Jump to content

The RennTech.org community is Member supported!  Please consider an ANNUAL donation to help keep this site operating.
Click here to Donate

Welcome to RennTech.org Community, Guest

There are many great features available to you once you register at RennTech.org
You are free to view posts here, but you must log in to reply to existing posts, or to start your own new topic. Like most online communities, there are costs involved to maintain a site like this - so we encourage our members to donate. All donations go to the costs operating and maintaining this site. We prefer that guests take part in our community and we offer a lot in return to those willing to join our corner of the Porsche world. This site is 99 percent member supported (less than 1 percent comes from advertising) - so please consider an annual donation to keep this site running.

Here are some of the features available - once you register at RennTech.org

  • View Classified Ads
  • DIY Tutorials
  • Porsche TSB Listings (limited)
  • VIN Decoder
  • Special Offers
  • OBD II P-Codes
  • Paint Codes
  • Registry
  • Videos System
  • View Reviews
  • and get rid of this welcome message

It takes just a few minutes to register, and it's FREE

Contributing Members also get these additional benefits:
(you become a Contributing Member by donating money to the operation of this site)

  • No ads - advertisements are removed
  • Access the Contributors Only Forum
  • Contributing Members Only Downloads
  • Send attachments with PMs
  • All image/file storage limits are substantially increased for all Contributing Members
  • Option Codes Lookup
  • VIN Option Lookups (limited)

Recommended Posts

Hi everyone.  We have a 1982 Kremer built 930 that we have absolutely no documentation about.  Does anyone out there know what differentiates a Kremer 930 from a regular 930?  The engine is about to be rebuilt (broken rocker, detonation evidence on all pistons, broken piston rings, crack in head around valve guide and a big end that wasn't going to last much longer) and I'm wondering if anyone can point me in the right direction for sourcing parts and information.  Someone has done work on the engne at some stage and removed the turbo oil scavenge pump and fittings so we're looking for that system (including cam/cams) as well.  Any help would be most appreciated.

Link to post
Share on other sites
    You can remove these ads by becoming a Contributing Member.

  • Moderators

Parts for this car are going to be an "Easter egg hunt"  as Kremer may have had some of the parts manufactured for them.  You may want to simply go to the Kremer brothers and ask them: Kremer Racing
Here is an interesting article taken from MCP Motorsport


Right at the end of an industrial estate in north Cologne there is a Porsche dealer by the name of Kremer. If you were to walk into their showroom, you would find the expected half dozen or so new Porsches and point of sale material that any new car dealership carries.

Cast your eyes past the glass cabinet of Porsche Possessions and up the stairs beside the receptionist and if you are a model car buff, you will be transfixed by the 53 1:43 scale model Porsches in bright racing regalia. So someone at Kremer collects models of racing Porsches? Correct, but all of these models either represents a car that Erwin Kremer has raced under his own banner, or the company Porsche Kremer Racing, has prepared for a client. And, according to Manfred Kremer, there are many more.

Porsche Kremer Racing is the Motorsport division of E & M Kremer. The two brothers, Erwin and Manfred have been in the Porsche business for nearly three decades. They celebrated the 25th Anniversary of their company in October 1987, which places the start of their Porsche servicing business with the 356 cars, a year before the birth of the 911 on which the company's racing fortunes was built.

It is unusual for any tuner to be able to hold a Porsche franchise, but in recognition of the tremendous effort that Kremer has put into promoting the success of the marque in international motorsport, this hurdle and another rather more political one were removed by the powers that be at Stuttgart. Normally, to gain a Porsche franchise, one must first prove oneself as a Volkswagen-Audi dealer. From the original network of 210 Porsche dealers in Germany, there are now only 80, following a rationalisation in the late 1980s. Kremer is the only one who is purely Porsche. An accolade has been bestowed.

Kremer's racing successes began 22 years ago when they campaigned a short-wheelbase 911 2.0 litre and emerged winners of the European Touring Car Championship. Every year since then, up to 1985, a Kremer prepared Porsche of some description from 911 to 962C has figured in the winners circle of motorsport events from German Sportscar championships to Le Mans in l979 and IMSA a year later. Kremer prepared the Leyton House sponsored 962C that started 11th on the grid at 1989's Le Mans. But in that fateful race which was won by the Sauber prepared Mercedes cars, all the 962C's were retired after two cars suffered serious engine fires thought to be caused by faulty fuel system components. Such a racing pedigree is bound to be called upon by customers who want their road cars prepared by a company who really know what they are doing, and it was natural for Kremer to call on their competition experience to oblige.

In view of the huge amounts of money that can change hands in the course of commissioning a special car in Kremer, it is surprising that they do not produce a glossy brochure unlike the various BMW, Mercedes-z and even VW-Audi tuners that proliferate in Germany. But if you stop to think about it, most of these other tuners also do a wide range of body styling additions on which they can base a glossy catalogue. Suspension and engine bits can be hung around these as a matter of course. Serious engineering based tuners like Kremer and Ruf let their reputations and the performance of their cars speak for them and as the permutations of engine modifications for just 911 engines, let alone other Porsche models is vast. Kremer only mention three or four typical examples and ask the prospective client to discuss their individual needs with the firm. They speak of 235bhp as a simple conversion for the 3.0 litre 9I1SC and offer up to 410bhp for a road going 3.3 Turbo, but we were shown one flatnose car belonging to a customer that had a Group C 962 engine with nearly 680bhp lurking under its hood. "This cars' engine has Le Mans specification cams in it, "explained Achim Stroth, Kremer's Customer Relations Manager, "and this 'soft' state of tune for endurance racing makes the car docile enough for street use, but only in the country-side. City driving would be asking too much.

The car that Stroth had arranged for us to photograph on this visit was some way short of this ultimate road car. It was going to a Japanese customer who lived in Tokyo. Now those of you who have been to Japan will realise that traffic conditions in downtown Tokyo are somewhat worse than central London at rush hour. The chances of being able to open up a normal 911 let alone a tweaked monster are just about nil, but in Japan, prestige is all that counts. Thus, the car was to be visually one of Kremer's less subtle efforts.

The front of this jet black 911 Turbo is dominated by the huge oil cooler intake which is integral with a deep front air dam of the rounded shovel variety. This blends into the huge front wheel arch flares and continues along the sides of the car to meet the rear arches. The wheels are Porsche Fuchs alloys but of massive 9 x 15 inch and 13 x 15 inch dimensions, chromed but with gold centres. These are shod with Pirelli P7 rubber, 225/50VR15 in front and 345/35VR15 at the rear. Compared to any other Wicked 911 you have ever seen, the Kremer car looks as if it is sitting a mile up in the air. This is not a mistake on Kremer's part, but simply a ploy to get past the Japanese car import red tape which dictates bumper and headlamp height. Once the car is imported and certified, it will be lowered to its correct height and will cease to look like a cartoon caricature of itself.

While the car is street driveable, it will spend some of its life taking part in club sport events. Hence a full roll cage, racing seats and race harnesses have been installed. Aftermarket suspension tuning in Germany has not progressed to the degree of sophistication offered in the United States. The Weitmeister fully adjustable suspension components offered by companies like Precision Porsche in California are in fact available in England through Stuttgart Connection, but very few people know about them. Companies like Kremer and Ruf still rely on the older style of suspension tuning for 911s using bigger torsion bars and anti-roll bars and updated dampers to adjust their suspensions to higher performance needs. Beyond that, they convert the cars to coil springs.

The engine is the most interesting part of this car however, and to get the 410bhp (DIN) that Kremer claim, they have had to do some serious work to the major components. This was a new car to start with and the motor was completely stripped and checked. All the components were blueprinted and balanced and the engine casing had shuffle pins installed to prevent case movement under the huge internal pressures. The heads were gas flowed and the ports matched on both intake and exhaust sides to their respective manifolds. A Kremer four-pipe exhaust system is used which is worth 15bhp in itself, and this makes full use of the hotter cams.

A lot of the engine's staying power comes from a huge intercooler that sits on top of the engine and necessitates the larger rear spoiler on the hood. This is a recommended part of any high boost turbo conversion and together with a specially machined 1(27 turbo, gives 75bhp extra on a stock 3.3 Turbo engine. In conjunction with the four-pipe Kremer exhaust, this extends power to 390bhp com-pared to the stock European 300bhp output. The conversion also removes a large part of the turbo lag and endows the car with better low speed response with boost starting at 2,500rpm.

If you can get your eyeballs past the huge intercooler, you will see that the engine has twin ignition coils and a 12-plug distributor to help it burn all the fuel It is fed at high rpm. Trace the plumbing back to the cockpit, and you find a large knurled knob resting next to the handbrake. This is the boost control knob. Kremer slightly understate in their catalogue when they describe this device as being "used to correct weather influences as needed etc to adjust the boost in case it's too low or too high!"

The finishing touch before we could take the car away for photography was the application of gold coloured decals to the running boards which proclaimed 'Kremer Street Racing,' a contradiction in terms if ever there was one!

Starting a 410bhp 911 Turbo is no different from a stock version, but the noise when the engine catches is. The four pipe exhaust gives a deeper more purposeful note and when you blip the throttle, it reminds you of a toned down 934 racer. Because the car was due to be whisked away to a ship bound for Japan next day, we could not take it far and certainly not fast. In any case, the mechanics wanted to complete their final shakedown and adjustments to make sure it left their hands perfect. The short drive we had though was enough to show that low speed throttle response was indeed no worse that stock and while 300bhp may give you a hard shove in the back, 410bhp is more like an enormous wallop.

Achim Stroth emphasised to us that Kremer are much more geared towards their racing activities than building modified road cars for customers. Certainly you can expect the same level of component and build quality in a Kremer road cdnversion as you would get if you commissioned a Group C Porsche from them. Kremer have no plans for a spectacular road car to challenge the likes of the Ferrari F40 or Porsche 959 in top speed shootouts. For them, their efforts are channelled towards maintaining the lead in sportscar racing that they have acquired and held for nearly three decades. You can hardly blame them - it is what they do best. "

Link to post
Share on other sites
  • 3 months later...

Join the conversation

You can post now and register later. If you have an account, sign in now to post with your account.

Reply to this topic...

×   Pasted as rich text.   Paste as plain text instead

  Only 75 emoji are allowed.

×   Your link has been automatically embedded.   Display as a link instead

×   Your previous content has been restored.   Clear editor

×   You cannot paste images directly. Upload or insert images from URL.

  • Similar Content

    • By andrewjt19
      Hello everyone,
                Does anyone have or know where I may have the bolt torque specs for a 2008 Cayenne Turbo? I need pretty much the specifications for all the bolts and nuts that would be included in a block replacement. I'm getting the back rebuilt by 928 Motorsports and reinstalling with an experienced friend. However, it's nearly impossible to find the specs for these motors. Additionally, if there's a place where I could find a complete 957 workshop manual, could someone please advise? Thank you.
    • By andrewjt19
      Just wanted to say thanks to the community helped answer some questions about the scoring on my 2008 CTT 957. My next question is, does anyone know where I may purchase a complete engine seals and gasket kit for a 2008 Cayenne Turbo? Or if these are unavailable as a whole unit, had anyone rebuilt their engine from the cylinder scoring or something similar and have a parts list of required seals and gaskets which need changed? Additionally, are there any other suggestions on parts that I should change some I'll have the motor apart? Anything would help at this point. Thanks
    • By OscarAH1W
      Transitioning from previous thread to new one--  Replaced the water pump and performed the 60,000 mile service in my 04 Turbo Cab.  Car runs great except now I am getting overboost to 1.0-1.3 bar.  I don't hold it there to be sure.  That said, I realize it is likely a vacuum issue but the only lines I touched during the repair are the one from the Y-Pipe to the switch and the one from the switch to the plastic line that goes to the driver side of the engine.  Flashlight and inspection mirror show the 3rd line on the underside of the switch to be connected.  Any thoughts on where else to look?
    • By 9552T500
      Hi - on my 06 CTTS, over the last few months I noticed  occasionally awful smell inside the cabin while driving. My research so far indicates that it is emitted from vents when AC system is on. Believe it smells like sth. burned, and is not present when I switch AC system completely off. Did anybody experience this before on a 955 Cayenne, Turbo or Turbo S ? Thanks in advance. 
      PS.: side note. It may be coincidence or completely unrelated, but as far as electrical problems I am noticing for about comparable amount of time that the  horn is dead (silence when pressing the steering wheel center...). 
    • By Jo the turbo
      Hi mates,
      I purchased last week a 996 Turbo (2002). Unfortunetly there was neither an operation manual of the car nor of the PCM System. Is there a chance to get one (as orig. book or PDF file) in english or german?
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.