OK. So Peter had asked me to post the specs of his car a while ago, and I never got the chance, so here is a list (and update) from memory...
Obviously it's a Beck.
Our standard 3" tubular steel chassis
Subaru EJ25 N/A motor controlled by EMS Stinger 4424 standalone
Custom spec Griffin aluminum radiator
hand made exhaust modeled after the twin tip GS/GT exhaust
Custom built Rancho Pro-comp gearbox, custom geared, HD carrier, FAG bearings, hardened racing axles, HD cross shaft, dual side plates, welded gussets on a Rhino case.
Porsche cross drilled/vented front rotors (944T) with Brembo/Porsche calipers (C2)
Porsche cross drilled/vented rear rotors (968) with 4 piston Brembo/Porsche calipers (968) and internal ebrake
19x11 and 19x9 911TT aftermarket wheels, narrowed by about 1" and offset changed to my specs (leaving them 19x10 and 19x8 roughly)
Ecsta SPT KU31 tires
Full size Porsche spare w/ tools
Vintage Air heat/AC/defrost with slimline 4 controls
Clarion iPod/MP3/XM headunit with 4 Infinity speakers
Spinneybeck Porsche Dk. Red leather
Red square weave with matching red cloth binding
Red cocomats
flat door panels with 356C armrests
normal 356A gauge cluster with add VDO Clock, coolant temp, voltmeter, CHT
grab handle
Orange bar Porsche crest on nose and 215mm script on back
custom Outlaw badges
luggage rack w/straps
nerf bars
no body trim/hood handle
550 through hood gas filler
CNC aluminum pedal covers, Beck spec.
single hoop roll bar, chrome, removable
Haartz black/black top, tonneau and boot
sliding plexi side curtains
...and of course the custom flared body, built from scratch and done a bit different than other flared cars.
For me, this has been a fun, albeit LONG, build. Peter spec'd everything custom, and these specs have changed 50x over the last 20 months. I think the Porsche brakes are the 3rd or maybe even 4th set of brakes on the car. We spent close to 2 months searching for the right wheels. I made at least 1/2 dozen revisions to the flares before I made the molds, and then even changed Peter's body slightly after the first parts were pulled. We tried to flare the front in a manor that you could tell it is flared, but not bubbled out. There isn't much you can do in the rear to avoid the bubble look, but we carried it back through the body as best we could in the rear, and carried the front through the doors and rockers. The key was to scratch build it so it wasn't CMC or VS splashed, it was done along those lines, but unique.
After several solid months of ice and snow keeping us inside, we are in our testing and shakedown phase of things, and getting very close to delivery. I have a few weeks of minor adjustments, minor suspension tweaks, and the likes finished up, as well as a full day of tuning on the chassis dyno done. (put 155hp and 154ft/lbs to the wheels) I am fine tuning the fuel map under normal driving conditions now, and will wrap that up next week if all goes as planned.
I have been chasing a heat issue in the Vintage Air unit, only to discover today that the VA control module isn't putting out the proper signal when triggered by the heat rheostat, thus not triggering the valve to open and allow the proper coolant flow through the heater core. One of my techs spent several hours with tech support at VA (who really couldn't tell us any more than what is in their very basic instructions) only to end with "we'll just send you a new control module, it must be bad". I think my tech knows more about how their unit works than the guy at tech support, BUT this is the first issue I can recall with a VA unit and I really like how they work... normally.
So, that's the list and a brief update. Back at it next week. Should have the control module by mid week, we'll wire it in and wrap up the fine tuning so we can ship her down to FL.
