Street registered track car
1969 Fabcar Porsche 911 GT-2

3,600cc Flat-6 Engine (see text)
Patrick Motorsports 50mm Carburetor Package
350-380bhp at 7,800-8,200rpm
4-Speed Manual Transmission
Independent Front and Rear Suspension
4-Wheel Disc Brakes
Rear-Wheel Drive

* Fabcar Porsche 911 GT-2
* Street registered with clean 1969 Porsche 911E title
* Dave Klym Engineering Chassis Fabrication
* Restored Fiberglass Body with 911E Steel Roof Section, Finished in Gulf Racing Blue
* Rebuilt PMNA Type 964 3.6L Race Engine
* Rebuilt Close Ratio 934 4-speed transaxle


THE FABCAR

Fabcar is an American racing design and fabrication shop founded by Dave Klym in 1977, located in Tucker, Georgia. They specialize in designing and constructing high-performance race cars, particularly for endurance racing and sports car competitions, and are known for meticulous craftsmanship and cutting-edge technology.

The first outlines of Fabcar began in the late 1970s through the hands of Dave Klym, a talented mechanic from Carmel, Indiana, who was already a well-known face on and off tracks across the USA — both as an amateur GT racing driver and as a mechanic, having worked for teams including Dan Gurney's All American Racing and Charlie Hayes Racing.

Fabcar's first major project was building eleven-Wheeler Super V cars. In 1979, Fabcar was contracted to build three Lightning Indy cars for Lindsay Hopkins from Atlanta — among the first ground-effect Indy cars, designed by David Bruns, who later went on to start Swift Cars.

One of Fabcar's most notable achievements is the development of the Fabcar Porsche 935, a dominant force in IMSA racing during the 1980s.

In the 1980s, Fabcar built customer Porsche 962s and 935s in the same tradition as Kremer or Joest in Europe, becoming a worldwide expert on the Porsche chassis design.

The most extreme example was the JLP-4, built for JLP Racing (John Paul Sr. & Jr.). The JLP Racing team wanted to build a version of the 935 that could "win any race it entered" with no expense spared. The car's 3,200 cc engine was reportedly capable of around 840 hp at 20.5 psi of boost. It featured a prototype-style slab-sided centre section with sliding skirts that sealed the underbody aerodynamics, and switchable diffuser stalling flaps to increase top speed on the straights — by far the most sophisticated and aerodynamically advanced Porsche 911-based racing car of its time.

The Porsche 935/84 is another significant Fabcar creation. This car was originally constructed for Bob Akin Motor Racing and participated in the 1982 IMSA GT Championship as a Porsche 935 L-1. A broken axle during qualifying led to a crash with Derek Bell at the wheel, and the car was sent to Dave Klym at Fabcar in Tucker, Georgia. The chassis was rebuilt and christened the 935/84 before debuting at the Daytona Finale Three Hours in November 1983, achieving a second-place finish. It was driven by Patrick Long at Rennsport Reunion V in 2015.

The most audacious Fabcar creation was a mid-engined Porsche 993 — flipping the entire layout of the air-cooled 911 platform. The unique 993 ME demonstrated all of Fabcar's boldness and determination in its pursuit of innovation in motorsport and remains one of its most celebrated creations.

Fabcar's expertise spans chassis fabrication, aerodynamic optimization, and advanced suspension systems. Revered as one of the most important companies in the Porsche segment in the 1980s and 1990s, Fabcar left an impressive legacy on the racetrack, with its products synonymous with reliability, novelty, and speed. Their cars remain highly sought after in the historic racing world — Fabcar's rarely come up for sale.


THE CAR OFFERED

Commissioned in the early 1990s with an open budget, Chassis no. 119210281 is one of the most purposeful and historically significant Porsche-based competition cars built in America. The chromoly tube-frame chassis was designed and fabricated by Dave Klym of Klym Engineering — the man behind Fabcar — whose work defined American Porsche endurance racing throughout the 1980s and 1990s. The A.I.R. 993 fiberglass bodywork, early 911 steel roof section, and Type 964 race engine and transaxle were built and fitted by Paul Willison of Willison Werkstat in Florida. Upon completion in the mid-1990s, noted IMSA driver JLP Jr. was engaged for final setup and shakedown. The build cost reportedly exceeded $250,000 — the equivalent of well over half a million dollars at today's value.

Tragically, the original owner suffered a stroke shortly after the car's completion and it was never campaigned as intended. It remained in Willison's Florida shop for approximately seven years before being acquired in 2002 by William Eaddy, who at that time also owned a 1967 911R, a 1973 2.8 RSR, a 1994 3.8 RSR, and a 996 GT3 Cup car. Eaddy raced the Fabcar twelve times between 2002 and 2015, predominantly in SCCA GT-2 at Palm Beach International Raceway, securing eight first-place finishes. He later described it as the best-handling Porsche he had ever driven in, including his 996 GT3 Cup car.

In 2015 the car passed to IMSA Driver of the Year Jack Lewis, who further developed it for GT-2 competition. Lewis raced it six times in the SCCA Majors Tour. Notably, his wife Helga — racing in her 70s — took a third-place finish at VIR on her first outing. Lewis himself secured two Majors victories and finished second overall in GT-2 P2 class points for the season.

The heart of the car is a PMNA high-compression 3.6-liter Type 964 flat-six race engine, fully rebuilt and producing in excess of 350 bhp on pump fuel. Induction is handled by a set of rebuilt and re-jetted PMO 50mm carburetors — among the finest aftermarket carburetors available for any air-cooled Porsche engine — paired with a period Electromotive ignition system. Drive is taken through a right-side-up 934 4-speed close-ratio racing transaxle sourced from Bob Akin Racing in 1977, fitted with a new Guard Transmission Pro Series limited-slip differential.

The Fabcar chromoly tube-frame chassis is in excellent condition and is notably lighter, stronger, and more rigid than any steel unibody equivalent. Suspension is fully adjustable RSR coil-over specification with restored Koni dampers and 930 trailing arms, engineered by Fabcar with their characteristic approach to camber adjustment — visible in the photographs. Braking is provided by Porsche 993 Turbo 'Big Red' calipers at the front and adapted 917 front calipers at the rear, with cabin-adjustable front-to-rear bias.

The restored fiberglass body and steel roof section are finished in iconic Gulf Racing Blue and carry the car's original racing number, 59. Glazing throughout uses lightweight custom-fabricated aluminum frames with Lexan — designed to be removed quickly for open-air driving. Three NACA ducts provide ventilation to the cabin and engine bay. The rear quarter windows open in the manner of an early 911 and double as engine air feeds.

Despite its competition specification, the car has been thoughtfully prepared for dual-purpose use. Electric air conditioning and cabin heat — the latter drawn ingeniously from one of the three front-mounted engine oil coolers — were added at a combined weight penalty of just 30 lbs., positioned behind the front axle, fitting perfectly within the chassis. Lightweight sound deadening lines the engine and transaxle firewall, concealed beneath matte German leather-trimmed luan panels. Height-adjustable Porsche 993 seats provide comfort on road events, with the option to substitute the included MOMO FIA race seat, reducing overall curb weight to 2,125 lbs. with a full fuel cell.

Wheels are the original 16-inch BBS magnesium racing items — 11.0 x 16 front, 12.5 x 16 rear — in fine original condition.

The car underwent a comprehensive two-year restoration by The R Institute, completed in 2026. Since restoration it has been driven only on test drives and to one local show. It has never been involved in an accident, carries relatively low chassis hours, and presents in great mechanical and cosmetic condition throughout.

Accompanying the car are the original logbook, build records/photos/documentation, restoration records, owner instructions, new MOMO FIA seat, race net and race belts.

This documented Fabcar chassis is street-registered and eligible for La Carrera Panamericana, Porsche Club of America events, SCCA racing, Historic Racing with HSR and SVRA, Pikes Peak Hillclimb, and Driver's Education events. With its electric air conditioning and road registration, it is equally at home on a rally stage, at Cars and Coffee, or on track.