1 - 356 Registry

Index
356 registry
STILL
Volume 17, Number 5
January / February 1994
Index
A one stop restoration and general maintenance supplier.
Huge inventory of obsolete and hard to find parts.
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Sorry, No C a t a l o g
S PEC IA LS
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$285.
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Front Turn Signal Light
356 B,C
Amber Lenses Only $13.
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OEM-$25.
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OEM FIT-$75.
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w o a d s t e r Top Hinge Covers
$60. pr
Rear Window Seal
356 Late B. C (OEM)$35.
Tool Kits (excellent
reproduction)
Call for prices
Cabriolet Interior Side Panels
$95. each (uncovered)
-EMBLEMS-
Rear Wheel Cylinder-$&.
Bleeder Valve 54 mm-$15
$lo'Clutch Release Bearing 2OOmm-$90.
P F
$35.
1960,1961- $23.
Engines
Mechanical
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356 A, B Super Hubcaps
(slight blems) $20. each
TONS OF GOOD USED PARTS!
Suspension Steerling Wheels
Metal
pre-A-$125.
Brakes
Body
Trim
1
356 registry
Volume 17, Number 5
Index
January I February 1994
Contents
Clubs, Calendar
The Miscellany File
Letters
President's Letter
Registry Trustee Election
Technical
Crud, carbs and corrosion
Gordon Maltby ............................ 5
Vic Skirmants ..............
8
................................................................... 9
Vic Skirmants ............................ 10
Restoration
Brett Johnson .............. 12
A Little Transmission Problem
Central Florida Meet
First Person
Jurgen Pilz .................
Thom Kyle .................
Bill Weber ................
15
16
17
Historical Perspectives
Jim Perrin ...........................
....
19
Teile Trivia
Brad Ripley ..............
20
Early Cars
Mark Turczyn ............................ 22
The Maestro
Harry Pellow ....................
............ 28
West Coast Vintage Racing
Reviews
Hal Thoms ................
30
Bill Block ...................................... 32
Nuts & Bolts
Ron Roland .....................................37
From the Archives
Tony Singer .................. 36
Classified ads
Vintage Racing
Roger Ender ................................ 46
Trim oddities and paint codes
An unusual blue Coupe remains in tbe Jamily
Ten Years Ago
Fasteners are all !be same....Not Exactly
Tbe Fletcber Cabriolet witb jet cooling
Rusty Engines
After-lbe-fact gift giving tips
Transmissioncautions,final painting prep
Courtesyof Tony Singer - a vintage Hoffman magazine ad
No part of the 3%Registry
magazine may be reproduced
in any form without the
express written permlsslon
of the publisher.
Copyright O 1993 by
356 Registry, Inc.
c/o M Design, 123 No. 2nd St.,
Stillwater, MN 55082
....................
.
.
................................42
Enthuslastlc driver-to-be a t left i s Peter Brlttingham's son, Nicky
3% Registry magazine is the official publication of 356 Registry, Inc., an organization oriented
exclusively to the interests, needs and unique problems of the356 Porscheautomobile owner and enthusiast.
Themission of the356 Registry, lnc. is the perpetuation of the vintage(1948-1965)356seriesPorsche through
the 356Registry magazine, the central forum for the exchange of ideas, experiences and information,
enabling all to share the 356 experiences of one another. 356 Registry, Inc. is a non-affiliated, non-profit,
educational corporation, chartered under the statutes of the State of Ohio. Subscriptions are available only
to members. Membership dues are $20 in the USA, which includes $15.00 for a 6 issue annual subscription
to 356Registry magazine, 525 in Canada and Mexico, $35 to foreign addresses. Ail rates are in US. dollars,
checks MUST bedrawn on US. banks. Application forms for membership are available from the membership
chairman (address at left.)
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 R y a n Road, Warren, MI 48092
The opinions and suggestions expressed in the356 Registry are not necessarily those of the356 Registry, Inc.,
Its Trustees or the Publisher.Technical data and proceduresdescribed herein are the opinions of the authors
and carry no claim of authenticity or suitability for a particular purpose from the Publisher. The Porsche
name and crest are the exclusive property of Dr. Ing. h. c. F. Porsche AG and are used with permission. The
Publisher reserves the right to edit or refuse publication and is not responsibile for errors or omissions.
Index
Upcoming
356 Events
February 5,1994 Los Angeles, CA
The Porsche & Vintage VW Literature, Model and Memoribilia Swap
Meet at the Los Angeles Airport Hilton,
5711 W. Century Blvd. 9 a.m. to 2 p.m.,
vendors admitted at 730, public at
9:00 for $4.00 each. Early bird shoppers admission $20. at 7:30 a.m. Tables
$25. in advance, $35. at the door. For
more information call or write to:
Prescott Kelly, 16 Silver Ridge, Weston,
CT 06883, (203) 227-7770 home or
Wayne Callaway, 9948 Hayward Way,
South El Monte, CA 91773 (818) 5794414, work or contact Jim Perrin.
February 6
Hawthorne, CA
3rd Annual Porsche Cars & Parts
Swap Meet at TRW Space Park, corner
of Marine Ave. and Aviation Blvd.,
7a.m. - 12 noon. Vendor $15 per space,
shoppers FREE. Contact Ken Ito, 3461
S. Dunsmuir Ave., L.A. CA 90016, 213937-8081
February 12 Mpls. - St. Paul, MN
Fahr North will host a tech session at Johnson Autosport, 605 E. 110th
St., Northfield (south of town just off
Hwy 3). Topics will be unusual maintenance items of the 356 and an introduction to Vintage Racing. Coffee/
rolls at 9 a.m., tech session from 10
until noon. Call Phil Saari for directions: 612-484-0303 eves.
March 12-13 West Palm Beach, FL
Florida Owner's Group and KlubSport
are hosting "A Day at the Races".
Lunch, Concours, race watching, and
possibly a track tour at lunch. Call
Tom Blash at 407-626-3944
Sept. 1-4,1994 Toronto, Ontario
The 356 Registry East Coast Holiday. Mark your calendar and watch
for further information in upcoming
issues.
I
Local I Regional
356 Groups
Porsche 356 Club
Wa ne Callawa 994l~a~ward
S. El Monte, CA 91 j3
\d;r
The Porsche 356 Southern
Connecticut Re ister, Ltd.
P.O. BOX 35, Rivers1 e, CT 06878
a
Rocky Mountain Porsche 356 Club
John Jenkins
10940 S. Parker Rd., Box 145
Parker, CO 80134
Sierra 356 Porsche Club
Glenn Lewis - 2000 Ro a1 Drive,
Reno, NV 895d3
356 Motor Cities Gru pe
Fred Shell1 - 469 Fort ~ e a r t o r nSt.,
Dearborn, MI 48124
356 Mid Atlantic
(eastern PA, NJ, DE)
Dan Haden - 143 W. Carpenter Lane,
Philadelphia, PA 19119
Southern 356 Owners' Group
P.O. Box 670565
Marietta, GA 30066
Grou e 356 St. Louis Region
f e d Melsheimer, Sr.
10517 E. Watson Rd..
St. ~ o u i s ,63127
. ~ ~ 314-966-2131
Tub Club
Walt Reeves - 3104 Wild Plum
Fort Worth, TX 76109
Florida Owners Grou
Rich Williams 813-228-2924 rdays)
813-254-1392 (eve/wknd)
356 Windige Stadt.Klub
Dale Mood
19532 Governor's J i hwa
Homewood IL 60438-4351
708-$98-2637
Fahr North - Phil Saari
3374 Owasso St.
Shoreview, MN 55126
Australian Porsche 356 Re istry
P.O. Box 7356, St. Kilda
Melbourne. Victoria. 3004
&.
356 Registry
4
V o l u m e 17 No.5
-
356 Registry, Inc.
Trustees
10940 S.Parker Rd., Box 45
John Jenkins
Parker, CO 80134-7440 ........303-841-3560 (H)
71510 Allisonville Rd.
Brett Johnson
Indianapolis, IN 46250 ...........317-841-7677(H)
P.O. Box 111
Joe Johnson
Mt. Airy, NC 27030 ................919-786-6157(W)
Vic Skirmants
27244 Ryan Rd.
Warren, MI 48092 .................. 313-575-9544 (H)
22403 Ladeene Ave.
Duane Spencer
Torrance, CA 90505 ..............310-378-2032(H)
Officers
President
Vic Skirmants, ..........Warren, MI
Vice President
Brett Johnson, ... Indianapolis, IN
Brenda Perrin, .... Columbus, OH
Secretary
Treasurer
Tom Youk, ............Waterford, MI
Membership Chair Barbara Skirrnants, ...Warren, MI
................
...........................
........................................
...................................
..........................
356 Registry Magazine Editorial Staff
Gordon Maltby
Editorand Publisher .......................
123 N. 2nd St., Stillwater, MN 55082
Vic Skirmants
Technical Editor .............................
27244 Ryan Rd., Warren, MI 48092
RestorationEditor.............................. Brett Johnson
7510 Allisonville Rd., Indianapolis,IN 46250
.
.
...........................Jim Perrin
Historian ....................
P.O. Box 387, Pennsville, NJ 08070
Reviews ................................................Dr. Bill Block
c/o MetPath 4444 Giddings Rd. Auburn Hills, MI 48326
Harry Pellow
The Maesh ....................................
20655 Sunrise Drive, Cupertino, CA 95014
Photographer, W.Coast Vintage Racing....Hal Thoms
13341 Ethelbee Way, Santa Ana, CA 92705
Of Special Interest .........................
Cole R. Scrogham
210 Valley View Ave., Mt. Sidney, VA 24467
Nuts & Bolts .........................................
Ron Roland
28140 26 Mile Rd., Chesterfield, MI 48051
Vintage Racing ....................................... Roger Ender
3804 Westridge Farm Ln, Clemmons,NC 27012
Early Cars ......................................... Mark Turczyn
3004 63rd Ave., Cheverly, MD 20785
Teile Trivia .................
.........
.........Brad Ripley
Box 41030, Reno, NV 89504
Four Cam Forum ................................... Dick Koenig
75 710 Donwood Dr., Napenrille, IL 60540
Club Services
Members, Renewals, Circulation ..Barbara Skirmants
27244 Ryan Road, Warren, MI 48092,
313-558-3692 (Home and fax)
Club Coordinator IEvent Insurance .....John Jenkins
10940 So. Parker Rd. Bx 145, Parker, CO ........
80134-7440 Phone 303-841-3560
Editor, Commercial ads, .....................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
708-740-3562 (Eves for questions only)
Public Relations for Membership ............Tom Oerther
10552 Margate Terrace, Cincinnati, OH 45241
513-733-3356 (H)
Index
1'11 start this column with an
apology to Bill Rohrer of Michigan
who didn't know he was writing under a Nom de Plume. His instructions
for storage preparation made an excellent article and
I want to make sure
he gets credit for it.
Bill Robrig is a figment of my twisted
memory/imagination.
Before you go
any further in the
magazine, please
flip to page 9 and
look over t h e
Trustee candidates'
position statements. We are very
fortunate in having a slate of first~ ~ v i o puns,
u s I'lljust say that the Spa-steris
Avoiding all
rate people
are available from Moving Violations, Independence, MO. Call
ready, willing and them at 816-254-9044.It can be ordered with whitewalls.
able to work for the working headlights with stone guards (!), stereo (speakers in
members of t h e the engine lid) and more. Lovely lady not included. Thanks to
I salute Dan Somers and all the others who sent brochures to me.
The photo contest at the Gulf
them all and urge you to vote. A ballot
Coast Holiday was a lot of fun. I'm
card is stitched into the magazine.
going to suggest that the Toronto and
Apply a 19 cent stamp and return to
Yosemite people do the same this year.
Brenda Perrin before February 5,1994.
Maybe we can publish the winners in
On the other end of the ballot
the Registry. Get your cameras out!
insert is an opportunity for you to
communicate with the officers of the
On another subject: for those who
club. Express a viewpoint, air a gripe,
aren't current members, don't bother
make a suggestion or even apply a pat
to send in classified ads. We won't
on the back via the mail. What we
print 'em. The classifieds are an exdon't want to hear is notbing. Write!
clusive benefit for members, and for
those who need a niche market like
The type is larger this issue, and
356 parts buyers, it's an important
it's all Bill Durland's fault. The rest of
vehicle for selling. Obviously, it's not
us have excellent eyesight, of course,
the only place to advertise, but six ads
but Bill admitted that he had to read
for a $20 membership is not a bad deal.
his copies of the Registry through a
We are also striving to ensure that the
magnifying glass he had fashioned
ads are fresh and viable (see Vic's
from the bottom of an old Geritol
comments on page 8).
bottle. I hope this helps, Bill.
Gordon Maltby
-
356 Registry
5 January / February 1994
Welcome to Hal Thoms, veteran
photographer who is writing in this
issue as our West Coast Vintage Rating correspondent. His report begins
on page 30.
Roger Ender, whose East Coast
reports have been a staple in these
pages for over a year, is scaling back
his racing for 1994, and will not be
attending as many events. If anyone
else will be at the Midwest and Eastern events and is willing to report,
please call or write.
A comment about our cover is
probably appropriate here. If you've
picked up almost any magazine in the
last few months, you've seen the ad. If
the new Mustang is so much more
than what it "was", it's only because
the original was just a psuedo-sports
design on an economy car chassis
(which, of course, begs comparison
with the VW-based original 356).
But consider that the first Mustangs were being built just as the last
356's were rolling out of Zuffenhausen.
And if the original Mustang is now
relegated to the category of "was", I
submit that the 356, even next to a
993, "Still Is".
Booster Fund
Contributors include Marlin
Evans, Bangor, PA; Robert Laepple,
Reading, PA; Frank Leonetti, Seattle,
WA. Thanks, guys!
Flash (missed last issue)
Born to Denise and Bill Garvy at
9:04 p.m. October 7, 1993:Justin William Q 71bs., 15 oz., 21". Mother and son
doing well, father freaked out.
Ursus Automobilus
Dennis Frick sends an ad clipping
for a '64 C Coupe with "bear metal
repaint". Says Dennis, "Perhaps it's the
same car I saw years ago advertised
with a 'Big Bear Kit'". m
Index
Concours Questions
I threw out my original letter written after the last Registry, but I can't
hold out this time.
Well, shoot! When is someone going
to: 1. Report the whole story of 356's at the Parade '93.
2. Write to Dennis Frick with meaningful, fair, sane
ideas of equitable recognition in the "Best of the Best"
between restored and prettied-up new Porsches. There
must be a way! Bruce Anderson acknowledged this need in
"Excellencenand it is very real.
Everyone is sniping. The ranks of cars shown is
dwindling. (My personal theory of why Pano didn't publish
1-3 in classes as they've always done before is because it
would expose a poor turnout.) It is time consuming and
costly to show at the national level. All it will take to
further reduce participation is the continuing frustration
of those still possessing the determination and the means
to produce high caliber presentations (356 and otherwise).
I was there. It was hot. They judged the cars with
flashlights in a cave/hall, after we had prepped in brilliant sunlight. You've heard all that. What I haven't seen
are the standings! I believe that the three cars in our "B"
class were separated by less than 10 points. Out of a possible
300, I believe all were over 280. That's good, and that's
close. I'm happy that Lucille Riley was recognized, because
it was my understanding that in a three car class, her third
would have meant NADA! Zip! What a shame that would
have been, but that's national competition. Except for
Cole's kind mention, Alec Kerr's Carrera I1 Cabriolet (which
took eight years of my life, off and on), and second to
Randall's Roadster (by less than 2 points) got lost in the
shuffle. We knew that going in. No gripes; just a learning
experience, but to see the names of the exquisite "also rans"
would be nice too, because everyone who shows needs
encouragement to come back, and a "thanksn for participating at all.
When it's all boiled down, the hard work, intensity,
and accuracy that showing demands "betters the breed."
These are some of the best examples left in the world, a
measuring device for all others.
If you love these little cars the way I do, participate
through attending vintage races, tours, shows, flea markets, etc., but try it all! As the song goes, "Take what you
need and leave the rest." Contribute in your own way, but
don't knock it 'ti1 you've tried it.
At first I cringed when I read the Roland/Scrogham
exchanges. Then I realized this is a healthy way to
overcome the inertia of complacency. Status quo is what's
going to do us in.
Sincerely, Bruce M. Baker
356 Registry
I must accept ultimate responsibility for not reporting the Concours results, Bruce. Not having attended the Parade, I was hoping someone else would
step forward with an in-depth story. The results were not
missing from these pages intentionally. Although one
could argue tbat the Parade is not a Registry event, I feel
that any thing that happens in the 356 world should be
covered here. And the Parade is the venue where the best
Concours cars are likely to be seen. This year I will take a
pro-active role and delegate coverage.
I shozcld point out that Betty Jo Turner states she
received only the topfinishingpositions f rom the organizers. I have contacted Steve Southard and hope to pu blish
complete results next issue. Thepeople who worked so hard
on the cars certainly deserve mention here.
I agree tbat a t first glance the controversies aired
within these pages may seem a bit untoward, but I think
you're right-action is better than complacency. Hopefully,
this is a catalyst for something positive.
-
Battery Safety
For as long as I can remember, whenever removing the
battery of any negatively grounded car as our Porsches, I
always disconnect the negative battery terminal first. If
you disconnect the positive terminal first, you stand a
chance if you contact any metal (ground) with your
wrench of causing a direct short circuit. This is easier to do
than you might think, especially in some of the tight
quarters in our cars. Of course, whenever installing a
battery the positive terminal is connected first for the
same reason.
Also, several years ago I had an electrical fire in my
Coupe caused by the heater box coming in contact with the
B+ terminal on the starter solenoid, causing a short circuit
to ground. Since the smoke and flames were concentrated
in the starter vicinity, I was sure the problem was electrical and immediately attempted to disconnect one of the
battery terminals. The terminals were both tightly bolted
and time did not permit hunting for a wrench. Although it
was scary for awhile with flames licking up under the
right Solex, a water hose was fortunately nearby and was
used to extinguish the fire with only cable and wire
damage.
Some time later Tom Oerther told me that he just snugs
up one of the battery terminal so that it can be disconnected by hand in case of an emergency. This is very good
advice and I have been doing it ever since - and you should
too.
Daniel Pelecovich
6 Volume 17 No.5
I
1
Index
7 -
-=@
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I.
Index
P r e s i d e n t ' s
A t the 356 Registry trustees meeting on November 20, 1993, further
discussions were held regarding Holiday proposals. It was decided that no
Holiday decisions would be made before September 1of the year preceeding
the proposed event. If only one bid is
received by Sepember 1, that bid will
be awarded the Holiday. If more than
one bid is received by the deadline
then the trustees will vote on each
proposal. If no bids are received by
September 1, the first useable bid received by the trustees will be awarded
the Holiday.
It was also decided that if a group
wants to submit bids for a consecutive year, meaning a repeat Holiday in
the same facility etc, they only need
to submit an amended budget proposal for the second year's event. We
also decided that the local group sponsoring a Holiday will keep all overages
from their Holiday, to support their
local group newsletter and events.
The Registry will also advance the
Holiday committee the sum of $500.00
for start-up Holiday expenses.
The Trustees also recommend a
one month period of time between
the East and West Coast Holidays, to
allow more participation across the
country. All Holiday contact should
go through John Jenkins, the Club
Coordinator. The Trustees and Officers apologize to Ted and Chris Zombeck
and their Ohio group for mis-communicating about their up-coming Holiday proposal. We all regret that this
occurred, and recognize the amount
of time and work that goes into getting together a proposal and budget.
Their proposal was very professional.
Hopefully we can all come to Dublin,
Ohio another year.
Another item of considerable discussion at the meeting was a concern
Vic Skirmants
voiced by a few members of the potential mis-use of information in the
classified ads. After lengthy discussion, it was determined that it will
never be possible to completely eliminate the possibility of mis-use. We
discussed the feasibility of hiring a
paid part-time secretary to compile
the ads who would forward them the
editor.
In reaching a decision we discussed the fact that most members
advertise their item in more than one
publication at a time. Panorama and
Hemmings, for example, are monthly
publications, therefore ads there appear earlier than the Registry. The
Officers and Trustees are all people
that have a very large circle of friends
and acquaintances involved in 356's,
and many times hear of a car or item
simply by word of mouth long before
a print ad appears. Often they see the
best deals in the small local newsletters.
Simply put, if you want to find a
good car or parts you must search
diligently for them; you can't just sit
back and wait for them to come to
you, because when you do someone
else usually finds them first. The
Trustees also considered the fact that
during the 20 years of the Registry's
publication there has never been to
our knowledge, a substantiated sale
of a car or part to an Officer or
Trustee, that was due to their mis-use
of the classified ads. We also considered the fact that Brenda and Jim
Perrin have over the past 20 years
given many countless hours of service to the 356 Registry, and the Trustees consider them both to be valued
and unimpeachable members. There356 Registry
8 Volume 17 N o 5
fore we determined that Brenda Perrin
would continue to compile the classified ads. The Trustees also decided
that no one will receive an advance
copy of the classified ads prior to the
mailing of the magazine.
While on the subject of the classified ads, we have found that there
are 5-6 ads per issue listed by either a
lapsed or NON-member. Every classified ad now received by Brenda will
be checked against a current member
list. If you are not on the list your ad
will be returned with a membership
application. I realize that all of you
reading this are current members, but
when you loan your magazine to a
friend and he places classified ads he
is mis-using this great service to members. (Editor's note: It can be argued
that a single Registry ad is worth a lot
more than theJ20 priceof a n annual
mem bership - a local newspaper ad
costs more than that.)
Please remember to include your
full name, address and membership
number as listed on your label, so we
don't make any mistakes in locating
you. We will also now include your
state abbreviation in all ads, to give
prospective buyers some idea of where
the car/part is located and to prevent
time-zone problems like a call at 530
in the morning.
Also at the Trustees meeting the
proposal to permit the non-elected
officers (Secretary, Treasurer, Membership Chair, and Editor) to vote on
Registry issues was dropped. It was
decided that only the elected Trustees
should vote in order to maintain a
more member-driven organization.
Adding more voting officials would
also lengthen the occassional mailballoting that must be done to run the
rn
Registry.
Index
I
E l e c t i o n
JohnJenkins
Parker, Colorado
I want to continue with the Registry another term and raise its level
of involvement with local clubs, national 356 events, and organizations
that keep old cars on the road. I have
owned and driven 356's for twenty
years and wish to do as much as
possible to keep them alive.
Bob Campbell,
Santa Clarita, California
My enthusiasm for the 356 Porsche automobile began in 1963. A
Speedster was my sole transportation
through junior college and for three
years serving Uncle Sam. During the
ensuing years, I traded around and
enjoyed several other models (I wish
I could recover the Nardi steering
wheel that my oldest daughter used
as a teething ting). My wife and I
presently own a 1958 Speedster, a T-5
Karmann Hardtop, and a 1964 Coupe
that has served for two years as my
wife's daily driver. We drive them
and we love them.
I feel I am an extremely fortunate individual to have enjoyed a
career that has always included the
356 Porsche. I now own and operate
Auto Specialties and 356 Products. My
only job is preserving 356 Porsches.
Imagine being able to work every day
at something you truly love.
I feel the 356 Registry is our most
valuable tool for preserving and promoting this curious little vehicle that
has drawn us all together. I am honored to have been considered for the
position of Trustee, and now offer my
experience and continued enthusiasm
in whatever manner would be most
helpful.
Bob King,
Medford, Oregon
I have been actively involved in
356 Registy affairs as follows:
Co-Chairman, 1978 West Coast
Holiday, Medford, OR
Co-Chairman, Annual RogueFest
event, Medford, OR
Participant in all but one West
Coast Holidays.
Active 356 owner and restorer
since 1963.
I believe that the 356 Registry has
made great strides in the past two
years and is on the right course. As a
Trustee I would like to expand on the
new policies of open communication
and cooperation.
I also believe in support and encouragement for all local and regional
356 groups: The more events, gatherings, bull sessions, etc., the more we
will all enjoy our cars and fellow
356'ers. Finally, I think that the original 356 Registry mission statement
that is printed on page three of each
issue is as valid today as it was 19
years ago.
Randall L Yow,
Greensboro, North Carolina
I am pleased with the direction
that our 356 Registry is taking and
would appreciate the opportunity to
serve as a Trustee. There is always
room for improvement, and if elected
I will attend all Registry functions
and listen with an open mind for
further improvements we might consider for this excellent organization.
My love affair with the Porsche
356 began in the early 1960's and
continues to grow. I have been involved in the restoration of these
"rust buckets" for several years, perhaps not up to today's Concours standards, but I do take pride in the fact
that I do most of the work myself.
As Co-Chairman of two Holidays,
past Area Director for Carolinas PCA,
and board member of the Southern
Owners Group, I feel I have gained
experience in working with other
club members, and listening to their
needs. I understand what a commitment to serve fellow members means.
Please use the post card attached here to cast
your vote for two candidates. Ballots must be
returned to Brenda Perrin by February 5
356 Registry
9 January / February 1994
Index
KAROSSERIE
-
T e c h n i c a l
Quality Restoration
Cellette Bench:
lncludin fixtures for all
model I B ' s #om T-2 through T-6
as well as fixtures for
all of the 911 series
up through the 930's
Many specialty Forms and Jigs
Complete service from brakes
through to paint and glass
Equipment includes:
OEM Spot Welder, TIG, MIG, Gas
Over 20 years experience in Porsches
Ken Kobe
Shrewsbury, Massachusetts
The Source
for Newly Manufactured:
Camber Regulator
Special Gear Ratios
Velocity Stacks Venturis
Z-F Limited Slip Parts
@
@
@
Engine I Trans Service for:
@StreetCars
@Vintage
Race
E Production
@
Complete Race Car Prep
Free Catalog
27244 Ryan Road
Warren, MI 48092
(313) 575-9544
Vic Skirmants
1 came across an interesting engine recently. Fresh rebuild, only several hundred miles, rod knock. Teardown revealed rod bearings worn to
the copper and a crank that was worn
about ,015"under-size and oval. This
engine started out with proper parts,
as did another one I saw several years
ago. Both engines were horribly worn,
and both engines had one thing in
common; pretty, shiny, powderpainted oil-filler cans. No, not oilfilter, OIL-FILLER! My theory: preparing oil-filler cans for painting, many
people would sand-blast or bead-blast,
then prep and paint. The problem
here is that the sand- or glass-grit gets
inside the can, sticking in the oily
corners. This grit eventually comes
loose and forms a grinding compound
with the oil. Once the grinding starts,
unless the oil is changed often, the
partial-flow oil filtration system guarantees a geometric increase in wear as
the additional particles join with the
original grit and just grind away.
Another pretty-it-up-item that scares
the hell out of me is bead-blasting the
case itself. Just picture all those little
oil-system holes with grit in them!
Carburetor Notes
I once tried to adjust a pair of
Zenith carbs and could not get the
idle speed down. Unlike the Solexes,
the Zeniths have a chromed brass
throttle shaft running in a cast-iron
base. No real chance of wear there, so
high idle speed is not a Zenith characteristic. Well, it seems the owner had
rebuilt his carbs. Took them all apart;
all the way apart. He had removed
the throttle butterflies; who knows
356 Registry 10 Volume 17 No.5
why. Upon re-assembly, he just put
them in and tightened the holding
screws. Well, the butterflies weren't
well centered, so they could not close
completely; therefore high idle speed.
Similar problem, more recently,
only this time with Solexes. The
shafts were snug in the carb bodies,
but one throat was pulling more air.
The butterfly was centered, but something wasn't right. Finally noticed
the holding screws had been removed
and replaced. That's right someone
had pulled the butterflies! At least
they tried to get them centered. So
what was the problem? Well, the
edges of carburetor butterflies are
not square to the surface plane. The
edge has an angle so that when closing, the edge seals to the throat when
the butterfly is still at an angle short
of horizontal. If you put the butterfly
in upside-down, the edge goes the
wrong way and keeps the shaft from
closing all the way, which keeps the
other butterfly more open. In short,
don't pull the butterflies! There's no
reason. Even if you get them in
perfectly, you're taking a chance on
the screws eventually falling out. Did
you notice that the threaded ends are
staked over after they're put in at the
factory?
Continuing with my recent tradition of cribbing other people's articles, here's a piece by John Jenkins
from the Rocky Mountain 356 Porsche
Club newsletter Oversteer.
Check This Out! Fuse Block.
The fuse block, the continuing
saga. As you recall from previous
Oversteer articles, the fuse block of
the 356 is not a perfect device and is
prone to development of internal resistance which lowers the voltage to
the wires leaving said block. If your
lights are not receiving the full 6
volts due to them you can make a
quick check on your fuse block to see
if it is the culprit. The new information for me was the insidious con-
Index
Jumper
u
/'
Fuse Holder
Block
struction of the terminals in the fuse
block and how they can mess you up
when you're looking for problems.
What you see when you examine
the rear of the fuse block are jumpers
that are mechanically fastened by the
riveting of the terminal to the brass
jumper. One would think that by
soldering the jumpers you could decrease the resistance caused by the
corosion between these two brass
pieces. Simple. Put the fuse block in
some diluted acid, clean off the corrosion on the brass parts, re-tin (solder)
the ends of the wires, solder the jumpers on the back, and presto-a new
fuse block. Well, almost. If you were
to break apart the fuse block you
would find that the fuse holder is not
an integral part of the wire terminal.
It is a clip that is held behind the
terminal by nothing but the pressure
of the riveting of the terminal to the
jumper. Simply stated, it's a piece of
brass stuck behind the terminal.
So why is this a problem? Well, if
you didn't know this you would measure the resistance of the terminals
(about 0.2 ohm) and think you had
the problem solved. You need to measure at the point where the fuse resides. If there is corrosion behind that
fuse clip/holder you will miss it if
you don't measure there. If you still
have some resistance after soldering
the jumpers then you need to solder
that clip/holder to the terminal. Note:
small tip needed for this.
Want to do a quick check? Pull
the fuses on two, three and four. In A
cars (are there others?) fuse three is
the third one from the right. It is the
one that has the big red wire coming
from your battery connected to it.
Guess what happens if the terminals
on this wire are corroded? Measure
the resistance between terminals three
and four. Use the top terminals. The
ones on the bottom are not jumpered.
Now measure three and two. They
should both be 0.1 to 0.2 ohm. Move
your probes to the fuse clip/holder
now. Same reading? Good. If not, that
may be your problem. This test is
further complicated by the movement
of the clip/holder. Marginal pressure
from a corroded rivet can make the
continuity between the clip and terminal intermittent or variable in terms
of resistance if there is some corrosion between them. Check the resistance whilst moving the clip the same
distance the fuse would cause it to
move. You might be surprised.
=
SPEEDSTER INTERIOR MIRROR
Back again, better than ever! Correct attaching
block. Can also be used on Rdstr & Cabrio.
NLA 731 004 00
$99.00
SUPER HUB CAPS
Very limited supply just received from Germany
Correct shape and pelfect chrome.
Cap with cloisonn6 crest
$39.95
NLA 361 031 00
WATER BAG
WATER BOllLE for 356 B (T-6) & 356C
Latest reproduction! Exact in every detail,
includes cap and suction tube.
644 628 720 06
$89.00
CATALOG
356 Restoration& Parts Catalog.
$3.00 Refundable
Note: Pricesgood t h Dee.
~ '93 Shipping and insurance exba.
356 Registry
11 J a n u a r y / F e b r u a r y 1994
-
DECO TRIM FRONT & REAR WINDOW
From original Porsche supplier in Germany. Sold
in car sets. Specially boxed for shipment.
w Narrow, polished aluminum
Coupe & Cabrio, 356 thru 3568 (T-5)
$149.00 8-pc set
NLA541 911 00
w Wide, anodized aluminum
Coupe, 3568 (T-6) thru 356C
$149.00 8-DCset
NLA 541 911 06
thru 356C
Cabrio, 356B (T-6)
$99.00 4-pc set
NLA 541 911 26
NLA LIMITED, INC.
P.O.BOX41030 RENO, NV89504 (702) 8298187
ORDER LINE 8M438-3119 FAX (702) 827-2866
Index
Doktor B. Johnson
items, such as the "Pealit" steering
wheel on this 1954 Beetle, which also
has the same rubber grab handle as
my 1951 coupe #5430.
Another historical photo dated
1%1 -for
oerusal. It's too bad this
-,.- - vour
one doesn't have a little bit more
depth of field. The Cabriolet on the
right is a GlPser, the one on the left a
Reutter. This can be determined by
the leading edges of the tops. The
mirror on the Gliiser car has a wide
base and is mounted left of center.
Note also the quilted engine compartment upholstery on this car. On the
Coupe in the foreground, the down
turned glovebox and ash tray knobs
can be seen. The most interesting
Z
My brother-inlaw Bob Wilson, is just
finishing up a book
on 1949 through 1959
VW Beetle authenticity and some of his
research has turned
up some interesting
things including the
presence of familiar
--
356 Registry
le
Volume 17 N O . ~
Index
though, is the seats up on the shelf
with the Keiper recliners, verifying
factory use very early on, contrary to
prior printed accounts.
I received a letter from Stephen
Demosthenes of Hood River, OR about
use of rocker panel trim on pre-A cars
other than Speedsters. Back in Volume 17, Number 2, I mentioned that I
had a factory photo showing rocker
trim on a 1955 coupe. Well, here it is.
handle. It also has black circular flat
rubber pads under the aluminum reflector bases in the rear, both between the body and base and the
reflector and base.
This car also proves that more
than one 356 Speedster did not have
heater slides or that perhaps, there
are a number of incorrectly-restored
cars out there.
One last thing of interest. The
If you notice the trim is slightly lower
than the one shown on the Speedster
in that issue. They are similar to the
ones on Jack Griffin's Speedster shown
on page 45 of Volume 17, Number 4.
This car was assembled after the production had begun on 356As and has a
number of other interesting features.
The 1600 engine (#60006) is unusual, but not the first one that I have
heard of in a late production 356.
Original phillips-head screws are everywhere. Although my book doesn't
mention this, only slotted screws are
found on early cars, at least through
1955.. Anyone out there with more
precise information about when the
changeover occurred?
It also made me revise something
I wrote awhile back about no hooi
handle seals in the 1955 model year
cars. There are thin flat rubber pads
at the front and back of the crested
hood handle on this car. They do not
protrude beyond the edges of the
dashboard had a cute little pull
ashtray that looked like an early
cabriolet interior light, complete with
identical ivory knob. The notes with
the car did say that it was not original, but they were a popular period
VW accessory. I have a photo of one
on a 1949 VW Hebmiiller cabriolet. I
took the (bad) picture of the 356A
coupe with a peculiar double mirror
at the Gulf Coast Holiday. The visors
are metal framed plexiglass and mount
only to the mirror, in the style of VWs
from that era. Has anyone seen these
,.
hefnre? fhntlnued
-
356 Registry
13 January / February 1994
Index
PORSCHE
MARKET
LETTER
Hundreds of
Porsche Ads!
Published monthly.
Annual subscription only $55.
Free book,
"Zllustrated Porsche Buyer's
Guide" by Dean Batchelor
with every subscription.
Telephone: (602) 345-4570
Fax: (602) 345-4108
I received a mailing- way. back in
August from Mats Carlsson in Sweden.
He is making both early style hood
handles, metal coat hooks and aluminum Porsche scripts. He sent one of
the scripts, which looks good and
supplied this photo (below) of the
other items. His address is:
Trollslandevagen 6,
33151 Varnamo,
Sweden
or fax 011-46-370-13074.
Finally some paint info that actually belongs in this column. I frequently receive letters about where
to get paint mixed in the original
colors. Another letter from Stephen
Demosthenes prompted me to assess
the current status. He was specifically
looking for pre-1956 colors.
I was aware that Stoddard had
obtained a number of mixing codes
for early colors, but had heard that
they couldn't ship paint due to our
friends at the EPA. They told me that
Glasurit has a toll free number that
has people on the other end who ca
1950-1953
Ivory
Fish Silver-Grey
Radium Green
Azure Blue
Pascha Red
Strawberry Red
Palm Green
Sand Grey
Medium Grey
1954-1955
Turkish Red
Graphite Metallic
Ivory
Jade Green Metallic
Silver Metallic
Pearl Grey
Azure Blue
Terra Cotta
Signal (Fire) Red
White
Reutter"
504 Lacquer
505 Lacquer
510 Lacquer
522 Lacquer
523 Lacquer
524 Lacquer
526 Lacquer
527 Lacquer
531 Lacquer
Porsche#
-
538 Lacquer
537 Lacquer
504 Lacquer
536 Lacquer
535 Lacquer
534 Lacquer
522 Lacquer
533 Lacquer
601 Enamel
603 Enamel
-
356 Registry
5402
5403
5404
5405
5406
5407
5408
5409
-
14 Volume 17 No.5
give out color information (800) 8255000. I called them and requested
Adriatic Blue Metallic (the color of
my still unfinished 1955 coupe). They
said, "Our Porsche colors only go back
to 1956. Try "tech services at (800)
825-3000."
What it boils down to is that any
paint store that sells Glasurit (BASF)
paint can call the second number and
get the information required to mix
most 1950 - 1955 paint colors. Adriatic
Blue Metallic is not one of them. If the
Adriatic Blue is of interest you can
call Bruce Baker at (215) 696-2164. He
can tell you what color was actually
used on my car. Both of the toll free
numbers listed above are for your
reference, so that you can supply them
to your paint seller. If you call them
you will not be able to order paint.
They can supply the codes so your
dealer can mix the @colors. The first
number 1956 and later. The second
number 1950 through 1955. Paint can
only be mixed in single stage urethane. If Iyou want the original lacquer, a couple of firms that advertise
in Hemmings can accommodate you,
but unless you have a sample of the
color you'll probably have to have a
small quantity of the Glasurit mixed.
Below are are the colors that are
available:
I would suspect that '501 Black
(5401) can also be obtained, although
they didn't specifically mention it.
They recognize these early colors by
either name or the Reutter numbers.
Index
I
t's the Summer of '93 and my
friend and fellow Porsche 356
nut, Dave Hinze, expresses his
disappointment that there has been
no word of a 356 East Coast Holiday. I
agree and say something like, "Well
there is always next year."
"How about going to the Gulf
Coast Holiday in Texas?" he replies.
"Texas! How many miles is that ?
Are you crazy?" I babble in disbelief.
"It's only 1,500miles, we can make
it easy in two daysn he said, "I've got
the trip all laid out, we could take in
New Orleans while we're there -Janet
would like that too, what do you
think?"
"Sounds okay to me, let's send in
the registration forms."
The next question: what has to be
done to the car? Mechanically it's
fine, but the axle boot looks a bit
brittle and after ten years or so, I
think the tub ('59 Convertible D) deserves new transmission oil. Dave suggested to do it on a proper hoist-much
easier. On a nice Saturday morning I
drove the 25 miles to the garage with
the hoist-the car goes up, the oil
comes out, then a "clunk". A look into
the drain pan confirms my immediate
fear - a 17mm head from the bolts
which hold the ring gear. It had to
happen sooner or later - I've read
about it too many times - now it has
happened to me, but I couldn't complain. I've owned the car since 1966
and to my knowledge, the gearbox
had never been out of the car.
A call was placed to local expert,
Rudy Bartling for advice. When told
about my problem he laughed and
told me how lucky I was and what
could have happened if I had driven
much longer. He suggested to save
some time, a repair could be made by
removing the axle tube without taking the engine and transmission out
of the car. Can I drive it home? It's
your decision, if you do, do it slowly!
I did, of course new oil was put in
Transmissi
I
Problem
Jurgen Pilz
I
first. I got home okay, very slowly
with my ears perked for any strange
noises. After a cold beer I jacked the
car up and drained the new oil (with
a tear in my eye). To my surprise there
was something stuck to the magnetic
drain plug.
If you guessed another bolt head,
you were right. Next thing to come
off was the brake drum, backup plate
and another surprise - the wheel bearing was about to give up. The cage was
broken in two places. The axle tube
came off without problems, however,
I found that the heat exchanger had
to be removed in order to pull the
tube out. The remaining 4 ring gear
bolts, as well as the broken bolts,
came off without tools.
Monday the search for bolts starts
- not much luck. The metric suppliers
have the graded bolts, correct length,
but fully threaded. We're not sure if
it's a good idea to use a fully threaded
bolt. I don't want to take a chance
(Texas on my mind). The Premier
Porsche dealer in Toronto tells me
that they have to come from Stuttgart.
Checking through U.S. catalogues, Dave
finds the place with the lowest price
b1
PORSCHE
Parts
New - Used
Locate
Buy - Sdl
Restoration
Services
Free Parts List
356 Registry
I
(they're expensive you know, especially if you earn Canadian dollars).
A week goes by and no bolts.
What's the matter with UPS? A frantic
call to the supplier reveals that they
sent them out by mail and two days
later they were in my mail box. Thank
God the mail came through.
The re-assembly went well. The
bolt holes were degreased thoroughly
and bolts installed with red loctite, as
suggested by Vic Skirmants in his
transmission articles. New wheel bearings were installed, the passenger side
too, although the bearing looked fine.
The weekend before the Texas
trip a 120 mile shakedown trip to a
historic car show and hill climb was
undertaken without incident. The
drive to Texas was long and very very
hot. The weekend was wonderful, the
hosts did a great job. Anyone not
attending missed out on a memorable
356 Holiday.
Finally, I'd like to think because I
have "kept the faith", the Porsche
Gods of whom the Maestro speaks so
frequently were with me when they
told me to change the transmission
oil. To top it off, and mostly because
of Dave's wife Janet who kept track
of our mileage, (it was actually closer
to 1,800 miles) I received the award
for the longest drive to the Gulf Coast
Holiday in a 356 Porsche. A beautiful
Leitz luggage rack, courtesy of Brad
Ripley's NLA Ltd. Thank you very
much!
I WEST COAST HAUS
I 1
356
1 5571 Producer Lane, Unit "H"
Huntington Beach, CA 92649-1340
Phone: 714-892-5050
Fax: 714-846-5558
Alex Bivens, Proprietor
16 January / February 1994
Index
Central
Florida Meet
A Success
Thorn Kyle
WE STOCK A COMPLETE LINE OF
QUALITY NEW AND USED PARTS FOR
THE RESTORATIONAND MAINTENANCE
OF YOUR 356.
Occasional rain didn't dampen
the spirit of more than 50 people who
attended the November 6 Florida Owners Group meeting in central Florida.
The day began with registration at
the Hyatt Hotel near Disney World.
Each registrant received a FOG TShirt and was able to purchase tickets
on items to be raffled. From there, 26
beautiful 356's plus several later model
Porsches and other vehicles drove in
caravan for about sixty miles through
the hills of central Florida to the
Mission Inn at Howey-in-the-Hills.
For any of you that have not
been through this part of the state
you have a surprise coming because
there are real hills and curved roads
Specials this Month:
-
356 Heat Exchangers $168 ea.
-
T6 German Wool Carpet $349/set
-
BIC Bumper Guards 995 ea.
Rear Wheel Cylinders - $29 ea.
Front Wheel Cylinders $68 ea.
3213 N. 4th Street, Arlington, VA 22201
(703) 528-2661 fax: (703) 528-2660
VivJMaslscard Welmme
356 Registry 16 Volume 17 No.5
in Florida. We owe a special vote of
thanks to our host for this event,
Mark Peebles, for setting up such a
scenic tour and arranging for the
excellent accommodations.
Upon arriving at the Mission Inn
we were able to park as a group on a
large grassy lawn which made a great
area to visit and get acquainted with
other members, and to admire each
others 356's. We had a marvelous buffet lunch at one of the restaurants in
this beautiful resort and held a short
business meeting afterwards in one of
the meeting rooms. Club business was
discussed and winners were chosen
for the raffle prizes which included
several books on 356's, a set of headlight stone shields and other Porsche
related items. We were able to register
several new members and we hope
events such as this will persuade others to join the Florida Owners Group
to share in the fun and camaraderie.
One topic that was stressed by
club president Rich Williams was to
seek out volunteers to host events in
other parts of the state. It's really not
difficult, and if you would like to
host an event just contact Rich and
discuss it with him. In this way, we
will get to visit different parts of the
state and become acquainted with all
of the membership.
Index
P e r s o n
-
he first 356 was a pretty thing.
A dove grey, 64 c coupe with
saddle interior that bespoke the
conservative style and fussy
maintenance of its previous New England owner. Unfortunately, said
owner had lived on Cape Cod and
didn't own a garage. So when Yours
Truly, owner #2 skidded on some
black ice in January of 1972, the car
literally broke in two just forward
of the windshield.
After owning that car for only a
few short months, and finally fulfilling a very long-held ambition to own
a 356, most readers of this publication
can identify with my feelings of loss
at the time. So perhaps they can also
share the feelings I had on a trip to
California a month later when I found
myself touring the Bay area at the
wheel of practically the same car I
had lost. While visiting my cousin in
San Francisco, she invited me for a
tour, as long as I would drive her
husband's car; she hated shifting gears.
I felt like I was in a movie when
I walked into their garage and found
that the offending manual transmission was in one of the most elegant
coupes I had ever seen. A 1964, like
mine. A "C" like mine. But unlike
mine, this one was clean and free of
rust, with a unique combination of
dark blue exterior with red upholstery I had never seen before on a
Porsche. Not surprisingly, I extended
the day's tour for as long and as far
afield as possible.
Before returning East, I earnestly
sought right of first refusal from my
cousin's husband Geo, should he ever
decide to sell. The answer was a
qualified "OK ... but it's doubtful it'll
ever be for sale." I went home with a
wait-and-see attitude. Much to my
surprise, 14 years later a decision was
1
-
The Song Says it
/ Love is. lovilier,
..
I the second time around,
1
made to sell. It was worth the wait.
Geo had purchased the car at the
factory in Stuttgart for the princely
sum of $3,756.85(see details on bill of
sale). He then drove it to LeHavre
and had it shipped to New York via
the S.S. Heina. The shipping orders
included total charges of $181.00.
$156.00 was for "freight and handling, including washing and customs formalities", plus $25.00 for
full insurance coverage less a $10.00
deductible. (Interesting, in light
of my best competitive bid for I
trucking the car east from San i
Francisco in 1986 was $1,675.00, 1
no wash included. And that
was sharing the van with a
couple of 300 Gull Wing Coupes
en route to Gull Wing Enterprises near Boston.)
Gee's fastidious attention
to maintenance was evident from
the beginning, even though he was
356 Registry 17 January / February 1994
By Bill Weber
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-
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Index
driving the car west to his new job as
an architect in San Francisco. His 21year's worth of repair work orders
include scheduled stops all along the
way during the Summer of 1964: 1,500
mile checkup in Dayton in July; 2,250
mile service in Indianapolis in August; 3,000 mile stop in Oklahoma City
in late August; and the 7,500 mile
service at odyssey's end in San Francisco in December.
One very much unscheduled stop
occurred in Redwood City where the
car was located after being stolen in
September, still with its German license plates on the car. The discerning thief, we are told, was arrested
redhanded with the car.
Not having seen the car in 14
years, I contracted with Robt. DeMars
of Oakland to appraise the car. Not
surprisingly, I received a glowing report back, noting the car had "been
carefully garaged, maintained and
pampered throughout its life." Considering I already had a mutually
agreed price with my cousin, DeMars
saying "this gem of a Porsche coupe is
one of the finest originals I have
seen," was music for the ears.
His opinion was not disputed
when the truck reached Gullwing
Enterprises. The van driver said the
car created quite a stir as the other
cars were unloaded, most notably over
body condition. A lot of auto restorers in the Northeast avoid 356s because of what's usually underneath
(or not underneath.) Unless you've
owned a genuine New England
"rustbucket" 356, you have no idea of
what a pleasure it is to run your
fingers inside the fender next to the
door hinges and feel nothing but
smooth metal.
When we unloaded my car the
next day, it was into a howling
Nor'easter downpour which almost
killed me. No, I didn't get out the hair
dryers but the windshield wipers have
not been needed since that day.
Considering we had turned our
garage into a family room 20 years
356 Registry I 8 Volume 17 No.5
ago, the question of proper storage
became paramount. The solution was
not simple, not inexpensive, not convenient, but very effective. I simply
had a backhoe come in and rip out my
cement cellar bulkhead, widened the
opening, took a third of my cellar
workshop and turned it into a heated,
humidity controlled garage. Oh well,
the leaded gas fumes only linger for a
half hour or so after driving in or out.
Sends up memories of Mexico City.
And of course, there's the worst
nightmare department. The photo at
left shows the car returning from a
brief Sunday drive in June of 1988.
Naturally I had to be in the wrong
place when the lady in the Chevy
wagon ran the stop sign. Being "in the
right" is not a lot of consolation at a
time like that. But the car took a
tremendous wallop without folding
up. There's a lot to be said for solid
metal.
Repairing the car was an adventure. I found a good shop recommended by former Registry treasurer
Joel Horvitz and they were quite diligent in keeping the car as original as
possible. Of course, the custom paint
became a real mystery. Stoddard gave
us a terrific effort. Numbers were
faxed to Germany, to both Porsche
and to Glasurit. No one could come up
with a number matching the bill of
sale or body tag. The solution ultimately was to go with everyone's
consensus based on a match with the
dashboard which was in perfect shape.
After that unfortunate experience, I do tend to be a bit overprotective. The car is not driven much at all;
never in wet conditions and never in
winter. I guess my hope is to have
some time during retirement to really
use the car on a regular basis, enjoy it
and share it with other devotees. But
the temptation is irresistible to preserve and protect something this
lovely ... especially when given a second chance.
=
Index
T h e 356 Registry Newsletter of
ten years ago had an article on Gene
Babow's visit to Gmiind, Austria. He
visited Helmut Pfeifhofer's Porsche
museum. The cars at the museum included '20 Gmiind Coupe, an early
Stuttgart 356, a Speedster, a Carrera
2, a 550A and a 904. Pfeifhofer then
took Gene to a warehouse at another
location where he had 20 more
Porsches. Gene also visited the nearby
site where the Gmiind Porsches were
originally built. There was only one
remaining building, and the site is
owned by Pfeifhofer.
Dave Seeland's article was titled
"Paint Your Porsche, Part 111. The
article actually was on body work
techniques. In the article, Dave mentioned a Gmiind buried in Sweden.
(Dave - I'll help you dig out the
buried Gmiind in Sweden if you'll
help me dig out the 550A that was
Jim Perrin
buried many years ago in the U.S. by
an acquaintance of mine who had
crashed it).
Brett Johnson's Restoration column discussed 356 upholstery and
other interior components. He also
reportedon a 356 coupe into which
a complete 911 drivetrain had been
installed.
Jerry Keyser reported that there
would be an East Coast Holiday in
Williamsburg, VA. He also printed a
photograph that brought back many
memories for me. It was taken in
1981 by Jim Cowan. It showed me
driving my Vanagon camper towing
my 1964 SC GT coupe with a road
sign reading "Los Angeles 356". It
was taken at the time I was moving
to Santa Barbara for a two-year stay.
There was also a great article
by Chris Tanner on his participation
in the Tour de France in his 356A
Carrera coupe, complete with several
action photos.
Jerry printed an announcement
in the issue that Tom Oerther would
be spearheading the Eighth Annual
Cincinnati 356 Bull Session.This midwestern event has always been popular. The same issue also had an
announcement of the "First Annual
Porsche Literature, Model and
Memoribilia Meet", to be held in Chicago, Illinois in March, 1984. This
event must have been an idea whose
time had come, as the 11th annual
event will be held February4, 1994
in Los Angeles!
I
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19 January / February 1994
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Index
Brad Ripley
N o t Exactly
...
M a n y of the parts available today, 25 years after production of the
356, are "NOT EXACTLY" original appearance, fit, finish or function. Fortunately, in most cases, a spare part
being a little different really doesn't
take away from driving enjoyment.
But then this article is titled "trivia",
so here's some "NOT EXACTLY" comments on nuts and bolts hardware.
In the later 1960's, international
hardware standards (DIN standards)
changed. In some cases, only head
dimensions changed and in other cases
a DIN standard was dropped and replaced with another standard with
an entirely different head design and/
or dimensions. Some examples follow.
Striker Plate Screws - For the
early 356-356A 5-hole strikers, the
correct slotted flat head screw was
DIN 87,8x10 which had a 16mm diameter head. That standard was replaced
with the current DIN 963 which has a
14,5mm head. For the B/C strikers, the
phillips flat head screw was DIN 7987
with a 16mm head; the new standard
is 965 which has a 14,5mm head. Obviously, the later DIN spec. screws with
smaller head diameters don't fit flush
in the striker.
Seat Rail Screws - For 356
through 356B (T-5) seat rails the
proper slotted flat head screw spec.
was DIN 65 which had a 10 mm head.
Now, the only spec. available is DIN
963 which has an 11 mm head which
sticks up too far above the rail which
is another NOT EXACTLY.
Hex Cap Screws - Two things
changed with what we call normal
DIN 933 bolts. First, tensile strength
markings changed from "8G" to "8.8"
for "normal" strength bolts and head
sizes were changed: 5 mm threaded
bolts went from a 9mm head to an 8
mm head; 8mm threaded bolts went
from a 14 mm head to a 13mm head.
You should find the 14 mm-headed
bolts on 356's right up through the
356C. Certainly, if you see a bolt with
the modern "8.8" strength designation
on next year's Manhattan winner,
that's another NOT EXACTLY. See
Figure 1 for a photo comparison.
Early Fuel Pump and Carrera
Fan Shroud Screws - These screws
are still designated DIN 85 but have a
dramatically different head style.
Figure 2 compares these two head
styles. Incidentally, in the U.S. the
head style on the left is called a
"binding" head and the other (and
now currently supplied metric version) is called a "pan" head.
There are a few other examples
where the currently available metric
hardware doesn't match what was
used when the 356's were built. Tom
Scott and Dick Koenig are working on
a collateral project to further document hardware, especially with regard to plating and manufacturer's
brand name; their report will be in
future issues. Meanwhile, just because
the parts sales guy says it's original, it
may be NOT EXACTLY.
m
I
Figure 2
DIN 85 Current
356 Registry
Volume 17 No.5
u
Index
0~0~000
TOLL FREE 1-800-843-1343
FAX # 1-303-444-3715
NEW SPECIALS 356
NEW & USED 356
Floor pans A-B-C 112
$89.50
Longitudinals
42.50
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44.50
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45.00
Outer rockers
69.50
Fender sections
35.00
Quarter sections
25.00
49.00
Door posts left & right
DECO pkg. "A" wlrockers
199.50
159.50
DECO pkg. " B wlrockers
T-6 front superstructure OE wlaxle
tubes, battery pan & bulkheads 1000.00
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ea. 100.00
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175.00
356 race windage trays (engine)
75.00
CALL
A-B-C king & link sets
Headlite assemblies B-C
39.50
" A horn buttons (complete)
$150.00
Speedster repro steel seats
ea. 550.00
A-B-C lap belts
39.95
A-B-C shoulder harnesses
135.00
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169.50
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OE Mahle P & C's 82.5
675.00
6 x 15 Fuchs alloys 4 ea.
600.00
RebuiM throw-out bearings
60.00
700.00
741 Ring & Pinion NEW (X)
"C" crank stdlstd
700.00
Lietz luggage racks New & Used CALL
Hazet tourist kit complete
900.00
350.00
Pre "A" indicator switch
ea. 100.00
Zenith carbs & manifolds
Pre " A tank, pump, gauge (Beck) 400.00
GT fuel cell vintage appr. 18 gal. 1350.00
USED 356
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CALL
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$800.00
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600.00
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125.00
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ea. 45.00
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16.50
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Ei!4
This is a small sampling of our inventory, call for your specific needs.
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Index
Mark Turczyn
Every time 1 have the unique
pleasure of examining an early split
window 356 that is unrestored and
original, I am struck by how delicate
but strong it appears. Like viewing
fine crystal versus standard glassware. The sad thing is that most
restorations I have seen cannot see
to capture the purity and lightness of
form that is the trademark of the
early cars. Most restorations-even
on later 356's-seem a shade too heavy,
as though the original form was encased with a thick coating masking
the subtleties that provide most of
the visual pleasure, This again was
the major revelation when I first
viewed the unrestored Wendell
Fletcher split window cabriolet. For
those of you who do not have a copy
of the January 1958 issue of
Cbristopborusor the July 1981issue of
PorsclbePanoramamagazinewith this
cab on the front cover, I will fill you
in on this unique early 356.
In the 40's and early '50's, a prolific engineer named Wendell Fletcher
owned the Fletcher Aviation Corporation which developed and built such
innovative aircraft and military items
as the external jettisonable aircraft
fuel tanks, in-flight refueling systems, and a number of jeep-like vehicles. The engineering marvel that is
of interest to us is the Fletcher jet
cooling system. This system was designed to greatly improve the cooling
of air cooled aircraft motors. The
system rerouted the exhaust gas into
a venturi tube called a "concentric
diffuser." The flow of the gas through
the diffuser would create a vacuum
that would pull cooling air past the
cylinder fins. From the pictures of
the modified motor one can see that a
substantial oil cooler was added that
in some applications could have been
placed so some of the venturi air
would flow through it.
Just as many military-dependent
manufacturers are doing today, at the
end of the war Fletcher was looking
for ways to transfer much of his
aviation technology to marketable
civilian applications. His jet cooling
looked like a way to squeeze more
horsepower out of automotive air
cooled motors by replacing the cooling fan. Fletcher also was trying to
develop, with different partners, a
number of lightweight vehicles that
could be sold for civilian, postal or
military use. Porsche motors appeared
to be perfect candidates for his jet
cooling and for powering his different civilian and military personnel
vehicle designs. Porsche during this
same time period was also trying to
sell their version of a military vehicle
called the Jagwagen (type 597 or
"Hunter*) to the German military.
Fletcher decided to use the Porsche
motor and also the 597 running gear
for his military vehicle.
In anticipation of winning the
Index
military contract, Fletcher got a license to manufacture 1500 cc Porsche
motors and later the 1600cc industrial, marine and aircraft motors in
the U.S. He went as far as sponsoring
the Porsche team at the Carrera
Panamericana for two years to publicize the fact that his company had
exclusive licensing rights to manufacture the Porsche motors. You may
have seen pictures of t h e
Panamericana Spyder with Fletcher
Aviation printed on its side and hood.
But Fletcher did more than just
use the Porsche engines as designed,
he also improved the design for ease
of manufacturing. In '53 Porsche authorized Fletcher to redesign the
crankcase to expose the timing gears
to make it easier to set the timing on
a production assembly line. I guess a
machine would apply the timing gear
rather then a worker matching the
cam gear timing mark to the crank
gear timing mark like we all do when
we hand assemble our motors. Anyway, Porsche saw the advantages of
this new design (perhaps for their
Jagwagen if it was bought by the
German military) and also adopted it
for 356 production. This is how the
three-piece case came into our world
in 1954.
Back to 1952: Fletcher's brother
went to Germany, buying some motors and what I believe to be an
interim U.S. model 1951Cabriolet number 10139. They modified the 1500cc
527 motor, adding the cooling system.
In order to make room for the upswept exhaust Fletcher had Maurice
Schwartz modify the rear fenders into
the large fins you see in the pictures.
He also had to cut out the sides of the
engine compartment so the exhaust
tubes could go out to the fins. The
chrome ends were a nice Detroit touch.
The rear fenders were not the only
modifications made to 10139. Fletcher
modified the front of the battery box
and cut the front apron to contain the
large oil cooler. He also removed the
bottom of the battery box and installed a slat-type cable-operated louver system. This allowed venting of
the heat radiated off of the cooler.
With the louver closed this system
worked as an interior heater because
an early 356 has a center tunnel running from the battery box to the toe
boards. The warm air had to flow up
this tunnel. I suspect the even with
the louvers open the interior still
received warm air into the interior.
...
Porsche authorized
Fletcher to redesign the
crankcase
...
After some testing, they shipped
the car to Porsche in '53 for factory
evaluation. From what I can gather it
worked very well. It was a marvel of
simplicity but it had one drawbackthe high velocity flow of air through
the diffuser generated an incredible
amount of "ear-shattering" noise. This
ruled it out for domestic cars but
Porsche tried to apply it their racing
motors. It saved between 12-15 hp but
they could not find a way to reduce
the noise to levels acceptable even
for racing. The factory gave it up by
1958. This may also coincide with the
356 Registry
93~anuary/ February 1994
fact that Fletcher merged with another corporation in 1958 and the
new company chose to end the Porsche association. The cab was shipped
back to the States, probably in '54, and
was driven by the various members of
the Fletcher family "wearing out three
engines in it." Since the car had under
35,000 miles on the odometer when
Fletcher said this, I assume that he
must have modified and over-stressed
a few of these motors.
In the end Fletcher never made
any Porsche engines because his assorted civilian truck partnerships dissolved. The military would not buy
his personnel vehicle design if it had
a Porsche motor in it so he designed
his own aircooled motor. He produced
a few prototypes called the Airborne
and the Flair, of which one had the
Fletcher motor, but he still did not get
the contract. On the other side of the
pond, Porsche did not get the German
Military contract for their 597, either.
Fletcher was never compensated
by Porsche for his jet cooling or for
his development of the three-piece
case. He simply gave the ideas to
Ferry Porsche. Based upon the '81 Pano
interview, I feel that his generosity
was simply the result of the friendship that had been established during
Index
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Index
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Index
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their business interactions. What does
remain of this interesting friendship/
partnership are some samples of their
joint thinking, specifically the 597
that Ferry gave to Mr. Fletcher and
the car in these pictures: the jetcooled split window cabriolet number 10139.
The cabriolet is currently owned
by Bill Wheeler, a long time Porsche
enthusiast. Bill spotted the ad for the
'52 cab and the ~ a ~ w a in
~ ethe
n May
1989 issue of Panorama. Wendell
Fletcher of Sidalia,Missouri had placed
the ads for the Type 597 military/
civilian "Hunter" and the 1951 cab in
the classified section. I saw the
"Hunter" up at Jiminy Peak during the
1989 Registry meet. At that time it
belonged to Prescott Kelly and was
highlighted in an August, 1989 Panorama feature article about four
wheel drive Porsches .
Bill worked with the family,
mainly Wendell's youngest son, to get
most of the original parts for the car
which were distributed among members of the family. The most important part that is still not in Bill's
possession is the original motor/venturi system. He does have one of the
original 527 motors, #30628,purchased
byhletcher9s brother. he car currently has the last motor installed by
Fletcher, a three-piece case 546 1500cc,
'34114. The large aircraft-type oil
cooler that Fletcher mounted in the
floor of the trunk is missing but the
cable-operated louver system and the
oil lines running to the back of the
car are still attached. The major
cosmetic items that Bill has not put
back on the car are the large chrome
exit ports that fit at the end of the
fins.
The only major modification that
was done to the car since the picture
of the car in '52 is the shape of the
convertible top. Somewhere along the
line someone felt that the car would
look better if the rear cowl area was
356 Registry
e6 volume 17 No.5
squared off. This required the cutting
of sheet metal and the addition of
new woodwork. As some of you recall, in the early 356's the entire bottom of the cloth top is nailed down to
beech wood tack strips crafted into
the rear cowl. This technique was
used until mid '57 when the factory
modified the top mechanism by adding a real cowl bow to make it fully
removable in order to use a removable hard top. Aside from an older
paint job, some new seat and door
vinyl, and 15 inch wheels, the car is
tattered but original. The carpeting
has never deteriorated and the instruments and electrics all function.
Yes, the hood had been kinked. This is
an amazing car for someone trying to
restore a split window Cab or Coupe.
Bill has been extremely tolerant and
very generous to me and to my friends
who have borrowed pictures and even
original parts off of the car to help
them with their restorations. While
these pictures do not do the car justice
I hope you all can appreciate the
originality of this unique and historic
rn
356.
Index
An Oregon Picnic
A n impressive turnout of 356s in
the Pacific Northwest occurred in late
September when two newcomers, Jay
McDonald and Nirbhao Khalsa put on
a picnic in the Yamhill County Wine
Region of Oregon. Gary Emory's new
location was the chosen site which
turned out to be quite a bucolic setting. Over 30 cars were present with
almost 90 human participants. Two
kegs of locally made beer and wine
were consumed along a large assortment of natural snack foods. Celtic
musicians rounded out the low-key,
low-stress event. Cars of particular
interest included: two Carreras driven
to the event; one SCGT Speedster and
a Carrera 2; three twin-grilled Roadsters, one owned since new; and a
unique T-6 Notchback sunroof car.
People came from as far away as
Canada and Idaho. Gary took people
on a walking tour of his vast parts
holding and race shop while others
whiled away the afternoon eating
their picnics and enjoying the perfect
setting and weather. The event was
pulled together within a five week
period and proved quite successful.
The majority of the participants
showed an interest in establishing a
regional group which would hold regular driving, educational, technical and
show events.
Anyone interested in assisting
with a future event or sponsors should
contact Jay McDonald at 11511 NW
Cummins Road, Carlton, Oregon, 97111.
106 Upper Kingtown Rd, Pittstown, NJ 08867
Special:
I
New free listina
"
Rebuild your brake system
Order 24 Hrs A Day,
once and save!
7 Days A Week
#POR 002 .....3561356A
New Order Line!
#POR 003 ........ 3568
Kit com~leteas illustrated Call 800=844=3712
$450."
'Core Shoes Required
Kit includes a free c o w of
Bosch Brake andb book
I
Fax
201=402=8122
Telephone 201-402-8138
Parts for other Porsche and VW models in stock
356 Registry 27 J a n u a r y / F e b r u a r y 1994
Index
Though the cars don't rust in
California, the engines do!
The Maestro has told you Time &
Time again that ifin you wish to get
the most outa your car, you gotta go
out and DRIVE! The Half-Million Mile
356 got there one mile at a time by
being driven on most EVERY occasion
possible. Like every day! Fifty to a
hundred miles.
The Danger comes when you park
it. The gas turns to varnish, the oil to
toxic waste and the brake fluid to
God knows what. More Danger comes
the longer you let it sit. Things Important rust, become irreparable and revert to the ores from which they
came. And if you let it sit out in the
rain for three years with the spark
plugs out,... you get a First Class mess.
There are One-Owner 356's (and
912's) that need their 150,000 mile
Overhaul. They're the Backbone of
the Maestro's business. At 10,20 or 30
thousand fun-filled miles a year for a
Decade or so, and it's time for another
rebuild. Repeat business like this takes
a while, but it's Very Loyal.
Then there are the guys who just
want to get their car back on the road
again- FINALLY! Those are the Challenges the Maestro likes.
Take the Man with the two
unrunning 912's- a '67 and a '69. The
'69 was the better car and he wanted
to get it running again. Several years
previous, the '69 had suffered from
Low Compression and the general
malaise of next-to-no Maintenance.
The Owner had pulled the plugs for a
compression check, found the compression wanting, and left it parked
outside for three or four years. 'Till
the engine seized.
Whereupon he called the Maestro
for an overhaul on his seized engine.
The Maestro had taken apart
seized engines before. Some, like the
M a e s t r o
Harry Pellow
one that came in the previous week
was a BEAR! The biggest problem being rusty cylinders, with VERY seized
pistons. Pistons that you somehow
gotta remove to get the engine apart.
Sometimes a gear puller will pull
the cylinder off, sometimes it won't.
Sometimes a Torch will get them off,
sometimes not. Sometimes you have
to CHISEL the cylinder off. But only
the expensive Mahle alloy 912 cylinders chisel easily.
The Maestro expected the East
Coast Engine he took apart the previous week to be rusty and yes, it was.
But he didn't expect the California
912 engine to be anything nearly as
bad.
For once in his life, the Maestro
was wrong!
The Maestro removed the Valve
Cover and was amazed to find a HALF
INCH of fluffy rust precariously
perched on top of the rockers! The
Maestro at first thought the rockers
were shot, turned into rust. But, no,
when unearthed from the iron ore,
the valve train was well-protected by
a layer of previously built-up sludge.
The rust came from the badlyrusting VALVE COVER above that generated mucho rust-o that FELL onto
the rockers! The rockers were sufficiently sludged up to remain unaffected by the rust pile on top of them.
But when the Maestro popped the
cylinder heads and found four very
rusted Cast Iron Cylinders, he suddenly found himself in trouble. Several attempts with a gear puller combined with heating and cooling got
nowhere fast. None of the cylinders
would budge.
356 Registry
e8 Volume 17 No.5
Things sure do come in Pairs, or
Triplets thought the Maestro- only
the previous week he had torn apart
an East Coast Engine that had 2 cylinders frozen on the same side (#3,#4).
But the Maestro was clever, and split
the case taking off the Right Hand
Head, cylinders and Right-Hand Case
Half. Then he merely took the rod
nuts off the rods still in the left-hand
side, but now accessible, removed the
rods, and at his leisure, removed the
seized piston from the cylinder in a
hydraulic press.
This 912 however, had FOUR seized
cylinders, NONE of which could be
readily removed so the Case Splitting
Technique wasn't possible.
As the Maestro's brain was thinking about this, his hands went off to
continue the disassembly and went to
remove the Distributor. No Way, Jose.
That Distributor was stuck worse than
the one in the Biloxi, Mississippi
Dunebuggy that the Maestro had to
sledgehammer out!
OK, fine said the Maestro. Don't
get mad, get even. So he removed the
Crankshaft pulley. It was cracked at
the keyway. Damn!
So, he then took off the Third
Piece of the Case- and saw yet another
Amazing Sight- PILES of rust on the
Steel Cam drive gear on the crank.
And this time it wasn't something
falling on it- it WAS the steel cam gear
rusting!
Which meant that the Alloy Gear
on the cam would be History too.
Which it was.
After removing the Third Piece,
the Maestro was finally able to apply
a Judicious amount of impulse against
the stuck Distributor to remove it,
which revealed a distributor Drive
gear that was also seized. Fortunately,
Index
it too yielded to the the right application of the Laws of Physics. Impulse=F'
Delta t.
But the Main Event- the Numero
Uno Problemo for which there was
still no solution was four VERY seized
Kolbenschmidt pistons, securely encased in their thick, protective Barrels of the finest German Cast Iron.
The Maestro cogitated on the situation for a while- in between solving
the problems of Problem-plagued
Porsche owners who call The Maestro's
Hot Line- (408) 727-1864. Some Problems are difficult, others sublime. Like
the guy who called who was replacing a 912 oil pump cover with a 356B
oil pump cover/tach drive unit so the
mechanical tach drive in the 356
would work again.
He was calling the Maestro because the 356B Tach Drive Gear
wouldn't fit in the case. "Hummm,"
said the Maestro "Now, you've got the
LARGE oil pump with the 36mm long
gears- that's almost an inch and a
half.
"Yes."
"And," said the Maestro "you're
merely putting the oil pump gear
with the Tach drive on it into the 912
case, and using the 356B mechanical
tach cover?"
"Right" says the Problem Plagued
Porsche Owner. "And the oil pump
gear with the Tach Drive on it won't
fit into the 912 case!"
"Nooooooooo", says the Maestro"it's got to! The mechanical Tach drive
gear WILL work in a 912 case."
"No," says he, "it just won't go
through the hole in the case. The hole
in the case is too small."
The Hole in the Case is too small?
Repeated the Maestro's Center of
Higher Reasoning. The Hole in the
Case is Too Small? NO!!! The oil pump
"bearing" Holes in the case are all the
same size! A flash of Inspiration hit
the Maestro- would it be the Simple
Solution? The no-brainer?
"Tell me, said the Maestro, chosing
his words carefully. "Uh, which end
of the Gear are you trying to put
through the hole in the Case?"
"Which End? Why let's see- the
Tach Drive end."
"You're putting the tach drive
end into the case?"
"Uh, yes,..."
"Try the Other End," said the
Maestro. The Tach Drive end goes into
the oil pump cover. The OTHER end of
the gear goes into the Case!"
Pause on the other end. "Oh, my
God,... I'm sorry Maestro, that was
dumb. I can't believe I did that, ..."
"That is OK, my son," said the
Maestro. I wish all problems were as
easily solved. Though, actually if all
problems were that easily solved, there
wouldn't be a place for the Maestro in
the Greater Scheme of Things, now
would there.
"...
the Maestro decided to
try the simple solutionbrute force."
While contemplating removing 4
badly rusted/seized cylinders, the
Maestro thought about that recent
phone call. The Simple Solution.
Maybe that's Better.
He had been thinking of using
liquid nitrogen to chill the piston and
a torch to heat the cylinders to break
things loose. And reprogramming the
Laser Disintegrater to cut off only the
cylinders and not the Case was a timeconsuming job. (It always gets carried
away and cuts everything down to
elemental raw materials.)
So, what the heck-the Maestro
decided to try the Simple Solutionbrute force. But no, not a sledgehammer, for that could mar the case surface more that the Laser Disintegrater
on an off day.
No, this time he'll cut the damn
cylinders off! That's a lot of work
356 Registry
em January / February 1994
with a hacksaw, complained his shoulder muscles. Don't worry, said the
Maestro, give me a high speed cutting
disc, a supply of Compressed Air large
enough, and I'll get those damn cylinders off!
And he did. A cutting disc at
25,000 RPM does a nice, slow, cut on
cast iron cylinders. Takes 'bout 10
minutes a cylinder to cut carefully
through the cast iron liner until you
hit the Aluminum piston pay dirt.
Oh, and be careful- when using a
cutting disk. They're dangerous to your
vision and other important parts of
your anatomy. They're also dangerous
to your case- if you go too far. You
gotta stop a little ways from the case
lest you cut the Case a Mortal Blow
through an oil artery.
Simple geometry will show that
you MUST stay half a blade diameter
away from the Case, which for a 2"
rotary cutter means you gotta stay at
least an inch away.
Which, by definition, leaves more
than an inch of UNCUT, Cast Iron
Cylinder. Now, what to do? How you
cut through that last inch of iron
that's so near the case?
The Maestro's Center of Higher
Reasoning whispered i n t o t h e
Maestro's Inner Ear.
"Geez, Maestro I know the answer; for a shot of ATP, I'll tell you.
"You're on," said the Maestro,
knowing a good deal when his Center
of Higher Reasoning gives it to him.
"OK," said the Center Of Higher
Reasoning. "Remember how cranks
crack? How a crack starts? From say, a
stress riser in the Journal Radius that
propagates through several inches of
solid steel? And how Connecting rods
with TWO holes drilled through the
beam at the Small End will propagate
a crack all111 the way down to the Big
End?
I got one word for you, MaestroCrack Propagation!
Continued next issue
Index
W e s t
V i n t a g e
It's time to let fellow 356'ers
know about the exciting racing action here on the West Coast. Many of
you might be familiar with my work
as staff photographer for the Registry
over the past ten years. Since I attend
many of these races taking photos
and I get up close to the action, I've
been encouraged to try my hand at
writing race reports. So buckle up, the
starter's flag has dropped!
C o a s t
R a c i n g
Hal Thorns
limited to the pages of books and
magazines or museum displays".
The field of cars that gathers
here each year from around the world
are the "cream of the crop" and are
raced as they were in their own era
with no major "modern-ifications".
They retain the true original spirit of
their own "glory
days". Imagine seeing these cars
driven by the likes
of Fangio, Moss,
Hill,
Gurney,
Brabham, Stewart,
Redman and Elford, many times
behind the wheel
of the actual car
they had driven
back then.
356's were well
represented in race
3B for 1955-64 production sports cars.
Steve Schmidt leads a group through the Laguna Seca
Racing with mus"corkscrew"at the Monterey Historics in August
cular Corvettes,
Morgans, Alfa Romeos and MGA TwinYou 've no doubt heard about the
cams, Steve Schmidt of Santa Ana, CA
"Grand daddy" of all vintage racing
in his light weight '64 C Coupe had an
events; the Monterey Historic Autooutstanding drive in the feature race
mobile Races held at Laguna Seca. The
to finish fourth overall in the 30-car
event is put on by Steven Earle and
field. Other 356 entrants included longGeneral Racing, Ltd. and this year
time California racer Bob Kann in his
marked its twentieth anniversary. To
'58 Speedster, Harlan Halsey in a '59
put it in Mr. Earle's words; "This event
Carrera GT Coupe, Peter Pearse and
from its conception has been an athis'57 Carrera Speedster, Donald Sandy
tempt to bring before you in living
in a '57 Coupe, Chuck Renn in a '57
color, sight, sound and smell, automoSpeedster and Larry Cloetta with a '56
tive treasures and reflections from
Speedster. This race also included two
motor racing history that have been
356 Registry
a0 Volume 17 No.5
rare and historically significant
Abarth Carreras owned by Dean Watts
and Ray Walzer.
Let me tell you, this annual August sports car celebration is a sight to
be seen! It covers an entire week,
culminating in the races, where it
seems every sports car in existence is
on the Monterey peninsula. Besides
our beloved Porsches, there are
Ferraris, Maseratis, Cobras - you name
it. They gather here for the various
Concours, rallys and tours held all
during the week (when is the last
time you saw 300 Ferraris parked on
the lawn together? Hey, I love sports
cars!) The entire week is a sports carlover's delight, ending with the world
famous auctions on Saturday and the
Pebble Beach Concours on Sunday.
One of the West Coast's major
vintage racing groups is the Vintage
Auto Racing Association, VARA, which
holds its annual series of races at
Phoenix, Las Vegas, and Sears Point
and Willow Springs in California. The
weekend of October 9 and 10, 1993
VARA held its second annual PorscheAlfa Challenge at Willow Springs.
Along with the normal classes, a special race was held both Saturday and
Sunday for these two marques.
The cars ranged from a Porsche
908 driven by Danny Ongais and a
Formula 1 Alfa driven by G.P. driver
Wayne Taylor to 356's and Alfa Giulias.
356's held their own and did extremely
well in the 33-car field with Dan
Verstuyft taking fifth place in his '57
Speedster and Steve Schmidt in sixth
with his '64 "Coupester" (a 'C' Coupe
with its top chopped off, and yes,
Index
when you fist see it, it does look a
little strange). Seventh went to Dave
Witkowski in a '62 Coupe. The winner
was the 908 followed by two 911
Carreras and a 914-6. These 356 drivers beat out several 911's and 9123,
along with some Alfa GTV's.
A total of twelve 356 race cars
participated with Dan Verstuyft and
Steve Schmidt providing the highlights. In both the Porsche-Alfa Challenge and the D-Production races, these
boys put on one of the best shows I
have seen in many years, going noseto-tail in each of the four races, passing and re-passing each other several
times throughout the weekend. I know
how competitive they are, and I had
chills going down my spine each time
they came down the start/finish
straight at 110 miles an hour, side-by
side, trying to close the door on each
other, and hoping they would both
make it through that turn! I'd have to
say that "der Schmidt" prevailed on
Saturday, and "Dan the man" came
out on top on Sunday. Congratula-
tions to both of them, and to Dan for
being VARA's D-Production champion
for 1993!
Other fine performances were
turned in by Bob Kann, who also won
the award for "Best Appearing
Porsche" with his '58 Speedster, Bill
Zeidlik with a '57 Speedster, Bob
Heiman in his '63 Coupe, Bill Bucher
with a '59 Coupe, Bob Clucas in a '62
Roadster, Bill Bohn with his '60 Coupe,
Tom Ohmer and a '60 Roadster, Horst
Goebel and a '61 Roadster and Ed Yates
and his '64 'C'.
Well, that's the checkered flag on
my first report from out West. I noticed Roger Ender encouraging us "Left
Coasters" to head east for a good time,
and I know both Dan Verstuyft and
Bata Mataja did just that. Dan did well
at Road Atlanta in '92, and Bata took
a sixth there in his beautiful Speedster in '93. We would also like to
encourage our brothers in the East
and Midwest to come out and have a
great time in the wild, wild, West!
YEEHAA!
JOMART
356
INTERNATIONAL
- Porsche part supplier 4
169 South Roosevelt Ave.
Pasadena, CA 91 107
Partial list of available parts
N.O.S. = New Old Stock
1600 Normal heads with valves
Fuel pump - later style
Headlight units, Hella -In the box
Solex 40 carburetors left Irlght
Solex 40 air cleaners
Solex 32 air cleaners
Cab T 5 door, chrome frames
Cab left rear fenders
Coupe one-piece door. chrome frames
Speedster doors - high striker
Cabrlolet door complete
Early windshield washer foot pump
Hella 128 fog lights - limlted quantity
12 volt dash clocks
54/59 Horn grilles yes!!! N.O.S.
Carrera 2 distributor Vjsr4r3
Motometer outside temp gauge -In the box
T6 hood front In green primer
Used Parts and Remanufactured
Rudge knock-off spinners - approved by top
restorers Including Tim Goodrlch
Speedster rear view mirror
Carrera 2 kilo speedometer
Hazet Tourist tool kit
Later 356 tool kit - new
Telefunken radio pre-A
Blaupunkt restored radlos - all years
Carrera 2 wood wheel Ioptional horn ring
Dish orlglnal Nardl, one restored, one not
Soft top Cabrlolet
Speedster windshield frame Iupper lower
356A original bumpers
Speedster seats, orlglnal
Carrera alloy wheels 4-112 x 15, have 5
OEM Derrington wood steering wheel
Blaupunkt Derby pull-out picnic radio
80 llter 'A' model gas tank - mint
30 engine cases and 47 heads - all years
Flat Nardl wood steering wheel/mushroom
Pre-A washer bottle I bracket
Headrest I clamps OEM
Bosch asymetric headlights
Speedster fiberglass hardtop
Carrera rear valance
Used Carrera 11 pistons / cylinders
OEM Carrera li generator / pulley
Pre-A dash 'dummy' plate
Satisfaction Guaranteed
My rubber weather stripping s
i
German original
Visa I Mastercard1Discovery accepted.
The Porsche - Alfa Challenge at Wlllow Springs Raceway, October 9
356 Registry
81 January / February 1994
(818) 793-7 155 (818) 793-2607
FAX (8 18) 795- 1 141 (24 hrs)
64
I n fact until you're used to the
car it can have a "squirrelly" feel
that's deceptive. If the recommended
standard tire pressures are used, the
1600 is very, very sensitive to-side
winds on open highways, and it's only
somewhat better with the higher fasttouring pressures (21 psi front, 26 psi
rear).
"But it's on the bumpy back roads
that this car really performs wonders.
You find yourself searching for serpentine, climbing, diving and winding byways just to exploit the astonishing agility of this car. The surface
doesn't matter; the bumpier it is, the
more the Porsche likes, it. If severe
ripples break the tires loose, the wide
tread and supple suspension usually
succeed in clamping them to the road
again before the car has moved sideways more than a few feet. So solid
and so secure does this car feel over
the most atrocious roads, in fact, that
many owners may tend to overstress
the automobile without knowing it.
In a sense, then, the Porsche reputation for chassis fragility may be attributable to severe driving that results from its solid feel!
".. The 356B very gently but very
definitely understeers up to the
breakaway point, at which it's the
back that wants to leave the scene
first."
Porsche 1600 and Super 90
Road Research Report
Sports Cars Zllustrated
April, 1960
An item I have had a recent chance
to review is the OPTIMA battery built
by Gates of Denver. They (available
in 6 and 12 volt) really are neat and I
have them in both of my running
Porsches: 911 and 356C. What makes
them so useful for a Porsche is their
.
Index
Dr. Bill Block
absolutely sealed construction - they
can be installed upside-down or sideways. This means tha they do not gas;
so there should never be a battery
acid-induced problem. So far both
cars have survived the "acid" test.
Lolly my daughter firmly believes
that the solutions for any automotive
problem are the jump-start and the
deep charge. Last year, after the 356C
Cabriolet had sat too long, Lolly deepcharged the battery, resulting in a
battery box full of surface rust. Lolly
actually cleaned out the box with
multiple baking soda washes and
treated the box with acid resistant
paint. I sprung for an OPTIMA. So far,
in spite of the car being until recently
a hanger queen (op sit); no problem!
But what really spurred me to
write is that I notice that Chatham
Motorsports is advertising them in
the classified section for $71.95 and I
would swear I paid over $100.00!
Additionally they are rated at 700
amp cranking amps and are so thin
that two can fit in the space of one
conventional 6 volt battery - which
would be cheaper than a 12 volt conversion - make sure you wire them in
parallel.
Finally my family is back together! We are all living in Michigan.
Since my last grand trek in 1986,
Saurat, the red long hair Husky (a.k.a.
simply wretched) managed to learn
how to open back yard gates, but not
about garbage trucks, while Lady finally died of old age at 16. Porsche,
the black Lab, traveled with me. This
proved handy in that the hanger queen
356 Registry
Volume 17 No.5
had developed several problems: the
starter died completely, the shift linkage rattled; unsuccessfully ameliorated
by telling Porsche, the black lab, to
place her foot on the shift lever - she
did but it still rattled; finally the
engine seemed to be hemorrhaging oil
from the cooler seals. Clearly this last
problem loomed to be of maximal
significance. But as the Maestro points
out, "fools occasionally beat the odds".
Patty my wife now raises Labrador Retrievers and counting the latest
litter as well as the German short Hair
Pointer (I don't why know either)
had 13 dogs, not to mention Macavity
and Boo, the Abysinnian cats. Since
her 280TE station wagon was too small
she bought an '83 Chevy van. Luckily
it had a trailer hitch and I borrowed
a tow-bar - which classifies as luggage on Northwestern Airlines. Thus
prepared, I deceided to watch the oil
light and add oil every hundred miles.
Amazingly, the engine did not use
significant oil. All I can figure is that
when the oil cooler donuts became
warm they also became swollen and
stopped the leak.
Just to show you that you can
never win; however, the Mercedes
which had just had a "really good"
280s engine installed for excessive oil
consumption of the original 200,000
mile engine, showed itself to be dipsomaniac and went through the case of
Castrol which I had anticipated feeding the 356C. It's really neat to have
an almost 30 year old car which can
be switched on (O.K. pushed started)
and driven 900 miles without demanding a stop - actually it would
never have been turned off if I hadn't
needed to check the oil, and of course
for the prolonged stops having to do
with the dogs' calls to nature.
Index
Recently I received a letter from
Daryl Murphy, the author of Carrera
Panamericana. I had missed the fact
t h a t Jacqueline Evans, whom I
misnamed Linda Evans, actually finished one of the Carreras - 47th in
1950 in a Chrysler. Even more interesting, those of you who are searching
for the Carrera Panamericana Porsche
356 with the 1500s prototype engine
can stop looking. Mr. John Farrer,
"Hillcroft" Marigold Lane Stock Essex,
ENGLAND, CM4 9PU wrote saying that
he has RHD chassis 52013, a strawberry red coupe which he believes
ran the Carrera Panamericana. He
didn't write what the engine serial
number was.
Re-instituting the grand tradition
of my annual Too-Late-for-the-Holidays Review of Books, herewith I list
the books your significant other
should buy you, you he or she or
yourself. In previous years I have
claimed that publication of the list in
March, perhaps even later, wasn't my
fault, but I can't use that excuse now.
This year I just lost track of time.
> $100
The factory 356 A WORKSHOP
MANUAL ($195.00) and the FACTORY
356 B/C WORKSHOP MANUAL ($119.00)
have more than you need know to
work on your A or B/C Porsche. Unfortunately, "more than" includes
mediocre reproduction of photographs
and assumptions made about your
level of training and access to tools.
Even so the factory manuals are the
place to start every job.
I do not recommend "mini-coffee" table books; but huge coffee
table books are a different story.
PORSCHE: THE FINE ART OF THE
SPORTS CAR, Evans ($100) is a lush
large format book, with fabulous photographs of Porsches, covering the 356
and earlier period extremely well.
This book occasionally appears on
remainder tables. When the 1989 and
1990 Carrera 2 and 4 were beset with
failing gasoline gauges, dealers were
giving this book away to customers
having their cars fixed.
$50.00 - $100.00
PORSCHE: EXCELLENCE WAS EXPECTED, Ludvigsen ($89.95) - the single
best automotive marque book written. With a publication date of 1978,
this weighty (2.5kg) tome is uncluttered with later Gucci stuff. If you
love 356s, don't fritter away your
money on milk and shoes for the kid
until you have a copy!
PARTS MANUALS 356 ($94.35),
356A ($94.35), 356B ($log), LATE B (T6) SUPPLEMENT ($60.50), C SUPPLEMENT ($51.90). The obvious use for
these books should be ordering the
correct parts, but you will find most
of the parts are No Longer Available,
so the numbers don't do you much
good. I find parts manuals are frequently more useful than the workshop manual, because they are laid
out as exploded drawings in related
sections. Please note that the B
MANUAL is what you want for Bs, the
late Bs require BOTH the B MANUAL
and the LATE B SUPPLEMENT, while
Cs require the B MANUAL, the LATE B
SUPPLEMENT AND the C SUPPLEMENT.
356 PORSCHE, Conradt ($64.95)
compares favorably with Ludvigsen's
PORSCHE: EXCELLENCE WAS EXPECTED as the single book you must
have if you are interested in 356
Porsches and can read. Dirk Conradt
was given free access to Porsche's
arkivs. After the book was translated
into French and Italian, but not English, Brett Johnson put together a
consortium to translate the book and
give the translation the most intensive proof reading ever.
$25.00-850.00
A,B,Cs (and 912s) of PORSCHE
FOUR CYLINDER ENGINES, Pellow
($30.00) - ABCs is basically a compendium of all the parts in all 616 engines. Harry tells you how they came
356 Registry
33January / February 1994
A Tough Piston For
A ~ o u g hCrowd
For over two years, 356
and 912 racers throughout the world have been
flogging these pistons unmercifully and not one
piston hasfailed! I'mtoldoverand over; "Wetore
down our race engine for its annual rebuild and
discovered that, other than the carbon on the
top, your pistons looked like brand new. Even
the rings looked perfect. We will run them just as
they are through the next race season. Thanks
for a great piston that really works!"
Don't settle for second best, even for just a
street engine. It's worth the piece of mind.
Three sizes are available:
83.5mm x 11.5c.r. (1O5t octane racingfuel)
86mm x 10.8 c.r. ( l o s t octane racingfuel)
86mm x 9.25 c.r. (for pump fuel)
Still only $650.00 for the set of pistons, rings,
pins and locks of your choice. Order now!
Shasta Design Engineering Co.
22403 Ladeene Ave.
Torrance, CA 90505
(310) 813-8753 days
(310) 378-2032 evenings
SERVICE AND RESTORATION
RICHARD BENNETT
SPORTS CAR
FACTORY
(216) 285-0785
309 PARK AVE., P.O. BOX 741
CHARDON. OHIO 44024
Index
originally and where to replace with
later parts for a better engine, even if
originality is important. He also lets
you know what won't fit with what.
Absolutely necessary for rebuilding
your Porsche engine - whether you
do your own wrenching or not. Included are many stories, some of which
have nothing to do with Porsches.
Usually however, there are pearls in
each story Illustrating some point
which is applicable - though occasionally only in a cosmic sense. SECRETS OF THE INNER CIRCLE is currently out of print. Write Harry and
let him know you need one.
PORSCHE 356 & RS SPYDERS,
Maltby and PORSCHE 356 & 550, A
PICTORIAL HISTORY, Rasmussen (either $29.95) are identically priced
books, similar in content with decent
histories and superb photographs. Buy
both.
PORSCHE LEGENDS, Lef fingwell
(29.95), approaches being a mini-coffee table book; but becomes as must
buy, by virtue of providing superb
photographic studies linked with a
unique and useful approach to providing a history. As with the badly
flawed and similarly named factory
book PORTRAIT OF A LEGEND,
Leffingwell uses the reminiscences of
major players of the period, including
Johnny von Neumann, Ernst
Fuhrmann, keying each chapter to a
specific Porsche. Even the post-356
era stuff is fascinating. A superb book
and decided value.
PORSCHE 356, Solari (30.00). With
Italian text but containing many very
decent photographs, this book is just
the thing for the book collector with
everything else.
356A, 356B and 356C owner's
manuals. Available through Porsche
Vintage/Stoddard as NOS/ONS (Old
New Stock -repro stuff done by the
factory) at $29.95.These are very good
indeed and basically obviate the need
to spend several hundred dollars on
the last mint owner's manual in the
western hemisphere. Even the maroon vinyl binder is available at an
outrageous $49.95.
$10.00 -$25.00
I
Brett Johnson has up dated THE
356 PORSCHE - A RESTORER'S GUIDE
TO AUTHENTICITY, ed 2 ($24.95). This
is the bible for anyone interested in
how Porsches evolved and in how to
restore them. I almost hesitate to put
this on the list, since you as an enthusiast surely have one already. Incidentally, there are enough changes
from the first edition that I recommend buying the second; but keep the
first, in several areas -especially photographs- they supplement one another.
Have you ever wondered...
* Who has provided the correct motors for
%
the winning 356 show cars?
Who has provided the most reliable.
winning motors for 356 and 912 vintage
racers on the West Coast and Overseas?
Call for a list of people who know.
356 Registry 34 Volume 17 No.5
PORSCHE: 4 CAM, 4 CYLINDER
SPORTS & RACING, Solinger ($17.95) is
a reissue of a very impressive soft
bound book. Worth reading in no
small part for its dealing with the
Carreras and the Spyders in terms of
racing devices, not bucks-up collectors goodies.
Four years ago I recommended a
German book which reprinted (German) ads as its method of delineating
Porsche 356 history. The book has
been reissued with English ads and
correction of some errors and for
$5.00 less at $19.95. PORSCHE 1948-65,
in the Schiffer series is worthy of
acquiring for your collection.
While not up to the standard of
Bruce Anderson's PORSCHE 911 PERFORMANCE HANDBOOK, Duane
Spencer's PORSCHE 356 PERFORMANCE
HANDBOOK ($18.95) is the only book
available covering chassis and brake
as well as engine modifications. Useful for any one who wants to actually
drive a 356 it is specifically aimed at
vintage and wantabee racers.
HOW TO MAKE AN OLD PORSCHE
FLY, Richter ($18.95) is a twenty year
old effort on modifying Porsche 616
engines. Lacking reference to the "latest" technology does not see to have
hurt the book; nor does the amateurish line drawings. The explanation of
how to install a full flow oil filter is
worth the price alone.
Annually, our previous editor
Jerry Keyser publishes a very nice
NEW, OLD 356 CALENDAR ($15.00, including postage) in the mode of the
old small-format factory calendars.
The photographs are split between
exceptional vintage and recent photographs. And our new editor Gordon
Maltby now has the larger format
VINTAGE PORSCHE CALENDAR, the
official Registry calendar (14.95).
BROOKLANDS REPRINTS: 356
PORSCHES, ROAD & TRACK ON PORSCHE 1952-1965, CAR and DRIVER ON
PORSCHE 1955-1962, 1963-1970, 1970-
Index
1976 ($13.00). All Of the Brooklands
series are similar: reprints from contemporary journals. All are recommended as a way of learning how
your Porsche fits in context. All have
relatively murky reproduction but are
readable.
THE MAESTRO'S LITTLE SPEC
BOOK AND EMERGENCY BREAKDOWN
PROCEDURES ($15.00),who else with a
title this long? The second edition of
a super little book, with no stories,
but a corrected spec book including
tables of non original and original
Porsche parts in non original places
and a guide to trouble shooting. The
second edition only differs from the
first in the updating of the engine
serial and type numbers and an extra
$5.00 list price.
Have a happy holiday, or spring
depending.
Collector Since 1 970
Specializing in fabrication, restoration services and
four-cam parts used in the rebuild, maintenance,
Concours restoration and racing of 356 GT, Elva, 550,
550A, RS60,904 and 906 cars. We will research the
history of your four-cam race car and provide detailed
photos from our archives for your restoration project.
Our Service Philosphy is:
If we don't have it, we'll try to find it!
If we can't find it, we'll fabricate It from our collection.
Twenty page catalog availablefor chassis, engine and
transmission parts. Porsche racing art and boutique
items also available. No charge to owners of four-cam
race cars, otherwise please send $3.00 with your
request (catalog price subtracted from first orders).
Spyder Sports Sales
(415) 892-7774 Fax 892-2963
351 School Road, Novato, CA 94945
356 Sunvisors Reproduced
CrawfordCustom and 356 Ltd. haveteamed upioprovideyouwith afull range
of services from hard to find originallNOS to quality reproduction parts and a
complete restoration facility. We will also fabricate parts for your project
needs.
Crawford Custom
Specializing in restoring special interest vehicles and manufacturing parts
for 20 years. Phone or fax your order.
Set incudes: 1 plain visor, 1 visor with vanity mirror,
4 chrome plated brackets, 8 attachment screws.
Original vinyl with chrome brackets and mirror on
passenger side. Fits 356 Coupe early 1957-1961,356
Cabrio earlv 1957-1965. and all Conv D / Roadster.
*.rr--.
Accessories.
Buy and sell Cars and Parts,
including Rebuilt Engines,
Transmissions. Sorry, no catalog.
Please call for information.
356 Ltd.
356 Registry 36 January / February 1994
(310) 430-4864 Fax (310) 431-3776
World Records Established at
Montlhery, Near Paris, France
September 29 to October 4,
1951
1488 ccm Coupe
3000 km at 158.96 km
2000 miles at 159.04 km
24 hours at 158.98 km
4000 km at 159.13 km
3000 miles at 159.24 km
5000 km
at 159.19 km
4.000 miles at 158.04 km
48 hours at 156.66 km
5000 miles at 156.49 km
at 154.29 km
10000 km
72 hours at 152.34 km
PORSCHE
O n e of the World's
Index
Most Exciting Cars
ph
ph
ph
ph
ph
ph
ph
ph
ph
ph
ph
1488 ccm Sportscar
at 188.10 km ph
500 k m
at 186.18 km ph
1000 km
6 hours at 184.66 km ph
t
m
Porsche Convertible
4
C
. .
The
1488
after
completing run of 72 hours at
152.34 km per hour average speed
at Montlhery.
The Finest in the 1% Litre Class
Many Years Advanced in Design
A new conception in handling, roadholding, suspension and safety
never known before.
Opposed 4-cylinder aircooled rear engine. Independent suspension through torsion bars on all four wheels. Racing car steering.
Custom-built de-luxe bodies.
UNITED STATES DISTRIBUTOR
I
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I
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487 Park Avenue at 59th Street
, Branch Showroom
1877 Broadway at 62nd Street
CHICAGO
Branch Showroom
65 E. South Water Street
Esquire Building
DEALERS
from
Index
Seems like I struck a nerve.....
Again. Did I really say all that? I
thought all I had done was make a
simple observation concerning
Concours v. originality and I ended up
the misanthrope. But I apologize to
Cole Scrogham - I certainly did not
mean to "belittle his achievement" of
winning two Manhattans, and I am
sure that the new 911 Speedster that
he won with last year was every bit as
nice as this year's new 911 America
Roadster.
It is true that I didn't know Cole
had done these cars (I guess I didn't
realize that a new Porsche needed
professional rebuilding to be Concours
ready), and I certainly didn't say there
was anything wrong with the cars. In
fact, I purposely did not look for
names to avoid offending anyone,
either car owners or others.
From my point of view (Parade
Chairman) Steve Southard and his
crew did a fine job. I certainly don't
know where Cole got the idea that I
"...left the Parade with a bitter taste in
[my] mouth." I couldn't have been
happier, to have finished building
Heath and Kathy's car in three weeks,
arriving at the 11th hour and then
winning Peoples' Choice and being
invited to display the car at the banquet. Incidentally, I wasn't the only
one working on the car. Two other
Ron Roland
men in the shop, Ken and Glen, gave
up their nights and weekends to work
along side me 15-18 hours a day, Karen
and "the kids," Jim and Laura, helped
(in fact that may be the only Peoples'
Choice winner partly assembled by a
14 year old girl), and Kathy ran after
parts during the day while Heath
came over and helped in the evening,
as soon as he could get away from his
active computer business. We had a
ball (at least, looking back) and did
better than we could ever have hoped.
I have supported Joe Harris' concept of "Concours" gradations - not
for a new level of judging, but rather
to encourage preservation of the few
remaining original cars. In the past I
have seen prominent magazine articles featuring low mileage original
cars, sought out for Concours preparation by stripping and repainting with
show lacquer, shiny undercoating, and
leather upholstery. With emphasis
only on showiness and perfection,
one day there won't be any original
356s left. That is why I try to be so
authentic with our restorations.
Mike Robbins of Indianapolis was
nice enough to write and point out a
potentially serious problem. I thought
I was clear on installing the rear axle
tubes before installing the transaxle
into the car, but I suggested installing
the bearings, backing plates, etc. later.
Sometimes I take things for granted
and forget that some people are doing
these things for the first time. We
stick a large piece of duct tape over
the end of the axle shaft, fastening it
to the tube so the axle canot slide out.
The reason, as Mike points out, is that
the axle shaft, without the bearing
and retainer, can slide outward far
enough for the fulcrum plates, at the
other end, to rotate in the differential, thereby preventing the axle shaft
from sliding back into place. This is
due to the angle involved and the
tight working clearance. This is also
why it is impossible, thus far, to get
the fulcrum plates to rotate back into
position - requiring disassembly of
the transmission! If your car has a
split case transmission, it wiIl be a lot
less fun than if you have a tunnel
type, and that won't be any fun. As
Mike points out, "Always keep your
axles inboard." I know Mike didn't
learn this as a result of my article and
I hope no one else did either; at least
I haven't gotten any exploding letters, lately.
1~ T H
I N T E R N A T I O N A L
P O R S C H E 356 M E E T I N G
F R A N C E 1993
An outstanding 140 page hardcover book with 200 full color photos of the 225
356's from all over Europe which gathered in the Loire valley region of France
for this year's 18th annual international 356 meeting : from Pre-A's to Carrera 2's
and even a 5 5 0 Spyder, these photos have never been seen before.
All proceeds go to the 356 Porsche Club of France.
PLEASE
RETURN COMPLETED ORDER FORM BELOW WITH AN INTERNATIONAL MONEY ORDER FOR 300
FRENCH FRANCS PER COPY REQUIRED (AIR MAIL DELIVERY INCLUDED)TO :
356 PORSCHE
CLURDE FRANCE
- B.P. 356-09 - 75428 PARISCEDEX 09 - FRANCE
.......................................................................%*
NAME:
ADDRESS
:
~
COUNTRY
:
NO. OF COPIES REQUIRED:
356 Registry
37 January / February 1994
TOTALAMOUNT : FF
Index
On a more positive note (defined
as one I don't have to apologize for),
I found this useful hint, on page T34
of the 356A Shop Manual. It may
prove helpful in the wet, winter
weather ahead:
"Ona f ine basalt surface (recognizable by its dark blue color) or on
streets surfaced by woden paving
blocks, it is necessary to drive with
extreme caution during wet weather."
Blue, wooden streets?I don't think
we're in Kansas anymore, Toto. Cool.
More in the useful information category: I am still working on the CENSUS, as tired as you may be of hearing
about it without visible results. I have
noticed, though, going through Barbara Skirmants' membership info, that
a lot of people don't know where
their car's chassis/serial number is
located. It should be the on the title,
but may not be (now you do have a
problem). The real number is located
behind the spare tire strap, stamped
into a raised pad that is stamped into
the body. This pad is part of the trunk
and was never brazed or pop-riveted
into the car. Next to this pad, on T-6
cars (1962 and later) is the chassis ID
plate that is pop riveted into place;
the chassis numbers should match. On
T-5 (1961) and earlier cars, this ID
plate is located next to the right end
of the gas tank and is hard-riveted to
the trunk floor. The chassis number is
also on a small tag riveted to the left
door hinge cover, but this cover is
easy to change, so relatively unreliable. Look in Brett Johnson's book to
get an idea if your number is correct
i.e.. a 1961 coupe should not have a
five digit number starting with a 6,
and a Speedster should not have a six
digit number starting with 2. If your
number looks wrong, check the number on your engine (located on the
vertical face of the timing gear cover
or generator stand), quite a few cars
had the engine number listed as the
serial number back then. Porsche also
made three series of special/replacement bodies and these numbers will
differ from the common number system. The Registry census I am doing is
only tracking chassis numbers, and I
may still need yours, if you have not
already sent it.
I have been threatening to talk
about paint for several issues now,
only to put it off because of some
detail that should be done before
painting the car. This issue could be
no exception because all Convertible
top work should be done before final
painting, especially totally rebuilding
Cabriolet bows or welding up rusty
Roadster bows. But I will put tops off
until next issue since I am in my
controversial mode, and painting is
an air intake at the other with a row
of furnace filters - about four 20x25,
paper element. Also a sealable door
and plenty of light.
Second, it is usually best to choose
one paint system and stick with it,
including a religious following of the
instructions. Of course I immediately
deviate from this by using Dupont
Corlar epoxy primer on the bare metal
and Glasurit finish primers and top
coats. Corlar, being essentially an industrial-type product is about the
toughest stuff I know of for bare
metal. Some day, when I get a chance
to do another of my cars, I will try
Glasurit's bare metal, epoxy primer.
T.he primary reason I went from
Dupont to Glasurit topcoats many
an issue about which almost all restorers have their own ideas.
First, there are few of us who
have a $50,000 Binks waterfall,
downdraft paint booth, including me.
So you need to make some provisions
to keep the dust down and the fumes
out. I do have a paint booth, but you
will probably have to make something up. If you don't think you can
adequately clean and seal your garage, you can make a temporary enclosure with 2x4s and paneling, or
even visquine; give yourself plenty of
working room around the car, and
remember the doors, lids and bumpers
should be hung up and painted at the
same time. Include provisions for an
exhaust fan (large, but not so large
you suck the walls in!) at one end, and
years ago, was that they were the
only ones making exact match, 356
Porsche colors in a modern paint system. I understand that the range of
colors we have available today is
thanks to Stoddard Imported Cars.
When I say modern paint system I am
referring to the anerobic chemical
curing, rather than air drying, urethane based, complete series of refinishing materials. Each manufacturer
makes a complete "system" of primers,
fillers, topcoats, reducers, hardeners,
etc. that should not be mixed (read
absolutelydo not) with anything else.
They spend millions of dollars developing these systems so why would
you want to start playing chemical
engineer? For this article I will assume that you have gotten past vol-
356 Registry
Sa Volume 17 No.5
Index
Meister Restorations Corp.
ume 17 no.2 and have all your bondo,
filler primer and at least one coat of
Glasurit tintable primer in white, if
applicable.
Third, cleanliness is your most
important product. You will notice
that I said earlier, keep the dust down.
You might as well face the fact that
you are going to have dust, the question is how to minimize it? This is the
main reason people who wanted perfect paint, painted with lacquer. Since
lacquer dries uniformly throughout,
any defect can be sanded out and the
whole surface polished. The old, air
dried alkyd enamels would dry with
stroy all upholstery, sound deadening, rubber, glass - and bondo. And
that is why factories still use lead in
body seams. The "new," urethane systems like Glasurit 21 line or 54 line
(basecoat/clear coat) closely duplicate a factory finish and are vastly
superior to lacquer in every way. You
can sand and polish out imperfections, they look original, and they are
very durable.
Now, before any final sanding,
priming or painting carefully mask
off all the finish painted bottom,
trunk, and engine compartment areas.
The area under the ashboard got only
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S H U W Y U U K 31Utt:
a hard, shiny top surface, but if a
defect was sanded and this top surface cut through, the soft underbody
would never get hard enough to polish back to a gloss. The factories,
including Porsche, used a special formula aIkyd baking enamel that dried
all the way through allowing sanding
and polishing. Do not confuse factory
baking with the quick-dry booths that
you see at many body shops including
MAACO and Uncle Earl. Factory booths
bake at 250 degrees FQ.This will de-
overspray at the factory, then the
visible lower areas were painted black.
If durability is more important than
absolute authenticity, prime and paint
under the dash. Never use newspaper
for masking. It is OK for a dust covering but not a painted edge. It is not
durable nor waterproof, much less
paint or solvent proof - another lesson from the SOHK. Also keep your
masking paper as tight as possible to
prevent loose corners that will hold
dirt.
356 Registry
January / February 1994
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Rod Rebuildlng Camshaft Re airs
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Masking tape would seem to be
simple and foolproof, but if it were, I
wouldn't mention it. I have been
tricked by some prominent names in
tape, like the one that thought it was
part of the car and could only be
removed in quarter inch chunks, or
the one that came off when it got
wet. I only use 3M brand tape. It may
be more expensive in the short run,
but well worth it overall.
So you have bought all the materials, read all the instructions, and
are now ready to paint. Not so fast.
Final detailing takes time. Remember
the glove test to find ripples and
imperfections? Now you are ready for
the light test. Take a bright shop light
and shine it along the surface while
you look closely at whatever angle is
necessary, inch by inch; twice. At this
stage you shouldn't find anything
that a small dab of spot putty won't
fix, but this will require more sanding and priming. Also spot prime any
edge cut-throughs.
Now, while giving t h e final
primer time to cure, is the time to
build your "booth," if necessary, and
start cleaning. Everything in the paint
area needs to be vacuumed, blown
and re-vacuumed; then washed down.
Put the car on low jack stands and
mask from the bottom edge to the
floor. Hang the doors, lids, bumpers,
etc, from wall or ceiling hooks so
that you can get to both sides of
them. After a final sanding, if necessary, and washing, vacuum and blow
the car and parts, then blow the
paint area again. During this final
process your exhaust fan should be
going to suck all the disturbed dust
out of the paint. area. Also you must
have an absolutely clean air source,
which I will discuss in a minute.
But now that you think you are
ready to start mixing paint, you will
notice that it is six o'clock and you
are an hour late for dinner. This will
be true whether you started this morning; or earlier this week. Put everything down and go inside for dinner.
356 Registry 40 Volume 17 No.5
Now that you have relaxed, you
can consider your position. You have
been working hard all day. You are
tired and hyper and you have six to
ten hours of frustrating, high intensity work ahead of you, trust me.
Furthermore, you have been stirring
up dust all day. Start tomorrow morning with a fresh attitude and clean
clothes. This is also a good time to
think about the air source for both
you and the spray gun. If your compressor is old and worn you will need
a super filter, like one of the dessicant
models, to keep the oil and water out
of your paint. The heartbreak of psoriasis is nothing compared to the
heartbreak of "fisheyes" or craters in
your paint.
We solved the clean air problem
with a High Volume Low Pressure
(HVLP) system. There are several on
the market. I think the Croix is the
best; look in Hemmings for prices and
suppliers. The 80CFM model is best,
although the 60 CFM models will work.
The hot dry air will require a little
different technique and a slower reducer, so you might want to practice
a little.
More importantly, you will need
a way to protect your air. The
isocynates in the new paint systems
are hazardous to your health-no joke!
A dust mask won't do it. A cartridge
respirator that you use for small
primer jobs may be adequate; check
wlth your paint jobber. The best is a
separate air supplied system. We just
have a small SAS Survivair system
and it works great. A lot of this equipment is not cheap and you might
want to split the cost with some
friends or consider rental, or you can
probably resell it when you are
through - unless you rented it.
Finally, you should be ready to do
some painting. Get all your paint,
hardener, reducer, mixing and measuring pots and sticks, a roll of paper
towel, a can for dumping, pliers and a
screwdriver, etc. all laid out. Once you
are in the booth and painting you
Index
don't want to open the door. Make
sure your compressor and filters are
drained. Lay out your air hoses. Make
sure your clothes are clean and you
have protective gloves and a shower
cap. With the fan running, blow the
car off again. Wet the floor down.
From now on do not leave the fan
running if you must open the door or
you will draw dirty air in through the
door rather than drawing it through
the filters.
Final, final preparation consists
of wiping the car with a tack cloth. I
then like to "dry spray" the car. I
think this is especially important if
you are using high pressure equipment. There always seems to be a
corner of dust somewhere that will be
blown out with your first pass; make
sure that first pass is not with paint.
Tack the car off one more time.
You are ready. Think about your
movement around the car. I like to
start at the front of a rocker panel
working toward the center of the
front, including the dashboard, then
moving to the other side and working
from the center down to the rocker
panel, along the rocker, up the door
post, around/across the back, down
the other door post and along the
rocker to the start point. Don't forget
the doors, lids, bumpers, etc. Since you
will be polishing the outer surface of
the car, make sure the inner surfaces
- door jambs, lockposts, under lids, etc.
have the best possible finish.
I have purposely left out instructions on how to mix and spray. The
manufacturer's tech data will give
you the former and there are already
plenty of books on auto body work.
Binks used to have one of these and I
would recommend a professional text
book r a t h e r t h a n what some
highschool kid may have written on
the news stand.
So, all that is left to do is mix and
spray until you realize that painting
is not the glamorous end of the body
work business that you thought it
rn
was.
Manufacturersand distributors of ob
-
fl
356 WELDING CO
Recession ~ ' e c i i l
an, longitudinals,jack spurs, wheelwell
diagonal, battery compartment floor,
struts, towing hook, heater pipe
r. All construction in 18gauge steel.
stoleurn@,body schutz and MIG
(203) 226-1814
(203) 938-8064 (eves)
Westport. CT Established 1973
I
CUSTOM KITS AVAILABLE FOR ALL 356 MODELS
Modern &point lap and shoulder belt
No-fuss, comfortable, retractable inertia-reel system
Genuine German quality Repabrand components (Porsche OE)
All custom engineered hardware and brackets
...................................... Prices start at $ 169.95
!.__...
For FREE INFO & photos, write, phone or fax:
P.rofessionally
Emaineered
1-800-593-8787
PR~DUCTS
or 805-528-7888 Fax 528-7887
S. Lucas Valdes, P.E.M.E.
1119-A Los Olivos Ave., Los Osos, CA 93402-3232
a
5
356 Registry 41 January / February 1994
................................#=-
Index
The for sale and wanted sections
are exclusively for members'
non-commercial use.
Ads are limited to 50 words or less of
typed copy. We reserve the right to reject
illegible ads or even worse, to guess at
your meaning. The right to edit or refuse
ublication is reserved; not responsible
for errors or omissions or misrepresentation.
CONDITIONS OF SALE /PURCHASE
1. Seller will ship item within 10 days
of receipt of payment. If buyer pays with
personal check, seller will ship within 10
days after check is honored.
2. If buyer is not satisfied with the
item, buyer may return item at buyer's
expense. Within 10 days of return of item
in same condition as received by buyer,
seller will refund the price.
3. Seller assumes risk of non-delivery
when item is shipped to buyer. Buyer
assumes risk of non-delivery when item is
returned to seller.
4. Unless otherwise stated, cost of
shipping will be in addition to item price
5. By placing advertisements in the
356 Registry, seller agrees to these conditions. By ordering, buyer agrees to these
conditions.
In offering a car, please include your
asking price to save someone a crosscountry phone call; chassis and engine
serial numbers would also be helpful. All
ads must be received by the first of each
even-numbered month. If your ad arrives
after the deadline, we will hold it until
the next issue unless you instruct otherwise.
Send your free member ads to
Brenda Perrin,
BOX29-547
Columbus, Ohio 43229.
"55 Cabriolet "60763, l5OON Skirmants rebuild engine, less than 500 miles. New sheet
metal, floor, longitudinals, interior, oatmeal
German carpeting. Dark red paint, new tires,
hub caps, etc. Needs top. New front bow and
rear wood tack bow. Many extras. $25,000.Jim
Ber in, 34821 Arundel, Farmington, MI 48335,
313f!473-9031.
"57'A'S eedster "83265,1600N "P66345. Black
on blacR, completely restored. $62,00O/offer.
Eric A. Klug P.O. Box 3374, Newport Beach, CA
92663,714/646-5907.
"59 'A' coupe "108230 with original engine
"74892. Calif. car. Recent professional inspection. Driven almost daily. Original ivory color/
black. New brakes. Normal with 4600 plus/
minus miles on rebuild with NPR pistoncylinders. It screams. Has Webers but the
Zeniths are in the "goody" box included. Have
list of all prior owners. Asking $16,500. Tim
Cashin, Stockton, CA, 209/951-2122.
"59 Convertible D "86427. 18 year owner.
Solid, com lete, tight, clean, fine running.
Fitted wit/ Speedster windshield and top
(body not altered). All original 'D' parts
included for bolt on back to original. Recent
clutch, tires, battery, shocks, carbs, tune-up.
Auratium Green with saddle brown leather,
pro er tan carpets. Mid 20's or '55 Speedster
trale. Mike Marciano, Burlington, CT, 203/
675-8717.
"59 Convertible D "85616, 33,000 original
miles. Bare metal restoration in process to
national street concours quality. Absolutely
no rust. New paint, interior, top, mechanicals,
chrome and all cosmetics. Many NOS arts.
Silver/red originally but you can cRoose
your colors if decided by Feb. 28,1994. $45,000.
Tom Scott, Denver, CO, 303/271-1121 days.
"60 Cabriolet "154266 with '64 1600s engine
"P716631, ivory (original color)/black (incL
dash), rebuilt original carbs and fuel pump,
new (correct) distributor and steeringdamper,
new Koni adjustables rear, Boges front. Asking $22,400. Driver manual for 'B' '62 with
maroon vinyl case. $125 OBO. Porsche 356
calendars fo; '89 thru '93 $75OBO. Erik Shar
Manhattan, CA, 213/380-9100 work, 310/54%:
6266 home before 9 pm.
Send commercial
advertising to 123 N. Second St.
Stillwater. MN 55082
"61 S-90 Cariolet. Disassembled, sandblasted
and primered. Needs usual rust repair. $10K.
'62 super coupe. Needs floors, battery box, and
usual rust repair. $4500. Gary Theis, Arroyo
Grande, CA, 805/489-4535.
"62 S-90 Europea2 electric sunroof coupe
"124545, engine 804877. New or rebuilt
mechanicals, correct panel fit, body needs
usual restoration. Excellent driver. $12,500.
Phil Saari, 3374 Owasso St., Shoreview, MN
55126-4111, 612/484-0303 eves.
"62 electric sunroof coupe. Red/black, Maestro engine, AM-FM Blaupunkt. $11,000. 2-'64
'C' coupes. Need restoration. $2500 and $2000.
Many extra parts - seats, drums, rims, bumpers,
deck lids, trans., radios. 18 year collection.
Peter Reagan, Carlisle, MA, 508/369-1837.
"63 'C' coupe "217090. No structural rust.
Body and paint redone in '87 by McCabe in
Mundeline, IL. Painted yellow. Interior good.
Original car. Excellent condition. $10,000. '64
SC sunroof coupe "126676 in process of complete restoration. Painted red. Engine and
trans done. 5.5" chrome wheels. All new restoration oarts available with ourchase. $8500.
Dale ~ r i k sP.O.
, Box 1950, ~ u i ~ hCA~ 95247,
s ,
209/728-1115, 209/785-2525 eve.
"63 'B' sunroof coupe "121960 with '58 engine
"73291. Car is white with brown interior.
Needs $1500-$2000investment to make a good
driver. Video available. Will consider trade
for '64-'65 coupe or SC coupe. $6500.Jim Keys
9647 SW 147th Ct., Miami, FL 33196-1677.305)
348-3268 day, 305/382-3972 eves.
"63 Cabriolet "159536. Needs restoration. Is
complete. Has SC engine. Good, original floors.
$14.000. Tom Miller. 617 Encamument Dr..
~ o u n dBrook, NJ 08805, 908/563:1575, 908/
563-0957 fax.
"63 'B' super coupe "211471, en ine "P703200.
Transmission and brakes freshfy overhauled.
Original Blaupunkt AM/FM/M radio works.
New Michelin XZX tires. New clutch and
muffler. This car is in excellent mechanical
condition but needs body work and interior.
Prefer tosell com lete but will part out if not
sold in a reasonabfe time. $6500. Mike Robbins,
7533 Westfield Blvd., Indianapolis, IN 46240,
317/253-9041.
"54 coupe "51745,1500 super. No horn grilles,
factory fog cut-outs. Restoration underwa .
All major sheet metal replaced. All pane s
match. Parts include: working Telefunken
radio; washer bottle; original super engine
with carbs and 2-16 wheels. $13K invested.
Asking $lOK.Shipping free on East Coast only.
Marty Harbin, Charlotte, NC, 704/573-1716.
"60 'B' Cabriolet, 1600 super. Red with beige
interior. Solid floor pan, Pirellis. Car is comlete and beautiful. Excellent mechanicals.
26,000. Also available: '68 911L. Richard
Stromwasser, Colts Neck, NJ 07722, 908/4315442 home, 908/462-1400 ofc., 908/409-1292
fax.
D
"63 'B' "212167 Guards Red lacquer paint, tan
interior. Full restoration. En ine rebuild with
1720 big bore kit, Webers, an! Bursch exhaust.
$21,900 OBO.James Rowe, Stuart, F1,407/8424290 ext. 230 days, 407/221-0691 eves.
"54 Speedster "80043. Ivory with red interior
and black German cloth top. Very original
car. Almost all rubber is still factory. No rust
ever. All anels, floor and trunk ori inal.
Motor "41801 1500 Super. 1 6 original wieeb
and 15" chromes. Manual, tools, etc. Same
owner for last sixteen vears. Best reasonable
offer. Gene Lents, 190 Avocado St., Leucadia,
CA 92024,619/942-0646.
"61 'B' Cabriolet "153975, engine "87266. Ruby
Red/tan leather seats. New tan interior including carpeting,engine rebuilt by Skirmants.
Solid body with mostly new undercarriage
incl. longitudinals. Extremely tight. Run at
Waterford. Has rollbar, Simpson belts, camber regulator, new chrome wheels. Exciting
car to drive. $28,000. ohn Bell, Bloomfield
44-0210.
Hills, MI 48304, 313/6 '
"63Cabriolet 1600s "157625. Red/black leather
seats, charcoal carpet and black top. 15K miles
on super en ine rebuilt b Skirmants with
big bore kit. folid 7 yr old fyoor, longb., aint
e t c Fast, tight, excellent cornering a n f v e r i
dependable. Not a concour car but a beautiful, turn-key driver. Trade/partial trade for
similar or better Convertible D or $25,000.
John Chatley, Lake Orion, MI, 313/693-6030
eves, and weekends.
Y
-
356 Registry
-
Volume 17 No.5
Index
"64 European SC Cabriolet "159274, Heron
Gray/red lea. int., black top. Chrome wheels,
chrome Leitz luggage rack, compensator bar,
very original, very solid, restoration finished
in'80 and professionally maintained by Zim's.
$35,000 OBO. Jack Sheedy, Dallas, TX, 214/
969-5454 days, 817/860-9794 eves.
"64 SC Coupe, red/black, no. 218456, engine
810269. An alwa s registered, always driven,
CA car in exceeent mech. and very good
cosmetic condition. Absolutely complete, with
inertial reel seatbelt system. Great
driving,very dependable car $20,000. Bob
Campbell, Sanat Clarita, CA 805/251-3500.
"64 coupe"64 coupe, black/red vinyl. 5 chrome
5.5" wheels with P-b's, "129231 (match nos.).
Ground u restoration. Approximately $29,000
invested &voices). Upgraded electrics. l03,000
certified miles. 4,000 miles since restoration.
Rebuilt or new everything (in and out).
Sorry, no tool kit, lu . rack, radio, or manual.
Nothing needed. Pic&up/ drive home. Sacrifice. $17,700. John Hamilton, P.O. Box 11625,
Columbia, SC 29201,803/799-1244 M-F days.
"64 SC coupe "217124. Numbers match. Signal
Red/tan. Ground up restoration. Southern
car. Driven daily. Rare Porsche air (not installed). Pirellis, Konis. Outstanding vehicle.
$21,000. Charles Gatewood, 4019 28th Ave.,
Phenix City, AL 36867,205/297-4011.
"64 SC Cariolet race car. Ideal for VARA,
HMSA vintage and PCA racing. New white
paint, Fuchs alloys with Yokohamas, full roll
cage, street licenses. Tandem Dico trailer
with brakes, tire rack and tie-down system.
$20,000.Panoramas from 4/77 thru 6/93.195
issues in premier condition. $200. Edward
Yates, P.O. Box 4751, Santa Barbara, CA 93140,
805/962-6858.
"64 SC coupe "2168571, Ruby Red/black. 85,000
miles. Chrome wheels, Konis, Becker 'Europa'
radio. No rust. Original pan, 2nd owner. All
records. $22,000. Serious buyers only. Alan
Timmerman, 2040 E. Myrtle Ave., Phoenix, AZ
85020,602/861-2494.
"65 SC Euro coupe chassis with title. $1200.
Motor with Euro heatexchan er. $1600.Whole
car. $3200. Jeff Bur er, 2 j Vervalen Dr..
Poughkeepsie, NY 126%3,914/454-2128.
Misc For Sale
'Four new 356 chrome wheels and crested
hub caps with new Pirelli P-6's 185/65/15,
mounted and balanced and ready to go on
any drum brake 356. Won as a door prize at
the last Holiday but my car is a disc brake 'C'.
This is a $750 plus value. Askin $650 OBO.
Jack Sheedy, Dallas, TX, 214/96&5454 days,
817/860-9794 eves.
'Speedster door tops w/o sockets. $74/pair.
Plain crest hub ca s for 'C'. $25/set. Bosch 12v
horn. Large m c R 12" regualtor Set of 4
Lemmerz 8.57 + 12.57 wheels. Hazet wrenches.
Messko air gauges. Pre-A, 'B' jacks and other
goodies to trade for my wants. See Wanted.
Jerr Haussler, Box 685, San Mateo, CA 94401,
415h94-2919 (msg.).
'Machinists hammer for '54 tool kit. See
pkture,qage 59 Restorer's Guide B. ohnson
m t edmon. $100. New wiper blade (pair) by
SWF for 'A' car. Bought in '86 and never
installed. $50. Jean Vandal, 375, 67e Rue Est.
Charlesbourg, Quebec, Canada GlH 1V3,418/
626-2863.
'356 parts: Original T-6 tool kit missing correct screw drivers, otherwise complete, $350;
T-6 jack, $100; '61 motor "606183 with new
rod and main bearings, $1000 (reconditioned
heads, used pistons and cylinders and some
sheet metal available): 741 transaxle: t-5 gas
,
tank, excellent condition, $200.Jon ~ e i l3600
Wicklow St., Sacramento, CA 95821,916/972'356 parts: '59 12v Carrera voltage regulator,
NOS, mint in box dated 7/59. Trade only for
6v dated '57 in similar condition. Tom Scott,
Denver, CO, 303/271-1121 days.
"B' pressure plate, clutch disk NOS. $125. 'C'
beehives NOS. $100. VDO speedo. $75.'A' super
heads. $100 pr. Double flapper boxes, excellent condition. $125 each. Zenith manifolds.
$50 pair. 'C' cam. $75. Oil filter cans. $35 each.
A/B oil pum gears, very good condition. $75.
F.fuel cock. k O . c ashtray, excellent chrome.
$35. For 2 page list, send SASE to: Bob Custer,
1110 Dale St., Slidell, LA 70461,504/649-7465.
"65 'C' coupe "222110, Signal Red/black. 69,000
actual miles. Exterior very good, interior
excellent. Third owner. Michelins 13,000miles
old. Blaupunkt with manual, tools, chrome
wheels, hood bra, cover, clean and in proper
working order. $15,900 or possible trade. Cy
Ling, 1206 N. Evans, Bloomington, IL 61701,
309/828-2447, leave message.
'Speedster right door, high striker, never
damaged or rusted. $600. NLA Derrington
wood wheel flat pre-A/A, mint condition.
$600. re-A)A hood, repaired at one time,
strai ht ,ready for primer. $300.Ludrad wheel
date8 0 5 7 with new Mich. ZX tire. 1100.
Black 'B' tunnel mat, new, heater control
knob to rear, Int'l Merc. $30. SASE guarantees
reply. Neil Bettenhausen, 12439 Via Cabezon,
San Diego, CA 92129,619/538-0411.
"64 'C' Cabriolet. white/red. no. 161494. engine 716887. A st'unnin ; fresh, complete restoration bv Auto SDeciafties on an original CA
car. ~ e a t h k rseats', Carrera steering wheel,
chrome wheels. Drives absolutely as new.
Over $70K invested. Sacrifice at $55,000. Bob
Campbell, 805/251-3500.
'Air conditioner, Artic-Kar manufactured
around '65. Removed from 'C'. Only thing
inside car is air ducts. Doesn't take up much
trunk room. $950 OBO. T.A. Kyle, 10085 Paradise Blvd., Treasure Island, FL 33706,813/3604665.
356 Registry 48 January / February 1994
'Large collection of 356 parts, motors, trans.,
interior and exteriors. Some NOS sheet metal.
No list. Call or write with needs. Parker Tyler
Rt. 201, P.O. Box 297, Fairfield, ME 04937,207)
453-2168 days, 207/474-8163 eves, 207/4532878 fax.
'Factory hardtop, fits ABC Cabriolet. $425 or
trade for Porsche toys: Distler; JNF; Schuco;
Marklin, NZG, Wiking, etc. Todd Wingerter,
8804 Sprin Grove Ave., Canal Fulton, OH
44614,216/%54-6494.
'Carrera parts: complete set of 'B' annular
discs intact with front and rear suspension
and limited slip 741/20A transaxle. 'A' 6Omm
drums with scoo ed backing plates, shoes,
spacers and wheercylinden 'A' GT gas tank.
Lots of misc. and some weird stuff. No tools,
wood wheels or key fobs. Myron Vernis 475
Winfield Way, Akron, OH 44303, 216/8364770.
'Pre-A Solex normals, 32PBI/PBJ with manifolds. $250 pair. Early 'A' fan shroud in primer.
John Malvaso, 833 Phillips Rd., Victor, NY
14564,716/924-7510 weekdays.
'Solex S-90 carbs. $60 air. '63 T6 front
bum er brackets. $35. ~ o h n in den, Walnut
CA, 510/939-1375.
tree!,
'Overrider bars, low style for 'A', excellent
reproduction. $390.Erich Wilms, 931 Marguerite Lane, Carlsbad, CA 92009,619/431-3742.
"50-'53 Pre-A: rect, taillights bases; lenses;
turn signals (both styles); red back-up lens;
maroon turn signal tip; ban'o wheel; ivory
button; dash switches; cig ligiter; mushroom
air cleaners; NOS 6v regulator; seamed fan
schroud; flat top cap; NOS license light; ignition switch; etc. NOS 128's and extra lenses. C.
Morley, Box 1705, Redondo Beach, CA 90278,
310/371-3919,310/371-4827 fax.
'356 Registry Vol. 6 "4, "5 - Vol. 7 "1, "2, "4 Vol. 8 #1, "2, "6 - Vol. 9 thru 14, complete. $200
for all. Wood VDM steering wheel from Cdrrern
2. Restored to beautiful. $2500. Camber compensator bar. $250. Center mount for compensator. $50. NOS Cab top boot, form '59, perfect.
$150. 'A' as tank with holes. $40. Tan vinyl
top for &b, used, very good condition. $50.
Fred Bernardo, Shillington, PA, 215/777-7923,
215/777-1263 fax.
'2 Speedster seats with corduroy bottoms,
fiberglass repros from Autos International
with one frame. $450/pair. Chrome drum
brake wheels: Lemmerz 3/62; 2/61 (3); KpZ 7/
65. All excellent and true, not contours. $50
each. David Ohanian, 1207 Starboard Ln.,
Sarasota, FL 34242, 813/349-3851.
'NOS vinyl piping for seats. NOS T6 front
fender braces. NOS Speedster square door
handles. License plate lights, original Hella.
NOS headlight assembly parts. Wood base for
Speedster seat, exact reproduction. 'A' seat
rails, new nickel replated. NOS seat rails for
Index
Index
'4-cam oil filter with bracket. Early 6x15
"American" 5-spoke racin mags for disc
brakes. Will buy or trade.
Willhoit, 1360
Gladys Ave., Long Beach, CA 90804,310/4393333,310/439-3956 fax.
'Any information on ownershi of '60 Roadster '86907, engine #600247 delivered Oct.
'59. Porsche Car Import, Inc., Oakbrook, IL.
Also, any info on fiberglass hardtops for
Roadsters or Convertible D's. John Klockau,
2101 29-1/2 St., Rock Island, IL 51201,309/7885583.
'Back issues of the Registry. Separate issues
acce table. Reprints acce table. For my persona! collection only. wih pay a ood price.
Still in search of 'C motor '738718. Dave
Boyer 564 Doris Dr., Lebanon, PA 17046,717/
272-4452
Parts Man. I Info on 1952 Coupe# 11994. For
356C: 12v wiper motor, pr. red brown leather
seats, Workshop and Parts Manuals: pre A,
Spyder, 904. Tech Bulletins Panos prior to
1958. German Christos (1-17); Annual Automotive Review/Automobile Year; VW Greats
Prior to Feb. '75
Wm. Block, 313/678-3017 c/o MetPath 4444
Giddings Rd. Auburn Hills, MI 48326 USA
From Carquip
"A"wrench set stamped numbers excellent
cond., B-C jack, stubby Jorg, "An Sloex air
cleaners,S-90 hubcaps repro $80.,S-90 comp
bar complete, beehive Pk & T/L assy's repro.
B-C master cyhew, "A"front & rear bumpers
some guards, 'C" front discsnew, $90 crank,
"B"cranks, oil coolers C and 912.644 4B NOS
gear, 3A good used, 741 trans 1962 rebuilt
excellent, ring carrier housing used, 12 bolt
ring & pinion, new. OE "Porsche" fan belt
nice. B-C left vent glass NOS w/chrome.
Race Cars: '57 Speedster SCCA and Vintage
history. '60 Roadster show quality racer
needs final assembly. '64 C best of everything, setup for Carrera Pan., full cage,
Recaro modulars, computer, Kelly green,
show quality, registered for 1994 PanAm
race. Call for details
Tom Conway, Carquip 1-800-843-1343
The Maestro's Collection
Engines: Super 90's, Supers, 356S's, 912's,
Military Industrials, 2-piece case engines.
MaestroMaster SupraNormals! Transmissions, too. 356A/B/C, including 644 and
741 Carrera with ZF limited sli . Weber,
Solex and Zenith carbs, NEW 35gB cranks.
Used A/B/C/912/Super 90 cranks. New
200 mm flywheels. New mufflers, valves,
gasket sets. Piston/cylinder sets. Engine
assembly videos - 5 tape set, 10 hours, $75./
set. And a 1963Super 90 Cabriolet POLEZEI
(police) car! Is the Maestro RETIRING?
Call HCP Research, 408/727-1864
For 356: For Carrera 11: OEM wood steering
wheel, rear valance; NOS VJSR4R3 distributor/rotor/points; used piston/cylinders;
valve covers;intake manifolds. Several original wood steering wheels available; Hazet
Tourist tool kits; Rudge knock-off spinners,
Cabriolet soft top; NOS engine Normal heads;
orig. GT gas tank out of Speedster. Tremendous quantity of rare and hard-to-find parts
incl. bumper and trim items.
Call me first, I beat any price.
Jomart International
8181795-7155, fax 8181795-1141
Books
356 Porsche , English 465.00; Porsche Toys
and Miniatures-210.00; Porsche 356 & RS
Spyders, Maltby-25.00; Porsche Legends-25.00;
Porsche 356 & 550, Pictorial History,
Rasmussen -25.00; Porsche 356, Solari (Italian) 30.00; Porsche: 4 CAM, 4 Ccyl Sports &
Racing, Solinger (reissue)-16.00; Automobile
Year #41-42.00; ABC'S 25.00; 911 or 356
Perf.Handbook-15.00; 356 Authenticity, 1st
Edition -half price-10.00; 2nd Edition-20.00;
How to Make an Old Porsche Fly-15.00; Porsche-Fine Art of the S orts Car-80.00; Excellence Was Expected -%5.00;Gmiind Owner's
Manual-18.00; Carrera Panamericana-25.00
BLOCK'S BOOKS-thefanatic's choice
3131678-3017
c/o MetPath 4444 Giddings Rd.
Auburn Hills, MI 48326 USA
CORROSION-F~~~/true
zero maintenance
battery for your Porsche. Optima 800. Totally sealed, no fluid or gas can escape. 800
cold cranking amps. 72 mo. warranty, excellent for street or racing, extremely rugged,
jarring and vibration-resistant. 12~1119.95,
6v/$71.95 FOB Vancouver. 10%discount to
Registry members.
Chatham Motors orts, 1116 W. 43rd,
Vmcouver, WA 98&0
206/693-6720
Big Daddy's - Books:
Porsche 356 (Conradt) $64.00, Porsche Legends $29.95, Porsche 356 & 550 $29.95, Porsche 356 $17.95,Carrera RS, $249,356 O.W.M.
$24.,356 Technical Manual $21.95. Toys: 1/
18 metal, 356 Speedster $99.95, 356 Coupe,
Cabriolet $29.95, 356 Metal kit $29.95, 930
Turbo $36., '73 Carrera RS $32.,1/43 scale 550
coupes,Spyders,356 Coupes, Roadster, Speedsters $21.95. Videos: Porsche RSK/RS $29.95,
LeMans Porsches $29.95, LeMans (McQueen)
$49.95, Porsche 917 $29.95.
Moffett's, 12 Francis St.,
Cocoa Beach FL 32931
1-800-356-2-911
356 Registry 46 January / February 1994
Air-Cooled Porsche 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
5101533-5658
356 Engine Restoration Service
30 years experience by active SVRA and
VSCCA vintage racing competitor. Excellent
machine shop facilities and very competitive shop rates. NOS sheet metal panels for
A,B, C cars - full and partial nose panels, etc.
Factory original NARD1 steering wheels, 904
4 cyl. engine mount. Standard and racing
gear boxes. Write or call for parts listing.
David A. Duerr,
P.O. box 356, North River, NY 12856
51812514296
356 Fasteners
Authentic,German (DIN) fasteners for 356's.
Zinc-plated engine sheet metal screws with
washers $5.00, stainless, $8.50. B, C Coupe
door window frame screw set, stainless,
$4.00. Hood seal screws, washers in stainless:
$4.00 for B coupe/Cab., $4.50 for A and preA. Original-style hex nuts for mounting and
exhaust system: 12mm ATF, 8mm dia., zinc
plated: only $6.00for 30. Add $3for ship ing
on orders to $10, $4 on orders to $20, I%on
orders to $50. Free catalogue, write:
356 Fasteners, F. Stodolsky,
24416 Club View Drive,
Damascus, MD 20872
Alpha 11Swap / Sale, March 19th
Lots of NOS 356 goodies and hard-to find
treasures for that special "rejeuveration"of
your other loved one. If you missed the first
offering of my 37-year parts collection, be
sure to make this nifty enthusiast's event.
Held indoors beginning at 730 a.m. at Continental Auto Service, 1019 Del Paso Blvd.,
Sacramento, CA 95815. For additional information contact:
Wyn Robertson
9161927-3601
Cowl Drain Hose
Late B & C with 40 degree bend, manufactured from the newest elastomers for long
life. It Fits! NLA 644 571 921 07. $16.90 each or
two for $24.90, shipping included in the 48
states. Visa or Mastercard only, order by
phone: 205/591-1171 Small Fry Imported
Parts, Inc.
Index
I wish I could make waves in my
reporting like other writers in this magazine. It would make for more interesting vintage reading, but I promised Vic
I'd keep my frost on my own pumpkin.
Did anyone notice the two little
pumpkins covering my running lights
in the last issue? The name of my race
team is "punkin Man Racing" - thus the
Jack Lewis leads at the start of the HSR
Jonathon Corey Ltd. 356 race at Road
Atlanta In September
pumpkins. Plus, the kids love them. Now
you're saying to yourself, "I've heard of
a pumpkin, but what isa punkin?Punkin
is used by a cooing woman: "You are my
punkin man." Isn't that sweet?
I'm having a hard time getting my
photos in synch with my story line. This
issue's photo was taken at Road Atlanta
at the start of the HSR 356-only race in
September. Sorry for being so tardy, but
I thought you would like it.
October was a busy month for Vintage racers. Summit Point was the site
for a SVRA race I wasn't able to attend,
but I have the results. First, John Kelly;
Second, Danny Marshall and; Third, a
Daimler SP250. They are ugly, but fast in
a straight line. This was a special Morgan weekend - they got sixth, seventh
Roger Ender
and eighth. Gus Shaffer in his '57 drumbrake Coupe got tenth, five seconds
behind the winner.
G&W Motorwerkes of Waynesboro,
VA sponsored the one hour and 23
minute enduro. John Biggs got sixth
overall,John Kelly eighth and Danny
Marshall ninth. Alan Friedman of
"PCA" fame got second in his 1967
911 and Ed Templeman of "What's
for dinnern fame got third in his
914-6.
It was back to Road Atlanta for
SVRA's last race of the year. I had to
stay at home to see if I could do
better at golf than at racing: it turned
out about the same - middle of the
pack - but the only advantage was I
could drink beer while trying to
win.
The reports I got indicated that
it was a little ugly there.The weather
wasn't ideal on Friday; one of my old
Alfa buddies flipped during practice at
the bottom of the front straight dip and
abused his car real bad. Good judgment
in racing is the same as in real life. They
decided to run groups 1 and 3 in the
Saturday a.m. practice. Bad decision they had so many cars on the track that
the last cars gridded were still coming
off the start while those in front were
showing up at turn one. Lots of fun for
all.
It was Eskuche winning with
ak41.356. Next was Reid Vann and third,
Peter Pheil. Those top three finishers
had engines from three different engine builders. I believe I'm right about
statement. Jerry LaBona in his drumbraked '62 356B got second in class 3C
with a 1~57.625.Jerry Peters, a former 356
pusher entered his '51 Split-window VW
with a 1600 engine. He turned a 1:59.919.
356 Registry 46 Volume 17 No.5
Jerry says he feels like he's plowing
snow coming down the back straight.
He's running in class 3F and is looking
for more competition. Anyone out there
interested in building a $20,000 snow
plow?
HRS had the last laugh though,
with their final race at Roebling Road
near Savannah, GA. I was ready to go to
this race but sick a day before it was
time to leave. I wanted to redeem myself since I also got sick the last time I
ran. '93 was not a good year for the
Punkin Man. It turned out my drumbraked buddies didn't make it either.
Reid Vann was fifth overall and third in
class with a 1:27.436. Paul Swanson got
ninth.
Jack Lewis won the hour and a half
vintage enduro in his Coupe with Paul
swanson second and Reid Vann third.
The historic enduro was marred by a
Mustang that flipped trying to avoid a
9ll at the start of the front straight. The
spot where this accident occurred is
dangerous, as your car seems to get very,
very light.
1993 was a pretty good year for
most in vintage racing. To my knowledge there was only one fatality, and
that was at the Pittsburgh race. The 356
Fast Guys continue to be Eskuche and
his growing list of followers in SVRA,
and Jack Lewis in HSR. I wish we could
get these guys together for a shoot-out
in '94. Reid Vann, Paul Swanson, Eric
Bretzel and a host of others will be
burning the midnight oil this winter to
come up with that winning combination of the right head flow figures to
produce just the right horsepower. I
understand that Eskuche isn't dating
anybody this winter, so he'll be staying
out in his cold garage again coming up
with the right engines for himself and
his cohorts. I guess I'm going to stay
inside and play with my cutie pie and
end up back in the pack - again.
Happy New Year!
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