<http://schema.org/articleBody>
"   NEWPORT BEACH, Calif.\u2014 The gold lettering on the glove box and engine cover of Chris Toy&amp;#039;s pristine black 1964 Porsche 356 reads &amp;quot;Outlaw.&amp;quot; It&amp;#039;s an appropriate handle for this car. Anyone riding with Toy when he nails the gas had better be ready for front-end-lifting acceleration that makes you &amp;quot;reach for the sky, pardner.&amp;quot; This is a 356 with the soul of a Porsche 911 Turbo. \u2014Patrick C. Paternie  The Specs &amp;quot;I always wanted a Porsche Turbo,&amp;quot; explains the retired general contractor. &amp;quot;And like any hot rodder, I had to build it from what I had.&amp;quot;  Toy bought the 356 in 1978 as a reliable daily driver. By 1986, the car had accumulated 300,000 miles and needed a full restoration. It sat untouched for 19 years until the resto-mod began in 2005. That&amp;#039;s when he spied a 3.3-liter Porsche Turbo engine and four-speed transaxle from a 1979 930 Turbo. The powertrain lay abandoned at Daniel Smissen&amp;#039;s Porsche shop in Costa Mesa, Calif. Toy commissioned Smissen to rebuild the engine and transaxle. So Toy didn&amp;#039;t stray from the Porsche family tree, he just moved farther up that tree from the 356&amp;#039;s VW roots.  Toy tossed aside the Beetle-derived 1.6-liter four-cylinder engine and used the turbo motor in its place. The beauty of using this turbocharged engine (besides its Porsche DNA) is that while displacement slightly more than doubled, horsepower more than tripled. The original four-cylinder was rated at a meager 88 hp. The stock 930 engine produced an even 300. But with a bit of tweaking, Toy has seen 310 hp at the rear wheels in a dyno test. That was before he pumped up the boost from 0.8 to 1.0 bar that he reckons should be good for another 15 to 20 heavy-breathing ponies. But making horsepower proved to be the easier part of this transplant.  The new motor not only takes up the entire engine compartment, but also spills forward over about 13 in. into the rear seat area. Rhett Searle of South Coast Fabrication in Costa Mesa was the craftsman who served as the &amp;quot;chief surgeon&amp;quot; in this transplant. After the original engine, transaxle and rear suspension were removed, Searle cut away the center of the original torsion-bar housing to make room for the new drivetrain. He then converted the remaining sections of the torsion tube to serve as the mounting point for the new suspension. It utilizes coil-over shocks and his own custom-formed, chrome-moly trailing arms with micro stubs that carry the axle assemblies and big Wilwood 911-spec disc brakes. The upper mounting points for the coil-overs are on a tubular subframe Searle created to carry the engine and transaxle. This subframe is welded to the inner body structure of the 356 and extends the aforementioned 13 in. into the rear seating area. This space, which is covered by a fully upholstered, removable rear seat, is also home to the oil reservoir, the air-conditioning evaporator, electronic engine-management controls, and one of the two electric fuel pumps.  The car doesn&amp;#039;t have a rear wing or any other aerodynamic giveaways. Toy explains, &amp;quot;I wanted my car to be a sleeper.&amp;quot; The fenders and wheel arches were subtly stretched to maintain a stock look and nicely cover the wider (15 x 6\u2013in. front and 15 x 7\u2013in. rear) polished 911 Fuchs alloys.  The Drive Settle in behind the vintage wood steering wheel and the only hint of the 356&amp;#039;s outlaw nature are the new 6500 redline on the green-and-white, period-correct tachometer and the (gasp) 160-mph top number on the matching speedometer. Twist the key and another clue emerges\u2014the iconic and nervous metallic thrum of a Porsche flat Six.  Punch the throttle, dump the clutch and whoosh\u2014this little Porsche rockets off the line. So much for subtlety. The tach needle rises as abruptly as the car&amp;#039;s nose. Lean forward to grab second gear, and the front end ascends skyward again. The need for third arrives just as quickly. After we gobble up a rare straight section of the Ortega Highway\u2014one of the best driving roads in Southern California\u2014we head toward the road&amp;#039;s infamous snakelike undulating curves and bends.  Other than 911 disc brakes and new bushings, the front suspension remains basically stock 356. The steering&amp;#039;s somewhat heavy feel belies its directness. Apply too much steering angle initially and the turbo motor makes its presence known by the added rear heft, making you keenly aware of the 356&amp;#039;s very short wheelbase. To avoid becoming a pendulum through the tight stuff, we recite the Porsche driver&amp;#039;s mantra\u2014&amp;quot;don&amp;#039;t lift.&amp;quot; We keep our right foot smooth and steady on the throttle. This balancing act soon becomes fun through sweeping turns. Back on city streets, the car becomes a tame little runabout. Just remember, there&amp;#039;s serious thrust waiting for you around 3500 rpm.  The Bottom Line Porsche purists may consider this car a bit of an oddball. But Toy has managed to compress many of the best years of the Porsche timeline into one very exciting package. Truth is, he&amp;#039;s still sorting out chassis and powertrain. But that&amp;#039;s a big part of the fun in doing a hot-rod project like this.   RELATED STORIES \u2022 TEST DRIVE: 2009 Porsche Cayman and Cayman S Test Drive  \u2022 EARLIER: 2008 Porsche 911 Turbo Test Drive  \u2022 PLUS: Supercar Comparison Test Includes Porsche 911 Turbo  \u2022 JAY LENO: Freethinking Porsche Reinvents the Clutch   "^^<http://www.w3.org/2001/XMLSchema#string>
<http://www.popularmechanics.com/cars/a12784/4301362/>