Vehicle Description
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Panorama Magazine Article.
https://canepa.com/wp-content/uploads/2020/03/Porsche-Panorama_89-911-Speedster_5796_compressed.pdf
Total 911 Magazine Article.
https://canepa.com/wp-content/uploads/2020/03/Porsche-962-Twin-Turbo-Speedster-Total-911.pdf
Excellence Magazine Article.
https://canepa.com/wp-content/uploads/2020/03/Porsche-962-Twin-Turbo-Speedster.pdf
"One-of-one" extensive build by Canepa Motorsports in 1990
Jerry Woods-built 962 engine, producing 650hp, 550lb/ft torque
935 suspension components, center lock hubs, 959 brakes
Factory Porsche 934 bodywork (Front spoiler, front and rear fender
flares), DP rear wing
BBS 3-piece center lock motorsports wheels
911 Turbo 5-speed transmission
Timeless still today!
Featured in Panorama Magazine 1993, Excellence Magazine 2013, Total
911 Magazine in 2019
Introduced in 1989 as the Porsche 911 Speedster, the limited
low-windshield 911 was an immediate hit. Taking styling cues from
the late 50's 356 Speedster, the modern version sported both narrow
and wide hips, with the wider bodywork coming directly from the
930. For some this special edition 911 would be a collectible, but
one owner wanted something much more from the Speedster. From the
teamwork at Canepa Motorsports in 1990 and the visionary ideas from
Bruce Canepa, perhaps the most powerful and fastest 911 Speedster
was born: the 962 twin-turbo Speedster.
Gary Primm, a car collector in his own right, would take delivery
of his brand new 1989 Porsche 911 Speedster and drove it a paltry
100 miles, citing its under whelming performance as his reason for
only driving it so few miles. Primm met Bruce Canepa through AMG
and the two talked about how the Speedster could be improved both
in the looks and performance department. As the conversations got
increasingly creative and the grand vision began to come into
focus, Bruce and Gary realized that this Speedster would be a
creation of the ages and would be unmatched for decades.
"I was inspired by the sinister look of the 934 with its wide
fender flares and 10" and 13" wheels, and the performance of the
twin-turbo 962". Bruce immediately began to work with Gary on what
the scope of the project would look like. Lots of power, excellent
handling and being able to stop on a dime all excited Primm and he
gave Bruce the green light. Bruce had the spare 962 engine from the
Holbert-built 962 which Bruce drove and raced in 1989. With the
power module figured out, it was a natural choice to choose 935
suspension and upgraded brakes to add to the Porsche Speedster.
With larger wheels and tires to handle the newfound power, factory
Porsche 934 bodywork was added in the form of a factory front
spoiler and fender flares on all four corners, and a DP wing was
sourced in order to fit the large intercooler. Competitive yet
subtle, classy and serious all at the same time.
With famed engine builder Jerry Woods tasked with the 962 engine
build, Bruce wanted lots of torque and bottom end power with as
little turbo lag as possible. With Woods anything is possible and
was able to produce a 962 engine for the street with enough power
to satisfy even a Group 5 racer. The engine was converted to 3.3
liters by using 100mm pistons and a 70.4mm stroke crankshaft. The
twin K26 turbochargers were from Bruce's own 959S with a special
intercooler from Fred Garretson and stainless-steel exhaust system
custom fabricated and placed the turbos behind the rear tires. This
allows for short primary headers for excellent throttle response,
very little lag and better performance. Updated electronics were
added, a proprietary twin-ignition system installed and even a
prototype fuel injection management that took advantage of the
962's twin set of staged fuel injectors was included. When not
under boost, the engine runs on one set of injectors with the 2nd
set coming online once boost builds. This engineering yielded a joy
of a car to drive around town with ludicrous acceleration on open
roads. The stainless-steel muffler is also custom made, with two
tailpipes similar to a 935. While calming the snarling motor just a
little bit, the Speedster still sounds like a Group 5 relative.
When finished, the engine produced 581 horsepower at 6500rpm with
1.1 BAR of boost with torque at a stout 550lb/ft, and an absolute
mega 650 horsepower at 1.3 BAR. A 28-quart oil tank in the front
trunk lubricates and cools the engine, with an accumulator in the
rear wheel well that the engine "breathes" into and separates oil
and air. The original 962 flat fan was retained with the engine due
to its ability to efficiently cool the 962 street engine, sounds
amazing and looks the part.
With an interesting engine choice comes interesting engineering
challenges. Normally the 962 engine was mid-mounted and now being
required to be rear mounted. Canepa designed and fabricated an all
new intake plenum and intercooler plumbing while having it fit
underneath the DP wing and engine lid. And with all Canepa
Motorsports products at the time, it looks as though it was made
and delivered from the Porsche factory. The 962-powered 911
transmits all that boosted power through a G-50 5-speed
transmission that's used from a 1989 Porsche 911 Turbo, shortened
an inch so it fits in the Speedster chassis. Other engineering
challenges included an air conditioning system and a heater in a
very small space. Custom headers left no space for heater boxes, so
a gas heater from a Porsche rally car was employed. A custom A/C
compressor was designed to run in reverse and was mounted on the
rear of the engine, but works as well as a factory system and blows
ice-cold air at any temperature. With a convertible with 650
horsepower on tap and capable of 200+ miles an hour, the potential
speed had Canepa install numerous safety and structural
improvements. A set of 4- point seat belts are installed out of
necessity due to this car's amazing cornering capabilities. A
low-profile roll bar was added which was welded to the chassis to
become an integral part of the steel unibody. A side bar structure
was also welded in, along with boxing the rockers and raising the
floor level behind the seats, essentially making a monocoque
substructure. By devising this incredibly solid structure, the 935
racing suspension could now perform to its full capability.
With modern road surfaces not as perfect as a racetrack, suspension
was heavily considered to ensure both the maximum amount of grip
and handling but with a comfortable ride. After much deliberation,
a torsion bar suspension setup was used. It provides a good ride on
all pavement surfaces and able to provide you with as much
cornering ability as your fear level allows. Rifle-drilled torsion
bars from Stevens Machining were used with 23mm in front and 33mm
in the rear. 22mm "Charlie Bar" sway bars from Wrightwood Racing
were used along with custom-valved shock absorbers from Bilstein.
935 center-lock hubs were used so the Speedster could use center
lock wheels. Armed with BBS 3-piece wheels, 935 brake rotors with
Porsche 959 Brembo calipers, the Speedster is one of the best
handling street Porsches that Bruce has ever driven.
With the exception of the roll bar, the turbo dial and the 959
speedometer, the cockpit looks like a factory Speedster. With a fit
and finish of a factory car, with mechanicals from a 962 combined
with a 935, this inspired car will very likely be the only "962
Twin-Turbo Speedster" that will ever exist.
- Original writing by Bruce Anderson
