Decklid-spoiler air cowling?

I'm not sure of the exact part name, but should all cars have the accordion/expanding cowling between the spoiler and decklid? My car did not come with it--looks like it was removed. Don't know if that is a help or a hindrance to air flow and cooling at speed (on track) with the spoiler open above 75 mph. Comments appreciated.

it should have it... was most likely removed because they crack its called the "wall"

I like it: "The Wall!" Guess the idea is to maintain good airflow or smooth the air for the intake with the spoiler up. Is it removed when a fixed wing is installed?

Pelican parts lists it for $116.00 shipping included. Should I just save the $$ for gas?

yes...fixed wings dont need the wall - they need to stay clear of the wall I sold one of these about a year ago for around $50 IIRC... they do pop up used from time to time but mostly they have an entire rear deack attached... I dont think they cost much new.... try Suncoast Porsche (since you are eastcoast)

you might also need the little buttons that hols it in place.... some idiot cut the number for those off in the picture above need the P/N?

Guess I should steer clear of getting a fixed wing for a while then; enjoying a whole new level of spins and off track escapades with moving to the 996. Good thing NJMSP is mostly open off-track. Hey, what's a little gravel, grass and dirt in your radiators anyway!? Maybe if I had the grill wall in place, the rear wouldn't slide out so much. Oh, wait, that's me lifting . . .

Ed: I'll need to confirm whether the buttons/mounts are still in the rails--which I think were left in place. Thanks for the info/help.

LOL @ lifting... my first event I was a "nervous driver"... by the second one I was a "dangerous driver!" yup, I lifted and came about, missed a 55gallon drum by inches in a spin pure luck i didnt wipe out the car... some 20+ events later I am almost dangerous again (differant meaning of dangerous though)

I was comfortably dialed in to a well-sorted '88, and was progressing well with the skills sets. Made the jump to the '99 and I am a bit lost right now with the differences in feel, characteristics and capability. Looks like we did the opposite: me from a mid 80s to a 99; you from a 99 to a mid 80s. Hopefully your 915 tranny and shifter (read: bushings and coupler) are in good shape. Of course, I cheated a bit with a 3.4 conversion from the 3.2 and many other goodies . . .

recently made my own coupler bushings and have the shifter dialed in new wheel bearings front and rear along with a couple caliper rebuilds and fuild fluch. Brakes and a valve adjust next... and some max performance tires

All and all its just another crack in the wall.

Tires can be very personal, and folks have their favorites, but my '88 took very well to the Dunlop Star Specs. Car was lowered, on hollow torsion bars, adjustable front sway, monoballs and ERP polybronze bushings, Fikse 17s 8&9. Understeer was really dialed out and oversteer became an easy matter of throttle control. Car was a hoot and loads of fun. With a cat bypass and sport 2-out muffler, it had a really lovely growl. I also finally realized the value of race brake pads. After only moderate success with cooling ducts, SS lines, lots of bleeding and ATE Superblue, I finally made the jump to PFC 97 pads. Night and day difference. Fantastic bite and modulation, no fade. Worries about cooking the brakes went away, as well as any thought the car would need a big-brake kit. WHAT-A-REVELATION!!! Ok, enough about the past flame . . . Had a heck of a lot of presence though . . .