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Aaron,
The 3 bar Kafer brace is the setup for most applications. It provides chassis strengthening and will cure wheel hop for 'planted' launches.
If you are ditching the torsion bars and going with a coil over setup, then I highly recommend the 5 bar because it will triangulate the shock towers for better support (considering they are now supporting the weight of the vehicle).
Anodizing charges are done by 'batch', so it'll cost basically the same for the 3 or 5 bar. The kafer bar is in stock, but not anodized. The total turnaround is in the hands of the plater, but around 5 days is typical.
With that kind of power (and speed potential), you definately have to worry about the brakes. Believe it or not the Porsche stuff is actually quite economical with regards to the options. With those fenders, I'd do 17x7et55 (215/45, or 205/50 tire) on the front with 944T brakes. On the rear I'm pretty sure you can use the late model 944 aluminum arms, again with the matching turbo brakes. Run the 17x9et55's with a 245/40 (or 255/40) tire. Maybe other guys who have run the late offset arms can chime in here with regards to fitment.
You didn't mention whether you have a 2-bolt front strut or 3-bolt. With the 2-bolt strut and right collection of Porsche parts, it's almost all bolt on. (Camber can be an issue with the Porsche spindles). I can also machine the 944 hubs for your SB spindles.
I can put some numbers together for P-car parts, or try German auto dismantlers in Atlanta. Roughly, I figure you'd spend a little less than $2000 for full four corner 944T brake setup with new rotors/pads and the rear control arms etc..
As for tierods, I feel the stockers to be inadequate for larger cornering forces with wide tires. They were desiged for 165 tires on narrow rims. I feel my turning is 'crisper' with the SD tierods, but that may be subjective. Also, if you do a spindle swap etc, you may need longer/shorter tie rods. Why modify 30 year old parts, put on the new ones. I always put the SD ones in my cars.
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