944 cabrio

Pedro Guimaraes escreveu:Daytona spider originalinho da Silva. Sem corantes nem conservantes assim como também há um California aberto que está algures entre Famalicão e Guimarães (não sou eu, é a Cidade).

Não falemos de carros Vermelhos....e Porsches. Vocês têm conhecimento de 912 com acabamentos interiores em madeira, de origem?

Um desses California já eu vi (e até consegui arranjar maneira de me sentar dentro dele) era verde escuro (Lindo de morrer) e foi em 2007 na IPO ali para os lados de Belas.

123 escreveu: (e até consegui arranjar maneira de me sentar dentro dele) era verde escuro (Lindo de morrer) e foi em 2007 na IPO ali para os lados de Belas.

Igual a este ?

Boas Marco

Esse é o Daytona Spider.

Ao falarmos do Califórnia penso que ambos nos estamos a referir ao 250.
A ver se encontro uma foto..

Abraço e obrigado pela PM (não é Nacional, nem tem caixa manual e pára pelo Kafé)

Achei este topico interessante e fiquei com vontade de entrar no mundo Porsche atravez do 944 cabrio, pelo preço e pelas opiniões que aqui li.
Embora segundo parece o 944 é o patinho feio da Porsche.

Não, errado.

Eu tenho um s2 cabrio. Já tive 914, 911 (2.2, 3,2, etc) mas posso-te dizer que é um carro muito engraçado e presentemente não o troco por nada deste mundo (se me saisse o euromilhoes comprava um armazem e fazia coleção de Porsches), mas este não vendia. Tem um motor muito bom que não dá chatices e a sua manutenção é barata porque maior parte é Bosh. È um carro "barato" porque anda muita gente distraida, portanto em termos de investimento tem um bom potencial de valorização, vais ao ebay.com tens peças a 1/3 do preço de cá, acessorios também. Tens o atmosférico e o turbo. Cá em Portugal há poucos com matricula nacional. O motor é fantástico, já apostei com o 123 (fanático dos V8) que o motor do s2 é 1/2 do do 928. Acho que já disse tudo. Claro que para os fanáticos dos 911 (não têm dinheiro para aguentar um 928 - este tb um carro fantástico) o 944 s2 cabrio é o patinho feio. Mas o patinho feio comparado com o boxster é a Angeline Joly.

Agora aproveitando o teu tema, nós começamos a driblar e a coisa já vai no California.

Nota - Se quizeres os diagramas das peças para o teu carro diz que eu tenho tudo porque como já disse tenho um.

Se o comprares fazes uma boa compra, acredita!
Borrifa para o que os outros dizem porque muitas vezes são limitados.

Importante:

Se comprares o carro mete todas as correias novas, não vás em tangas. Lembra-te que este carro tem dupla arvore de cames e se a correia parte, dás cabo de tudo. De resto vai em frente porque o carro é muito bom equilibrado e de manutenção acessivel. E mais quer queiram quer não queiram é um PORSCHE com uma excelente imagem e destinto.

Pedro Guimaraes escreveu:

Nem mais, mas era verde

PS em relação ao bloco do 944 não apostei nada Até porque é verdade (na essência o bloco do 944 é mesmo metade do meu V8)

E "American Muscle"?-tem por aí algumas fotos destes monstros sedentos por gasolina cá no nosso país?

Meu caro 123:

De facto não apostou porque sabe que falo verdade. No entanto vou-lhe fazer um repto venha até ao Porto encontrar-se com os seus amigos do Porsche Fans Porsche e aí terei o prazer de lhe promover uma visita guiada a v8; V10 e V12 (americanos, italianos, ingleses, etc).
Relativamente a v8 tenho alguma coisa GT40 que como sabe inicialmente foi um projecto que a Lola concebeu, e que a Ford comprou para ter um carro que ganhasse Le Mans. Acho que tenho de um Eleanor, acho!!! Não perco tempo com Americanadas.....
Arte para mim são V12 lambo, 6 cil em linha Maserati e tb V8, 6 cilindros Horizontais opostos com dupla ignição 4 cil em linha v8 e v10 da Porsche, V6, v8 e v12 Ferrrari,6 clin em linha e V12 da BMW, motores Lagonda, Conventry Climax e pouco mais, tudo o resto é paisagem....
A não ser o GT 40 (projecto europeu da Lola) que carro Americano ou com motor Americano( ex De Tomaso Pantera) ganhou Le Mans ou o campeonato do Mundo de Turismo ou GT? Desculpe lá, mas não me lembro....

Vamos falar do 944 cabrio que é que o n/amigo CP quer debater. Se quizerem criem uma rubrica para falarmos sobre outras mecánicas e motores....

Pedro Guimaraes escreveu:


Vamos falar do 944 cabrio que é que o n/amigo CP quer debater. Se quizerem criem uma rubrica para falarmos sobre outras mecánicas e motores....

Pediram-me para criar uma nova entrada para falar de motores, prototipos, restauros.....

http://www.porschefansportugal.net/sport-prototipos-restauros-f41/

e não a dinamizam?

vá lá, vamos lá escrever então nesta nova entrada para este assunto!

Pedro Guimaraes escreveu:Importante:

Se comprares o carro mete todas as correias novas, não vás em tangas. Lembra-te que este carro tem dupla arvore de cames e se a correia parte, dás cabo de tudo. De resto vai em frente porque o carro é muito bom equilibrado e de manutenção acessivel. E mais quer queiram quer não queiram é um PORSCHE com uma excelente imagem e destinto.

O 944 S2 é um espanto...

É mesmo fantastico.É um carro honesto desde que tenha os pneus correctos. A curvar em potencia convem ter a noção do limite mas não dá surpresas desagradaveis porque há equilibrio. O motor é suficiente para as nossas estradas. Há chips de 210, 220 e 250 cv. Até 220cv acho bem. 250 cv é complicado. De resto é tudo da bosh. Cá demora 15 dias (tem que vir de Espanha - estes gajos não têm nada em stock) de inglaterra demora 48 horas e é mais barato.

Pneus correctos ou seja?

Dunlop á frente e pirreli p6 a trás. Tamos de acordo?

Bridgstone também são bons só que gastam-se depressa

For those of you with questions bodywork or 904 parts, please read the For Sale Page first. ***As of today, May 11th, my 904 body is on my chassis builders chassis jig, waiting for the first chassis tubes to be laid out for the start of the new 904 tube frame chassis. Stay tuned and I'll be posting new pictures of my 904 progress as soon as I make any (progress, that is). Once I'm started though, it should go fairly quickly as tube frame chassis' "ain't rocket science" as they say. Just an update to clarify the whole purpose of my 904 endeavor. As with the 962 I do this purely as a hobby on no set schedule or time frame. I build the car the way I feel is the best method and with my own take on style. Some aspects are left completely original and some are changed to suit my personal taste. I do race the cars I build, but I am not a die hard racer who has to go to every race during the season. It is not my intent to build an exact replica of a 904. I have always admired the looks of the 904 and when the opportunity to purchase an original body presented itself I decided to make molds from the original bodywork then produce my own parts for my 904 project. I could then modify the bodywork to suit myself and update it as I saw fit for my own car but still be able to produce factory original bodies. For people looking for a "904 for sale" you're pretty much out of luck as I believe there were only about 120 904's produced or maybe less. You'd probably have more luck finding a 962 for sale, but maybe not. For someone looking for a completed 904 you are basically stuck with the 2 or 3 outfits making replica's and they aren't particularly cheap. If you do have some skills or know someone who does and do desire an original looking 904 you can purchase the complete bodywork from myself and build yourself a chassis the same way I'm doing it. Once my own project is completed, I'll have pictures posted on this web page and you will have a good idea of what is involved.***
For those of you who don't know what a 904 is or looks like, they were produced between 1963-65 and looked like the car in the picture below.

Here's something new, a friend of mine in Calgary, Alberta who used to own an original 904 wanted to make a mock up of a 904 for display purposes and had already acquired a pair of original doors. He purchased the main body, tail section, hood, headlight covers and windshield from me and built a basic frame to mount the bodywork and wheels on. The main body he used is the 4th picture below with the roof scoop on top of it. The picture below is the result of his efforts, the mock up does not have any interior, engine, transmission or fuel tank.

So here's the plan: I've acquired a factory original body that was removed from a 904 (904 093?) and I'm going to prep the parts and make molds from them. I'm going to build a tubeframe to mount the 904 body that I make with my new molds. I think that a tube frame will be a great improvement over the box section ladder chassis of the original 904, which in my opinion was a disaster. You only have to look at the fact that from the 906 to the 936 the factory produced tube frame chassis for these cars up until their first monocoque chassis construction with the 956. It is NOT my intention to build a "replica" or a "kit car", just an improved version of the 904 for myself. I will be using 962 suspension (which I manufacture), and while the parts from my molds will be stock copies, I will be flaring the fender wells to accommodate 10" X 18" BBS centrelock rear wheels and tires and 8" X 18" on the front with Yokohama or Hoosier slicks. I also have a set of 17" X 9" and 17" X 8" BBS wheels using my own 6 spoke centrelock wheel centres with Toyo RA-1's for my wets in case it rains. I now have my new sequential shifting 4 speed transaxle with a torque sensing limited slip differential to run midengine with my 3.6 litre 993 engine ready to be installed once the tubeframe chassis is built. I will be running an Aim MyChron steering wheel mounted display. Other body mods will include a front air dam/splitter which I think the 904 is in dire need of, a carbon rear wing in conjunction with the factory add on rear lip, and I might even add the roof scoop/intake like the GT1 has, we'll have to wait and see. I think this car will weigh in the 1200-1500 lb. range and will turn out to be pretty quick on the track with 300hp.
Picture showing lower right wishbone that has been completely redesigned, not completed yet and the upper wishbone will be done shortly with pictures posted.

Most recent picture showing side diagonal tubing, dash cross tube and forward tubes for the upper front shock mounts. Right side picture is with the nose cross bracing as well as the 3/4" bracing in the rest of the chassis. Will be starting the wishbones for the front suspension and deciding on which shocks to use (pictured in the rear). Then attachment of the engine and transaxle and the rear section of the chassis.

Picture of the main roll cage hoop tacked in with the side tube going over the door and down near the windshield frame, we may have to move it out closer to the windshield post. As you can see from the picture below left, we have moved the tubing closer to the windshield frame and because the Sparco seat was too big to fit I've decided to use a 962 seat in my 904 and it seems to fit perfect.

The picture below left is the most current picture of my chassis build progress. As you can see we have mounted the body and have attached the rear bulkhead in order to fit the custom bent main roll bar hoop. The main hoop is shown in the picture on the right, leaning against the bulkhead, it has to be trimmed to fit on top of the side rails and close to the roofline so we can start on the main rollcage. We will be making a completely removable rear frame so that I can remove my engine, transaxle and suspension in one unit which will be easier to work on. I will have to use quick disconnect fittings for my brake, oil and clutch lines as well.


Pictured below right is the start of my 904 chassis, as you can see I will be using Tilton aluminum pedals for the clutch and brake and a cnc'd gas pedal same as I used in my 962. Left picture is 5 weeks later with some progress being made on the chassis. We'll be getting the main rollbar hoop custom bent to fit the roofline next.

I might make dimension drawings of the tube frame that we come up with so it can be duplicated as well as all the suspension pieces, once the original design is finalized then I can offer complete bodywork and chassis combinations. The beauty of the 904 is that it uses a standard 911 engine and gearbox combination, turned around to run midengine. You can use any 911 engine from a 2.0 litre up to the 3.6 993 engine (as I'm doing) mated to a 901, 911, 915, 930 or G50 transaxle. This is much easier than building the 962!
Below is a picture of the original body after major reconstruction so we could pull a mold off it. As noted above the mold is finished and all the original bodywork will be sent away. While the original bodywork has the front trunk area still intact the parts out of the new mold will not have this trunk insert, this will allow for a larger fuel cell and a better designed tube frame chassis.

Below is a picture of the first body out of the main body mold, I will be using this body for my own car it is very light weight as we used 2 oz. mat for this body because of the modifications I will be making to my own car. The next two bodies will be laid up with 3 oz. mat but will still be very light. Note that compared to the picture above of the original body, the new one below has the rear bulkhead filled in and does not have a front trunk insert. We will be pulling two more bodies out of the mold in the next couple of days. This body weighs approx. 60 lbs. I will be making modifications to this body as mentioned before, 2" wheel well flares, front splitter, roof scoop similar to the GT1 and ducting in the front hood for the front oil cooler air to escape. The tail section will receive 3" wheel well flares, factory rear spoiler/lip, rear window to fill in opening and a carbon fibre rear wing. Not everyone's cup of tea, but something I want to do on my own car. The tube frame chassis that I will be building for this body should go quite quickly as it's fairly simple to design.

Below is the second body out of the mold with the door and hood resting on it. This body was laid up with 3 oz. mat.

This most recent picture (below) is of my front body section with the second of three tail sections (just out of the mold) sitting in place. It also has the carbon front hood that still has to have its clearcoat applied. I won't be using the carbon hood as I want to vent my front hood for the air intake for my front oil cooler, so I'll be using a modified glass hood which doesn't have the reinforcing liner in it. I also have a scoop sitting on the roof that we'll blend in to make it more pleasing to the eye, style wise. This is the body section that will be getting the wheel well flares. I have a different tail section that will be getting the flare and spoiler treatment.

Pictured below are the aftermarket dash cover, the fibreglass dash copy that I made that doesn't require the dash cover piece that is required to finish the original underdash and the original underdash piece in carbon fibre. I offer the original underdash for those who want to stay with originality and the finished dash for those who don't. The piece pictured on the top would normally go over top of the carbon piece pictured on the bottom.

Below are pictures of the original front hood and two doors that have been sprayed with a primer/filler and just need to have a final sanding before I make molds of the parts. A fair bit of work has already gone into the preparation of these parts.

Below are new pictures of the first two doors that have been pulled out of the new molds. Note that these are low res pictures and may show some distortion that is not in the parts themselves.

The two doors below are for my car and have just been freshly painted, the carbon hood which I will use on my car also will be sprayed with a clearcoat to highlight the carbon weave. These doors are the same ones pictured above.

Below are pictures of the first two front hoods that have been pulled out of the new mold. Note that these are low res pictures and may show some distortion that is not in the parts themselves, also the glass hood has dusty fingerprints on it which is not a flaw. One hood is carbon fibre which has been clear coated and the other is plain glass, these weigh 9 and 10 lbs. respectively and that is less than half the original weight which is 22 lbs.

Here is the tail section just fresh from having a mold made from it. Most of these parts have have been sprayed with epoxy primer and sanded smooth in order to make the molds. they would probably require more sanding and prep before a paint job could be applied.

Below is a picture of #2 and #3 tail sections pulled from the mold made from the original tail section pictured above. These tail sections weigh in at 35 and 39 lbs. respectively. Of course these parts will have to be prepared, sanded and primered before painting as were the two doors pictured above.

I will be installing this 993 3.6 litre engine in the 904, as shown below it has had the distributor removed as I'll probably be using a DFI setup and have converted to a serpentine belt pulley system for the fan and alternator. This is a nicer setup than the stock pulleys with the 3 v-belts if you're using air conditioning. This means that my fan and alternator will be running at the same speed.

I will be using the BBS centrelock 3 piece racing wheels on the 904, pictured below left is the 18" X 10 inch rear wheel with the Yokohama slick mounted on it. Pictured below middle is the 17" X 8 inch front wheel of my own manufacture with the Toyo RA-1 that I will be using for wet weather track conditions. Pictured on the right is the front upright with the 14" brake rotor and Brembo Group C calipre that I'll be running on my own car. The brake rotor actually hides the upright that it is attached to. I figure I will have to add a 2-3" flare to the front and rear wheel openings to accommodate the wider rims and tires. I could retain the original body width of 60" but that would require a narrower chassis to allow me to use wishbones of a reasonable length.

Below are two pictures of the 962 uprights that I will be using on my 904 on the rear. The 904 will have centerlock wheels just like the 962, these are pictured above.

Below is a picture of the new transaxle I'll be using in my 904 bolted to the 3.6 litre pictured above. It is a 4 speed sequential gearbox with a torque sensing limited slip diff. I could have gone with a 5 speed but my experience at the local track (which is quite short) dictates that a close ratio 4 speed is more than adequate. This gearbox has a separate lever for reverse which requires that you be in neutral before reverse can be selected. It will be shifted with cables and has a hydraulic throw out fork. There's also a gear display for the cockpit and as you can see there is a Tilton Super Starter mounted on the gearbox.

This is a picture (below left) of the 10 pieces of billet aluminum that will become the wheel centres that I'm having made. The centres will use the current BBS 16" and 17" rim halves and sealing rings. They will be direct replacements for the 962 centrelock wheel centres. The difference with these centres is that they will have 6 spokes like the first Speedline wheels used on the 956. I'll be taking more progress pictures when the machining starts. I'll be using the first 4 of these on my own 904. The picture in the middle is after the first milling operation to remove the bulk of the aluminum before turning. The picture on the right is after all the turning has been done, now all that's left is to mill the spoke design and drive pin holes as well as the bolt holes for the rim halves, then the centres will go out for anodizing. All 10 centres have been done and the original BBS wheel centre is also shown in the picture. If there is any interest in a 5 spoke design just e-mail me as I'm considering making that an option to the 6 spoke centre.

The first pictures of the wheel centres after the spokes have been machined and the drive pin holes and rim half holes have been drilled. The right side picture below shows the wheel centres with the radius machined on the spoke edges. Just some deburring left then the first 6 centres will be sent out for black anodizing before lettering can be machined into the spokes.

pictures below of the final product with a fully assembled 17" wheel and Toyo RA1 tire mounted.




Este artigo è um

Desculpem mas tive uma excitação

Sem duvida espetacular.

Voltando aos pneus:

Nestes carros (Porsche, Ferrari, Lambo, etc) uns bons pneus fazem uma diferença incrivel. É preferivel gastar um bocado numas boas borrachas do que dar grande cacete contra qq coisa.
Estão de acordo?

Pedro Guimaraes escreveu:Voltando aos pneus:

Nestes carros (Porsche, Ferrari, Lambo, etc) uns bons pneus fazem uma diferença incrivel. É preferivel gastar um bocado numas boas borrachas do que dar grande cacete contra qq coisa.
Estão de acordo?

Sem qualquer dúvida. É o único elo de ligação com a estrada :-)

pedrov escreveu:
Sem qualquer dúvida. É o único elo de ligação com a estrada :-)

Não é o único, de que é que valem os pneus se os amortecedores estiverem nas lonas...

Mpcgomes escreveu:

pedrov escreveu:
Sem qualquer dúvida. É o único elo de ligação com a estrada :-)

Não é o único, de que é que valem os pneus se os amortecedores estiverem nas lonas...

Partindo do principio que tens amortecedores em bom estado...
Mas se tiveres bons amortecedores sem pneus não te adianta muito, portanto pneus tem prioridade sobre os amortecedores. Penso eu de que :-)

Podendo juntar o util ao agradavel, evita-se o cacete contra algo.

E nestes carros para isso acontecer não é preciso grande imaginação!!
Portanto não facilitem...fica mais barato isto que falamos do que a conta do chapeiro....