1 - 356 Registry

Index
Let's get it done! Let us help!
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805-E51-950Phone
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806-E69-049
Fax
1
Santa Clarita, Californla
--
u
Volume 20, Number 1
n
n
May I June I S 9 6
C o n t e n t s
Upcoming Events
The Miscellany File
President's letter
Membership Memos
Technical
Tbe Student'
Restoration
Color cbarts and otber stuff
A Race With Destiny
Hal and Speedie take on tbeJames Dean legend
New PCA Concours Rules
The Right Tool...
....................................................................7
Gordon Maltby .............. 8
Bob Campbell ................ 8
Barbara Skirmants ...................10
Vic Skirmants .............. 10
Brett Johnson .............. 12
Hal Thoms .............
......;.
16
Jim Schrager ..............
20
Gary Wolfgang ..........................22
..Jar no job, euer again!
Four-Cam Forum
.
An interview witb Kurt Mefer
Tech-Nique
Peter Albrecht ............. 30
A CDplayerfor your vintage radio
The 100,000 Km Badge Saga
Eduardo Venegas .........-32
.
The New Gas and Your Car
Duane Spencer ............
Yes, tbere's still more
California's reformulatedfuel
The Maestro
Back to life after storage
Farewell to a Gentleman Racer
.34
Harry Pellow ................................
36
Gordon Maltby .......................... 39
Huscbke uon Hanstein dies at 85
Cover photo by
Hal Thoms
No part of the 3%R@tty magazine may be
reproduced in any form without the express
written permission of the publisher.
Copyright O 19% by 3% Registry, Inc.
C/O M Design, l23 No. Second St.,
Stillwater, MN 55082
Printed in the United States of America
Reviews
Classified ads
Bill Block ................
Vintage Racing
Roger Ender ....................
.
...46
40
356Registtymagazine is the official publication of 3% Registry, Inc., an organization oriented exclusively to the interests, needs and
unique problems of the 3% Porsche automobile owner and enthusiast. The mission of the 3% Registry,lnc. is the perpetuation of the vintage
(1948-1965) 356 series Porsche through the 356Regkttymagazine, the central forum for the exchange of ideas, experiencesand information,
enabling all toshare the356experiencesof oneanother. 356 Registry,Inc.isa non-affiliated,non-profit,educational
corporation,chartered
under the statutes of the State of Ohio. Sukriptions are available only to members. Membership dues are $25.00 in the USA, which includes
$23.00 for a 6 issue annual subscription to 356Regfsttymagazine, 8 5 in Canada and Mexico, 145 to foreign addresses. All rates are in US.
dollars, checks MUST be drawn on US. banks. Application forms for membership are available from the membership chairperson Barbara
Skimants, 27244 Ryan Road, Warren, MI 48092 USA.
356Registry magazine (ISSN 10666877) is published bi-monthly for
356 Registry, Inc. by M Design, 123 North Second Street, Stillwater, MN 55082.
Second Class Postage paid at Stillwater, MN. POSTMASTER:Send address changes to
356 Registry, 27244 Ryan Road, Warren, MI 48092
The opinions and statements expressed in the 356RegIstry are not necessarily thoSe of the 3% Registry, Inc., its trustees, officers or the
Publisher.Technical data and proceduresdescribed herein are the opinions of theauthors and carry no claim of authenticity or suitability
for a particular purpose from the 3% Registry or the Publisher. Any procedures described herein are carried out at the reader's own risk.
Porschem, the Porsche crest, Carreram,Targae and the distinctive shape of the Porsche models are trade dress and trademarks of Porsche
AG and are used with permission. Publisher reserves the right to edit or refuse publication and is not responsibile for errors or omissions.
Index
356 Reaistry
Index
Your registration includes a pass to Cypress Gardens
theme park for Friday and Saturday (a $60 value). You'll
enjoy the world famous water ski team, lush gardens,
boat rides, live entertainment, seasonal events, shopping, dining and the charm and hospitality of the Old
South. For a brochure or informationcall 800-282-2123
or visit the web site at http://florida.com/cypressgardens
7
Schedule of events:
.... n
'i
, ...:.: ! '
1.
;
Thursday.Oct
. 24 .
1:OOp.m.
;: . . Registration and Hospitality Suite open.
Self guided tours and Fantasy of Flight
7:00 p.m.
.
Friday Oct 25
7:30 a.m.
'
. . ,.
9:00 a.m. ' - ,
.. .
. . .... .. ..
':A,:
a,;,
8
Florida's First Theme Park Est. 1936
01996 Florida Cyress gardens, Inc. All rights reserved.
E
dged by sparkling lakes and ancient Cypress
swamps, this botanical paradise rests on more than
200 sprawling acres in the heart of Florida. Cypress Gardens--celebrating its 60th anniversary-features:
.
.
.
.. .
.
.
,
I
. . .
, . 8 8 . 1
, ,
-
. , , .
,, , ,
.
1:OOp.m. '
II ' .
6:OO to 8:00 - - ' .
7:30 to 11:OO
Saturday Oct 26
7:30 a.m. , , - ,
9:00a.m. ' i ' , -:f;;;
More than 8,000 varieties of plants and flowers
World-acclaimed water ski performances
An enchanting butterfly conservatory
Breathtakingseasonal floral festivals
Worldclass European variety acts
A classic Russian ice skating revue
Scenic floral boat rides
Educational reptile and bird of prey shows
Fascinating museums
Authentic southern Belles
Charming shops and restaurants
Childrens' rides and games
356 Registry
..
,
..,----
8
,
10:OO a.m. - l:Wp.m.
-:.
,
Move cars to concours site inside gardens
Concours a' Elegance
!;
Concours luncheon
: i ii
,?E:::
Tech session
,;! - * ~ . , :
TI ~ ~
~~~~~~#
-:: :!-?
I....-......
.I..; :lA
Enjoy Cypress ~ardeas::
!L:;.y;i..:i;.:-:;;+:;
........
-
.. .. any time d*pg
; .
thedqy 1 , : -:.:
- .. .. .. . . .. . . . 1.
.
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.
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. .. .. . . .-. . ,*,,.- . I
Breakfastatleis&
.
:
,
. ' ".,,:
'
..
. . 4
...A
Swap Meet
Driving Tour to Bok Tower ($10 admission
includes box lunch and drink)
4
Volume 20, Number 1
Index
The headquarters hotel will be Admiial's Inn which is adjacent to Cypress Gardens.
Special rates of $39 per room per night have been arranged. Call the hotel at (800)
247-2799 for reservations. Only 125 rooms are available. There are numerous
hotels in Winter Haven which is 3 miles west of Cypress Gardens. The meals
included in the registration price will be at the Admiral's Inn or Cypress Gardens.
I
City
State
Zip
(
1
* We intend to make personalized badges with the name the person wants to be called. This needs to be expressed in the application in somefashion,
Phone
orhenvise we will get a lot of applications that contain only initials or names difserentfrom what the person wants to be called.
Vehicle Info:
If yes, drive
Do you intend to bring a 356 to the Holiday?
, miles (approximately)
If driving, how far?
Year
or trailer
Model*
VIN
Color*
* We would like this informaion because the badges will be made to match the person's car; even ifnot driven to event.
Any history of car that is significant
Saturday Concours d9Elegance
Do you wish to enter the Concours? Yes / No
Peoples Choice -
Class: 356
356C-
356A-
356B-
Special-
Fully Judged ripe: Open -
Closed-
Fees
Registrant (includesa 2 day pass to Cypress Gardens, Full Breakfast, Lunch & Dinner on Friday and Saturday and ContinentalBreakfnst on
Sunday; GolfShirt; Patch; Program; and access to the hospitality room throughout the Holiday)
$150.
$
Co-Registyant (includes same as above except no shirt)
Add'l individual shirts (indicate quantity)
-M
-L
-XL
included
Registrant Shirt Size (please circle)
Total
(Other sizes avaialble upon request)
Make Checks Payable to "Florida Owner's Group"
$
Mail to: Louise Kyle, 10085 Paradise Blvd., Treasure Island, FL 33706
Advance registration deadline is October 1. Registration requests received after that date will be charged the same as walk-up registrations ($175 for Registrant /$I30
for Co-registrant). Refunds of advance registrations will be available (less a $25 handling fee) provided notification is received prior to October 14.
356 Registry
5
May / June 1996
Porsche 356 Club
Wayne Callaway - 9948 Hayward Way,
S. El Monte, CA 91733
Trustees
703-250-5802 (H)
Don Fowler
11217 Robert Carter Dr., Fairfax Station, VA 22039
619-455-1356 (H)
John Jenkins
9606 Aero Dr., San Diego, CA 92123
910-368-4110 (H)
Joe Johnson
Box 111, Mt. Airy, NC 27030 Email [email protected]
810-575-9544 (W)
Vlc Skirmants
27244 Ryan Rd., Warren, MI 48092
Duane Spencer
310-378-2032 (H)
22403 Ladeene Ave., Torrance, CA 90505
Offlcers
Bob Campbell...............20964 Canterwood Dr.,
President
Santa Clarita, CA 91350 805-251-3500
Warren, MI
Vice President Vic Skirmants
Secretary
Patty Yow
.........5515 Wallace Dr., Greensboro, NC 27407
Greensboro. NC
Treasurer
Randall Yow
........................................
........................................
The Porsche 356 Southern
Connecticut Register, Ltd.
P.O. Box 35, Riverside, CT 06878
...........................................
.
........................................
.......................................
Rocky Mountain Porsche 356 Club
Al Gordon 12773 Grizzly, Littleton, CO 80127
(303) 979-1072
-
356 CAR (California Alta Region)
Jim Hardie - 2282 D Sierra Blvd.,
Sacramento, CA 95825
..................................
Sierra 356 Porsche Club
Glenn Lewis 2000 Royal Drive,
Reno, NV 89503
-
............................
356 Motor Cities Gruppe
Fred Sheill - 469 Fort Dearborn St.,
Dearborn, MI 48124
366 Registry Magazine Edltorlal Staff
Editor and Publisher .................................... Gordon Maltby
123 N. 2nd St., Stillwater, MN 55082 .............612-439-0204
Fax 612-430-2393 ...................Email: Maltby356Baol.com
Technical Editor ........................................... Vic Skirmants
27244 Ryan Rd., Warren, MI 48092 ..............810-575-9544
Restoration Editor
Brett Johnson
7510 Allisonville Rd., Indianapolis, IN 46250 .317-841-7677
Historian .............................................................. Jim Perrin
P.O. Box 387, Pennsville, NJ 08070
Reviews ......................................................... Dr. Bill Block
423 Hawk High Hill, Metamora, MI 48455 .....8101678-3017
The Maestro ................................................... Harry Pellow
20655 Sunrise Drive, Cupertino, CA 95014 ...408-727-1864
Photographer, W.Coast Vintage Racing ............ Hal Thorns
13341 Ethelbee Way, Santa Ana, CA 92705
Nuts & Bolts ..................................................... Ron Roland
28140 26 Mile Rd., Chesterfield, MI 48051 ...810-749-9804
Vintage Racing ............................................... Roger Ender
3804 Westridge Farm Lane, Clemmons,NC 27012
Early Cars
Mark Turczyn
3004 63rd Ave., Cheverly, MD 20785
Teile Trivia ....................................................... Brad Ripley
Box 41030, Reno, NV 89504 ......................... 702-626-7800
Four Cam Forum ............................................. Dlck Koenig
7S 710 Donwood Dr., Naperville, IL 60540 708-369-4492
356 Mid Atlantic
Dan Haden - 143 W. Carpenter Lane,
Philadelphia, PA 19119
........................................
Southern 356 Owners' Group
P.O. Box 670565
Marietta, GA 30066
Groupe 356 St. Louis Region
Ted Melsheimer, Sr. 10517 E. Watson Rd.,
St. Louis, MO 63127 314-966-2131
-
Tub Club
Walt Reeves - 3104 Wild Plum
Fort Worth, TX 76109
Florida Owners Group
Rich Williams, 2510 Morrison Ave. Tampa, FL 33629
813-228-2901 ex. 145 (days)
813-254-1392 (evelwknd)
.....................................................
356 Windige Stadt Klub
Dale Moody 19532 Governor's Highway
Homewood, IL 60430-4352
708-798-2637
-
....
Club Services
Members, Renewals, Circulation
Barbara Sklrmants
27244 Ryan Road, Warren, MI 48092,
810-558-3692 (Home), 810-558-3616 (fax)
Club Coordinator IEvent Insurance ............. John Jenkins
d o Hewlett-Packard......................... 619-541-7235(W)
9606 Aero Dr., San Diego, CA 92123
Editor, Commercial advertising ................... Gordon Maltby
M Design 123 N. 2nd St., Stillwater, MN 55082
612-439-0204 (9-2 Central) Fax 612-430-2393
Member's classified ads ............................... Brenda Perrin
P.O. Box 29-547, Columbus, OH 43229-0547
614-882-9046 (H)
Goodie Store ManagerIBack issues ......... Linda Patterson
24397 Cherokee Trail, Grayslake, IL 60030
847-740-3562 (Eves for questions only)
Porsche Factory Liaison ..............................Brett Johnson
7510 Allisonville Rd., Indianapolis, IN 46250
317-841-7677
Fahr North
Phil Saari 3374 Owasso St.
Shoreview, MN 55126
.........
-
356 Group Northwest
Jay McDonald 11511 NW Cummins Rd.,
Carlton, OR 97111
-
Potomac 356 Owner's Group
Dan Rowzie
800 South Samuel St.
Charles Town WV 25414-1416
Arizona Outlaws Porsche 356 Club
Mike Wroughton
19640 N. 47th Ave., Glendale, AZ 85308
602-582-4318
I
Atistrallan Porsche 356 Register
P.O. Box 7356, St. Kilda Rd.
Melbourne, Victoria, 3004 Australia
356 Registry
6
Volume 20, Number 1
Index
356 Registry Club Directory
Regional 3% Groups
356 Registry Web Site:
htto://www. tiac.net/users/rhansen
$40 at the new Motel 6, call (970) 482-6466. Contact Rich Hagen at
(970) 353-4867 or Paul Broyles at (303) 798-1234 for more info.
Upcoming 356 Events
May 17-19
Pomona, California
The Vintage Grand Prix of Pomona. See the revival of road racing at
the Pomona fairgrounds-Porsche is the featured mark with a special tribute to Vasek Polak. Meet him and get an autographed picture. Bring your Porsche on Saturday or Sunday and park in the
Porsche corral free. See nine vintage race groups each day and a
special exotic car show on Sunday.Many exotic Porsches will be on
display. For info call 1-800-887-7223, fax 818-582-1912.
May 19
Cincinnatti, Ohio
Bull Session "11 at the John Parlin estate (same as previous years)
from noon 'ti1 ? All 356 enthusiasts welcome. For info contact Tom
& Ada Oerther, 10552 Margate Terrace, Cincinnati, OH 45241, (513)
733-3356,6-10 p.m. EST.
May 26
Edmonds, Washington
The 11th Annual Pacific NW Bullsession will again be at the Garrett
Goldsmith estate. A low-key event where 356 lore and bull are the
order of the day. Pizza and refreshments @ $5 per person. Fun begins
at 9 a.m., may wind up at dusk. For info contact Bill Mitchell, 1335
Madrona Ave., Everett, WA 98203. (206) 745-1599, fax (206) 258-9153.
May 31-June 2
Los Alamos, California
Porsche 356 Club Santa Ynez Wine Country Tour. The historic Union
Hotel will be headquarters. Tours, lunch and driving fun is on the
agenda. Call Sharon Smith, (818) 845-1290 for info and reservations.
June 1
Stuttgart-Degerloch,Germany
The second annual Porsche Model1 Club Summer Swap, 10 a.m. to 5
p.m. Models, toys, literature, art gallery, radio control demo, special
diplays on the 924 and 911 Turbo, Porsche design department display.
For info contact Henk Koop, P.O. Box 2, NL-7800 AA Emmen, Netherlands. Fax (0) 592-313975.
June 1,2
Mosport (Toronto) Ontario
The fifth annual Mosport Vintage Classic races will feature the Porsche
marque with two enduro races, an all-Porsche race, exhibition class,
open track time and hospitality by Upper Canda region, PCA. For a
track tour with local 356ers, call Dave Hinze at (416) 244-4759. Event
entry info: Bruce Farrow at (905) 509-4940 eves.
June 20-23
Mid-Ohio Race Track
The Mid-Ohio vintage races and Skirmants Brat bash, Chicken BBQ.
Saturday night all 356 friends are invited, $5 per person covers meat
and the basics, you bring a pot luck dish to pass and our own
beverages. Beer is not orovided, reservations are reauired: No Pets.
Barbara Skirmants, (8f0) 558-3692, fax (810) 558-361'6.
June 21-23
McMinnville, Oregon
Porsche 356 Campout '96 USA, held on the rolling 50-acre estate of
Gary Emory's Parts Obsolete. Saturday night barbeque, bonfires and
dance, Sunday swap meet. Dr. Manifold von Torque will again analyze Porsche emotional behavior. Competition for camp sites, flags,
costumes and cars. Room for tents, tarps, Eurostyle camping. For
details, conatct Camp 356 Direktor Gary Emory at (503) 835-2300;
fax 835-4000.
June 30
Fullerton, California
The 10th annual Club Concours (previously called Casablanca) at
the Muckenthaler estate. Includes full concours, lunch and tours of
the estate. Call Alex Bivens at (714) 840-2069 for details.
July 21
Owosso, Michigan
356 Motor Cities Gruppe summer ool picnic party at Don & Jodi
Marrah's, 840 E. Juddville Rd. 488&. Call (517) 723-1365 to reserve.
July 26-28
Snowmass/Aspen, Colorado
The Rocky Mountain 356 Club invites you to attend the first annual
Summerfest to be held in the gorgeous mountain setting of
Snowmass village near Aspen, Colorado. Take part in a car show to
be held on the mall at Snowmass and a parade through Aspen. Schedule: Friday, register and relax. Saturday, Car show, parade, banquet
dinner. Sunday, buffet breakfast. Prices include 2 nights lodging,
registration, car show entry, BBQ banquet dinner and buffet breakfast. Silvertree hotel: $185 double, $165 single. Wildwood Lodge: $165
double, $145 single. For registration and hotel lodging call the Village Property Management directly at 800-598-2004. If you were
there last year you know what a great spot it is! Contact Paul Broyles,
Summerfest chairman, for more information (303) 798-1234.
August 8-11
Monterey, California
The Porsche 356 Club presents Monterey Vintage '96.Event headquarters is the Hyatt Monterey Resort with activities at Laguna Seca,
Carmel and Big Sur. Tours, Concours, Track tour, Literature displays/
swaps, art exhibits, banquet and a Sunday arts swap. See application form on page 9, or call Mike Nelson 614) 361-2464 or Chuck
House (714) 891-2386 for info.
June 7
Mentor, Ohio
Midwest Porsche & VW Toy and Literature Show at the Travelod e
Hotel (State Rte. 2 & 306). Held from 6-10 p.m. the evening before t i e
Stoddard Imported Cars Swap Meet. Gen. Admission $2. Early bird
shopper $10.8' Vendor table $20 each. Call Bill Ramsey (216) 628-1913,
Myron Vernis (216) 836-4770, Todd Wingerter (216) 854-6494.
August 10
Homewood, Illinois
The fifth annual Moody Memorial back forty get-together. Contact
Dale Moody at (708) 798-2637.
June 6-9
Vienna, Austria
The 4th Porsche Parade, Europe. For info: Udo G. Paschmann, Wenzgasse
12,A-1130Wien, Austria. Fax 0043-1-877-55-21-20.
September 14
Elkhorn, Wisconsin
The third annual Happening at Tom Grunnah's Island Farm. More
info in July/August issue.
June 8-9
Fort Collins, Colorado
The Rocky Mountain 356 Club presents West Fest '96. Saturday is
track day at Mountain View Raceway from 8 a.m. to 3 p.m. ($30 fee).
Dinner from 5 to 7 p.m. at the Charcoal Broiler, with beer and bull at
the "hospitality suite" from 7 p.m. on. Sunday starts with a swap meet
at Ed Carroll Motor Co., 6-8 a.m., a Porsche display from 8 to 1 p.m.
and a drive and picnic in the mountains from 1 to 4 p.m. $25 per
person covers dinner, beer and lunch. Rooms available for under
October 24-27
Cypress Gardens, FL
The 356 Registry East Coast Holiday, "Gator Fest." See pages 4-5.
356 Registry
7
October 25-31
Mexico
The 9th La Carrera Panamericana-Mexico. A six-day, 1,800 mile recreation of the famous early races. Open to European and American
competition and historic cars from the 40's and 50's. For rules and a
free catalog of merchandise, call 800-484-6390, ext.7223.
May / J u n e 1996
Index
To join 356 Registry On-Line
email to: [email protected]
and enter the-word "subscribe" in the message body (no quotes).
Index
T h e
M i s c e l l a n y
F i l e
' r e s i d e n t ' s
L e t t e r
T
hanks to the many people who've
sent in contributions large and
small. Although we don't have
room for everything in this issue, I keep material for future use and ves. I douse it from
time to time. Just ask G & ~wolfgang, whose story about tools has
already had a couple of birthdays, but is still timely. For new owners who've thought about getting a tool set for their trunk, it's a
wake-up call. It was a wake-up call of sorts for me, too. I went
through my toolboxes to see what was still lying around from all
those German cars I've owned. A few rusty sawn-off Lemmerz and
Hazet wrenches, a nice pliers (oops, that belongs in the 912), a jack
handle and three or four of my custom-bent carb tools.
German wrenches were my favorite raw material for fabricating special tools. They would bend with just a little heat and you
could easily weld on "extensionsn.They were cheap-hell, they were
free-you were guaranteed at least two in the trunk of any $500.
Porsche, Mercedes or BMW you would buy, and the scrap yard guys
didn't care what went out in your pocket. They were light and
portable and you didn't worry about leaving them out in the rain. I
guess I never appreciated them for the right reasons, but hey, give
me credit for ingenuity. I've used plug wrenches as oil funnel extensions, wrenches as flywheel stops, screwdrivers as drifts and of
course, pliers as hammers (among other things).
These days, it's darn hard to find any of those old tools, and I
guess we have guys like me to thank for it. Just think, if we had
treated those tools with reverence, they'd be a dime a dozen now
and nobody would care at all about them. Don't get all teary-eyed
with gratitude, though-it was a tough job, but somebody had to do
it. Even if there are no more original tools to be found, I've still got
my memories, my scarred knuckles and a tool drawer full of mutilated wrenches. And yes, I still use them. I figure they're the most
expensive tools I own, so I'd better get my money's worth. r 4 b
A note to Canada/International Members
Dear Canadian and International members,
If you received a postcard from me in November of '95 or
March of '96 with the wrong information on it, please disregard it. A local mail house sends out the postcards, using my
disk. He has now twice made a mistake on your billing and
membership cards.
1. Your membership numbers are all wrong.
2. He also re-billed on March 12, using the disk from January 1st. If you are confused about your renewal date and membership number, look at the label on the magazine wrapper. I
print the labels and know them to be correct. I have answered
everyone who has written or faxed me about their membership. I sincerely apologize for this confusion, and will be on
site managing the next mailing to insure it is correct. Remember this problem pertains only to Canadian and international
addresses.
Barbara Skirmants
356 Registry
8
I
A
h boy, that was great! I just took a
little '59 coupe on about a 50 mile
loop through a few canyons
around my house. The car was lowered a bit,
with 195/60 series tires and a fresh alignment.
I estimate the engine has about 100 horsepower
and what a good time Bob had! I enjoy a brisk drive in a $56 as
much now as when I began driving them over 30 years ago. Gad, 30
years. I might even enjoy them more now because I only drive them
when I want to, not because it's my only car. I have always believed
that all 356s should be driven, that's what they were built for. I
certainly understand and appreciate the effort involved in any
concours-quality restoration and I'm quite proud of a few that I
have had a hand in. I can stand around and admire them with the
best of you, but for my money, ya gotta drive 'em. Not one of these
cars was delivered with a pedestal. If you are not using your car, I
think you are missing out on the main part of the package. Get it
out and DRIVE IT!
Speaking of driving, I'm not sure how it is around your local,
but around here, (Southern California) if you tried to keep track of
all the drives, meets, shows and events put on by the local 356 Club,
the various PCA chapters, the Porsche Owners Club and many civic
organizations, you would be a busy boy, or girl. There is something
happening almost every weekend. I realize this is due in part to our
weather, but it's not always so great. Twice this year it's gotten so
cold I thought I would have to go find my long pants! Look at your
local schedule, pick a couple of events and go drive your 356.
I am sorry to report the passing of Baron Fritz Huschke von
Hanstein, on March 6 at his home in Stuttgart. In the early 50's,
Ferdinand Porsche invited him to join Porsche's new company as
director of racing and public relations. Until 1968 he virtually was
the Porsche racing team as he promoted the careers of Dan Gurney,
Stirling Moss, Wolfgang von Trips and Jo Bonnier. I hope there will
be an accurate account of this man's life written soon. What a story
it will be!
Regarding racing, in addition to the regular vintage events at
our normally-used So Cal tracks, there are two very special events
planned that will include races for 356s only. The first will be May
17 to 19 at Pomona. This event will revive the original track configuration from the 50's. Porsche will be the featured marque with
a special tribute to Vasek Polak. The other event will be Oct. 24 to 27
in Ensenada, Baja California, Mexico. This race will be through the
streets with plenty of related events scheduled. Both sound like a
ball to me. Wish I had a race car.
We have received a few calls from members regarding the
Porsche slippers as tested by Brett Johnson last issue. I'm happy to
report that Linda Patterson has acquired some to be sold through
our Goodie Store. Better get yours before they're all gone. It would
be a good time to get that other stuff from the Goodie Store you've
been wanting, too.
Everything seems to be rolling along smoothly for the Registry.
The Trustees are carrying out their duties with quiet genius, Gordon continues to produce our most excellent magazine and I don't
have much more to report. We'll chat again next issue
&
Campbell
Volume 20, Number 1
Index
NTEREY YIN
- --
-
AUGUST 8-11,
The Porsche 356 Club is sponsoring the premier West Coast Event for the
year! Come to the beautiful Monterey peninsula the weekend before the
Monterey Historic Races for a fabulous, sure to be well-attended 356 gathering. Tour the spectacular California coast and enjoy meeting other 356
enthusiasts before attending the prime historic race event in the world.
Hotel reservations can be made by contacting the Monterey Hyatt at
800-824-2196 (California) or 800-233-1234.Mention the Porsche 356 Club to
get a reduced room rate ($139 a night). Contact Chuck House (714) 8912386 or Mike Nelson (714) 361-2464 for more information.
Event Highlights
I
-1
Multiple drlvlng tours of the gorgeous Callfornla coast and surroundlng areas,
Full Concours held on the grass area at Laguna Seca Raceway.
Santa Marla style Barbeque lunch at laguna Seca.
0 ReglstratlonIncludes a track tour of the Raceway,That's right; you In the seat of your 356 going through the turns at Laguna, (Llmlted
to 356-era Porsches only, maximum of two persons per car. Car must have seat belts. Thls Is a tour, not a speed event.)
Awards banquet on Saturday night Includes presentations, trophles, door prizes, etc. We have a great program scheduled,
Tech sessions given by natlonaily recognizedexperts In the 356 field,
Llteraturedisplay / meet.
Sunday mornlng Swap meet.
0 HospltalltySuite wlth free beverages (beer, soda, etc.), event pin, T-shirt, patch and track actlvitles Included wlth event fees.
0
Registration - Monterey Vintage 1996
Appllcant
Co-Applicant
Phone (
Address
Concours dlvlslon: F u l l StreetConcours Class: Pre-A-
A-
WashIShineT-5B-
Registrant
CO-applicant
Awards banquet (includes drink)
Child's banquet (under 12)
Barbeque lunch
Chlld's lunch (under 12)
Display-
T-68-
T-shirt size (mark for applicant and co-appl.) S
1
Special interest-
CM-
L-
$45
$35 x
=
$15 x -=
$15 x -=
$6 x
=
Total
$
XL-
I
XXL-
S
$
$
$
$
Mail payment and
registration form to:
Felix Macaluso
10177 Swallow Ave.
I I
Please mark banquet selections:
Marinated Norwegian Salmon
Roast Cornish Game Hen
356 Registry
9
Make checks payable to
"Porsche 356 Club"
May 1 June 1996
Fountain Valley CA 92708
Index
2:&&&b
Membership
Memos
Barbara Skirmants
w
iit&aa
prepared the following statistics
for the recent Trustees and Officers meeting in L.A., February 10. I
hope you find the information interesting.
Date
Total#
2/92
4676
9/93
4637
1195
5027
1/96
5207
3196
5251
CANADA
NS
BC
0
0
34
32
Sorry, no room for the foreign figures-Ed.
33
Multiple year renewals save your club
money. A 2 year renewal saves 546 in billing
costs based on your renewal from the first
green post card. A 3 year renewal saves $1.08.
Based on the current cost for US postage
(.186); processing (.03); post card & printing
(.046); Zip+4 and bar coding, each post card
sent out costs 276. Each renewal, with 2 post
card mailings, 1green billing, and 1 yellow
membership card costs 546.
A recap from the last 12 billing cyclesa period of 2 years-shows that over 41% of
members renew only after they receive the
second (red) billing post card, at a cost of
816, and an additional 20% renew only after they have lapsed and receive the third
pink post card, costing us $1.08. These numbers are for US addresses only-postage to
Canada and overseas is even more.
I know this doesn't sound like a lot,
but all Non-Profit Organizations must watch
their pennies closely. Our publishing costs
will go up with a new contract next year,
and we all want a magazine with more color,
and more pages. I also anticipate a substantial increase in 2nd class postage within
the year. Remember every penny saved by
your timely renewal can then be spent on
more club services and magazine. And isn't
the March/April96 just the best issue ever!
Another recap I prepared for the Trustees was a comparison of membership by
state over the past 4 years. Take notice of
the states that have active local 356 Clubs,
these states have had by far the largest %
of increase in Registry membership. It is
obviously important for us to maintain and
increase our support of the local groups.
Now let's talk about some FUN! June
20-23 Mid-Ohio Vintage Races. The Skirmants
6th annual POT LUCK, Chicken/Brat Bash
BBQ will be held on Saturday evening, June
22, starting at 630 pm. All 356 friends are
welcome. The dinner is a POT LUCK, please
bring a dish to pass, and your OWN BEER.
We do not provide beer because of logistics
and liability. There is a $5.00 ea, kids free,
charge for the meats, buns, condiments, and
table set ups. I plan to rent the same great
tent as last year, a shady hospitality area
for 356 friends to use during the long weekend. Mid-Ohio is about 10 miles SW of
Mansfield, Ohio, among rolling green hills
in a park-like setting. RESERVATIONS REQUIRED! Phone me at 810/558-3692/fax 810/
558-3616, I will send a map and directions;
deadline June 17. And remember! No pets
allowed on the Mid-Ohio grounds.
356 Registry
10
Volume 20, Number 1
Vic Skirmants
Engine R&R Basics
H
aving worked on these cars for
over 30 years (!) I tend to forget the basic things that newcomers face when working on their 356s.
Here is a great submission from Bruce
Sweetman of Nashville on removing the
engine, as well as working on the rear suspension. Thanks for taking the time to share
this with us, Bruce.
"The Student"
By Bruce Sweetman
"How did you learn to work on cars?"
he asked me.
This is a question many of you have
probably been asked. The stock answer that
I give is, "By working on cars." True, but it
leaves out a lot. Like the poring over various manuals and articles, and talking to
more knowledgeable people about probfems
I am only beginning to understand. But perhaps I've left out the most important part
of the learning: I should say, "By working
on cars slowly. "
Recently I decided to rebuild the rear
suspension of my 1964 356C. I've been
autocrossing the car for a couple of years
and having previously rebuilt the front suspension I felt that it was time to work on
the other end. Rebuilding the rear suspension involves replacing the transmission
mounts, replacing the radius arm bushings,
replacing the shocks if necessary, and setting the camber and toe-in of the rear
wheels. The first thing I had to do was remove the engine, in order to replace the
transmission mounts.
Engine Removal
I had never removed a Porsche motor
so I read through the procedure in several
manuals and surveyed the situation as well
as I could. I bought an engine stand so I
would have a place to admire the motor,
clean it up, and maybe do a valve adjust,
"on the bench."
Index
I have a large rolling hydraulic floor
jack I deemed suitable for supporting the
engine during removal. The factory manual
says to raise the rear of the car about a
yard, so I raised the rear quite a bit and put
the front up on stands so the car wouldn't
be a t too much of an angle. (The engine
slides horizontally off and on the transmission output shaft.) In retrospect, I wouldn't
have raised the car very much until after I
had the engine off the output shaft and
lowered down out of the chassis. Once I had
the engine lowered down I was able to determine exactly how high I needed to raise
the rear of the car to slide the engine out
beneath it. With the engine sitting on my
rolling jack, I would have had to raise the
car quite a bit, and needed another jack to
do it with. I took a tip from an entry in a
Registry magazine and slid a couple of 8'
2x4s under the engine as it sat on the lowered jack, lifted, had an assistant pull out
the rolling floor jack, and carefully lowered
the engine to the ground, resting on the 2
x4s. Then I was able to slide the engine out
with only 2 6 of clearance from floor to
rear valance. This worked pretty well
though I can think of more fun things to
do than dragging a 356 motor around on
2x4s. Next time, I may take the time to build
the neat engine dolly which is detailed in
the Registry's Tecb and Restoration Guide,
There was one hang up that I didn't
anticipate in removing the engine: Once I
had the engine off the output shaft there
didn't seem to be enough clearance to lower
it down. The heat exchanger output tubes
were hanging up on the axle tubes, and the
nut that holds the generator pulley on was
up against the rear of the engine compartment. After trying to clear the obstructions
by slanting the engine at various angles, I
removed the exhaust pipes (which are enshrouded by the heat exchangers) from the
back of the motor. They came off fairly easily, and once I had them off there was plenty
of clearance and the engine came down easily. None of the manuals that I've read mention this clearance problem.
As engines go the 356 motor is light I
guess, but now as I looked at the budget
engine stand I had purchased, I wondered
how it would support the weight. Two
friends helped me lift it into place. I bolted
it on, and we let go, briefly. NO WAY! No
way was I going to leave my motor hanging
up there like a boulder in a willow tree. I
called the company I bought it from (one
of the biggies), and suggested that they hang
a motor on one of their stands and then go
to sleep underneath it! Seriously, these guys
should pull this type of junk from their
catalogs, which I told them. I considered
springing for the pro stand to the tune of
about three hundred bucks, but ended up
putting my engine on top of an old (strong)
speaker box, which gave me pretty good
access for cleaning and examination.
The Rear Suspension
Now that I had the engine out, I supported the transmission with my jack and
replaced t h e two transmission mounts
which are simply bolted to the hoop.
To remove each shock absorber I
needed to compress the suspension. I used
my hydraulic jack to raise the radius arm,
removed the shock and then the three big
bolts that hold the radius arm to the bearing carrier. This all comes apart and goes
back together more easily with the radius
arm raised so that the axle tube is close to
horizontal. Once the axle tube was free, I
supported it with a jack stand, lowered the
hydraulic jack and measured the angle of
inclination of the radius arm with a Sears
Universal Protractor. I wrote it down before I did any more disassembly. You'll need
to level the car first (at the transmission
tunnel) if you want to compare your measurements to stock settings.
Removing the radius arms and torsion
bars was pretty straight forward. Now I was
ready to install new radius arm bushings
and put it all back together. Since I autocross
the car, I had chosen the hard Weltmeister
poly-graphite bushings over the stock rubber replacements. The only problem was
that except for one, the bushings were too
small for their respective journals. In every
project that a neophyte such as I tackles
there seems to be at least one challenging
step along the way. This was it. I called a
tech guy at the company from which I had
bought the bushings. He said that there was
nothing wrong with the bushings.
"The bushings are built to high tolerances. The suspension pieces were not, so
you have to fit the bushings to each application," he explained.
In my case that meant honing them
out quite a bit. To complicate matters, while
the outer bushing requires a straight bore,
the inner bushing should ideally be honed
to something of a funnel shape. I used a
drum sander wrapped with tape to enlarge
it or to make it into a conical shape when
356 Registry
1
1
May / June 1996
necessary. I wrapped gaffer's tape sticky side
out on the drum and then cut emery cloth
to fit on top of that. Once I felt I had removed enough material for a good snug,
non-binding fit "on the benchn, I coated the
bushing and journal surfaces with the recommended lubricant and installed the radius arm into the chassis without the torsion bar, then checked for binding or play.
This took some patience and many trials.
Anticipating this, I replaced the radius arm
bushing cover bolts that were corroded, and
redressed the accepting threads in the chassis with an 8mm x 1.25 tap. (Some day I'm
going to buy a whole tap and die set.) Once
I had the fit that I was looking for, the
reassembly was pretty straight-forward.
Following the recommendations in one of
my books, I fitted the radius arm so it was
4 degrees up from where it had been. This
effected a change to the wheel camber of
about 2 degrees toward negative, which was
just what I wanted.
Engine Installation
Before I installed the engine I removed
and examined the clutch release bearing.
It had been a little noisy in use, and indeed
it felt gritty now. After researching the price
of bearings ($100-270), and reading about
the spotty quality of those available, I disassembled mine, cleaned and re-greased it.
It made a big difference, and I don't hear
any noise in use.
I had removed the muffler, and now
raising the compact motor with my hydraulic jack and sliding it onto the transmission output shaft with the aid of a friend
was not difficult. With the engine bolted
in place, the nuts were hard to start on the
upper studs of the rear exhaust pipes, as
access is limited, but I have long fingers
and it wasn't too bad. I also loosened the
machine screws that hold the main cooling shrouds around the cylinder heads prior
to tightening down the exhaust pipes at the
front and rear of the engine. This allowed
the exhaust pipe flanges to clear the edges
of the sheet metal shrouding and seat properly on the heads. Then I tightened down
the shrouding.
The last thing I did was to go to my
favorite alignment guy who understands
and cares about things archaic and wonderful like the swing-axle 356. I got an accurate measurement of the camber and had
the front and rear wheel toe-in set.
Now I wonder what the next thing I'm
going to get to learn about will be?
Index
A
pparently, my last column
worked, since I have some
wonderous new things to relate. Those who have been hesitant to mail
in your hidden mysteries need to do so now
or suffer additional meaninless drivel in
your future. First things first. Several folks
called or faxed about where they can obtain similar 356 footwear to the ones reviewed in the last issue. I got mine from a
company called Casual Living USA, but when
I called to verify availability they were NLA!
It took one entire day's wait for another
catalog to arrive that featured the little
gems. By coincidence they are also now being sold by our own Goodie Store and priced
at only $15, + $5.00 shipping. A steal!
Just thought our vintage racing editor
would like to know that my car made the
local newspaper again in West Palm, where
#I0712 finished its second race in as many
weeks. I won't go through the lessons
learned with the new (actually legal) twopiece case 1300 engine, but it held together
and most of the oil stayed inside for a
change. A commemorative 1/43rd scale die
cast collectible was also introduced with a
bit of fanfare. Rumor was that Roger
couldn't attend the ceremony (and the
whole weekend for that matter) due to the
threat of inclement weather.
The model, issued in a limited edition
by t h e Poingyang Mint, Ltd.
I have promised not to spend my column space going on and on about vintage
racing, but I'd like to ask those of you who
provide at the track repairs or service to
drop me a line for an article I'm preparing
for another fine publication. Next time I'll
touch briefly on brake shoes.
Old Business: On the topic of ashtray
gaskets, Chris Stavros from San Diego
weighed in:
I have restored over forty cars and in
every case the ashtray had this same gasket. It is, as described... wallpaper in style,
. .,
, -
.
Brett Jmson
New Products, Color
Charts and a New
Scale Model!
in thickness and in substance. I currently
have three different patterns and have noticed two of these patterns common in many
other examples.
Another peculiar feature that most of
us overlook, is the small swatch of headliner or similar material used as a gasket
between the rear torsion bar covers and
body. I have seen four different types, headliner material to a heavy khaki canvas. I
often wonder what was original.
One last thing...Every so often I'll find
myself tapping my fingers trying to remember the original cars I've owned and what
the color schemes were on the engine. I
know of several combinations, and one that
takes the cake was found on an original
early 1958Speedster (10/57) a friend bought
with 29,000 miles on the clock. It had an
oil canister painted light metallic blue
(stickers in place).
Can you please list in the next issue of
the Registry, a complete guide to the proper
color match for oil filter canisters versus
fan shrouding color as per the engine displacement?
Well, actually I can't, although there is
some verbiage in the Conradt book pertaining to this. I would like to thank the publisher for allowing the copyright-protected
words to be reprinted here. "One employee
who worked in the 356 engine assembly
department told me, 'We just took whatever
color happened to be on hand.' When necessary, the assembly workers simply used
available silver, beige, blue, red or black
shrouds to keep the production line moving."
356 Registry
1B
Volume 20, Number 1
Those of you who have information
pertaining to this, please feel free to contribute your wisdom. By the way, the
shrouds on #I0712 are now a lovely shade
of BFI Blue, oops, I'm doing it again.
New Business: I dropped a line to Frank
Stodolsky, d.b.a. 356 Fasteners (a respected
Registry advertiser) to inquire about the
availability of proper retaining screws for
356/356~wiper blades. The replacement
arm/blade combination has a large pan head
screw, while originals had what amounted
to a non-headedthreaded stud with a screw
slot on one end. While he didn't have them,
my request was inspirational and he now
does. Frank can be reached at (301) 253-5392.
Also on the new product front, Bill
Perrone of The Parts Shop (also a respected
Registry advertiser) sent along a commonly
requested item, sound deadener. Way back
in Volume 4, Number 5, Steve Cox first introduced us to the tar paper known as
androplass,644.556.990.00 which hasn't been
available for a number of years. Bill can
provide a good androplass copy cut to size
for T2 through T6 door hinge areas, luggage and engine compartments - also the
jute pad used on fire walls. Additional information (714) 894-9694, He also sent along
the installation instruction sheet with a disclaimer about not licking melted asphalt...
A mystery Registry member provided
the following information that I had not
seen previously. The 1956 paint and interior
listings are from a complete sample book.
Several pages are illustrated along with some
from incomplete (but still fascinating) 1950
- 1953 books. The latter had no text and the
color descriptions were created by Mrs.
Johnson who transcribed the information.
In the back of one of these books were the
three 1955 Speedster pages. Note particularly
the textures of some of the vinyl samples.
One other interesting observation in the 1956
Index
NOTE: These reproductions are in no way representative
of the actual colors on the original color charts.
Index
book is that the dashboard color does not always match the body
color. While this was typical for pre-A cars, this is the first definitive information that I am aware of, indicating this practice after
the 1955 model year. I think 1956 was the last year, but if anyone
has better information, I'm at the address in the front of the magazine.
The 1950 - 1953 coupe color book consisted of a paint sample
on the right side, a cloth sample in the center and a vinyl sample on
the right. The cabriolet book was similar, but the center panel was
cloth top material and the left was leather upholstery. At the end
of the coupe section were two pages for optional leather.
The 1956 bookis similar, but had a complete listing of color
combinations in German, English and French. The samples from left
to right were upholstery cloth, upholstery vinyl and exterior paint.
If cloth was not used there was no sample present. Unfortunately,
neither the listing or sample pages had convertible top colors.
Color chart for Coupe (1956)
Dashboard Dashboard
Upholstery Paint
Interior options
Paint-No. Color
5601
corduroy
leatherette beige comb.
leatherette red
leatherette green
black A
black B
black C
black
beige
black
black
beige
beige
5602
polyantha red A
1950-53 Coupe
Color
Interior (vinyl)
Interior (cloth)
Black (R5OlCS)
tan corduroy
Black (85018)
tan textured vinyl speckled
with brown dots
reddish brown vinyl
Black (R501C)
medium dark green textured vinyl
no cloth
Ivory (R504A)
reddish brown vinyl
no cloth
Ivory (R504B)
medium dark green textured vinyl
no cloth
no cloth
Radium Green (R510 CS) tan textured vinyl speckled
with brown dots
tan corduroy
tan textured vinyl speckled
with brown dots
tan corduroy
Pascha Red (R523B)
grey heavily textured vinyl
no cloth
Palm Green (R526CS)
overstamped w/B
tan textured vinyl speckled
with brown dots
tan corduroy
Palm Green (R526B)
"oyster" white heavily textured vinyl no cloth
Medium Grey (R531CS)
overstamped w/A
grey textured vinyl speckled
with grey dots
Pascha Red (R523CS)
overstamped w/A
Optional leather: ....reddish brown .- ....- 2150
grey/blue ..ll-.........- 2152
polyantha red B
5603
graphite metallic
5604
sahara beige A
sahara beige B
5605
lago green metallic A
lago green metallic B
graphite
beige
carskin 132
leatherette beige comb.
leatherette red
dark red
red
dark red
beige
earskin 132
leatherette beige comb. '
carskin I
3
leatherette beige comb.
dark green
Iago green
dark green
Iago green
dark red
green
silver
silver
dark red
blue
red
aquamarin blue
leatherette, red
leatherette, green
aquamarin blue metallic A leatherette, red
aquamarin blue metallic B corduroy grey
leatherette grey comb.
' viscose silk fabric
" available in htherette beige without charge
Coupes will be delivered in the above mentioned colors and interior combinations. Any
desired changes in color, material, and interior should be noted as special orders and will
be charged according to our accessory catalogue 1956.
grey corduroy
Color chart for Convertible (1956)
1950-53 Cabriolet
brown -.- ....-..-...-.-...
tan
tan
dark green ....-....-....-.-...
.tan
tan ...-.,.....-..-...--......
....-.... light tan ...-.-.....-..-...-....
.tan
..grey
....-....g
rey .- ...-.-....-...-....-..-.....
.-... -light tan .-.-....-...-...-..-.....tan
..-...-. light tan ...-....-...-...-.-...
t a n
.-....-. black ..--.-...---....-..-.....-.
grey
tan
-.....-..light
tan .--....-....-..-.-....-.
-......-.....reddish
brown ....-...-....-mahogany
....-... grey/blue ...,....-...-...-.-..
dark blue
black
-.......-......reddish
brown ...-...-..-..-....-.
-
corduroy
leatherette beige comb. '
polyantha red
5607
grey ..,.....-.....-..-2153
2154
light tan .-.,-..
med. dark green-2155
,..,...reddish
-.-.....medium
-....-....-light
polyantha red
5606
silver metallic A
silver metallic B
Color
Black(CSO1A)
Black (C5OlB)
Black (C501C)
Azure Blue (C522A)
Azure Blue (C522B)
Pascha Red (C523A)
Strawberry Red (C524A)
Strawberry Red (C524B)
Palm Green (C526A)
Sand Grey (C527A)
Medium Grey (C531A)
Medium Grey (C531B)
corduroy
dark red
leatherette beige comb.
leatherette Naturbast beige "dark red
-
-
Interior
Paint-No.Color
beige
5601 black A
green
black B
red
black C
beige
5602 polyantha red
5603 graphite metallic
beige
5604 sahara beige
red
5605 Iago green metallic
beige
red
5606 silver metallic A
silvermetallic B
green
5607 aquamarin blue metallic Agrey
aquamarin blue metallic Bred
14
Dashboard
Paint
black
black
black
red
graphite
red
green
red
dark green
blue
red
Convertibles will be delivered in the above mentioned colors and interior combinations.
Seats and doors are made in genuine Imher, the luggage compartment in leatherette. Any
desired changes in color, material, and interior should be noted as special orders and will
be charged according to our accessory catalogue 1956.
--
356 Registry
Dashboard
Upholstery
black
green
black
dark red
graphite
red
dark green
red
green
dark blue
dark red
Volume 20, Number 1
Index
.
Picture This..
a whole catalog Full of every
restoration idea, project, or part you have ever
wanted for your interior, exterior, trim, dash,
ieats, bumpers, headliners, lights, sheet metal,
windshields, door parts..
.
Fine Automobile Parts and Accessories-Since 1976
Call California Toll Free! (800)421-3776
Fax (310) 494-9084 Dept. CT96MREG
Locally (310) 494-4777
3301 E. Hill St. Unit 408 Dept. CT96MREG
Long Beach, CA 90804-1 232
Call Indiana Toll Free! (800)428-2200
Fax (317) 875-01 81Dept. CT96MREG
Locally (317) 875-0076
8148 Woodland Dr. Dept. CT96MREG
Indianapolis, IN 46278-1 347
New 1996 Catalog1
The new Tweeks Porsche
parts and accessories catalog is hot off the presses!
With over 1 7,000 parts,
chances are preity good
that you'llfind everything
you needat Tweeks!
Now Call Weeks.
JOMART INTERNATIONAL, Inc.
Porsche 356 Model Specialist
169 South Roosevelt Ave.,Pasadena, CA 91107
(818) 793-7155 or 793-2607
Order Line Only l(800) 566-2781
l(800) JOMARTl USA only Fax (818) 795-1141
Classic Automobile Insurance
/v
Your one-stop supplier of obsolete, new old stock and used original parts.
Tremendous inventory of bumper, trim and original rubber pads.
356 fuel pumps, 356A and early B pumps NOS ....................................... $175.00
$450.00
Optional full B and C chrome horn ring NEW .......................................
Pre-A washer glass bottle original cap, OEM ......................................
$600.00
Hazet "Tourist" tool box Ioriginal tools, fits in spare wheel .........................$850.00
Rudge knock-off spinners .....................................................................
$400.00
Carrera II Steeringwheel OEM ...........................................................
$1500.00
.
.
.............. $1000.00
Original Derrington steering wheel, 356A ....................
.
...................................................
$2000.00
Pre-A sunroof clip ......................... .
Sunroof clip A up to T-5 ......................................................................... $1800.00
Low or high beauty bars front or rears, A model up to '59 ..........................$400.00
Set of five Carrera alloy wheels 15x4.5J ............................................... $4000.00
Carrera II set of used pistons1cylinders .................................................
$800.00
$500.00
Carrera II set of NOS intake manifolds ..................................................
Derby radio Blaupunkt pull-out ....................................................................
$500.00
Radios, restoredAM-FM-SW .................................................................. $350.00
Stork I VDO / Viegle gauges restored ..........................................................call
$150.00
Pre-A interior NOS lights between sun visors .......................................
WANTED: Rudge wheels and parts
LOTS OF HARD-TO-FIND MECHANICALAND BODY PARTS
Attention Overseas Buyers: We have several '54 to '58 Speedsters for sale
356 Registry
15
Blow Your
Money on Cars,,.
Not on Insurance.
I .800.9ss.4050
Facsimile I -6I 6.94.1.8997
P.0. Box 87 Tmverse C i ,bfI 49685
Phone
May / June 1996
Index
I h y l b d ; ]
Story
and
Photos
by Hal
Thoms
Top: Hal Thoms and his
Speedster on a rainsoaked track filming the
race start sequence.
Above: The ill-fated
attempt to load Bob
Kann's Speedster and its
camera mount on the
towing platform.
Left: Playing hookie from
school with Dad are Traci
(left) and Tricia Thoms,
who share a few
moments with star
Casper Van Dien.
356 Registry
16
Volume 20, Number 1
E
ver since I became the very proud
owner of my 1955 Porsche Speedster way back iil1974, I've been
known as an "~utlaw."As the years went
by, I made my car faster, safer and just plain
better. I installed disc brakes, a 1720cc motor, roll bar, competition seat belts and magnesium wheels. Yeah, I was an Outlaw and
proud of it! I have always taken "heat" from
the 356 purists for it, but my Speedster is
really a quick, nimble, more drivable automobile now. Heck, I have been the honorary president of the 356 OUTLAWS for many
years. Just ask Mr. Gary Emory up there in
McMinnville, Oregon; he'll tell you. I like
driving the hell out of my Speedster. I've
been doing it a long time, and on a regular
basis. There is really nothing quite like it.
Back in 1955 there was someone else
who loved his 1955 Porsche Speedster.In fact,
most say he loved driving the hell out of
his car more than anything else. This guy
was not known as an Outlaw. Well, I guess
you could say he was also an Outlaw, but
he was much better known as a "Rebel." He
was to become one of the world's true cult
heros and a legend in his own brief time.
His name was James Dean.
Dean has always been a hero of mine.
Every year on my way to the Monterey Historic Automobile Races I take route 146
across from the 1-5 to the 101. About 25 miles
East of Paso Robles, just West of where 141
branches north towards Fresno is Chalome.
Here, near the spot of his tragic death on
September 30,1955, while driving his newlyacquired Porsche 550 Spyder to a race weekend in Salinas, stands a monument to the
young star. I always pause there to say hello.
In early December last year I received
a phone call late one evening from another
crazy guy who loves to drive his Porsche
Speedster very fast out on the race track. In
fact, he has won the D Production championship in the Vintage Automobile Racing
Association @.A.R.A.) the past several years.
His name is Dan "The Man" Verstuyft.
"Hey, wanta be in a movie with your
Speedster?" he asked.
"NO WAY! REALLY? No, you're putting
me on! REALLY?
"Yes, No B.S." he said.
"Where and when?" I replied.
Dan briefly explained and I had a
whole week to dream about it. All I knew
was it was a movie about James Dean and
we would spend a full day filming race
scenes at Willow Springs. YEEE-HAAAA!
Index
The night before we were to shoot,
after an unseasonably warm fall and absolutely no rain, yep, it started raining. The
weatherman kept saying the storm would
quickly pass and there wouldn't be much
precipitation. I kept telling myself it would
stop any minute. After watching the 11:OO
news and weather report, it didn't look real
good. I called Dan.
"Be there rain or shine, ready to go by
7:00 A.M." he said.
My 11 and 14 year old daughters Traci
and Tricia had been hounding me all week
about getting to go. Finally, I thought "Why
not?" They will learn more going with me
than going to school, and after all, my good
bud Grant Miller, who is in the process of
building a Beck 550 Spyder was going to
follow me up in his Explorer. "O.K., you guys
are in." 330 A.M. we're up. Still raining! Gotta
go for it!
Oh yeah, I guess I forgot to tell you,
my Speedster has no top, no windshield
wipers and I'm running Yokohama A-OO8R's
with virtually no tread. My wife, Marilyn
told us, "You're not going." She was out voted
4 to 1.
With my escort following closely, all
warm and cozy, I bundled up in my old Arctic Air Force parka, hood up, mittens, 2 pair
of sweat pants, 2 pair of socks, and we were
off. It was really coming down!
For all of you who don't know, if one
is driving 65 M.P.H., the rain flows right over
the top of the windshield and over you. But
what about the windshield wiper situation?
Ever hear of Rain-X? It works great! That
left the slick tire matter. Well, not much to
do there except pay close attention and hang
on to the steering wheel with both hands!
Yes, it was scary as I hydro-planed
along the North 57 Freeway up to the 210
and across to Pasadena. About a half hour
into the trip I was thinking, hey, this isn't
so bad. I wasn't getting wet and I could see
where I was going. A few minutes later my
left leg was beginning to get cold, and colder,
and then my left foot. The rain from the
windscreen was running off to the left and
around the bottom of the glass and down
with a constant heavy drip onto my increasingly chilly left leg and foot. Press on, I told
myself, it's not so bad.
Finally it stopped raining about half
way there, or after an hour and 15 minutes.
From that point it was a beautiful dawn
and drive to the track. But as soon as we
arrived at 6:45 it began raining once again.
We signed in and were directed to park
with the other race cars on the pre-grid. Of
course, I was the only "knucklehead" to drive
my car there; the rest were trailered. Assembled on the pre-grid was a very nice
assortment of period racers including 2
MGAs, a Triumph TR-3, an Arnolt Bristol, a
Morgan +4, a Jaguar "D"type, and a 356 "A"
Coupe. These cars were very nice "wet" race
cars.
As we were all
looking for cover in
the garage area, we
found a crew working
on yet another member of the Porsche
Speedster squadron.
This Speedster was
owned by another
good bud, Bob "The
Con-Man" Kann. Hey,
we Speedster guys are
close! Bob and his
Speedster are regulars
a t t h e Monterey
Historics and have
been on the vintage
racing scene several
years. He had taught
me the line at Laguna
Seca at a P.O.C. time
trial and later became
the chief driving instructor for V.A.R.A.
The crew was
busy constructing a
camera platform 12
inches off the ground
and mounted with
straps on the front of
the #76 white Speedster. Yet another platform made of 1 inch
pipe was being made
up the left side in
front of the driver's
door, connected underneath the car and
positioned for closeups of the driver. Yes, I'd say Bob was a little
nervous as they worked. He has a very nice,
very straight automobile. He was very cool,
though. After all, his Speedster was the one
being used as the James Dean car.
Next door, the custom-built George
Barris 550 Spyder was trying to dry off and
stay warm. You know George-he has built
all the famous TV and movie cars. Among
356 Registry
17
May / June 1996
my favorites are the Munster-mobile and the
Batmobile. "This car is cool, Dad!" My kids
were going nuts!
While waiting for the rain to stop, we
were introduced to t h e Director, Hal
Needham. Mr. Needham is well known as a
one-time owner of the land speed world
record, director of several car and racing
films, and famous stuntman. After a quick
chat, we got together with him and the film
Top: Filming from the camera truck
at the startlfinish line, Imagine riding
the camera boom, facing
backwards at 65 m.p.h.!
Above: Discussing the first filming
sequence, (L to R) Dan Verstuyft,
Bob Kann, Bill Bucher and director
Hal Needham.
Index
crew and discussed with all the drivers what
would happen in the first scene.
First we were going to film the start
of a race. He put us in an order which we
had to stay in while filming the first two
scenes or locations. As the rain began to
subside, crews began placing four Panavision
movie cameras in four separate filming locations while other crew members began
placing the 1950's street automobiles and
some 50 cast extras at the side of the track
near the start/finish line.
The start was staged exactly the way
it is in an actual race. Dan in his #97 red
Speedster was on the pole and was in constant radio contact with Mr. Needham. When
everyone was in place and we had practiced
the start of the race 2 times, we were ready
for "TAKE 1." Platforms now removed, the
"76 Dean Speedster was gridded near the
rear of the pack. I was also near the back of
the pack.
The starts were scary for two reasons:
The extras and extra autos were just feet
off of the track and it was still very, very
wet. Dan kept us tightly bunched together
until the green flag fell and we were off!
Large water "rooster-tails"rose from the rear
Quiet Power
Pistons for
Air-Cooled
Porsches
High-strength, light weight
iorged alloy pistons, rings, pins and locks for
356 81912 cars:
(1)86 mrn x 9.25c.r. Street $625.
(3)86 mm x 11.5 c.r. Racing $695.
(2)83.5mrn x 11.5 c.r. Racing $695.
'78to '83 911SC cars:
95 mm x 9.5 c.r. street I time trial $995.
Order a set today and make your
Porsche happy for years to come!
Contact Duane Spencer
-- - - -- -
1
I
DNOUNECRUNO
GO.
22403 Ladeene Ave, Torrance, CA 90505
Day (310)813-8753
Eve (310)378-2032
Fax (310)813-9171
of all the cars making it very difficult to
see, plus we were all running slicks on the
very wet track surface where some hydroplaning was taking place with all those extras right there! We ran through the start a
total of 4 times for the rolling cameras and
everyone was very pleased with the dramatic results.
The gray clouds soon started breaking
up into incredibly beautiful white clouds
and bright blue sky. It could not have become a more gorgeous day. In the next scene
everyone moved to turn 2 for an hour's work.
This turn is a very high speed right-handed
long sweeper. Director's instructions were
given and with extras and autos in place
and four cameras rolling, we heard,
"LIGHTS,CAMERA,ACTION!"
We had two rehearsals, three takes, and
another kinda scary situation as the extras
were real close and we were going through
there at racing speeds. In this sequence, the
Dean Speedster, (Bob Kann in white Speedster #76) starts moving up through the pack
with me in blue Speedster #540 close behind. Beautiful! "THIS SCENE IS A WRAP!"
It is now on up to the top of the hill to
turns 4 and 5. The racing sequence is continued as the Dean Speedster works his way
up. Same senario: extras, cameras, drivers
meeting, two practices, four takes.
Lunch time. Are we really getting these
big bucks to come out here and race around
the track all day in front of all these movie
cameras!? Somebody pinch me! As the crew
and cast were enjoying their catered lunch,
George Barris showed up and he and the
actor playing James Dean, Casper Van Dien
(touted to be the next Brad Pitt) took the
opportunity to run the 550 around the track
for a few laps. It was not used in any of the
day's race filming.
The *76 Speedster was back in the
garrage as they were re-securing the side
camera platform. They were having great
difficulty in doing so. An hour had gone by
and 200 people were waiting. Finally it was
time to roll the Speedster out and onto a
dolly which was towed directly behind the
camera platform truck. the only problem
was the closeup camera platform constructed on the left side of the driver was
to wide for the car to be rolled up on the
tow dolly.
Whoops. Needham was not amused.
"Take that goddamn platform off, we'll use
the camera boom connected to the rear of
the camera truck!" More time. Everyone was
356 Registry
18
Volume 20, Number 1
starting to get a little antsy except for my
daughters. Tricia and Traci were being entertained by none other than George Barris
and the big star of the show, Casper. They
were in heaven! I couldn't believe that they
spent all that time on those platforms, neither of which ever got used when the boom
should have been the plan in the first place.
Everything was finally sorted out, car
secured on the tow dolly, two cameras
mounted on the rear of the camera truck,
one on the extended boom, and one being
hand held by a camera man on the front
floor of the Speedster looking up at Casper,
now behind the wheel. Sorry Bob, it is
Casper's turn to get behind the wheel for
the close-ups.
This sequence would be done as the
cameras were facing rear and the Dean
Speedster working his way through traffic
passing race car by race car. The camera
truck was loaded down with no less than 9
crew members, lighting and Hal Needham
directing us with hand signals. We filmed
several laps.
The final filming was done as two cameras were re-located to the front of the
truck, one very low to the ground, the other
at eye level. We now proceeded to shoot looking forward coming up from behind the race
cars and passing. Can you imagine all those
people hanging off that truck as we reached
speeds of 65 M.P.H. and it was darting back
and forth through traffic. That camera man
out on the boom sure had a ride! After completing three more laps and we were starting to loose light, "THAT'S A WRAP, PEOPLE."
What an incredible day! When I think
about it, I guess every race car driver's fantasy is to be in a motion picture just like we
had been in all that wonderful day. Hey,
we're in a movie and it's about James Dean!
Unreal!
We all said quick good-byes because it
was getting dark and very cold. The trip
home was a dry one. We arrived home about
8:30 P.M. The girls excidedly filled Mom in
on all the details and I guess ,I added my
twists as well. Before we "crashedwfor the
evening after a very long and eventful day
we made plans for the release of the movie
next summer and how great it would be to
see it in one of those new Big-Screen mega
theaters with the stereo-dolby digitized
sound systems, and I added, "Yeah, right in
the middle of the front row with a big tub
of buttered popcorn!"
See you at the movies!
Index
BIC HOOD HANDLE
Original, not repro! We've acquired a
limited stock of this rare item. Complete with
crest (installed), mounting hardware and base
seal. Perfect for your prize-winning restoration.
644 559 020 05 $169.00
SHOE SETS
Introducing another
NLA LIMITED
V
EXCLUSIVE
Original shoes relined with genuine FERODO material
Non-asbestos; highest street-specification (FF code)
Hot-bonded, cured to SAE J-8404 test specs.
Arched to drum sizes Std. 280. mm & 01s 281.mm.
Quality FERODO brakes at a competitive price.
Set14 shoes:
Std.size NLA 351 033 X $39.50 exchange
Over size NLA 351 033 AX 49.00 exchange
Reproduction
-
UPPER SEAT RAIL SET, 356 356A
Formed & plated exactly like originals. 4-pc set for both
seats. Correct for Speedster & other seats with wood
internal frame; can be riveted to later steel frame seats.
Approved by the NLA Authenticity Committee.
$189.00 set
-
LOWER SEAT RAIL SET, 356 3568
NLA 521 031 00
$139.00 set 1 4
356 Restoration&
Parts Catalog.
40 Pages
GLASS SEALS & DECO TRIM PACKAGE
SPECIALS
SPECIALS
SPEC'ALs
SPECIALS
For a limited time *SPECIAL $AVING$ on rubber seals and aluminum
trim sets. Early and late. Coupe & Cabrio. Original German, proper fit
and authentic appearance. For example:
356BlC Coupe: front & rear - 10 piece set NLA 541 911 08 $219.00
Brake hardware: Sorina kit, hoses: lines ...................call.
Horn Contact: On sir. ciurn", 356-356~.....................
Grease fitings kit, all models, 34 pcs ..........................
19.95
Needle bearing kit, front control arms,
8 bearings, 4 spacers ..........................................
219.00
Burnoer Bkt kits. A,& that really lit ...................
59 & 49.00
~ound~roof
kits, thnr T-5, correci pattemlcolor
priced from ........................................................... 179.00
Release bearing fork/shafl kits, wl bushings, springs115.00
Wiper switch. orig. '8085" 644 613 511 00 ...............59.00
I
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(702) 626-7800
FAX (702) 626-1220
'Advertised prices good MN M96,subject to prior sale. All tiems are plus shipping.
Index
New PCA Concours Rules Make Sense!
Jim Schrager
Through the hard work and dedication
of a small band of very smart folks, the PCA
concours rules have been changed to the
betterment of all of us, whether we choose
to enter a concours or not. It may seem
strange to realize that the PCA concoursrules
effect those of us who never enter an eventbut that is the fact, because the concours
rules have a direct effect on the values of
all of our cars.
Before the rules were changed, it was
believed that a car entered in a concours
needed to have the Kardex (or Certificate of
Authenticity) for viewing by the judges, and
that deviations from this vital document
would cost concours points. This idea was in
fact written in various publications, and I
remember reading a Porsche Cars North
America ad selling Certificates of Authenticity proclaiming how important these data
were in a concours event. However, Parade
Competition Rules Chairman Dennis Frick has
indicated that under a careful reading of the
old rules, the Kardex was not required, even
though many of us believed it was.
The new rules have changed all that,
with three distinct groups to compete in.
Starting with the Restoration Gtwup, we are
now free to do anything we want as long as
the Porsche factory could have built the car
that way Do you have a 1600 Normal but
want a S-901 No problem, as long as the S90
option was available in the year your car
was built. Feel free to buy an S-90 motor,
compensating spring and tachometer and
indulge yourself.
Did you say you liked Oslo Blue instead
of the Signal Red on your car? No problem.
As long as Oslo Blue was available in the
year your car was built, go right ahead and
do it. Does full leather turn you on? Go for it.
Enjoy yourself. Be creative. Pick any color
combination you want-as long as Porsche
could have built your car this way In fact,
you can look at the factory option sheet and
given enough time and money, you can build
your 356 exactly the way you would have
ordered it way back when.
In this Restoration group the Kardex
will not be viewed. Don't bother to brine it.
It doesn't matter. Those words are music to
my ears. As in the past, there will be a "full"
Restoration category, which means the entire car including the chassis will be judged,
and a "touring" Restoration category, which
means everything on the car but the underside will be judged. The touring category replaces what was called "Street Concoursnunder the old rules.
So this is really great news. No longer is
the value of our cars depreciated by making
them the way we want. Sure, an original
Kardex car may still have a bit more value.
But maybe not, if it's a color or motor combination that you are not excited about. The
Restorationgroup, where the Kardex will not
be viewed, has really changed the way we
look at the importance of the exact originality of the cars.
"The Restoration Group where the
Kardex will not be viewed, has
really changed the way we look at
the importance of the exact
originality of the cars,"
However, for those of you with Kardex
cars, there is a wonderful new spot for you,
and that is the Preservation Group In this
category, the Kardex will be viewed and originality is of prime interest. In fact, the more
original, the better. For example, a not so
flawless original paint job may beat a beautiful new paint job in this group.
This opens up the concours competition
to a whole new selection of original cars
which previously had no real chance in competition against the mega-buck restorations.
Now the original cars will stand a real chance
to win. In this group, there is only the touring category and owners are encouraged to
drive their cars to the Parade.
Yes, that's right. You are being encouraged to DRIVE YOUR CAR. In fact, the rating
356 Registry
80
Volume 20, Number 1
of the chassis will not be altered for the presence of road dirt or other signs of normal
use. Hallelujah! Someone finally realized that
for most of us, our 356s are cars, not statues!
They are saying it's OK to drive your car!
Sanity has finally prevailed.
There is a third and final option, the
Preparationgroup, although no regular production 356s are allowed in this group. This
group is meant for production Porsches built
less than 10 years ago, "heavilynmodified cars
(for example a 356 with a 911 engine), and
thoroughbread racers (for example a 550
Spyder). For these cars, originality will not
be judged and the emphasis will be on how
well the car is cleaned and prepared for shorn
There will be both full and touring classes.
So for those who wish to have the cleanest
car on Earth, this is the spot. The Kardex
will not be viewed.
One additional note is important. Under the new rules, all cars must be driven
onto the concours field and to their proper
location under their own power. Gone are
the days of dropping the car off the trailer
and pushing it around the concours field. All
cars must now run to be entered.
These are big, important, and very well
thought out changes that make room for everyone while at the same time encouraging
all of us to do more with our cars and enjoy
them in new ways. For those of us with cars
we have changed from the Kardex, we now
have our own group without the frustrating
finality of the Kardex data. For those of you
with super-original cars, you now have your
own group, and won't be bothered by those
who spent a small fortune painting their car.
And for those who just love to wear out untold thousands of cotton swabs cleaning the
inside of your wheels, you have your own
special place in the sun (where hopefully it
doesn't rain).
For further details, I highly recommend
the article Dennis Frick provided in the November 1995Panorama. When you look carefully at these rule changes, it is awfully hard
to argue with them.
Index
OIL FILTER - MAHLE
AIR FILTER ELEMENT ALL WRENITH
1600 ENGINE GASKET SET COMPLETE
OIL LlNE INLET
OIL LlNE OUTLET
200 MM 6V FLYWHEEL, OE
OIL STRAINER GASKET KIT
GENERATOR PULLEY HALF INNER
GENERATOR PULLEY HALF OUTER
REAR TRANS MOUNT LOR R
TACHOMETER CABLE INNER &OUTER
A-B-C- TRANS GASKET SET
SWEPCO GEAR LUBRICANT (GALLON)
BOSCH 050 DISTRIBUTOR
POINTS FOR ,050 DISTRIBUTOR
CAP AND ROTOR FOR 050 DISTRIBUTOR
B T6 & C WIPER ARM
B T6 & C WIPER BLADE
KING AND LINK PIN SET GERMAN
5-112x15 CHROME WHEELS TO '63
A-B-C STAINLESS BRAKE LlNE SET
MASTER BRAKE CYLINDER STATE YR
C BRAKE CALIPER KIT F O R R
A-B-C OUTSIDE DOOR HANDLE
A HORN GRILLE
B-C UPPER HORN GRILLE
B-C LOWER FOG LAMP GRILLE
A-B HUB CAP BABY MOON
B HUB CAP S90 WlTH ENAMELCREST
C HUB CAP WlTH ENAMEL CREST
A SlDE VlEW MIRROR AERO
B SlDE VlEW MIRROR PONTO STABIL
C SlDE VlEW MIRROR DURANT
6-C HOOD HANDLE WlTH CREST
6-C BUMPER GUARD F O R R
A BUMPER DECO F OR R
B-C BUMPER DECO F OR R
A ROCKER PANEL DECO
B-C ROCKER PANEL DECO
CHROME LOCKING ANTENNA
-
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3 Cellette Benches with factory fixtures for all
model 356, T-2 through T-6, plus 911 series.
Many specialty forms and jigs.
* In-house manufacture of chassis and body skin
* Body panel building
OEM spot welder, TIG, MIG, gas welders.
Complete restoration service.
Over 20 years experience in Porsche repair.
Index
By Gary Wolfgang
T
fun to see the level of care and preparation
the concours participants had invested in
their prized toolkits. Maybe a more authentic toolkit would be a nice project to adopt.
Perhaps with some careful shopping
through the ads and some swapmeet footwork this could be a satisfying and hopefully not too expensive project to complete.
I recalled vendors at the Lewisberry
Swapmeet in central Pennsylvania showing
boxes containing dozens of assorted
wrenches which probably could be had for
a few bucks. Panorama and Excellence magazine classifieds commonly contain tool listings. How difficult could it be?
The final impetus to the project came
when one of my friends suggested joining
the 356 Registry, a covert group of restoration fanatics, who share their enthusiasm
and experience, raising projects like the
hat day when I picked up my
restored '56 Speedster from
Lowell Sivey in Wheaton, Maryland, I noticed that there were no tools other
than the jack and a lugwrench in the trunk.
I learned that day that the original toolkits
were highly valued, and that even an accurate reproduction kit was quite expensive.
"Over $9OO?",said I, "Never in a thousand
years!" There were far more important
things to acquire, including an owner's
manual, antique car insurance, a library of
356 books and tapes, and the location of a
local mechanic who is old enough to remember what a six volt electrical system and
drum brakes are all about. For now, an inexpensive kit containing an adjustable
wrench, a few screwdrivers, and a pair of
pliers were all that was needed.
At the Boston Parade in 1991, it was
--
-
356 Registry
22
Volume 20, Number 1
toolkit to a level of precision and accuracy
previously unattainable. Observing the
concours judging at the Parade in Lake
Placid in July, 1994, one could clearly see a
standardized concept of a proper toolkit,
with many examples seemingly more carefully prepared than the car itself. Again at
the Portland Parade, each concours entrant
was accompanied by an equally impressive
toolkit. An owner with an immaculate set
of screwdrivers described applying five coats
of hand-rubbed lacquer to create the glistening surface of the handles. Many kits contain fully rechromed wrenches, far exceeding original quality surface finishes. "Overrestoration" is a topic for another day, so
for now we will concentrate on availability and value of toolkits in today's market.
Dirk-Michael Conradt's book tells us
that about 76,000 356's were built in a 15
year production run ,including about 27,000
from 1955 to 1959, the years of the 356A
toolkit I was seeking. Let's apply some Mr.
Spock logic to calculate value.
In 1956, you could buy a 2000 pound
Speedster for about $3000, that is about $1.50
per pound. Today, a top quality restored '56
Speedster will cost you $60,000,or about $30
per pound, an appreciation of 20 to one. A
356 toolkit weighs about five pounds, so at
$1.50 per pound the original value was $7.50,
and at an appreciation of 20 to one the current value should be $150.So why then does
a reproduction toolkit from today's ads cost
$900, and original equipment go from there
on up? The answer, of course, is that we are
dealing with a collector's market, ruled by
a simple economic principle of supply and
demand. When there are a fixed number of
kits, and the number of buyers is greater
than the number of kits, prices will escalate.
After a year of searching by personal
contacts, and swapmeets, I have come to the
following conclusions: One can assemble a
reproduction toolkit from individual suppliers for about $750 to $1,000. If you wish
to eliminate the footwork, there are suppliers who will sell you the entire reproduction toolkit for around $1,000. An original
equipment toolkit is going to cost you well
upwards of that in today's market. Like
Lionel model trains and rare original print
comic books, 356 toolkits are going to keep
climbing in value.
Index
Let's consider the components of a reproduction toolkit. The 356A bag was made
of pea green vinyl with a tan or brown
leather strap, probably a dollar or two worth
of material.
It sells for about $45. The two, (or
three), Jorg screwdriver reproductions may
be purchased for $190 for a set of three: a
slotted, a stubbie slotted, and a Phillips-head.
It seems safe to assume that the screwing
going on with those tools is more likely an
application to the purchaser than to any
screwheads,since Sears will sell you a pretty
good screwdriver for two or three dollars
each. Perhaps $63 apiece is fair for original
tools, but for reproductions that sounds
more like Pentagon pricing.
Four Hazet 450 series wrenches came
with the original kits, ranging from 8mm
to 19mm. One of these combined a lOmm
tip with a 14mm tip, a combination which
will surely never again be produced, therefore creating a rarity that collectors can only
dream of. The Hazet company still makes a
modernized 450 series today, so for about
$27 you can buy five wrenches covering the
same range of sizes. That lOmm X 14mm
cannot be purchased, however, so the cost
of that one will behave like it's made of
unobtanium in future years. The classified
ads of the 356 Registry some time ago listed
a 10xl4mm wrench for $75, and it had already been sold the day I received my issue.
Hazet also produced the original sparkplug
wrench, (763), and speedwrench, (772/2),
for lugnut use. Both of these items have the
manufacturers name and model numbers
stamped on them, enhancing our ability to
determine authenticity. Both seem to still
be available with a little luck and
a willing checkbook. Since no one
who owns these original
wrenches would risk damaging
their surfaces on a Bosch copper
W7BC plug or a lugnut, about the
only thing they will remove are
coins from your piggy-bank.
The nickel-plated Messko tire
pressure gauge with its own
Editor's note: Dale Moodyfound tbis ad in tbe
leather pouch is another item desJuly, 1959 edition of Foreign Cars Illustrated. Says
tined for significant appreciation
Dale, "Attbisprice, rll take a gross!"
in value, since it is no longer produced and there is nothing else on the mar356A toolkit. It took me all of ten minutes
ket quite like it. A few years ago, you could
to get the check in the mail, and three days
buy an uncirculated one in its original box
later United Parcel Service delivered the
for $250. Like the lOxl4mm Hazet wrench,
goods. The cost fell in the range quoted earthis item is tough to find and will be worth
lier. Will I actually use these tools for their
a lot. You can buy a black plastic one that
intended purpose? No way! This kit is a
kind of looks like the Messko for $2.50 at
collector's item. In spite of t h e old
your local hardware store, or a better qualmechanic's adage, "The right tool for the
ity metal one from the catalogs for about
right job", this is a collection of right tools
$20.
for no job-ever again.
Two of the original tools, the generaThe moral of the story: The original
tor pulley wrench and the combination pli356A toolkits are still available, but bring
ers, are readily available as accurate reproyour wallet along. A few corollaries to the
ductions for less than $15 each. Perhaps the
moral are in order.
Gods of Zuffenhausen are alive and smiling
1. Do not read your 356 Registry magaafter all.
zine if you are satisfied with your 356, there
After the Lake Placid Parade Concours,
is always a higher, more expensive level of
I had all but given up hope of finding an
fanaticism to attain.
original equipment toolkit. Judging from the
2. Never tell your Wife, "Some fools out
number of ads in the "wanted" section of
there are paying over $900 for toolkitsn, bethe magazines placed by people trying to
cause a year later you may be that fool.
find original tools, it was apparent that
3. If you presently own an original
many people like me were also unsuccesstoolkit that you can do without, there are
ful for a long time. Then, came THE teleprobably hundreds of 356 owners willing
phone call from my friend, Lowell Sivey,
to buy it, at a rather nice rate of appreciawho had found a very original complete
tion.
International Mercantile
Since 7971
SPECIAL OFFERING
356 Registry
23
May / J u n e 1996
I
Index
Ninth Annual
Stoddard
All-Porsche
Swap Meet
It's time once again for Stoddard Imported Cars' 9th annual "All-Porsche" Swap Meet.
Held in cooperation with the Northern Ohio Region-PCA, the event
will take place on Saturday, June 8, 1996
Come to buy or sell Porsche parts, cars, memorabiliaor just look
around. Admission and parking are FREE. The gates will open to
vendors at 7:00 a.m. and at 8:00a.m. for the general public.
Vendors! Come to sell your Porsche products. There will be
plenty of Porsche enthusiasts looking for what you have to
sell. Vendor spaces (1 0 feet wide by 20 feet long) are
available for $10.00 in advance. Pre-registration is necessary
due to the popularity of this event.
1
-
Call 2 16-951 1040 for information or registration.
Midwest Porsche/VW Literature, Model & Memorabilia Meet
Travelodge Hotel - Mentor, Ohio (112 mile from Stoddard) Friday, June 7, 1996,
6 p.m. to 10 p.m. Call Myron Vernis at (216) 836-4770 for more information.
Look For Stoddard On The Internet!
To reach Stoddard via the World Wide Web type: http://www.stoddard.com
Index
In recent years, one of the major problems that has occurred during a 356 A/B/C restoration was the supply of
authentic windshields. Due to a recent purchase, we have a very limited supply of "SIGLA" brand windshield, in
stock. These windshields came directly to us from our suppler in Austria and are from a current production w~th
DOT marking.
.
.
.............................. $340.00
644.541,101.OO ......................... Clear, T-5 Coupe, all A/B/C Cabriolet ....................
644.541.101.10.........................Tinted,T-5 Coupe, all A/B/C Cabriolet..........T T T T T T T T T T T T T T T T T T T T T , . T T . T T
644.541.101.06 .........................C1ear.T-6 Coupe..................................................................................................$340.00
644.541.101-40.........................Clear, Speedster ..................................................................................................$365.00
644.541.101-45"
Clear, Convertible D, Roadster.......................................................................... $486.00
"Please note: The above windshield is 13 718"high in the center.
........................
-
Front Hood Latch Repair 356C & 91 1/912
Original upper front hood latches for the 356C are no longer available.
These pieces should cure most problems you may have with your existing
latch. Will also repair '65 thru '73 91 1 or 912 upper front latches.
Bolt and Retaining Cup Set ...... NLA.511.053.02........................... $21.35set
Coil Spring ................................... 644.511.512.01..............................$3.60ea.
Front Stabilizer Repair Pieces
t
....................$4.45
................ $8.20
..................... $4.70
1 ....644.41.601.......Steel sleeve for sway bar, all 356
shackle bushing, 2 req'd
2 ....644.41.602
Bushing, 6 req'd, 356A, 356B, 356C
3 ....644.41.606.......Clip on stabilizer, 2 req'd, all 356
.......
Bumper Guards
Right Rear, 155mm with holes. Fits 1956- 1959
Chrome - NLA.505.036.10C..................$199.00
Polished - NLA.505.036.10P...................$149.00
Left Front and Ri ht Rear, 155mm without exhaust
holes. Fits 1956-fb8
Chrome - NLA.505.031.10C.................. $199.00
Polished - NLA.505.031.1OP ................... $149.00
Right Front and Left Rear, 155mm without exhaust
holes. Fits 1956- 1958
Chrome - NLA.505.032.10C..................$199.00
Polished - NLA.505.032.10P................ $149.00
...
Left Rear, 155mm with holes. Fits 1956- 1959
Chrome - NLA.505.035.10C ................. $199.00
Polished - NLA.505.035.10P .................. $149.00
Left Front, 190mm. Fits 1959 356
Chrome - NLA.505.031.12C ................. $199.00
Polished - NLA.505.031.12P .................. $149.00
Right Front, 190mm Fits '959 356
Chrome - NLA.505.032.12C ................. $199.00
Polished - NLA.505.032.12P .................. $149.00
Win--- of the 1996 Porsche Premier Dealer Award!
IMPORTED CARS, INC.
38845 Mentor Avenue, Willoughby, Ohio 44094-0908
Shipping costs are not included. Ohio residents add 5.75% sales tax. Most major credii cards accepted.
(216) 95 1- 1040 Technical assistance or other information
FAX: (216 ) 946-9410
Order Line Only: 1 -800-3421414 (not available in foreign countries)
Index
T
his interview traces the illustri
ous career of Mr. Kurt Meier. An
engineer by training, he started
with Porsche in technical services, where
he was intimately involved in Carrera racing on both the east and west coasts. After
developing a reputation for his innovative
and fine tuning skills, Kurt later served as
the Factory's US, representative for D.O.T.
and E.P.A. certification. For many years prior
to his retirement he was the only Porsche
employee working full-time in the U.S.
D i c k Koenig. What fascinated you
about the Porsche in those days? There were
so many other better-known cars to choose
from.
Kurt Meier. I fell in love with the car!
This was something we had not seen before. My family emigrated to the U S , from
Germany in the late '40s, while I was a teenager. After high school, I was drafted into
An Interview
With Kurt Meier
the US. Army. Even though we were in the
midst of the Korean War, I was sent to Frankfurt as part of the Occupation Forces because of my language ability. It was here, in
the early 1950's, that I was first introduced
to Porsche. I went to the dealer a few times
and then to the Frankfurt Auto Show in
1954.
DK. Can you remember exactly what
was the appeal for you?
KM. Most definitely. This car was a
work of art. The quality of workmanship
was superb. All the lines were smooth and
the gaps perfect. The styling was a thing of
beauty. For example, the dash flowed
smoothly into the door. There was no abrupt
gap as was common in those days. The technology seemed good also. There were so few
cars it was a little difficult to know. But,
reports in the literature were very favorable. This was a different concept of a car.
There were no others like it.
I was hired in the Fall of 1958 as a
technical representative and worked for
Herb Dramm. Porsche of America (PoA) had
a three-room office on Madison Avenue and
54th Street in New York City. There were
only a few of us back then and we did a
little of everything - technical training, sales,
warranty certification, public relations and
racing assistance.
DK. What was your specific involvement with Carreras? Did you get some training?
KM. Racing and Carreras didn't consume a large amount of time. There were
very few cars and they were used mostly
on the tracks during week-end races. However, racing was very important at Porsche.
My job started with six months of orientation and training at the Factory. The
experience was "hands-on" and I usually
wore coveralls. No activity was excluded: I
I
Kurt Meier (right) with Peter Revson
at Sebring, 1970. Revson and Steve
McQueen (opposite) drove a 908-02
'Flounder" that nearly won the race,
relinquishing the lead to Andretti's
Ferrari only in the last minutes.
356 Registry
26
Volume 20, Number 1
learned how to assemble and service every
aspect of the car. Of course, working the
Racing Department was probably the most
fascinating.
DK. What was it like there? What did
you consider the most intriguing aspects?
KM. Well, it was just an ordinary workshop, like many others. It was filled with
Carrera motors and race car bodies under
construction. Actually, the room was small
and crowded. The space was divided into
two "lines", one for body construction and
the other for engine and transmission assembly. Above and looking down over the
shop were the offices. Mr. Barth was in
charge then and he had the corner office.
Dr. Fuhrmann had left already.
I got my training here building engines
and transmissions. Like the others, I assembled the complete unit by myself. There
were "runners" who delivered all the needed
parts to my bench. We just set the parts
around the engine stand, or on the floor;
they didn't take much space. The Main Parts
Department, where most things were warehoused, was in another building up the
street. When engines were completed, they
were sent to the Dyno Room for testing and
final adjustment. After running for an hour
or more at full power, they were ready for
installation; they were in perfect shape.
Back to your question now, I think the
most intriguing aspect of this rather ordinary workshop was the large number of
wreaths, posters and photos that hung everywhere celebrating the many racing victories. The Carrera had been immensely successful in a few short years, and memorabilia were crammed onto every wall space
and filled the ceiling as well. This was very
impressive.
DK. Wow! A literature collector's dream.
Let's change the subject a little to talk about
special motors and special mechanics. Did
you notice any motors that were more powerful than others or any technicians who
were able to get higher output?
KM. Not really. By 1958 the procedures
were standardized. Most engines developed
about the same horsepower, within a few
percentage points. There were no special
mechanics or special deals that I knew of.
Everybody who worked in the Racing Department was top-notch.
DK. Perhaps you're not aware since this
room was so accessible to you, but forty
years later many of us think of the Racing
Department as an adult's version of the
Index
Magic Kingdom. Sort of like the real Disney
started in Stuttgart. This image would not
be complete without some magical characters. Did you notice any famous drivers
hanging around?
KM. Oh, sure. The Factory drivers
(Behra, von Tripps, Beaufort, etc.) came
around all the time. Typically, they'd come
by on Tuesday or Wednesday to talk about
what was needed to be done to their car for
the next weekend. They might return a day
or so later to check on progress. It was no
big deal. No one stopped working, or anything like that.
DK. In the land of magic, did any of
the drivers ever ask anyone to do the impossible, like get huge increases in horsepower?
KM.Sometimes a driver would express
displeasure with the dyno test results. The
engine would go back to the dyno room.
Often it was possible to give it a little "goosen
one way or the other. The percentage
changes in horsepower usually were quite
small. But, if the driver's confidence got a
boost, it probably was worthwhile.
DK. One last question: What did the
engine sheet metal look like? How was it
finished?
KM. It was nicely painted, slightly
glossy black. Everything was dipped.
DK. Are you sure about the dipping?
Today most restorers spray the tin for an
"authenticnlook.
KM. You couldn't afford to spray all
those little pieces. It would be too expensive. I went to the supplier one time and
watched them making these stamping. Everything was dipped. It was a small company I don't remember the name. In those
days, Porsche made very few of their own
parts. They used several suppliers around
Stuttgart. Typically they ordered modest
quantities, which were best suited to smaller
firms.
DK. I'm always fascinated how myths
get created. Leave it to the experts. It's now
early 1958 and you're back in the U.S. working out of PoA "headquarters" in New York
City Along with your other duties, what did
you do on the Cameras?
KM. PoA sold race parts (mainly
Carrera motor and transmission items) directly to serious racers. This was considered
a special service to our race customers. We
never advertised this aspect, but it wasn't a
secret either. Anyone who raced, if they
called me, I'd help them out.
There was no huge mark-up above the
Factory price. PoA made very little profit
on this business. Typically, we added about
twelve percent above Factory to cover
freight and duty. Most parts were flown in
because the need was urgent. Still, there's
no getting around the issue - parts were
expensive. In those days a roller crank cost
about $360, which was a lot of money.
Bruce Jennings was the biggest buyer
"If we had to stay up all n i ~ h t
rebuilding an enginein the dirt,
nobody minded or complained."
of race parts we had at that time. He was
very curious and innovative, always willing to try new things. Sometimes he'd call
me once or twice a day to order parts or
discuss his latest idea. For an insurance man,
he had great ability as a driver and was a
good planner, too.
DK. What did he have in the way of a
mechanic?
KM. Oh, yes. His name was Heinz Bade.
He kept Bruce's cars in nice shape. Everything was always spotless - the car, the
trailer, the tow vehicle. Bruce was top notch
all the way - a greatenthusiast.
DK. Let's get t o
some more exciting
stuff. What did you do
at the track during the
actual races?
KM. When I lived
on the East Coast (19581963) I was closely involved with Bob
Holbert. Bob is the most
relaxed person I have
known in my life. He
never got mad; he took
things in stride. When
an engine blew, he'd sit
down and light a cigar.
However, the moment
he got in the car he was
a very aggressive driver.
DK. Clearly Bob's
record is testimony to
his driving skills. I'd
imagine, also, that your connections to PoA
and the Factory played a major role in his
success.
KM.I believe I was helpful but, in those
days, things didn't work the way they do
today First of all, there was nothing like
356 Registry
27
May / June 1996
Factory sponsorship for private teams.
Porsche entered their team in some of the
bigger races, like Sebring and Daytona, but
they never directly supported any other
team. Penske, Jennings, Holbert - they were
all private. Everything was on a much
smaller scale back then. It's not like today,
where it's all big business. Most private
teams might have had one spare engine, and
even the Factory didn't have an infinite
number.
Another thing that's different is what
1 call "enthusiasm<~ackthen PoA only covered my expenses - room and food - when I
went to a race with Bob Holbert. We all did
it because of love, because of excitement
for the cars. There were no 9-5 days. If we
had to stay up all night rebuilding an engine in the dirt, nobody minded or complained. Such enthusiasm doesn't exist any-.
more. With big business, it's greed and "how
much can I make?" There was so much pleasure back then in racing, I wouldn't want
to miss it for a lifetime. But it's a thing of
the past.
Bob's sponsor, and owner of the cars,
was Bernie Vihl. We had a nice arrangement
among us. Bernie supplied the car, Bob drove
!;d4
p
and did the major race preparation at his
dealership, and I provided whatever technical services were needed at the track.
What I did mostly could be called "fine tuning". This applied especially to carburetion
which is very sensitive to temperature, hu-
Index
midity and altitude. I had a suitcase full of
jets, shims and emulsion tubes. Reamers were
used to make custom sizes not readily available. Nobody made adjustments to such an
extent, but it really paid off.
I'd like to mention something about
Bernie too. He wasn't a detached rich man
who came around occasionally smoking a
big cigar. Actually, he was a very gifted
metallurgist and boiler-maker who could do
wonders with a hammer. We undertook a
number of projects that were very creative
at the time. For example, on the RS60, Bernie
built a replacement nose section after the
car crashed. It resembled a 906 front to a
involved: we went racing because we liked
it. For me the entertainment was going to
the races. Bernie had his own airplane, and
he and I traveled together in it. That was
fun!
DK.This sounds like a wonderful time
- actually quite marvellous. Before we travel
West with your career, I'm wondering about
your experiences in the South - Florida, and
especially Cuba. Did you ever meet the famous Cuban Johnny Cuevos?I own a "57 GT
Coupe that was delivered when new to Cuba.
I'd like to find some records to determine if
this car was one of his.
KM.You've asked several questions here,
One of the first 904s is delivered to
Otto Zipper In January of 1964. From
left, Richie Ginther, Bob Estes, Ron
Bucknum, Otto Zipper and Kurt
Meier.
but I'm afraid my answers won't be of much
help to you personally. Yes, I knew Johnny.
Everybody knew him. He was lots of fun to
be with, always ready to laugh and party,
Beautiful women were attracted to him. But
he was a wild driver. I don't know how many
Carreras he wrecked. He had money in Cuba
and always bought more cars.
There's a story told about Johnny. I
don't know if its true, but its a good one. He
entered Sebring and ordered a new car. Unfortunately, there were logistical problems
and the Carrera was delivered to New York
Fearing that he would be late for the race,
Johnny flew to New York and drove back to
great extent but bulged at the side to
accomodate different oil coolers. The contours were perfectly smooth-it was incredible. Becasue of the unusual shape, the car
was nicknamed the "Anteater."
These two guys, Bob and Bernie were
very talented. We were all serious about
racing, but they were pleasant to be with
as well. As I said before, there was no pay
356 Registry
28
Volume 20, Number 1
Florida. He drove so fast that the troopers
weren't able to catch him until he arrived
at the track.. Could this be the car you own
now?
Seriously though, many people have
asked me about the records - the PoA files
about the early days. When PoA was closing in 1969 (we merged with Volkswagon)
I was made a Vice President for legal and
signatory purposes. We were required to keep
the files for a few years until all matters
were settled (eg. unpaid debits, warranty
claims, IRS issues). I rented a garage nearby
the office in New Jersey and stored about
seven file cabinets there. All the early pictures, racing records, posters and the like
were there. After about two years the attorneys told me we didn't need the files any
longer. VW didn't want them either since
they had no interest in racing. So, I personally threw away all the PoA files.
Twenty-five years later, as I look back,
it's clear I disposed of a fortune. You can't
imagine how big that stack of racing posters was. At the time, however, no one
thought Porsche would become as prominent and successful as it has. In 1970, nobody cared anymore about those old Carrera
engines. Nostalgia was not on anyone's mind.
I couldn't give the stuff away.
DK. I'm glad you told me this story,
but in a way, wish you hadn't. Some dreams
die hard. Could you speak a little about the
West Coast "scene?" What was happening
there in 1963?
KM. The two litre motor and the 904
were just being introduced As with anything new, there were problems and that's
where my attention was focused. There was
a recall on the first 904s. We practically took
the whole car apart. The box section of the
frame needed reinforcing. That was big job.
In addition, we changed the intermediate
shafts, carburetors and a few other things
on the engine. I think I was involved in 6
or 7 of these cars. Also, I got involved in
servicing the cars of some of the local drivers. I did almost all the work for Kin Miles,
but also helped Zipper, Ginther and Mac
Affee.
DK. Speaking of service, what was it
like to have maintenance work done on a
production Carrera-say a two litre?
KM. By 1963, it was clear where the
Carrera market was located. On the West
Coast, it extended from Las Vegas down to
Southern California, the East Coast from
Philadephia South and the Chicago area.
Index
These were the only areas where Carreras
sold, and subsequently needed service. We
didn't need to worry about four cam service in North or South Dakota and you
couldn't give these cars away in Texas. We
concentrated mainly on big dealers and big
cities. There might be some activity also if
a dealer was heavy into racing.
In California, a few of the larger L.A.
dealers (i.e. Vasek, of course, Estes, Zipper,
Competition Motors) had the capability to
do major engine service. Any dealer could
do oil changes, of course, but it was expensive to equip and train a shop to do tune up
and rebuild service. Consequently, only the
bigger dealers had the service volume to
justify such an investment. To help the other
dealers I developed an arrangement where
I would do their major engine work in my
garage-behind my home. I'd pick up the
engine in my VW bus and return a few days
later. This was easy for everyone. Probably
it's not much different than the rebuild and
subcontract programs dealers use today.
DK. You've indicated that the volume
of production cars was small and the service capabilities understandably thin. What
sort of customer did this appeal to? Who
bought Carrera as?
KM.The typical owner was highly educated, financially successful and technically
astute. Usually, this was not an engineer.
While they might understand the engine,
most often they didn't have the money. Let
me give you an example. One customer I was
particularly fond of had a medical practice
specializing in urology. He'd tinker with his
engine all week-end and then call me on
Monday morning. After citing page and sentence from the Carrera Guide, he'd ask for
advice or make an appointment. One time I
suggested that, since he could surely afford
to pay, the next time he might want to call
me in the first place. He explained that, (and
you can easily imagine) after what he
worked on all week, the car was a diversion. It was really like his psychiatrist.
DK.You're right. I can imagine his predicament. Your pal made a good choice.
There's an arrogance among the Germans about their technical expertise. In fact,
Porsche's reputation is built upon this
premise-you might call it an elitist attitude.
At the same time, the California automotive crowd take pride in their creative abilities. I have referred to this as a "hot rodding"
mentality. You're regarded as an innovative
person, yourself. Did you, or Porsche, ever
get caught up in this potential conflict?
KM. There was never any conflict. If
we found a good idea, we tested it to see
how it worked on our cars and then went
by the results. You may be familiar with
the story of our trouble with floating valve
springs at high rpm in racing engines. I was
not in charge of this effort. Actually, sev-
"To help the other dealers I
developed an arrangement where I
would do their major engine work
in my garage-behind my home."
era1 of us worked together in an informal
manner. We talked to many people and got
various ideas. Somehow, we heard about Art
Sparks, who had a reputation for building
hot Indy-car engines. He introduced us to
the dual valve springs he was using. We tried
a set and like what we found. So, we bought
a few more sets and took them to Stuttgart.
Our engineers started out cautiously, but
several dyno tests later they were enthusiastic. The rest is history.
DK. You're well known for your work
in certification with DOT and EPA. Could
you talk briefly about this-a few of the highlights?
KM. This work started in the early
1960's and grew bigger and bigger as more
laws were made. My involvement changed
accordingly, Rules stated that parts of the
car had to pass tests or meet certain standards. I had to prepare the item in question
so that it could be analyzed at the equipment testing laboratory. There was nothing
here that specifically related to four cam
cars. Some of the first tests were state level
and involved 356 lights and brakes. I built
fixtures and stands to support these parts
and submitted them for testing. Later on, of
356 Registry
89
May / June 1996
course, air pollution and crash protection
laws became prominent. Managing these
tests became my full-time job. Since this
certification was considered a responsibility of the Factory and not the dealers here
in America, Porsche AG was my employer
throughout my career.
DK. You mentioned earlier that your
actions were guided by what you referred
to as "enthusiasm." This is readily apparent
in what you've said. If I may, I'd like to close
by asking you how this spirit was reflected
in your relationship with Dr. Porsche.
KM. Dr. Porsche was always interested
in what was going on in the field. He wanted
to know what customers were saying and
doing. It was very important to him that
owners liked his car. In early days he came
over quite a lot, often with his wife and
family. He always asked me the same type
of questions and I knew he expected honest
answers. Later on, when he didn't travel so
much, I had a standing order that I must
meet with him every time I came to
Stuttgart.
Ferry Porsche is a congenial person. He's
warm and friendly, not distant-and so is
his wife. On my trips to Germany I was often asked by a dealer, or racer, or celebrity,
to get an autographed picture from him. He
was always happy to oblige. He loves his
customers and his cars.
DK. Sounds like enthusiasm to me.
Kurt, thanks so much.
Notes
I have received several comments about
recent issues. A number of them pertain to
case refinishing and will be included in the
next issue, when Bill Doyle and I continue
this discussion.
I thought you might enjoy this excerpt
from a letter sent by John Kent of the Philadelphia area about Sig Mayerlen.
"I wanted to let you know how much I
enjoyed your recent article in the Registy
about Siggy. I first met him in the late '50's
at one of the Parades. When I worked at
Sebring in the '60's with the Porsche Club
group out of Orlando. I would see him in
the garage or Porsche pits during practice.
Sigmund was a great friend to owners
and your piece provided much additional .
insight into his efforts. When I was attempting to put AC into my 356C, I wrote to Siggy
at Brumos and received a several page reply with facts and pitfalls."
Index
E
ven the most knowledgeable
Porsche historians are unaware
that CD players were offered as
Most audiophiles don't know that in the
early 19604 the Dutch company Philips had
invented not only the compact cassette, but
had also developed CD players virtually identical to what is available today Unfortunately,
the idea was suppressed for two decades by
the evil recording industry cartel, which had
invested heavily in Brazilian vinyltree plantations. Porsche delivered a limited number
of CD players as an uncatalogued option,
Sonderwunsch-Nr. 3.14159. I just happen to
have a 356 with a factory CD player, and a
copy of the confirming Kardex.
If you believe me so far, let me mention
in passing a special offer from my company,
GYPCO, for all Registry readers: we will rebuild your Carrera four-cam engine in two
weeks using NOS parts for only $2995. See
classifieds for the location of our highly
mobile workshop, and keep those Carrera
engines coming, folks.
OK, so we didn't fool anybody. But I do
have a CD player in my 356, and it works
through t h e stock original-equipment
Blaupunk Frankfurt US pushbutton radio.
Honest. And it doesn't sound half bad, if you
don't mind the stunning spatial presence of
monaural hi-fi through easily-overdriven
antique speakers.
And now you, too, can make your 6 or
12 Volt Blaupunkt do double duty as an amplifier for a CD player. Absolutely no modifications of the radio are required; no soldering, rewiring, cutting, pasting, or folding.
T h e key is a DIN socket on the back of
the radio or on the separate amplifier box if
so equipped. This socket is usually covered
by a translucent plastic cap, and was intended
to take input from a monaural reel-to-reel
tape player. (Which begs the question, where
are you supposed to mount a reel-to-reel
player in a 356?) The exact number of connections, and how they were assigned, seems
to vary from model to model. Pull the cap
out and look into the end; you will see two
metal pins, actually a sort a staple. In my
case (a Blaupunkt Frankfurt US) these constitute a jumper between pins 1 and 2 of the
socket. The unamplified radio signal passes
from 1 to 2 and then to the amp section.
In my case, all I have to do is to break
the jumper connection (but that is already
accomplished by pulling the plastic cap), put
i
TeC h
' fClj I q
e
New Tech for Old Rcrdios:
A CD Player
for your 356
a CD signal input into pin 2, and the CD
ground onto the appropriate pin - in this
case, pin 4. You may have to experiment a
little with some small probes to see which
pins will work for you.
The parts required cost less than $10.In
a couple of hours, you can have a small portable CD player in your 356. And you can
remove it and restore everything to concours
in about 5 seconds.
PARTS LIST
6 pin, 240 degree DIN plug (Dowpart
11-00442, GC Electronics 33-9562 or equivalent); check your radio, you may have a different plug configuration.
Chassis mount 1/4" phono jack (monaural) ("standard closed"; Dowpart 11-00510
or equivalent)
.1/4" mono phono plug to RCA female
jack connector (GC Electronics 30-500 or
equivalent)
Three-conductor wire
Small gadget box or other container
to mount phono jack
You will also need a small soldering iron.
Forget trying to use one of those pistol-grip
things; save that for exhaust system repairs
or scraping paint. Get a good pencil-tip soldering iron. The pins on the DIN plug quickly
conduct heat to the plastic part and melt
their way to freedom. Then you have to run
out and get another DIN plug. (Maybe you
should buy two while you're at the store;
they're cheap and you probably need to practice soldering).
Disassemble the DIN plug. Note how everything fits so you can put it back together.
Tin the wires. Make sure they fit in the pins
on the DIN connector. Solder wires to pins
356 Registry
30
1,2, and 4 (or as appropriate for your unit)
of the DIN plug.
Reassemble the plug.
Drill holes in the gadget box or container; one to take the three-conductor wire,
the other to take the 1/4" phono jack.
Pass the end of the wire through the
hole in the gadget box. Consider tying; knot
inside the box to act as a strain relief.
Now, check for which solder lug is
which on the phono jack. We want to recreate that jumper using the wires from pins 1
and 2. But when a phono plug is inserted, we
want that connection to be broken. That's
why we needed to buy a "standard closed"
jack; without a plug, a spring contact establishes the jumper connection. We want the
tip of the plug to break the jumper and make
contact with the wire from pin 2, and the
body of the plug to contact the wire from
pin 4.
Your CD player probably came with a
cable consisting of a mini phono plug on one
end and two male RCA plugs on the other.
Insert that cable between the "audio out"
mini jack on the CD player and the Y connector. The Y connector also takes the two
stereo signals and combines them into a single
mono signal. Put everything together neatly,
and you're ready to go.
You can leave the DIN plug connected
to the radio. As long as there is no 1/4"
phono plug making contact with the jack,
the radio will play as before. But when the
plug is inserted, the jumper is broken. (You
may still hear an unamplified radio signal,
very faintly). Start your CD player and you
will at last experience the full richness of
your neolithic monaural radio blasting music of your choice through the huge 6-inch
speakers.
Don't be surprised if you hear lots of
distortion at high volume. Many old speakers just can't reproduce the volume and frequency made available by the CD. If you
have recommendations for better speakers,
I'd be interested in hearing them (the recommendations, not the speakers; don't send
me speakers).
One more item-that DIN socket on the
back of many early Blaupunkt radios also
contains a pin that provides +6 (or +12) Volts
to activate a power antenna motor. If you
envy 911 owners, who have the dubious
privilege of replacing broken power antennas every so often, you can now be just like
the owners of the most modern Porsches.
Volume 20, Number 1
*
Index
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1
Index
T h e 100.000 Mile
B a d g e saga, Part Ill
DUU
Gummow photo
Editor's note: I did not intend that
Bob Gummow's100,000 Km badge story two
issues ago should become a scandal, but as
pointed out in this letter from Ed Venegas,
there exist some very real dangers to unwary collectors. This badge is only one of a
number of memorabilia pieces that have
been reproduced, and I believe Ed sums up
theproblem very well in apostscript to his
letter:
4.. This case clearly illustrates theproblem 356 enthusiasts face when we encourage and support the reproduction of vintage memorabilia (as opposed to 356 mechanical and trim parts). I j this trend continues, I can see great potential for misrepresentation and/or fraud which will hurt
present and future members of the Registry. I hope this letter contributes to a meaningful dialogueamong members regarding
this controversialpractice."
T
Ed Morris Photos
he 100,000 Km badge Ken
Daugherty mentioned in his recent letter to the Registryonly
describes the first reproduction of this historic badge. A more recent European counterfeit has surfaced which Registry members should be aware of. A little history may
be helpful.
The late Bud West reproduced the
100,000Km badge more than 13 years ago. It
was advertised in the 356Registrx fully disclosed as a reproduction and sold for only
$20. At the time some original 356 owners,
like Bob Gummow and Mike Robbins, objected to its manufacture because they felt
it devalued the factory badge they had
earned through original ownership and driving merit. Nevertheless, their voices did not
prevail. But as Daugherty pointed out, the
early repros are, at least, easy to detect.
In 1992/1993, a more authentic looking 100,000Km badge was reproduced in Europe. I saw an early prototype at the 1992
Top to bottom:Bob Gummow's
original badge, the recent European
reproduction, the early '80's repro
attributed to Bud West et al, the
back of the European repro showing
the pebbled surface. Some of these
later badges are reported to
include the maker's logo.
356 Registry
32
Volume 20, Number 1
356 International Meet in Wurzburg (Germany) where a vendor was taking orders
for future delivery at $100 apiece. One year
later, at the 1993 356 International Meet in
France, two Bay Area 356 Registry members
bought the reproduction 100,000 Km badge
from a German national attending the event.
The selling price was $125. Although these
European repro badges are more faithful to
the originals, two obvious differences remain.
In the repro, the rectangular box with
the Porsche script is maroon-colored. As I
recall from examining Bob Gummow's badge,
his original has a more vibrant red color.
The factory continued to send 100,000 Km
through the late sixties and even some early
911/912 owners received them. Perhaps later
factory issues had a maroon color, which
could have been inadvertently copied in the
current European reproduction. However
this area appears red in Gummow's 1963issued badge. Even Bud West's earlier repro
is more accurate in this regard. Additionally, the repro's back has a grainy surface,
typical of some badges currently made in
Germany The original has a smooth surface.
It is true that most of the reproductions do
not have the Fritz Reu & Co. marking. However, I have seen a recent version of the
European reproduction with this logo on the
back.
In 1992, ads began appearing i n
Hemmings and Excellence advertising "NOS,
Never Installedn 100,000 Km badges for $250.
Also listed was an "exceiient usedn badge
for $200. These ads continued to be placed
for several years (e.g. Excellence/June '93
issue). The mysterious seller hailed from
Manhattan Beach, CA. He conveniently used
a P.O. Box and never provided his telephone
number. His early ads and correspondence
mentioned that a relative had found four
left-over "NOS" badges at the Porsche factory. In subsequent ads, he added a "NOS"
Nurburgring badge (James Dean's Spyder had
one on its side) for $350. If original, all of
these badges would have been very valuable. Unfortunately, they are reproductions
-a fact never admitted, or disclosed, by the
seller.
I have seen several copies of these
"NOS" 100,000 Km badges. It is the same as
the prototype I saw in Germany in 1992 and
Index
the reproduction two Registry members purchased in France in 1993. Some of the counterfeits even have a manufacturer's name
in the back, others don't. However, both have
a similar grainy surface (golf ball-like) on
the rear surface. I have also compared the
"NOS" Nurburgring to a vintage original.
Without a doubt, this is also a reproduction. 1 have personally met at least 20 unsuspecting 356 owners who purchased one
or more of the "four" NOS 100,000Km badges
from the same Manhattan Beach supplier. I
am also aware of an otherwise knowledgeable 356 parts vendor who bought several
badges, after he was assured that these were
absolutely the last NOS left on the planet!
We should all be offended that someone has misrepresented these badges as
"NOSnand original. In total, this fraud has
cost enthusiasts many thousands of dollars.
Perhaps more importantly, it has also damaged the exclusivity and authentic value of
the original 100,000Km badges, which were
earned by pioneers of the early rigors and
joys of 356 motoring. Hopefully, this "sagan
will help us rethink the questionable practice of reproducing vintage memorabilia.
Undoubtedly, there are many members
like Mr. Daugherty who believe it is a good
idea "to (re)produce a piece of Porsche history that the average 356 owner could own
and enjoyv.I respectfully disagree. I believe
it devalues the original artifacts and does
an injustice to the legitimate owners of authentic memorabilia. Also, as illustrated in
this example, it often leads to fraudulent
misrepresentation in the marketplace.
Today, earlier reproductions of fitted
leather luggage (not the Campbell reproduction) and leather key fobs (not the Singer
or Eads reproductions) are being passed off
as "originalsn. In the future, we will face a
similar problem with reproduction Rudge
hammers, glycerin bottles, Messko Hauser
tags, "PorschenContinental fan belts, dealer
"original" window stickers, Castrol Oil engine clip-ons, etc. By then, however, we
might not have great old timers like Bob
Gummow and Mike Robbins around to set
us straight! We should pause before rushing
headlong into this brave new world of imitation nostalgia. I hope this letter contributes to an honest and meaningful discussion of the pros & cons in the reproduction
of historic 356 memorabilia.
Bduardo Venegas
Cork?Madera, Calzfornia
A 356 Wins the AACA "S.F. EdgenTrophy
A
t its annual convention in
Philadelphia in February, the
Antique Automobile Club of
America presented its S.F. Edge trophy for
the outstanding restoration of the year of a
foreign-made auto, entered in a national
meet. The award went to Dennis Frick and
his blue 1958 coupe. Dennis sent along some
information on the organization, the award,
and the competition:
The AACA holds both local and national events during the year, and perhaps
a dozen restored foreign cars are chosen as
finalists from the hundreds shown at the
national level.
I1
The award was established in 1956 by
Mrs. S. F. Edge in memory of her husband,
who was known as the "father of the British motor industry."
Writes Dennis, "As you can see, this is
the first time Porsche has won. In the competition there are always Gull Wings and
Rolls, Bentleys and big engine Jags, perhaps
more elegant, certainly more powerful. If
there is any angle to the explanation of the
win, it is perhaps the purity of design that
made the car a candidate in the first place."
Congratulations to Dennis and the staff
at German Classic Cars.
A COMPLETE SPORTS CAR REPAIR F A C I L I T Y ~
Offering Professional Service for Your Vintage or Performance Sports Car
356 Registry
From
99
May / June 1996
Index
I
Vic and "
Barbara
Skirmants
"
UI.
b?,
-
-
1994 SCCA
G-Pmductibn
The New Gasand Your Car
Duane Spencer
I
street
Vintage Race
SCCA EPIGP
Race axle Shafts
*Velocity Stacks *Venturir
356 Enterprises
27244 Ryan Rd. Warren, MI 48092
(810) 575-9544 (810) 558-3616 fax
Technical Training
Technical Training Schools are back again.
Training by the experts for 91 1,914 and 356.
Engine overhaul classes, tune-up classes and
transmissionoverhaul classes taught by Jerry
Woods, Clark Anderson and Bruce Anderson.
1996 Class Schedule
91 1 Engine Overhaul Classes
GsamQQ.
July 16-19
October 15-18
911 Tune-up Classes
Cost $150.
October 19
July 20
356 Engine Overhaul Class
Cost $500.
August 28 30
-
356 Tune-up Class
Cost $150.
August 31
Transmission Classes
Cost $400.
October 21 and 22
For information call, write or fax
Bruce Anderson
1485 Yukon Drive,
Sunnyvale, CA 94087 USA.
Phone 4081737-0122 or Fax 4081733-3694
n February of this year I received
a brochure from Chevron explain
ing the California Phase 2 Reformulated Gasoline (Phase 2 RFG), to be sold
throughout the state by June 1st. The brochure explains why and how the new gas
was developed and what it will mean in
terms of reducing emissions of ozone, CO,
N02, sulfur dioxide and particulates from
the combustion process. They estimate that
using this new gas will result in a 15% reduction in emissions overnight, and state
that no other single change could make such
a large difference in emission control. Very
impressive!
Toward the back of the brochure, however, a few "consequences" were mentioned,
especially for older vehicles. These were fuel
system leaks and fire hazards, which immediately raised my interest and prompted
me to call the 800 number provided. I spoke
with a representative named Cheryl who
filled me in on some of the testing the California Air Resources Board (CARB) and
Chevron had done in the past year. I was
especially surprised to hear that San Diego
and LA counties had been the guinea pigs
for this new fuel at selected Chevron dealers in January, 1995. Now I know why I noticed a change in the exhaust smell from
my '65 sunroof daily driver. Cheryl explained
she was not a chemical engineer and did
not know all the details of the new Phase 2
fuel, but would send a Chevron technical
bulletin. Here, briefly, are the highlights
from the bulletin and how the fuel might
affect our 356s.
Testing
CARB set up a test program of 829 vehicles in eight government and private
fleets, fueling them with one formulation
of Phase 2 RFG for six months. An additional
637 vehicles in the same fleets were run on
conventional fuel. CARB's conclusion was
that Phase 2 "performed as well as conventional fuel in terms of driveability, starting, idling, acceleration, power and safety."
Chevron also ran their own tests involving
two matched sets of 115 privately owned
vehicles, one using Phase 2, the other conventional fuel. Test length was not stated.
356 Registry
34
Volume 20, Number 1
Both the CARB and Chevron test programs reveal a statistically higher percentage of fuel leaks in the older (pre-1991) and
higher-mileage vehicles. Chevron says the
elastomers (seals, O-rings and hoses) made
from natural and synthetic rubber were the
source of the leaks. Changes in fuel composition can cause these elastomers to swell
or shrink, and if they are old and hardened,
having already lost their elasticity, they will
leak. No fires were reported in either of the
test programs and there were no details
about the severity of the leaks that developed, but clearly the possibility of a fire
was present.
I called Cheryl back and asked specifically about the cork gasket used in the fuel
cock under the 356 gas tank. I have experienced a slight leak at that point in my Roadster. She said several 1960s-vintage VW bugs
had been in the test fleet with no leakage
reported at that point, only in the elastomers. The Chevron bulletin states "It is
not certain that California Phase 2 RFG will
cause any incremental elastomer failures.
However, in light of the fact that Chevron's
testing indicated a potential problem, we
believe our customers deserve to be informed, enabling them to make their own
decisions based on all the information available." How about that? A company with a
heart and concern for its customers!
There is not much of a decision to be
made, however, since all refineries will be
making the new fuel. The only choice is
whether to replace all of your seals, hoses
and O-rings now or fix a leak after it develops. I have not noticed any new fuel leaks
in my '65 coupe. The engine was rebuilt in
1993 with all new fuel lines and rebuilt
carbs and now has over 30,000 miles on it.
Fuel Economy
Chevron states the new gas contains
about 1% less energy per gallon, which
roughly translates to 1%less mileage. I have
observed the difference is greater than that,
especially driving around town, although
highway mileage in the '65 remains about
28-30 m.p.g. at a steady 80 m.p.h.
Adding oxygen to gasoline also decreases mileage because oxygenates contain
less energy than non-oxygenated fuels. Compared to non-oxygenated "summer" gas, mileage with Phase 2 RFG may be about 3%lower.
Chevron's bulletin states that since the new
Index
fuel will be introduced at the end of
California's winter season, (oxygenated fuel)
customers will probably not experience any
further decrease in fuel mileage.
Cold Starting
The bulletin discusses the lower Reid
Vapor Pressure of the new fuel and the fact
that it does not ignite as easily in cold
weather. CARB regulations require terminals
and retail stations be converted back to lowvapor pressure fuels by April 1st in southern California and May 1st in the north.
During the transition period, low vapor pressure fuel on a cold day might cause slow
starts, hesitation or stalling during warmup in some vehicles.
Safety
The Chevron bulletin goes on to discuss fuel handling of the new Phase 2 RFG,
which may present an increased hazard due
to higher flammability in a container when
stored in cold weather (around 25') at sea
level. A full container is much safer than a
partially-full one, due to the small vapor/
air space. With Methyl Tertiary Butyl Ether
(MTBE) as the primary oxygenate in
Chevron's new fuels, safe handling is also
an issue. The company states "Chevron is
not aware of any research which indicates
gas formulated with MTBE presents a greater
hazard or needs to be handled differently
than gasoline without MTBE." Maybe so, but
if you are working on your carbs and get
fuel on your hands, wash right away.
Economics
One thing Chevron did not discuss in
the brochure was the cost, but a couple of
articles in recent Los Angeles Times have
indicated the new Phase 2 RFG will cost
more. Actually, it has already happened!
Since February fuel costs at Chevron stations have risen by 10 to 15 cents per gallon.' I use premium (92 octane) and at this
writing (march 24th) my local station is up
to $1.50 a gallon. It's hard to say how much
of this increase is just a normal summer
adjustment or caused by the phase-in of the
RFG fuels. Thank God Porsches get good
mileage!
For those in the rest of the country,
your time will come soon, as the Federal
Clean Air Act mandates will require that
you, too, will be buying, using and loving
the new Phase 2 RFG gasolines. Since many
refineries are located in California, I imagine in a few months all of the western states
will be using RFG simply because that is all
that will be available.
Obviously, the long term effects of using this fuel in our engines is totally unknown, so whether valves, guides, rings and
other important parts will be affected cannot be predicted. All we can do is use it and
see if things wear out quicker than they
normally would.
The purpose of this article is to make
356 owners, especially Californians, aware
that the new fuel is here and may cause
leaks in their car's fuel system. Be aware
and be prepared before you start out to the
next event at Pismo, Monterey or wherever.
Have fun!
Chevron has published a Technical
Bulletin that describes the new fuel. A free
copy is available by calling 800-962-1223.
*Editor'snote:Recent news reports indicategaspricesare at a 12-year bigbfor a
number of reasons. Refineries bave slasbed
inventories tbis spring, just as demand is
increasingfor tbe summer driving season.
An unusually severe winter funneled a
greater amount of crude toward beating oil
and recent refinery explosions contributed
to tbe depletion of gas stocks. A 27%increase
in tbe price of crude stocks is also affecting
pump prices.
National average gas prices climbed
more tban a nickel to $1.18 a gallon in
Marcb, yet adjusted for inflation, gas costs
just over b a y wbat it did in 1980. US.demandforgasoline increasesat a bout2%per
yeat; and analystssayprices will climb considerably before motorists start complaining in earnest. Don't look for prices to go
down anytime soon.
Different oil companies use eitber of
two oxygenates in tbeir wintergas. MTBE is
a petroleum product, tbe obvious cboicefor
a company wbose business is buying, selling and refining oil. In tbe Midwest, Etbanol, derived from corn or grain is prevalent. My experience witb ethanol indicates
some of tbe worstproblemsbave more to do
storage tban witb driving.
Etbanol may react witb any water
present in tbe gas to cause "phaseseparation: wbere tbe watet; normally in suspension, drops out to a puddle" tbe bottom of
tbe tank. In a stored car tbat may mean
standing water in constant contact witb tbe
tank metalfor montbs at a time.
Iwelcome your commentsahut maintenance, driving and storage of vebicles using tbe new gas formulations. &
356 Registry
35
May 1 J u n e 1996
THE
MOOD
5038352300
FAX 503 835 4000
13851 Eola Village Road
McMlnnville OR 97128
Index
F
rom the many calls the Maestro
gets from Mystified, Problemplagued Gentle 356/912 Porsche
Owners Out There, he's found some Truths
to be Self-Evident: Some Porsche Problems
are really Eternal Themes, running not only
throughout the breed but continuous
through Time too.
Meaning: many problems are repeated.
Some of the SAME things happen Over and
Over-things that can affect YOU personally, especially ifin you remember that he
who forgets History is doomed to repeat it.
Like Third Grade. In the Primordial Jungle
of Life, Them that couldn't, died. Them that
could did. Nowadays, them that can't, get
guvmnt grants.
Anyhow, the Maestro's found a few
Problems that repeat-that have or WILL
happen to ALL 356 Owners. Take, for example, the stomach-turning feeling you get
when you finally start up your beloved
Porsche 356 or 912 or 911 or most any Stickshift car or truck. 'Specially those stored for
the winter, or year, or two or three years or
Decades.
First, your beloved beastie actually
starts! And runs. Pretty well in fact. You
congratulate yourself on your Superior
knowledge of Proper Winter Automotive
Storage Procedure, and prepare for the Victorious Roll-Out down the driveway.
Your friends and neighbors, alerted by
the sensuous sound of a horizonally-opposed,
Balanced & Blueprinted, 4-cylinder Porsche
starting, gather 'round to see what stirred
their souls so.
You've got your 15 minutes of fame,
right here in River City, and you're about to
enjoy it. The Spotlight lands on you. You rev
that beautiful little four-banger up. Sounds
Real Good. No stuck valves. No Smoke. Great!
Expertly, you put your foot on the
clutch, and push it to the floor. Your right
hand reaches for the gearshifter, which falls
readily to hand. You confidentially move the
shifter towards First Gear.
SCREEECHHHHHHHHH!!!!!!!!
CLAAASSSSHHHHH!!! And that Stomach-turning feeling hits!
"WHAT THE HELL WAS THAT?,"you cry.
"Sure sounds like the terrible GNASHING
sound of non-meshing gear teeth not meshing!" say your neighbors, Greek-Chorus like.
You can't get your baby into First Gear!
You try again, more carefully. And again:
SCREEECH!!!
The neighbors, in Perfect Unisyn give
Clearance
out a Synchronized Gasp, and cringe painfully at the Banshee-like sound from your
Transmission. Maybe your Perfect Winter
Storage Technique isn't so perfect.
So, now what do you do? You've embarrassed yourself in front of thousands of
your closest friends. Your reputation as an
Ace Porsche Mechanic is in peril. Is it time
for the poison pills?
You might try shutting the engine off.
Then putting the Trans into First Gear. It
goes in just fine, thank you-with the engine OFF! Such a satisfying snick.
So, with the clutch down and the trans
in First Gear, you again try to start the engine. The car lurches forward-this time to-
"You can't get your baby into First
Gear! You try again, more carefully
And again: SCREEECH!"
wards the garage wall and/or the Hot Water Heater. Expertly, egged on by Adrenaline, you stop it before you get there.
Now whaddya do? Do you get out of
your car, scratch your head (or other part
of your anatomy), and show the assembled
multitude that you haven't a Clue about
what might be wrong? What IS the Problem? And, with the Maestro's technique,
what can you do right THERE, in the Driver's
seat to FIX the problem?
The problem is the Clutch Disk is
RUSTED to the Flywheel (and/or the Pressure Plate). Many months of high humidity
causes iron to turn to rust. (Fe+02= RUST!)
The rust latches onto the Clutch Disk, and
it never comes loose from the flywheel!
As you might suspect, this problem is
VERY common in the Northeast and Midwest area, and even happens in Sunny California. Hell, it happens EVERYWHERE, given
enough lack of use.
Like just last week, when a Customer-
356 Registry
36
Volume 20, Number 1
to-be called the Maestro to see ifin he (the
Maestro) might want to make a house call
on a '63 Super-90 that had just been fired
up after almost a year Off The Road. It fired
up pretty well, even running on Three Cylinders (that's right, THREE cylinders). But
when the Owner tried to back the car out
of t h e garage, he got t h e Standard
SCREEEEEECHHH before he got in Reverse.
And ran to the phone to call the Maestro.
The thought of a Super-90 running on
three cylinders always brings tears to the
Maestro's eyes. That's a situation that MUST
be quickly remedied! And remedied it was
that evening, with the Maestro appearing,
apparition-like in a ghastly ghostly toolladen Shevroley Peek-up
The Owner fired the engine up, and
sho' 'nough it was a 3-cylinder 356. The
Maestro's hand went to the Idle Mixture
screw of "1 cylinder (Right Front). He
screwed the mixture screw in a bit. The
engine dropped its already low RPM a dangerous amount, proving that that cylinder
WAS working. The Maestro backed the idle
mixture screw out a bit. The engine revved
up a bit, coming back to a pretty nice threecylinder idle.
The Maestro went to the idle mixture
screw of 2' and turned. Nothing happened.
He screwed it in a little more. Still Nothing.
He screwed it in ALLL THE WAY! Still nothing. Good. He'd found the bad cylinder.
So, he turned '2's idle mixture screw
out a turn and a half or so. Still nothing
happened, which was what the Maestro
expected. The Maestro then pulled '2's spark
plug wire off. Well, actually, he tried to pull
the plug wire off. 2' plug had a VW end on
it, making it difficult to remove. (As opposed
to Original Porsche Ends that have a "knob"
on the top of the wire so you CAN pull it
off with Noooooo Problem!).
In this case, he finally got the VW plug
wire off, and using his X-ray vision, held
the wire end about a quarter inch away
from the spark plug, forcing the spark to
arc through the air to the plug.
SUDDENLY, 2' Cylinder came back to
life- with a big belch of blue smoke out the
back! Now it's running on all four. Holding
'2's plug wire jusssstttt right, the Maestro
adjusts the mixture screwwith his other
hand. Gets it just right, revs up the engine.
Heap Big Clouds of Blue smoke belch
out tail pipes. Hummh, thinks the Maestro,
sure seems like bad guides or rings. So he
flips up the top of the flip-top oil breather
Index
can. No smoke come out. No Blowby. Rings
OK. Still mucho Blue smoke out back though.
Look like heap bad valve guides. Not rings.
"That's amazing Maestro," he says in
reverent tones. "You got it running on all
four!"
"Yes," said the Maestro modestly. "And
it looks like you may have bad valve guides
that allowed enough oil through to foul "2
spark plug."
After a few minutes, "2 plug heated
up enough to burn off the baddies, so the
Maestro could put the plug wire back on
the plug and have it continue to fire.
(Strange isn't it, that pulling a plug wire
OFF and holding it a quarter-inch away can
bring a fouled plug to life, but putting the
wire back ON the plug will kill it! Klick &
Klack of NPR explained why that is, but
the Maestro missed that show.)
So, with the engine warmed up and
running well the Maestro got in the Driver's
seat and turned it off. OFF? Yes, off.
Then, he put it in First Gear, with the
Clutch down, the Emergency brake. With his
Right Foot pressing hard on the brake pedal,
the Maestro turned the key to "start".
T h e
M a e s t r o
Presents
Now, normally, 90+%of the time, the
356 will try to lurch forward, but can'tstopped by the Emergency & Service brakes,
and the clutch breaks free, neat as can be!
(And that's the Secret: Transmission in
First Gear, left foot pushing the clutch
"down" all the way, right foot pressing
heavily on brake pedal. Turn the key to
"start".)
THIS time, the car tried to lurch forward, but the Clutch didn't break free. He
tried again. The Clutch was still stuck. He
tried Reverse. The car lurched backward. No
Joy. He alternated between First and Reverse.
The clutch still wouldn't break free!
The Maestro got out of t h e car,
scratched his ah, head, and said to the assembled multitude- "guess we're gonna have
to use 12 volts" The Owner agreed, somewhat reluctantly.
The 356 was pushed out of the garage,
next to a 12-Volt Taurus, Three of the four
Heavy-Duty Jumper Cables were attached,
from Negative (-)of the Taurus to Negative
(-)of the Porsche. And from Positive (+) of
the Porsche to,... nothing. That was the
Fourth cable and it was left unattached.
2
WP Researdr
A
1
The Maestro once again entered the 356.
All eyes and The Spotlight were upon him
as he gave the commands. Quickly he put
the Gearshifter into First, the clutch "down"
and his right foot on the Brake. His hand
reached for the key.
"Ready," he said. "Let me turn it over
first, then make that last Jumper Cable connection.
The Maestro turned the switch to start.
The 356 lurched forward a little. The Maestro signaled that the Fourth Cable be attached. And Quickly it was. Like Testosterone, 12 volts gave the 356's Starter a much
stronger urge to lurch. But still not enough
to free the Clutch!
The Maestro put the Trans into Reverse
and hit the key again. Big rearward Lurch.
Into first. Big forward Lurch. Into reverse,
big backward Lurch- and then the engine
started cranking over and STARTED!
The clutch had finally broken free of
the flywheel, and was working once again,
doing its job and separating the engine and
transmission! So when the clutch broke free,
the starter could crank the engine over like
normal, which it did. And being fed then
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Complete with Check Valves, Etc. ............................. INQUIRE
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Rod Bearingsm, All Sizes Available ..............................
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Main Bearings, STD O.D. All Sizes Available ...................INQUIRE
Main Bearings, Align Bore, Some Sizes In Stock .............INQUIRE
Cases Available .........................................................INQUIRE
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Rods, New & Used Available -New 912 Rods, Set ...........INQUIRE
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Heads, 356AIBIC1912 Super-90 Heads Available ............INQUIRE
Valves, Intake, 356A'B, Or C/912 Per Set Of 4 ................INQUIRE
Valves, Exhaust, 356WSuper-90, Per Set Of 4 .............INQUIRE
Valves, Exhaust, ClSCl912 Sodium Filled1Set of 4 ........INQUIRE
1.OMM Cylinder Base Gaskets ....................................... INQUIRE
Flywheel Nut (The Good Onel) ....................................... INQUIRE
Clutch Pressure Plate 180mm, 200mm "C"912 ..............INQUIRE
Clutch Disk 180mm 200mm ClSCl912 ...................OEM INQUIRE
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Also Available: 2-Piece Case Engines, Super 90's. C's and SC's, 912's, Supers,
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356 Registry
37
May / June 1996
Index
?ngine back to life. We'll repair the cracks~wofl
bearing webs, stripped bolt holes-you name it
leads, cranks, internal components too. If it's th
'ight engine for your car, we're the right shop fo
your job. And we can supply the correct
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a409 Seclusion Road,
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AUTO RESTORATION
356 and 911
- Show quality painting.
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Engine and trans. rebuilding.
Interior installation.
Carslparts bought and sold
Large used parts inventory
Appraisals and pre-purchase inspections.
Same location since 1976
Visitors welcome1
1360 GLADYS AVENUE
LONG BEACH, CA 90804
Tel. (310) 439-3333
Fax (310) 439-3956
by 12 Volts, started up REAL FAST!
The Maestro signaled the Owner to remove the battery cables, which the owner
quickly did. The Maestro backed the 356
down the driveway, confidently put it in
First Gear, and drive off down the road,
around the cul de sac and back to the now
really amazed ownet The Maestro pulled
into the garage, left it running and got out.
"There you go. It'll work OK now. If
the Clutch ever again rusts to the Flywheel,
just follow this procedure: Key off. Emergency brake on. In First Gear. Clutch pushed
all the way 'down'. Right foot pressing hard
on service brakes. Turn key to 'start'. Clutch
will break free. Eventually. Sometimes it
requires 12 volts. Fill the tank with Supreme
and bring it in for a tuneup and you can
start Summer driving again!"
The guy did just that, brought in the
356 the next week for a tune-up. So, after
changing the oil, resetting the too-tight
valves, replacing the fouled plugs, joyously
removing the VW plug ends and putting on
Porsche Wires, adjusting the Timing and
Carbs, the Maestro had another Super-90
running as well as it could. Still smoking
from the worn guides/valves, but 'twill
serve till overhaul Time.
PART 2,
Another Thing you should Know:
Two weeks later, the Owner of the
same Super-90 called the Maestro in a bit of
a pique. Seems as though the owner's Teenage son, as sweet as he could be, was a-drivin'
the 356 when the car just "stopped". Couldn't
get it running. Had to be towed back home.
And nothing the owner did could get it running again.
"So, how did it die?" asked the Maestro, always the forensic pathologist. "Did it
die suddenly like you turned the key off, or
did it sputter, gasping and wheezing and
backfiring to the side of the road?"
"My son said it sputtered to a stop
slowly." said the Owner.
"Sounds like a fuel problem," said the
Maestro. Maybe something simple like a fuel
pump. Uh, don't get me wrong, but professionally, I have to ask this question- is there
gas in it?"
"YES, said the Owner, a little indignantly My son had just filled it up.
"OK," said the Maestro. I'll come over
after work."
The Maestro arrived complete with a
1-gallon can of fresh gas, a new fuel pump,
356 Registry
38
Volume 20, Number 1
an old but working fuel pump with two long
gas lines attached to feed fresh gas from
the 1-gallon fuel tank directly to the carburetors. His mini gas station.
He also had a new coil, .050 distributor, new plugs, and his holstered Timing
Light/Laser Disintegrator on his belt, just
in case. Turned out he didn't need all that.
The Maestro removed the wire mesh
air filter of the Right Hand Solex, unscrewed
the top of his one-Gallon gas can, poured a
capful of gas into the cap, and dumped half
the capful into each throat of the Solex.
The Maestro asked the Owner to crank
it over. He did. The Maestro floored the
throttle linkage. The Super-90 coughed to
life. The Maestro pumped the throttle linkage vigorously The engine died. The Maestro put another half a capful into each
throat. And ordered the owner to crank. The
engine fired up and ran a little longer. The
Maestro tried a third time. No go. So he
looked into the carb throats And pumped
the accelerator. No gas squirted from the
accelerator pump nozzles. Hummh. thought
the Maestro. No gas.
The Maestro went to the driver's area
and looked up under the dash at the fuel
cock position. The handle of the rod should
normally be Vertical, meaning "onn.Allowing gasoline to go from the gas tank to the
engine. Which is a Good Thing ifin you want
the engine to run.
This time, the rod's handle was at about
30 degrees to the left of "On:or close enough
to "off" that the Maestro readjusted the rod
to a more vertical and therefore, more "on".
And went back to the engine.
The Maestro added another half a capful of gas. The owner cranked. And the engine fired, then stalled. And again. The engine fired a little longer. Again. The engine
fired a little longer, the Maestro pumping
the linkage furiously throughout. The next
time the engine ran. First on 2 cylinders,
then on three and finally on four.
Yes, Simple Solution Fans, the teenage
son's passenger had accidentally hit the
handle for the fuel cock, moving it just
enough to shut off the gas.
You, of course, can AVOID that embarrassment- when suffering a fuel starvation
problem- ALWAYS CHECK THE FUEL COCK
POSITION FIRST. Or second-right after
you've check to see ifin there's gas in the
tank ...
And:
KEEP THE 356 FAITH!
&
Index
legendary racers. He was German Hillclimb
Champion in his BMW 328 and won the 1940
Mille Miglia in a similar car. With Porsche,
his driving skills were called upon often in
the first few years. He drove in the 1952
LeMans race, Liege-Rome-Liege rally, t h e
Albany, Georgia race in 1953 and many others, including countless hours of testing at
tracks all over Europe.
Driving f o r Porsche u n d e r Von
Hanstein's direction were such notables as
Graham Hill, Stirling Moss and Dan Gurney,
who "stole away" the Baron's secretary to
be his bride.
Like other titled gentlemen involved
with the firm, Von Hanstein's personal connections afforded Porsche an advantage that
can probably never be measured. For example, "Aldy" Aldington, a BMW racer friend
farewell to a
Gentleman
Racer
B
a r o n Fritz Huschke von
Hanstein, 85, died March 6th at
his home in Stuttgart. Von
Hanstein was a central figure in the Porsche
company's history during its first two decades. With the official title of Racing Director from 1951 to 1968, he did much of
the planning, negotiating, hiring, arranging
and even driving that built an enviable competition record for the marque during that
Above: With Hermann and Kling (in car) in Mexico,
1953. This entry in the Carrera followed the factory's
first US. race in Albany. Georgia where Hanstein
drove 550-04. Right:With Peter and Ferry Porsche
time. He is remembered for his convivial,
elegant bearing and diplomatic skills, important in a time when many contracts consisted of a handshake and a verbal agreement. He was adept at making do with shoestring budgets, and closely tied to his racing responsibilities was his other job-public relations director. Long before American car manufacturers began to "Win on
Sunday, sell on Monday", Porsche was getting tremendous promotional mileage out
of their racing exploits, due in large part to
this one man's efforts.
With typical understatement, Ferry
Porsche writes in his autobiography, "...Mr.
Huschke von Hanstein, a representative for
Vespa products, then living near Hannover,
came to join us. He was very interested in
our cars and sometimes raced Porsches along
with other private drivers. We thought it
would be a good idea to sign him on at the
-
factory as public relations representative for Porsche and
also racing manager. This, through the ensuing years, proved
a wise decision, as he was very active and
totally dedicated to our interests."
The Hanstein family castle and estate
was lost to the Russians after WWII, with
no compensation. Writes the baron, "...I had
to start working. 1 decided to do so for the
Porsche family... Serving in the multiple capacities of factory driver, team manager,
photographer, press agent and public relations man was quite a job."
Quite a job, indeed, but filling the job
was a man with quite a set of credentials.
From motorcycles in the late 20's to a formula 1 drive for Auto Union in the late 30's,
von Hanstein rubbed elbows with Bernd
Rosemeyer, Hans Stuck (senior) and other
--
356 Registry
39
May / June 1996
from the pre-war days, visited Stuttgart in
1953 t o secure import rights for t h e
Aldington brothers in Great Britain. The
baron convinced Porsche finance man
Albert Prinzing and Charles Meisl, who then
held the rights, to accommodate Aldy's request. Thus AFN became the Porsche distributor and the English market began to
expand for Porsche. In many other ways,
his contributions to Porsche will probably
never be completely recognized.
The passing of Huschke von Hanstein
reminds us that there once was an era when
the term "gentleman racer" was not an oxymoron.
Gordon Maltby
&
Index
F
or high speed work along twisting roads, it is a pure delight to
handle. The lightness and quick
response of the steering allows the car to
be placed accurately and the lack of roll
allows the minimum amount of road to be
used and causes no upset to passengers. Only
when the car is pushed to limit of wheel
adhesion should it be necessary to use above
average skill. The inherent oversteering
characteristics of the car are partially responsible for the quickness of the steering
and the unwary driver could be trapped by
a sudden increase of oversteer in some
crcumstances. But as we have remarked before, for normal road use there are advantages in an oversteering car because it allows the driver to take a consistently tight
line, and in this respect the Porsche excels.
The competent owner will soon learn to
assess accurately the car's and his own limitations. The weakness which is a function
of the oversteering characteristic lies in lack
of drectional stability At high speeds the
Porsche is unduly affected b i cross winds
and by bumps in the road, and in some of
the gale force winds which we encountered
sten a
rges &
Bill Block
Cruising the
Porsche Net
while driving the car on motorways, the
vechicle would move literally feet to one
side before the driver could correct.
- an 014unidentqied magazine
T
here are no new 356 books out,
however, I have test driven the
new 356 Registry list maintained
by Robin Hansen. You need a computer with
a modem and access to the internet. I use
America On Line. Harry Pellow, Peter
Albrecht and other Registry regulars contribute regularly, Others, including VW types
are on every day The striking thing is the
immediacy of response. Instead of writing
a question, and waiting two to three months
for a reply, one frequently appears the next
day While this can be done "on line", most
of us pull in all the messages written to the
list in a "flash mail" session; simultaneously
sending messages to the list we might have
written. This usually only takes seconds to
a minute-making the average cost of a dollar a minute, and dropping, fairly cheap.
Then all the downloaded material may be
read at one's leasure. Robin Hansen runs a
Registry page, which will describe the club
and allow you, through hypertext links
I
(hence the http appellation), to link to Registry information or even casual sellers,such
as Block's Books. Clearly because of its immediacy this could replace the Reg'strywant
ads. He is even reprinting vintage articles:
at the time of this writing Robin is reprinting an article from an early Porscbe Post
(the British Porsche Cub) by Denis Jenkinson
on his experiences driving in the 50's. You
may get to the Registry page by addressing
http://www.tiac.net/users/rhansen. With
aol, at least, you can place this in something
called favorite place and only type it in once.
With hypertext you can even connect to the
KLASSE page (vide infra) or Stoddard.
Mark Albanese, the new owner of
KLASSE even runs a page (http://
www.klasse356.com) in which you can order stuff (including internet only specials)
want ads (what did I tell you) a 356 owner's
list, and a restoration manual out of Norway. And KLASSE has run quizzes on the
Registry list-I won a neat KLASSE mug and
gaskets (though I entered as a novice, to the
internet, if not Porsches).
Lynn Sheeley ([email protected]) of 720
Valleydale Ln., Knoxville, TN 37923 sent me
a copy of 356 TECHFILES, which is a distillation of technical stuff from
PORSCHEPHILES, the older and more general Porsche net list. For $5.00 he will send
you a disk of 356 related stuff - which for
reasons that escape me seem to be initially,
at least, mostly written by 912-owning computer geeks. But there is a lot of decent
information, a true deal for the money Lynn
also offers disks for other Porsches and a
portion of t h e money supports
PORSCHEPHILES.
Finally, I am told there are several hundred Porsche advertisements and there is
link site called Porscheplatz.
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356 Registry
40
Volume 20, Number 1
Index
Index
'Pre-A clip, left rear, bee hive type, high striker
with shine down light configuration. Bill Jackson. Denver, CO, M-F 9-5 303/861-0928, Fax
303/394-3707.
wood bows; T-6 sunroof tool; Speedster cloth
tire belt; A/B and 912 motors and parts. Lots
more. Call or fax for list. Bill Mitchell, Everett,
WA, 206/745-1599, Fax 206/258-9153.
"59159 'A' tool kit. All original except for Jorgs
but with nice repros. $1000 complete. 'A' full
horn ring. $150. 'C' NOS gas tank. $800. T-6/C
GT gas tank. $2500. '53 Pre-A gas tank with
Beck sender and gauge. $800. '59 front and
rear 'A' bumpers with high overriders and
guards. All original and complete. Roadster/
Convertible D black canvas top. Mint NOS with
original manufacturer's markings on plastic
back light. Ed Venegas, Corte Madera, CA,
phone/fax 415/927-9433.
'Parts: 'A' Cabriolet high striker NOS assenEer door, fits chassis "10271 thru !
61892,
644.531.004.20. $350; 'B' T-5 NOS left front
fender, '644.503.033.05. $350; early 911 NOS
driver's door "901.531.003.21 to 911.531.005.27.
$300; Shipping extra. Complete English
Christophorus collection "1-"250; partial
Christophorus collection "25 thru "178, missing "28, "29, "32. Tom Oerther, Cincinnati, OH,
513/733-3356 eve.
'Many parts, some new in boxes, for sale due
to heavy duty spring cleaning. B/C Euro heater
muffler, new. $207 (half price of new). New
ATE intake and exhaust valves also half price
of new. Many used parts from '63 S-90 sunroof
including sunroof clip. 912 crankshaft, std/
std, passed Magnaflux test. $600.912 case, excellent. $250. Call for free 4 page list. Jim
Schrager, Mishawaka, IN, 219/259-9261.
'A/B front torsion bar, Leitz luggage rack. $200.
Headlights. $35.B/C gas tank. $150.B/C bumper
overriders. $50 each. Weber carbs, early $200.
914 steering wheel. $45. F. Lanzetta, Reston,
VA, 703/435-1824 before 10 PM EST.
'Chrome wheels C/912/911, 5.S"with CN36s
mounted. $125 OBO. S-90 camber compensator
with hardware. $225 OBO. '63 engine ~611111
complete with all engine tin refinished, installed and on running stand. $1100 OBO.
Russell Ulrich, Penn Valley, CA, 916/432-2499.
'Misc. records from SC "128071. I'd be happy
to send what I have to the current owner.
Last known whereabouts of car was in the
Penn-Ohio area around '80. George Sereikas,
Basking Ridge, NJ, 201/397-8768.
"59 doors, hood, engine lid, gas tank. '63 'B'
interior door panels, rear seats and panels,
drum brakes, '60 'B' bumper, seat rails, door
mechanisms, gauges, sway bar, other misc.
parts. Fax or phone needs to Rich Ramondetta,
Glastonbury, CT, 860/633-5599.
'Original T-5 pass. seat. Great orig. condition.
$190. 912 front and rear engine sheetmetal.
$95 for both. '64 Euro fan housing. $65. Pre-A
decos (below doors), unrestored. $75. '61 Hazet
"Assistant" tool trolley (no tools). $495. Older
Intermeccanica '58 Speedster kit car, 60% assembled, includes original Speedster windshield frames, top, and misc. 356 parts. $6500
w/o 1 6 0 0 ~engine. Tom Niedernhofer,
Belleville, IL, phone/fax 618/234-5909.
'356912 parts '59 Porsche marine motor, complete and running, low hours, very rare; early
Hazet drum tool kit; 356-912 wood wheels;
Speedster and Cab tops repaired or parts; Cab
'Many stripped down parts from 356 'C'.
Chrome rims, tires, body chassis, some engine
parts. Charles Schry, P.O. Box 224, Key Largo,
FL 33037.
"55 high striker right side Sgeedster door. Never
damaged. No rust. Stamp 003. Make any offer. Complete mint condition set of Excellence
magazines #01-"62.356 NOS front wheel cylinder, upper left/lower right. Make offers.
SASE, please or phone after 4 p.m. PDT. Neil
Bettenhausen, San Diego, CA 619/538-0411.
'Uncut Pre-A heads. $400 set. 'B' crank. $350.
SC rods. $150 set. 'A' and 'C' cases. $200 each. Joe
Schum, San Diego, CA, 619/445-1324.
"53 Pre-A door. Solid, no Bondo, driver's side.
$300. Engine lid. $80. Straight. '52 engine. $250.
Case "KD'P'030813'. 16rims dated 3-53, set of
4. $500. Dave Parker, Home, WA, 206/884-3908
eve after 6 p.m. PST or weekends.
'356 tires: Michelin 165SRX, never used or
mounted, set of 5 radials stored in plastic bags,
no DOT mark. Delivery extra. Please make
offer. Chris Hamilton, Seattle, WA, 206/7200318, Fax 206/329-2977.
'Partin out 'A' sunroof '56 coupe: doors; hood;
engine 'd; top clip, complete (below windows);
rear clip; front clip; fender radius; all hardware; latches; suspension; steering;wheels; and
much more. Alan Thiel, Minneapolis, MN, 612/
922-4894 eve, 612/920-8444 day.
!I
'356 parts: 'A' tool kit, jack, Pre-A sun visor
frames, much more. Send SASE for list. Dan
Mealor, 245 Via Pucon, Palm Desert, CA 92260.
"A' oil cooler, ultrasonic cleaned and tested.
$125. Russ Jaenecke, Boulder, CO, 303/440-7028.
"61 engine serial "605550, 1 6 0 0 ~ running
,
when removed from car. Sam Magnuson,
Casper, WY, 307/237-2002 H, 307/577-9341 Ofc.
'Banjo steering wheel for 550 Spyder and preA. Needs repair. $850. NOS 'A'Carrera GT gas
tank with stra s. $2200. NOS Carrera GT
Sebring exhaust t o headers). 11200. Used factory Sebring exhaust for type 550A/RSK
356 Registry
43
May / June 1996
Spyder with headers. $1800. Make offer. Lew
Markoff, Maryland, 301/229-3713 eve/wknd.
'Halda Speedpilot -Twinmaster, Heuer stopwatches, Curta rallye calculator, old German
magazines auto related from 30s thru 60s.
Photos plus other information of VW-Porsche
dealerships from 50s and 6Os, personal factory tour photos, Volkswagen special bodies
from Europe (Rometsch, Denzel, Hebmuller,
Wendler, Dannhauer, Devin, Kellison). C.
Morley, Redondo Beach, CA ,310/371-3919, Fax
310/371-4827, E-mail: [email protected].
'Registrys Vol. 4 "1 thru Vol. 19 "3 complete.
Panoramas: Jan. '62 thru Oct. '95 complete.
Christos "50 through "100 complete. Also many
individual issues of Registrys, Panoramas,
Christos, and Gumund. Ed Morris, Walnut
Creek, CA, 510/933-1285.
356 parts: Hella 128 driving lights. $300; Talbot mirror. $150; engine grilles, coupe. $100;
front hood latch, lower. $65; sunroof headliner. $55; reflector consoles. $35. K&N air filters, new. $75;SWF B/C wiper blades, new. $25;
Porsche silk tie, blue, '60s. $50. Many new rubber items. Call. Front turn signals, pair. $200.
Shep Adkins, Los Osos, CA, 805/528-7043.
'Complete transaxle for 'B'. $1000 OBO. Izzy
Rodriguez, New York, NY, 212/586-8844.
"60 & up Roadster top and frame. In dry storage for 30 years. Best frame avail. anywhere.
Top fabric is useable but not perfect. $950. '61
Roadster trans "45936,741 series 2. BBBD gears,
$850. Tom Schwendeman 41 Bronson St., Berea,
OH.216/243-6995,614/698-5004.
"50-'56 Meisterschaften badge. Registry magazines Vol. 6 3' to present. $125 (earlier issues,
too). 'A' screw driver set (Clevinger). $175. A/B
pliers ($35/$20). Tourist tools. 'B' factory shop
manual and supplement (German). $125/set.
'58-'63 Bilstein 'ack. $75. Early '60s German auto
event badges. '42-'65 shift assy $40.'55-'57 coupe
right door, complete less trim. Very good condition. Jerry Haussler, San Mateo, CA, 415/3771213 day, 415/594-2919 eve.
'NOS 356 voltage regulators (original large
Bosch), distributor caps (flat, side mount type),
rotors and condensers. All are brand new in
Bosch boxes. Make offer. Michael Agishian,
Oakland, CA, 510/531-2158.
'Ski rack for 356 coupe, '68 AARCO (made in
Germany) with labels intact. Gutter mount
theft proof clip fittings for 2 chrome rods and
molded rubber fittings above top crosswise to
support skis in horizontal fore/aft position.
$250. Ray Buller, Evansville, IN 812/477-8606.
'Nardi steering wheel for B/C with Porsche
crest. Purchased in '72. Includes adapter hub.
Immaculate condition. $600.Erik Lessing, Colorado Springs, CO, 719/488-3556.
Index
'1600 Super engine #80520,Zenith NDIX carbs,
fresh, just rebuilt, no excuses. Nationally recognized builder. NOS shine down license plate
light. Correct wooden Speedster seat bases. 'A'
square door handles. NOS vinyl piping for seats.
Seat rails with adjuster for Speedster seat. Oil
coolers for 356.John Mueller,Bloomington,MN
612/8314880 home, 800-548-2897 work.
'1961/62 356 Normal engine "606942. Complete and running, all sheetmetal,heater boxes,
air cleaners, clutch ass'y, etc. No exhaust system. please call after 630 .m. Bob Garretson,
Cupertino, CA 408/996-8&6, fax 996-9455.
"57 Speedster Carrera replica. Professiona~~y
built, concours class winner. Signal Red/black
int., top and tonneau. 4-wheel disk brakes, 110
hp ported, polished, balanced and blueprinted
engine. All orig. 356 body trim and gauges.
Spec. sheet and photos available. $25,000OBO.
John Hill, Denver CO, 303/267-0709.
wristopnorus issues nos. 1-LUneeaea to complete my collection. Porsche books and literature. Right hand drive car, any condition. Gordon Sparkes, Sunnyvale, CA, 408/7337-2607.
'1956 or earl '57 coupe or cabriolet. John
Ketterer, 310243-9414.
'356 SC Cabriolet or sunroof coupe or late 356
Carrera 2 sunroof coupe. Some restoration O.K.
but no rusty rojects. Larry Sliglia,
Wynnewood, PA, &0/642-7653.
Wanted
'After market glass hardtop for Convertible
D/early 'B' Roadster. Good condition. $500 or
offer. Buyer pays shipping.John Klockau, Rock
Island, IL, 309/788-5583.
'356 parts: 'A' heater boxes. $100 ea.; fan housing. $50; gas tank metal straps. $20 pair; NOS
oil breather. $125;gauges. $100 ea.; black voltage regulator. $125; Speedster aluminum mirror bracket. $50;racing harness black NOS. $25;
seat raiL $20;gas tank cap. $10;'A' 3rd piece '55
and '57. $50 ea.; 'B' interior mirror break away.
$100; other parts available. Gene Schaeffer,
Austin, TX, 512/346-8855, E-mail:
[email protected].
'It's not too early to be thinking about havin your 356 featured in the iNew 1997, Old
35[Calendar, a tradition since 1978.I am lookin for photos where your original appearing
35f is part of an interesting overall scene, in
the same style as the early Factory Christo
calendars.Jerry R. Keyser, Box 937, Powell, OH
43065-0937.
'Info on '52 coupe serial number 11994; front
and rear laminated windscreens; shine down
lamp-have what I believe to be split window
shine down lamp to trade; 2 double pole lamp
sockets for beehives, small cream colored
knobs and knurled nut for wiper switch. Type
309 Porsche Super tractor, tail lamps, shop
manual, owner's manual. Wm. Block,
Metamora, MI, 810/678-3017, E-mail:
[email protected].
'356 workshop manuals and pre-A interior
parts and gauges. Marvin Lee, El Paso, TX, 915/
581-6817, Fax 915/585-7779.
'B/C after market chrome mesh headlight
covers, the type that attach to the headlight
trim ring. Not the OEM type where you drill
into the body John Tripp, Thousand Oaks, CA,
805/379-9417 message.
'Jorg "7 driver, Philips and stubby, Hazet 450
wrenches. 356 leather key fobs-Reutter,
Karmann or D'Ieteren logos. ADAC and European Porsche clubs cloisomE grille badges.
Heuer rallye dash clocks, Master Time, Monte
Carlo, Super Autavia. Vintage Rallye plates,
Panamericana, Monte Carlo, Rome-Liege, etc.
Will buy or trade for surplus items I own.
Call/fax for 3-page 356 parts list. Ed Venegas,
8 Parkview Circle, Corte Madera, CA 94925,
Phone/fax 415/927-433.
'356 tires: 3 Dunlop SP Sport 165 HR/15 used
or new O.K. but must be original equipment.
Chris Hamilton,Seattle,WA, 206/720-0318, fax
206/329-2977.
"66 Christo calendar. Factory 'P' tools. Touch
up paint. 356 Registry Vol. 1. Jorg '7, Phillips,
stubby. '56258 Christos. Factory photos. Racking team apparel. Pre-'60 literature. Key fob.
T-2 floor and tunnel mats. Bosch ignition
switch and original key or just the key. Round
accessory gas can. Schuco and Marklin toys.
Ash tray and ci arette box. Jerry Haussler, San
Mateo, CA, 4158377-1213 day, 48/594-2919 eve.
'For '51 pre-A Cab 3134: pair of front seats
(thin front cushion from early pre-A only);
rear bench seat back; steering box plate cover;
body bumpers; int, light from center wind:Id post; pair of horns (body mount style);
@.
I,' .er nose skin for body bumper car; convertible top small rear window assembly, orig.
square taillights any condition (no VW Type
I1 barn door stop lights). Tom Niedernhofer,
Belleville, IL, phone/fax 618/234-5909.
M&M Enterprises
"54 Porsche wrenches, red long handle screwdrivers,tool bag, wheel nut wrench, tire guage,
Chrome "450 Hazet wrenches, cast headlight
grilles and knurled knobs, 356C sunroof hand
tool. Gerald Miller, 3679-B Arlington Ave., Riverside, CA 92506.
I
1
NEW!
Custom painted Buragos
Match your car in a coupe
or cabriolet. $40 ea. New Burago factory issue colors this year: silver coupe,
red cabriolet, $25 ea. Add $5.00 shipping per model.
I
Kyosho Speedsters
in red or silver., ~ O Ddown $75
Include $5 shipping, USNCanada
.
CA residents add 7.75%$ales tax.
Catalog available for $2.00
nZ's YESTERDAY'S PARTS
333 E. Stuart Ave., Unit A
Redlands, CA 92374
I
nta Clara, CA 95051-6831 (400) 246-7023 1
356 Registry
44
Volume 20, Number 1
I
Manv other items available!
Call, write or fax for more info.
See our booth at the Jefferson 500
Summit Point, WV, May 17-19
Make checks payable to Wes Morrill
(US funds) C.O.D. OK
I
Index
Commercial
CORROSION FREE/true zero maintenance
battery for your Porsche. Optima 800. Totally
sealed, no fluid or gas can escape. 800 CCA. 72
month warrenty, excellent for street or track,
extremely rugged, jarring and vibration
reistant 12v$125/6v$100. f.0.b. buyer's address.
Battery master switch $10.
Chatham Motorsports
225 N Maple St. Vinton, VA 24179.
540-981-0356 (cute number eh ?)
BOOKS
Porsche Speedster, Michel Thiriar (French)$70; 356 REGISTRY PORSCHE Technical and
Restoration Guide418; 356 PORSCHE: Driving
in its Finest Form, Albrect translation-$60;
PORSCHE HIGH PERFORMANCE HANDBOOK$16; BROOKLANDS GOLD 356 52-65420;
PORSCHE 356, La Collection Classic '4415
Porsche 1948-1965, Shiffer418; PORSCHE 356
& RS SPYDERS,Maltby425 PORSCHE LEGENDS,
Leffingwell42li; PORSCHE 356 & 550, A PICTORIAL HISTORY, Rasmussen-$25; PORSCHE: 4
CAM, 4 CYLINDER SPORTS& RACING, Solinger
(reissue)$l6; 911 or 356 PERFORMANCE HAND
BOOK415 356 AUTHENTICITY First Ed.420;
Second Edition, hard bound-$20; EXCELLENCE
WAS EXPECTED465 HOW TO MAKE AN OLD
PORSCHE FLY-$17; Secrets of the Inner Circle
or A,B,Cs of Porsche 4 Cylinder Engines425
ORIGINAL PORSCHE 356428; Porsche Vinta e
Calendar, Maltby-$13 Porsche 356 New/Ofd
Calendar Keyser4 6 PORSCHE 911: Forever
youngdo; Automobile Year 43 (95-96)-$45
please include $3.00 postage.
BLOCK'S BOOKS - THE FANATIC'S CHOICE
356 and 911a specialty,also Mercedes, Ferraris,
interesting sportscars and water cooled
Porsches. 423 Hawk Hi h Hill, Metamora, MI
48455 USA, e-mail [email protected]. 810/6783017
FROM THE MAESTRO'S COLLECTION
Engines; Super YO'S, Supers, 356's, 912's, Military Industrials, 2-piece case engines.
MaestroMaster Supranormals! Transmissions,
too. 356A/B/C, including 644 and 741 Carrera
with ZF limited slip. Weber, Solex and Zenith
carbs, NEW 356B cranks. Used A/B/C/912/
Super 90 cranks. New 200mm flywheels. New
mufflers, valves, gasket sets. Piston/cylinder
sets. Engine assembly videos - 5 tape set, 10
hours, $75./set. And a 1963 Super 90 Cabriolet
POLEZEI (police) car! Is the Maestro RETIRING? Call
HCP Research
408-727-1864, fax 408-727-0951
e mail: [email protected]
Advertising deadline
for July / August issue is
June 1.
ORIGINALGERMAN SMM NUTS AND BOLTS
14mm across the flats with original forged
markings for that 100 point restoration Please
call International Mercantile
800/356-0012 or fax 619/438-1428
United
Germana
AIR-COOLED PORSHCE MECHANIC
Extensive 356 experience. Mechanical / electrical repairs. Custom engine rebuilding. Meticulous workmanship. Will assist on projects.
House calls available in the Bay Area. 911 and
912 also.
Sam Sipkins
4926 East 12th St., Oakland, CA 94601
510/533-5658
NEW FOURTH GEAR RATIO
(28/21) provides 75 m.p.h. cruising speed at
3500 r.p.m. with 70 series tires. For details call
Wayne at:
Personalized Autohaus
8645 Commerce Ave., San Di o, CA 92121
619/586-7771, Fax 619/586-1769
FROM CARQUIP
SC cranks std, std & 10/10 magnafluxed &
ground. SC heads rebuilt, "Cn heads rebuilt, S90, SC-912 heads uncut. $90 engine complete,
"C" engine complete rebuild 3000 mi. Misc.
race pistons, NPR low mileage P&C'snew rings,
Mahle SC&C P&Csnew OE, some good used. 7
gal GT alum.. fuel cells, 15 gal stock fuel cell.
B-C sunvisors, "C" 'tool kits $300 & $400, Klein
Phillips head screwdriver,"Bnhorn ring, early
Mesko gauge, S-90 carbs, Solex split shafts w/
manifolds, Pre-A Solex w/manifolds, A-steering wheel, Reutter luggage rack, S-90 bar,
Pre"An VDO gauges $200 pair (Tach Electric),
Pre A ampmeter, pre-A gas gauge electronic,
radio dash plate covers square & oval, luggage
straps new, electronic "C" tach, 356 lap belts
$24.50 ea., 356 B-C shoulder harness similar to
original $69.%,4 colors, 4-1/Zn & &1/2n chrome
wheels, new after-market make offer, 4-1/2n
fuchs alloys set of 5,4-1/2 "C"chrome wheels,
numerous early steel wheels, call for list.
Carrera I1 seats, Pre A fan shroud, BC hood
handles new, Pre A seat risers, 200mm flywheel new, 180mm fly wheel recond, P-I01
Carrera fly wheel nut tool (wrench) as new.
OE 644-4A gear (4th), ABC jacks $75 ea, "C"
brakes complete, 356 jack spurs early & late,
Pre A gauge hoods large & small. 2 speedster
hardtops, 741 "C" trans rebuilt, B-C front &
rear bumpers, guards & decos. AM/FM cassette
for 356 cars 12v needs converter correct size
& look, 741 ring & pinion good, 741 late
mainshafts, 741 late carrier housings, Coupe
"C" rear body clip good condition, "C" conv.
rear body clip rough, ABC gas tanks, front &
rear "A" repro bumpers. Tom Conway,
CarQui , 7191-B Arapahoe Rd, Boulder, CO
80303,803) 4434343. Fax: (303) 444-3715.
356 Registry
45
May 1 June 1996
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Index
Vintage
R a c i n g
"March Racing
Madness"
H
opefully by the time you read
this, the snow will be gone. ~t
has been a long and rough winter. It gave all the snowbirds a lot of time
to redo their race cars for the 1996 race
season.
R. HarrlngtonPhoto
~ oonly
t does Brett get m o r e press
coverage-he gets in Roger's column!
Here's 01' no, 51 running in t h e rain at
Moroso. Brett t o o k s e c o n d in class
t h e r e (out of 3).
The first race of our season out east
was the HSR race at Sebring, the first weekend in March. There was a very large turnout with almost 275 cars. Even though it
wasn't too long ago that the GTP cars ran,
they were the feature marque, with a good
turnout. In group 2, where the 356s run, they
also had a big crowd-how about 52 cars!
One reason they had so many cars was they
ran the groups 1 and 3 cars together. Since
the track is 3.7 miles, it allows this large
pack to run without too much of a problem.
Eric Bretzel left off where he finished
last year, at the front. He got first, Paul
Swanson was second, and third was Keith
Denahan. If YOU recall, Keith was the one
that about totaled his car last fall. He seems
to have found some extra Power over the
winter. Steve Pfeffer was right Up there battling it out, but messed up in a banzai pass
and spun.
I was running my '65
coupe; the car did
okay, but t h e
driver again suffered a lapse in
interest about the
fourth lap. I
started thinking I
had to save the
car for the following weekend
at Moroso, so I let
a few of my competitors go by.
Steve Pfeffer was
the top-finishing
356 in the three
hour enduro,
Keith Denehan
was second and
Bill Hartong and Anselmo Beretta got third.
Mark Eskuche and George Balbach got first
overall in their 2.0L 911. Mark's fast lap was
2:48.794, Bill Hartong had a 2:53.636. If my
memory serves me right, a lot of this race
was run in the rain. Even though they have
changed the track again, it is still very rough.
In turn one, if You hit the bumps wrong it
almost makes the car jump through the air
like a bunny rabbit.
Brett Johnson was running his 1300cc
'51 coupe. I didn't get a
to talk to
him after the race, but he h k e d like he
Was Out for a nice sunday stroll. He also
was running at Morose the next weekend,
so I guess he was taking it easy also.
We stayed in Flordia and went to visit
Key West during the following week. Pretty
place, but loaded with the bike people,
356 Registry
46
Volume 20, Number 1
spring break kids and of all people-George
Balbach. Yes George, I did see you from a
distance. Sorry I wasn't able to talk to you.
Hummmmm.
At SVRA's Moroso event, they had group
1running alone. Looks like Brett was doing
alright here. They only had 19 cars entered.
We didn't stay for Moroso, as the weather
didn't look good, so we headed north to the
cold. They had rain during the group 3 race.
22 cars were entered and 16 were 356s. Only
15 finished, so apparently quite a few sat
out the race. Eric Bretzel won again with
Steve Pfeffer second and my old buddy
George Balbach third. There wasn't one
drum braked car entered.
So far, James Cox and his company, Cox
Motorsports has done their homework over
this past winter and has helped Eric get off
to a good start in 1996. Mark Eskuche will
have to be burning the midnight oil getting
ready for the spring events.
The only real bad news coming out of
Moroso was that Bill Clancy flipped his '55
speedster and the only thing that wasn't
bent was the drivers door. Bill was alright,
but his wallet will be a lot thinner later
this spring.
Only two 356s were entered in the
SVRA event at Sebring,John Biggs and Terry
Wolters. This event is part of the 12 Hour
Sebring weekend. They had good weather
for a change.John, Danny and Steve Marshall
and Weldon Scrogham ran the First Unionsponsored 911 cup car in the 12 Hour. They
ended up sixth in a class of twenty Danny
and Steve are going to enter more races this
year than '95. Look for the green and white
First Union car. First Union is a bank in the
SE and Danny and Steve are trying to increase First Union's debit limit.
So, the Vintage bragging rights so far
go to the Kansas contingent and James Cox.
Let's see what happens when they visit the
Wisconsin farm lands and the home track
of the Eskuche Bunch.
In the next issue we will have the results of the HSR Road Atlanta Mitty race
and the SVRA Road America event. Don't
forget the BIG SVRA race at Mid Ohio in
June.
Remember that old Punkin Man race
saying: "Don't fall asleep at the wheel, another corner is approachingn.
*
Index
ENGINE PARTS
SUSPENSION PARTS
FILTERS
Air, 356,A, B, C, wl Zenith carbs
6.75
Air, 356, A, B, C, wl Zenith carbs, K&N
24.95
Oil, 356,912 all, minimum 3
ea 3.95
Fuel, 356, 912 all, 5 &7 mm universal
.99
GASKETS
Sump Plate, 356,912 all
.69
Upper Engine Set, 356,912 all
35.95
Lower Engine Set, 356, 912 all
41.50
Valve Cover, 356, 912 all
1.00
MISCELLANEOUS
Valve Guides, 356, 912 all, any size
3.95
3.00
Rod Nut, 356, 912 all
Crankshaft, 356,912
call for prices
Flywheel Gland Nut, 356, 912 all
23.95
Flywheel, 356C, SC, 200mm
329.95
Solid Bronze Wrist Pin Bushing
4.95
Rear Engine Tray, 356 wl american heater 139.95
Engine Seal, 356, for above tray
10.95
Ring Set, 356 most models
from 54.95
Lifter, 356, 912 all
25.00
Lifter, 356, 912 all, reground
ex 6.50
Pushrods, 356,912 set of 8 for $104 ea. 13.95
PushmdTubes, 356, 912 set of 8 $56.80 ea.7.25
Cam, 356,912 all, stock, new hardened
call
Oil Line, 356, 912 all, inlet or outlet line
7.95
Generator Pulley Half, 356, 912 all
from 8.95
Generator Belt, 356, 912 all
3.00
Oil Cooler, 356, 912 all
49.95
Bursch Exhaust, 356 all, Quiet
179.95
54.95
"S"Pipe Kit, 356 all
Fuel Pump Rebuild Kit, all 356 to 912
21.50
Carb Rebuild Kit, 356,912
from 9.95
ENGINE ELECTRICAL
Bosch Spark Plug W6BC OR W7BC
1.55
Tune Up Kit, 050 Dist. cap, rtr, pts, cond
16.50
Distributor Cap, with cast iron distributor
6.35
Distributor Cap, with aluminum distributor
9.95
Rotor, with cast iron distributor
4.00
Rotor, with aluminum distributor
3.20
Condensor, for cast iron distributor
4.00
Points
from 2.15
Coil, Bosch 6 volt
23.50
Soark Plua Wire Set. 356.912 all
9.95
6~ voltage Regulator, rectangular
Bosch 6 volt Starter, remanufactured
ex 119.95
Bosch 6 volt Generator, remanufactured ex 97.50
CLUTCH KITS
Kits include disc, pressure plate and T.O.
356 A, 180 mm
356 A,
B, 180 mm,
mm heavy duty
65.95
Chrome Wheels, 5 112 X 15, drum
27.95
Hub Cap, Super 90 with Crest, 356 A, B
37.50
Front Axle Link Pin Rebuild Kit
King Pin Rebuild Kit
20.50
Tie Rod Ends, inner or outer
8.95
Boge Shock, 356 56-65, min. 2
ea. 55.00
Steering Dampner, 356 all
12.95
Rear Axle Seal Kit, 356 wl drum brakes
2.95
Rear Axle Seal Kit, 356 wl disc brakes
14.99
Rear Wheel Bearing, 356 all
13.95
Front Sway Bar Bushing, 356 all
8.00
Steering Box, ZF, rebuilt 4 bolt vers
ex 499.95
ELECTRONIC CD IGNITION
NOW AVAlLABLE IN 6 VOLT I
HOTTER SPARK MORE POWER
EXTENDS POINT AND PLUG LIFE
EASY INSTALLATION
BRAKES
Front Rotor, 356C
43.95
Rear Rotor, 356C
67.95
Front Wheel Cylinder, 356 wl drum brakes 73.00
Rear Wheel Cylinder, 356 wl drum brakes 31.50
Master Cylinder, 356 all
from69.95
Master Cylinder Kit, 356 wl drum brakes
7.95
Master Cylinder Kit, 356 wl disc brakes
24.95
1.50
Wheel Cylinder Boot & Cup Kit, for drums
Caliper Kit, 356 C, Frt or Rr
from 9.95
Brake Shoes, 356 all drums, rebuilt
ex24.95
Brake Pads, 356 C, Frt or Rr
from 14.50
Brake Hose, rubber, Frt or Rr, 356 all
9.95
Brake Hose Kit, Stainless, 356 all
45.00
FIRST OF IT'S KIND! ADVANCED SPACE TECHNOLOGY
THE FINEST CD ELECTRONIC IGNITION SYSTEM NADI
SPECIAL PRICED AT $f49.9!
STANDARD 356 OR LATEST COILLESS MODE1
ELIMINATES THE MOST FAILUREPRONE
IGNITIONCOMPONENT: THE COIL
I
COACHWOR-K PANELS
)
v
r
HE BEST WILL DO"
Ring Gear Bolts
19.95
Transmission Rubber Hoop mt.
pair 106.00
SWEPCO 201 GL5 GEAR LUBE 1 GAL. 32.00
P ~ PANELS
E
ARE
~ ~ V A I L A B LONLY
E
FROM
ZIM'S AUTOECHNIK
CALL FOR CATALOG AND PRICES
1
CALL US TOLL FREE
TRANSMISSION REBUILD KITS
Kits include all OE gaskets, seals, synchros,
Input and output shaft M n g s .
356,519
726.00
356,644
693.00
356,7161 741
338.00
12 BOLT H E A W DUTY DlFF CARRIER
EXCLUSIVE UNBREAKABLE!ZIMS DESIGN
BLOW OUT SALE! Com~leteKit $299.00
hmore.
BODY & LIGHTING
.
alM9
NOW OPEN SATURDAYS 9-1 C.T.
Headlight, 356, 6 volt sealed beam
Floor Pan, complete front and rear
Windshield Seal, 356 all
Rear Window Seal, 356
Headlight Assy, 356 all USA
H-4 Conversion Headlight 6 volt
Bumper Guards, 356 B,C
Bumper Deco Strips, 356 all
6.95
230.00
46.95
from 35.95
34.75
45.50
89.95
from45.95
from 49.95
from 15.95
Outside Mirrors,
Chrome
Antenna,various
Hirshman
styles
Hood Handle Crest, 356 all
from 39.95
29.95
10.95
MINIMUM ORDER $20
!:"
356 B to C, 200 mm
m
288.00
FAX# 817 545=2002
'Wnda!!'.
PWRIIWEMOmlW
H K t r i z d
%tVb
SAME DAY SHIPPING
AUTOTFCHNIK
PORSCHE SPECIALISTS
1804 RELIANCE PARKWAY
BEDFORD, TEXAS 76021
Zims Autotechnik is not affiliated with Porsche AG or PCNA
.
(817) 267-4451
@RegisteredTrademark of Dr. Ing. h.c. F. Porsche A.G.
Index
of our
356.
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Visit our web 'site"tornew and used parts,Jnternet specials,
a free Cars for Sale section and more!
World
.. ,_. .... .
Wide Web - http://www.klasse356.com
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sr. Allentown, PA 18102
1-800-634-7CC2 FAX 610-432-8027
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