Home Page race-cars.com contact info

2000 Porsche Boxster RSR GT2/1 "The Ghost!" Turn-Key ready to race Exclusive SOLD

Porsche Type Reference GT   Modern Production Racer Listings Porsche Listings

Serial Number: 001
Frame Number: 001
Engine Number: N/A
Gearbox Number: N/A
Logbook: SCCA GT2
Condition: Excellent
Price:  US $49,000 OBO (11K reduction!)  Currency_Convert
Location: San Jose, Costa Rica

15 Photos Larger  Index xxNext
view photos
click for more photos

This is the furthest development to date using the Porsche Boxster bodywork. Full ChMo tube frame, mid engine configuaration with significant development but kept to reasonable equipment for the budget race team to operate. She is light, powerfull and well balanced and is a podium car with the right driver everywhere she runs. This car beats GT3RS cars and the high HP V8s. One of a kind! This is a very reliable car with a proven engine and gearbox combination. The brakes are simply phenomenal and will out last every other car on the track. Car is set-up for sprints and endurance racing with good driver cooling, excellent engine cooling, and never any brake fade. This is not a good first time car as it needs a hot shoe driver to take it to the limits where it is at home. She is 45%/55% balanced with minimum weight of 1750# but currently adjusted to 2050# with ballast for the local rules. The chassis is similar to a formula car with a narrow safety cage around the driver. The chassis has all the hard points for the engine, transaxle and suspension in a small size around the driver. This makes for a very centered and low center of gravity. The body is mounted on lightweight ChMo posts that extend out from the main chassis which creates large tunnels down each side of the car which are used for air-management and cooing. The driver position is on the left side of the chassis to satisfy the offset driver rule but only enough to pass the regs and no more. The drivers weight is offset with the computers, driver cooling system, coolers and oil tank on the oposite side of the chassis. The car is perfectly balanced. Drivers 6' 2" and less will fit well in the car. The seat is fixed and can use Indy seat foam inserts for smaller drivers (I am 6' 1" and 275#). The pedals are all overhung Tilton with adjustable position in and out. Brake balance is cockpit adjustable on the fly with a Tilton balance bar set-up. The shifter is mounted high and only a few inches from the steering wheel. Fire system is in easy reach of the driver and is a 3-nozzle halon system. The steering wheel is an OMP formula suede wheel with an AIM digital dash display mounted in the wheel. The car is running an AIM EVO 8-channel Pro-Racing data aquisition system with 8 analog and infinite digital channels. It can log a 24 hour race if desired. Currently being data logged: G-force LAT and LOG, Steering wheel position, Oil temp, oil pressure, RPM, Front tire temp, rear tire temp, lap times, logger temp, Wide-band O2, thottle position, brake on/off, gear in use, front wheel speed, rear wheel speed, battery volts. The entire electrical system is dash mounted with a digital push button system with circuit breakers (No fuses) and can be reset on the fly. Two analog guages are behind the wheel in case of digital dash failure (Oil temp and pressure). Drivers view is excellent in all directions and cage is legal for drivers to 6' 2" tall. No buffeting is felt by the driver at speed. Engine heat is not felt once underway. Brakes are very light and have the best feel I have felt in 20 years for racing. Steering is heavy in the pits but light underway, but not too light under the bumps. Shifting is cable actuated and light. Clutch is heavy but only needed to start the car off with the Dog-Box. More on the gearbox later. The accelerator petal is long travel and is adjustable it desired to have a shorter throw. Driver has 5 point cam release belts. Exit from the car is very fast with the open top and no panels need to be removed for te driver to get in and out. Wheel has a quick release and has the radio push to talk mounted on it. The gearbox is a special unit that is well supported. It is a Fortin/Hewland DG300 hybrid. It is a 5-speed dog ring box which used conventional Hewland gears, dogs and sliders but uses an aluminum heavy duty case that directly mounts to the Porsche engine without adapters. The Fortin R&P is 9" verses the small Hewland unit. It is using a special locker which gives upto 100% lock but allows for slip in the corners. It is mechanical and requires no maintainance. Shifting the Hewland/Fortin is extremely fast and true. Gear drops are progresivly tighter as the you go up the gears to 900 RPM in the 4-5 switch. As with all Hewlands you can change out gear sets in 10 mins or even in a 5 min pit stop if you are organised. The Fortin case is bullet proof and can take 1000 HP. All Hewland parts are readily avialable as are the Fortin parts. The box was last built by the manufacturer 2 races ago. The gearbox has a large cooler and electric Tilton pump system. Suspension is inboard hinged long A-Arms front and rear. All points are rod-end mounted with aerospace hardware. Everyting is easily adjustable and there are no soft mounts. Dampers are KONI 2X adjustable IMSA units. Steering is Rack and Pinion. Hubs and bearings are all Porsche. Rear axles are custom made out off 300M material and use 930 CVs. They are overbuilt and have proven reliable in all conditions (no need to ever change them). We change the cheap 930 CV once per season. The brakes are 13"/1" 6-piston units in front and 12.9"/.75" 4-piston in the rear. The balance is perfect and the feel is the best I have ever felt. The confidence in this system has one me many late braking passes! The pads last the season! The engine was custom developed with CMW Motorsports. Engine is likely the strongest 3.6 ltr built to date. We have dyno results at 7500 RPM for 385 HP, at 8500 RPM 408 HP. Engine is safe to 9000+ RPMs Specs: *3.6 ltrs *CMW custom twin plug heads, 'D' ports, Ferrea Ti intake valves, Ferrea Inconel Exhaust valves, Copper Berrilium seats, Vandium Indy springs, Ti 'holy' retainers, every trick in the book. *JE forged CMW design racing pistons 13:1 CR. *Pauter ChMo Custom rods *964 Crank, Knife-edged, lightened, X-Drilled *Raceware hardware *Elgin custom profile cams *RSR Rockers *993 Block *Lightweight Smart Pulleys *TWM Individual 55mm Throttle Bodies *Tall custom Trumpets *Pipercross high flow filters *Solid tensioners *Stainless Steel 1 7/8 equal length headers w/Burns high flow collectors *WOLF 3D EFI *RCI Mapped Injectors *Twin RSR Ignitors *Twin Nology High output coils *TWM Fuel rails and regulator *RSR Fuel pump Developed for a 3.6 ltr limited Pro racing class with absolutly nothing spared in the pursute of the ultimate power possible with all season long durability and endurance racing strength. * Weight: 300 lbs * Engine Builder: CMW * Manufacturer: Porsche * Type: RSR * Displacement: 3.6 * Horsepower: 408 * Torque: 365 * Induction: Normally Aspirated Individual TWM Throttle bodies, 55mm each. * Heads: CMW Twin Plug 'D' port big valve heads * Block: PORSCHE 993 * Main Caps: N/A * Crankshaft: Porsche 964 RSR * Connecting Rods: Pauter ChMo Lightweight * Pistons: JE/CMW Design * Camshaft: Elgin CMW Profile * Valves: Ferrea Titanium and Inconel * Valve Train: Vanadium Indy Springs CMW * Clutch: RSR * Pressure Plate: Patrick * Flywheel: RSR * Exhaust: Stainless 1 7/8" Equal Length with Burns collectors * Total Time: 2 hours run time * Races: Dyno/Practice ONLY This engine can not be duplicated for less than $40K. Bodywork is a development of an SCCA GT2 body that was altered to what you see. It is carbon fiber, fiberglass and kevlar. The front splitters are removable and we have several spares despite them lasting several races. The gap in the middle between them is intnetional to feed air to the tunnel. The car is flat bottom upto the driver then has a diffuser (tunnel) to the rear. There are touches everwhere designed by an expert to improve the aerodynamics and cooling of the car. She is very slipery and sticky at speed. The rear wing is a GTP multi-element wing that I doubt you can equal when it comes to downforce. It is highly adjustable and very effective. In the rain it is a life saver! The front houses two oil coolers which duct exit air up out of the hood to promote downforce and keep the airflow from stalling over the curvature of the bodywork. The brakes receive cooling as well (currently unused as the brakes are not able to heat quickly enough for sprint races, they are used for endurance races). The right side of the car houses a large oil cooler with ducting and fan for use in the pits. Both sides of the car exit high pressure air from the front wheel wells out the sides which also helps the airflow off the fenders from stalling. The rear 1/4 panels have 2 NACA ducts per side which feed air to the transmission cooler and to the rear brakes (never been needed to date). The original Boxster side ducts feed ram air to the air turbine cooler fan on the engine. The overhead scoop is an Can/Am design that is ducted to a fiberglass sealed airbox over the throttle bodies to feed ram-air. The back of the car has rear wheels air vents and swiss cheese hols to exit engine/gearbox heat. The underbody diffuser is removable. We have the moulds for the splitters, engine scoop, and oil cooler ducts. The new owner should consider making more for spares. The car can run SCCA, TCRA, and other classes that allow tube frame cars. Our local rules have changed and we are not interested to run a Chevy engine as we will be forced to do to!! So we are outside the rules for next year and no longer can run locally. We will consider partial trades for small displacement race cars, and reasonable offers. Car will include 2.5 sets of racing wheels, 1 new set of rains, 2 sticker slicks, one set of 50% slicks. Some gearbox spares, some engine spares, some bodywork spares, spare pads, spare hubs, and a few boxes of misc. spares. More than enough to go racing NOW. This is a $100K plus car but we need to find a new car for next season ans need out now. >>>May be interested in splitting engine/transaxle/roller depending on offer!<<<


Started like running SCCA GT2 with a 2.8 ltr before running with TCRA in California as a GT car. Now she runs in the Central American PRO-GT series in GT2.

Performance Data


Fuel System

Oil/Water System

Electrical System


Rear End





Porsche Type Reference GT   Modern Production Racer Listings Porsche Listings

| Race Cars For Sale | Help | Engines | Gearboxes | Transporters | New Listings | Archive | Sell Your Car |
| Parts For Sale | Parts Wanted | Open Forum | Site Search | Marque Ref | Marque links | Circuits | Organizers | Currency |
Home Page
home   terms   privacy   contact