Merit Partners is pleased to present this exceptional DJM 83 SC Hot Rod. We acquired this car from a very good client of ours and it does not disappoint. Having spent a couple of years being developed and only sparingly driven, it has some Singer like qualities to it at a fraction of the price. Teaming with extensive upgrades to all aspects of the car, it is a complete car and a thrill to drive. Documentation is as extensive as it comes with a picture file detailing every step of the build. Below is a complete list of modifications as well as the full back story of how the car came about and all build details.
The new owner will be take comfort in knowing how well thought out this car is and all that went into building it.
Rust-free body from Northwest, completely chemically stripped
All dings/dents removed with hammer/dolly — no bondo body
All hardware, replaced, refurbished and re-plated
Lightweight undercoating for floors, wheel wells and interior floors/firewall
Getty RS-style rear bumper cover
Modified Getty front bumper
Bare metal spray with Sherwin Williams most advanced 2-stage paint (Ultra 7000 basecoat, CC950 Clearcoat, 3 coats of clear)
All exterior hardware re-anodized or painted
New flag door mirrors
All new window, fender, body, sunroof and door seals
Recaro LX sport seats completely rebuilt with new foam, perforated leather inserts and all leather sides and rear
Rear seats removed, custom leather-covered luggage platform with cubbies
German Square-weave wool carpets with leather binding
Custom woven Xfinity fabric door cards with custom leather door pockets
Vintage Racemark Mark Donahue steering wheel with Zuffenhausen raised hub
All gauges rebuilt, re-faced and re-calibrated by North Hollywood Speedometer
New Visors, rear view mirror and sunroof glides
Re-bushed, re-plated window regulators and rebuilt window motors
Floors, firewall covered in Dynamat
Rebuilt Pedal Box
Custom front trunk area
New black headliner
Carbon Fiber, leather-covered, custom center console with cubby, USB power outlet
Complete original tool kit, compressor and jack
All new custom wiring harnesses built to racing/military specs
Classic Retrofit fuse/relay box with blade-type fuses
Hella H4 Headlights
All LED signal and running lights with modified flashers
New taillight boxes/reflectors and lenses
Pioneer DEHX 9600 Bluetooth/XM/CD/HD Radio Tuner with hands-free phone & SiriusXM tuner
Rockford Fosgate Prime 1675 component door speakers
MB Quart OA800.4 4 X 100 Amplifier
Rockford Fosgate Punch 4” X 6” rear deck coaxial speakers
Kenwood KSC-SW11 powered subwoofer under passenger seat
Built by: Charlie Martinek at Sonderwerks, Cornelius, NC
930 type 3.0 liter modified to twin-plug 3.2 Short Stroke
Dyno’d at 270+ HP
46MM PMO carburetors with transparent K&N rain hats
GE 60 Cams
New EBS Cylinders, JE 10.5:1 pistons
Twin MSD ignition boxes
JB Racing twin plug distributor & new plug wires
Beaded and rebuilt rods
ARP/Raceware nuts & bolts throughout
Anchor Atlantic flowed & ported heads with new intake/exhaust valves, Aase titanium retainers and racing valve springs
Turbo valve covers
Dansk SSI headers/heat-exchangers paired with powder-coated Bursch sport muffler 2 in, 1 out
All new electronic ignition components in engine compartment
Elephant Racing front fender oil cooler with thermostatic fan
All-new oil lines including front to rear cooler lines and oil tank to engine
Amber fiberglass engine/fan shroud
All engine tin powder-coated
New Sachs Sport Clutch and lightened flywheel
New Guard Transmission 930 Pro Limited Slip Differential
Completely rebuilt 915 transmission by Walker Racing
New Siene Systems short-throw, gated shifter
New Transmission mounts
New OEM Axles, CV Joints & boots
New WEVO shifter coupler
All suspension components bead-blasted and power-coated
Elephant Racing Sport Suspension System
New Bilstein sport shocks F&R
Elephant Hollow 22MM front torsion bars
Elephant Hollow 29MM rear torsion bars
Elephant Quick-change triangulated front strut brace
Tarrett front & rear hollow adjustable sway bars
Elephant adjustable spring plates
New Elephant camber plates and bushings
New Elephant ball Joints
New Elephant control arm bushings
Elephant bump steer kit
Turbo Tie Rods
Stripped, re-anodized and painted
Front – 7” X 15” RSR finish Fuchs with Pirelli P6000 195/65R-15
Rear 8” X 15” RSR finish Fuchs with Pirelli P6000 215/60R-15
Rebel Racing Boxster Brake kit
New slotted & drilled 24mm Carrera rotors
Rebuilt & painted 986 calipers
All new stainless hard lines
Stainless braided flexible brake lines
Uprated ATE 23mm Master cylinder
964 brake rotor cooling vanes
Griffiths Mr. Ice reliability system
System cools car completely on 100+ degree days
Temp readings in mid to high 30’s from outlets
New uprated fender condenser
New Keuhl-York Compressor
All New barrier hoses
New climate control switches
Kuhl Rev 4 Evaporator
Kuehl Center Vent
Kuehl/Griffiths high-capacity, high-speed blower
The subject car, a 1982 Porsche 911SC is a two-owner, rust-free example sourced from salt-free Seattle, WA.
We commissioned Walker Racing, a multi-race winning Indianapolis-based racing team with an impressive record in IndyCar and IMSA, that most recently ran the Sebring and Petit LeMans winning Falken Porsche 911 RSR of Patrick Long, Wolf Hensler and Bryan Sellars to build this very special car .
The team’s principle, Derrick Walker has had an enviable career and record of accomplishments in racing, Walker first served as Crew Chief for Bernie Ecclestone’s Brabham F1 team from 1970-75 before moving on to Penske Racing for the next 11 years, Derrick led the “Captain’s” teams as VP of Competition; winning 4-Indy 500’s, and 4-CART Championships for Mears, Sullivan, and Al & Bobby Unser, before moving to Al Holbert’s program as the General Manager of the short-lived ’88-‘89 Porsche IndyCar Program, upon Porsche’s decision to abandon the program, Derrick founded his own IndyCar team in 1990.
Led by Walker, his team of wildly talented craftsman/technicians, together with the car’s owners studiously selected the best combination of proven components to create a car that is as comfortable on the racetrack as it is on a romantic weekend getaway. This car was crafted in 2016 by the same IMSA team members that won the 2015 Petit LeMans.
This car was delivered by the factory in Metallic Black (U7) and the owners decided to retain that timeless color, however, to ensure and confirm that there really wasn’t any corrosion and to insure the best finish possible, the car was completely stripped by chemical dip and built back up from its bare galvanized chassis. As we had hoped, no corrosion was found and the panels were all remarkably dent and ding-free. An epoxy primer, two coats of Sherwin-Williams Ultra 7000 basecoat and 3 coats of CC950 clear were applied, hand-rubbed, sanded and polished to perfection. After curing, the entire front end-hood, bumper/spoiler and front fenders were covered in 3M’s ScotchGuard paint protection film.
We wanted a car that could be driven anywhere and anytime, but because the car is 30+ years old, it was decided that virtually every component that would wear or deteriorate through age, whether mechanical or electrical, would be replaced. When and where appropriate or available, the team would utilize newer/better materials and technology while preserving the car’s authentic and period-correct “look & feel”.
Electrical gremlins can haunt a hair-band era car, to eliminate the chance of grounds or shorts from frayed ends, dried wire covers and cracked insulators, every wiring harness and connector was replaced with custom-made, racing/military-spec units, additionally, the old, brittle ceramic fuses were replaced by Classic Retrofit’s modern blade-type fuse and relay panels. Each of the three main VDO gauges were sent to world-renown Hollywood Speedometer to rebuild, re-face, re-calibrate, and install new face glass and bezels. While there, their techs re-screened and calibrated the tach’s redline to 7200, reflecting the new higher revving, short-stroke motor’s RPM range.
Summers are hot in North Carolina and we like to use our cars, so upgrading the air-conditioning system to a modern system that actually works was a must. After researching available systems, Griffith’s “Mr. Ice Project” R134a system was chosen; a new condenser, compressor, evaporator, blowers, driers, expansion valve, center vents and barrier hoses resulted in vent temperatures that are in the high 30’s instead of the high-70’s. The system cost thousands, but it eliminates any excuse not to use this car as it is intended.
While we love the music this short-stroke motor creates, your occasional weekend travel companion might consider the driver’s rhythmic downshifting and mashing of the loud-pedal, a bit obnoxious. To keep the peace, we lined the cabin in DynaMat to help quiet things down (its still plenty loud). We also added a modern audio head unit with Bluetooth, Android and iPhone compatibility, including hands-free phone operation, hopefully it keeps both the wife and police happy. A combination of Pioneer, Rockford Fosgate, Kenwood and MB Quart components deliver nice sound.
For the interior, we sourced a pair of period-correct Recaro LX sport seats, had them re-built, re-sprung, re-foamed and covered in custom-dyed, perforated leather for all-day comfort. A vintage Racemark steering wheel, a company formed by the late Mark Donahue, was located and installed on a Zuffenhaus hub topped by a Sierra Madre Porsche horn button. A center console was custom fabricated from sheet metal and wood in order to make a mold for the final, completely carbon fiber unit. This leather-covered carbon fiber console includes a carbon cubby for your phone, a USB power port , a central AC vent and new AC controls. The rear seat was removed and replaced with custom fabricated leather-covered deck with two additional cubbies. Door cards are covered with Xfinity Fabrics woven vinyl, door tops while door pockets are covered with same custom-dyed leather as seats, dash and other cabin accents.
We assumed that the future owner might want to participate in an occasional track day, in addition to regular street use. To find the right suspension combination that wasn’t too hard or too soft, we consulted with Chuck Moreland at Elephant Racing, after discussing what we were trying to accomplish, Chuck suggested a version of the Sport Restoration 2 package to keep the car firmly planted during track days and spirited back road blasts, while providing a reasonably compliant ride that isn’t too harsh on lousy roads or when you really want or need to cover 100’s of highway miles while participating in tours or when getting to and from events far-away.
A sports car needs great brakes, few people know more about brakes for the Porsche G-platform better than Rebel Racing, they recommended rebuilt 986 Boxster 4-piston calipers with a semi-metallic pads hung on Rebel’s custom caliper mounts, Carrera slotted rotors, 964 cooling vanes and a 23mm Ate master cylinder, it’s a fantastic combination that delivers a racing strong, fade-free, balanced, and predictable stopping power.
The responsibility of the engine build was given to Charlie Martinek of Sonderwerks in Cornelius, North Carolina. Early in his career, Martinek was mentored by ex-Brumos Crew Chief and Engineer, Mike Colucci and brought years of experience to the table in building air-cooled engines. After considering several options, the twin-plug, 3.2 short-stroke direction was chosen, using 10.5:1 JE Pistons, 3.2 EBS jugs, GE60 grind cams, Anchor Atlantic ported twin-plug heads, racing rockers, springs, retainers and valves and all tied down with ARP and RaceWare hardware. Dansk stainless SSI’s coupled with a Burch sport muffler creates glorious notes, this motor just screams and begs you to rev it to peak power up around 6700!
To get the power to the ground, we coupled the motor to a rebuilt 915 with a Guard Transmission Limited-slip differential in the Club Racing specification, added new half-shafts, CV joints, boots and wheel bearings. Walker’s racing transmission specialist went through the gearbox, measured and inspected every element and replaced all bearings, shims and anything with any detectable wear and topped in off with a new lightened flywheel, Sach Sports clutch, pressure plate, and throw-out bearing. The gear selector was re-bushed, given a Siene Systems gated shifter, and a Wevo precision shift joint, this combination makes gear selection a breeze and missed-shifts a thing of the past. The rear suspension has new hollow torsion bars, Tarrett adjustable anti-roll, new bushings, spring plates, the whole nine yards. Nothing was left to chance. After it was all buttoned up, the Walker Racing guys, did a 4-wheel alignment and corner balance.
We needed to get the car’s stance, rake and ride-height perfect, but to make it all look, “just right”, we needed the appropriate wheel and tire combination and ditch the impact bumpers. Of course we went genuine Fuchs; bead blasted, re-anodized, painted and polished lip for the RSR-type finish in 15” X 7/8” shod with Pirelli’s recently re-issued P6000’s, 195/65R-15 front and 215/60R-15 rear. For the lightweight bumpers, we chose Getty Racing’s IROC front bumper, however, the Walker Racing fabrication team eliminated the big front radiator box while leaving the brake ducts to make a clean, but totally unique front bumper. The rear bumper is a Getty narrow-body RSR type.