1 - 356 Registry

Transcription

1 - 356 Registry

Index
Index
Index
By the time you read this, the "First, (but hopefully not the last),
'356 REGISTRY' Magazine Editors and Staff Conference" will be
history. Most of our volunteer editors and staff have been more than
concerned about all the recent bickering and political posturing that
have been appearing on these pages, in addition to all the dark innuendos and rumors that have been circulating for the last 2-3 years.
There have also been a lot of concerns expressed about some of the
directions that our organization has been going, whether our 16-yearold stated purpose of providing a central forum is relevant today,
whether we are being responsive to today's "356 REGISTRY" reader
and generally the direction and course we should be on for this new
decade.
Pretty heady stuff for our laid-back, informal group, I know. Maybe
we can get all the b*llsh*t behind us and if we find that we're off
the track, get back on it. In any event, coming in the next issue
(FebIMar) will be the report (or maybe even reports) from the conference, so stay tuned.
I am pleased to be able to report that we have added a new editor
to the masthead! Ron Roland has stepped forward and answered the
Members, Trustees and Officers
356 Registry, Inc.
I am pleased to present for your review the financial results for
our organization, on a cash basis, which covers the twelve months
ended August 3 1, 1989. I would be pleased to answer any written
questions sent to the following address:
call to share his considerable talents with us in the form of a regular
"356 REGISTRY" column. Many of you know Ron from hosting
two Eastern 356 Registry Holidays and others will remember him
from his floor pan replacement articles, which are the definitive works
in this area. Ron's area of interest is the hard-core, nuts and bolts,
hands-on restoration stuff. As the proprietor of Roland Automotive,
(3 131749-9804) Ron will be able to give us a professional's perspective. Welcome, Ron!
(An aside and some food for thought . . . have you ever noticed
how it's a very small group of generally the same people who do
most all of the work [the givers] . . . and how almost all of the complaining wmes from an equally small, but totally different group who
never has done ANY of the work [the takers]?)
Is there any interest in hosting a 1990 East Coast Holiday? Time
is fast running out, so if your local group has been considering doing a Holiday, please contact any of the Trustees right away.
Following is some information that is promised to be an annual
event - your comments are invited.
-
Expenditures:
Magazine cost*
Insurance - K&K event insurance
Cost of books
Shipping books and tapes
Travel and meeting costs
Cost of video tape
Donation from Booster Fund
Membership expense
Legal and accounting
Advertising
Bank charges
Office expense
Other miscellaneous
Total expenditures
Joel R. Horvitz, Treusurer
356 Registry, Inc.
P.O. Box 1131
Gloucester. MA 0 1930
356 Registry, Inc.
Summary of Cash Receipts and Disbursements
Year Ended August 31, 1989 (Cash Basis)
Total cash available at
August 3 1. 1989
Total cash available at
August 31, 1988
Revenue:
Membership dues
Net Holiday income and Booster
Fund contributions
Sale of books
Sale of video tape
Advertising
Dividend income
Interest income
Total income
356 Registry, Inc.
Balance Sheet
August 31, 1989 (Cash Basis)
Cash - checking
Cash - cash management account
Cash - Booster Fund
Other miscellaneous assets
Total assets
Sales tax payable
Fund balancelnet worth
Total liability and fund balance
*All inclusive: Production, 1st class and a i m i l distribution, subscription
management services, back issue inventory and mailing of current issue to
new members and late renewals.
356 REGISlRY
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DEC '89/JAN '90
Index
JIP h d =I=l=l-lu Letters and Other Miscellany
10-
"Thank you. My request for transmission information in last
month's Registry was met overwhelmingly by the members. It's comforting to know that our membership is so inclined to help out. Many
Mikey Cohen, Kingston, PA
thanks to everyone."
The 356 Registry Booster Fund update: contributors since the last
issue are Paul Nibecker, Kurt W i h , Kemy MaLkus, Paul
Christensen and Alan Bohanan. Thank you for your generosity.
See the Treasurer's report in this issue for the current status of the
fund.
*
PORSCHE CARRERA: GT Speedster. 1959. with 1961
engine. Zero miles since overhaul by Porsche. All
road and race equioment. Spvder brakes. Webers.
etc. Excellent condition. $4,200 or nearest. Gary
Ross. 1170 Bnis Franc Rd.. St. Laurent. Quebec.
Canaba. F_E 4-7823PORSCHF CARRERA: GT Soeedster. Late 1959. Factory-Installed Webers roll bar belts extras. Immaculate. Carefully 'maintain&
in 'semi-storrye.
Never raced. W/soecial trailer $4,695. John Orr, 25
Cleehnrn La.. N. Tewksburv. _Mass-,
~ S C H € - D ~ R ~ ~ T pounds
E ~ - NWET.
O ~R~S~; ~ C
~ ~~
ennlne. 5-soeed box. Low-o~vot.Imted-slio differentiai. A ootential sensation. IS fresh and readv to
r&.$6.995..-Chuik
Rickert, ISOO-E; i o i s t St.; I&
d!dnaflolis 80n
!.dV
, cl&w
6-1434.
PORSCHC-DURLITE: Frightfully fast when i t runs.
Potential sensation--it should be fnr $9.617! Pretty
she's nicknamed "The Tnad." Will sacrifice for
$5.495 Carolyn Rickert. 1500 E. l O l s t St.. Indian*!?,Lnd, \/W6 - 1 4 ! . .
.PORSCHE SPEEDSTER: '57 lfi00. One race on new
en~ine.Fully ~ n l i s h e dand balanced. AH leeal extras.
One of the fastest In FP this vear. $2,0n0. Matt
Forelli. ?Vista Ave., Old Greenwich. Conn. NE 7-0931.
PORSCHE S P I D E R : - ~ ~ R ~ ~ ~ ~ C O ~ ~ I ~ ~ I = ~ ~ hauled since last race; ready for next season. Many
spares, priced to sell. Al Comisar. Too 0' The R~dge
Restaurant. 6202 Montaomerv Rd.. Cincinnatl. Ohio.
JE 1-1062.
PORSCHE SUPER 9 0 : - i < 6 ~ ~ ' 6 u ~ ~ i l black
~ ~ 6 t h interior. EnKm balanced. polished. by Holbert. 7:31
BAF3C. alloy wheels. Spvder brakes, bucket seats:
t3.800. Bill Strand. 23 W. Bei'Meadow Lane, Chag.
rln !;3lls. Ohio. ED 8-5364.
-.L
- -1
a?!!
(Just as mysteriously as the puzzle appeared, so did the answers
-'same plain, browkwrapp&, poshnarked Santa Ana, CA.)
*
"Going through my files in moving and thought I might pass this
along from a 1961 SCCA 'Sports Car.' "
Bruce Baker, Springfield, PA
" . . . I am interested in your 356 emergency breakdown service
network while traveling in my 356 where faithful Porsche owners
help others in need . . ."
Zdenek Base, Lincolnwood, IL
(Editor'sNote: To the best of my knowledge, this project died many
years ago due to lack of interest and participation. Barry Allen,
Sacramento, CA was the prime-mover. Any other interest?)
*
*
. . . would like to make a small comment or correction if I may.
On page 20 of the last issue is a comment concerning a $410.00
reference for a 356A workshop manual found in a Stoddard price
sheet. Our price is the $195.00 price not the $410.00. We have been
at the $195.00 price for almost a year.
"Our next project is the 356 (1950-19.54%) parts book reproductions. We are combining the two versions into one hardbound hook
with a divider between the two versions. We're quite excited but don't
have final costs yet."
W.R. Green, Assistant Parts Manager
Stoddard Imported Cars. Willoughby, OH
"
*
"Seen at a 356 picnic last fall - car is apparently from the viciniMike Robbins, Indianapolis, LV
ty of Rockton, IL."
356 REGISTRY
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DEC '89IJA.N PO
Index
". . . Don't listen to the naysayers - the silent majority out here
likes what you all are doing - some of us even appreciate the incredible amount of work it takes!"
Lynn Adams, Sargentville, ME
"Dear Messrs. Pike, Ertel, Block, Moore, Pellow: All of you write
wonderful columns for the 356 REGISTRY magazine. I've been
around 356s and 91 1s for over twenty years and have read more
technical information than I care to think about. It is so refreshing
to read your respective columns to get the personal experience side
of owning a 356. I would say to those people who want yet another
article on how to wax a car or fix a poor ole recalcitrant carburetor
to buy any of the fine books Mr. Pellow has written or the dozens
of technical and how-to books on the market.
Sometimes I get the feeling that too many readers think they can
purchase a subscription to the REGISTRY and get free advice on
how to fix a floorinator or the blowby collector. I'd say it's time
to belly up the bar and hire the right people to do the job to bring
they 356 up to the standards they wish and quit flogging you for
writing the wonderful personal interest stories that you do. They are
part of what 356 driving is all about. KEEP THEM COMING.
It is hard work to sit down and write an interesting piece every
other month. I commend you all who write the human interest articles and Messers. Keyser, Skirmants, Johnson, Seeland and
Scrogham who lean to the technical side of the 356 world. You all
do a wonderful job.
Thank you."
Rush L. Workman, New York, NY
From Joel Horvitz, who was in charge of the video tape project
("Made by Hand," at the Porsche Factory, early 1960s), comes this
letter which should add a little levity to your day:
"I purchased this video to show to my Junior High students. It
is a very good video but it is geared for adults who own a late model
356. My students found it to be out-of-date and slow-moving.
If you have another video that is up-to-date, please send it to me.
If not, please refund my money."
Name Withheld
"Much is written about what tools and spare parts to carry in your
356 for roadside repairs when the beast breaks down far from home
and familiar local Porsche repair shops. However, no list prepared
us for the Sunday drive home to Arlington, VA from Hancock, MA
after Holiday XV. What turned an uncomfortable roadside breakdown
in extreme heat and humidity into a refreshing experience wasn't the
satisfaction of having that rare spare part in the trunk or creating
a work-of-art from bailing wire and chewing gum, it was the generosity and kindness of a few Real Porsche People.
My wife and I left Jiminy Peak Resort about 11:30 and headed
south toward Arlington. VA. While still in New York State, we had
a blow-out in the left rear tire. We pulled off the road and changed
the tire. About an hour later. just inside New Jersey on the Garden
State Parkway, the car starts to vibrate as if there is another flat tire.
Another quick trip to the side of the road and a walk around the car
and this time the tires all appear fine. Well, perhaps it was just a
bad stretch of road so we start off again but the vibration is definitely caused by some problem with the car. Back to the side of the road
just as a NJ State Trooper happens by, so we ask him to call a tow
truck. I suspect a wheel bearing since the left rear wheel is three
times hotter to the touch than the other three wheels. Fifty minutes
later, there is no tow truck but Joe DeNais and his wife, trailering
a yellow Roadster home from the Holiday, pull over to help. I ex-
356 REGISTRY
plain the situation and Joe suggests that the vibration may be a broken
steel belt in the tire since he had experienced the same problem with
their Roadster the previous day. We take another look at the tires
and sure enough, the left rear tire, the spare I had put on earlier in
the day, has a bulge where the steel belt is broken. A tire problem
should be fairly easy to correct and moving the car at low speed should
be okay since it probably isn't a bad wheel bearing after all. Joe and
his wife volunteer to stay with us to make sure we're okay. So, away
we go in search of a gas station to repair the first flat tire. We exit
the Parkway at Exit 166 and there are no gas stations in sight! We
stop at a restaurant to inquire about gas stations when a 9 1 1 Carrera
Cabriolet appears. Joe shouts, "Are you familiar with this area?"
Laura Sheft, the 91 1 driver, says, "yes." Joe says "Pull over!" Joe
explains that we need a gas station to fix a tire and Laura volunteers
to go search for one and return. (Ever have the feeling that a situation gets a life all its own and all you can do is stand by and watch?)
Twenty minutes later Laura returns having checked three stations
(no mechanics on Sunday) and found a Texaco station with an attendant speaking broken English agreeing to fix the tire, "if it is a simple fix.'' With Laura leading the parade we're off to the Texaco Station. As it turns out, the tire is cracked from dry rot and cannot be
repaired but must be replaced. The Texaco Station does not have
the right size in stock, so we discuss the options as a group, including
the Attendant who is getting caught up in the challenge of this dilemma
and is offering suggestions just like everyone else. He also wonders
why the two other Porsche don't have a tire that will fit our Porsche.
Laura and my wife go off to check other gas stations to try and purchase a tire. Meanwhile Joe and his wife offer to drive their car home
and return with the empty trailer and tow our car to their home. They
live near an AMTRAK station and we would have the option of spending the night with them or taking AMTRAK home and deal with
the car later. The Texaco attendant thinks that is a good idea and
asks if we are old friends and is surprised to learn that we just met.
I explain that my wife and I are in the Air Force assigned to the Pentagon and are on our way home from a Porsche 356 outing. The Attendant explains that he is an ex-Syrian Air Force pilot and has worked
for the CIA. He stands ready to help solve this tire problem. Laura
and my wife return and announce that this particular county in New
Jersey prohibits the sale of tires on Sunday! We also learn that Laura
is a commercially licensed Blimp pilot and flies the Met Life Blimp.
(The one with Snoopy on the front.) She is also an expert hot air
balloonist and was the youngest person in the nation to be commercially licensed to operate a hot air balloon. Laura lives only a few
miles away in Saddle River, the same neighborhood as Richard Nixon. The Texaco Attendant is really excited now. Laura offers to put
us up for the night and help us find tires in the morning. We decide
to accept Laura's offer and thank the DeNais' profusely for their help.
Before departing Joe leaves his business cards which proclaims "Wars
Fought, Revolutions Started, Tigers Tamed, Bars Emptied, Virgins
Converted, etc. The Texaco Attendant cannot contain himself. Off
we go to Laura's where she makes room in the garage for our ailing
356. We all go out for a nice dinner and some very interesting conversation. Laura's blimp experiences range from covering the routine
sporting events to detecting illegal aliens crossing the border. According to Laura you can sneak up on the illegals in the blimp and
scare the socks off them! After a good night's sleep and a sumptuous
breakfast in the morning we are off to find tires. Unfortunately, the
spare with the broken belt finally gives out and we are back on the
side of the road. I throw a tire into Laura's V W Golf and away we
go leaving my wife to guard the Porsche. Several tire places later
we find one with the right size in stock. We get one tire fixed and
then back to the car to replace the flat and return to get the other
three tires replaced since they all appeared to have some degree of
5
DEC '89/JAN '90
Index
The 1989 West Coast Holiday, Another Perspective
"Some of the benefits of owning a Porsche are the people you meet,
the places you go and the things you do. 'It's not just a car, it's a
lifestyle.' If you have not looked at the car or the 356 Registry from
that perspective I suggest you give it some consideration: I think you
and your family will enjoy it. With that in mind, our family has participated in many events both regionally and nationally. I would like
to emphasize 'going places and participating,' especially participating,
that is when the magic takes place and you really meet the people.
The 356 Registry, West Coast Holiday 'Porsche on the Rocks' was
one of these events. Box Cox our local Minneapolis 356 guru told
me this would be a fantastic event. The word was out. 'Sedona is
a spectacular place to visit due to the scenery. The headquarters would
be a posh tennis ranch and Cliff and Becky Berryman had plans that
would put Malcolm Forbes' birthday party to shame.' This was the
right bait to attract lots of California cars.
The event started at noon on Friday and ended at noon on Sunday.
Daryl Fortier decided to come along and find the secret to building
a rocket engine for his 356 vintage racer. We decided to make it a
four-day weekend. We flew into Phoenix, drove to Flagstaff, visited
the Grand Canyon, saw a fantastic film at the Imax Theater, then
drove to Sedona. If you have not been to the Grand Canyon or Sedona
you have NOT been to Arizona. After being both places, I would
be hard pressed to say which is more spectacular. It's too bad that
people go to the canyon and miss Sedona. If you are going to Arizona
see both. The drive south to Sedona from the canyon is like nothing
else in this world.
Back to the event. Over 234 registrants and 100 fabulous cars began
to arrive by trailer or under their own power. First stop, registration
and the goodie bag. A beautiful commemorative poster, a golf shirt
with the event logo embroidered on it, dinner and door prize tickets
and much more.
On to the hospitality room and goodie store. The Friday night dinner was a chance to meet old and new friends, attend a tech session
on four cam engines and prepare for the Saturday Concours. Yes,
the Concours is the event and depending on your objectives there
were cars to see and experts to talk with. With my Speedster restoration going full bore I had lots to see, photograph and learn . . . and
this was the place to do all three. The Concours site was the fairway
of a local golf course, but these fairways were clutched between the
cathedral-like walls of the red rock buttes that makes Sedona one
of the most beautiful places on earth. After a tasty box lunch, the
trophies were awarded, yes, solid sterling silver models of a 356 sitting on Sedona red rock.
That evening over 500 people attended the awards banquet or should
I say Christmas party. The door prizes ranged from trips to Germany, to complete sets of Porsche luggage, to a one of a kind Porsche
diamond ring, to valuable car parts, 'a real mother load.'
On Sunday, the swap meet started at 8:00 a.m. We got there at
7:30 and the good stuff was already gone, typical. They said it was
the best one held in a long time. We wandered about saying our goodbyes and looked at some of the best 356s in the land. It was then
onto Jerome, an old mining town that is now a ghost town. I hope
to see you at one of the 356 holidays."
John Mueller, Apple Valley, MN
dry rot. We get back on the road to Virginia about 11:30.
We started out stuck on the Garden State Parkway and ended up
being touched by the kindness of strangers whose only common link
is "PORSCHE." We are very grateful to Laura Sheft and Mr. and
Mrs. DeNais who are not strangers among Porsche people!"
Ro Bailey & Bill Selah, Arlington, VA
*
Sedona or Bust!
Thursday morning, 5:30 a.m., we met with Wayne and Susan
Callaway for a quick cup of coffee, before going off to Steve
Schmidt's to collect the rest of the caravan for an eight hour cruise
to Sedona.
Some ten hours later, after miscellaneous breaks, we all arrive in
Sedona to greet old friends already there. A wonderful dinner for
the Holiday volunteers was served at an authentic German club.
Delicious!
On Friday the Bartells (Juli and Bruce), Callaways and Bivens went
out for a Red Rock jeep tour of Soldiers Pass. Our driver was named Mad Dog, the oldest jeep tour driver in Sedona (or so he said).
He was a great guide and we had a ball on the tour. Almost learned
enough from Mad Dog to at least survive in the high desert if the
need arose. We also learned that 356s and the famous red rocks have
a lot in common - they both rust. The rocks actually contain so much
iron, that when they are exposed to the elements they "rust" - thus
the red coloring.
Friday noon we lunched at the Hideaway Restaurant which featured
great sandwiches and fantastic views of the countryside. It was then
back to Holiday headquarters to register and make some Goody store
buys.
The girls went shopping while I worked on the Concours layout
for Saturday. Bruce and Wayne were having beers and visiting with
newly arrived friends. We all met up in time for a fantastic dinner
at The Owl. If you ever visit Sedona, this restaurant is not to be
missed.
Saturday at 6:00 a.m. I meet with Cliff Berryman, Holiday Chairman, for the Concours set up. The Full Concours 356s were placed
by Steve Schmidt, while Jeff Larkin, Bruce Bartells, Bob Cox, Jeff
Gamble and Ken Ito directed traffic for the People's Choice Contours. A total of 130-356s were placed for People's Choice and 10
356s for Full Concours. It was a beautiful day, although Mother
Nature let the rains loose for about an hour. The rain didn't dampen
anyone's spirit and the event went on when the sun came out.
Trophies were handed out to the People's Choice winners that afternoon. Jeff Gamble designed the unusual trophies made out of the
Sedona red rock, with a holiday plaque inset and a silver 356 model
placed on top.
Now it was time for Saturday's banquet. A Mexican-flavored banquet started the evening. After dinner, there were the usual introductions and thanks you's, then the Full Concours awards were presented.
Each owner was called up to receive the applause of his friends for
making the grand effort to show a Full Concours car. Four trophies
were presented.
Then it was time for Door Prizes. Cliff and Becky Berryman did
an excellent job of lining up fantastic door prizes - from tires to
a lady's negligee and everything in between. The Grand Door Prize
of a trip to Germany kept everyone glued to their seats!
Sunday at 6:00 a.m. saw me woofing down a quick breakfast with
Steve Schmidt, swap meet pro. Then off to the Swap Meet. Lots of
sellers and buyers made this meet great.
Yet another great West Coast Holiday . . . and already plans are
underway for the 1990 Holiday in Morro Bay, California. SEE YOU
THERE!"Alex Bivens, Concours Chairman, Huntington Beach, CA
356 REGISlRY
Stone Mountain, Georgia
"After last year's first 356 Picnic, we decided to really go all out
this year to make this event special. After much discussion, we decided to add a People's Choice Concours. Perry Tanner designed a logo
that featured a C Coupe in front of Stone Mountain. Additionally
we felt that jacket patches and T-shirts would add a nice touch. In
6
DEC %WAN '90
Index
our search for door prizes, we contacted local as well as national
businesses which cater to the "old wrecks" we enjoy so much. The
response was great! The door prizes definitely added another nice
touch to the event.
After checking the 1 1:00 p.m. weather on the tube Friday night,
I went to bed without a worry in the world about that four letter word
"r-a-i-n." When I awakened about 6:00 a.m. and stumbled into the
shower I heard the unmistakable patter of raindrops on the skylight!
I could not believe my ears, right? A quick look outside confirmed
my worst fears however, and most of the morning there was a slight
drizzle, but it did not dampen the spirits of the participants.
In all over fifty (50) 356s from seven states showed up, including
several very special cars. Tommy Trabue from White Bluff, TN,
arrived in one of the most unique 356s ever built; it is one of only
And finally, from our very active contingent of scissor-wielders,
comes this issue's offerings:
PORSCHES: 1955 5% Spyder W75. toWIy restored to
ubrioIct.
perfccUon. ~ 7 5 , 0 0 0 ;1958 GSlSW C-
i.trrior. etc, Nh cmr b lovely d wt ear p m m h~
come to even look at it. I will u U tbh c u w kmIt. krt
menled a r lor t k s a l o u p-L;
pH: 415-S93-9427. CA.
-"", 'nu.
a handful Beutler bodied 356 Bs, produced in Switzerland for Porsche
and was actually a factory show car. According to Tommy, it has
been driven very little since the mid 1970's, but he reported proudly
that it ran flawlessly on the trip down. Needless to say, it was the
star of the show. We also had our first four (4) cam car this year,
a highly customized B model with much documentation.
The 'hard luck' story of the event belongs to Richard Webb, who
recently purchased the sixteenth and last America Roadster ever produced (serial #12371). The car has not been restored, but Richard
planned to trailer it for all to see. About halfway between his home
and Stone Mountain on 1-285 the trailer blew a tire, and Richard spent
the remainder of the morning trying to get the car back home. He
arrived around lunchtime to salvage the rest of the day. This is the
car that has been missing for years and was documented in April,
1981 Panorama article on the America Roadster.
There were other car stories exchanged during the day - like Fred
Coward from Charleston, SC, who experienced driving 110 miles
in the funy of Hugo in an attempt to get his notchback coupe to safety.
He was lucky; the car is fine, and he didn't have much damage to
his home, while some close neighbors were almost wiped out.
For our Third Annual Picnic, Perry and I have arranged with Joe
Johnson of Mt. Airy, NC, and Randall Yow of Greensboro, NC to
host the event next October.
We are very excited about the prospects for an even bigger and
better event with more 356 Registry members from the northeast taking part. Joe and Randall will keep you informed about dates, location and activities as they firm up their plans, but mark your calendars now for a fall roadtrip to North Carolina in October."
Dick Howie, Marietta, GA
356 REGISTRY
COW,
-.
,
&j*.
-
PORSCHES: 3Ms for srrk. 1%2 twin grille roadster.
one of 245 made.S89,*,
1958 speedster,588,000,1%5'
C couae. 523.900. 1%1 roadster. 563.000, 1964 SC
&&k~39.&;.1%0 cabriolet, &ht hand drive. call :
-PORSCHE: 1954speedster.original
cA.
VMn'-
7
& complete except
595 engine. Rudge wheels. n d s inner & outer mncl
DEC '89/JAN '90
Index
d =1q:
I0 ILW:\
Vic Skirmants, Editor
"The next step was to acquire the 2 triangular pieces that help
enclose the battery. Illustration A is from page 27 of the exploded
view part diagrams for the Pre-A. Parts #29 are the triangular pieces
I am referring to. They also hold one end of the springs that hold
down the battery cover. These triangular pieces are welded to the
battery pan and the vertical walls of the tunnel. Although I did not
make an exhaustive search, I could not find these parts. Fortunately
for me Ted Stanek, who owns a concours 1955 Speedster and lives
near me, allowed me to measure his Speedsters triangular parts. 11lustration B gives the dimensions for the driver's side part. The
passenger side is symmetrically opposite. These parts are not hard
to make, except for the spring attaching tabs. I had these welded in
at a local weld shop for $10 and they did a decent job, even leaving
the gas tank in the car.
Starting off the column this month is a contribution from Phil
Planck, Clarkston, MI.
"This is the first of a series of how-to articles I plan to write. They
will be specific to a 1955 356 Pre-A. Any usefulness to other year
356s depends on whether that year had the same component, as I
am not a 356 historian and can't describe year by year variations.
Battery Pan Replacement
"The first repair that was 356 specific (removing 1 I-year-old fuel
deposits from the fuel tank is not 356 specific so won't bore you with
that) was replacing a rusted out battery pan. I used the spot weld
removal tool (available from Eastwood) that fits an electric drill. This
is a time consuming task that required getting on knees and leaning
into the trunk or front compartment. As there are many, many welds
you will have many aches and pains. Laying a throw rug over the
nose of the car provided some relief from bruising my chest. Additionally, cutting out most of the remaining rusted out battery pan provided easier access to the spot welds. Once the welds had been cut
around with the Eastman tool the remaining nuggets then had to be
ground down or cut off. I used a Dremel high speed tool finding success with both the cutoff blades or grinding bits.
"Since my hometown is near Indianapolis it was easy to run down
to Tweeks and personally inspect a reproduction battery pan. The
interesting parts of my pan were disintegrated so I used the parts
manual pictures as a reference. The Tweeks pan appeared to look
appropriate for my model. I purchased same and proceeded to next
step.
"This 356 body is not exactly square in the battery pan area. The
rear edge on the right (drivers side) of the tunnel is not perpendicular
to the centerline of the car. I made a cardboard template (from a large
cardboard box) that exactly fit in the pan opening, including the nonsquare rear edge. Not having welded in years I drove the car to an
expert sheet metal fabricator in our area to have the pan cut to the
template and installed. This guy makes fenders for and builds up street
rods. He thought the car was cute, but also understood my desire
to fool the cars next buyer by making the installation look original.
He made excellent fake spot welds and even applied seam sealer.
The total cost for his efforts was around $80. I will not describe how
I drove the car without a battery pan but with a battery as this type
of making do is not specific to 356s.
-
BATTERY PAN REPLACEMENT
Illustration B
Right hand shown - left opposite less item 1 (washer and hole)
"The final step was to prime, paint, and apply undercoating. I have
not actually applied the undercoat, but am considering Eastwood's
battery tray coating for the whole battery pan. As this was the only
rust on this 356, my next article won't bore you with another, 'How
I Replaced Every Piece of Sheet Metal on My Porsche.' "
Phil has more articles, which I will save for the next issue. Thanks
for contributing, Phil. It's greatly appreciated.
1989 NATIONAL RACING RECAP
After five straight weeks of 10-12 hour days, 7 days a week, both
the E-Production 1600 Roadster and the G-Production 1300 Coupe
were finally ready for the SCCA Runoffs. The E c a r got a complete
repaint thanks to my friend Steve Scannell. The G-car got a complete new engine with new cylinder heads and pistons. Time constraints did not permit further head machining to get the final compression higher, but the new heads with smaller ports promised an
356 REGISTRY
8
DEC '8WJAN '90
Index
Speedster.
The G-Production race was Friday. One final jet change! Right
back to where I was on Monday. The race turned into one of attrition. I actually passed only one car, with the others helpfully dropping out due to mechanical problems. I finished sixth which was as
high as I had hoped to possibly finish this year. This also gave me
five more Porsche Cup points.
Saturday was spent spectating and feeling basically good about the
G-race. I hadn't even placed the E-car in the top six in the last two
years. Getting one decent race finish took the pressure off how I felt
about the E-race. My total feelings about the 1989 Runoffs no longer
hinged on only one car.
Sunday morning warm-up had the E-car running fine. We were
to be the first race after the 2%hour "quiet time" mandated at Road
Atlanta on Sundays due to a nearby church. No race engines are to
be run during this period. Our race starting time was listed for 15
minutes after the end of quiet time. I told my wife Barbara and the
rest of my crew to head for the false grid early, so they would have
time to walk up. I started the car exactly on time, but something didn't
sound right. I grabbed a couple of spark plugs and the wrench and
headed for the grid on three cylinders. After parking the car I jumped
out and started fiddling with the ignition wires to see if something
was loose. The engine was running while I tugged on the wires at
the distributor cap. As the cap moved slighfly on the distributor I
felt the rotor hit one of the posts and knew immediately I had broken
the rotor tip. Talk about a sick feeling in the pit of your stomach!
Popping the cap off revealed the tip was still attached, but bent at
about 45 degrees, with the surrounding insulator broken off. I sent
my son Erik running back to the trailer to get another rotor. While
he was gone I changed the #4 spark plug, which was the dead cylinder,
according to the exhaust temp gauge. Erik returned just after the five
minute warning had been given. He brought the only rotor he could
find in the top of the tool box, and even pulled the G-car's rotor;
neither one was correct, because the E-car had a different distributor.
It turned out the correct rotor had gotten buried under a shop towel
and Erik never saw it. Talk about a sicker feeling in the pit of your
stomach! I bent the old rotor tip back as well as I could and hoped
for the best.
As I buckled up and revved the engine, the higher the revs, the
better it ran. While I was buckling up, Erik made another attempt
for the right rotor. He flagged down someone driving by on an ATV
and offered him $20 to run Erik back to the trailer. This time he
found the correct rotor and got back to the grid after the one minute
signal. I decided it was too risky to change it at that point and maybe
have to Start last if I wasn't ready to roll when we were flagged off.
Anyway, the guy with the ATV refused the $20; thank you, whoever
you were, and thank you Erik, for your heroic efforts.
Once on the track and under load, the car seemed fine, and once
the race started, I forgot about the rotor. After all, it only had to
turn 3800 RPM!
Chasing Prentice's TR-3 on the first lap, I could see his handling
wasn't quite right due to his breaking an axle in morning warm-up
and the subsequent repair efforts. I passed him on the second lap,
just in time to come into turn seven and see Helmick spinning and
crashing. At the turn's apex was Studdard's Datsun, still spinning.
Luckily I squeezed by without contact, and then noticed Kirby's 914
charging back onto the track from the left. It turns out his suspension was bent, because next lap he was parked only a few yards past
the point where I last saw him. I later learned that Hinkle's Lotus
had caused the whole mess. He spun also, but was completely undamaged. Studdard, Helmick, and Kirby all became instant spectators.
After two laps, Cogbill was leading, with Vest chasing, and I was
suddenly third! Jack Wheeler's TR-4 started making a determined
improvement in mid-range torque. The dynamometer indicated a few
more horsepower than the old engine. I also did some fuel cell
modifications which finally solved my low-fuel starvation problem.
A new front spindle and link assembly completed the major changes
for the G-car.
The E c a r also received new pistons and further head machining,
resulting in a heavy-duty compression ratio increase. Unfortunately, a non-compression ratio problem on the dyno forced reinstallation of the old engine, without even time for a freshening valve job.
This engine had five full race weekends on it, meaning the bottom
end was still fine, but the rings and valves could have benefitted from
some attention.
The first day of practice at Road Atlanta showed that the G-car
had good power, but a very squirrely oversteer problem. The car
was on old tires, but I was saving a new set for qualifying and the
race. I made a slight rear suspension adjustment for Tuesday's practice. The E-car started slipping the clutch as soon as I started to push
hard. Pulling the E-engine revealed oil on the clutch. Pulling the
flywheel revealed all the crank dowel pins had sheared! The gland
nut was tight, in fact it was tight enough to still drive the car. The
oil was passing between the crank and flywheel and getting on the
clutch by way of the gland nut. The sheared dowel pins were obviously a legacy of the last race at Grattan. There is a "jump" out
back, where our rear tires regularly clear the pavement. The jump
is followed by a heavy braking area. One usually waits till the rear
tires have re-contacted the pavement before braking, but sometimes
the brakes start getting applied before rear tires are completely loaded, which results in some pretty severe shocks to the drive system.
This happened to me once before, after a race on a wet-dry track
on slicks. The tires would, of course, spin on the wet sections, and
then grab when hitting the dry spots. That one still drove fine also,
I only found it when I pulled the engine to investigate some excess
end-play .
Anyway, several hours of drilling with a carbide-tipped drill and
praying with an "East-out," resulted in the extraction of 7 of the
pins. The old spare engine supplied the needed dowels. I knew 7
dowels were adequate, because the last time I could only get out 7,
and that crank has been performing perfectly for over two years.
Second day of practice had the G-car running fine, but with the
same oversteer. The E-car was also running great, and turning
reasonable lap times.
Wednesday, first qualifying day, and the G-car finally had its new
tires on. I also changed the jets because the exhaust temps had been
low the previous two days. Well, the oversteer was cured, and the
car handled beautifully! I also had a high RPM lean miss, due to
the jet changes! End result, the care was three-tenths of a second
slower than on Tuesday, but that was still good for tenth quickest
in G-Prod. The E-car was still handling fine on its old tires, and was
tentatively gridded eighth.
Thursday's final qualifying saw a slight jet-change for the G-car.
It was better, but still had an occasional top end pop. The lap times
were faster, but another car improved more, leaving me gridded
eleventh for the race. The E-car got its new tires and ran fine, turning low 1:38's which I hadn't seen there in five years.
Final E qualifying had the two Datsuns of Bob Studdard and Rock
Vest in first and second. Joe Cogbill, Norcross, GA, in his Speedster
(actually a Convertible D) was third, followed closely by Dave
Helmick, East Stroudsburg, PA, in a Speedster. Robert Kirby's 914
was fifth, with Jerome Hinkle's Lotus 7 series 4 in sixth. Seventh
was Hardy Prentice's TR-3, while I stayed in eighth place with my
356 B Roadster. Doug Zitza, Manchester, MO, was twelfth with his
Roadster, with Jim Kilpatrick, Fresno, CA, nineteenth in his
Speedster, and John Thomson, Ann Arbor, MI, twenty-first in his
356 REGISTRY
9
DEC '89/JAN '90
Index
attack on my third place, while Vest and Cogbill began a battle that
lasted the whole race, with Joe finally prevailing for his third E-Prod
championship. My battle went back and forth with Wheeler. I had
a touch more power on the straight, while he was quicker into turn
one. Meanwhile, Hinkle's Lotus was making a come-back charge
and by the thirteenth lap had caught Wheeler and me. I've known
Jack Wheeler for years and we both trust each other. We had been
having a very good, close race, with no body contact. When I saw
Hinkle behind us going into turn one, I decided to take no chances
on Hinkle knocking us off the road. I moved full left and opened
the way as much as possible. As expected, Jack went inside me for
a pass. I immediately tucked in behind him, but left one lane on the
inside open, not being sure of the Lotus' location. As soon as I got
behind the TR-4, I saw the Lotus was already beside him on the inside! This left the track open for me to drive all the way to the apex
and nail the throttle to the floor. As Jack and the Lotus wiggled up
the hill side-by-side, I started coming up inside the Lotus. As we
approached turn two almost three-abreast and the Lotus starting moving over on me, I decided I wasn't going to back off; we were just
going to have to rub some fenders. The Lotus' right rear fender barely
touched my left front, and he spun in front of me so quickly I didn't
even have time to lift. Luckily his spin continued and we never had
a second contact. I then caught back up to Wheeler and re-passed
him coming out of turn 12 on the next lap. These positions didn't
change for the rest of the race, although we were never more than
a couple of seconds apart.
Final results: Cogbill first, me third, Doug Zitza fifth, after his
own dramatic race with Jerry Lamb's MGB. John Thomson and Jim
Kilpatrick both DNF'd with mechanical gremlins, and I already mentioned Dave Helmick's fate.
The distributor rotor held up, it's now displayed with my bronze
medal. The bad running at idle? Well, I have 0-ringed soft carburetor
mounts. To ensure proper loading of the O-rings, I have the carb
mounting studs set to a certain level, and cap nuts topping off the
assembly. That way I can just run the nuts down till they bottom,
and the O-rings are loaded properly. I install the nuts with Loctite
to prevent loosening. Did you know that after several years of Loctite application, it builds up in a cap nut, forming a solid barrier and
thereby not seating the nut properly, resulting in a loose carburetor
and air leaks at high-vacuum conditions? Yea, neither did I. Why
did the carburetor not act up all week? Beats me.
Third in E-Prod. Twenty more Porsche Cup points. John Andretti
only beat me for the win by 28 points. Cogbill's win moved him
up to fifth in the final Cup standings. This was my fifth year of qualifying in the top fifteen Porsche Cup positions.
Event chairpersons: Send us informatr'onon your 356 related event
for afree listing. Please have your copy typed and set up in the same
general format as the listed events below. We reserve the right to
edit as required. Members please note: Events that appear in this
section are not necessarily endorsed by 356 Registry, Inc.
may 5-6, 1990
march 9-11, 1990
may 20, 1990
2nd Annual Historic Grand Prix, Jack Murphy Stadium, San Diego,
CA. The San Diego Automotive Museum will be the benefactor. For
information contact Bob Hugill, P.O. Box 127088, San Diego, CA
921 12, 6191231-2886.
information.
15th Annual Bullsession, Galloway, Ohio. Full details to follow,
but mark your calendar now.
april 21, 1990
may 24-27, 1990
War Bonnet Tech 90, Oklahoma City, OK. 4051524-6262 for
The 14th Annual Central Pennsylvania Porsche Swap Meet will 15thInternational Porsche 356 Meeting, on Oland Island, southeast
be held Saturday, beginning at 7:30 a.m. The location will again be
Ski-Roundtop n&r cwisbiq,
Pennsylvania. If you need something
for your Porsche this is the place to come. There are spaces for 200
vendors. A free parts shuttle and plenty of parking for the buyers.
The outside vendor fee is $15.00. There are indoor spaces available
by reservation. Admission to buyers is free and refreshments will
be available. For more information or directions contact: Jeff
Brubaker, 7171245-0765 eveslwknds EST; or Roger Banks,
71717640665 eveslwknds EST. Please no calls after 10:OO p.m.
(EST).
april27, 28 & 29, 1990
Porsche Derby '89, Louisville, Kentucky. A multi-event weekend,
including a unique Concours at the historic Farmington Plantation,
a Rally through the spring Bluegrass, Porsche swapmeet, and a
challenging Autocross. Join us for horses and southern hospitality.
For more information, contact Carol and Dave Bennett, 83 12 Regency
Woods Way, Louisville, KY 40220, 5021491-3399.
356 REGISTRY
of the Swedish border. Hosted by the Porsche 356 Klubb Sverige;
Bengt Alsed, President, Box 845, 25108 Helsingborg, Sweden.
may 27, 1990
The 4th Annual Pacific N.W. Bullsession. This year will feature
a Texas-style chili cook off. Bring your 356, cowboy hat, and your
chili rnakin's to share. The event will move to Forest Park in Everett,
Washington, since the Bull session has outgrown Mitchell's yard.
A partslliterature swap will also be added, so bring your stuff! Mark
your calendar and see you there. RSVP for a map to: Bill Mitchell,
4916 Seahurst Ave., Everett, WA 98203.
june 21-23, 1990
14th Annual 356 Registry West Coast Holiday, Morro Bay, CA.
Full details, as received. Steve Douglas and Don Marks, Cochairmen. 4081476-7426.
10
DEC '89/JAN '90
Index
With the holidays out of the way I can start in earnest on my latest
restoration project, which I'll reserve comment on, until some progress may be noted.
Some interesting trivia on the chassis list last issue: Chuck Fishback
of Boulder, CO pointed out that some engine numbers were reused
when Porsche went from a six digit to seven digit format in 1963
(and only in 1963). The reused numbers do have 0 in the first number
position, though.
Fred Otjen of Sunnyvale, CA sent a photo of his '58 Speedster,
which has an interesting pair of Hella foglights that mount to the overrider tube. To my knowledge these are a period aftermarket arrangement. Note also the headlight rock guards, which attach to the rim
unlike the Porsche body mount type.
3. 356 B (T-5) September 1959 to August 1961
Coupe from chassis number 108918
Cabriolet (Conv .) from chassis number 152476
Roadster from chassis number 86831
Hardtop '61 (Karmann) from chassis number
200001
Engines - 1600, 1600s. 1600-S90, 1600 Carrera
*Special identification, curved front luggage
compartment cover, single grille on engine
cover.
4. 356 B (T-6) September 1961 to August 1963
Cabriolet (Conv.) from chassis number 155601
Roadster from chassis number 89601
Hardtop '61 (Karmann) from chassis number
201601
Engines - 1600, 1600S, 1600-S90, Carrera 2
*Special identification, squared front luggage
compartnient cover, double grilles on engine
cover, larger front windshield and rear
window.
5. 356 C
1
Richard Miller from San Diego, CA has once again sent something
interesting. These Porsche dealer documents, while not 100% accurate, make for interesting reading. I especially like the comments
about the 90 1.
PARTS DEPARTMENT
Model No. 4, 8,68
Porsche Chassis Types
1950 to Sept. 1955
1952 to 1965
1954 to 1958
Speedster from chassis number 80001
Engines 1300, 1300s. 1500, 1500s
October 1955 to August 1959
Cabriolet (Conv.) from chassis number 6 1001
Speedster from chassis number 81901
Convertible "D" from chassis number 85501
Engines 1300, 1300S, 1600, 1600S, 1500 and
1600 Camera
September 1963 to Early 1965
Engines - 1600 C, 1600 SC, Camera 2
*Special identification, disc brakes.
PARTS DEPARTMENT
Model No. 5, 8/68
How to Recognize Body Types
Coupe - 1950 through
From chassis number 5001
The basic coupe body shape has remained essentially the same
throughout the entire 356 series production.
See list "Porsche Chassis Types" for various changes.
-
2. Cabriolet 1952 through 1965
Windshield frame made as part of the body. Top fully padded
with headliner. Roll up windows.
-
3. Speedster 1954 through 1958
From chassis number 80001 to 84922
Very low curved windshield with thin chrome plated frame, which
is not part of body. Low unpadded fabric top. Side curtains (no
roll up windows). Bucket seats.
-
-
4. CabrioletIHardtop 1958 through 1%5 356 A, 356 B & C
Same as Cabriolet (Convertible), but with a removeable steel hard
top. Optional soft top available.
356 REGISTRY 11 DEC '89/JAN '90
Index
-
5. Convertible "D" 1959
Body similar to SpeedsterIConvertible. High curved windshield
with heavy chrome plated windshield frame which is not part of
body. Fabric top more substantial than Speedster. no headliner.
Roll up windows. Coupe type seats without recliner.
6. Roadster - 1960 through Early 1%2
A Convertible "D" with a 356 B body shell.
7. Hardtop '61 - 1961 through Early 1%2
A Cabriolet (Convertible) 356B. with a hardtop permanently attached. Early models had fixed rear '/4 windows.
8. Coupe Type 901 (911) - 1%5 on
A completely new design bearing only family resemblance to the
Type 356.
(From Porsche: The Fist Decade - 1949 - 1959
by Walter J. Spielberger)
INTRODUCTION
In presenting a booklet of this type, it is basically my intention
to develop it as a practical guide for the service and parts personnel of the Porsche dealership organization within the United States.
I hope that it will also be used informatively by other pwple who
are prone toward a desire for technical details.
This booklet was not basically designed as a historical presentation, but more to present chronologically, the evolution of the
present-day Porsche automobile and the manner of changes during that period of time from 1949 to 1959. This chronological
evolution is depicted graphically by the data sheets. An inspection of these data sheets will immediately indicate all of the features
of a specific model. In comparing the data sheets, the changes
from model to model are immediately recognized.
As stated above, a primary purpose for this book is to assist
parts and service personnel. With Porsche design, all projects are
numbered in sequence. Consequently, a differentiation can be
made through this project number to all integral parts of the three
basic components of the automobile; namely, chassis, engine and
transmission. All parts of any component produced as a new project will be prefixed by that project number. I would, therefore,
like to call your particular attention to the upper right-hand corner of the data sheets which indicate not only the model years
but also component project numbers which subsequently become
the prefix numbers for the parts of that component.
It is hoped that in furnishing this information in thio manner,
I will have been able to provide a primary formula for quick identity for service and parts pwple. I also hope that those people
interested in more technical details of the Porsche automobile and
of its development, will find the subject matter interesting reading.
Walter J. Spielberger
San Francisco, California
February, 1960
1948
After having performed all previous projects for outside firms
basically, Dr. Porsche realized a long-standing dream with the
advent of Project 356. Model 356 was the first automobile designed and built by Porsche and bearing the Porsche name. The first
prototype was built the summer of 1948 in Gmund, Austria and
was designed as an open two-seater Roadster. The trial runs of
356 REGISTRY
this first prototype were conducted in Austria from June through
September, 1948 and proved the unit to be successful. This first model
was sold to a private party in Switzerland for the amount of 7,000
Swiss francs. Subsequently, the unit has been repurchased by the
Porsche factory. It is now on display at the Porsche museum in Stuttgart. The body was constructed of aluminum and the engine was
placed between the seats and the rear axle assembly. This engine location was not again used until the introduction of the 550 "Spyder"
racing models.
1949
During the preceding year, a market analysis revealed that there
was only a very limited demand for an open-two-seater Roadster and
consequently, the first prototype was never placed into production.
This unit was exhibited for the first time in Geneva, Switzerland during the spring of 1949. A total of 50 chassis were constructed, 45
of which were fitted with coupe bodies which were produced by
Porsche in Gmund, Austria. The balance of the 5 chassis were shipped to Switzerland and were enclosed in convertible bodies. All bodies
were handmade and of aluminum. The engine of these first production models was placed in the rear of the car. Due to the lack of
available raw materials in Austria and to the limited production
facilities in Gmuend, the management of the Dr.-Ing. h.c. F. Porsche
K. G. sought new facilities and it was decided to return to Stuttgart,
Germany. The 45 coupes produced in Austria during 1949 are easily recognizable by the door wing vents.
1950
In the spring of 1950, the Porsche factory had been moved to Stuttgart. Due to the fact that their previous facilities had been taken over
by the occupation armies, it was necessary to find a new location.
Inasmuch as the Reutter Body Works had had previous business connections with the Porsche Company and as the manufacture of the
bodies for "to-be produced" Porsche vehicles had been contracted
to Reutter, a building of 5,000 square feet was leased from the Reutter Body Works and was equipped for production. Based on the
Volkswagen engine design, the Porsche engine had an output of 40
PS at 4200 rpm; and a piston displacement of 1086 ccm. As it is
today, the steel body was welded to the chassis. The windshield was
divided and tapered, the spare tire in a flat position in front of the
fuel tank. Front and rear bumpers were directly attached to the body.
The simplex four-wheel brake system with a brake drum diameter
of 230 mm proved to be adequate.
1951
Despite the fact that only a small portion output was contemplated,
public demand for the vehicle rose sharply. The production program
had to be enlarged. Consequently, a 1.3 Itr. model with 1286 ccrn
was added and also a new 1.5 Itr. engine with 1488 ccm. While the
1100 and 1300 ccrn engines were equipped with a plain bearing
crankshaft, roller bearings were installed with the crankshaft of the
1500 ccrn engine. The brakes now were of the duplex type and new
open wheel discs were added for better brake cooling. Professor
Porsche passed away on January 30th of this year.
1952
The 1500 ccrn engine with 60 PS was replaced by the new 1500
Super" engine with an output of 70 PS at 5500 rpm. Also available
was a new 1500 ccrn engine with 55 PS at 4400 rpm. Because of
its flexibility and smoothness this engine was called "Dame" or
"lady." With this engine a new type crankshaft appeared which was
named "Alfing" after the city of production, Wasseralfingen. The
stroke was now 74 mm. By the end of the year some remarkable
"
12 DEC
'89IJAh' '90
Index
1959
In the spring of 1959, the "Spyder RSK" with 148 PS achieved
many successes, and the "Formula 11" racing car prototype appeared.
During the International Auto Show in Frankfurt, the new Porsche
type 356 B was introduced for the first time to the public.
changes on body and chassis had been made. The brake drum diameter
now was 280 mm and the later world-famous "Ringsynchrom"
transmission went into production. The bumpers were separated from
the body and a one-part windshield introduced.
1953
Small detail changes on body and interior and the introduction of
the new "1300 Super" with 60 PS at 5500 rpm. The roller bearing
crankshaft for the 1300 S engine now also had 74 mm stroke. The
"Spyder" with a new four camshaft engine (1498 ccrn 110 PS) was
raced for the first time and also put on public display in Paris.
1954
Introduction of the "Speedster." The front axle torsion arms were
reinforced and a stablizer bar installed. The "Alfing" crankshaft was
installed in the 1300 ccrn engine and therefore, the stroke was reduced
from 80 to 74 mm. Cars equipped with the new engine were now
designated 35611300A. From October, 1954 on, all engines were
fitted with the new three-part Porsche engine housing. The production of the 1100 ccrn engine was discontinued. Late in the fall, more
than 100of the racing sportcar type "Spyder 550" were in production.
1955
The type 356 was replaced by the type 356A with the following
basic changes: The emergency (hand) brake was moved to the left
side of the steering column. New, over-sized shock absorbers were
installed. Changes on the front wheel assembly included the replacement of the fiber torsion arm bushings with needle bearing bushings.
A new cylindrical windshield replaced the one-part tapered windshield. The 1500 and 1500 Super engines were replaced by 1600 and
1600 Super engines.
Also in production was a 1500 GS "Carrera" with 100 PS and
1498 ccrn displacement. During this year, the original factory site
became available and Porsche returned to it.
1956
There were no major changes. The "Spyder 550" was redesigned
as "Spyder RS" and a small number of these vehicles were built
for private use.
1957
The International Auto Show in Frankfurt revealed many improvements. The VW type steering was now replaced by ZF steering, with resulting improvement. The exhaust pipes of the 1600 and
1600 S models were fitted through the rear bumper guards. For the
1600 engine, new cast iron cylinders were installed and both the 1600
and 1600 Super engines received new 32 NDIX Zenith carburetors.
Also new for the 1600 S was a plain bearing crankshaft. Both engines
now used a diaphragm clutch. The 1300 ccrn engine production was
discontinued. Two versions of the Carrera were made available, the
"De Luxe" for regular driving and for competition purposes the
"Carrera GT."
INDEX
LWGIHE
CRINIIWIFT
IIAYIYIIIIO"
1. 1948
"ELI
Prototype
Volkswagen
Volkswagen
Volkswapen
2. 1949
356
VW/369
Volkswagen
Volkswagen
3. 1950-1954
356/1100
369
Volkswagen
4. 1951-1954
356/1300
506
Volkswagen
5. 1954-1955
356/13OOA
506/2
Alfing
6. 1953-1955
35611300 Super
589-589/2
Hirth
7.
1951-1952
356/1500
527
Hirth
Volkswagen
8.
1952-1955
356/1500
546-546/2
Alfing
519
356/1500 Super
528-5280
Hirth
519
10. 1955-1957
356.4/1300
506/2
Alfing
519/644
11. 1955-1957
356A/1300 Super
589/2
Hirth
519/644
12. 1955-1959
3564/1600
616/1
Alfing
519/644/716
13. 1955-1959
3564/1600 Super
9. 1952-1955
TYPE
14. 1957-1958
597/LKW 0.25t
597
Alfing
15. 1955-1958
3564/1500GS
547/1
Hirth
519/644
16. 1958-1959
356A/1500GS
692/0-692/1
Hirth/Alfing
644/716
17. 1958.1959
356A/1600 GS "Deluxe"
692/2
Alfing
6441'716
18. 1958-1959
356.4/1600GS"GT"
692/3
Alfing
i16
19. 1953
550
528
Hirth
519
20. 1953
550
547
Hirth
519
597
21. 1954
550
547
Hirth
519
22. 1954-1955
550 Spyder
547
Hirth
519
23. 1955-1956
550/1500RS
547
Hirth
519
'24.
1957-1958
550.4/15004S
547
Hirth
550
25.
1958-1959
718/1500RSK
547/3
Hirth
690
1958
The convertible was now produced with either the soft convertible top or with a steel "hardtop." The "Speedster" was replaced
by the "Convertible D," a much improved and more comfortable
Roadster version. The front torsion arms were again reinforced. The
Carrera was now also available with 1600 ccrn engines, in which
the "De Luxe" had an output of 105 PS and the GT Gran Turismo
with 115 PS. Both engines were equipped with plain bearing
crankshafts. The "Spyder RS" was redeveloped into the "Spyder
RSK."
356 REGISZZtY
Hirth
From '57
Alfing
13
DEC '89/JAN '90
Index
1I
l lS- Dick Pike, Editor
A Beer And it's still growing. It was a real strain on
in the G~~~~~ Jerry. But he-still was- right not to give away
with Pat
"In the old days,
we were all brothers. "
P. Ertel, 1989
Glad you stopped by, Patrick! I've been
thinking of you a lot since that bombshell you
dropped in Vol. 13, No. 6.Wow, that was
something else! So good to see you! Beers are
in the little fridge there, Pat. Hope they aren't
all stale. It's been so long.
The Old Milwaukee?! Dig behind the Carta Blancas and the Rainiers, man! Right! Well,
it still foams, doesn't it? Cheers to Gorbo!
Sluuuuurp. Ahhhhh. Nice to see the Cold War
on the way out, isn't it? Get what's left of our
manufacturing capacity doing something constructive for a change. Buncha creeps.
Yeah, I know. I've been busy too. Too
much to weld on this thing. 01' Speedo here
is my 356 fallback position. Like I said,
maybe a retirement project, unless I get impatient and farm out the bodywork. Yeah, I
might. Both coupes gone now. Yeah, I sorta
miss the red one, but it was gettin' so thin
underneath.
But hey. That stuff you said about the
Registry and the whole 356 scene in general
is smack on, Pat. Right on the money, fella.
You really nailed it. About time someone got
around to this; I've been thinkin' on this for
a while now.
I was really ticked off by all the bickering
that's been going on within the Registry the
last couple of years or so. A regular civil war,
or so it seemed to me from what little I could
make out from all the rumors and hearsay.
Nobody in this outfit ever tells me a goddamn
thing about what goes on. Registry politics.
Maybe that's a good thing to steer clear of.
Ooooh, such language, Patrick! You know,
I have sorta withheld my opinion on that
Nutmeg state crowd. They sent me a couple
of their newsletters a while back, and I was
upset at the snotty cracks about Jerry. I didn't
know you'd gotten dragged into this, too!
Really. What was their beef, anyhow? You
know, I don't think those guys understand
how hard it is to run an all-volunteer outfit,
like the 356 Registry, almost single-handedly.
power to local groups. No telling what some
loose cannon might do and then get the whole
national organization in trouble.
Down, boy, down. Whew! Look, I agree
with you! Lack of common sense is no excuse for backbiting. Yeah, I know this was
supposed to be a Band of Brothers. But don't
feel like the Lone Ranger, Pat. We get it even
out here in the mello-yellow Golden West.
Did you see the letter complaining about the
recent writing in the Registry?
Right. You know the one. Same issue as
your manifesto. This guy lives up in Woodside. Know where that is? Just a few miles
up the road from here. A modest bike ride
away. And geez, I'm right here in the phone
book and everything.
Exactly, Pat! Exactly. No phone call. Never
asks to drop by for a beer and car talk. Or
photocopies of old Registry articles or other
stuff. Nothing. Just gripes to Jerry about the
high ratio of "soft" to "hard" content in the
magazine. It's sorta like going to the police
to complain about someone's barking dog instead of first paying them a neighborly call.
You say the "soft"1"hard" ratio seesaws
back and forth depending on what we hassled regulars are able to gin up at the last moment every couple of months? Well yeah,
that's about the size of it for me, too.
Volunteers write as the spirit moves them. If
a guy wants all hard stuff and he wants it
regular, he can buy a shop manual, right? I
wonder if most Registry members have even
the remotest idea of how much more stuff has
been made available for 356 restorers than for,
say, some poor bastard wanting to rebuild an
old 220SE Mercedes!
Churchkey? Oh, where did I put it? Here's
the other. I keep it in this headlight bucket
most of the time. Just toss the empty in the
recycle bin over there, would ya? Thanks.
Y'know, on second thought, I really feel
for Steve Hoffman and guys in his position.
They're just too late for a lot of the good
times. All that hdavyduty tech material Hoffman wants to see in Jerry's mag now has
already been written up, some of it long ago.
Isn't that the truth, now, Pat? Not just in
the Registry, either. It's in Pellow's books and
in Brett's, some of it, but I mean much further back. Like in PCA's Upfixin' Der
356 REGISlRY
14
DEC '89IJAN '90
Porsche volumes of reprints - what is it now,
all five of them? I've lost count. Especially
the first few, and then in Pano itself - all the
way back into the middle fifties. And then
there were the independent books and articles,
Elfrink's bible and so on.
Steve's just gonna hafta dig that old stuff
out of the literature for himself. Nobody wants
to write that stuff up all over again. It's too
bad that so much of the stuff that does get
rewritten is just garbage, though. If I see one
more retrospective on the Speedster by some
kid too young to have seen one new, I think
I'm gonna puke.
What's that about Holden Caulfield impersonations, Pat? Me? Aw c'mon. What I am
getting around to, **Burp** Excuse me! is
that the Heroic Age of 356 preservation is
over and done with. The Tin Tub Renaissance
is history, man. Just history.
Aha! You liked that, huh? Let's not argue
about who said it first, OK? Anyhow, I'd put
the end of the era at about the time Jerry and
the guys from each coast went at each other
in their little civil war. Maybe just two years
ago, right?
What? You say that what we've got now
may be better or it may be worse? I don't
know; we'll leave that to history. But it sure
isn't like it was back in the good old days,
is it? No, not Golden Age, Pat. I said Heroic
Age. And your "last" regular column made
it only too clear why it was herioc:
brotherhood, community, fun, low key, saving cars from the junk pile in the face of long
odds. It's a snap today with all the parts and
guys with specialty shops. Maybe by now it's
gone golden!
Sure, sure. We went through this before.
Remember back in the early fifties, "when
we all drove TC's and liked each other?"
Well, I do, and we did, even those of us who
never owned one of those little Lmey
babycarriages. But once the stock of enthusiasts-good-and-true became diiuted . . . awww,
maybe it was that the times just changed . .
. Well, whatever "went wrong," the magic
just vanished. The Great Sports Car Thing
after the war disappeared in a cloud of Castrol
fumes and smoking Road Speeds.
You're right, Pat. I was trying to block that
one out. The money. Yes, that always brings
down the early heroes, the Galahads. Many
of this new moneyed crowd sneer if your car
Index
isn't cherry. What you drive is more important than what kind of a person you are. And
they go on and on about how much they know
about the Porsches and about how important
they are. Insecure creeps sniffing their own
exhaust. But it's been happening all along. I
ran into one of those gold-chain Hollywood
sleazeballs at the Tahoe holiday years ago.
What a skunk he was! Being a Registry
member was no guarantee of sainthood, even
then.
Don't mind if I do. Yeah, I sure could use
another one. I'm good and mad now.
Ummmm. Anchor Steam isn't bad for a
Yankee brew. Those lucky Canadians,
though. Ahhhh. **Buuurp!**
What's that. Pat? Of course my Woodside
neighbor missed the point about the way he
thinks the magazine has gone! For many of
us, at one time or other - if not now,
overhauling a 356 transaxle is worth an equal
number of hours on the psychiatric couch he
talks about. But you know, Hoffman's got to
understand that those "overly personal
ruminations" he objects to are what set our
magazine apart from what Jerry once called
' . . . a piece of shit like the newsletter."
L
Well, you've just made my point about personal stuff, Pat! These cars are such a personal thing. No, wait! All cars are a personal
thing. The whys and wherefores of finding
and owning them always are more interesting
- if not valuable dollar-bill-wise or in the
right-now-progress-on-my-356 sense - than
the hard core nuts-and-bolts tech material. We
all know about that. Yeah; y' gotta have both.
I mean, how many times do you wanna read
about how to pull apart a front end, huh?
That's essentially common knowledge by
now! It's important to have some good laughs,
too.
Of course your humor column is appreciated! Wherever did you get the dumb
idea it wasn't? For God sake, don't give up,
Pat. I'm still holding on, even though I have
many more things to do than when I started
to write for this rag. Maybe the trouble is that
we old farts who have done the nuts-and-bolts
stuff so many times we are sick of it, haven't
made enough of an effort to pass our collective wishes (or pooled ignorance?) to new
guys out there, like this Hoffman fella.
Well sure it's a pain! Unless you are in the
business like Brett or Harry, who wants to
spend his beer-drinking time, or worse - his
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356 REGISTRY
15
DEC %WAN '90
garage or marriage-bed time, laboriously
compiling a bibliography of 356 articles for
neophytes? Are we being selfish? Or are the
new guys expecting too much? Should they
have to dig more out for themselves? Hey,
wait a minute. A reading list! What a great
idea! Who do you think would like to do it?
I don't know either, Patrick-Me-Boy. But as
Jerry said when I started doing columns for
the Registry well over a decade ago, "this is
pretty much a d~-~our-own-thin~."
But it's
more than that. The 356 Registry isn't just the
magazine staff. It is what those guys out there
make it. Jerry is 100% right in his reply to
Steve Hoffman's letter - we're all waiting
for input from Steve and from other talented
folks. Maybe Steve would edit that 356-ofthe-Month feature he suggested, huh? Ask not
what your Registry can do for you, but . . .
Oh, don't sigh like that! Sorry for the
blasphemy. I need your encouragement just
as badly as you need mine! Not to mention
your sense of humor; I seem to have lost mine
today. The passing of Heroic Ages always
saddens me. And speaking of need, Old Boy,
why don't you just open that little old white
door again and pass me up another
**Buuurrp!** Anchor Steam?
Index
3 1 1
credit due
OK, will all you 356ers out there who have
performed their own prize winning bodywork,
lead only, please stand up. Wow! Now,
anyone who has done their own 100-point interiors including rebuilding the seats using cotton tie down cord and cotton fiber batting to
pad each pleat, also stand. Ah huh. So how
many of you have rebuilt the 01' 1100, 1300,
1500 or 1600 so that not only does it put out
more hp than the factory claims, it is so
perfectly done with its exact factory shade
paint and cad plating (and anodizing for you
two-piece guys), that all the judges are just
speechless? Just as I thought. All 6,000 of you
can now sit down. Final question: How many
of you have stretched the truth just a hair? You
know, this same question came to me while
attending the East Coast Registry meet at
Jiminy Peak.
I was at the banquet, sitting with old friends,
and attempting to make new ones. Complimenting new members on the way they can
spread plastic doesn't seem to break the ice
like it did 10 years ago. Of course, the way
I dress at these gatherings probably gives them
the impression that I am more likely to steal
their car than to just look at it. Anyway, I am
cruising, talking junk, and wiping barbeque
sauce off of my hands, arms, face, lap and
ears, getting all ready to win the Maestro's
motor when they start announcing the winner cars and their owners. This is when I
realized that the organizers had really goofed up. Proud owner after proud owner flew
up to the front, received his plaque,
acknowledge the crowd's accolades, and then
for some reason was not allowed to take the
mike to thank the people or shop that did all
the real work. I mean even at the glittery
Academy Awards, each winner is allowed to
thank all the little bitty people who made "all
of this possible." Organizers - Shame on
you! We all know that everyone is not like
Don Fowler who builds prize-winning 356s
in his garage after work. Heck, most of the
info cards at the concours indicated that many
of the cars being shown had been purchased
after they had been restored so I cannot
understand the organizer's no mike time
policy. I would have loved to know who had
done all that beautiful work just so I could
write them nasty letters. I mean, even my best
=a
A.L
=
J[ 1 1.1
backyard "restorations" are starting to look
downright shabby next to their work. Wait till
I get an overhead tarp like Dave Seeland, then
watch out!
You know - not giving credit is as common as dirt. How many times a day do you
hear people groan about how they are "putting on a new roof," "redoing their kitchen,"
or "adding a sunroom" when we all know
most of them do not have the skill or the time
to hang a picture. It is a well-documented fact
that skill and time are ingredients that are in
very short supply in this paper pushing, two
incomes to break-even world. Let's be straight
- most people who attempt to do everything
themselves are people like myself who have
all their money tied up in rusting, not-sorolling stock in the backyard and are forced
into it. Sure, I take great pride in botching
it all up myself and my head swells up when
my friends say in loud voices, "I CAN'T
BELIEVE YOU DID THIS ALL BY YOURSELF! I DO NOT HAVE THE WORDS
THAT CAN ADEQUATELY DESCRIBE
WHAT I SEE HERE!" It is a fact of life that
I prove all the time: most of us cannot build
or refurbish our material possession to the
high level of quality we desire them to be.
Who likes living with the results of their learning curve? You can bet that I never want to
see my first 356 "restorations" again. I am
glad that they are in Japan. Remember the old
saw that goes "If you want it done right, do
it yourself '? Ha! My next kitchen would be
a gem but I never want to do another one
again. If you want it done right, hire the best,
experienced craftsmen that you can afford.
Wise people with good taste and money have
known about this for years and their cars show
it. Given the chance most of them would love
to tell us all about the fine craftsmen who did
the work.
To give owners showing cars the opportunity at future Registry meets to share with us
all facts concerning each car, why don't we
just put a space on the info cards to indicate
who or what shop did the restoration.
Wouldn't you like to know who these craftsmen are? Wouldn't you like to finally have
a name of someone you could call and finally
find out "Why did he do that?" or "Where
did he find that piece?"? I, for one, would
love to call these people to tell them how I
feel about their work. Contrary to what
-
-
356 REGISTRY
16
DEC '89IJAN '90
A' \
Mark Turczyn, guest editor
anyone wishes to believe, craftsmen do not
work only for the money no matter how much
they charge. A prize-winning car represents
countless "extra efforts" on the part of the
craftsman. Money only pays for the craftman's skill. No amount of money can buy the
craftman's pride and dedication. Getting
recognition may also allow him to continue
this level of work, not only because he will
receive new work, but by receiving the respect
he has rightfully earned, he may continue to
do quality work rather than the "cave and
pave" that is the most profitable.
So I am going to get the 01' ball rolling by
giving credit to the man who built my
autocross motor which did not burn a drop
of oil in the entire 1,000 mile maiden voyage
to and from Jiminy Peak - Tim Beradeli of
Springfield, VA. I mean this baby is running
44 IDF's and it still pulls strong from the basement up to 7,000. I end up pushing the front
end around the autocross course steering with
the throttle. But why did I pay someone to
build my engine - because I am older and
wiser after almost 20 years of 356ing. After
building a goodly number of nice reliable but
somewhat leaky motors, I never thought I
would pay anyone else to do what I already
knew how to do. I knew of a good machine
shop, Vic Skirmants had prepared these particular heads, and I had one of Harry Pellows'
original great assembly books. So why now?
It's simple; Tim races and wins in 356s, his
motors put out gobs of great horsepower, and
most important, they stay together. Also, I
was up to my butt in swapping the entire T-2
front end that I found on my late '5 1-'52 cab
for rusty, banged up, '53 coupe sheet metal.
I was doing this at Karosserie Limited in Fairfax, VA, where Lewis, Pete and Scott perform beautiful restorations on east coast 356s.
I cut, welded, and ground my ass off (not in
the true sense) in between shooting hoops with
the boys. In the end, it was young Mr. Lewis
that made everything fit, including a pair of
'56 Cab doors. Did you get that - Cab doors!
Not many people, including myself can make
even the original doors that came off of a rusty
Cab fit once the rust has been repaired. Just
look at how the doors fit on most of the cars
found in our shows - they are pitiful - with
their bottom rear corners sticking out. I mean
his doors always fit without having to resort
to lead or plastic to create the illusion of a fac-
Index
tory fit. What was more incredible was the
entire front including battery box and inner
trunk sheet metal, was floated on and the hood
fit. I could go on and on but unless you have
played with rusty, pushed in, 356 sheet metal
I f there is one facet of the car which
creates more controversy than any
other (looks apart) it is the handling in
extremis. Primitive swing axles at the
rear plus an engine in the tail add up
to oversteer, no matter how you look
at it (which is why, in later models,
Porsche kept adding understeer to the
chagrin of enthusiasts). There is even
a phrase used by Porscheophiles to
describe the handing of the early cars:
'wischen,' the Germanfor wiping, a
graphic description of the car's cornering attituks. It was counteracted by
'sagen,' or sawing, which is what the
driver had to do to stop ends swapping. I f you did over-step the ma& you
performed what Dennis Jenkinson. an
arch-enthusiast if ever there was one,
calls the 'pod-level flick-roll, ' to the
detriment of car and drive. The world,
though, is divided into two species:
those who reveled in such antics flickroll apart!) and those who were
frightened by it. What the latter didn't
realize was that the speedr at which the
356 became 'uncontrollable' were
usually higher than those at which more
conventional machines would long
since have exited stage left! Wischen
thenjust hopin' was no&the way to conduct a 356.
Classic and Sports Car
December 1983
Actually I am cheating a little - the above
was part of an article which starts a new
BROOKLANDS book: PORSCHE 356
OWNERS WORKSHOP MANUAL.
Previously BROOKLANDS had limited itself
to reprinting articles from various car
magazines. NOW they are plundering the factory workshop manuals: right down to the factory mechanic who has nothing above the nose
- at least that's where all the photographs are
cut off. The words are mainly stolen from
Elfrink's TECHNICAL MANUAL.I guess
most of the photos were too: originally Elfrink
you can't even begin to appreciate the niceities does not mean as much as stroking someone
of all this.
else's for a job well done. Try it - you might
So, I would love to take credit for my killer like it!
motor and how the transplant turned out but
there comes a time when feeding one's ego
lifted them from the factory shop manual back
when the cost $35.00 and Elfrink listed at
$5.00. A decent mechanic might be able to
rebuild a car using this book, but novices,
wanting all the help available and real professionals will find 159 pages to be too lacking in depth. It also suffers the usual problem
of manuals directly or indirectly based on the
factory manuals of specifying tools you aren't
going to have. Amazingly, none of the V W
numbered tools seem to be the same ones for
which Peter Gruner has been advertising.
Even more amazing considering how small
the manual is compared to the factory manual
is what has been left in: modifications to the
socket wrench to adjust the front wheel bearings on cars with Rudge knock off ("knockon" - English book you know) hubs, and a
mention that you shouldn't "dismantle the
steering gear except in an emergency." The
makers will not recognize any claims under
guarantee if the seals on the coverplate are
broken. Still at $20.00 it's cheaper than
Elfrink and a lot cheaper than the factory
manual.
A book worth your consideration has just
come out. Over ten years ago John Bently and
Ferry Porsche wrote WE AT PORSCHE,
which was a very uneven book that did not
fair well. It has been out of print for several
years, though the German paperback edition
still seems to be available. Ferry Porsche has
now come out with a new book PORSCHE
- CARS ARE MY LIFE (oder FERRY
PORSCHE - EIN LEBEN FUR DAS
AUTO ins Deutch). As you might expect the
story isn't too much different. But there are
all sorts of tidbits present which weren't in
the original. And what was missing from the
original - the interactions and reasons are
finally popping forth.
While I don't think I found any unknown
Porsche design type numbers, several I had
but could not document were acknowledged.
Paying attention to which designs, especially
which obscure designs, Ferry Porsche thinks
worth discussing gives important insight into
both Porsche the man and Porsche the com-
356 REGISTRY
17
DEC '89/Jm '90
pany. It's clear that Ferry Porsche is still an
air-cooled, rear engine advocate. Chairmen
of the Board deviate from this policy at their
peril. If things go well, all is fine. But to have
a downturn while selling front engine cars is
not acceptable. Coupled with specific anecdotes, it becomes reasonably obvious why
Fuhrmann and Schutz were sacked.
For the first time I can remember in print,
Porsche admits to speaking English, though
he modestly claims not to speak it well. I hope
you read the "Best Porsche Story" in EXCELLENCE MAGAZINE about an owner
of one of the first 91 1s making an irate call
to the factory and ending up speaking with
FerQ Porsche himself - and being told to inform his dealer to pick up the part at the Lufthansa terminal the following day.
Of 275 pages most of the first 225 concern
pre-911 events. Profusely illustrated in mostly
original, but new to me, new black and white
photographs, at $25.00 the book is defmitely
worth purchasing.
Those of you who were worried that I was
straying from the paths of automotive
righteousness with my ads for a 924, can rest
easy. My daughter Lolly's old Rabbit split a
fuel filter and sprayed gasoline over the
engine. Luckily, Lolly turned off the engine
and abandoned ship. Within a week Patty had
bought Lolly a Golf GTI 16v, so I am no
longer looking for a 924. I am driving the
Rabbit as my beater.
Recently Lolly was driving the GTI from
Chapel Hill to Tupelo and called to ask
whether her car needed air in its tires. I
responded that in general cars need air in their
tires, but whether her car in specific needed
air was something I couldn't answer and that
she should bat her eyelashes at the gas station jockey, who would be delighted to check
for her. Lolly replied that the gas station
jockey was two old ladies. Lolly now has a
tire pressure gauge and is moving along in her
apprenticeship in automotive matters
mechanical, including brake pumping and
understanding that the oil pressure idiot light
is not to be construed as meaning "add oil"
Index
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Index
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Index
- no, we didn't
learn the hard way.
Patty gave me a really neat gift for my bithday: a lifetime pass to the PFEIFHOFER
PORSCHE AUTOMUSEM ("DAUEREINTRITTSKARTE FUR HERRN BILL
BLOCK").
Before the favorable review I had given the
new 356 OWNER'S RECORD in the last
REGISTRY was even out I had received a gift
of the season from Bill Rohrer. In that it was
a 356 REGISTRY BADGE and my old one
- acquired in trade - had lost its enamel and
I was afraid of damaging the good one on my
Brett Johnson trivia trophy by prying it off
- I have decided to keep it. This does not
mean I am open to every common little bribe,
but you might try your luck.
A missive for Bob Leif put things into
perspective. After being congratulated for
having the best article in the last REGISTRY,
Bob told me to "Keep up the fair work!"
Several months ago, Mr. Bob King of
KING'S HOBBY, 8810 North Lamar Austin,
TX 78753 (5121836-7388) sent me a model
of a 356 BIC Carrera coupe. It is truly a
superb kit - with literally hundreds of pieces.
The reason I delayed this long in reviewing
the model is that I had anticipated describing
what a magnificent model it makes. Unfortunately, I find that I am inhibited; afraid to
start the kit for fear of failing to do it justice.
I remember my mother pointing out to me that
there was only one USS Missouri and that I
couldn't convert it to a night raider simply
because I had had a problem with the black
paint. FUJINI (Japanese, of course) has out
a series of 1124th scale Speedsters, 356A
coupes and cabriolets, Roadster and BIC hardtop cabriolets with further choice of the appropriate pushrod or Carrera engine - which
can be placed in car or beside it on a display
stand.
Bob sent me a 356 BIC Carrera 2 coupe you have the option of building it as a C with
Ate disc brakes or as a B with Porsche drums.
Carrera 2 brakes were special Porsche annular
discs. The detail is so fine that this error is
visible on a 6" model! If you had a 356 B Carrera 2, I think the kit could be modified to
fix this small problem - since the wheels on
the real car were bolted to cut down drums
which in turn bolted to the annuli. Plastic parts
are provided in two colors, as well as clear
and chrome. Screening, rubber and disc and
drum brake wheels and decals accompany.
Apparently dozens of other Porsches as exotic as 91 1 turbo slope noses, Koenig 928 S4
and the 91 1 Speedster are also available at
about $21.00 each, as well as a 1116th scale
959 at $50.00. SCALE MODELS INTERNATIONAL November, 1988 featured the
white Carrera 2 coupe as its cover car - but
done as a cut away!
356 REGISTRY 20 DEC '89/JAN '90
You don't need to run out - since the only
place to get a 1980 356 REGISTRY
CALENDAR is by mail - but you should
send away promptly to not miss displaying
January. Lots of "old" pictures but Jerry
doesn't always identify the year. And I realize
Speedster fanatics will disagree but 2 blue
Speedster in 12 months is at least one too
many. The December 1989 photograph of a
C being assembled at the factory, taken by
Dan Pelecovich, is one of my favorites right up there with March Gmund hillclimb
picture I took. Unfortunately, Jerry seems to
have run out of pictures taken at the factory.
There should be an ad in the REGISTRY
somewhere for the Calendar at $12.95 plus
$2.00 shipping.
I want to commend to you the superb all
color 356 REGISTRO ITALIANO
PORSCHE magazine published by the
Stephano Solieri. In that I can't even come
close to reading Italian I can't comment on
the technical articles, except that they are
shorter and appear more basic than those in
THE REGISTRY and essentially all of the
photographs are recent ones of club activity.
Write President Stefano Solieri, REGISTRO
ITALIANO PORSCHE 356 Via Castellata,
Bolog.~,ITALY 813-40124 for further information or maybe even a spare issue.
Index
I Harry Pellow, Editor
the maestro has the best
nuts in town!
flywheel nuts, that is.
In one of the Maestro's Nightmares (or
Momentary Visions of Hell), he dreams he's
assembling a Pristine Perfect Porsche Engine
- except that ONE Important Part is missing! And NOBODY in Hell has the Part!
Ever! FOREVER!
In Real Life, the Parts Shortage Nightmare
HAS Happened to the Maestro! (Assuming,
of course, that the 3561912 Porsche World
passes for Real Life, which is a Question Experts will debate for Centuries.)
In fact, the Parts Shortage Nightmare happens with Regularity. Unpredictable Regularity, of course!
Take the Shortage of Standard Rod Bearings a few years ago when VW Hot Rodders
suddenly started using Connecting Rods that
used Porsche Rod Bearings. Unbathed Hordes
of V W crazies sucked the Porsche supply cow
dry. So that then, ifin you were building a
Beautiful Engine with ANY Standard 3561912
Crank, you couldn't find Rod Bearings to save
your life.
One Rainbowland Parts Manager rationed
out Rod Bearings only to Female mechanics
with Large Breasts.
Needless to say, the Maestro with Engines
a-building was forced to delve deep into The
Emergency Bearing Supply - just like Bret
Maverick digging out that last hundred-dollar
bill sewn into his coat.
Or how about The Great Big Bore Famine
of '86 when a clerk at the Big Bore Importer
mistakenly ordered 1110th what he should
have so that Really Quickly the supply of ALL
35619 12 Pistons and Cylinders dried up. And
prices went through the roof.
Once again, ifin one happens to have an
Engine at the point where one needs Pistons
and Cylinders, and Suddenly there are None
To Be Had? There you are: S.O.L.
That SAME parched summer, Murphy
made the Mediterranean drought dry up the
Weber Supply.
This year it's the 356 "B" Intake and Exhaust Valve Shortage. And no more
Reproduction Cranks.
And NEXT Year? Only Time, the Porsche
gods, and International Stock Markets will tell.
Since the Maestro likes to complete his
Engines so that they may be paid for and Baby
Shoes purchased for the Heir to the Maestro's
Throne Room, it's Nice to have the necessary
Parts on Hand.
So, it's the Maestro's habit - when he can
afford it (and the Heir is well-shod), to Stock
Up on a Particular Part that his Predictor
Predicts will Someday be in short supply.
Sometimes, "Someday" comes Real Soon.
Included in the Emergency Supply are Parts
the Maestro is Particularly fond of Super-90 Flywhels. New 912 Rods. New
356B Cranks. Align Bore Bearings. These are
a few of his Favorite Things.
Take Flywheel Nuts for example - not just
ANY Flywheel Nuts, but the Good Blackened Hex Head Flywheel Nut - the one the
Maestro Torques to 425 Ft-Pounds with the
B-52 Electric Torque Wrench. The Maestro's
Nuts NEVER come loose! His Flywheels stay
on and his engines stay together.
The Maestro found out Early in Life that
there are Significant Differences in the quality
of Flywheel Nuts. Especially when one
bought from the DEALER and wrapped in a
plastic bag with a Porsche Part Number on
it failed at a mere 1 0 0 4 pounds of Torque.
But the Maestro told you All About that in
Great Detail, in The Books.
And why the Maestro uses ONLY the
Good, Blackened Flywheel Nut that comes in
a Red, Blue and Yellow Box with the Part
Number printed on it. Made in West Germany. They are also somewhat difficult to
find.
But, thanks to Steve, the Maestro's Friendly
Sales Rep at a Major Metropolitan Importing
firm who Knows 356's (and with the
Maestro's help, now knows 356 Engines) well
enough to order the Good Stuff for the
Maestro, and thence, The Faithful).
The Maestro once asked Steve to track
down the source of the Good, Blackened
Flywheel Nut. Steve did! And called back
with the Good News and the Bad News:
"Maestro, the Good News is we CAN
order them. The Bad News is the Minimum
Order is a GRAND, American, and I can't
get my boss to spring for them since our Computer says we sell 10 a year, and don't want
a 10 years' supply on the shelf."
"No Problem said the Maestro - I'm so
happy to find them, I'll take ALL of them
356 REGISTRY
21
DEC '89/JAh' '90
'xept what you need for Stock."
"REALLY?" said Steve.
"Really ," said the Maestro, "Deal?"
"Deal," said Steve.
And the Thousand-Dollar Flywheel Nut
Deal was a done one.
A year goes by. The Maestro builds a lot
of Engines. Smart Buyers Who Know their
Flywheel Nuts come back for More.
Steve calls again - "Say, we're gonna
order Flywheel Nuts Again." The Computer
says we're selling out in a much shorter time
- thanks to your Rather Large Purchase. You
want the Same Deal?"
The Maestro, down to a mere 50 Flywheel
Nuts said - "Ah what the Hell, I'll use them
eventually and they're so nice to look at give me another Grand's worth."
And a week later arrived another batch, Air
Freight from Europe.
It was about the same time that the Maestro
obtained an Optimization Program from a
Gentle Customer who's the Pres of a Software
Firm that makes such. Said Customer
transferred from the Windy City of Chicago
to the Silicon Valley, leaving behind his 1949
Dodge and the 1952 Dodge, but taking the SC
Sunroof Coupe and the Daily Driver - the
1962 Dual Grill Roadster.
Now, THAT'S Class thought the Maestro.
Leave the Daley Dodges in Chi town and
bring the Proper Porsches to California. Proper Porsches meaning - 356's! A Roadster
and a Sunroof.
Which also means a 356 is the guy's ONLY CAR! (Yes, he has TWO of them, but he
must drive ONE. So, anytime he drives, he
drives a 356!)
Anyhow, the Maestro drove the Optimization Program home in his 356A to his New
Toy - the 386 Computer - now called THE
COMPUTER. Because it's Big and it's
Powerful and it's very, very FAST! A Mainframe on a Desk. Able to Calculate the
Number of Stars in the Universe or how many
Flywheel Nuts to buy.
A few beers later, the Maestro simulated
the International Trade in Flywheel Nuts and
the Importer's Ordering System. And pressed "Return."
Suddenly, a Light Dawned in the Maestro's
Brain. Now that I've got a lot of Nuts, why
not get them ALL - drain the Importer's
Shelves and he'll have to reorder for stock.
Index
That'll ensure a decent supply again.!
BEEP! Went THE COMPUTER. The
Maestro looked at the screen. Written in Vivid
Color on the MultiSync I1 was:
GO FOR IT!!!
So. the Maestro called up Steve and asked
"Say, Steve, just out of Curiosity, just how
many of those Flywheel Nuts do you have
left?"
"42 Here, 12 in Georgia," said Steve.
"I'll take them all," said the Maestro,
draining the Inventory and forcing a Reorder.
Three months later, as the Maestro and
THE COMPUTER were using Chaos Theory
to predict Porsche Parts Prices in the Year
200 1. Steve called.
And said - "Hey - how'd ya like another
batch of Flywheel Nuts?"
"Geez. Steve." said the Maestro - "I'm
Pretty Full of Flywheel Nuts right now. How
many do you have?"
"Oh, a couple hundred!"
"A Couple HUNDRED?" said the Maestro
- "you've never stocked anywhere NEAR
that amount before? How come? You're not
trying to Corner the Market are you?"
"Uh, no," cough cough said Steve. "Truth
is - Your Large Flywheel Nut Orders caused OUR Computer to re-order a WHOLE
BUNCH this time. Somehow, it thought there
was this Insatiable Demand for Flywheel Nuts
out there! It was only you, Maestro, wreaking havoc on our Inventory Control."
IT WORKS! IT WORKS! IT WORKS!
shouted the Center of Higher Reasoning
silently. Computer Controlled Inventory is
such a Wonderful Thing when you can make
THEIR computer do what-YOU want!
But, fair is fair, and the Maestro did take
a fair share of Flywheel Nuts off Steve's hands
-just so he'd have Several Years' Supply
and would be IMMUNE to any Shortages or
DollarlMark distortions that the Future or
Futures Market may bring.
So, when this new batch of Flywheel Nuts
arrived hot off the Boat from the Loco
Courier, the Maestro gave them only a quick
glance. Though his Optically Aided Biological
Eye did notice they were packaged a little different than before. The Cubical Boxes they
came in were a little smaller than the others.
Curiosity piqued, The Maestro popped a
box open and took a look. The Flywheel nut
looked pretty good. In fact, its Blackened Hex
Head looked BETTER than before. The Head
was Darker and more Uniform Not as blotchy as the Old, Good Flywheel Nuts.
ALLRIGHT! Thought the Maestro Guess someone else is trying to Improve the
Breed too!
A Day later, the Maestro was putting the
finishing touches on a 1957 356A Super
Engine destined for a Speedster of the same
vintage and complete with a NEW "B"
crank, a MaestroMaster Cam, and all Completely Balanced & Blueprinted.
Jay had just completed balancing the
Flywheel and the Special Pressure Plate needed to mate with the Speedster Transmission.
The Maestro set the End Play and installed
the Silicone Flywheel Seal with his Factory
Seal Installer. It was Time to tighten the
Flywheel Nut.
"INTERRUPT!" said the Center of Higher
Reasoning - Now is the Time to Try out one
of them thar NEW Flywheel Nuts in the Cute
Little Cube. The Ones that came in Yesterday. Let's do a little Quality Control.
The Maestro immediately agreed and popped out a Random Nut from the new batch
- and was startled to find the threads cut none
too well. So he opened another Cute Little
Box. Same Problem. The Threads-a, she-a
not-a too way-no.
OH Great, thought the Maestro - are they
ALL like this??? No. The Third Flywheel Nut
looked just fine. So the Maestro grabbed it,
applied the Required amount of Red Loktite
and gestured to Jay to use the mass of his ass
and the Force of Gravity to Counterbalance
the Torque of the Maestro's Electric Torque
Wrench and keep the Engine Stand from tipping over.
The Maestro got out his B-52 Electric Torque Wrench and stuck on the % '' Drive 36mm
socket. And began to torque this Nice New
Nut towards 425 Foot-pounds.
Approaching 300 ft-pounds, the Maestro
felt the Nut begin to act Strangely. Instead of
getting tighter, it seemed as if it was getting
nowhere. A Bad Sign - The Nut That Broke
felt like this too!
How Can That be?
This is the GOOD, Blackened Hex Head
Flywheel nut! With them, nothing ever goes
wrong goes wrong, goes wrong . . .
"Better stop," said Jay, "It feels like the
nut is yielding."
The Maestro removed the nut. Jay and he
eyeballed it. No cracks, no noticeable distortion. So the Maestro said - "Let's just see
what happen." And put it back on and resumed torquing.
This time, still short of 300 Ft-Pounds the
Nut BROKE! And the Socket, the Wrench and
the Maestro were acted upon by an Outside
Force - Gravity.
The Maestro cleverly cushioned his fall
with his Gluteus Maximus and retrieved the
pieces. It was 4 Textbook-Case CLASSICAL
FRACTURE of a Flywheel Nut! Of the
"GOOD," Blackened Hex Head Flywheel
Nut! It was an unmitigated
DISASTER! !!
For not only was the nut broken, so was
the Maestro's heart! For this was The First
356 REGIS7'RY
22
DEC '89IJAN '90
Time one of his Good. Blackened Flywheel
Nuts had ever Failed when called on to
Perform.
Flywheel Nut Impotence is a Terrible Thing
for your Engine and Cash Management Account to see.
Closer Inspection showed some Interesting
Things. Things like Inferior Material. Or the
wrong heat treat. Or Both!
So the Maestro pulled out one of the REAL
Good Blackened Hex Head FLYWHEEL
NUTS of Yore. And Lo, there WAS a
Difference.
The OLD, Good Flywheel Nuts were a
lighter Black and more Blotchy than the NEW
BAD Flywheel Nuts. Jay pointed out "Look at how the tool tore the metal of the
OLD FLYWHEEL NUTS - that's a sign of
a tough metal. But look at the NEW
FLYWHEEL NUTS - it machined very
smoothly - showing it's soft or weak or both.
So, the Maestro ran to the phone and called Steve. Not to Bitch & Moan about the bad
Batch of FLYWHEEL NUTS, nothing could
be done about them. But to relay the Info to
Seve so he could go to the warehouse, personally inspect EACH FLYWHEEL NUT
and send the OLD, GOOD ones to the
Maestro. And the Bad New ones back to Germany on the next Lufthansa.
Which is what he did.
Unlike other importers who shall remain
nameless, Steve LISTENED to the Maestro
and FAX-ed the Fatherland for an
Explanation.
The Maestro figured he'd hear something
in two months or so.
Not true. The Next Day. Steve called:
"Maestro," said Steve - "you WON'T
BELIEVE what happened on the Flywheel
Nuts."
"Let me guess," said the Maestro, "They
disavowed all knowledge of their Nut's
Actions. "
"NO!" said Steve, "They ADMITTED
THEY MADE A MISTAKE! They said they
sent the WRONG Flywheel Nuts."
"The Wrong Flywheel Nut?" asked the
Maestro. "What was this one for anyway? A
Puegeot?"
"They wouldn't say," said Steve.
"I'll bet," said the Maestro - "and I'll bet
the name starts with VW!"
"Right," said Steve, "but the INCREDIBLE news - the UNBELIEVABLE news they said they 're sending a replacement batch
over Immediately and to SCRAP the ones we
have!"
The Maestro was stunned! The Admission
of a Mistake! And They'll Make it Good! The
Integrity. How Unusual!
Instead of the Ubiquitous "Gee, we've
never had THAT problem before . . .." or
Index
the "Who are you, anyway, bo'?". Here was
a Company that realized their mistake immediately - and said they'd make it GOOD!
Now, THAT'S Quite a Company. One that
Stands Behind its Product. Like the Maestro
does his.
The Maestro figures ifin they REALLY
wanted to Reward the Right People - he who
FOUND the Problem (cough, cough)
BEFORE ANY of the Bad Nuts got out in the
Real World or TO YOU. Think of all the
money saved by the Lawsuits not filed over
the Engines not Destroyed by the Bad Nuts
that were caught by the Maestro in the Nick
of Time!
Clearly, a Small Contribution to the
Maestro's Retirement Fund would be in order.
Or a Radio for the Maestro's Polizei Car.
Thank GOD the Turkeys can't sell them at
Swap Meets!
Which means that now, that there may be
NO MORE GOOD, Blackened Hex Head
FLYWHEEL NUTS!!! Except for what the
"In the Beginning
Maestro has, of course. For use in
MaestroMassaged Porsche Engines! And
those who:
KEEP THE 356 FAITH!!!
Three days after having said the above
about Turkeys not being able to sell the Reject Flywheel Nuts, the Maestro recieved a
Letter from a Gentle Customer concerning an
Inferior, WRONG Flywheel Nut said
Customer bought Somewhere Else to save a
few pennies. (A Very Dangerous Thing to
Do.) Said Customer said something like this:
Dear Maestro:
Please send me the GOOD Flywheel Nut.
I proceded to Torque down my (CENSORED) Flywheel Nut whichpromptly broke
at something less than 400 Foot-Pounds.
(Ntwhsht)
I know you warned me, Maestro. I'll listen
Next Time, and try not to save a few dollars
which ultimately ends up costing DOUBLE
what the Right Part would cost bought once
from the Right Source!
..."
A hand-printed silkscreen edition
depicting the 356-001 1948 roadster1
-
Factory Trained
Expert Repair &
Restoration of:
Speedometers
Tachometers
(mechanical & electronic)
Clocks
Fuel Gauges & Floats
Temp. Gauges & Senders
VDO & Others
Signed and Numbered
-- Image:
17 colors
12"
-
--
A x 18" Y
Paper: 16" A x 20" W
100% cotton fiber print paper
Shipped in ready-to-hang glass
"clip" frame
$90.00
Business/event inquries welcome
As the artist. printer. and new
member of the 3 5 6 Registry. I
invite you t o call or write for
more information.
4108 Haverhill Drive Northeast
Atlanta. Georgia 30342 U.S.A.
(b04) 250-0643
~-~
~
Thanks,
A Gentle Reader, Knoxville, l'N 37923
Ah, yes thought the Maestro - He and
Steve caught the Bogus Batch of Bad Flywheel
nuts BEFORE they could poison several Hundred Porsche Engines.
BUT, what if Other Importers were shipped BAD Flywheel Nuts too - and unknowingly sold them to the Maestro's Conipetitiors??? THAT could be a Terrible Problem. For the Maestro's Competitiors.
Could it be that AS WE SPEAK there are
Alien Flywheel Nuts walking amoung us
now??? RIGHT NOW! !!??? On the shelves?
To be sold to unsuspecting, but very Litigious,
LawyerIOwner Customers???
Looks like there just might be - in or
Around Knoxville at least!
But, NOT on the Maestro's Shelf!
'Cause he:
KEEPS THE 356 FAITH!!!
-
Original Art Print "Porsche World"
by Margery Kawaller
Matted Black & White
$ 50.00
Matted hand colored
65.00
Framed colored or blw
150.00
Cherry,wood frame wlglass
Postage included - allow 3 wks. delivery
Send check or money order before Dec. 16th to:
dery 214, 224 AshuoLsn Ave., Northport NY 11788
MaaterCard, VISA accepted
Phone 6152818138
356 REGISTRY
23
DEC '@/JAN '90
Palo Alto
Speedometer Inc.
718 Emerson St.
Palo Alto, California 94301
Phone: 415.323-0243
FAX: 415.323-4632
8:OO-5:00 Man.-Fri.
Index
vintage racing ...... . . ... . ... . . . ... .... . Cole R. Scrogham
The last chance for vintage racers to come out and play with their
toys before the winter snows set in is personalized in the form of
Summit Point Raceway in West Virginia. The October event, this
year held on the seventh and eighth, often feels like winter has already
appeared; this year was no exception. The event is typically small
in numbers of competitors, but large in terms of track time and
outright enjoyment of your car. Very few 356s were on hand at Summit, a facility that now has a reputation for finer infield paving than
the actual surface of the track. The improvements from any perspective were dramatic, the infield area was freshly paved and the paddock separated from the infield by a wooden fence that added a vintage "look." Hopefully, the fresh asphalt will keep dust down and
precipitate the end of the track's nickname of Smut Point.
The historic complaints of Summit Point aside, racers will also
depict this two mile course as one of the most exciting and demanding courses to drive on the east coast. It is home to an IMSA event
in the summer as well as various SCCA nationals and driving schools.
The track is about 15 minutes from Group 44, headquarters of Bob
Tullius' famous Jaguars and most recently, the IMSA Audis. I can
recall on at least one occasion being at Summit when the GTP Jaguar
was testing, what a sight to behold! This track also holds a great deal
of interest to me personally, it is about an hour and a half from our
facility in the Shenandoah Valley and the most memorable track from
my father's E-production days. He held the track record for an extended period of time and I recall other drivers as being edgy when
competing against him there, it seemed that either a win or a nonfinish was all he ever achieved at Summit Point.
We came to Summit with two Speedsters to play more than actually race, to shake out the cobwebs and have some fun. Our development meister and I shared a 1955 Speedster while my father brought
along his old race car, certainly the most advanced 356 in the world
as we know it. We were indeed sorry that the Skirmants rivalry
wouldn't come to fruition this weekend, but Vic was so fired up over
my challenge that he managed a third at the Runoffs that weekend,
which I am sure you will hear about. No charge for the help there,
Vic. As I recall, the controversy originated over the relative output
of an E-production engine versus our old, tired vintage engines. I
have no doubt that our technology in the engine department is sec-
ond to none, although a slight disadvantage exists when you consider our vintage tires and more street-oriented cars. Our old race
car would have evened the tables drastically, it is a shame we didn't
get to prove it. Maybe we should go ahead and plan for the Runoffs
instead to prove our point. Nah, we have more fun playing with the
old vintage cars; it's much closer to reality. Maybe we will let an
impartial dyno settle this controversy over engine technology.
As for the racing at Summit, we tended to the needs of Gus Shaffer's 1957 Carrera Coupe and he managed a first in class in front
of a Roadster and a Speedster. These cars were in full trim less
bumpers and were a joy to watch chase each other around the track.
We are very proud of Gus' coupe, as well as the performance of
our old, tired engine. We also managed to have fun with our
Speedsters, if chasing a 910 and a Lola is your idea of fun. Chasing
is a relative term here, at times I got lonely waiting for them to come
back around and lap me again. Fun, of course, is the operative term;
there are no words to describe the feeling of driving an old 356 in
a spirited, but not too aggressive fashion. Just as it was in the olden
days.
My timersjust can't seem to believe that a 356 can go that quickly!
the scca runoffs...............................
.
. . .......... Jim Cowan
This is a SAAB story that nearly became a tale of Triumph (well,
Datsun, actually) and finally turned into a real Tub thumper. Yes,
we're talking about the annual October zaniness that draws thousands
of enthusiasts and millions of dollars from all parts of the copntry
to the sunny climes of Atlanta for the SCCA runoffs (or whatever
they call them this year). The Valvoline Runoffs, I think, sort of like
the USF & G Sun Bowl. What if Nutrasweet bought the rights to
the Sugar Bowl? Or if a well-known bathroom cleaning product were
to sponsor the Tidy Bowl? But I digress (what's new? - ed.).
For the umpteenth year in a row my Cabriolet sat cowering in the
356 REGISTRY
24
comer, awaiting the long-promised restoration and engine, sort of
like the 356s of many of our gentle readers. Jim Meara's SAAB 900
Turbo, on the other hand, was ready and raring to go, complete with
a rebuilt engine. Of course, in keeping with tradition, the rebuild
had just been completed and the trip would serve as the test drive.
So, we set off for a weekend of automotive fun and to continue our
search for the latest in carousing, Atlanta style, with our hosts Charles
and Maria. The SAAB ran flawlessly, reminding me of how the SAAB
vehicle is similar in many ways to the 356. Although the engine is
in the wrong end and is cooled by the wrong stuff, both are designed
DEC '89/JAN '90
Index
hy engineers for maximum efficiency, not for consumer clinics, and
loth seem to want to run about 85 mph or so. I say "or so" because,
n accordance with America's numb laws, the speedo stops at 85 mph.
'he tach doesn't, however, so we cruised for some distance at an
stimated 107, which happens to be the published top speed of the
556. Nice ride.
"Hot"-lanta represents an interesting lesson in geography, commerce, and sociology. A glance at a map shows why it is such a Mecca
Tbr anyone who wants to escape his or her small town in the Southeast.
'he same lure exists for immigrants from many countries, and as
result Atlanta has a rich diversity of racial, cultural, and ethnic
;roups. This is great news for us, as Charles is always on the lookout
or interesting food and spirits. Last year we learned that people from
ndia make food every bit as hot as the BBQ and Sichuan food we
lad sampled in years past. This year we were treated to the specialties
~fthe Cuban community.
Not designed for nor catering to gringos or trendies, the food at
El Charro Restaurant was MUY picante. Fortunately we were able
to quench our thirst AND contribute to international commerce by
purchasing products with names like Cerveza Pac@co Clara and
Negra Modela, along with such old friends such as Dos XX,Tecate.
and Carta Blanca. The best part of the evening, however, was the
menu, which featured such gems as: Alcolics Beberages "Beers";
"Specialities of the house***Be Ready and Happy!"; and my favorite:
"We really apreciate yuours bussines and will keep in
relanchomship."
Charles was kind enough to obtain a menu for me and it was even
funnier the next day when we were all quite sober. We chuckled over
the quaintness of the language at brunch as we fed beer to his Bassett
hound Sidney before heading to the track.
The track presented lots of good news for 356 fans, as six tubs
were entered: Joe Cogbill (96) qualified 3rd; Dave Helmick (43) was
4th; Vic Skirmants (70) was 8th; Doug Zitza (60) was 12th; Jim
Kilpatrick (7) was 19th; and John Thomson (4) qualified 21st. We
enjoyed an aftemoon of watching the lesser classes (any class but
EP is a lesser class), then returned to Atlanta for more entertainment.
EP was the first race after lunch Sunday, and this was to be fiercely fought, since the SCCA has a new gimmick this year; the leader
at half-distance wins $1,000. No sandbagging here! After a nasty
and controversial second-lap shunt eliminated Helmick, the race bmke
into several small fracases, with 1-2 contested by Joe and the Datsun of Rock Vest and 3 4 a dandy scrap between Vic and Jack Wheeler
in a TR-4. Zitza settled into fifth. Joe won the thousand bucks and
the race by about fifteen feet; Vic took third by about the same margin.
Zitza finished fifth, giving Porsche a 1-3-5 aftemoon. Although both
Kilpatrick and Thomson succumbed to mechanical ills and did not
finish, the race could definitely be called a Porsche, ah, Triumph
(sorry), while poor Dave Helmick, whose tub was soundly thumped
(see above) can only rebuild his car and point toward next year.
I must point out that it may be dangerous to finish a race too close
to Ye Tech Ed. as he sometimes forgets himself in his exhuberance
and greets his competitors in a most excitable manner (see photo).
Vic may be forgiven his enthusiastic state, however, since his thirdplace finish won him a solid second place (to John Andretti) in the
Porsche Cup North America competition. Vic isn't saying how much
money he won, but I understand that now he can afford lots of tires
and carb jets and trick gearsets. Congratulations, Vic!
And so finished another version of one of the longest-playing and
most exciting shows in existence - the Championships of the Sports
Car Club of America. Every 356er should try to see our colleagues
in action with their venerable steeds and help to, as Harry says, "Keep
the 356 faith!"
356 REGISTRY
25 DEC
%WAN '90
Index
the nuts and bolts.................................... . .
Last week I couldn't spell rigesty edeter . . . or, out of the closet!
It is truly amazing what trouble I can get into when I come up with
a new idea to become rich and famous (in that order). This time it
was the Porsche Restoration Letter, for the hard core 356 nut. I
thought I'd just make a few notes each day as I worked along and
once a month compile then into some hands-on, nut & bolt articles.
Easy money, there ought to be at least 1000 rabid Porsche owners
across the great U.S. interested in this. Well . . . not quite; to date
20 - make that 21 counting today's mail. So much for fortune.
Meanwhile, Jerry must have read my ads and decided this guy must
be SOMEBODY and should be on the Registry staff. Fame at last
(now if I can just figure out how to eat it). Of course you won't get
as much as you would in the real restoration letter - a few pages
every other month vs. eight pages per month - but enough is enough,
right; and it is free, so sometimes you do get more than you pay for.
The basic plan is to have two sections in the column. First an ongoing concept-to-completion,show restoration, of something that really needs restoring. The second section will be devoted to shorter,
simpler, one day or weekend projects. Most of these will eventually
be applied to the total restoration project. Finally, it is my intention
to compile all this into book form - so I won't have to answer all
these questions a second time - but mostly so I'll finally be rich
. . . ha, ha, ha, ha, ha . . .
While my ego finds it difficult to imagine anything I haven't done
to a 356 Porsche, I recognize that I don't necessarily have all the
answers. Please, readers, don't let me give you any bad information; if you have a better way of doing something let me know. I
ENCOURAGE anyone to write with their likesldislikes, ideas &tips.
where you feel I am wrong, and what you would like to see. Just
a card or a note is enough, unless you want to write a big article.
Oh, before getting started on restoration, there is one project that
should be of interest to everyone. We are going to live up to our
name, the 356 Registry by registering all 356 Porsches through a
SERIAL NUMBER CENSUS. This is simple, just write your chassis
number and city, state, or country on a postcard an mail it to me
at 28140 - 26 Mile Road, New Haven, MI 48048 - 1'11 accumulate
the cards until it is decided how we are going to handle this information. If you know of a car that was destroyed, send that info also
with the date. The listing will be by serial number, date and location
only - no names or addresses - to protect the innocent. I estimate
15,000 356 Porsches remain of about 79,000 built; anyone have a
better guess?
Section I - Recognizing the wide cross section of 356 owners, from
those who have finally found the ultimate automobile, to those running their own restoration shop, I thought it best to just start at the
beginning for the total project. If you are past the beginner stage.
hopefully you can humor me for a month or so.
In the beginning . . . There are several considerations before beginning a big restoration. Little things like: How does my wifelhusband
feel about this (get them enthused now or the project is doomed to
failure); what type of car should I buy for this project (don't get smart,
just because you already have one doesn't mean that's the one you
356 REGISTRY
Roland, e d w
want to restore); Do I, or will we have the time and money (and
time equals money, I don't care what Einstein said, I'm an economist
. . . or, it takes the same amount of time and money to restore a
Karmann Hardtop as a [pushrod] GT Speedster, just the end result
is somewhat different). The best thing to do is get a piece of paper
and make a list of the following items:
1. Is my wifelfamily convinced of the merits of this program?
2. Do I really have 10 to 15 hours per week to complete this
project?
3. Am I doing this because I like building things?
4. Am I doing this because I can't afford a finished Porsche?
5. Am I doing this so I can be sure it's done right?
6. Am I doing this for a (dirty) PROFIT?
7. How much can I afford to spend - on the initial purchase vs.
restoration cost?
8. What model 356 do I really want - list several since your first
choice may be too expensive or too hard to find.
9. Do I want to drive this car some while I am restoring it?
10. Can I chance having this car shipped from afar, sight unseen?
And you can probably think of a couple more specific items.
And answer honestly; the rest of your life may depend on it. A
Porsche, even a black Speedster, is not a good trade for your family. So, get the wife and family involved with the other local 356
families - this is a FUN hobby. Do you want to drive the car a little
while you are working on it? Maybe a running B coupe is a better
deal than a trashed C cabriolet. Trying to make a profit (or at least
justify the cost to the wife)? Don't do a Karmann Hardtop (no offense KH owners; I have 2, but let's be realistic).
If you are still reading, you must have passed the last test, hopefully
with a 100%. So the next step is to get educated. This is the same
laborious course that you took to get a job so you could afford a wife,
two kids, a dog, mortgage, and rusty Porsche, in the first place. Spend
some time in the library (it's free, unlike most of this project) checking
on welding and autobody repair books. Get a catalog from Classic
Motorbooks (1-800-826-6600). I will recommend a couple of titles
in the next issue after I am sure they are still available. Check our
(book) REVIEWS column by Bill Block (OctINov '89). You need
to get Excellence by Ludvigsen and Guide to Originality by Brett
Johnson now. Don't waste your time or money on other Porsche books
until you understand these two. I will recommend some other, lesser
sources later.
The next step in your education is to check with your local night
school program on welding, sheet metal fabrication, and autobody
work &ursks. If you have never done this type of work, their hands-on
training is a good place to start. Be aware that the auto courses usually
aren't geared to restoration and many of their techniques you ultimately won't use. Tell the instructor what you are really after, he should
work with you. This may also be a cheap way to learn that you really don't want to do a restoration yourself. All this should keep you
busy for a couple of days.
Section II - For those of you who just can't wait to get your hands
dirty. and hopefully know how t use that welder you got for
26
DEC '891JAh' PO
Index
SL/D/N& BAR
Z k Z " x . 0 9 0 TL/B/A/G
356 REGISTRY
27
DEC '@/JAN '90
Index
Christmas, I have a little project that seems to be much in demand
lately. I recently designed and built this thing to fulfill a long standing need in the simplest manner possible. It works great, is adaptable, and doesn't take forever to build. I have even decided to offer
it in kit form for those without access to a steel yard. All materials
should be available from the local hardware store and steel yard. Use
mild steel (no chrome moly) 1010 or 1020 ERW tubing or pipe as
noted, bolts should be grade 5. The total material list would run
something like this: Horizontal Bar (2) Q 2x4x.120 = 144"; Ver. 39" = 78 ";Connecting Bar (2) @ 2 x 4 ~120
.
tical Bar (2) @ 2 x 4 ~120
15' = 301, 0". total 2x4x.120 = 48', 6". Brace (4) 1Wx1Wx.120
24" = 96"; Rotating Bar (2) Q I %XI%x.120 35" - 70"; total
IWx1Wx.120 = 13', 10". Sliding Bar (4) @ 2x2x.090 8" = 32".
Brace (4) @ lxlx.090 4" = 16". Body Mount (4) Q %x'hx 16"
= 64 ". End Piece (4) @ %x4 18' = 72". Head Stock (2) Q 2%
(ID pipe) 8" = 16". Spindle (2) Q 2 (ID pipe) 10" = 20". Nuts
and Bolts (14 ea.) @ 7/16 coarse grade 5. Casters (4) @ 250 Ib. min.,
steel.
During construction be sure to use a carpenter's square to ensure
proper alignment. Tack weld all pieces before final welding.
Cut vertical Bar 2 x 4 ~120
. 39" long.
Grind radius in each 2" side on one end to fit 2% ID pipe.
Cut notch on other end through one 2 " wall to fit over 2 x 4 ~120
.
tube.
Cut Head Stock - 2% " ID pipe 8" long.
Weld Head Stock in center of Vertical Bar on top notched end.
Cut Horizontal Bar - 2 x 4 ~120
. 72 ". Lay Horizontal Bar on one
2" side.
Weld Vertical Bar vertically in center of Horizontal bar.
Use carpenter's square to ensure proper alignment.
Cut Braces - I % xl W x. 120 24" each, make two. Cut each end
at 45 O.
Weld one brace on each side of Vertical Bar to Horizontal Bar.
Repeat steps 1 through 7 to make rear stand.
Cut Horizontal Bar End Pieces: a. .250(%") x 4 plate 7" long, cut 4
b. .250(%") x 4 plate 4-1/16" long, cut 8
c. Z O ( % 3 x 4 plate 2 % " long, cut 4
Assemble and weld four End pieces, using 2 x 4 ~120
. tubing to
assure loose slip fit.
a. Lay bottom plate (2x4~.120 7" long) on flat surface.
b. Set two side pieces (2x4~.1204-11 16" long) vertically on bottom plate, one vertical plate overhanging one end of bottom plate,
. tubthe other vertical plate 2-1/16" from end plate. Use 2 x 4 ~120
ing to assure loose slip tit. Tack weld the 3 plates together.
Lay top plate on vertical sides, tack weld.
356 REGISTRY
Weld entire assembly using 2 x 4 ~120
. tubing to assure loose slip
fit.
Weld Ends to Horizontal Bars using carpenter's square to ensure alignment.
Cut Spindle - 2' ID pipe, 10" long.
Cut Rotating Bar - 1% X I W X . 120 35 ' long.
Notch one end of Spindle I W " x 1 "deep to accept Rotating Bar.
Weld Spindle in center of Rotating Bar, use carpenter's square.
Repeat Steps 13 through 16 to make rear spindle.
Cut Sliding Bar - 2x2x.090 8 " long. Cut 4 pieces.
Cut Body Mount - 95x1% 16" long. Cut 4 pieces. You will have
to drill, tap, cut, bend, or weld these pieces to match the bumper
brackets and mounting system in your car; 356, 356A. 356B
(T-5). or 356B & C (T-6).
Weld Body Mount near one end of Sliding Bar.
Cut Brace - Ixlx.0904" long. cut each end at 45". Cut 4 pieces.
Weld Brace between Body Mount and Sliding Bar.
Drill % " holes for pinch bolts:
2 in each Sliding Bar
1 in each Head Stock
1 in each Horizontal Bar End
Thread 7/16 bolt into nut, insert in each % " hole, weld each
nut to piece.
Drill holes and install casters - minimum 250 Ib capacity 3% "
hieh.
~otisseriecan be easily stored by removing spindles (and Connecting Bars) and connecting ends with a tube through Head Stocks.
Connecting Bars can be cut in half and rejoined with bolted plates
to simplify installation and storage. When mounting car, assure that
bumper mounts and associated areas are as strong as original, NO
RUSTY, WEAK METAL. Engine and transmission should be removed to reduce weight. All remaining fluids MUST be drained! Slip
Sliding Bars onto Rotating Bars and install Spindle assemblies as you
would the bumpers; use large body washed under bolt. Center
Rotating Bar in Sliding Bars and tighten pinch bolts. To raise car
borrow, or rent an American car style engine hoist. Lift one end of
car and slip Head Stock onto Spindle, tighten pinch bolt. Raise other
end and slip remaining Head Stock onto Spindle, tighten pinch bolt.
Slide Connecting Bars through Horizontal Bar Ends and tighten pinch
bolts. Remove engine hoist. When rotating car, be VERY careful,
and go slowly; car will be top heavy and wants to turn upside down
easily. It is best to use two people on heavier coupe models. As always
I don't recommend crawling around under the car without a back-up
means of support, like an oil drum, in this case (how good is your
welding . . . or how lucky do you feel today?).
28 DEC
'89/JAN '90
Index
A one stop restoration and general maintenance supplier.
who can satisfy most all of your Porsche needs,
We carry a large inventory of obsolete and hard to find parts.
rl
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0
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Ught Lens
Front Turn Signal Light
q
Roadster Windshield Trim
oTool Kits (excellent reproduction)
Call for ~rices
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6)
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Rear Window Seal
356 Late B, C (OEM)
356 A B C Muffler Pipe Kits
OEMFIT
$35.
q
356 A B Super Hubcaps
(slight blems)
Front Interior Panel (repro.)
#64450210105 356 A Early B
$125.
$ 2 0 . each
Reconditioned Engines & Transaxles.
Rebuilt in Our Shop to- factory Specifications.
Vintage Racing Parts & Equipment;
Roll Bars, Fuel Cells. Engine & Trans. Parts, Anti-Sway Bars
TONS OF GOOD USED PARTS!
Engines
Mechanical
Suspension
Steering Wheels
356 REGISTRY 29 DEC '89NAN '90
Brakes
Body
Trim
Index
The for sale and wanted sections are exclusively for members' non-commercial
usage. Try to limit your ads to 50 words
or less and please have your ad typed if at
all possible. (We reserve the option to reject illegible ads or even worse, to guess
at your meaning.) The right to edit or refuse publication is reserved; not responsible for errors, omissions or
misrepresentations.
CONDITIONS OF SALE
AND PURCHASE
I. Seller will ship item within 10 days of
receipt of payment. If buyer pays with personal check, seller will ship within 10 days
afler check is honored.
2. If buyer is not satisfied with item, buyer may return item at buyer's expense. Within 10 days of return of item to seller in
same condition as received by buyer, seller
will refund the price.
3. Seller assumes risk of nondelivery
when item is shipped to buyer. Buyer assumes risk of non-return to seller.
4. Unless otherwise stated, cost of shipping
will be in addition to price of item.
5. By placing advertisements in the 356
Registry, seller agrees to these conditions.
By ordering, buyers agree to to these conditions.
In offering a car, please include your
asking price to save someone a cross country phone call, chassis serial numbers alsa
would be helpful. All ads must be received
by the first of the month in which they are
to appear. PLEASE limit your ads to 358
items. glls, 914s, etc. are d nice but they
are out of place here! If your ad arrives after the deadline, we will hold it until the
next issue unless you instruct otherwise.
Send your free member ads to Brenda Pep
rin, 2041 Willowick, Columbus, Ohio
43229. (Do NOT send commercial adver.
tieing to this address.
NOTE: You must include your name on
each ad and please include a price, no matter how embarrassed you are about it, to
avoid wasting others' time and longdistance phone charges.
'52 coupe #I 1942 very solid condition;
Parts: Pre-A hood, 1500 cases, PIC sets,
carbs, heads, misc. engine parts, brake drums
and backing plates, early 1957 cabriolet top
frame, 356A radio, Panos 1950s to 70s, factory posters, factory calendars. Jim Wayman,
71 1 Old Mokapu Road, Kailua, HI 96734,
8081254-5706.
'52 coupe #I 1455 project car 95% complete, solid car - $8000. '58 engine #69317
complete - $1000. '53 coupe parts car $1000. Jim Cox, 2258 Brentwood Drive,
Medford, OR 97504, 5031773-9499 eves.
'53 pre-A bent window coupe #50948, 16"
wheels, good pan (original), seats, rust free
Mexican car. Needs panel beating, later model
engine, easy restoration. Perfect candidate for
vintage racing - $1 1,500. Tom Carpenton,
2220 N. Charles St., Baltimore, MD 2 12 18,
30 11296-3751 .
'54 Cabriolet #60407 (early Feb production - '43 model look), Azurelred, original,
complete, unrestored, Telefunken - $49,900;
'60 Roadster #87350, silverlblack, Ca. black
plate, restored - $59,900; '64 C Cabriolet
#I53 161, blacklred, Ca. black plate, originally cinematographer Warren Miller's, a
Rinkertoys total show car restoration, PCA,
Registry, SCCA Concours winnter. Ed
Venegas, 31 Parkview Circle, Corte Madera,
CA 94925, 4 151927-9433.
'54 Cabriolet, under complete restoration.
Car is complete and solid. '62 white with red
interior. Great driver. Good looker. Lots of
new parts and no rust in floor or other critical
areas - $1 1,500obo. D.M. Tobin, 2184 Jordan Ct., Elgin, IL 60123, 7081888-8358.
'54 #42279 and '55 #53840. In storage
since 1976, both are silver and rust project
cars. Each car has full instrumentation and interior pieces. One non-running engine,
#61800. $4,500 obo for the pair. Roger Whitton, 5018 Oak Creek Ct., Ft. Wayne, IN
46835, 2 191486448.
'55 coupe #54003 with later motor and
transmission. 12 volt. Driver car with no rust.
Documentation from Porsche says Continental. 80% restored. $15,000. 7021798-8882 MF, 8-5, ask for Dick. Richard French, 2268
E. Hacienda Ave., Las Vegas, NV 891 19.
'55 Porsche Speedster. Redtblack, original,
no rust. Black plate Southern California car,
VIN 80488, Engine 34732. Engine rebuilt
down to crank, body straight, nerfs, requires
new canvas. Excellent driver, car in Santa
Monica, CA. Ernest Simon, 1811 Clayton
Ave., Pittsburgh, PA 15214, 4121323-2737
or 4121261-1000.
'55 Speedster 356. #go336 engine #34437
original to car. Signal redlblackltan correct
16" wheels and tires. Correct and detailed
museum quality restoration. Jim Shuh, 2809
S. W. Adams, Seattle, WA 98126.
2061932-3084 anytime.
'55 Speedster #80205, bodywork completed and car painted, original red.
Everything else needs restored. NOS T-5 nose
wlfender attached - $1,400; 550 Spyder front
brake drum, 60mm and backing plate $2,500; 1 pair 550 or early Carerra carbs
wlair cleaners - $1000; Speedster parts: 3
356 REGISTRY
30
DEC '89/JAN PO
doors, all high strikers - $700 ea.; Top windshield frame - $800; Door tops, I early, 1 late
- $125/ea.; '51 crash box trans case - $150;
Euro fan housing and some parts - $200/all.
Bill Brown, 901 W. Pioneers, Lincoln, NE
68523, 4021423-870 1 or 4021476-7882.
'56 bent sunroof coupe. Registered as type
European with original correct scripts on both
fenders. Vin #55374. Engine rY606574. Factory documented original European script car.
Excellent condition inside and out.
Mechanically perfect. Lou Talarico, 2734
Briarwood Place, Bethelem, PA 18017,
8001356-91 10 or fax 2 151861-8842.
'57 Speedster, #84100, red on black, not
in pieces, black top, 1600S, all parts will be
included. Mark Weston, 6349 Trenton Road,
Forestville, CA 95436, 7071575-WINE.
'57 Speedster, ex-SCCA race car, solid.
'59 Convertible D, restorable. Speedster and
Spyder parts, offers. David Clement, 100
Ridgewood Road, Youngsville, NC 27596,
9191556-3217.
'57 coupe, body fair, motor out and apart.
Good restoration project - $2,200. Pieter van
Heinigan, 44 Blinnshed Road, Madison, CT
06443, 203142 1-4274 eveslweekends.
'58 Coupe #101813, 1962(?) engine
#7 14897*. Hit above engine in rear. Conv.
rear clip, year unknown - $2,000 obo for all.
Dave Pfaff, 8044 Black River Rd., Watertown, NY 13601, 3 l5l788-OIl9 eves.
'58 Porsche 356A Coupe, Champagne
yellow, brown interior, all original. Only
5 1,000 KMS since 1979-80 restoration.
Weber Carbs - $10,500 includes all spare
parts, books, and magazines. Donald H.
Frost, Sr., 7 104 Margaret Ct., Bakersfield,
CA 93309, 8051398-6228.
'58 Convertible D, #085874. Signal red,
solid no rust. California car with original pan.
Black plates, fresh engine. A beautiful car you
could drive across country. Ben Sherman,
8051929-5440 eves. after 7 p.m.
'58 356A Coupe, #102606. Move forces
sale of 3 year painstaking restoration including
new floor, longitudinals, etc. DP40 primer
over bare metal body with no dings, stright
and perfect fit. Roller with final assembly required. VW engine - $4,750. Bob Malley,
1870 Eagle Falls Dr., Houston, TX,
7 131432-5973 or 496-6 1 12.
'58 coupe vintage racer look, Carrera gas
tank and deck lid, disc brakes with 91 1 alloys,
wooden steering wheel, Carrera hood straps,
Carrera 2 tranny, SC engine with Webers,
Speedster seats. Rust free. '64 electric
sunroof, no major accident on rust free
California car, slate gray with black interior,
chrome wheels and luggage rack, very
original. Jose Gochez, 689 Ladera St.,
Pasadena, CA 91 104, 8181791-385 1 or
8 1817947170.
Index
'59 Convertible D #85761. Original pan
and battery box, repainted once the original
color 12 years ago and still looks great. Nice
body seams, super engine, no history of rust.
Bob Cox, 3947 W. Broadway, Minneapolis,
MN, 6 121489-6467 or 6121533-221 1 days.
'59 coupe #I06413 wlrebuilt 1600N
P728 15 redlsaddle. Needs floor but otherwise
complete. $5,000/firm. Will consider trade
for 'C' of equal value. Photos available. 4
chrome rims 5.5 x 15 - $350; Cabrio deck lid,
Camera guide photo copies, concours Carrera
tool kit, AIB luggage racks, single or twin
grille, trunk liners for BIC. '63 1600s motor
#P705367 includes all tin, J-tubes, flappers
and Abarth exhaust. $1,200. Will consider
trade for SC of equal value. Wm. Batte, 29
Flint Meadow Dr., Brookline, NJ 03033,
6031673-3851 late p.m. EST.
'59 coupe #105214, white with tan interior
- $10,500; '69 912 coupe #129022649, gray
with black interior - $14,000. Both are 2nd
owner California cars currently in storage.
Photos and additional information upon request. Robert Gortz, P.O. Box 93 1, Salinas,
CA 93902, 4081424-801 1.
'59 coupe #107280, ivorylred, older
restoration, approximately 20,000 miles on
engine (runs great), no sunroof - $9,750. Brad
Frizzell, 1023 S. Tuxedo Ave., Stockton, CA
95204, 2091942-2952.
'59 #I0792 with P74604 engine, in storage
over 15 years, good body and interior, needs
pan. Original and complete car for restoration - $5,500 obo. Lee Raskin, P.O. Box 60,
Brooklandville, MD 21022, 3011484-1834
eves.
'60 Roadster #86957, Stunning black with
grey leather interior. Car has been restored
from the pan up - all mechanicals and
cosmetics. It is correct and beautiful. Carey
Kendall, CLK Itd, 8051966-7724, P.O. Box
5172, Santa Barbara, CA 93 150.
'60 T-5 B coupe, #109708, engine
#600977. Black with red vinyl interior.
Porsche factory letter with cardex to verify
all matching numbers. Owner since 1980.
Southern California and North Texas car.
Original pan and undercarriage. 2K on complete engine rebuild. New Porsche carpet,
trim rubber and headliner. 1st place People's
Choice winner in Annual Germany Day wmpetition between Porsche, BMW, and
Mercedes Benz - $12,900. Ron Woods, 6605
Trail Lake Drive, Fort Worth, TX 76133,
8 171294-1070.
'60 Roadster, #86934, Ivorylblack, recent
restoration, beautiful Concours candidate $38,500 obo. Nate Greene, 405 Iroquois
Avenue, Nashville, TN 37205,6151242-6552
days or 6151292-987 1 evenings.
'60 Roadster, down to bare metal. Extra
doors, hood, tin. New floors, longs - $3,000.
Will deliver in U S . for $500. '61 coupe
#116643, good everyday car. Completed '83.
Off road since '85. Thomas J. Duffy , P.O.
Box 359, Circleville, NY 10919.
'60 Normal coupe #I 11380, disassembled,
very rusty but complete. Engine #a1824 has
new OEM pistons, cylinders and bearings.
Some new parts included. Photo available.
Prefer to sell complete package. Looking for
offers. For details contact Richard Wooding,
R.D. #2, Box 346, Delanson, NY 12053,
5 181864-5202.
'61 Roadster, Drauz body #88586, Motor
#87593. Not concours, but very nice, entire
car original. Body perfect, no bondo. All
serialized parts original, battery compartment
and floor pan original. Entire car essentially
rust free. Restored 10 years ago retaining all
original colors, paint, upholstery, carpeting
and rechroming. Car is and has always been
garaged. I have owned this car for 24 years.
W. A. Collier, 3 1242 Palma Drive, Laguna
Niguel, CA, 7 141496-9487.
'61 1600N coupe #I 13608. Solid restoration project. 99% complete, intact and
original. Car is driveable. Solid pan,
longitudinal and battery box. Fair amount of
surface rust - $3,500 obo. Chris Born, 3704
Plumb. Houston. TX 77005. 7131665-2488
eves. dr 7 131798-2326 days.'
'6 1 Super 90 complete car, engine transaxle, etc., parting out. Call for details. 1600
Normal motor complete in car, clutch and
pressure plate included, less muffler, excellent
condition - $2,000. Fred Brubaker,
2151434-8778 work, 2 151797-9298 home.
'61 1600 coupe #116683, rust free California car, original solid pan, new paint,
mechanicals excellent, great driver or excellent concours candidate - $13,500. 914
2-liter engine - $850. Bill Rienecke, RFD 3,
Montpelier, VT 05602, 8021223-3242.
'61 Coupe, sunroof, original Super 90,
straight body, graylred, original Blaupunkt,
great for daily use. A little rust on front hood,
needs brake work, many large and small parts,
2 trans, gas tank, f&r glass, seats, lights,
bumpers, hood, door trunk, etc. - $15,000.
Thomas Scibilia, Jr., 947 73rd Street,
Brooklyn, NY 1 1228, 7181833-3135 leave
message.
'62 356B coupe T-6 Reutter body VIN
#118306. 102,000 miles original 1600cc 60hp
engine #607398. All serial numbers match.
Restoration completed in 1988 - $13,500.
6151834-8080, ext. 491 days or 6151833-3231
evenings and weekends.
'62 Super Coupe #I 19263, impeccably
maintained, completely restored from bare
metal, 22 coat lacquer finish, all new German
carpet, upholstery, headliner, rubber and trim,
rebuilt suspension, rebuilt engine with new
Porsche crank, cam, valves, cylinders and
356 REGISTRY
31
DEC '89/JAN '90
401DF Webers with ported heads. Factory
Nardi wheel. Entire car looks and operates
just as the factory intended - $18,500. Sam
Kadlecik, 1413 Fox Farm Rd., Trinidad, CA
95570, 7071677-3905.
'62 S-90 coupe #I 19376, eng. 804847,
trans 53631. Owned 21 years, 64,000 miles,
excellent paint, original blue interior, no rust,
original manual - $17,000. Doug Rickert,
1277 E. Street, San Bernardino, CA 92405,
7 141885-7202.
'62 Coupe 120927, T-6 eng., #PO700828
Super. Silverlgray. Very nice. Drive
anywhere. Factory tech data. Restored '84 $12,500; '63 coupe 214072 T-6, last of the
'Bs' - looks like 'C,' eng. R804750, California project car, 85% complete. No rust, new
black paint. 15 years of parts in Ammo boxes.
Low boy trailer included - $10,000. Craig
Stetson, 3 181989-2012.
'62 S-90 T-6 coupe #21023, in process of
concours restoration, a very interesting car.
Many unusual Camera 2 and BIC parts.
Speedster seats, Carrera oil coolers, etc. Dan
Banta, 574 Wildcat Canyon, Berkley, CA
94708, 4151526-2439. 4151947-2800.
'63 Cabriolet, 3 years of wncours victories
including 1988 & 1989; first in class at 356
West Coast Holidav. PCA Zone 8 and SCCA
Type 356
Wiring Harnesses
Authentic reproductions of original
harnesses using correctly color-coded
wire and terminals. Simplified numbering system with illustrations for easy
installation.
- Satisfaction guaranteed 1948 Gmund Coupe
1950-1965 Coupes
1952-1965 Cabriolets
1954-1958 Speedsters
1955-1959 Cameras
1958-1959 Conv. D
1959 GT Speedster
1960-1962 Roadsters
1962-1965 Camera 2
1966-67 91 1
1966-67 9 12
RS 60. 6 1. 550A. 550 Spyder
904. 906908. 910. 917
Abarth Carerra
Battery to Starter Cables
Catalog available for $2.00
Y n Z's YESTERDAYS PARTS
333 E. Stuart Ave., Unit A
Redlands, CA 92374
(714) 798-1498
Index
events. A low mileage, original owner car,
#157257, with both tops. Stable mates of
equal quality also available; i.e. '56 Speedster,
'64 C Coupe, '79 911 SC. Jere 7 141760-5423.
'63 B Cabriolet, #I58 153, Ruby redlblack,
restored and detailed - $43,500; '61 B
Cabriolet, #I 54375, Signal redlblack. retored
and detailed - $36,900; Carrera 2 engine, no
sheet metal, best offer. E.A. Singer, RFD
1682, Laurel Hollow, NY 11791,
5 161367-3293 home or 5 161349-3222 work,
FAX 5 161349-3258.
'63 1600s coupe #211878, excellent
restoration, rust free original black paint, tool
kit, records from '65, third owner, Heron
Greylblack vinyl. '6 1 S-90 Cabriolet dented
and rusted but complete and restorable, both
for $20,000. Will not separate. Rod Barnes,
500 Rockledge, Lawrence, KS 66044,
9 131842-0227 or 9131842-8988.
'64 356 Coupe #221645, 1600cc,
yellowlblack, 50,736 original miles,
unrestored, perfect condition, all records,
original paint, no rust, original engine, absolutely driveable, two owner, perfect car $18,000 firm. 1965 356C coupe #215947,
1600cc. redlblack, showing 34,243 miles,
new interior and paint, no rust, good condition, driveable, engine rebuilt, nice car $10,000. Alan Bambina, 2141241-7556,5-10
CDT.
'64 SC Cabrio #159687, Ivorylred interior,
rebuilt original engine w115k miles, Euro
heater boxes, rebuilt front suspension,-alloy
wheels, gauges rebuilt, including clock,
original Blaupunkt, all rubber and trim about
4 years old from previous partial restoration.
Car also has wrong steering wheel, roll bar,
vinyl top and boot. Asking $17,000 obo. Paul
Vessels, 2021829-1330, P.O. Box 1784,
Washington, D.C. 20013.
'64 Sc coupe, #128567, whitelblack interior, chrome wheels, 5,000 miles since
ground-up restoration in 1988. Strong car $21,000. Mike Shanink, 2613 Addy-Gifford
Road, Addy, WA 99101, 5091935-4705.
'64 Cabrio, runs, needs restoration $9,850. NOS Carrera AIB oil cooler system,
complete with all lines, hoses, fittings, most
still in original bags. Have fuel pressure
regulator. Vic Zeller, 88 Gaffney Road, S.,
Dartmouth, MA 02748,5081636-5379 by 10
p.m. EST.
'64 coupe #216026, eng. #7ll2l2, complete with solid pan and battery box, engine
tired, hood in doubt. Original plated rims (4)
needs replating. All glass intact, interior so
so - $4,500. Louie Kallas, 4708 Jacques St.,
Torrance, CA 90503,2131540-0370 anytime.
'64 electric sunroof coupe, California black
plate, optional air blower and VDM wooden
steering wheel, chrome wheels, rust-free. No
major accidents. Jose Gochez, 689 Ladera St.,
Pasadena, CA 91 104, 8181791-3851.
'64 SC sunroof coupe needs restoration,
floors, longitudinals, but solid Colorado car
- $7,500; '64 coupe - $5,500. Both cars complete wlcorrect engines. David Ruley ,
3031388-6050.
'64 coupe #129875, European model,
beautiful Irish green. Just completed total
restoration, show quality - $25,000. Photos
on request. Steve Rogers, 61499 Longview
St., Bend, OR 97702, 5031382-57 15 after 6
p.m.
'65 coupe, Webers, big bore pisons, very
fast, ready for restoration, floor good - $7,900
obo. 9141354-4030 leave message for Gary.
'65 coupe, original engine rebuilt 1,000
miles ago with new (std) bearings, cam,
clutch, valves, etc., runs excellent, floor
replaced by International AutoMobile Enterprises, very solid, neat, but not original. Decent original vinyl, new radials, needs carpets,
paint. Very straight and complete - $6,250.
Also Carrera 2 rear skirt - $450; '53 gauges
- $200; SC engine- $1,500. Moreparts. Doug
Bok, Box 1452, Canton Center, CT 06020,
2031693-2675 eves.
'65 Cabriolet #162006, beige with full tan
leather interior, new German top, 5.5 chrome
Mich XAS, new Pellow engine, solid original
car, low mileage, some modifications.
Richard Oalker, 472 Court St. S., Hampton,
NH 03827.
'65 coupe, bluelblack, AMIFM stereo
cassette, engine rebuilt less than 15K. Front
end and brakes rebuilt October '89. Needs
some body work. Great road car - $9,000.
Alan Bloom, 12 Durant Street, Newton, MA
02158, 6171332-1980.
'65 Gray coupe, black interior. Rebuilt
motor - $8,300. Joe, 79 Anawan Rd., North
Attleboro, MA 02760.
'65 SC Cabriolet #I5 1566, silver with red
upholstery. Excellent daily driver. Minor rust,
deserves concours quality restoration. Extras
include lock-on 91 1 factory alloys. Goodrich
TA's, Konis, foglights, Leitz chrome luggage
rack - $22,000. Jonathan Riley, 1025
Peniston, New Orleans, LA 701 15,
5041865-5317 (days), 5048954959 (eves).
New baby moons hubcaps - $lolea.; New
front beauty bars high or low - $350lea.; NOS
T-5 battery box area - $850; Single 5.5 x 15
Carrera alloy. LL wooden steering wheel.
NOS Cabrio engine lid. NOS coupe rear
fenders. OEM Speedster top bows, windshield
frame doors, and engine lid. Beauty rims for
pre-A wheels. Deluxe banjo steering wheel.
Restored steering wheels. Jose Gochez, 689
Ladera S t . , Pasadena, CA 9 1 104,
818/79 1-385 1, FAX 8 181794-7 170.
2 NOS 82.45mm 22 K.S pistons and
cylinders, as well as 2 NOS 85.45mm 22K.S
356 REGISTRY
32
DEC '89/JM PO
pistons and cylinders. Does anyone have a
pair to match one of these sets? Would like
to buy you pair or sell mine. Greg Campbell,
13364 57 Ave.. Surrey, BC V3W lK1,
6041597-3567.
Doors with rusty bottoms; R/H BIC coupe,
4H and RIH 'B' Cabriolet - $150/ea.; RIH
for pre T-2 Speedster - $300; T-6 hood, some
rust - $175; '53 dished face Viegel tach, black
and green - $250; Motor #64499, broken
mounting flange - $500; Single mount 741
trans - $350. Kevin Kay, 3168 Inverness St.,
Redding, CA 96002, 9 161223-6647 eves.
Rear window from '57 coupe. Good condition. Make offer. Mickey Cohen, 657 Gibson Ave., Kingston, PA 18704,
7171288-5600.
T-6 left front fender whose .5 OEM,
sunroof slider frame, '61 trans, used; '57 right
and left doors; '57 r&l fenders and rear clip,
seats wlhardware, instruments, engine heads
A&B, misc. A&B cases, '57 engine #67556
rebuilt, GT fuel cells, 23 gal. alum. wlliner.
Luggage racks ABC, 4.5 'C' alloys, misc.
dated 356 wheels, Tom Conway,
8001843-1343.
'60 S-90 case #go1548 in very good condition - $500 including shipping. David Curtis, Star Rt., Box 50, Bourbon, MO 65441,
3 1417324765.
'59 coupe #I07749 for parts, rear glass
w h i m - $65; Rear deck lid wlhinges and
grille - $100; Wiper motor wlcomplete
assembly - $65; Rear side windows wlhardware - $80/set. Dan Strand, 1620 S. Knoxville Ave., Tulsa, OK 741 12, 9181584-0169
days, 9181744-5621 eves.
Repro metal Speedster door caps - $100/set;
6-v reg. 200 watt, 50 amp, small silver cover
- $60 or trade for beehive tail lights or shine
down license light assembly. James Rogers,
PSC Box 3019, Beale AFB CA, 95903,
9161634-2 191.
Old Pano binders, both large and small.
Early yellow Christos binders. Christos back
to #20 and various Panos back to '59. Lots
of 356 sales lit, trades preferred. Other model
sales lit from '65 to date. A few recent
posters. Stu Stout, 3488 Iris Ct., Boulder, CO
80304.
Late Cabrio top frame - $1.5K; Hardtop $1K; Speedster top frame - $1 S K ; Roadster
top frame - $1K; Speedster windshield frame
- $500; 16 " wheels - $1001ea. ; Many coupe
doors - $400/ea.; 547 Carrera case - $10L;
547 heads - $8Klpair; 547 engine complete,
needs rebuild - $40K. C. Coker, 16 Botany
Woods, Hartsville, SC 29550, 8031332-4345
(6-10 EST).
Chrome reflector plugs to fill holes below
rear bumper, directly under tail lights $25/set shipped US or Canada. Jim Liberty,
6 Windham Circle, Mendon, NY 14506,
Index
7 161586-0440 days, FAX 7 161586-4884,
7 161624-1201 eves.
* Tan Speedster high bows restored wlblack
Haartz cloth top in mint condition. M.D.
Groff, 33 19 Tareco Drive, Hollywood Hills,
CA 90068, 2 131876-2033.
Blaupunkt radio L.M.K.U.U. works fine,
perfect for Euro car or US version '62-'65
- $225. Win Lyons, 201 Pennsylvania Ave.,
Woodland Park, CO 80863, 7191687- 1227.
Engine '64 CA #I310045 less than 2000
miles since rebuild, complete less muffler $5,000. Speedster seat, black leather, tan
carpet, excellent condition. W. Bryant, 146
Moss Hill Road, Horseheads, NY 14845,
6071739-1917.
Speedster seats, repro fiberglass, any color, includes carpet, frames, hinges and mounting hardware - $1,500/pair, shipping included, USA, COD and cash. Bruce Bartells, P.O.
Box 1756, Huntington Beach, CA 92647.
Overrider bars for 'A' front bumpers, low
style, excellent repro - $350. Erich Wilms,
6191431-3742 eves.
Christos #31 through 103 except #80,
English. Calendar coins and pictures '65
through '72. Tom Stamper, 319 Ospray Lane,
North Bend, OR 97459, 5031756-4003.
Engine - VW fitted for 356. Has been in
a '52 and '64 356. Linkage for dual carbs.
Needs carbs - $500. Howard Lunche,
4 15/531-5883.
356 BIC hood handle in very good condition. Will trade for 'A' hood handle in like
condition. Roger Whitton, 5018 Oak Creek
Ct., Ft. Wayne, IN 46835, 2 191486-4448.
'53 356 pre-A Schiff repro owners manual,
and exploded view parts diagrams ('50-'55).
Both only $20 postpaid. Bernie Charnpon, RD
1, Box 698A, Monroe, N Y 10950,
9 141783-1905.
Camber compensator with hardware $450; Reutter hardtop (badge #66371) from
T-5 Cabriolet - $1000; Hella 128 foglights $600; Blaupunkt AMIFMISW Frankfurt US
- $400; Breman AMILW - $275; C Cabriolet
sunvisorslconcours - $400; Roadster sunvisor
- $250; Chrome roof ski rack with leather
straps - $275; '60 Super engine case (#
P86763) with correct 5 heads - $1000; 9 12
motor type 616136 - $2000; Allen bolt rearview mirror - $250; T6lC Behr optional fresh
air blower (NOS) - $2500; Carrera 2
Eberspacher BN4 - $3500; GT gas tank for
T-6lC (70 liter) - $3500; Pre-A: large instrument hood cover - $75; Porsche gaugelradio
dash cover - $600; '53 gas tank with Beck
Krafstoff 2-14 gauge - $750; '501'5 1 ivory
level headlight switch - $200; '53 shifter,
ivory knob & linkage - $150; '55 Telefunken
- $650. Ed Venegas, 31 Parkview Circle,
Corte Madera, CA 94925, 4 151927-9433.
Registry collection: Vol. 2 #I to date plus
Vol. 1 #I, all perfect - $500 plus UPS.
Porsche factory and parade literature and collectibles. SASE for list. Alan Singer, 99 Middle Valley Road, Long Valley, NJ 07853,
2011832-5 107 eves.
Parts: 'B' hood, used - $350; 'C' hood, new
- $400; 'C' bumpers f&r, complete - $400.
Buyer pays shipping. 54711 Carrera engine,
unassembled. Misc. 4-cam pats, new and used. Send SASE for list. Peter K. Smith, 14688
Stoneridge Dr., Saratoga, CA 95070,
4081867-6538.
'A' rear clip in excellent condition, no rust
- $350. Collin King, 6 191247-7219.
Speedster carpet kit, tan German squareweave wlcloth binding, new in box - $425;
Gold 1600s emblem, new - $30; Hazet
17119mm wrench for 'A' tool kit, new - $15;
Eight S-90 alum. pushrods - $40; VE 4 BRS
383 flat-top distributor wlcap and rotor $125; Early center-bolt fuse block wlpaper
label in cover - $65; 1978 Registry calendar
- $35; January '56 356A drivers manual, fair
- $45. Don Zingg, 972 Carnation, Costa
Mesa, CA 92626,7141751-1138 after 7 p.m.
356 parts: NOS European muffler - $175;
Parting out '59 and '63 coupe. From '59:
bumpers - $300/ea.; gas tank - $160; front
and rear seats. From '63: bumpers and
guards, transmission, brake drums, front
suspension parts, many other parts. Please
write or call with needs. Buyer pays shipping. Bob Cagle, 7944 Hillandale Dr., San
Diego, CA 92120, 6191583-493 1.
Owner(s) of chassis 2 12496lengine
P610246. I have your Service Book in very
good condition and complete! This car imported by BRUMOS, Jacksonville, FL. $5.00
and postage. Donald A. Bartlett, 1 1 12 Pinellas
Pt. Dr. S., St. Petersburg, FL 33705.
356 Exploded-view part diagram sets: 356
Pre-A, 51 pgs. - $14; 356A, 74 pgs. - $17;
356-B, 72 pgs. - $17; 356-B, (T-6 Sup to B),
46 pgs. - $14; 356-C (Sup to B), 42 pgs. $14. Complete set - $65. Set shows all
partslmodels, spiral bound wlcovers postage
paid. Copy 54 Pre-A factory workshop
manual, 250+ pgs. - $55; '53 parts book
copy, 160+ pgs. - $35; '55 parts book copy,
350+ pgs. - $47. Charlie White, 5801 E.
Calle Del Media, Phoenix, Arizona 85018,
6021949-8096.
Engine #64415, supposedly fresh several
years ago. Good compression but is missing
sheet metal, carbs, generator and exhaust. Offers? VDO oil temp. gauge with dipstick
sender. Small 270 face. Phone or FAX
2091599-3095. Daniel Shanahan, P.O. Box
1 199, Modesto, CA 95353.
Panoramas 1950s to 1970s, factory posters,
factory calendars, 904 hood hinge, 356C
European gauges, Carrera spark plug connectors. Jim Wayman, 7 1 1 Old Mokapu Road.,
356 REGISTRY
33
DEC '89/JAN '90
Kailua, HI 967, 8081254-5706.
New repro parts: Cabrio top rear alum. trim
- $70; BIC frt. bumper guards - $2 101pr.; BIC
rear bumper guards - $2101pr.; leather spare
tire strap - $1 1; black seatbelts wlcrests $85/pr.; 356C rear axle seal - $3/ea.; 356C
tool bag only - $100; 356 Club Japan lapel
pin, very limited - $9/ea.; "Flashing tail
lights" Carrera 2 pin, as seen at Sedona and
Literature Meet - $15; rebuilt BIC starters $80. Add for shipping. Ken Ito, 3461 S.
Dusnmuir Ave., Los Angeles, CA 90016.
16" wheels. Seth Dadds, 3011296-3751.
Veigel speedo dated 4153, deep face VDO
tach dated 10155, other AIB VDO gauges;
complete speaker set, rear set backslcushions,
ZF steering box and suspension from T5
Cabrio. A.C. Roda, 5509 Marlin St.,
Rockville, MD 20853, 2021453-9007 (days),
30 1/871-3072 (eves).
'56-'57 coupe door, passenger side, very
good, not rusted out, with window wiper $250; Front 'A' model hood, some rust at
nost, very straight - $750; 112 front 'A' nose
clip, drivers side. some damage, will send
photos - $800; Windshield rubber for '50-'52
includes center divider - $85. Now have correct door rubber seals for '50-'53 coupes $70lset; Cabs - $40lset. Coming soon blinker
light lens for '50-'52 Porsches, quality injection molded part. Thomas Birch, 4736 W.
Melric Dr., Santa Ana, CA 92704-1 148,
7141839-0168.
'64 'C' engine case and front cover, good
condition - $900. Duel Dellorto carburetor
and manifold kit, almost new - $300. Many
other engine parts available. Joseph San
Paolo, 541 W. Lambert, La Habra, CA
90631, 2131697-4188.
Panos from 1976 to now. All with PCA
binders (except '89s). All 168 for $325 plus
shipping. Registrys from Vol. 6 to now. All
53 for $150 plus shipping. Upfixins through
Vol. 5 add $20. All in like new condition.
Dave Ullman, 6151531-3595, 1030 Harrogate
Drive, Knoxville, TN 37923.
Tool kits: 2 original 'C' (blackltan) $1000/ea.; 2 Stoddard repro (black) 'C' $600lea.; 1 Stoddard 'B' (blue) - $1000; 5M
tach - $50; Speedometer - $50; McPherson
spinners (4) - $50; ZF steering box - $75;
Original Carrera wood steering wheel wlhorn
ring - $2,500; Deluxe horn ring with button
- $850. Roger Roche, Box 7 14$Ketchum, ID
83340, 2081726-5098.
SIC crankshaft STDISTD - $375; ZF steering box, rebuild kit clw gear, brgs, and seals
(new) - $250; Factory BIC shop manual, excellent conditon - $65; Knecht chrome air
filters for Zenith (mint) - $45/pr.; 12V 'C'
generator (small dia.) - $50: etc. Send $1.50
for complete parts list. Doug Martin, 29
Quinn's Cove, Winnipeg. Manitoba, Canada,
Index
Index
Speedster and Roadster wls frames and
posts, Roadster doors r&l. Convertible B-C
doors r&l. A and B convertible hardtop. 356
A & C & 912 flywheels, crankshafts and
cases. Sunroof clips A & B. 'C' brakes and
axle tubes. Aluminum hoods and doors any
condition. Open cars any condition. Tom
Conway, 118001843-1343, 7 183 Arapahoe,
Boulder, CO 80303.
Original red carpet for 356 cab. Al Hanson, 6484 Pioneer Rd., Medford, OR 97501,
5031772-6736 or FAX 772- 121 1.
Headrests, including hardware, for 1963
T-6 coupe, black preferred. Call Thomas W.
Tily, 2131736-7028, P.O. Box 75055, Los
Angeles, CA 90075.
For 1955 Cabriolet: OEM 'A' hood handle, 16" wheels dated 1955, radio panel, glove
box liner, ignition switch, front clip (need
nose section only), muffler, front floor mat.
Jim Wayman, 7 11 Old Mokapu Rd., Kailua,
HI 96734, 8081254-5706.
For '57 pre-T2 coupe: Sudrad wheel with
10156 date stamp 15 x 4%, grey radio blanking plate, grey cigar lighter, black seat recline
knob. William Morris, 7141 Wayles Dr., Barnhart, MO 63012, 3 141464-5976.
For 356A Speedster: 3 redwood
screwdrivers, tire strap, Stoneguard gaskets
540.62.105, grey shiftknob, license brackets
644.723.521.00. For 356B: BIC clock 6 or
12 volt contours, early B jack handle, mounting nuts for Blaupunkt radio shafts. Any info on Speedster sold to Mr. Harding in Buffalo, July 1956. Factory has no info; info on
Glaspar hardtop parts for Speedster. Tom
Keating, 144 Beresford Road, Rochester, NY
14610, 7 161288-7680.
Cabriolet soft top or frame for soft top for
1961 356B Cabriolet. Tom Lane, 914
Chestnut Rd., Charleston, WV 253 14,
3O4I347-1100days, 30413466472 (evenings).
'58 1600 normal engine (serial
#68,2 17-72,468). Prefer "tired" original
needing rebuild. 1600 S engine considered.
Ken Bunch, 20 12 Hanover Ave., Richmond,
VA 23220, 8041359-95 10.
356 Convertible. If you live in the tri-state,
New York, New Jersey or Connecticut area
and have a 356 convertible for sale, please
call Marty Kaplan, 2 121348-7025. I have
never owned a 356 but have dreams of doing
so. Please help me become a 356 owner.
356 A 7-day manual clock; early factory
key fob; glove compartment's plastic bottle
for key lubrication; any other unusual factory
accessory (e.g. emergency light) or literature;
original 356 tool kits; complete or individual
tools for Pre A, A, B or C kits; Chrome
Meesko tire gauge, Klein and Jorg drivers;
Hazet 77212 speed handle; Vigot Pre-A 356
jack; VWIHazet Tourister metal can tool kits.
Ed Venegas, 31 Parkview Circle, Corte
Madera, CA 94925, 4151927-9433.
Thank you for those Porsche related
business cards. From coast to coast, Canada,
England, and Europe, the members have sent
in some beauties, but the collection is not yet
in triple digits. Be a part of it, keep sending
those Porsche related cards. Trade 356
Registry magazine Vol. 11, No. 4 for Vol.
7, No. 2. Also would like to purchase Vol.
6, No. 1,2,3,6. Fred Otjen, 1472 Kingfisher
Way, Sunnyvale, CA 94087,4081749-0382.
Sunroof clip for 356A. must be complete
and functional, also need complete 356 disc
brake set-up, have rebuilt SC or 1500 normal
to trade or will buy outright. Paul Vessels,
2021829-1330, P.O. Box 1784, Washington,
DC 20013.
For '52 Cab, SWF glass washer bottle,
cigarette lighter, fresh air ivory knobs, voltage
regulator D shaped, early style fog lamps,
Bosch or Hella. Ely Rocha, 9181838-2946.
Banjo type steering wheel. Early A or B
tool kit, Hella headlights. Information leading
to capture of T-5 Cabriolet. Ben Sherman,
8051922-2426 or 8051929-5440 eves.
For 356C: front nose panel (from top of
headlights forward) OEM only, please. Also
need repairs on doors panels - anyone know
of a door craftsman! J.D. Schapiro, 8 Appletree Court, Livingston, NJ 07039,
2011344-8170 days or 201/9!92-5544 nights.
Speedster wanted: Basket case or rough or
not so rough - mechanical's etc. not important. Amazingly fast cash for the right car Fred Bernardo, P.O. Box 328, Shillington,
PA 19607, 2 151777-7923.
356A engine #68592. A normal motor with
a previous life in a '58 Speedster. Last known
whereabouts was Virginia circa '70-930s.
Locating original engine will greatly assist
restoration. Please contact Fred Otjen, 1472
Kingfisher Way, Sunnyvale, CA 94087,
4081749-0382.
Pre A distributor cap, NOS preferred. '55
Speedster owners manual. '55 Speedster tool
kit. Roger Roche, Box 7 14, Ketchum, Idaho
83340, 2081726-5098.
For '59 A coupe: front bumper - complete
and rust free, trunk lid, battery cover, rear
engine sheet metal - the large piece adjoining
the rear wall. Contact A1 Gatti, 8 Wendy
Lane, W. Hartford, CT 061 17,
203152 1-6199.
'65 356C original seatbelts, combination
pliers, 10111 millimeter open end wrench and
a tire gauge for a stock tool kit. The tools in
my car were made by Klein. Joe Del Valle,
2345 22nd Ave., Sacramento, CA 95822,
9161324-0108 days, 9 161456-0331 eves.
For 356C: wmpl. window frames wlhardware &glass for Cabriolet: 12-V wiper motor
& 12-v starter motor; front end special tools
for 356 - 1 each P54 puller, VW 273a drift,
VW 272 remover, 2 each P71 sleeve - if not
available for sale, will rent or can make from
blueprints. Peter Gruner, 33 S.E. 13th Road,
Gainesville, FL 32601, 9041378-1927 days,
9041332-0868 eves.
3561912 rebuildable engine needed for
restoration project. Also need wmplete set of
'A' engine tin. Will buy not ru~ing/blown
engine if top and bottom tin is OK. Frank
Petersen, 10815 Adamsborough, Houston,
TX 77099, 7 13/241-6367.
Parts for '57 coupe restoration (pre T-2):
plexiglass sunvisors, chrome coathooks,
wiper arms and blades, round air vent
assemblies (left and right) including rod,
bushing and knobs. A1 Maxwell, 1196 Goodwin Road, Atlanta, GA 30324,4041261-8818.
Want to trade so all the dates match!
Wheels for 356A: 15 in. Sudrad 4.5J x 15A,
2 dated 1/57, 2 dated 2157, 1 dated 12156.
Speedster "square" door handles, "Hazet"
wrenches, 8&9mm, ll&12mm, 10&14mm,
17&19mm. John P. Mueller, 13093 Herald
I
NEW!
For 356 I911 1914
Perfect no modification fit
cassettes by
Custom Autosound! 3
NEW models from $1491
KENWOOD - SENTREK
and OEM speakers also
available for your classic.
AMIFM
\
Custom Sub- Woofer
enclosures also
available.
.
L
?, FREECall or wr~tefor mformation or dealer referrall
,P
@~*nu~Sollmi
1 808 W. Vermont, Anahelm, CA 92805 (714) 535-1091
356 REGISTRY
35
DEC '89/JAN '90
Fax (714) 533-03(
1
Index
Circle, Apple Valley, Minnesota,
55 124-9735, 6121432-0143.
Pair of Bosch 6v horns or one high note
in working condition. Lower tubular bow for
'59 Cabrio soft top. Shep Adkins, P.O. Box
6549, Los Osos, CA 93412, 8051528-7043.
For '60 Roadster: pair front overriders
wlgood chrome; pair good front turn signal
assy .; front trunk mat, wire mesh air cleaners
for Zenith 2 bl.; T-5 rubber floor mat for rear
and front except tunnel; Drauz coachwork
badge, saddle tan door panels, have It. grey
ones to trade. 1 Lucas bulb type headlamp
unit. Have parts to trade. John Klockau, 2 101
29.5 Street, Rock Island, IL, 3091788-5583
eves.
For 'C' Cabriolet: front clip from rear of
headlights forward. Good to great condition
only. Joel Schapiro, 53 Wilson Ave.,
Newark, NJ 07105, 2011344-8 170.
Registry back issues: Pre Vol. 12, No. I .
P. Harrison, 2361 Cranmore Road, Victoria
BC V8R 1Z5, 6041386-3801.
'57, '58, '59 coupe for restoration and driving. Running and driveable would be nice but
not necessary. Need ABC sheet metal. Peter
Brelinski, 8702 Lupton, Houston, TX 77055,
7131241-4991 days, 7131464-9697 eves.
Used 912, BIC crankshafts and flywheels.
912 or SC case, 5.5 chrome 91 11912 wheels.
'A' nose used or new. Twin grill deck lid for
'C' convertible. Rear axle tubes for 'C' trans.
Rear engine sheet metal, pan and flywheel
cover pan, J-boxes. Open car for vintage rating. Tom Conway, 8001843- 1343.
'A' coupe project car needing restoration.
Solid car mostly complete, running or not.
James Rogers, PSC Box 3019, Beale AFB CA
95903, 9 161634-2791 eves.
For '62 T-5: heater valve box - right side
thermostat with conn. rod; sunvisors. Zoengk
Base, 6856 N. Kenton, Lincolnwood. IL
60646.
Any 356 sales lit. early 91 11912 sales lit
in all languages. 356 posters, early German
Christos and English Christos prior to #20.
Distler toys and other Porsche items. Stu
Stout, 3488 Iris Ct., Boulder, CO 80304,
3031924-4070, 3031444-4656.
For '58 GT Speedster: alloy seats, brakes,
instruments, 'A' bumpers. Also wanted any
356 race cars. C. Coker, 16 Botany Woods,
Hartsville, SC 29550, 8031332-4345 (6-10
EST).
Model 74 1 transmission. Registry article
around 10178 about converting a 74 1 for use
in 'A' model. Mickey Cohen, 657 Gibson
Ave., Kingston, PA 18704, 7 171288-5600.
R&L heater slide in aluminum for T-6 '62
Roadster. Port Ludlow 1988 Holiday poster.
Bruce Bartells, P.O. Box 1756, Huntington
Beach, CA 92647.
'A' hood handle in very good condition.
Will trade for BIC hood handle in like condition (see For Sale). Roger Whitton, 5018 Oak
Creek Ct., Ft. Wayne. IN 46835,
2 191486448.
Set of 4.5 or 5.5 chrome wheels for disc
brakes, Super or Super 90 core motor, any
engine sheet metal, gauges any condition and
a steering wheel. Bob Cagle, 7944 Hillandale
Dr., San Diego, CA 92120, 6191583-4931.
Cabriolet, '64 or '64, solid, complete,
driver, needing work. George Zhovreboff,
779 3 1st Ave., San Francisco, CA 94121,
4 151386-2753.
'60-'65 Cabriolet in nice condition. Must
be relatively close to Colorado. Metal license
plate frames from mid 60's Porsche dealerships. Panos years '64, '64 and '68. Win
Lyons, 201 Pennsylvania Ave., Woodland
Park, CO 80863, 7191687-1227.
Rear 'A' bumpers with brackets and deco
strip if available, driver's side roll-up window
for '59 Cabrio. Have rear 'B' bumper for sale
($125) or trade. Tony Apcar, 5047 Cordova
Bay Rd., Victoria, BC Canada V84 2K1,
6041385-3443.
Need pair of Lemmertz chrome rims date
stamped 1/65 to match remaining 3 I have or
a decent set of 5 all same dated sometime in
'65. H. Kemnitz, 2632 6th Ave., Sacramento, CA 95818, 9161456-2916.
'58 Porsche motor apart or needs rebuild
or cheap rebuilt. Sunroof chp and Speedster
seats. Angel Donatello, 79 Anawan Road, N.
Attleboro, MA 02760, 5081693-6334.
Coupe, Cabrio, Roadster, Speedster in any
condition. Send photo and price to: Frans
Meulendyks, P.O. Box 53.5720 AB, Asten,
Holland.
For '55 Carrera 1500RS coupe #54175:
original 547 engine #90067 (or similar);
Autopulse electric pumps; oil filter assembly;
wheel trim rings; Telefunken radio; one-third
horn ring. Info on this or other pre-A Carreras. Doug Bok, Box 142, Canton Center,
CT 06020, 2031693-2675 eves.
Pre-A sunroof coupe 1300cc or 1500cc
engine, 741 tranny, 'A' luggage, Viegel
gauges, Cabrio vent windows, 'A' shifter
assembly, Rudge wheel and spinner. 'C'
chrome wheel, perfect only. M. Lederman,
100-15 Asch Loop, Bronx, NY 10475.
SC Cabrio running only, Roadster, limited
slip, gauges, 'A' gas tank, 'A' sunvisors, 'A'
rear seat, front seats, SC engine. 'C' crank.
A. J. Lederman, 59 Newport Dr., Nanuet,
NY 10954.
'A' front clip from center of tank or further, it must be in excellent shape, preferably
from a Speedster, a set of 5 Carrera wheels
4 . 5 ~ 1 5 ,a OEM tool kit or tourist kit. M.
Heredia, 10508 Burbane Blvd., N.
Hollywood, CA 91601, 8 181769-7405.
8 1 8/24 1-0608.
356 REGIS7RY
36
DEC '89/JAN '90
741 transmission in good condition. Mickey
Cohen, 657 Gibson Ave., Kingston, PA
18704, 7 171288-5600.
Porsche key blanks for ignition, glovebox,
trans lock, hood pull lock or doors. Would
appreciate any information regarding a source
for these. Greg Campbell, 13364 57 Avenue,
Surrey, BC V3W IKI.
'57 coupe rust free or not. Prefer good condition not much bondo. Joe, 79 Anawan Rd.,
N. Attleboro, MA 02760, 5081695-6334.
Pre-A bumpers and other parts. Bill
Rienecke, RFD 3, Montpelier, VT 05602,
8021223-3242.
For Carrera GT Speedster: fuel pressure
regulator, front scooped backing plate for
Carrera brakes, passenger side, 4A or 4B gear
set for trans., throttle linkage pieces for 4cam
motor. Any info on '57 GT Carrera Speedster
#83622. Car was East coast race car,
Massachusetts, raced at Lime Rock.
Silverlblack. Believed to be owned by David
Marshall of East Long Meadow. MA and later
to Bob Larson. Bill Brown, 901 W. Pioneers,
Lincoln, NE 68523, 4021423-8701.
4021476-7882,
Amber back-up light lense for BIC. Pair
of red plastic handle screwdrivers to complete
tool kit. Wm. Batte. 29 Flint Meadow Dr.,
Brookline, NH 03033, 6031673-3851 eves.
REWARD $50 for information leading to,
location of, and subsequent purchase of 1958
Convertible D, SIN 85633, engine no.
P71322. Purchased new by me 12/27/58 from
Autohaus, Tacoma. Washington. Original
color silver with red vinyl interior and black
vinyl top. Dale. H. Moody. 19532 Governors
Highway, Homewood, IL 60430-4352,
7081798-2637.
For 1955 Cabriolet: 16" wheels dated 1955,
radio panel, glove box liner, front clip (need
nose section only). Also any Porsche special
tools or VW special tools from pre-1965 era.
Jim Wayman, 71 1 Old Mokapu Road, Kailua,
HI 96734, 8081254-5706.
For '59 sunroof coupe: speaker and speaker
grills, front turn signals, interior lights, interior heater slides, inside rearview mirror,
seat belts, sunvisors, rear seats, wood steering wheel, original color chart, sunroof track
comer pieces. Advice on good bodylpaint
shop in the Berkely area. Carl Iseman, 151
Vicente Road, Berkely, CA 94705,
4 15/841-7707.
For '61 T-5 coupe 114866: steering wheel;
(5) 4 . 5 ~ 1 5'61 pointed wheels and generator
terminal shroud louvered without centering or
locator embossment. Jody Hardman, 8009
Durham Ave.. Lubbock, TX 79424,

1 - 356 Registry

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