It’s important to have goals with a realistic budget when building a project car. More often than not, projects grow out of control, especially when unexpected costs drive development budgets beyond expectations. If you run out of funds, you have to decide whether to continue or cut your losses.

When your project car is a 2014 Porsche 911 Turbo S, the cost of admission to this exclusive fraternity already says that you have a better-than-average budget and a willingness to put your $200,000 investment under the blade. It’s remarkable how many 991 owners would consider building a car that’s barely out of its warranty, and the first owner of this Agate Grey Metallic 991 Turbo S was one of them. With only 26,000 miles on the odometer, he embarked on an unfortunate tuning journey that he could not see through to the end. About a year into the development and modification of this 991, he threw in the towel.

But that’s not where this story ends; it’s the beginning. Because where one man stopped, another came in to take care of unfinished business. Being in the right place at the right time and knowing the right people presented Ravi Dolwani—the principal of CSF Inc.—with an opportunity to broker a deal to take over the build project, with the intent of using the Turbo S as his company’s new demo and race car. Ravi is no stranger to high-performance projects. Some of his standout builds include a BMW M5, a Porsche 996 RUF 550 RTurbo and a Mitsubishi EVO X. For his new project, he wanted the Turbo S to be one of the fastest cars on the West Coast in the half-mile and one of the fastest 991 Turbos in the world.

Like many newer vehicles, Porsche covers the entire engine, hiding the monstrous mill that propels this 911 Turbo S. From the factory, the 3.8-liter, twin-turbocharged flat-six-cylinder 9A1 engine delivers 552 horsepower and 516 lb-ft torque (553 lb-ft during the temporary 20-second overboost mode) to the flywheel. This Turbo S is certainly no slouch out of the box. However, to make a bigger statement, one must make even more power. Ravi’s goal was to stand head and shoulders above the rest, with a performance target of 1,000 horsepower and looks that garner a second glance at the track, airstrip, and car shows.

Even with the covers off, the true capability of the engine that lies beneath remains shrouded. Eclipsing the already impressive factory numbers would demand more than the stock engine internals could sustain. Once the drivetrain was dropped out from the rear of the chassis, work began on the engine. Thus, the 9A1 engine received a full makeover by John Bray at EvoSpec in Phoenix, Arizona. Bray started by removing the cylinder heads and splitting the block. Once the block halves were disassembled, and the rotating assembly removed, the factory cylinders were machined in preparation for a set of goodies from EvoSpec press-in iron cylinder liners. These liners offer increased durability and strength compared to the coating on the stock aluminum cylinders. Next, a six-pack of EvoSpec/CP Pistons filled the cylinders, with EvoSpec/Carrillo H-Beam connecting rods making the connection between the forged aluminum slugs and the factory crankshaft. EvoSpec head studs work to contain the anticipated increase in cylinder pressures, crushing EvoSpec O-ring head gaskets between the heads and the block to complete the longblock assembly.

With a solid foundation in place, attention turned to generating boost pressure. Given the target output levels, Sam Stone at Evolution Motorsports recommended the company’s EVOMS EVT1100 turbo system. The kit centers on a pair of BorgWarner EFR7163 turbochargers. 321 stainless steel exhaust manifolds direct spent gases from the exhaust ports into the stainless steel turbine housings of the EFR turbochargers. Inside, Gamma-Ti alloy turbine wheels spin CNC-machined, billet compressor wheels to generate boost pressure. The shaft joining these wheels relies on dual ceramic ball-bearing cartridges to ensure smooth and free spooling. These internally-gated turbochargers rely on Turbosmart wastegate actuators to regulate boost pressure. Spent gasses leaving the turbochargers flow through a custom valved, 2.5-inch exhaust system to keep the sound levels in check at light loads, while a cutout with a 2.5-inch dump bypasses the muffler system during wide-open throttle blasts.

At the back of the Turbo S, an Eventuri carbon fiber high-flow intake system with Gen-2 cone filters joins a network of carbon fiber and aluminum piping to deliver ambient air to the compressor inlets of the EFR7163 turbochargers. The hot, pressurized air charges then leave the compressors and flow through aluminum piping to CSF intercoolers located behind each of the rear wheels to exchange heat with the atmosphere.

The CSF intercoolers feature 4.5-inch thick, bar and plate heat exchange cores, equipped with aluminum end tanks. Once chilled, the cooler, denser air charge distributes to the intake ports and the combustion chambers.

Achieving a proper air/fuel mixture makes the difference between efficient power production and a blown engine. With plenty of boost pressure available, balancing the equation with sufficient fuel and proper engine management became the next focus of the build. The factory direct-injection fuel delivery offers some headroom for increased output, but not nearly enough to reach 1,000 horsepower. And, whenever incorporating E85 fuel into an engine’s diet (for race-gas-like output at a per-gallon cost that is lower than regular unleaded) plan to deliver around 40-percent more fuel to the engine. To supplement the stock system, a six-pack of Injector Dynamics ID1050X secondary injectors are plumbed into the intake port runners, spraying atomized fuel into the incoming air charge as it flows through the intake ports on the way to the combustion chambers.

Keeping a dozen fuel injectors supplied properly required fortification of the fuel delivery system. A pair of SRM E5LM brushless in-tank fuel pumps replaced the factory unit, utilizing the factory pump controllers and a relayed power supply to ensure uninterrupted fuel flow. To regulate fuel delivery and ignition timing, a Syvecs engine management system supplements the factory system. With tuner Wayne Potts of ISC Tuning at the keyboard, calibration of the engine management system yielded 647 horsepower on 91-octane pump gas at 18 psi boost pressure. Retuning with 100-octane race fuel in the tank permitted an increase in boost pressure to 27 psi and an output bump to 807 horsepower. Finally, with a tank full of E85, the tables were optimized for 30 psi boost pressure, yielding peak output of 986 horsepower at the wheels.

Making close to 1,000 horsepower in a vehicle designed to function in the range of 500-600 horsepower leads to other drivetrain failures, which points us to the next likely area of failure, the transmission. Like many automakers, Porsche has embraced the F1 derived dual-clutch transmission (DCT) as the gearbox of the future. However, like many of the DCTs on the market, they tend to be the limiting factor when it comes to dramatically output increases. Porsche’s 7-speed PDK (that’s Porsche’s nomenclature for DCT) received a clutch pack upgrade by Dodson Motorsports. To strengthen the transmission housing against torsional flex, a Dodson Motorsports billet aluminum PDK sump pan replaced the factory piece at the bottom of the transmission. This braced sump pan features heat sinks to manage transmission fluid temperatures and ensures reliable and consistent power delivery.

Now with plenty of go, attention shifted to the show. Porsche penned a gorgeous and classic 911 bodyline for the 991 but putting a personal touch on the finish would help the CSF Turbo S stand out in the minds of consumers.

The 991 was brought to Chris at Sterling Auto Con for some cosmetic work. After adding factory Porsche GT3RS side ducts and side skirts, the active rear wing was removed. Sterling Auto Con then fabricated a custom wing to give the CSF Turbo S a unique posterior appearance.

Up front, a 991 Turbo aero-kit lip spoiler as style as it helps to split the wind.

Looking through the bumper cover, you’ll notice a CSF radiator residing behind the front grille. Just above it, the forward-facing K40 remote laser/radar detector sensor relays law enforcement signals to the driver.

Ever heard of being judged based on your shoes? The same goes for your performance ride. An important aspect of a vehicle’s aesthetics is most certainly its wheels, and Ravi had been dying to add some JDM flavor to his Turbo S. After searching out his options, he decided on a set of JDM Advan GT Premium centerlock wheels. These 20-inch-diameter, Titanium Blue rollers come mounted with Toyo R888R tires that provide the mechanical grip necessary to put down the massive output of this Turbo S. To reign in the speed, Porsche’s Ceramic Composite Brake system takes its place behind the spokes of the Advan GT wheels.

To drop the chassis over the Advan GTs, a set of Öhlins Road & Track adjustable coilover suspension replaced the factory dampers and springs at each corner. GMG Racing added its thrust arm bushings to the suspension to improve the caster setting and eliminate unwanted caster changes typical of the stock rubber bushing before performing a laser alignment service to ensure the 991 tracks straight and true.

Moving on to the interior, Ravi swapped out the factory seats in favor of a set of Sparco SPX seats with GMG seat bases. The seats were custom upholstered to complement the Schroth 6-point harnesses that secure the driver and passenger in place.

A GMG roll bar neatly integrates with the Alcantara-clad interior, adding rollover protection while also serving as a harness bar for the Schroth shoulder belts.

Before sending the 991 to Sterling Auto Con for its custom aero work, Shift Sector’s spring 2019 Airstrip Attack event in Coalinga, California came up. The build, break-in and engine calibration had barely been completed, but Ravi was anxious to see if his Turbo S had achieved the performance objective. When the dust settled at the airstrip, the CSF Porsche 991 Turbo S cleared the traps at 187 mph, making it the fastest Porsche and German Car at the event. Mission accomplished.

Coming back to Southern California with a successful first showing allowed Ravi a moment of satisfaction.

“I’m pleased with how this build came out. I chose the Turbo S to represent my company on the track as well as at shows to showcase CSF’s industry-leading line of all aluminum radiators and our new 991 Turbo intercoolers. As if 986 horsepower weren’t enough for this build, I wanted to take it one step further, to make the car look as good as it is fast. Most choose between looks and performance; I wanted both. Like all of my builds, I don’t go over the top, but I carefully choose upgraded OEM parts or bespoke aftermarket components,” he says.

“Although it took a little bit of time to complete, this build is pretty close to achieving my original goals for the project. Looking at what we accomplished as a team, it’s pretty close to a perfect build. I don’t know if there is much that I would have done differently. My plans for the Turbo S include a Sheepey Race titanium exhaust in preparation for the 2019 SEMA Show, along with a retune and a little more output to hopefully crack the 190 mph barrier at the next Shift Sector event. I’d love to get a Porsche Motorsports Alcantara wrapped steering wheel, but it’s a tad pricey,” he says.

Watch for this 991 Turbo S as it takes care of business into 2020.

Ravi would like to thank all of his automotive industry friends who supported this build.

“It’s not about me building this car for myself. It’s for the tuning culture; for the automotive industry, it’s about making something great with great people! That’s what this business is about—or at least it should be!” he sums up.

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Ravi Dolwani's CSF Performance 2014 Porsche 911 Turbo S

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