Jethro's Arena Red 996.1 Aero with a 991.1 S 3.8L

Car pictures of the week | evo "T he 996 has been equipped with the 3.8-litre 9A1 flat-six from a 991.1 Carrera S , paired to a trick Syvecs ECU." I can't wait to read the article/watch the video.

(83) DRIVETRIBE GARAGE: Jethro's Porsche 911 - YouTube

Is this any cheaper or better than just doing a 4.0L or 4.1L build though? I would think this would be a lot more money to pull off given how much has to change.

Another dead M96 spawns another bespoke beastie. It doesn't sound like it was cheap at all. The custom exhaust work cost as much as the whole car originally did. I'm looking forward to the video as well.

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On the plus side at the end you have a significantly better motor. Would much rather do this than give $40k to Raby to make 280whp.

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I wouldn't build any motor for 280whp. If you are going to spend big money on a motor build, it has to make good power.

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Insert M96 jokes here�.

Da hell is up with the brown seats? I know I know it boogies and this and that but come one man.

I listened to a good podcast some time ago with Jethro talking about all this. He had Litchfield do all the work and they took it on as a favor/having a good relationship with him/fun project. Once they got into the weeds it was a bigger undertaking than anticipated and definitely not something they wanted to offer. That said, I love seeing those types of swaps. The older air cooled cars are like legos and it's so much easier to share parts.

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That build was more than �60 when I asked Litchfield, Tom said they weren�t really paying attention to the cost.

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price/performance for me. My turbo and I�m not done yet is to the point that it crackles and pops when shifting at 6000 rpms. An 07 gt3rs couldn�t keep up with me when we where driving Saturday to the reception after the concourse de elegance. The funny thing is that we were talking about the cars differences while eating and drinking and he told me he was shifting at redline, I was shifting at 6000 rpms. Yes he would get me on a track but not in the streets with plenty of straights. He also told me that someone offered him $175k for the car and yes he�s not selling . A few pics. Porsche of River oaks hosted a reception at ultimate garage in Friendswood Food was awesome charcuterie including prosciutto. Salami. Mortadella,pastrami, smoked Turkey, I added the Brie for the cheese and of course a cold st Arnold art car ipa. One of the two gt3 rs I raced the white one. I like those blue stripes maybe I do that down the road to the turbo. Porsche skittles. Added the Fcp euro license plate holder.

JB discusses the car/conversion in depth here (the last 35 mins iirc) : https://9werksradio.buzzsprout.com/8...n-that-996?t=0

It’s an impressive build I applaud the endeavor on any 996 game

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thanks for the link. good listen. it's a bummer they wouldn't be interested in releasing a kit for this swap, but given the amount of fabwork & wiring that needs to be done to make it seamless, I suppose it doesn't make much sense.

By the time you have the 996, the 991 motor and the money for labor, you might as well get a base 991. It reminds of when people wanted to do turbo swaps into their NA 996s. That being said, I do appreciate this build and looking forward to the video.

One curious part of the podcast was Jethro mentioning that Corbeau built him a set of 996 GT3 replica seats. They already do Lotus and those are of fairly high regard. I'd certainly pick up a set of "GT3" seats from Corbeau. Sent them an email to see what they say.

�Would much rather do this than give $40k to Raby to make 280whp.� ^^^ I�d say there�s just a little �under reporting� going on there eh? Strange how my 3.4>3.8l stage II makes at least 306whp (before the gt3 tb & ipd intake plenum, and aggressive 93 octane tune). I�d think a 4.0 or 4.1l would make quite a bit more - probably closer to 380whp� oh, maybe the 280 was a typo? 🤣 *** Oh, btw� My motor cost me right around $24k when it was built (2018) everything is more expensive now�😉

Here's a 4.0 on the most optimistic dyno there is

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The second statement is false. I have a 4.0 that was built in 2014, was over 350WHP, and cost much less than 40k.

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Dude, that dyno could be from anything� You�re going to have to do better than that to discredit FSI

There r several 3.8l-4.0l dyno sheets in @zbomb dyno thread. Some posted by the owners and some taken of the bat sales page. 310-318 rwh is about right from what we have seen presented. Getting back in topic the 991 engine is a cool swap but similar to my mezger swap. U have to want to do it and not car so much about the cost/value.

310WHP is 12% more than the 280WHP being disparagingly tossed about. Definitely accessible via butt dyno.

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https://bringatrailer.com/listing/20...arrera-4s-110/ What a joke

What’s the joke the $73k selling price or a fantastic C4S or another Jack raby masterpiece or that the new owner got a great ride without the wait

I�d also like to point out that the �60k was just for the swap and not everything else. Total build on that car is probably a very large number.

And probably heavily discounted since he’s in the business

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without having dont the final tune on an 03 triple black turbo coupe where I�m the third owner and I have already put 5k miles in it I�m at 525hp and it�s a Mezger. Getting quotes on the ipd plenum and 74 mm throttle install labor cost now. But in a few months 650 hp for a total cost of $66k and a car with 62k miles it�s a hard hp performance value that it�s hard to beat. Went 150 today after getting my headlights polished the car is just bd as?? .

I got the following email from Corbeau today. I do wonder if enough people pester them that they'll make these seats a production item. I think the demand is there -- people want these seats from a reputable vendor but don't want to pay $5-10k for a pair. If they can make good quality Lotus reps for $600/seat, there is more than enough demand at 600-1k/seat from P-car folk.

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I've been at FSI for 13 months and have been present for almost every dyno session since then. I have yet to see any engine tested at FSI "only make" 280 at the wheels. Even early 3.4- 3.8 Stage I engines make more power than this. When I see the picture of this 311HP dyno chart I notice that it is on the old Winpep 7 and the peak power is made way higher than FSI engines of today. I see most plots peak at 65-6700 RPM. The power curve is also really bumpy, and that tells me that it was early on in the Winpep 7 software days when the smoothing wasn't as good. That plot is likely well more than a decade old based on that, as a guess. At my prior job we had the same dyno in that Winpep 7 era, so I've done a ton of work using it, and know what those plots look like. Really, this plot doesn't;t look like any FSI plot I have every seen, however I can clearly tell it is an M9X engine due to the characteristics just past 5,200 RPM that are a constant amongst engines in this family.

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Good for you, and all the moreso if you like forced induction, many don't. I've had a foot in both camps : 996.1 GT3, 996.1 GT3 Manthey K400, 996.1 GT3 997 fitted with a 997 Cup engine (465hp at 8400rpm and makes a 996 Turbo sound dull and rev akin to a diesel) 996 GT3 RS, 997.1 GT3, 996 Turbo mapped and Ruf exhaust (500hp), 996 GT2, mapped and Ruf exhaust (540hp) every single one of them Mezgers, so I can appreciate both types of motor. So, rather than being a big fish in a small pool, how about you go and post on the 996 GT2/3 or the 996 Turbo forum and play with fish of your own size (and bigger) on there instead ?

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yes sir i post on the turbo forum. I have also driven a ruff gt2. I actually enjoy both cars. That�s why I own both. I definitely agree with you about the stock turbo sound, that�s why right away we gasket matched and installed headers and exhaust on the turbo. The stock set up sounds like a lawnmower.

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Value analysis with stuff like this never works out. If that was the case every "hotrod'd" 911 driver would just have a new RS or alike. Im sure the 991 motor feels much funner in this car than in a base 991.

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agree about the better 991 engine. But the most popular LS conversion has been done many times and it�s pretty effective. I seen cars sold for $25k with the ls in them. I have never driven one of those and definitely the porsche purist will never go for that, but performance per dollars spent that�s probably the best engine transplant that you can put in our cars. Maybe one day I�ll meet someone with one of those cars and get to see how that drives.

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Not by a long shot. Supposedly he wanted something different and likes the character of the 9A1 This is probably way more than that figure... on both ends. But the 9A1 is a better engine overall

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Following up again on this one, I did get confirmation that Corbeau will indeed build you a set of 996 GT3 replica seats in kevlar/Perlon for ~$2400. Not a bad price at all, throw in mounts and you're maybe at $3k for a great setup from a reputable vendor.

I really like corbeau I’ve had a set in my e30 m3 for years well made and durable

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I wouldn't touch a 9AI engine for another couple of years. Need to see what breaks, why it breaks, the available solutions and work arounds, not to mention costs. Too many folks seem to think the grass is greener in their neighbors yard until they realize that all they have to do is fertilize theirs. But I wish Jethro and everybody else all the luck in the world as they pave the way.

Jethro’s article on his car: https://www.evo.co.uk/porsche/911/20...ibextid=Zxz2cZ Porsche '996.3' 911 Carrera specs Engine Flat-six, 3800cc Power 386bhp @ 7425rpm Torque 308lb ft @ 5875rpm Weight 1367kg Power-to-weight 287bhp/ton 0-62mph c4.5sec (est) Top speed c180mph (est) I'm looking forward to the video.

From JB�s article : �Another huge change is the adoption of a 996 Cup electric steering pump, as there was no way to run a hydraulic pump from the new engine. Lighter and without the usual power-scavenging traits of a hydraulic pump, it seems the perfect solution. However, you play around with the feel of 996 steering at your peril! It�s such a highlight of the car. Luckily, most of the texture has been retained and although the steering requires less effort it�s still worlds better than a modern ePAS system. I�d like to investigate a way to slightly reduce the assistance as it�s clearly set up for slicks and lots of camber.� I ran exactly the very same �Cup� PAS electro-hydraulic pump on a Mk 1 996 GT3 that we shoehorned a 997 Cup engine into, that Iain Lichfield has fitted to JB�s car. It�s actually an off the shelf TRW part used on the Vauxhall Zaffira. Now correct me if I�m wrong, but I�ve not seen many Yummy Mummies running their kids to school in a Zaffira equipped with slicks and race level amounts of negative camber engineered into their suspension ... so the notion that the pump is modified for use in a 997 Cup designed to run slicks and large camber is, I�m afraid fanciful. Furthermore I suspect his comments on the electro hydraulic PAS pump reducing parasitic losses are erroneous. Any pump requires power to drive it. In the case of the original engine driven hydraulic pump, that power comes from a belt driven from the engine�s crankshaft, which will create parasitic losses. However the �Cup�/Zaffira electro-hydraulic pump uses an electric motor to turn the pump. The electric motor requires electrical energy to work, and said energy comes from either the battery or the alternator, the latter of which is driven by a belt which in turn is driven from the engine�s crankshaft, along with the attendant parasitic loss caused (and the Zaffira�s pump is running constantly, so the parasitic losses are, like the original belt driven hydraulic pump, always there when the engine is running) So unless JB�s PAS pump is being driven by Stuttgart fairy dust, the parasitic losses are still present, they�re just caused by a different component ! Would I be correct in thinking that the parasitic losses would be the same whether they�re created turning a hydraulic pump directly with a belt, or indirectly via an electric motor driven by an alternator that too is driven by a belt ? Strangely, unlike JB, I actually found the steering to be slightly heavier using the Cup pump, rather than the OE pump arrangement. It was noticeable, but not annoyingly so.

^^^Nothing like splitting hairs! The alternator is being driven by the serpentine belt regardless of any other ancillary devices.The fact that he�s removed the mechanical ps pump has reduced parasitic power loss due to driving that pump. It�s pretty simple really. *Adding electrical devices doesn�t make it any harder to drive the alternator - as long as it�s putting out enough current/power it�s all good�

I haven't taken an amp measurement, but the pumps do come equipped with a 80A fuse.

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Opel/Vauxhall Zafira pump is exactly the same pump that Cup cars use. Only difference is in wiring loom (and the price too). You can actually set that pump to run on demand, but I thought that for consistent pressure supply it may be wise just to let run.

Carmakers have gone to electric assist to save fuel and money. Electric assist definitely reduces (but does NOT eliminate) parasitic losses. Electric-hydraulic systems also reduce parasitic losses, perhaps not as much as pure electric. Both of them do so because they are not drawing power constantly, but only when the wheels are turned. A belt-driven pump is using engine power all the time.

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As Pete says above, the electro-hydraulic pump runs constantly, and thus it is drawing current and creating parasitic loss from the moment the ignition is switched on. I don�t pretend to be an expert in the finer details of PAS pumps and racks, but I imagine both the straightforward hydraulic pumps and the electro-hydraulic pumps are pumping fluid constantl (but whilst there is no steering input to the steering rack from the driver via the steering wheel and column, and in turn its valves opened to enable assistance) the fluid in the system bypasses the rack and circulated around the system with minimal obstruction. When a steering input is received via the pinion and the valving is opened to enable assistance, the pressure is ready and waiting, and rather than bypassing the the rack and being circulated back to the reservoir, it works on the rack to provide assistance. So the parasitic losses whilst they do exist in both pumps, are roughly equal when there no steering input is present. I�d suggest the move to E-H pumps was primarily to reduce costs and complexity, whilst the shift to fully electric racks is the same, but comes with the added benefit of being able to provide differing modes and genuinely reduce parasitic losses to improve emissions.

The main (perhaps only?) Benefit of Electric driven PS pumps compared to engine driven pumps is that the parasitic losses do not increase at higher engine (and thus pump) rpm since the electric motor runs at constant rpm.

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Moving the weight of the pump and reservoir to the front of the car is a benefit for me.

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True in case of a 911!

185mph and some OVERSTEER | European Roadtrip in Jethro’s-own 1998 Porsche ‘996.3’ 911 Carrera (youtube.com)

That was a great video and love the 996.3 name! Was quite impressed that the car felt stable at those speeds being 25 years old.

I'm usually all in favor of doing objectively dumb but cool or fun things to cars, but this is a pointless swap. For that money, he could have had a fully built Mezger motor and a built transmission, and they would have essentially dropped in. Pin the coolant pipes and really, there aren't a ton of other problems to worry about. The Mezger is so heavily developed by now that it's likely to end up being a much more reliable platform making at least as much power as his 3.8 9A1. Plus the Mezger sounds better.

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I have done said swap and there r probably a 1000 unique parts u need to swap. So unless u have a donor there is no way u could come anywhere close to that swap (much less a built mezger) for any where close to the 4.1l cost. I do agree it does sound much better

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I was talking about the 60k GPB number being tossed around, but yeah, it wouldn't be a cheap swap by any means, just makes more sense to me than a 9a1.

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Yea for $60k it would be a roller a d a different car .

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x2, I run the TRW pump in my 996, mounted in the frunk. Great steering feel and I have it wired to a breaker to turn it off if I ever want to. Could easily wire in a switch to the dash to cut power to the trigger wire. I use the cell phone plug as trigger sources, ign on. This was mockup, I used much better bolts and redesigned the bracket afterwards to optimize. A car audio amp goes in between the pump and brake booster, held at a 45 deg angle to route wires behind the spare tire. Makes for a very clean install. Brackets will be all black soon too. Modified the plastic cosmetic cover to go over the booster and master cylinder for a completed look.

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It should do !! Jethro suggests the exhaust cost as much as the car cost him back in 2013 (�12k) ... I think the �60k figure is unrealistic, we have plenty of individuals and companies in the UK that I reckon could do the swap for �35k (and that includes a used 991.1 3.8 S engine at �10k). There's no justification for spending �10k on the exhaust on a project such as this (especially as it isn't even fitted with cats, thus wouldn't pass our annual inspection) My guess is Cargraphic 997.2 3.8 headers would fit the 991.1 motor : https://www.cargraphic.de/en/your-ve.../carp97dfifkr/ use a set of Mk 1/2 996 GT3 mufflers : https://www.fvd.net/us-en/2101119960...-mk2-85db.html and a set of Mk 1/2 996 GT3 cats/crosspipes : https://www.cargraphic.de/en/your-ve...p96gt3katobd2/ There's no doubt other cheaper options, but the FVD/M & M stuff is top quality, as is the Cargraphic stuff. I suspect the Syvecs ECU is overkill, but may have been the only unit Litchfield could find that would control a DFi engine and work in tandem with the Mk1 996's basic canbus system (though Jethro seems to suggest that they pretty much hardwired the dash clocks directly to the ECU to make them work) The none fly-by wire Mk1 chassis is the most basic and thus should be the easiest to swap motors into, but the reverse proved to be true, solely because the canbus system is basic and archaic, and the Bosch ECU has nothing like the outputs or processing power of the Mk2 ECU which was designed to operate Variocam plus. I managed to get a 997 Cup engine to work in one, but it took the skills of a very adept Porsche specialist who knew both the 997 Cup cars and Mk1 996 GT3 inside out, and even more adept mapping and ECU specialist to make the Mk1 OE Bosch ECU run the Cup engine with its two resonance flaps and create the strategy to make them open and close either in tandem or separately at the differing points all through the rev range ... the end result was beautifully executed and could have passed for an OE car under the engine cover and was powerful (465 fwhp at 8200 rpm) , but not particularly nice to drive :

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I stumbled upon this video yesterday and absolutely loved it. Very informative and very interesting. I love how it's a custom, one of a kind build. LS swaps are cool, increasing the displacement on the M9x is cool. But this, amazing. Great job. Yea, it costs a bunch, but who's better then you? Keep it up and enjoy those miles. The 9A1s came out in 2008 for the 2009 MY cars. I'm sure there has been plenty of time for ugly gremlins to show their face (atleast any that make people steer clear of these engines). Yea, very sparse bore scoring, some cam bolts that backout, HPFP issues, nothing that cant be monitored closely or remedied easily. I'm no expert, by any means. I'm one to learn, if there's something to be taught. So if there are major problems on the 9A1s, please enlighten me. I'm genuinely curious.

All you gotta do is Google "Problems with Porsche 9A1 engines" and you will see a list. Same for every Porsche model and engine type. Importantly, my comments are not a criticism of the 9A1 engine. They are a realism that it takes a length of time for "unknown" issues to surface, be quantified and then for solutions and procedures to develop. The 3.4 is going on 24 years and 3.6 is going on 22 years. Alot has been quantified on the m96 from year 15 thru 24, and alot of M96 solutions have developed in just the last 5 years. No reason to believe the 9AI will be any different. But who knows?

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I understand your point, thank you for clarifying your thoughts on it. I'm not disagreeing on the fact the these engines have problems or may even develop them down the road, I think these engines are less problematic and more of a modern approach to the previous configurations. Ofcourse, these are mostly opinions and truly doesn't matter. It's all on what he wants to do. The dude wanted to take risks on this swap. It was a leap into the unknown. We don't know the 20+ year lifecycle of these engines, we didn't know the process on how the swap was to be done, there are many variables to include. Think of the first LS swapped 911...(Insert purist comment or how GM is crap comment here).

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Absolutely. I'll be the first to admit that i am a traditionalist but I do appreciate someone taking the time and money to swap an engine and deal with the headaches. It ends up solving for issues that materialize from the swap that may be able to be used in some way in the future as an idea to solve M96 issues. Bottom line is I think Jethros swap is pretty cool and i am cheering him on.

I think the swap is neat and it�s ultimately constructive for everyone to get an honest take on the process, which I read as �This was much, much more difficult than expected and cost a ton of money. We probably wouldn�t do it again.� I�d bet my *** he�d have gone Hartech or another kind of Nickes-based rebuild if he had to run it over again. I�m curious what the actual failure of his m96 was. The horsepower convo is kind of ridiculous to me at this point. Any of you ever look up the hard numbers of deeeeply beloved and *special* P-Cars like the 993 RS? Anything in the 300 WHP range with the engine in the back in a car that weighs around 3k lbs with a solid torque band like that should be sublimely fun and engaging to drive.

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I owned one back in 2005. They’re 300 flywheel horsepower on a good day, if you’re lucky. A lovely thing to drive, very tactile, very engaging. But my 996.2 would murder it in pretty much any scenario (except looks, tactility, engagement, desirability and rarity.

Exactly! It's about much, much more than numbers. Gorgeous example btw.

Swaps for more power are interesting. 991 3.8, LS, Honda K, Audi 2.7, Tesla, 996 GT3, etc. Some are pretty pricy even if you are a DIY guy. If you use an indy, they are very pricey. Best deal in the US for more performance is to buy a 996.2 Cup Car. For $50-55k you can have a well sorted one that will make you very competitive on the track. Yep a 996.2 cup car doesn't do you any good on the street. But the money you will save by not doing an expensive swap will allow you to buy a 996.2 cup for the track and funds left over to refresh your 996 for the street. Sure hope 996.2 cup car prices stay low for just a bit longer.

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u must not hang around cup guys that often. A cup is about the most costly way to track. Every 100-150hrs u will spend $50-60k to refresh the motor and trans. This is why the entrance fee is so "cheap".

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I'll be driving one this spring to see what it's about.

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The above is lunacy. The early cups are awesome but there are reasons the cost of entry is so low. They are not well supported any longer from the factory, often times when you buy into one, there are tons of aged out components so you end up replacing things like dampers, knuckles, control arms, fuel cell's and the list goes on and on and on. Often times the factory parts are no longer available and you're in the same boat as someone hopping up a street car with speed parts from the likes of Tarett, Elephant or the like. ETA... They are also engineered to run slicks ONLY... Have fun running a 10-20 trackday season using slicks, the tire budget alone will be into 5 figures. Not to mention... 60-100HR service interval on the motor - $30-35K - This assumes you didn't break anything or the price is going up. 60-100HR service interval on the gearbox - $20-25K - This assumes you didn't break anything or the price is going up. The LS makes more power, can be rebuilt by a hack, has parts availability and aftermarket support out the wazoo... For under the $30K 1 cup motor rebuild costs, you're into a built, dry sump'd LS making 450+WHP in your 996. The people posting in this thread should really try to find an opportunity to get a rip in an LS powered 996 making 400+WHP. Think about this to get an idea about the kind of thrust we are talking... A 2017 Turbo S weighs 3527LBS and makes 580HP crank - a power to weight ratio of 6.08 LB/HP A 3200LB 996 with an LS making 550 crank WHP has a power to weight of 5.8 LB/HP Your car is suddenly fast, not quick fast, fast fast. Fast is pretty fun in my opinion. I love Jethro's build, I think for someone not trying to make a value argument, great. But, there are certainly ways to have a skinned cat that is faster, cheaper and easier to maintain than his method.

The insane 50hr-100hr rebuild schedule at $50k-$60k is for "Competition Only"..which is what these are were meant for... But plenty of people doing WAY more hours than that on them just for "fun"... It's like the " Porsche Track Schedule" for the GT3 Center Lock Wheels and bearings, hubs, and even the carriers,...Nobody follows them..( unless they are in Competition)

No argument, an LS provides a very attractive bang for the buck as a swap option.

I think when u burn a candle that bright it does matter if u r driving it to the rev limiter during a hdpe or a race. The cups need to be driven hard or they r terible and maybe even dangerous. It is true that u can extend the rebuild cycle at the expence of horsepower but when it needs to be done u pay out the nose. As an example of how easy it is to get to 100hrs.....i did 40 days last season and put on 90hrs. If u get a cup car u can only drive on track so unless u want to have a garage ornimate. U r gonna do a bunch of track days and spend some serious $$$ if u buy one.

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Yep. My indy has plenty of examples they work on and support in various levels of race competition and DE. With 996 GT3s going for $125k+ and Cup cars going for $50k+, the Cup is starting to look very attractive for someone that wants a dedicated track car and is willing to spend the money to keep it running. If not, then it's the wrong car.

IMHO if Track Days were causing an increase in engine wear , it would show up in the ppm of the UOA after a Track Day..and I have seen't seen any evidence of this. The oil will show signs of wear/additive depletion, but not an increase in metal wear ppm.. Are you seeing a big increase in metal wear on your UOA's?

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Dont do them...ignorance is bliss. Also every blown motor is an opertunity for greatness (and to drain a bank account). Although it is deff taking a toll on the trans syncros. That i can feel.

There are so many different levels of track usage and degrees of use. This is why I recommend to everyone to go to a couple of major PCA club races at the top tier tracks. What you will see is a mega number of Indys from across the country with multiple tractor trailers transporting the race cars and DE cars to and from the track, as well a providing mechanical and pit crew services. The reason this is important is that there are a large number of guys that have their indys store, service and transport their cars to the club race and DE events. They drive their car at the track, and then the indy takes the car back to their storage facility. Many of these guys only do a couple of races a year. Same can be said for DE guys. 2, 4, 6, 8 events a year are very common. 20-40 events a year is not. Sure, the newer you are to the track, the more time you put in. The longer you have been doing it, the more condensed the number of events. So if 1 track day is 4 sessions at 30 min, you just put in 2 hours. If you are a weekend warrior just going for personal best times, you can probably go 120+ hours on a fresh Cup engine and trans. At that rate, you got yourself 60 track days at 2 hours a day. If you do 6 a year, you are looking at your next rebuild in 10 years.

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You're not going to blow up the motor.. I have 5x the miles on mine and it's still awesome. Using my Johnny Carson swarmi hat I do see a $16k trans rebuild in your future.... not much can help that.

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Correct, if not run at the redline, and abused, they will do waaaay more than the factory advised hours. Sure there may be a slight loss in performance as the hours increase, but it will be minimal, and for for trackdays, that�s really not an issue. When all is said and done, a Cup Motor is nothing special, the heads have some decent sized ports, the Variocam is deleted, but beyond that we�re not into the realms of the R/RS & RSR motor�s which will grenade (expensively) if they�re not torn down and the lifed components refreshed or replaced as decreed by Porsche Motorsport. Keep chucking fresh oil at a Cup Motor and it�ll do many, many hours between teardowns. As for the suggestion of fitting a V8 into a 996, I�m afraid I�m a �purist�, if I wanted a big V8 for circuit duty, there are other, far more appropriate non-Porsche chassis to drop one into. Mine would be an E46 coupe chassis, and not even an M3 version.

Jethro Bovingdon collects his @Litchfieldimports modified 996 after Gyeon PPF and coatings at Ti22 A cool little detail video of the car. Shot before this video, which is worth a watch again. Wild how much was done to it. (228) 185mph and some OVERSTEER | European Roadtrip in Jethro’s-own 1998 Porsche ‘996.3’ 911 Carrera - YouTube

It appears that Corbeau's GT3 seats, which are seen on Jethro's 996, are available to order now. GT3 996 REPLACEMENT SEATS - PAIR | Corbeau-Seats Someone is selling a set in DC. They look pretty good. https://www.facebook.com/share/1AVti8kSgZ/

Great option and great price.

The FB seller reached out to me and provided some feedback on the seats. The seats are sold already and were listed for $5000. Patrick JC Hey Patrick � appreciate you sharing this on Rennlist. Given the amount of interest in these seats, I thought it would be helpful to add my firsthand experience (feel free to post this there as well). I shared all of this with the buyer prior to the sale. Positives: The seats are extremely high quality. I opted for the carbon shell, which was an upgrade, but absolutely worth the spend in my opinion. The weight savings are significant � with the carbon shells, both seats including all mounting hardware weighed in at 74 lbs total (as shipped). Neutral: These are definitely Euro-sized seats. I�m 6'3", and while the fit was tight, the bigger issue for me was that the harness pass-throughs/grommets were too low for my six-point harness to comfortably fit over my HANS device. These seats are best suited for drivers under 6'0" and roughly a 32" waist. Negatives: Although the seats are manufactured by Corbeau UK, everything had to go through Corbeau USA. My rep at Corbeau USA was pleasant to work with, but communication required consistent follow-up. The pattern was usually: I�d reach out, they�d say they were waiting on the UK team, then I wouldn�t hear anything for 2�3 weeks until I followed up again. This ultimately resulted in a 6+ month wait to receive the seats. To add to the confusion, I unexpectedly received the mounting hardware in a separate package before ever receiving a tracking number for the seats themselves � despite being told the tracking would be provided as soon as the seats shipped. I�m not trying to knock Corbeau � the seats themselves are excellent quality � but the purchasing and fulfillment process was challenging. Worst part: tariffs. I had budgeted for a 10% tariff based on what was being reported in the news. What I didn�t realize is that there are already significant tariffs on UK automotive parts, and the additional 10% was on top of that. I saw some comments questioning the price, but the reality is I was about $6k all-in for the seats after paying roughly $2k in tariffs. That said, the buyer got a great deal, and I confirmed the seats would be a good fit for him before agreeing to sell them. Hope this helps provide some useful insight for others considering these seats from Corbeau. Cheers.

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Thanks for the price clarification. Seems that unless these companies are well capitalized and quick to adapt to the new environment, many will run into tough times without the US market. Hope they adapt for their sake and ours.