911, 911 Porsche, Porsche, Porsche 997, porsche body kit, porsche performance, Porsche radaitor, Uncategorized

997 Center Radiator install


Ok, we are back after a mandatory blog vacation issued by the boss! Oh wait, that was me and I really was just slacking. So time to stop slacking and post some of what’s been in the shop!


 In normal iA fashion nothing should ever be left stock. In this case we take a 997S and add a center radiator. We install and sell these as a whole unit. So whether you are having a shop install it or doing it yourself the kit comes with everything you need. Radiator, lines, bolts, screws, plastic shroud, plastic diverter and so on. It is a pretty nice kit that is great for any 997 headed to the track or someone that simply wants to drop the water temperatures down in a cost effective way. Yes, I did say cost effective. I know that seems foreign to use Porsche and Cost Effective in the same sentence.


dsc00934 The first thing is to remove the bumper. The install should take about 4 hours maybe more if you are a weekend warrior and tripping over that 6 pack of Budweiser on the floor with your buddies. You will want to remove the plastic cover around the latch area. This simply pulls up and around the latch. You will want to also remove the left and right turn signals. Next you will want to remove the torx. You will want to grab T30 and a T20. There are both sizes used in various positions. Pull the torx along the top of the bumper. Next remove the ones in the turn signal area and then work your way under the car and remove all the torx around the lower edge. Next you will want to remove the inner fender liners. I have seen guys do it without removing them, but to be honest to struggle around their placement is a pain and especially if this is your first and only time…it is easier to remove them. There should be 4 torx in the well then I believe two under the car. I always get these mixed up between the turbo and NA cars.


Once you have these all remove you will want to look in-between the fender and bumper just inside the trunk area. There is a blade that pushes like a latch, it mates the bumper and fender together to suck in the body line around the headlight. You can remove these by using a pick and grabbing the hole that is pictured in the jpg. Just tug on the piece. It may seem stubborn but it will come out. Next make sure that you disconnect the plug in the passenger side wheel well by the radiator. The last thing to remove is the headlight washer line. You can do this by pinching in the clip and pulling the hose out. This is located on the driver side on the inside of the bumper just forward of the turn signal.


Now pull the bumper off. Make sure you don’t scratch it!! You have now exposed the front bumper support. It requires a 17mm socket on each of the bolts. Remove these and simply pull the support off. Next you will want to pull the plugs in the radiators on the side. In each radiator there is a factory block off plug in each end. This is so that you can add the center radiator easily and don’t have to change the hoses or the units in order to cool things down! As you can see from the pictures you just pull the clips and then the plugs can be pulled out. Once this is done you can now install the rear shroud. The kit comes with the bolts and nuts to attach it to the body. Grab the hoses and install these. There will be a left and a right hose to connect to the proper ports. I use a little silicone grease around the o-ring. This ensures that the hose drops into the neck and the outer clip seats fully. If it doesn’t and you do not hear a click then the hose will pop out under pressure.







Now install the radiator. Same theory applies here with the silicone grease on the o-ring. This will help slip the hose in to the neck of the radiator. Once you have these in then install the lower support with the 6mm bolts from the kit. Next install the outer shroud. Suck the coolant system down and reinstall the bumper







911, 911 Porsche, Auto Enthusiast, auto interior, concours, dyno run, engine builder, engine rebuild, Personnel, Porsche, porsche body kit, porsche performance, Projects, racing, Uncategorized

A blast from the past, my 72 911


My first Porsche was actually a 67 911S. I had known this car from afar in the neighborhood and when I graduated from college the second thing I did after confirming I actually graduated , was cash in hand head over to buy this 911. Unfortunately that was one of the best days and worst days in my Porsche world. my best because it was my first Porsche and my worst because after four hours of ownership I did the 4-1 money shift and shelled the motor. After I took it to a shop I discovered not only the motor was trashed, but so was the car. It has so much rust that we simply had to scrap the project.

While there were a few Porsches in between my love for the 911 never stopped. I searched and searched until I found a needle in a haystack. I was reading through the paper one morning and spotted a 2.8 liter 72 911T. Surly this was a mistype and he meant a 2.7. After all the 2.8 was a race motor. I called and the guy that owned the car was a med student and knew little to nothing on the car. Just that it was a 2.8 or so he was told, had some rust and leaked a lot of oil. So I headed over with my new bride and we checked the car out.

As Ms Roxy and I got in the car I reached up with my left hand and click over the key, the rough painted steed fired off with a tone that alerted me that this was no ordinary 911. As we headed out off the apartment complex my foot twitched to hit the main street.  A quick turn right and a mash to the floor and the car shot off like an arrow, the webbers screamed as I grabbed another gear and quickly glanced down at the tach to see a 7800 RPM click off before I found another gear. I slowed down and turned off, looked at Roxanne and simply said “this is it”. We headed back and made Ryan an offer. He wasn’t to happy about the lower amount, but his less than understanding wife had enough with the car and so my offer was accepted.

I headed home with the car and slowly in time found the builder of the motor. He was literally in a small town with in the metro area and knew the sound of the car when I headed up his long winding gravel road. He introduced himself and my car to me, Kermit. Yes, Kermit. This car was originally owner by one of the Ice Capades  and was driven daily from Lawrence to KC. At some point the Mrs decided to stop driving Kermit who was ice green originally from the factory and hand it over to her husband. Steve wasted no time in having this car build up to blow any other Porsche off the road at the time.  It had then changed owners one other time before this Med student snatched it up, then me. Prior to Ryan owning the car it was color changed (poorly) to a off whit Porsche color. I

 wasted no time tearing the car apart and attacking all the rust areas, adding SC flares and color changing the car. In fact the car changed colors twice while I owned it. The first round was a change to Guards red and the original phone dials (standard equipment) on the 83 911SC. The car was painted in a garage over in KCK by myself and my dad. While it was not perfect a lot of wet sanding and wheeling certainly made this car turn heads. Additionally I added what was called a C1 body kit. I was actually able to talk Roxanne in to the body kit while sitting in the ER having my eyes flushed from some unknown chemical being splashed in them while working on the car.

After some time with the car I had saved enough money to do the car right. I pulled the motor and sent the car off to be painted. While the car was gone I went through the motor and started what would be my signature in the future for detailing my motors. We confirmed that the motor was still the same. Unfortunately through time someone had taken the cams. So  we pulled the motor down, blueprinted them motor, reringed the very expensive 2.8 pistons, custom cut cams based on the RSR of the time and rebuilt the 40 IDA Webbers. The motor was never twin plugged but carried a very high 11:8:1 compression. We were fortunate enough to recurve the dist and add enough fuel through the Webbers to keep the denotation away. A light weight flywheel and sport clutch was put in at the same time. While I was doing this the car was stripped and was under going a color change to speed yellow. This too would prove to be another signature in our company. I traded half the parts I owned and my phone dials for a set of Fuchs off of a 86 951 (for the offset) and sent them off to be polished. Fitted a new set of Flaken tires and waited for the body work to be finished. Towards the end of the body work I was asked to help finish here up, so a new windshield, new seats and pedals were installed. I wanted a 930 S center console and couldn’t find one so I built one out of glass and MDF. I also updated the sound system and created my own speaker extensions on the door panels. Finally the car was complete.

I owned this car for many years, it never lost a show it entered and gave me so many experiences and stories to share. It is hard to believe that I terrorized people with a little car that made about 270 HP. It paved the way for me and allowed me to show the world what I could do. Where is now? I am not really sure. Our local dealer had it for a while. They never knew what they had traded on.  k.jpgk3.jpg





911, 911 Porsche, club race, engine builder, engine rebuild, Forced induction, porsche body kit, porsche performance, racing, turbo Porsche, Uncategorized

Jan 27th…A different turbo….Carrera?

In 1974 Porsche had undergone many changes to comply with emissions and continue their quest for better technology and faster cars. The 1974 Carrera was introduced along side the 911S with the same power plant but supported Carrera flares which were later put on all production 911’s starting in 1978. The car also received the well known duck tail, Carrera script down the side and 7 and 8 inch fuchs.  All these options were not found on the normal 911 nor the S. The limited production Carrera was no longer available after 1975 during this generation of 911.  

I had received a phone call from a customer who had explained that he had a 74 European racing orange Carrera. It had been fitted with a nice 3.2 race motor and had spent a lot of time on the track but simply wasn’t enough for even the most mild of cars being build today. When asked what his options were I answered with my normal retort….stick a turbo on it. That is exactly what we did. We sourced a 3.0 motor that had been mildly massaged and added headers, SC cams, custom oil sump plate, SS muffler, port work, HPX digital ignition, K27 7200 and a 1 bar spring. Because the original duck talk would not accommodate the space of the intercooler we had to also add a 930 tail.

Since this car spent a better part of its life on the track one should understand the car weighs about 2200 lbs with driver and gas. The motor made a modest 430HP which gives you a power to weight ratio of 5.8 that means for every 5.8 lbs you have 1 HP. My 997TT for comparison is around 6.5-7(stock). Mated to a very short ratio 5 speed tranny this car would easily find a 11-12 quarter time on its worst day and chase down a stock TT down the straight of Road America!

This car still trolls KC and Wichita so if you think your car is fast, give it a shot….Admission is free!







911, 911 Porsche, dyno run, EFI, engine builder, engine rebuild, Forced induction, porsche body kit, porsche performance, Projects, suspension, turbo Porsche

Jan 13th..Monster lives again

When I started this company in the 90s it was started as a hobby-a passion and to be honest nothing more than an outlet to give myself a justification to spend money and build fast Porsches. (Not to mention an excuse as to why the money was flying out the door on these cars.)  Phrases like, “this is not acceleration its violence” “we can’t explain vertigo but we can build it” “knowledge is HP” all line the walls of our history. We called those out that weren’t real and shoved anything in my car that made sense and a lot of things that didn’t make sense. Up until the point I bought my first 930 I had owned mostly NA cars. The fasted being a SC that I shoved a blower in. Then I drove my first turbo…the rest is history.


 I entered in the turbo world with a ratted out 930. It had 60K on the clock, a missing 3rd gear, leaking oil like it was the car of Captain Hazelwood and was low enough that it had no play other than what jumped off the bump stops and a brown interior that would make your moms bathroom rug look nice! I didn’t care because I had a real 930 and I wasn’t afraid to put it together. I quickly set off and started working on it. The first weekend of sealing it off I actually cut my fingers off on the car while the engine was running. Graphs and stitches I still moved forward and tore the car apart. We raised it, ordered a K27, B&B intercooler, repaired the tranny, replaced the brakes added a stereo and painted it pearl white and changed the centers of the wheels to match the car. I shoved a 930S front nose on it and started terrorizing the streets with a beast that would shoot four foot flames. The disease started hard by this time and the motor was out more than in. Keep in mind I drove the car daily so the in and out time of the motor became a half day job. I added cams, polished Fuchs, and drove it a little more.






 After that became boring I set off for slant nose fenders, changed the interior again, new seats, black highlights and purchased a set of Forgeline wheels. Oh, we then added brake ducts and painted the car speed yellow. After all Kermit (another car for another story) was Speed Yellow and needed a bigger brother.





 I then put my focus on the motor.  It received twin plug, larger ports, added CR and a HPV-1 system and my first modified fuel head and metering box. The car was much faster than most on the street. Running a 11.8 @124 was no small feat and the car was quickly coined “Monster” by those watching the progress on the boards. During a run with a rich kid in a Ferrari I had to prove a point and turned the HKS EVC 2 up and holed a piston. All that work down the drain. In the garage she went.

 In normal Kaspar fashion the car was about to go under the biggest change of history. I set out to build the fastest, most up to date and pretty 930 I could. I started by contacting Golden Coach Werks (Wayne) who had since retired and begged him to build me a set of real slant nose fenders. Originally I had VIP toys and they went out of business for a reason. Wayne’s fenders were leaded, used round headlights and without showing someone the trunk one could not tell they were not the real deal. We then gutted the whole interior and changed it to all black, carpet, seats, dash, a RUF tach was bought and a 210MPH speedo made. All the billet accesories we built at the time ended up in the car. I then went through the suspension, larger sways, coilovers and big reds. After fitting the big reds I quickly realized that 17s were not going to fit, so off they went and a new set of Kensis 18 inch K5s were added with black centers.






After all this work I thought….hmm the motor. I didn’t want to go with CIS anymore and I wanted well over 500 HP to the wheels with little boost and great low end drivability. The answer, a 3.6 twin turbo motor, modified K24s, custom headers, custom sump, GT2 cams, RSR valves and so much more. This was not a base TT motor I started with, this was a collection of 993NA and 964 NA parts ! I then came up with a TT system similar in placement to the 935. This created a batch of problems with fitment, mufflers, oil feed and drain and of course piping. After 6 months of continued development and endless nights I had completed my motor. I only really had two choices back in the day of EFI systems that made the most sense, Motec which you really couldn’t buy outright unless you were a dealer for them or the original Tec1 from Electromotive. The Tec1 fit the bill. I had never tuned nor even installed one of these but that didn’t stop me. I cut my teeth on EFI systems on this very car. Many hours trying to keep the car idling, running in the cold and not blowing up was just the start. Dynos were not accessible in KC at the time and tuning was done via wideband on the street. At the time a typical wideband system was 2200!! (Now less than 300 for better systems!) I used what was called the poor mans dyno =) You head out on the highway and push the brake while holding the gas, much like steady state I do today but done with the road and your brakes. Once the car was in the cell you wanted you kept the brake and gas at the cell you wanted and quickly added values while watching the AFR gauge. Once that was done you had to do your best with the timing by audible ears to hear detonation. I can’t tell you how many people I upset on the road doing these test. They took weeks! Not to mention my solution for mufflers, well more like baffles and a mile notice I was coming.


 Once the 4 months of tuning was done we ran to St Louis to make some final tweaks and actually test the HP. We made a respectful 607HP at what was considered low boost. Still the problems came, ever tried to keep a clutch or CVs in a car like this?..good luck =) More development along wiht more midnight tows back to the shop. The end result was custom CV cages and polished CV balls and a change in the angle by lowering the motor to reduce angle on the CVs.

This car truly paved the way for what we are today. I laugh at some of the things we did (myself and at the time my 3 year old son). Time has certainly changed how and what I do. I would have never imagined what road this car would pave for this company and my knowledge of tuning cars and fabrication. I loved every minute of it because it pushed me to learn and do things that I didn’t (as well as many others) knew existed. What is so mainstream now was nonexistent when I set out on this project. This was the best of what we had back then. Hell to think people now solder their own EFI system together in the basement blows my mind. There was nothing just a short while ago. Now I sit with fans blowing 80MPH air on the car as it sits on the dyno with more gauges than a 757 sitting on the dash, one leg out the door and a computer in my lap looking for that peak TQ value as if nothing else ever existed. What a ride this is!!

Here is a little video we did after the many years of work http://www.imagineauto.com/Monster.mpg 

 Where is Monster now? Well after building the perfect car or at least the one I had on paper it was really difficult to drive, often all over the road, never hooked up and too nice to drive daily so I sold it and my 3.8 RSR C4 for a new at the time 97 993TT and started another chapter in my engine development and tuning career. The car was sold to a “track driver” who said a 934 was less hassle on the track than this car and it was shipped to Australia. It was converted to RHD and a set of Gt28s were fitted to it, the Aussie then sold it. It too was too much for him. Last I heard another owner had it and had shelled the motor and that was the last I heard of it…. 


911, 911 Porsche, 997TT, Auto Enthusiast, auto interior, EFI, engine builder, engine rebuild, Forced induction, GIAC, Porsche, porsche body kit, porsche performance, Projects, Uncategorized

Jan 6th, 996TT build Xs 3

Often times people don’t understand why we would want to make our fast cars faster. Often my response is if I had to explain you just wouldn’t understand. Then there are the cars that get faster and better and faster yet. This is a tale of a 996TT that came to us as stock as it was the day it rolled off the show room floor. This car has been with us 3 or 4 times. I have actually lost count. Being in CO the run over to have the car transported is a rather short one, after all we are neighbors. We had several visits with this car many years ago and did some basic body modifications. TA II nose, skirts, 640 GT power upgrade kit and a GT tail. We set the car on a set of PSS9s to smooth and stabilize the ride. We sent it back to Paul and he kept it a year and decided that the car was fast, but always room for improvement. So in it came again for another round of changes. This time we were to rebuild the engine, install injectors, fuel lines, enlarge the throttle body and Y pipe and install turbo inlets. In addition to this we also were addressing the tranny. This spotless car was not immune from the 2nd gear pop out. So we change out the tranny with a new OEM 6 speed, this time supporting LSD. We also fitted a stronger clutch, short throw and a roll bar for safety proposes.  Not only did we add a bar, we painted it to actually match the interior color 100%/  Lastly the car received 380MM big brakes and 6 piston calipers on the front to make sure that the car could stop as well as it did everything else.











The motor received our normal upgrades, a full blue print and balanced motor, updated Pauder Rods and rod bolts, Custom Head studs and custom valve springs and a GT3RS oil pump. These motors take no less than 60 hours to build and this motor was no exception. Each motor is then broken in gently for the first 500 miles to allow the rings to seat. We have built so many turbos motors that we have discovered that a moderate amount of time on the bearings and a nice blast through 2-3-4 gears the rings will seat immediately to the cylinders. If they do not they never will and chances are you did something wrong.

A little later we fitted racing BBS wheels and PS tires to thecar to finsh off the look. Finally Paul, myself and the crew had agreed the look of the car was complete.wheels4.jpg


 Last summer Karl and I made a house call to see this blue steed and install another round of mods. In four hours we installed new intercoolers and a new MAF upgrade and updated the software. The rest of the time was spent testing the car using the mountains of Colorado as the best back drop in the world!


cimg0950.jpgIf out of all the cars I have built could have equaled, rivaled or even was better than my own 996TT back in the day it was this one. This without a question is THE nicest TT I have worked on and built and it has grown with us and our buiness. Enjoy the pics, it has been a great ride building this steed and will no doubt bring many years of smiles to Paul and his boy.

911 Porsche, 997TT, Audi, Auto Enthusiast, BMW Performance, Boxster, Cayenne, Cayman, DE, EFI, engine builder, engine rebuild, GIAC, griots garage, Porsche, porsche body kit, porsche performance, racing, springs, suspension, turbo Porsche, VW

ImagineAuto Winter Project Sale


So I blogged the other day that it was cold and snowy here in KC and that I was longing for sun and warmth.  I should have kept my mouth shut because since last week we, as well as much of the Midwest, have endured a very damaging ice storm.  Everyone at IA was lucky not have sustained lost power or damage ourselves and as a bonus the kids were only out of school one day – it could have been much worse!

Whether you are in the Midwest or enjoying nicer weather across the country or even across the seas, now is a great time to get your winter project underway.  I swear August was just a day or two ago so you know how quickly it will once again be March and the driving season here.

Listed below are products and pricing that happen only once a year – much lower than even the Black Friday deals that were running after Thanksgiving.  If something you need is not listed here, please inquire as pricing has been lowered on everything not bolted to the walls – there are just too many products to list!  Remember we always have gift certificates available in any denomination and sell Griot’s Garage products all year – great stocking stuffers.  Oh, and once you’ve checked out the sale prices jump down to the blog below and checkout D’s “IA montage”, it’s priceless.


996/997 NA V-Flow – $595$416.50

955 Cayenne S V-Flow – $595$416.50

955 Cayenne TT V-Flow – $695$486.50

987 Boxster/Cayman V-Flow – $349$244.30

986 Boxster V-Flow – $379$284.25

996TT V-Flow – $795$556.50

996TT GT2 V-Flow – $795$556.50

996TT 5 Piece Silicone Hose Kit – $995$696.50

996TT F Hose – $135$94.50

996TT Intercooler Kit – $2,795$2,096.25

997TT Intercooler Kit w/ Hoses – $3,495$2,621.25

996TT Turbo Water Cooling Kit – $995$796

Porsche Diverter Valves (EACH) – $140$112

996/997 NA Carrera Headers – $1,495$1,121.25

996TT K16 Headers – $1,195$717

996TT K24 Headers – $1,795$1,346

997TT VTG Headers – $1,795$1,346

955 Cayenne TT Cat-ByPass Pipes – $550$385

997 NA Exhaust Tips – $495$346.50

996/997 Non-S Muffler System – $995$746.25

997 GT3 RS Muffler Bypass – $1,800$1620

997/997TT Carbon Fiber Eyelids – $349$244.30

996TT Carbon Fiber Intake Ducts – $429$321.75

997TT Carbon Fiber Intake Ducts – $749$561.75

996/986 Front Carbon Fiber Strut Braces- $225$157.50

997/987 Front Carbon Fiber Strut Braces – $290$203

996/986 Rear Carbon Fiber Strut Braces – $295$206.50

997/986 Rear Carbon Fiber Strut Braces – $295$206.50

EVOMS/VF Engineering 996 3.4L Supercharger – $9,995$8,495.75

EVOMS/VF Engineering 996 3.4L Supercharger – $10,995$9,345.75

EVOMS/VF Engineering 997 3.6L Supercharger – $11,500$9,775

EVOMS/VF Engineering 997 3.8L Supercharger – $11,900$10,115

IA/EVOMS  Engineering 986 Boxster 2.5L Supercharger – $6,499$4,874.25

IA/EVOMS Engineering 986 Boxster 3.2L Supercharger – $7,995$5,996.25

All Pedal Sets – $229$137.40

All Billet Oil Caps – $99$69.30

All Billet Pentosin Caps – $49$34.30

Never Before – GIAC Tuning 5% off all Programming

Exhaust Systems, Wheels, Turbos, Body Kits, Suspension, and moreEverything at least 15% Off

Contact Us:  questions@imagineauto.com

911 Porsche, Auto Enthusiast, Cayman, porsche body kit, porsche performance, Projects

Cayman facelift

To most the Cayman has slipped into Porsche’s line-up unnoticed, blending into the overwhelming crowd of boxters. Let’s be honest, the boy racer bumpers and pint sized duck tail spoiler don’t exactly command respect. However there is hope. Like one of our recent customers, many Cayman owners are choosing to give their cars a more serious look. This cayman got the full 997 GT3 treatment consisting of fiberglass bumpers and side skirts.
before3.jpg before2.jpg before1.jpg
Anybody who has installed fiberglass parts knows that it’s going to take a lot of work to fit correctly and match the body lines of the car. This particular kit was no exception. Each of the bumpers were quite a task to fit, while the side skirts were a bit easier to work with. A lot of sanding with a bit of modification and the kit was ready for paint.
shrouds.jpg harness.jpg
A few things needed to be done with the OEM parts that remain from the stock bumpers. First thing was the wiring harness for the front bumper. After removal, it needed to be routed through and secured to the new GT3 style bumper. The new Carrera turn signal/fog light housings take up a lot more space than the original Cayman fog lights which presented a few problems. Having a radiator on either side of the nose meant that the shrouds which direct air into the radiators needed to be modified to fit the Carrera light units. A few options were available: Shorten the lights themselves, cut a hole in the shrouds for the lights to set back into, or use a heat gun and form the shrouds to the lights. We chose to use the heat gun and avoid cutting all together.
after2.jpg after3.jpg after4.jpg after1.jpg
In the end the car turned out very nice. This style body kit is a great choice for these cars, it really separates them from the boxters and looks like it means business. Even though it is still just a Cayman.