Porsche & Rennline News

Gravity by Rennline

Gravity by Rennline

We caught up with local car legend Jay Danaher on his newly completed 964 Carrera 4 project. Jay’s a recently converted Porsche guy, but has built and owned performance cars his entire life. This vehicle in particular has gone through several iterations and finally come to rest on the eye-catching configuration seen here. It is certainly not your everyday air-cooled 911.

We knew the car was loaded up with Rennline goodies so our camera guys hopped in the truck and headed down to the Vermont Appalachian gap to do a few late afternoon runs.



Links To Purchase Parts Featured In Video:

Interior Parts

Rennline Aluminum Shift Knob

Rennline Aluminum Gauge Bezels

Rennline Aluminum E-Brake Handle

Rennline Aluminum Floorboard – Driver Side

Rennline Aluminum Floorboard – Passenger Side

Rennline Aluminum Pedal Set

Rennline Lower Dash Delete Cover

Rennline Stainless Steel Sill Plates

Rennline Steering Wheel Quick Disconnect

MOMO Prototipo Steering Wheel

Exterior Parts

Rennline Billet Aluminum Upper Valve Cover

Rennline Billet Aluminum Lower Valve Cover

Rennline Tubular Engine Carrier

Rennline Camber Advantage Strut Brace

Bilstein B16 PSS10 Coilover Kit

fifteen52 Tarmac Cast Wheels

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Rennline Spring Teaser

Rennline Spring Teaser

Spring is finally here in Vermont and we couldn’t be more excited to #GetOutAndDrive! We’ve been hard at work all winter engineering, prototyping, and manufacturing the track proven solutions that you have come to expect from us here at Rennline. Whether you’re getting prepared for your first track event of the season, or enjoying the top down weather in your 986, we have the best quality parts and accessories for your Porsche, Audi, BMW, and Volkswagen.

Check out the Rennline Spring Teaser filmed with Vermont native, Jay Danaher (@jay_speedz) and stay tuned full the full video.

You’re going to want to see this in color. . .

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The Pink 911RSR That’s A Street Legal Race Car

The Pink 911RSR That’s A Street Legal Race Car

We really enjoyed this article from our friends at Petrolicious, so we wanted to share: “We’ve been slowly profiling Tim Pappas’ exceptionally fast car collection over the past year. You might remember his RUF Yellowbird, one of my all time favorite cars. He’s something of a Porsche psychopath, and his latest addition is nothing short of a mad hatter’s masterpiece cooked up by none other than Kevin Jeannette, of Gunnar Racing.

Every single element of the car was put together by Tim, Kevin, and Tim’s family. The interior fabric? Discovered by Tim’s sister. The seats are real rally seats from ‘74. The fuel cell in the front is a factory race option. The spare tire is a factory. The windows are factory 935 options that would have been available back then. There’s a factory PETO fan indicator light to keep the priceless 3.0L RSR engine from cooking itself if the fan was to lose a belt.

“We did every single thing you could have done to the car in 1975 if you had walked into Porsche Special Projects as a VVIP” explained Kevin Jeannette.

I went for a ride in it, needless to say I’m still shopping for new pants.


Ted Gushue: Tim, what is exactly is going on with this car?

Tim Pappas: The idea started in a conversation between Kevin Jeannette and me.

TG: For those who don’t know, who is Kevin Jeannette?

TP: Kevin Jeannette is the proprietor of Gunnar Racing. It’s a Porsche restoration shop based in Florida. Kevin has had a career involved in working on Porsches and racing Porsches starting back in early ’70s in southern California. He transitioned to Florida I think in the early ’80s. In any case, I met Kevin through racing in the year 2000. Over the course of a sixteen year relationship, I have sought his advice on car projects that I’ve been doing. I’ve bought parts from him, I have gone and hung out and gone Porsche crazy over the assortment of cars in his showroom at West Palm Beach, which rivals really any Porsche collection on the planet. Also an amazing collection of vintage Volkswagen, and one of the most comprehensive inventories of rare and unique Porsche parts.

Kevin has the distinction of having restored, I don’t know if it’s fifty cars now, but it’s a number that’s so significant and I’m talking about 917s, 962s, Carrera 6s, RSRs. Really, the guy raced many of the cars in period, saw the cars in their virgin state and has therefore made a career for himself restoring the cars to a level of detail and perfection that very few people in the world possess. I’ve just always loved Kevin because he’s sort of a mad scientist kind of a guy.


TG: How did the conversation around this car begin?

TP: Actually, the conversation was completely unrelated to us doing a project together. He was helping me with another project. I bought some amber molded Plexi windows for another old car that I have. When we started talking about the project that I was doing, he started telling me about how he was in the process of finishing up metal work on a car and his idea was to build a ’75 RSR for the street that would be totally period correct and would be the kind of car fitted with parts…all of which came from Porsche.

Such that if you went to Porsche in 1975 and you were Steve McQueen or Paul Newman or one of the VIPs that they built custom cars for, the gentleman that runs TAG Group had the 935 for the street for instance, this is the car you would have custom spec’d. They built crazy cars for different personalities. His idea was to build a car that would be authentic to the period with all of the coolest hot-rod parts that you could ever get from the factory.

It’s a 1975 Euro Carrera with a 3-litre RSR factory racing engine and 915 gearbox and limited slip differential. The drivetrain of this car is incredibly rare. They were parts and pieces that Kevin had in his shop, Bosch mechanical fuel injection, slide valves, slide valve throttle bodies, a real twin plug distributor. All together add up to basically the pinnacle of what the RSR motor became in that era. Nobody was really building street cars outfitted that way. This was the answer that he and I came up with to what is currently taking place in the arena of custom Porsches.


TG: Expand on that.

TP: I feel like, and he and I have had this discussion on a number of occasions, people are using terms like Outlaw very liberally. It used to be, my definition of Outlaw was a car that Gary Emory built. Now Rod and Gary have built cars. I always thought about Emory’s Outlaws. Then suddenly it just became when you took a 911 narrow bodied car and put a motor in it and suddenly it was an Outlaw.

There are really cool custom cars that are being built, don’t get me wrong. Often times you see a really well executed RSR or IROC replica and then you open up the engine compartment and it has a stock 964 3.6 L motronic engine. Which a lot of people put in there because they’re completely hassle free, turnkey, great performance upgrade for a lightweight 911, but they’re not really that outrageous.

TG: They’re also pretty affordable by comparison.

TP: Oh, completely.


TG: How much would it cost someone to go find that engine today in the current state?

TP: I don’t know that you can find one. I have no idea what that would be, how would it come about to find another 3L RSR engine. I don’t know enough about how many spare motors they built outside of the race car that they built. What I do know is if you had the opportunity to build the ultimate custom 911, this is what you’d do. I’ve had a 911 since 1991. I’ve never kept one stock. I’ve never, ever kept one stock. To me the most fun thing about Porsche is how infinitely customizable to your own personal taste that they can be. There is somebody out there that has remade every single part in the car.

The shift knob, the brake pedals, the seats, the fucking windows, the exhaust, everything has been changed and tweaked and modified. I think that’s so cool. I love that people go out of their way to build really outrageous stuff. Obviously Singer has taken it to almost an absurd level. They’ve taken bespoke and turned into something completely huge. I don’t think anybody imagined that there was a market like the market that Singer has created. It’s a very specific thing. They’re expensive and they’re catering to a certain market.

This project is just a whole different breed. If you gave somebody who is the race historian, restoration mad scientist guru of Porsches carte blanche, this is what you’d get. And I’m not going to say that Kevin is the only one that fits that description, there are guys like Kevin in every country where Porsche has had a history of racing. There’s people like Kevin in Europe, in Australia, in Asia. He just happens to be the guy that I know and respect and appreciate in the U.S.


TG: What’s it like to drive?

TP: The car is just, it’s sensational. The most fun thing about these cars is how connected you are to the experience of driving. There’s nothing in between you and the road. When you drive a lightweight 911 that has big brakes, you just can’t believe how much stopping force they have. We are so spoiled when we drive new cars, all of the electronic aids that have been developed in order to make the cars safer, faster, higher performance, there’s no question that this car versus a GT3RS on a race track, the GT3RS is going to walk away from it like it’s nothing.

The experience of driving this car is going to make you smile from ear to ear forever. I think that the GT3RS experience is fun, but it’s the difference between the analog and the digital. Do you want to take out a record and run it through the nitty gritty machine and clean it and make sure your needle is aligned and sit down in a comfortable chair and really listen versus the immediacy and the high tech experience of what the digital age has brought?

That’s really the difference between this car and the current factory 911 high performance hot rod. It’s analog versus digital.”


Words and Photography by Ted Gushue at Petrolicious

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Rennline x RWB Sacramento

Rennline x RWB Sacramento

Rennline social media manager, Nick Coutu was lucky enough to interview Newton Kwan (@rwb_sacramento) and ask him a little about the story behind his amazing RWB 993 build.  See how Newton turned an average Porsche 993 into a dream RWB build that will leave you drooling.  Leave a comment and let us know what you think!


Photo by @boldcopy

1. Tell us a little bit about @rwb_sacramento – what was your  inspiration behind building the car? 

My goal with building RWB Sacramento was to have a wild street-able track car.  I wanted something I could take to run errands in and something that would be a weekend warrior on the track. Years ago I was lucky enough to meet Nakai San in Japan and he introduced me to the RWB family.  Nakai San was so welcoming and as we talked more we had many of the same passions for cars.  Nakai San and the RWB family really inspired me to build out my 993.

Long story short, when I met Nakai San in Japan he took my fiance (now wife) and I out to Shabu Shabu after we landed from a late night flight.  As the taxi dropped us off, I was mesmerized by seeing the RWB headquarters.  It’s kinda of like a fantasy car heaven with RWB’s everywhere.  So, him and his friends waited up for us and took us to dinner and I had so many questions in my head about the RWB’ss.  I was skeptical, very skeptical of RWB’s rubbing and camber and all those things that make car enthusiasts frown.  Before Nakai San answered any of my questions he was like…”Get in.”  Pointing to RWB Adriana, we were heading off to dinner with the Nakai San.  I got in the car and moments later it was like a thrilling action movie.  We were flying down the dark narrow streets of Chiba with straight pipe exhaust screaming in the night.  In my head I was like ‘OMG’ this is amazing and holding on for dear life.  Keep in mind some of the the roads are maybe 1 and 1/2 lanes wide and as other on coming cars were coming we would weave around effortlessly.  I was so surprised how well the car handled.  There wasn’t any rubbing and the corning was very precise.  As we arrived at the Shabu Shabu restaurant, I got out of the car and I said, “Nakai San I need one.”  That was the moment I knew I needed an RWB.


Photo by @boldcopy

2. Why RWB? What was it like working with Nakai San?

I choose RWB because I wanted something special and I wanted it to be a unicorn.  I choose RWB because I wanted it to be perfect.  The attention to detail and meticulous craftsmanship is unheard of.  I also wanted to share RWB with people who haven’t experienced or heard of these before too.

Working with Nakai San has really been an honor for me.  I have been lucky enough to travel around with him and help with over 30 RWB’s.  He’s definitely been a great mentor and friend to me.  Nakai San knows everything about Porche’s and his craftsmanship.  He is very humble and a very hard worker.  Its mind blowing to see how all of the lines and measurements are done by eye.  He uses his finger to bond the panels with sikaflex and these RWB’s always come out perfect.  He is always the first and last person working.  In my experience with him, I just try and keep up and soak up the all knowledge and work ethics that I can.


Photo by @boldcopy

3. I remember you mentioning that you’ve auto-crossed and raced  the car on the track. How did that go? How did the car do?

Prior to the RWB transformation, I auto-crossed and tracked my cars.  I have a little process where I like to start with stock cars and modify them to see how the cars progresses and improves with each modification.  Last year my car spent a lot of time jumping from shop to shop getting work done, so it hasn’t hit the track yet.  I’m hoping this year I have the the time track it.  On a brighter note, the car is ready for the track.  Last year I was able to finish the year with a corner balance and alignment to track specs.  I weighed in at 2800 lbs (400 lbs under the stock weight) and it has a perfect cross weight now too.  So I’m excited to see how it performs too.


Photo by @boldcopy

4. We noticed a few Rennline parts on there – which parts did  you choose? Why Rennline?

I wanted a very clean and retro look.  I went RS style interior (it used to all be tan and I went with the silvernet black).  I relocated the center console to the dash and added more leg room with the lower dash delete.  Removed the back seats and customized the rear panel.  I also wanted it to be lightweight and it’s all sound dampened with Dynamat.

For the Rennline parts I went with the following:

I think I got my CAE Shifter through you guys too 🙂 I love it!

I choose Rennline because you guys have the best parts and fitment and excellent customer service, not to mention an excellent reputation in the Porsche world.  Still on the wish list is silver gauge rings, seat brackets once I get my seats, the rest of the control arm pieces, drop links and strut bar.


Photo by @conley916

 5. What do  you see for the future of @rwb_sacramento?

These cars are never ending projects.  Next is engine work and seats.  It lacks a bit of power, but for a streetable car in CA we have the worst emissions regulations.  It will get intake, exhaust, tune, clutch, and lightweight flywheel and we should be good.  These are all long processes, so maybe even start on RWB Sac. #2???? 🙂


Photo by @rwb_sacramento

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Project 50 Shades Of Grey

Project 50 Shades Of Grey

After searching for several months for that perfect backdate project car, we came across a 1975 Carrera that had been converted to a Slantnose by a SoCal dealership in the late 80’s. Being a California car, this chassis was rust free and a great starting point for what was to come. In addition to the rust free chassis the car also had the entire drivetrain from a 79 930. After a few more questions we learned the car had been serviced by our friends at Poudre Sports Cars in Denver, Colorado. A phone call yielded the details; the engine had been built two years prior and the parts list included JE pistons, LN cylinders, ARP head studs, topped with a K27 Turbo. Between the chassis and engine build we settled on this car as being the perfect candidate for our project and had the car dropped back off at Poudre Sports Cars so that it could be shipped over to us in Vermont.


View More Photos Here: “Project 50 Shades Of Grey

Our project was a slantnose 911 before we got it

That famous slantnose front end

Upon arrival at the Rennline shop, we spent some time sorting a few small issues and putting some miles on the engine to ensure everything was running correctly and up to snuff. Thanks to Poudre’s top notch work, this was a short process and within no time the car was shedding its sheet metal in preparation for a complete restoration. A full array of early body panels were sourced and the slantnose parts were removed in preparation for the long hood conversion.

Removing the front end and all the slant nose body work

The beginning of adding backdate bodywork

We are never ones to miss the opportunity to develop fresh parts for the Rennline catalog, and this project was the perfect chance to so some applied product development. First up was an RSR Style Strut brace which features dimple-died strut tower reinforcements to all but eliminate flex between the strut towers and caused by the forces transferred though the shocks themselves to the top mounts. Next up we jigged the new long hood on one of our water jets and wrote a CNC program to cut a hole for our new Center Hood Gas Filler. This piece is machined from billet aluminum right here in Vermont and is the perfect compliment to this or any 911 project.

RSR style weld in strut tower bar

Getting ready for paint with lots of bodywork

Using the water jet to cut a hole for our billet gas cap


With the extensive amount of body work needed for the backdate, we employed a hydraulic rotisserie that was custom built by one of our close friends with assistance from our CNC tooling centers. As anyone who has restored a car can tell you, removing factory undercoating is one of the worst tasks. This was made worlds easier with the rotisserie, and we tapped our catalog for some of Wurth’s OEM quality SKS Stoneguard to coat the entire under body. This included the engine bay and entire floor which was body-matched after the Wurth products were applied.

911 on a rotisserie getting undercoat applied

Custom metal work to add large rear fender flares

Next up was the rolling gear- the suspension was all in decent shape, but a combination of old rubber and the fact that we can never leave well enough alone meant that a complete overhaul was in store. The entire suspension and steering systems were stripped down bare nuts and bolts status, and every last nut, washer and bracket were media blasted and sent for OEM equilivant yellow Zinc plating. Since Aluminum can’t be zinc plated, and those parts weren’t coated from the factory anyway they were media blasted and clear coated both to maintain the clean look of the raw aluminum and to make cleaning easier in the future.

Zinc plated parts look like brand new

With all the suspension looking brand new, we threw the book at it: Rennline HD parts everywhere, including de-cambered ball joints for increased camber, strut mounts, trailing arm bushings, spring plate bushings, and control arm bushings to name a few. With their rubber construction and higher than factory durometer composition these parts are perfect for significantly increasing the handling capabilities of these old cars without drawbacks associated with typical aftermarket bushings.

Rennline Decambered ball joint in powder coated control armRennline HD Trailing Arm Bushings

Below are a few pictures of #Project50ShadesOfGrey as it began to take shape outside of the Rennline factory. After years of working on such a big project it’s nice to finally see things coming together. We can’t wait to see how the final build turns out! Follow us @Rennline on Instagram to see updates of the car as the build comes to an end.


Our project leaving the Rennline shop for the paint shop

The first glimpse of our now gray 911 back in the shop from paint

It’s now February of 2018 and #Project50ShadesOfGrey is finally done and we are so excited to share the final photos with you guys. What better time to release the build than right after the release of the newest 50 Shades of Grey movie. If you have any questions about the build, or the Rennline products used in the build, send us an email at orders@rennline.com. Cheers!








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