finishing 2nd overall at the Cascade 8 Hour Enduro.
See the Cascade Enduro, pictures and results pages.
Spring 2006
In addition to running selected Conference races and enduros this year, I'm going to run the Northwest rounds of the United States Touring Car Championship (USTCC). The first being a support race for the Portland Champ car weekend. Some minor changes where needed to meet USTCC specifications, but since the drive train is mostly stock, nothing too drastic was needed.
The USTCC specific prep includes:
-17x7.5 and 17x8 CupII wheels w/Hankook Z211 235/40-17 spec tires (17x8 is the max. wheel allowed)
-Reverted to stock M030 front calipers & rotors (in order to retain ABS)
-Re-installed standard battery, torsion bars & stock headlights (to meet spec & bring the car up to minimum weight)

Summer 2005
Overall, the 2005 season was a success. There was a definite improvement in lap times as I lowered my best time at Pacific Raceways by 2 seconds. The car was faster and (I hope) the driving was better. I did a couple more races this year but it wasn't enough to win any championships. Better luck next year, I guess. The car covered 2,461 miles during the season and completed every race including another clean run to 5th overall in the Cascade 8 hour.
See the Cascade Enduro, pictures and results pages.

During the summer the upgrades & maintenance were:

-RSBarn 4 into 1 header & test pipe
-Converted to a manual steering rack (lighter & simpler)
-Refreshed the rod bearings & engine mounts. The old bearings looked fine, but better safe than sorry.
-Replaced the clutch master/slave cylinders & line, brake master cylinder
-944Racing.com short shift kit
-Elephant Racing PolyBronze Spring Plate Bearings
-Hella 90mm fixed headlights. Two brights were mounted on each side for night racing.
Winter 2004
I had acquired a 944 TurboS parts car with the intention of rebuilding/upgrading the engine and putting it in the race car. This project has been slow to get rolling. You can see the progress so far on the turbo engine page.

The other objective was to get some more weight out of the car and take care of maintenance issues.

This winter's projects included:

-Lexan Rear Hatch (-25 lbs.) from GT-Racing.
-Removed Popup Headlights & Motors (-30 lbs.)
-Power Steering Delete (-10 lbs.)
-Light Weight Odyssey Battery (-25lbs.)
-Remove Radiator Fans (-11 lbs.)
-Removed misc. emissions plumbing, charcoal canister (-5 lbs.)
-Cover for new fuel filler
-New bushings and control arm mounts for the Tarett front sway bar
-New front tow hook
-Relocated Halon fire bottle to a lower position
-Replaced Variocam tensioner pads, cam chain, intake cam(ugly), timing belt, balance shaft, alternator belt
-New ignition wires, distributor cap, rotor & plugs
-And last but not least, a 28ft. Featherlite Enclosed Aluminum Trailer.
Summer 2004
This was my first full year of racing. The car proved to be reliable and steady with both the car & driver improving though out the year. The car logged 1,850 racing miles during the year and I ended up winning the Conference ITE Championship. The season culminated with the 8 Hour Cascade enduro in which the car was perfect and we finished 6th overall. You can find a video scrapbook of the year on the videos page. Hopefully we will do even better next year!
See the Cascade Enduro, pictures and results pages.

During the summer, I added:

-Kokeln/Tarett Adjustable Front Sway bar
-FuelSafe Dry Break Fuel Filler & Discriminator valve
-Kenwood 2-way Radios
Winter 2003/Spring 2004
During the winter the car was prepped for the next racing season. The car was painted, cleaned up, upgraded, and made as safe as possible. At this point the car took on the 968 TurboRS look but the engine remained mostly stock. The new look transformed the car. No more track rat.

This round of upgrades includes:

-New Paint Job and Body Work by Mark Cockle at MC Autobody (206) 579-1113
-Factory Original 968 TurboS Rear Wing & Front Splitter
-Carbon fiber hood with NACA Ducts from Speed-6
-New Fiberglass Sunroof from GT-Racing Permantently Installed. The last one blew off - oops.
-Front Bumper cover with large intercooler duct (Fitzgerald Racing)
-Recaro SPG Pro Racer Seat from a 996GT3 (Autometrics)
-Quick Release Steering Wheel Hub
-Fresh Harness Belts (M&R)
-New AMB Transponder
-Fresh Interior Paint Job
-KLA Strut Brace
-KLA Rear Sway Drop Links
-Brey-Krause Seat Back Brace
-Stiffer Springs - 550# Front, 700# Rear, Delrin Bushings (Paragon-Products)
-Original 968 TurboS Coolant Tank
-Euro Turn Signals
-New Windshield
-New Vinyl Graphics
-Brake Ducts (GT-Racing)
-17" Kinesis Supercup Wheels (8.5, 10)
-18" RH 3.6 Turbo Wheels (8, 10)

Summer/Fall 2003
In the interest of safety, the first thing I did was have a custom built welded-in roll cage installed by CascadeAutosport. The old cage was just 'okay' and it was built on a bolt-in AutoPower roll bar and had varying sizes of tubing which is not legal in some classes. Next I changed the suspension, added larger brakes, a lightweight flywheel, changed the wheels, installed a full width dash and more. I ran my first few races with the car in this configuration, starting in the Conference (ICSCC) novice program. After sorting some ABS and wheel bearing issues the car ran well and performed decently. It was a good introduction to the car and to wheel to wheel racing. However, I was a little disappointed that the car (or is it me) was not turning faster laptimes then I had been doing in my street 968.

This round of upgrades included:

-Custom Welded-in 1.75" Dia. 8pt. Roll Cage (Cascade Autosport)
-Bilstein Turbo Cup Coilovers (450# Front, 600# rear)
-Torsion Bars deleted
-New Camber Plates
-"Big Red" 993 Twin Turbo Brakes & Pagid Pads
-Fidanza Aluminum Flywheel (Paragon-Products)
-Sachs Sport Clutch (Paragon-Products)
-Superchip Chip
-New Window Net (M&R)
-7.5x17 & 9X17 Wheels
-996 Shift Knob
-Full width dash, I couldn't stand looking at the bare firewall
-Installed extra fire extinguisher
-Rear Tow Hook
-2650lbs. Race Ready (w/o driver)

race car
race car
Spring 2003
I purchased the car in May 2003 and had it shipped across country. It was originally converted to a track/drivers ed. car by Rennwerke Porsche in New York. The car had the rare M030 sport suspension package, a rebuilt transmission and relatively low miles. For the most part the car was in good working condition, but there were things that I wanted changed and cleaned up.

I had been doing Porsche Club driver's education events in my 968 for the last five years and I wanted to do something more competitive. My street 968 was too nice to turn into a race car so my plan was to use the 'new' car for racing and the basis for a 968 TurboRS replica.

The engine is still the stock 3.0 Liter 4 cylinder with 16 valves & Variocam variable valve timing.

The car came with:

-M030 Koni Suspension
-Camber Plates
-Billet Charlie A-Arms & Spherical Bearings
-"S4" Brakes
-6 Speed Transmission with Quaife Differential
-No Cat Converter
-B&B Stainless Exhaust
-Fiberglass Hood, Sunroof, Splitter & Rear Bumper Cover
-Lexan Door & Quarter Windows
-Roll Cage
-Stripped Interior
-Window Net
-Recaro Seat & Simpson Harness Belts
-Dash & Airbags Removed, Momo steering wheel
-A/C Deleted
-Halon Fire Supression System
-17" ATP Wheels
-Hot Lap Timer
-HANS Device
-Kill Switch
Previous Life, 1994 - 2003
The car was built in Stuttgart/Zuffenhausen Germany in January 1994 and spent it's first 30,000 or so miles as a street car. Between 2000 and 2003 it was converted to a track car and used in Driver's Education events around the Northeast.