Photography by Mike Crawat
Buying a car sight unseen is always a bit of a gamble. An inability to look a car over and scout for those hiding problems like rust, shoddy bodywork, or driving issues that are impossible to identify through photos can often lead to unpleasant surprises upon a car’s arrival. To add to that, a seller’s honesty and integrity can only go so far; their definition of “clean” or “perfect” may simply be different from your own.

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While standing trackside, with camera in hand, I often find myself musing on races of the past.

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If my opinion counts for much, I’ll firmly state: the Porsche 911 is the quintessential “sports car.” Almost inexplicably, it exists in its own arena, filling the void between supercars and their road-going high performance consumer-tier counterparts. Porsche has made it clear that their entire ethos centers around driving enthusiasm, racing pedigree, and heritage in a way no other brand seems able to emulate.

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Coilovers are typically pretty familiar territory for the StanceWorks crowd. For folks like us, they’re often the first, second, or at worst, third modification we make to any car. From improved handling and ride quality, to absolute height control, they typically offer everything the layman asks for, and then some, and with most cars having an off-the-shelf application, installs are usually something any weekend warrior can accomplish in their driveway or garage.

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The year 1986 was hardly a watershed moment for the Chevrolet Camaro. If anything, it was arguably a low point in “generation three.” First, the top V8 lost power, going from 215 horsepower down to 190. Federal regulations necessitated a new center, high-mount safety light that General Motors placed on the outside of the rear glass. This temporarily disrupted the car’s clean profile while engineers worked on an integrated solution for 1987.

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