Friday, October 10, 2014

15k: LS1 Powered: 1981 Porsche 911 SC

If you drink all the kool-aid about driving a vintage Porsche 911, you might expect the cars to be fast and bulletproof but the truth is that the stock 911 powerplants leave much to be desired.  Power in the low 200 hp range isn't much to write home about these days (expect V6 Camrys to eat you for lunch).  The Porsche flat-6 is known for its long life, but only if you maintain it properly, and changing out things like the cam tensioner can cost considerably more than your last Camaro tune-up.  So, if you want some more performance and save a few bucks on oil changes, why not swap a Chevy V8 into the back of your Porsche?  Find this 1981 Porsche 911 SC V8 currently bidding for $11,655 reserve-not-met with buy-it-now $19,500 via eBay with 4 days to go, located in Port Clinton, OH.

This ragtop started life as a targa, which from a torsional rigidity standpoint is like going from a Twizzler to a Redvine.  The biggest problem you'll notice from loss of chassis flex isn't lack of apex perfect handling, but is the creaks and squeaks you'll hear from your interior parts as the chassis moves over bumps.  Cover these noises up with a booming stereo or some loud pipes.

A quick peek under the engine cover reveals a Chevy Corvette LS1 engine that should be good for something around 400 horsepower.  This conversion was done by a company called ToyJet and we've featured some of their custom 911 work before.

See another Chevy V8 powered Porsche for less?


  1. Does anyone know what an LSX plus radiator adds to one of these weight-wise? I like the overall concept, but in addition to the handling repercussions of all that extra poundage in the butt, the radiator looks terrible sitting on top of the motor like that, and a 915 tranny's likely to turn to glass if used aggressively, so it seems more cruiser than corner carver, which shouldn't be said of any Porsche.

    1. I think you can find the answer on the Toy-Jet website here . It looks like the weight difference is only 21 lbs when all things are considered.

    2. Oh, and in fact, that is a weight saving, not a weight addition. Interesting...

    3. Who would have thought that an air-cooled, aluminum 3-liter motor would weigh so much?! But one of the downsides to air-cooling is the uneven distribution of said cooling, so the engine needs to be made more stout to withstand the inherent stresses therein.

      My other two points still stand, however!

  2. the engine photo showing the radiator flat on top of the motor is a little odd for this conversion. I have looked at this conversion before and one of its claims to fame is a patent for mounting the radiator flat in the upper decklid, requiring that huge tail.

    anyway, interesting car, one of those you "likely couldn't build it for that" kind of cars. Personally I am not all that keen about the roof having been hacked off and the car not presently having a heater, as a heater is an absolute necessity where I live, but good on the owner/builder for his efforts, would be much easier to buy this as it is than going to the time effort and trouble of building one yourself....

    1. just found thus you tube clip, shows how the rad is usually mounted above the trunk lid in the tail in these conversions

  3. What, no turbo to make this a tail happy death trap? Seriously though no Air, no Heat, no speedometer, converted to a convertable, looks nice in photos but that thing is hiding some STDs (swap transmitted defects)


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