Welcome to Gary Cable's Porsche web site


"Rambling down the Porsche pathways"

My 1998 Porsche 993 Carrera Cabriolet
(993 = Porsche 911 US model year 1995-1998)
Last generation of the air cooled 911!

(click on the picture to view a hi-res picture)

My 2002 Acquisition Project Car
Currently Stock 1997 993 C2 6 Speed Cabriolet with Guards Red Exterior, 
Black Leather Interior and Black top.

(check back often for more project updates on this car)


Click below for Project updates

Feb 2002 Interior detailing, shift knob, steering wheel upgrade
Mar 2002 Gemballa wheel and wing upgrade / road trip
May 2002 Stainless door sill install
Aug 2002 Valentine 1 install and seat upgrade

I have own all three generations of Porsche 911s which covers model generations. 
(964 1990-1994, 993 1995-1998, 996 1999-current)

Currently the 1998 C2 Cab is the Porsche that I kept, through the process of finding 
the perfect Porsche I have also owners a 2000 Corvette C5 coupe. 

Below are some pictures of my stable past. 

My Porsche 964 Carrera 2 coupe
(964 = Porsche 911 US model year 1990-1994)

The Upgrade Program on my 964 Project Car started with a stock Grand Prix White C2 964 911 with a custom exhaust/muffler probably installed by the seller.

Being somewhat particular about the paint and overall presentation of the vehicle, I pulled off everything I could remove from the vehicle including all lights, wing, carpeting, seats, etc. and removed a few pounds of sand, grease, accumulated trash and grunge. I then detailed the engine compartment and replaced the rubber/polymer air boot that was cracked and hanging somewhere between the engine and the air recirculating engine gas port. While I was at it I replaced the rear reflector and light panel that was sun faded and webbed a typical bane of the 1990-1993 964's.

Unsatisfied with the chipped road rash front bumper and the bonnet that had a dime size poorly repaired chip, I refinished and repainted the spoiler front bumper. This plus a thorough detailing of the rest of the exterior brought the old Porsche back to life significantly.

Moving next to the interior, I located with some difficulty an aluminum shift knob and boot in the Lobster Red color, an aluminum parking break handle, and a short shift kit and installed same. Naturally the gas, brake, and clutch pedals seemed wanting after that, so the aluminum pedals seemed the next logical upgrade. While I was at it I changed out the knob centers on the dash controls from plastic black to aluminum. I drew the line at adding an aluminum dask kit and opted to keep the dash in the red leather.  So I topped off the interior with a two color (black/red) "wheel skin" and dyed the shift boot and red of the wheel skin to match the rest of the interior.

Wider and lower became my next battle cry and away I went on the install of the custom rocker panels.

The final upgrade of the vehicle included the installation of the Road America look rear wing. I had planned to go futher, but the crunch of vehicles in the garage (Porsche, Corvette, and one little Toyota I was working on) left the Spouses Mercedes SLK sitting outside with the Chev Tahoe SUV. Keeping peace in the family unit suddenly took the center stage and the "cutting down of the inventory" incident took place. That coupled with finding my 1998 993 Cab solved the garage space problem and lightened up the monthly insurance bill.

My 964 in it's stock form

Before any modification
After my personal Modification

My 1999 Porsche 996 Carrera Coupe
(996 = Porsche 911 US model year 1999-current)
First generation of the water cooled 911!

Below are few non-911 based vechicles I have owned


My 2000 Corvette Coupe

My 1982 Porsche 924
(924 = Porsche 924 US model year 1976-1982)


The 924 model series was imported into the US with a 2.0-liter engine until 1982. The initial production using the 2.0 engines, with the cast iron block, and aluminum alloy pan and head, continued till 1985.  This “marriage” of metals was not always a happy ending as the heads had to be reworked and other “factory fixes” to prevent them from sucking air and blowing the coolant out of the block and radiator.  Once repaired, the vehicle held together rather well with few major issues, at least for my vehicle.  It was not a barnburner and low on power with the 2.0 L engine.  Even with the advent of the 2.5 L installer in the models produced later, many were disaffected with the vehicle and started looking elsewhere to avoid “trading up”.  Porsche management was persistent and forged ahead into the S series and perhaps as a result of seeing that turbos were rapidly appearing on the aftermarket to beef up the performance even at the expense of blowing more than a few engines.  Production moved on and into the 944 and other turbo variations up to and including the 928 series before the ultimate wake up calling finally was recognized due to loss of market share for the overall production line.  A form of sanity returned and the emphasis on the production and development of what the company did best was reinitiated with a injection of a new 911 model series air cooled platform.  The “new” water-cooled breed that was initially cultivated was placated with a few more minor upgraded models before the production was halted.

Once again we are seeing history repeat with Porsche now having hit the perceived limits of development, watching other manufacturers both profit and progress in the water-cooled traditional arena.  The 996 era in 1999 announced once again the shift firmly cutting ties with the air cooled production rather than with the dual production of the water and air cooled simultaneous production line as in the previous transition.  This seems now to open up the high end of the line and pave the way for the re-competition with the euro “multi-euro” crowd buying the Ferraris, Lambos, and other stellar dollar vehicles.  Anyone not attracted to the overt but dignified marketing of the new GT?  The appeal and the privilege of owning a $400-450,000 high-end dust collector does seem very compelling.  Why bother with a spouse, home, or offspring when you may be among the very lucky few to have one of these to look at in your stable of vehicles.

So here is my 924 that set me off on a convoluted route to my 993 with a few specifications for the technical buffs.

Model Year
Engine Code
Displacement (cc.)
Stroke/bore (mm.)
Compression ratio
Motor Man.
Transmission Code
Weight (lb.)
Chassis # 
84.4 x 86.5
088/6, 087/3, 016Z


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