962 Project Page

Short video of my track/test day July 30, 2019 at Mission Motorsport Park in Mission BC.

After many years of working on my 962 project everything came to fruition with the track test day at Mission Raceway Park on July 30, 2019, as can be seen in the picture below with the 962 at speed on the straight at the track, the car ran flawlessly and was quite a thrill to drive. Unfortunately because I have to finish my 904 I don't have the space or funds to be able to keep two racecars with that much money invested in them to keep both which is why the 962 is currently for sale.

Derek Smith driving Porsche 962 at Mission Raceway July 30, 2019

Latest picture of my 962 at the racetrack July 30th 2019, here I'm leading 2 Ford GT40s coming out of turn 9 at Mission Raceway Park on to the straight, we weren't racing, only doing test and practice laps, the Hewland 6 speed sequential was nice to use doing clutchless upshifts and the car ran flawlessly and sounded great, see video above.

*** If you scroll down towards the bottom of the page I've added some earlier pics of the construction of this car before I made the Hewland gearbox change from the original ZF 5 speed transaxle*** My 962 is completed (see pic below) and now officially "for sale" for the best "reasonable" offer in USD and I will entertain serious offers and "partial" trades, you can click the link to be taken directly to the 962 For Sale page, the car was test driven on the track only (see video above), I've also posted a link on the "for sale" page with additional pictures and info, I have posted a final walkaround video of the completed car and will now get on with the completion of my 904 so I can race it next year before I get too old to race it.

I posted a 3rd YouTube video today with a video of my 962 running in the driveway, it doesn't get run as often as it should, I hope to get it to the local track for some testing and video this April, 2019, I put in new plugs after I replaced the Weber carbs with new PMO's and I drained the fuel cell of all the old gas and put in new gas, it starts up right away and runs smooth. Nice flames on the throttle close though, picture on right. Anyway, I'll embed a link in this page so you can watch it from here and I'll update it as I get closer to completion and driving the car.

November 28, 2015, just thought I'd do a recap of my "almost perfect recreation" DAS 962 project as it is now complete and up for sale. I started this project many years ago and had a few false starts what with selling my own chassis and having to make a new one as well as having setbacks and lack of finances as this project certainly had an appetite for a heavy cash flow. Anyway, just to summarize my own car seen in the pictures below is a tube frame chassis comprised of square and round chrome moly tubing and skinned with sheet aluminum made from the factory monocoque patterns that I acquired years ago. I originally had a ZF transaxle in the car with a computer controlled, pneumatically operated shift mechanism that would allow me to shift with buttons on my steering wheel. I came across a Lola/Hewland 6 speed sequential transaxle with magnesium housing and had to completely redesign the whole rear end of the car including the suspension which was changed from an inboard shock rocker suspension to a slightly more modern inboard shock pushrod suspension, I also had to modify my tail section because the new gearbox was quite a bit shorter than the ZF. The engine in my car is from my GT2 Porsche 914/6 which is a 3.2 litre naturally aspirated aircooled Porsche 6 cylinder that was completely prepared by myself and has brand new PMO carbs and an Electromotive distributorless wasted spark ignition. I won quite a few races with this engine in my 914/6 (pictured on my website). I'm using a Stack 8130M dash display which gives me all my engine parameters, oil temp, oil pressure, rpm, fuel level, battery voltage etc. This car was painted locally of course and was painted with 2 part paint in Porsche Grand Prix white. The bodywork on my car was produced by myself as well as all my suspension parts which are all locally manufactured, everything is cast and machined locally. My calipres are Brembo, my rim halves are BBS, I have my brake rotors made to order and my steering rack is made to order as well, I have my windshields and headlight covers made as well. So it has been quite a long and expensive process but this particular journey is coming to an end, As mentioned before I will not be racing my 962, only a test day at most as I plan on putting my efforts into my 904 and racing that car once it has been completed. It is not something I'm particularly eager to do, but I don't have the space for two cars specially if one isn't being used, so somewhat sadly and reluctantly, after all these years it has grown on me, this car is now for sale.

I brought my racecar home today from the bodyshop, the pictures below show the car right out of the trailer with none of the body panels actually attached to the chassis, they're just sitting there loosely which is why the body gaps look irregular, now there's just some detailing to do, some cleanup, installing hardware and windows and getting the car up and running then maybe a track day. I won't be posting many more pictures after this except for maybe some track pics but I have to devote some time to getting my 904 finished and out on the track. The front fender louvres in carbon fibre look really nice now that they're clear coated, I thought putting them on my own car was a nice touch.

Here's some pictures I took of my 962 at the bodyshop as it has just been painted. The car will be reassembled and taken home where I will do the detailing then take some pictures of the completed car then add the decals in a few weeks once the paint has cured enough. The top two pics show it on jack stands in the paint booth, the bottom two show the nose section and the tail section with the rear wing attached.

Pictured is my 962 at the bodyshop with its first primer coat, you can see the carbon fibre louvers sitting on the front wheel arches, all the parts are just resting on the chassis as the hardware was removed prior to spraying the primer. The rear has the wing removed for primer and paint. The body will be sanded then primered once more before the final coats of paint.
my 962 front my 962 rear

I thought I'd post these before and after pics of my 962 showing the original rear suspension I had with the ZF transaxle which was more faithful to the factory 962 design with the rockers and inboard shocks shown on the left. Also note that the factory cars had their running gear (engine and transaxle) sitting at a 5 degree tilt forward to accomodate the rear tunnels for ground effects, which of course I'm not using on my car. Right side pic shows the pushrod design I used with the current Lola/Hewland sequential transaxle, exact same car but different transaxle and suspension design, one of the reasons it took me so long to complete this car was the changes I kept making.

Here are a couple more pics of the early stages of my build, You can see I used a factory 962 engine mount and factory magnesium clutch housing along with a Porsche 911 engine block to make sure my running gear was jigged up correctly in the chassis to be identical to the factory produced cars. You can clearly see the 5 degree angle of the engine and clutch housing as that angle is built into the factory aluminum engine mount seen on the right. My tube frame was built using dimensions from the factory monocoque patterns that I have. This is for the doubters about the originality of my dimensions and pickup points.

Below is the front and side view of the only upright that I produce. Interchangeable with the factory front 956/962 upright. Uses a double roller instead of two tapered roller bearings for easier maintenance and setup. This upright can be also used on the rear with the CV drive flange installed to attach to your axles as I have done on the rear of my own car. The uprights are designed to take the radial mount Brembo calipre with 130mm pin spacing. The uprights will mount the 13 and 14 inch brake rotors quite nicely with the appropriate brake hats which I also make. This upright is a universal design and can be used on the left or right side depending on the thread of the hubs installed (left or right hand). These uprights can be and are being used on other cars besides the 962 such as GT1 and GT2 racecars as well as some Ford cobras (kit cars) and Daytona coupes.
962 upright that I produce

The picture below left shows the 13 and 14 inch brake rotors that I have made as well as the appropriate brake hats for each rotor. Also pictured are the centrelock wheel hub nuts in both left and right hand thread. There are also steering arms and steering arm spacers, these are anodized in both black and gold. On the bottom left are parts specific to my 904 project for my front and rear uprights (the same as those pictured above). On the right are some of the CNC'd pieces I'll need to mount the rear suspension to the gearbox and uprights. These pieces are the wishbone mounts, pushrod pivots that attach to the shocks, lower wishbone and toe-link mounts for the rear uprights as well as a couple of front steering arm adapters. These will be anodized before being used.

View of footwell from drivers side showing billet aluminum gas, brake and clutch pedals. Steering rack and wiper motor are above with seat mount in foreground.

The uprights (shown below is the complete right front suspension assembly) are cast from an aluminum/magnesium alloy, and while heavier than the original magnesium versions, are considerably stronger and less susceptible to heat stress failure, especially if carbon/carbon brakes are used. My hubs are billet machined from 4140 heat treated steel instead of the original titanium (which is cost prohibitive) but again, they are stronger. The front and rear lower a-arms and rear rockers are fabricated from 4130 tubing and not the formed sheet metal as the originals were, but again they are slightly heavier and a lot stronger. The wheel nuts (shown is a steel transport nut) are billet machined from 6061 T6 aluminum and anodized as are all the aluminum parts. Front control and steering arms are billet machined from 2024 aircraft aluminum while front caster links, steering links and rear toe links are 4130 steel fabrications. The brake rotors are 14 inch diameter directional curved vane cast iron, custom made for use with the Brembo Group C calipre as shown. View from left front of tube frame showing front bulkhead, noseframe, master cylinders and complete front suspension. Note that battery is mounted on left side as opposed to the right side for the monocoque.

This is monocoque number 4 currently under construction and will incorporate some of the updates and changes made to the last monocoques produced in the early 90's.

Test fitting the rollcage to the new monocoque, on right riveting already started.

This is monocoque #4 finished with the rollcage attached and ready to be used in a brand new 962. This is probably the last monocoque that I will make due to the lack of time I have at my disposal and with the 904 chassis that I have to get started on.

m-m-m-m-m shiny aluminum
View of monocoque from drivers side looking into footwell showing steering mount, dead pedal, and pedal braces.

this is the third of five
This is a view of completed monocoque #3 from the drivers side (right hand drive).

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Updated Saturday, January 11, 2020 10:49:07

Copyright © 1997 Derek Smith