A very low mileage 1993 964 was transplanted into the Carrera chassis in the winter of '94-95, the electric console from the donor car was transplanted to clean up the left side of the engine compartment, the stock 964 heater blower and air cleaner were retained(at the time there was no one around to tell me that they wouldn't fit). Patrick Motorsports 9 lb flywheel(The whole clutch/pp/flywheel assembly is ~26 lbs lighter than the stock 964, that's a lot of engine speed rotating mass!!) and conversion harness were used to mate the engine electrically and mechanically to the 1976 Carrera 3.0 chassis and 915 trans.
A Centerforce 225mm dual friction carbon/kevlar, high clamp(90% above oem) clutch was used to transfer power from the engine to the stock 915 transmission. During the winter of '01-02 the transmission was replaced by a 915/67 from an '84. The original mg. case 915 was still working fine, the reasons for the change were, lsd, total rebuild, trans cooler.
Originally I tried to retain the SSI headers from the 3 liter, but I found that the primary tube (1 1/2" 38mm OD 1 3/8" 35mm ID) was far too restrictive for good power at the top of the rev range. Subsequently B&B ss headers(w/heat) were installed(1 3/4" 44.5mm OD, 1 5/8" 41.28mm ID primary tube), the engine is now properly responsive at all rpm. Since the B&B headers have a proprietary spacing, the only off the shelf muffler available is from B&B, I wanted something else so I used a Fabiani header muffler kit, the 2.5" stainless steel pipes are custom cut and welded for a perfect fit. Noise is on the aggressive side, here is a sound bite of the Fabiani Exhaust at idle in my garage, here is one of a Dyno pull to 6300 rpm
Cooling is handled by a B&B 5 1/2" x 2 1/4" x 20" oil cooler mounted in the front spoiler, temperatures have never exceeded 95°C with this setup, under all normal conditions the oil temp stays right at 80°C, the opening temp of the thermostat.
The front and rear bumper caps are courtesy of BW Motorsports(618-622-0524). They are Ruf fiberglass replicas(w/ a genuine Ruf lip in the front) which save ~20lbs. of weight in the front and ~15lbs in the rear. This doesn't sound like much but the reduced polar moment is remarkable and very apparent. Also used and supplied by BW are nerf bars bolted into the original shock mounts, they are under the f/g and provide a little protection to the tub . The front one also serves as the oil cooler mount.
Wheels are Kinesis K5 with powder painted centers. Sizes are 8x17(18 lbs) front and 9.5x17(19 lbs) rear, the Kinesis compare favorably in weight to the 8x16(19 lbs) & 9x16(20 lbs) Fuchs previously used. Tires are Dunlop SP9000 235/45x17 front and 275/40x17 rear. They were selected for durability, quietness, and ride quality. To fit the large rubber on the rear the oil line needed to be relocated to fit in the natural shelf in the wheel well at point D and the nuts at point E needed to be ground down. These point are marked in the 3rd picture below
Brakes are 964 calipers 40/36 mm front & 30/28 mm, rear painted red, with 304x32 mm and 309x28 mm perforated rotors, The fronts are Coleman's, the rears are oem 930 Zimmerman's. A 23.3 mm Mercedes Benz truck master cylinder was found to be necessary, Ate part # 3.2123-1003.3
Brakes have been upgraded again to 993RS spec Big Red 36/44 mm front on 322x32mm Brembo rotors, 993/S4 30/36mm rear on 322x28mm Brembo rotors
Round 2-during the winter of 2002 - 2003 a '97 euro v-ram was purchased and rebuilt to 993RS spec, a custom Cyntex chip is used, power is sufficient(due to dyno variance the only #s I believe are comparison #s from the same dyno corrected to SAE standard conditions, ~20 less than an all out 3.6 race motor, ~40 more than a stock euro v-ram), torque which was the main goal is fabulous
Others who have performed similar transplants;