For me, patience isn’t concerning the ability to attend; it’s about the way you approach the wait.
It’s been two years since my last Project 964 update, and quite a bit has happened since. After addressing the water ingress issues that required all the interior carpeting and foam to be pulled out, the 31-year-old 911 had more unwanted surprises for me.
Nevertheless it’s how I handled those challenges that allowed me to maintain moving forward. The speedometer, the oil cooler fan, the tail lamps, the symptoms all began playing up, after which, just as I used to be beginning to get better from those, the facility steering let go. I made a straightforward decision: I had the automotive towed to a good import workshop in Tokyo to tackle all the things without delay. My request was straightforward: make the automotive drivable again, and take your time. I needed a break from the 964 and hoped that point away would reignite my passion for it. And it worked.
Fast forward through several months of separation, and the automotive was back. That is how I discovered myself in Kyoto one hot summer day, behind the wheel of a rather more functional (but still air-con-less) old Porker.
I now had a brand new goal: while the automotive was running again, it was time to tackle the handling and grip upgrades in a single fell swoop.
The awesome guys at Hashimoto Corporation helped me source a KW Variant 3 coilover kit, and Yokohama Japan replaced the automotive’s 13-year-old, cracked, and thoroughly heat-cycled tires with fresh, sticky Advan rubber.
Hashimoto has been a key partner for Speedhunters for over a decade, initially serving as our Japan merchandise distributor and collaborating with us on Speedhunters Live events, Tokyo Auto Salon, and more.
Their latest headquarters, situated in the guts of Kyoto after 101 years in business, is impressive, and I’ll be bringing you a glance inside sooner or later. Hashimoto Corporation has been on the forefront of importing foreign automotive brands into Japan and currently partners with industry giants like KW, BBS, Brembo, Akrapovič, CSF, and Manthey Racing. Walking into their showroom, you’ll be able to’t miss the Mercedes-Benz Unimog, which runs custom KW dampers.
Kyoto is such an incredible place, quieter and more traditional than Tokyo, and also you see that right right down to the vehicles out on the road. Hashimoto has an ever-changing array of demo cars, and one which caught my eye was this latest-gen Toyota Vellfire, sitting on BBS wheels, KW suspension, and Brembo brakes.
Until now, my 964 had remained largely stock, apart from a Speed Yellow respray done by the previous owner 15 years ago.
The suspension needed attention, though, and here’s what we were working with up front: the unique coilover setup in all its glory.
The 964 marked a shift in design, moving to McPherson struts and rigid lower aluminum A-arms, a considerable improvement over the older torque tube setup. This latest configuration improved overall control and steering precision while providing the vital space for the front differential in all-wheel-drive models.
On the rear, the switch to semi-trailing arms reduced the tendency for the automotive to toe out when lateral braking forces were applied. Being a 1993 model, my automotive also benefited from a small update made in 1991 that introduced different mounting points into the chassis and brought shorter springs and dampers, which helped create more cargo space for the Cabriolet variants. Nevertheless it wasn’t until the 993 that Porsche fully redesigned the suspension and really buttoned up the 911’s handling.
After which there have been the brakes, which have seen higher days. That’s probably the subsequent project, either refurbishing the stock calipers and upgrading to slotted rotors or switching to a bigger, more modern brake setup.
But that’s for one more time – today, it’s all concerning the grip.
Fresh Rubber
Inside minutes of me grabbing some shots within the wheel wells, the Hashimoto team dove right into fitting the brand new tires.
This was one of the exciting upgrades I’d been anticipating – swapping out the traditional, hardened tires for among the latest high-performance rubber. Tire technology has come a good distance previously 30 years, and the automotive’s old Michelins felt more like plastic than rubber. I expected a night-and-day difference in grip.
Yokohama Japan supplied me with a set of AD09s – the newest iteration from their iconic Advan Neova line, a product of a long time of research and development. I had the privilege of being involved on this tire’s R&D just a few years ago, working alongside legends like Nobuteru Taniguchi and Manabu Orido as they tested various compounds for the ultimate production version.
To now be running these tires on my automotive feels extraordinary. Not only do they supply incredible handling and performance, however the tread design looks aggressive and purposeful. If I spot AD09s on any automotive out within the wild, I do know the owner cares about performance.
I kept the unique tire sizes – 205/55R16 in front and 225/50R16 out back – for 2 reasons: first, for the sake of comparison between the old and latest tires; second, because I really like the chunky sidewall look on these cars. Sometimes, you have got to inch up for performance and larger brakes, but there’s something so cool about seeing a cutting-edge tire on an old wheel and chassis.
Very quickly, the brand new tires were fitted, and the wheels were even given a fast wash. My OCD side was pleased to see that the tire balance points were aligned perfectly with the valve stems – two out of 4 wheels balancing perfectly without the necessity for any lead weights.
Damper Time
Each time I lift the 964, I’m reminded of how far ahead Porsche was from the competition when the model launched in 1989. The underside is totally sealed off, while with Japanese or Italian cars of the identical vintage, all you see are subframes and exposed components, without any consideration given to airflow and aerodynamics. It’s certainly one of those small details that shows the care Porsche put into their engineering.
The KW Variant 3 coilovers are one other detail that’s hard to overstate. I’m a giant fan of KW; I actually have their coilovers on three of my cars, they usually’re an ideal mix of motorsport pedigree and on a regular basis comfort. This is not any surprise as KW is an OEM supplier to top German manufacturers, in order that they know how one can enhance a automotive’s handling without compromising ride quality.
The Variant 3 kit features inox-line construction, so rust isn’t a priority, and it offers two-way adjustability for rebound and low-speed compression. After dialing within the settings, I knew the 964 would feel transformed, even when it meant highlighting the relative lack of power from the drained old air-cooled engine out back.
The stock front coilovers were the primary to return out. This was the toughest part to look at for me as, usually, the rubber in the highest hats tends to crack and deteriorate, requiring a brand new OEM substitute. Luckily, they were good, in order that they might be reused with the KW kit. I didn’t go for solid top mounts because my goal for this automotive was to maintain it semi-comfortable for every day use.
It was then a straightforward matter of inserting the KWs with their composite spring perches set at the identical height, threading the bolts, aligning the lower mount on the A-arms, and torquing all of it to spec.
The result made me grin with pure satisfaction. I also loved how the signature yellow KW springs matched the 964’s body.
Then it was on to the rear, which was somewhat more complicated.
This was mostly since the top mounts were buried behind the engine, so the airbox, heater pipes, and fan blower needed to be removed to achieve access. I felt bad for the technician who struggled within the crazy summer heat, contorting himself to get to impossibly positioned bolts.
As on the front, the rubber mounts were in decent shape and might be reused, so it was only a matter of rigorously reassembling all the things.
After a good little bit of sweat and just a few skinned knuckles, the rear was done. The last step was to suit the wheels, get the alignment dialed in, and take it for a test drive.
It’s Like A Latest Automotive
I took the automotive up into the hills outside Kyoto, found a deserted touge road, and put the 964 through its paces.
The improvements began immediately with the way in which the automotive just rolled down the road. That is right down to the fresh rubber, perfectly balanced on each wheel. The steering felt more accurate and beautifully weighted just off center with clean and progressive feedback, however the resulting pin-sharp turn-in caught me off guard.
There’s more willingness, and the automotive stays completely flat, meaning you’ll be able to usher in quite a bit more speed into corners and, with the squat of the rear under acceleration, get back on power earlier to punch out.
All dampers have been set to the identical mid-setting, so there are still some adjustments that I want to fine-tune, starting with somewhat choppiness over imperfections that needs to be eased away by edging off just a few clicks on the compression and rebound dials.
But because it sits, I’m absolutely over the moon with how the 964 feels. It’s been a frustrating few years, and I’ve often wondered what I used to be considering after I took on this project. But moments like these remind me why I keep going. Now, the one query left is: what’s next for my little, old smoky Yellow Bird?
Dino Dalle Carbonare
Instagram: dino_dalle_carbonare
dino@speedhunters.com
Additional Photography By Alec Pender
Instagram: noplansco
This Article First Appeared At www.speedhunters.com
