CHAM­PAGNE AND CAVIAR

A SHIN­ING EX­AM­PLE OF SO­PHIS­TI­CA­TION MIXED WITH THE RAW­NESS OF PORSCHE’S MOTORSPORT PROW­ESS — IN­TRO­DUC­ING VINCE’S AIR-COOLED, FLARED-OUT, AND HUGE-FOOTED ’78 911 SC

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We like to imag­ine that, back in the day, all ’80s Porsches lived a life of lux­ury and de­bauch­ery at the hands of wealthy Wall Street ex­ecs. Vince’s own ver­sion of the clas­sic 911 mixes that aura with the raw­ness of the brand’s motorsport prow­ess, thanks to a few stand­out fea­tures that are sure to piss off the purists.

You’ve got to ap­pre­ci­ate the finer things in life, and, back in the early ’80s, there would have been noth­ing bet­ter than a wealthy com­pany exec rail­ing a line of Columbia’s finest off the dash­board of a brand-new Porsche 911 SC while on the way to a com­pany-bankrolled ‘party’. That’s the quin­tes­sen­tial Amer­i­can dream that many a Euro­pean sports car has be­come as­so­ci­ated with over the last few decades, any­way, though the de­scrip­tion is a scene more likely to be found in a Hol­ly­wood film than in the real world — such ideas don’t come out of thin air, though … Well, Vince Pi­eterse is not a com­pany exec, nor does he at­tend com­pany-bankrolled par­ties after rail­ing lines from the dash­board of his ’78 911 SC. He’s spent the bet­ter part of his in­volve­ment in cars and motorsport at the other end of the spec­trum, fre­quently found pi­lot­ing the likes of Sil­vias, as he has a se­vere soft spot for ve­hi­cles of the Ja­panese va­ri­ety. A self-con­fessed se­rial seller, he tells us that, after sell­ing up what­ever car he had when the urge to push away from the rough-and-raw door-to-door prox­im­ity of drift­ing grew, he be­gan eye­balling lux­ury Euro­pean cars. A fan of the sleek 911 since his child­hood, Vince couldn’t help but buy one of his own, and went through three other ex­am­ples be­fore ob­tain­ing the car you see be­fore you.

“The first lot were al­ready mod­i­fied, and I spent a lot of time re­vert­ing them to stock,” he says. “They are get­ting to be quite valu­able cars, so, each time I fin­ished one, it wouldn’t hang around for long, and I wanted to buy a stock one to mod­ify it in my own way.”

This car had been on his radar three years prior to pur­chase but hadn’t been within his price range. When it was the right time, Vince had to hunt the owner down through an old work email, and, as he had changed jobs twice in the in­terim, the car was hard to find. When he fi­nally found it — the kicker be­ing that the seller had lived only 500m from Vince the en­tire time — he dis­cov­ered that it had been dereg­is­tered and rust had formed. After that or­deal, mod­ify one he did. He tells us the plans were much to Porsche purists’ dis­gust — Porsche own­ers are a very spe­cific bunch of en­thu­si­asts, and there was much dis­cus­sion about the ‘overly am­bi­tious’ choice of feet and the huge guards that en­com­pass them. The spe­cial-or­der Work Meis­ter 3Ps mea­sure in at 18x9.5-inch (+12) up front and a massive 18x12-inch (-20) down back — need­less to say, the old boys were

Vince says that when he con­sulted a few Porsche en­thu­si­asts about his plans, he was told the wheels would never work and that he was a fool for try­ing. What those folk didn’t count on was the huge 930 flares he also planned to run

less than con­vinced that such sizes were even pos­si­ble to put on the ’70s-era chas­sis. What they didn’t count on, though, was that Vince planned to chop into the fac­tory metal and re­place the tiny rear arches with the much larger 930-style flares, along with car­bon 930 front guards, bon­net, and boot lid. It seems he’s a Jack of all trades, as he also grafted a cus­tom front-bumper blade with a 934 valance on top of the fac­tory op­tion and added an RSR rear bumper and RSR 964 car­bon wing down back for good mea­sure. Adam from C’s Garage lent a hand with the front-bumper sup­port and oil-cooler mount to en­sure that Vince didn’t de­stroy the one-off bumper.

While that was un­der­way, at­ten­tion was also turned to­wards the in­te­rior, which had seen far bet­ter days. The idea was to go big on the ex­te­rior and stay re­fined on the in­side, so all the fac­tory kit was re­trimmed in black, and the dash was re­cov­ered in suede by Mid­night Up­hol­stery.

Ask any­one who has worked on a car’s in­te­rior and they will no doubt tell you about the hordes of down­right weird things that ap­pear from the crevices dur­ing a re­trim, but Vince wasn’t ex­pect­ing to re­move the head­lin­ing and have two Amer­i­can $20 bills fall out onto his lap — per­haps that wealthy com­pany exec was in­ter­rupted

The 1978 car’s 3.0-litre heart fea­tures the era’s pin­na­cle of fuel in­jec­tion tech­nol­ogy — Bosch K-Jetronic. This fu­eld­is­trib­u­tor sys­tem is con­trolled by airflow, which de­ter­mines how much fuel is sent off to each in­jec­tor — cut­ting-edge stuff back then, not so much to­day

Val­ues for orig­i­nal­con­di­tion 911s of this pe­riod have sky­rock­eted in re­cent years, and, although fig­ures state that nearly 60,000 units were sold, many have been claimed by rust, which makes this a much sought-after chas­sis

mid-cham­pagne ses­sion and had to stash it up in the head­lin­ing to avoid some heat … Be­liev­ing the notes to be part of the car’s char­ac­ter, Vince kept a bill for him­self and dated the other, be­fore re­turn­ing it to where it had been found.

Drug para­pher­na­lia aside, the in­te­rior also fea­tures slick cus­tom car­bon door cards and RS door pulls, while a wooden Nardi steer­ing wheel trans­fers the driver’s in­put. With each piece of the puzzle un­der­way and the ex­te­rior pan­els still adorned in their mis­match­ing paint­work — a lovely mix of grey on red on car­bon — Vince picked up the gun to lay down some new colour — lus­cious coats of VW/Audi white. Know­ing that he didn’t want to spend time dick­ing around with mul­ti­ple oc­ca­sions on the gun, the front sus­pen­sion was stripped out and sent off for plat­ing be­fore re­turn­ing for its lick of paint then in­stal­la­tion along­side the new set of Bil­stein Sport shocks and hol­low tor­sion bars.

Not to for­get the car’s her­itage, the en­gine re­mains all-but stock. To put it sim­ply, you just can’t beat the sound of a ’70s-era air-cooled 3.0-litre scream­ing its way along a windy coun­try road with the sun blar­ing down on the car’s fresh paint­work, big hips, and massive amounts of dish, and we can’t blame Vince for mak­ing that call at all — that’s the dream, right there.

HEART EN­GINE: Porsche, 3000cc, flat-six (air-cooled) BLOCK: Fac­tory HEAD: Fac­tory EX­HAUST: Two-inch ser­rated stain­less sys­tem FUEL: Bosch K-Jetronic in­jec­tion IG­NI­TION: Fac­tory ECU: Fac­tory COOL­ING: Front-mount oil cooler

IN­TE­RIOR

SEATS: (Driv­ers) Parts Shop Max STEER­ING WHEEL: Nardi 330mm INSTRUMENTATION: Fac­tory EX­TRA: Car­bon door cards, RS door pulls, new head­liner, re­trimmed in­te­rior, dash re­cov­ered in suede by Mid­night Up­hol­stery

EX­TE­RIOR

PAINT: Bare-metal re­spray in VW/ Audi white (X3344) EN­HANCE­MENTS: Porsche 930 front guards, bon­net, and steel rear quar­ters; cus­tom front-bumper blade with 934 valance; RSR rear bumper; RSR 964 car­bon wing

DRIVER PRO­FILE DRIVER/OWNER: Vin­cent Pi­eterse AGE: 25 LO­CA­TION: Auck­land OC­CU­PA­TION: Busi­ness devel­op­ment BUILD TIME: Three months LENGTH OF OWN­ER­SHIP: One year

THANKS: Kourt­ney, Kim, Khloe, Ken­dall, and Kylie

DRIVELINE

GEAR­BOX: Porsche 915 five-speed CLUTCH: Fac­tory FLYWHEEL: Fac­tory DIFF: Fac­tory

SUP­PORT

STRUTS: Bil­stein Sport, (F) 23mm hol­low tor­sion bars, (R) 32mm hol­low tor­sion bars BRAKES: Porsche two-pot

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