Coast Holiday - 356 Registry

Index
Index
Bob Gummow, Rockton, IL; Bud West, Batavia,
OH; Bill Durland. Vienna, VA; Vic Skirmants, Warren, MI; Jerry Keyser, Westerville, OH; and Bob
Raucher, Van Nuys, CA.
1955 Type 356A Coupe-The continuation of the series on the
early cars by Joe Colford, Jr.
President: Jerry Keyser, Westerville, OH
Vice President: Vic Skirmants, Warren. MI
Secretary: Bill Durland, Vienna, VA
1985 Holiday Chairpersons:
east: Mike Tanski, 696 Chickadee Ave.. Stratford,
west:
...
Ray Stewart, 169 Crossroads Blvd., Carmel,
CA 93923. (408) 624-0449.
editorial and production staff
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editor: Jerry Keyser, 2777 Cleveland Avenue, Columbus, Ohio 43224
tech editor: Vic Skirmants, 27244 Ryan, Warren, MI
48092
restoration editor: Brett Johnson, 7510 Allisonville
Road, Indianapolis, IN 46250
case drips writer: Dick Pike. 921 Cloud Avenue,
-Menlo Park, CA 94025
four cam forum: David Seeland, 47 Flower Street,
Denver. CO 80226
classifieds: Brenda Perrin, 2041 Willowick Dr., Columbus, OH 43229
art director: Joe Colford, Jr., 143 Kanan Road,
Agoura, CA 91301
asleep at the wheel: Pat Ertel, 115 W. Davis Street,
Yellow Springs, OH 45387
literature collector's editor: Charlie White, 5801 E.
Calle Del Media, Phoenix, AZ 85018
historian: Jim Perrin. 2041 Willowick Drive, Columbus. OH 43229
reviews: Bill Block, 10211 Connecticut Avenue, Kensington, MD 20895
just one moore: Bill Moore, P.O. Box 384, Mon.
mouth. OR 97361
photo editor: Llew Kinst, 760 Lowell Court, Sunnyvale. CA 94087
letters to the maestro: Harry Pellow, 20655 Sunrise
Dr., Cupertino, CA 95014
The 356 REGISTRY is the publication of 356 REGISTRY.
Inc.. an organidon oriented exclusively to the interests, needs
and unique problems of the 356 Porsche owner and enthusiast.
Our mission is theprepetuation of the vintage(1948-1%5) 356
Series Porxhes. The 356 REGISTRY is the central forum for
the exchange of ideas. experiences and information. enabling
all to share the 356 experiences of one another. The 356
REGISTRY, Inc. is a non-affliated. nonprofit. educational
corporation chartered under the statutes of the State of Ohio.
by and for the members. Membership dues. $13/yr. U.S..
Canada& Mexico. $30/yr. to foreign addresses, via air mail.
All rates are in U S . dollars. checks musl be drawn on U.S.
technical
E Production update prefaced with information on pre-A clutch cables, leaded gasoline, and information on
the demise of the Vintage register.. .......Vic Skirmants, editor
...
Case drips ...Over the Edge. Oh no! More on those bloody
British water-pumpers .............................. Dick Pike, editor
four-cam forum . . . Rebuilding A ZLiter, CCam
Engine, Part
A Professional Tells All, by Bill Doyle.......
resf oration
A continuation of the information gleaned from the now famous questionnaire..Brett Johnson, editor
111,
.....................................................
asleep at the wheel
.David Seeland, editor
...
Again, yet another perspective
from Yellow Springs, this time with Dynamite Bob ..............
............................................................. Pat Ertel, editor
... Hello Lolly! and more......Bill Block, editor
just One mOOrt! ... What is Bill's new address- when
will (or should) you use it-should (or will) it be changed on the
reviews
masthead-does it matter?? All these questions will be answered
in this issue........................................... Bill Moore, editor
...
der maestro
Valley Fever. No, Pat, not Valley Girl!
Experience is a hard school but an apple user hath no other . .
.......................................................Harry Pellow, editor
artwork should have good contrast.
a self-addressed stamped envelope. The right to edit or refuse
Ing dale. The 356 REGISTRY ir a bimonthly publication,
ma~lingabout the first 01' the wen numbered months.
r\
d
Copyright 356 Registry, Inc., 19850
2777 Cleveland Avenue
Columbus, OH 43224
All Rights ~~~~~~~d
This issue: press run of 4,100 copies
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It is always interesting to find out what
others think about our efforts. We have
reported from time to time the Registry
"reviews" that we have seen, for your consideration. The latest to cross my desk came
from long-time member, Brian Reed, hailing from New South Wales, Australia.
Brian sent to me two back issues of
Australian Sports Car World Quarterly, a
high-quality periodical that should be in the
library of every true automotive paper
collector.
The January/March 1982 issue (it takes
awhile to get Up from Down Under)
featured a 17 page series of articles,
Porsche 356 Super Feature. In Mike
Browning's article on 356 restoration efforts in Australia, the Registry is mentioned, with other U.S. sources for restoration
help, " . . . the '356 Registry ' magazine
. . . (a) rather introspective and selfindulgent publication contains a most interesting 'Used Porsches' column which is
usually well-sprinkled with Speedsters . .
. There are also details of new parts
releases, etc., plus current advertisements
from the U.S. suppliers." Hmmm, we'll
have to carefully consider that.
The other copy, August/October 1978,
the Porsche Special issue contains an article by Brian, "The Zealots of Zuffenhausen." This is a report of Bob
Raucher's West Coast Holiday I and the
PCA Parade of that year, 1977. It is profusely sprinked with photographs and certainly brings back many fond memories of
that historic Registry event. I had the
pleasure of meeting Brian and his family
there. Initially, something did not appear
to be quite right in the photos of the
Australian 356s, and it took awhile to
discover the "problem". It was not that the
photos were flopped, it was that Australian
cars are right hand drive!
For anyone interested in Sports Car
World, their address is 142 Clarence St.,
Sydney 2000. I do not know if back issues
are available.
356 Registry Holiday season is rapidly
approaching: Labor Day weekend in
Newport, RI and the end of September in
Paso Robles, CA. It is probably too late
to register for the East Coast event-I
recently heard that they were nearly sold
out, the registration limit being reached
quickly. The words to the wise on the West
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Coast Event are to return your completed
registration form (centerfold, this issue) by
return mail and to call the hotel for room
reservations. There has been a lot of interest in this Holiday because of it's James
Dean theme. Don't be disappointedregister now. The Keysers will be in attendance at both-I'm looking forward to
meeting more of our members and in
renewing old acquaintances. The bad news
is that Registry Holiday season means the
beginning of the end of another 356 season
here in the salt belt-where did the summer go?!?
There have been some recent hiccups in
our circulation/membership department.
Two issues ago the Registry membership information was transferred to a supplier
who was more competitive and more interested in our business. What was anticipated to be a smooth transition was just
that-unless you talk to the few members
who mysteriously disappeared from the
membership roll when it came time to print
mailing labels but who were on the roll
before and after the. labels were printed.
Hmmm. In any event, your patience is appreciated. Tom Oerther had nothing to do
with the problems, in fact, without Tom
and his dedicated helpers, Registry
membership details would have been
hopelessly confused and lost forever in the
electronic bowels of a computer.
Remember, the 356 Registry is a volunteer
organization, with no paid clerical staff.
Tom Oerther, as membership chairman,
has without question, the worst, most
thankless job in our organization. Every
cloud has a silver lining, however, and I am
Seen at the 1985 Bull Session, Cincinnati. Staff photo.
4
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Jerry Keyser, Editor
pleased to report that help is on the way.
The Registry is negotiating for our own
data processing system to handle membership details and the trustees have mandated
that help, as required, be obtained for the
clerical chores. This will enable our
membership chairman to pursue more productive endeavors, such as signing up new
members. So, please continue to bear with
us-the complete transition should not take
that long.
An exciting side benefit from owning our
own system is that we will be able to have
our own electronic bulletin board. This will
allow members with a PC and phone
modem to dial into the computer for current 356 informational updates and to leave
356 information as desired. Watch for
details of the Registry's entry into the Electronic Informational Age!
Word has filtered back that the first
event of the Southern California chapter
of the 356 Registry was successful beyond
the wildest expectations of the
organizers-hopefully a story is on the
way. In this issue are reports on thefamous
Cincinnati Bullsession and on the new St.
Louis event, the Old Porsches Never Die
weekend. I hear from Ron Roland and the
Metro Detroit group regularly and I am on
the mailing list of the Northern California
Alta Region, that publishes a very nice
newsletter. There are provisions in our
charter for regional Registry groups-they
are encouraged and we will do anything
possible to assist and support local efforts.
Let me know how we can help.
See you at one of our national conventions, the East and West Coast Holidays!
m 1 3 1 1 0b d4=3
An abbreviated Booster Fund Update: Ken Daugherty and
Louisville 356er friends forwarded a check from T-shirt sales at
Ray Knight's May picnic. Ken, " . . . we had a great time-it
gets better each year!" (Editors Note: Pat Asleep-At-The-Wheel
Ertel, Miss Lori, and Keyser and friend were in attendance, after
burning up some southern Indiana backroads en route-it was
a good time and yes, Keyser does have, and in fact drive, a 356!
There are witnesses!
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Index
Letters and Other Miscellany
......................................................
"In reference to Vol. 11 #1 Registry pg. 18, Collecting 356 .
I enjoyed seeing'a great line-up
of 356 toys but please list these corrections: Tekno of Denmark
1953 coupe, not "Terad"; Schuco Microracer Twingrill A Cab
(perhaps Carrera) not Schero; Quiralu of France '56 A coupe,
not Quinaw; Norev 356A 1500 Carrera also from France, not
Norew. The dinky 356 coupe also came in rose which is as rare
as red! Thanks for an otherwise fine article.
I would like to take a moment to thank Tom Birch of California who answered my ad looking to trade a NOS Sport muffler
for Bosch OEM wiper arms and blades for my 1952 America
Roadster #12317. Tom replied by phone and sent at pair off NOS
arms & blades (I had searched for 6 years) for my inspection.
I appreciate his trust with such rare parts. The sport muffler was
immediately shipped and fit his '55 coupe as stated. Now that
is what the 356 Registry is all about!"John Paterek, Chatham, NJ
. . Models by Garry January:
Seen at Nurburgring in the late 70's by Karl Gormanns.
......................................................
"I wonder if anyone has seen such a car or knows anything
about it?
......................................................
" . . . Reading the Registry always brightens my outlook on
life, the universe and everything, not to mention providing the
impetus to get back to work on the tub. Thanks for a great
magazine. "
Bob Laepple, Reading, PA.
......................................................
From the June 6, 1985, Machine Design:
To encourage France's troubled auto
industry, the government is considering
banning overage cars. Vehicles beyond a
yet-to-be-determined age would be
junked and their owners compensated
with a cash payment and a tax reduction on their new-car purchase.
"Maybe the prices of 356s will go down in France."Mike Robbins, Indianapolis, IN
......................................................
"I thought you might get a smile out of this classified in the
Salt Lake Tribune about June 1, 1985.
I wonder how much a 4 door would go for!"D. Gibbs, Salt Lake
City
......................................................
From Hemmings Motor News, June 1985, pg. 3250."Steve Martin, Portland, OR.
......................................................
Indianapolis has two automotive events that have a national
reputation. One is on a Sunday in May and one is on a Sunday
in July; and at both, weather plays in important part. At the May
event, it doesn't rain; at the July event, it does. The July event,
of course, is the famous Porsche Swap Meet and Gathering of
the Faithful held at P.B. Tweeks, Ltd.
The eighth annual swap meet on Sunday, July 21 started with
uncharacteristically sunny skies. Those in the know showed up
early for the primo locations and early morning bargains. At eight
o'clock on the dot, Tweeks brought out their famous "junk
table" and by nine, things were in full swing. Gradually, as the
temperature rose, so did the activity, with over 700 Porsche enthusiasts located in a single city block haggling, admiring, and
just having a great time.
Tradition is a highly prized part of the P.B. Tweeks philosophy.
Tradition has insured that this event would occur on the third
Sunday in July. But, of course, the most important tradition is
the weather. Six of the eight years have been, shall we say . .
. damp. This includes the last five years. In a row.
This year's most hallowed tradition occurred at 3:30 p.m. when
the heavens opened up, literally letting this tradition soak into
all in attendance. Another Swap Meet was complete.
A special thanks goes out to Dick Naze, event chairman and
volunteers from RAMME and CIR PCA, as well as the 356
Registry for this continuing support of this event. Next year, look
Index
forward to more of the same on Super Sunday (the third one in
July). Bring your Porsche, your garage goodies, your good times,
and . . . of course, your umbrella. Next year, July 20.
......................................................
"On Sunday, May 19, the ninth annual Porsche 356 Registry
Bull Session and family picnic was held at the John Parlin estate
in Cincinnati. This year, with almost perfect weather (it rained
Saturday), a record number of 188 Porsche enthusiasts and 38
of our favorite 356 models were out in force. Once again this
year there were quite a few members who drove their 356s considerable distances to our event: Tim & Terry Grubaugh drove
the farthest from Olathe, Kansas (south of Kansas City) in their
recently restored beautiful red T-5 coupe; From the north Jim
Tharp and his reliable 356 coupe came from Chicago; From the
south Bob Reed and his son drove their white T-6 coupe up from
Lascassas, Tennessee; From the east Dan Pelecovich and his family drove in from Pittsburgh, PA in a family car (no 356 this year).
Mike Robbins made it nine years straight by driving over from
Indy in his white A coupe. Ken Daugherty gathered the faithful
from the Louisville area and Chuck Steigerwald gathered together
the Columbus area members. Two Porsche club Presidents were
also in attendance at the event-Jim Perrin, PCA National President and 356 Registry Historian as well as 356 Registry President, Jerry Keyser, both from Columbus. Also in attendance,
from California, were Fred Ayer from Redlands and David
Busteed from Venice.
The ever-popular film, Rendezvous (courtesy of Mike Robbins), was shown several times%y our entertainment director, Dick
Weiss.
of the year. A special thanks to my wife, Ada, for her support
and understanding in helping this event.
Plan now and mark your calendars for Sunday, May 18, 1986
for our special gala 10th anniversary Bull Session. Hope to see
you there."
Tom Oerther
......................................................
"The first annual "Old Porsches Never Die Maifest
Weekend" was held on May 17 thru 19, 1985 at the Howard
Johnsons Motor Lodge here in St. Louis. In spite of the conflict
with the Cincy Bull Session, over forty participated.
Guests included Bill & Bob Jones of Jones Autowerkes, who
gave an outstanding restoration presentation featuring St. Louisian Jim Smith's Carrera Speedster, Registry editor, Harry
Pellow, who tore down an engine before our eyes, and Registry
editor Dave Seeland, who did an outstanding job modeling the
"Real Carrera's Have Four Cams" T-shirt.
Jim Smith's Carrera Speedster, Ist place, Concours d'Elegance.
Photo by Dave hmneoy, uununnu, vn
Forty gallons of beer (courtesy of P.B. Tweeks) were consumed, along with 300 hot dogs, which were donated by Peter & Leslie
Boettcher. Sally Phillips, once again, made her famous baked
beans and my mother-in-law, Mildred Rhorer, supplied us with
her fantastic homemade potato salad. Angie Weiss gave us
homemade macaroni salad and satisfied our sweet tooth with
assorted cakes, including German chocolate cake. Nancy Perkinson helped out by making brownies and there were two 356 sheet
cakes-one supplied by Ann Beckert and the other by Diane
Iseman. Hot dog buns, soda pop, and paper supplies were furnished by Tom Moser, Tom Moser Porsche-Audi, and Forry
Hargitt, German Motor Cars, Inc.
There were over 80 doorprizes awarded: The grand prize being an Escort Radar warning receiver donated by Cincinnati
Microwave; also two Harry Pellow books donated by Harry
Pellow and Mike Robbins. Other goodies ranged from cases of
Valvoline oil to many Factory racing posters. Our doorprize contributors were: Cincinnati Microwave, P.B. Tweeks, Valvoline
Oil Co., H.C.P. Research (Harry Pellow), Armor-All, AutoWeek, Automotion, Porsche Cars North America, and Porsche
KG (Ilse Nadele).
My thanks go out to all of you who attended and supported
our event, especially to John & Tori Parlin for the use of their
estate, and to all of our friends and sponsors who, through their
generous support, help keep this the largest free Porsche event
Editor Bill Block was here in spirit, as Block's Books provided three gift certificates. Frank Lanson, owner of Imports, also
provided gift certificates and discounts. In addition to the Jones
and Pellow presentations, we had videos of real Porsches, a dinner banquet, and a tour to the nearby German community of
Hermann for the 2nd annual German car show.
We were pleased with the interest in this event; especialy given
the fact that it conflicted with the Cincy Bull Session. We would
like to start a local Registry chapter with the idea of organizing
a 356 Holiday. If anyone within a 250 mile radius cares, they
can call me at (314) 725-9426, residence or 425-3643, office.
I still have T-shirts left. 100% heavy duty cotton, medium, large
or x-large, "Real Porsches have Four Cams" or "Porsche Is A
Four Syllable Word", $10.00" Bill Heibreder, 8514 Colonial
Lane, St. Louis. MO 63124
......................................................
"I am looking for former owners, information or history of
1963 B Super coupe #123457. When I bought the car it displayed
a PCA badge from southern Michigan region. It still runs but
I have taken it off the road to help halt the rust prior to my
restoration endeavors. The original engine has been replaced with
an industrial engine.
If anyone is interested I have had a Porschaire alternator and
stand installed on a 65 C coupe after numerous generator problems. I have also had the car converted to 12 volt. The alternator is not a 'bolt on' project. To get the proper alignment and
clearances the fan had to be sectioned. Since installation the alternator has worked well. The third piece casting is polished and
attractive."Carl Selden, 3844 Oxford St., Burnaby, BC Cnnada,
v 5 c 1c 3
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Hey, guys, that letter about a Vintage
Porsche Register to Road & Track on page
4 of Vol. 10, #6 of the Registry was from
April 1974. I still have an old list of 1953
and earlier Porsches in this country, but no
longer keep it current because that was impossible even back then. People would sell
their cars or move and never notify me, so
that 50% or more of the listings were obsolete. I do not have the time nor money to
send out stamped, self-addressed postcards
each year so the listings could be kept up
to date. So, thanks for still responding, but
I am not actively keeping the Vintage
Register current.
Ray Knight, Jeffersonville, IN, sends information for those needing pre-A clutch
cables. "There has been a problem with
pre-A clutch cable availability. The guide
tube is a non-removable part of the cable
and needs to be replaced as a unit. Stoddard has had the part listed (#356.23.058)
but at least their initial stock were all the
wrong length. The guide tube is perfect. I
have previously merely spliced in extra
length in the free area under the front floor
board. A functional but less than best fii.
Recently Target Products of Alhambra,
CA, made me a new cable to fit my guide
tube (length 209cm). They can install cable
in a new Stoddard guide tube, your old
guide tube, or they plan to make up some
with their special teflon-lined housings.
They advertise in Pano regularly." Thanks
for the tip, Ray.
Steve Martin, Portland, OR, sends some
gasoline advice from "Sport Aviation"
June 1985. The article refers to a Continental
Motors special bulletin referring to Bulletin
M46-32, dated November 25, 1946. "The
special bulletin states
absence of lead
from the fuel has resulted in the 'picking
up or welding' of the valve seat to the valve
. and it is our opinion that all 73 and
80 octane non-leaded fuels will give the
same results . . . there is nothing wrong
with either the gasoline or valve materials,
but that the two will not work together except after a protective coating is deposited
on the valve and seat contact surfaces by
. the use 0f.a leaded fuel for the first two
or three hours of life of the new engine or
an engine in which the valves have been
refaced. After the initial 'lead treatment',
however, no valve trouble should be encountered and operation should be better
'. . .
..
,
with the 73 or 80 octane clear gasoline than
with the war and pre-war leaded fuels.'
"In other words, burn leaded gasoline
for the first 2 to 3 hours after an overhaul
affecting the valves. Then use unleaded
autogas thereafter." That doesn't sound
like bad advice for airplane engines or for
us, although our 356 engines don't really
seem to have the valve-seat welding problem referred to in the bulletin. As long as
you use a gasoline with adequate octane for
your engine, that's all that really matters.
SCCA National Racing 1985
The first Central Division National of the
1985 season took place at Indianapolis
Raceway Park on April 20, 21. Besides
myself, Bill Demeter of Grosse Pointe
Woods, MI, was also there with his 356B
roadster. Practice showed that my car was
performing beautifully. My quickest practice lap was faster than I had ever run IRP.
A couple of small adjustments for qualifying resulted in a lap another second
quicker; a half-second below the record!
This put me on the front row, first in EProduction, just 0.48 of a second behind
the pole position GTS Porsche 924 of Paris
Cross. Bill qualified fourth in EP and
eighth over-all.
The race start saw Tom Brennan's 924
come from behind and pass into second by
turn one, with Stefan Edlis' 924 right
behind me in fourth place. Bill made a
charge from eighth to sixth and was about
to pass the second-place EP TR4 in the last
turn when his right-front link pin carrier
broke! I stayed between the 924's for a few
laps, then decided to drop back a bit and
let them have their battle.
My fastest race lap ended up just 0.004
of a second short of the official race
record! And I was just cruising, watching
the 924's battle it out! I ended up first in
class, fourth over-all, and very happy with
how the car was performing.
You remember my G Production
Porsche 1300 coupe? Ed Clancy of
Livonia, MI, is renting it from me this year.
His first race in it was the regional at
Blackhawk Farms, IL, on May 5. Charlie
Brown, Livonia, MI, was also there with
his EP coupe on May 4 for the drivers'
school. Charlie completed the school successfully so that he was eligible to run the
Sunday regional. Charlie's car is not a
state-of-the-art EP car; it still has torsion
-
Vic Skirmants, Editor
bars, a standard gearbox, and a mediumfast engine. Charlie just finished the car at
the end of last season, and will make improvements as time and money permit. In
the meantime, he's out there racing, enjoying himself, and getting experience that
can't be obtained any other way.
The grid for their race was: GT1, GT2,
GT3, GT4, GT5, EP, FP, GP, HP; in
other words, everything with fenders. I
don't have the qualifying sheet, but I think
Ed and Charlie were about seventh and
eighth over-all; also first in their respective
classes (there were no other E or G cars).
The first six cars were all GTl Corvettes,
Mustangs, and a GT3 Datsun.
By race time a very steady drizzle had
settled in, definitely requiring rain tires.
Some of the other cars didn't make it to
the grid, so Ed and Charlie started fourth
and fifth over-all. At the start the Datsun
streaked into the lead, the big GTl cars
slipped and slithered around, and Charlie
started hounding the ex-pole position Corvette, now running second over-all. After a
few laps Charlie got by into second leaving
Ed to hound the Corvette with my 1300car.
Ed finally got by and began to close on
Charlie. With only a couple of laps remaining, Ed got by Charlie in the last turn,
although not without a touch of body contact because of the slick surface. Final
results showed Ed and Charlie second and
third over-all. Ed's fastest lap was less than
four tenths of a second slower than the winning Datsun, with Charlie's best lap only
1.3 seconds back from that.
I was there crewing for Ed, and it was
a real thrill to watch the two Porsche
coupes running nose-to-tail down the
straight, water spray flying high behind
them.
My next race was at Grattan, MI, on
May 11, 12. 356's were well represented
with Paul Nawrocki, Birmingham, MI, in
a speedster, Bill Demeter again, and John
Thomson, ,Ann Arbor, MI, in his
speedster, joining my roadster.
Our race group consisted of GTl ,GT2,
GT3, and EP. After qualifying, I was first
in EP, fifth over-all, a tenth of a second
ahead of Tom Brennan's GT3 pole 924. My
lap time was over two seconds quicker than
my 1978 time there! Paul was second in EP,
eighth over-all just over a second behind,
with Bill third in E and ninth over-all
Index
another second back. John had engine problems and ended up sixth in class.
The start saw the Corvette gridded behind
me go by on the straight, with Breman's
924 passing me out back while I was being
terribly balked by the Vette. Brennan ended up with a deflating tire and spun, the
Vette needed an unintentional reminder
that I was behind him and he was too slow
in the corners. Paul, meanwhile, was right
behind, which is why I had to terrorize the
Vette. Finally getting by, I managed to pull
out a couple of seconds on Paul when a
yellow flag on the front straight bunched
us up again. When the track finally cleared,
I pulled away just a touch again, and kept
it to the end, setting a new record. t wasn't
easy, though, because Paul wa always
right there. Bill finished third and J,ohn was
sixth, with further minor but significant
problems.
Nelson Ledges National, May 18, 19.
This was a Northeast Division race, so the
cast of cars was somewhat different. Joining me, Bill Demeter, and John Thomson
was the speedster of Dave Helmick, East
Stroudsburg, PA. Pole time went to John
Kelly's Elva Courier, with the FP leader
second over-all and two hundredths of a
second ahead of me. Les Handley's 914 was
third in EP, Bill took fourth, Dave had a
problem and qualified fifth, with John
seventh in class. I had intended to go out
in the second qualifying session on new rear
tires, but it started to rain, so I stayed with
my first session time. I used the Sunday
morning warm-up session to scrub in the
new tires and effortlessly beat my qualify-
t
ing time. I was confident I could challenge
Kelly for the lead, but when the flag dropped, I noticed a definite lack of power.
Nothing obvious was wrong according to
the gauges, but the power just wasn't there.
I decided to stay out and flog it through
the corners for all it was worth. Kelly pulled away, Handley caught me and finally
passed on the straight, but I latched onto
him and wouldn't let go. Kelly broke the
record, I actually went quicker than I ever
had before, just one second off the new
record! With a lack of power!
Just past half-distance Kelly broke his
engine, which left me fighting for first instead of second. My 356 was out-handling
the 914, which was definitely getting
"looser" in the corners. About five laps
from the end the 914 finally spun in the 120
MPH kink at the end of the back straight.
I couldn't believe my luck; third to first
with a sick engine. Actually, I had to win
it; it was my 356th race start! Bill finished
second in E P and John was third. Cen-Div
1,2,3! Dave broke a spark plug about halfway through and was credited with sixth.
Checking my car for the problem initially
showed no reason for the power loss. I
began to suspect a bad batch of race gas,
but finally found a broken inner valve
spring o n a n intake valve. The
characteristics did not seem to match with
what a broken spring would do, but
everything seems fine now.
That same weekend Ed Clancy was at
IRP for a regional with the 1300 coupe.
Unfortunately the cylinders I had sleeved
locally failed and pretty much destroyed the
engine. The car is now a 1600 E Production car until I get some cylinders and
pistons made in California.
Nelson Ledges again, June 1, 2. Dave
Helmick was there, as was Paul Nawrocki,
John Thomson, and Stan Adams, Cincinnati, OH, in a cabriolet.
I had installed stiffer springs to test out
and after two slow laps thought the car felt
a bit "nervous" in back. On the third lap
I found a new bump in the carousel turn
right on the 356 line. The cat spun immediately, went off the outside edge and
smacked the tire wall. The left front tire
unseated when I landed, the right rear
fiberglass fender was half smashed. I
limped back to the pits, not knowing the
tire was flat; I thought for sure the suspension was bent. A quick inspection in the pits
showed the wheels were still pointing in the
same direction, so we changed the tire and
went back out to see if anything was bent.
The car seemed to track okay, but I wasn't
sure about the springs. After practice, my
son Erik and I set to the task of repairing
the important bits and checking further for
bent suspension. Everything checked out
okay, we fixed the oil cooler duct, replaced the tailpipe, and taped up the right rear
fender. The cracks in the other rear fender
were too small to bother with, and a couple
of healthy pulls brought the right rocker
panel almost back to where it belonged.
The right front fender was 90% black from
the tire wall, but John Thomson cured that
with some miracle solvent while Erik and
I fiddled with the other stuff.
The newer tires went on for qualifying,
august 23, 24 & 25
september 27, 28 & 29
historic races, Laguna Seca, CA. For information on a 356s only parking paddock, contact Barry Allen, (916) 392-7318, keep
trying.
9th annual 356 registry west coast holiday, Paso Robles, Ca.
Porsche Memorabilia Session, Driving Tour to James Dean
Monument, Wine Tasting Tour, Concours, Swap Meet, and
More! Ray Stewart, Chairman, 169 Crossroads Blvd., Carmel,
CA 93923.
august 30, 31 & september 1
11th annual 356 registry east coast holiday, Newport, RI.
Literature and Model Car Session, Driving Tour, People's Choice
Concours, Swap Meet, Tech Session and More! Mike Tanski,
Chairman, 696 Chickadee Ave., Stratford, CT 06497.
september 22
james dean festival, Fairmount, IN. Registration, 10:OO a.m. at
Playacres Park, S. Vine Street. Picnic, auto tour of historical
sites, private screening of "Rebel Without A Cause," dinner and
more. Sponsored by Ramme Region, PCA. For information call
Bob Snider (317) 845-4097 after 6:00 p.m. and weekends.
october 5 & 6
356 fall round-up, Potter's Farm, 23255 W. Towline, Grayslake,
IL 60030. Parts sell, swap, literature, models, People's Choice
Concours D'Elegance on Sunday (no awards). Camping space
available for Saturday night. For additional information call
Wayne Potter (312) 566-5900 days.
Event chairpersons: Send us information on your 356 related event for a free listing.
We reserve the right to edit as required. Note that our deadline for copy is the
first of the month in which it is to appear and please have your copy typed.
Members please note: Events that appear in this section are not necessarily endorsed by The 356 Registry.
Index
'
so I hoped the handling would improve. It that long, with that many cars in one race.
really didn't but I qualified first in EP,
Ed Clancy took my coupe to the Waterseventh over-all, not quite as quick as the ford Hills regional on June 8, 9 and won
May race. Dave was second in class, tenth his class, with Charlie Brown finishing
over-all, four tenths of a second back, Paul third.
Ed then took the car to Blackhawk
was third, one tenth behind Dave. Stan was
Farms on June 15,16 for his first National.
foutth, and John was seventh.
The race itself was the most fantastic I've He had some kind of fuel or electrical probhad in twenty-one years! At the start I was lem which caused the engine to shut down
fifth over-all behind four GT3 cars, with every now and then. In the race he was batDave just behind me. I had to get away tling for second when the problem recurfrom Dave, so I couldn't let the GT3's hold red. He was credited with fifth plac? for
me up too much in the corners. I finally his first National points.
out-braked Stefan Edlis' 924 off the back
June 21, 22, Road America, Elkhart
straight, then took Larry Pryor's GT3 914 Lake, WI, the June Sprints. Road
going into turn four. Once I broke clear of America's thirtieth anniversary. I had never
them, I pulled away and caught the second won here before. Dick Luening with the
place Datsun 2000 of Dave McDowell's. I super-fast MOB wasn't trying for Atlanta
couldn't find a way past McDowell, so this year, but this is his home track, so he
Pryor and Edlis caught back up. Pryor re- was there. Another good 356 turn-out.
passed me on the straight; I tried him again Besides myself, we had Paul Nawrocki, Bill
in turn four, but he learned his lesson the Demeter, John Thomson, Stan Adams,
first time. When he shut the door, I almost and Warren Holcomb, Evergreen, CO, in
lost it, sliding wide long enough for Edlis a speedster.
and Helrnick to get by me. Mike Cyphert
I left the stiff springs in because Road
in a GT3 914 was first over-all and long America is usually fairly smooth, and I had
gone, breaking again the record he set there a new set of tires,so I could evaluate
two weeks earlier. I was now the caboose whether the springs are finally too stiff.
in the McDowell-Pryor-Edlis-Helmick-Practice produced decent times, but
Skirmants train. The race was far from definitely not the handling I remembered.
over, and I got my chance to re-take Dave The new tires for qualifying didn't really
when he was momentarily slowed in the last change the feel of the car. I did end up first
turn by an F Production car we were lapp- in class, fourth over-all on the grid, behind
ing. I went by Dave on his right! I guess three GT3 cars. Paul was right behind me
my right tires were slightly in the grass, but second in class, Luening had problems and
what the heck, it seemed smooth enough. was fourth in class, twelfth over-all. Bill
The next development was Edlis' engine was sixth in class, John was tenth, Stan was
going sour and retiring. I re-passed Pryor twelfth, and Warren thirteenth.
Last year we had qualified in the rain and
somewhere; I don't remember where or
when. Back on McDowell's tail, I tried to I had been second over-all and Luening was
get by again but couldn't make it stick. twelfth. He had still caught me and run
Finally, while under full throttle coming away. I made some changes for the race,
out of the last turn, the Datsun bobbled including a camber adjustment, knowing
and I went right into his right rear fender full well that he would be after me with a
with my left front. McDowell pulled over vengeance. I was also worried about Paul,
and parked when he saw the tire smoke who had turned a very good time, and it
from his rubbing fender. I now had my was his first race at Road America.
fender and edge of the spoiler pushed into
Two corners after the start I passed the
the left front tire. The added drag slowed third-place GT3 Lotus 7 and latched onto
the car slightly, but the biggest worry was Stefan Edlis' 924. Tom Brennan's 924 pullall the tire smoke, which worsened as I tried ed away easily in first place, I stayed on
to steer right. Pryor went by almost im- Edlis' tail and watched my mirrors for
mediately, and Dave passed me on the back Luening. After five laps I had dropped
straight a couple of laps later. I had almost back slightly from Edlis to try and let my
resigned myself to second, when Dave slip oil temperature come down; it was at 290°!
ped slightly on some oil in the last turn and I didn't know it but the oil cooler duct
I repassed for first in class. Then, two laps screen in the spoiler was clogged with leaves
from the end, Dave's fuel pump quit and picked up on the pace lap. We had some
I could take it easy ti1 the end. I finished very high winds and the track surface was
the race with cords showing halfway across littered between races. When I saw Luenthe tread of the left front tire. Paul finish- ing about ten seconds back, I picked up my
ed second, Dave was credited with fourth, pace. He was reeling me in by one to oneJohn finished fifth and Stan was seventh and-a-half seconds a lap, and I couldn't do
after a spin. As I said earlier, my most ex- much about it. The camber adjustment
citing race. I have never raced that hard, helped slightly, but I still couldn't take the
8
corners too well because the springs were
too stiff. With five laps to go he was only
two seconds behind me, then all of a sudden he wasn't there anymore! His clutch
had blown up! I then relaxed, dropped the
RPM's and cruised to my fifth win of the
season. Bii finished third in class after Paul
had some problems with a GT3 Datsun and
finished fifth. Warren was credited with
ninth after an engine blow-up, John was
credited with tenth, also after a blown
engine, and Stan DNF'd after a spark plug
blew out of the cylinder head.
So, I finally won the June Sprints, the
engine and Red Line synthetic oil seemed
to live at 290°, and even if Luening did
break, he didn't catch me as quickly as last
year.
One more bit of information. This year
Porsche is sponsoring a Porsche Cup North
America. The top fifteen finishers at the
end of the year split up an $85,000 purse.
Apparently all Porsches are eligible, including the 356. National race results count
also, and we can count all the races in our
division, with a maximum of two out-ofdivision, at half-points. I now have effectively four and a half Porsche Cup wins
and plan on running five of the remaining
six Central Division Nationals and maybe
one more out-of-division. According to the
first official points list, I am currently sixth
over-all surrounded by IMSA 962's! And
that's not counting my last win. I still have
no sponsor, so maybe someone would like
to get their company name on a winning
356 that just might get some more publicity from the Porsche Cup standings. Just
call 313/575-9544 any time.
If it sounds like I'm blowing my own
horn, it's just that after twenty years I've
learned that if you don't do it yourself, no
one else will do it for you.
I1
WEST COAST
HOLIDAY 9
PAS0 ROBLES
I
1
Index
~
It's amazing . . . it seems only a few short months ago that
I was writing the answers to those famous 116 questions from
Questionnaire I11 and chiding those who had not yet sent in their
answers. OK, one more last chance but you'll have to live with
the shame of submitting it after Bruce Baker's long awaited, often
promised version arrived, although I did make a personal appeal
to Bruce both in print and by showing up at his establishment
in the greater Philadelphia area and begging for it. Well I think
the take home lesson is obvious if you don't want your name
in print and a sniveling restoration editor in your neighborhood
you'll complete the questionnaire and send it in pronto.
In addition to the long awaited Baker Chronicles, this issue's
"Beyond The Call Of Duty" award goes to Jim Degnan of Glendale,
CA who sent some great photos and information on his '59 GS
Carrera which formerly had an Eberspacher gas heater. Also
Charlie White, famed editor of literature et al, sent some interesting photos. Those of Registry officials and/or their wives
were put somewhere special but in addition to those was a set
courtesy of Chrysler Corporation of a '53 356 coupe with only
93 miles on the clock. I've included a couple for your
entertainment.
As you remember last time we had completed 46 of the magic
116, however, a recap of new information supplied since last issue
on questions 1-46 is in order.
Aluminum bumpers - Bruce Baker swears that the bumpers
on his '60 GSGT coupe were aluminum. As this is the first
car that has been described so equipped I would welcome
additional commentary.
4. Carrera body differences - front fender braces, see photos
by Jim Degnan, also note the exhaust cut outs in both body
and bumper. I always thought these were filled in on
Carreras.
11. Yet a later mechanical tach - Jeff Keiner, Orlando, FL
#218719.
2.
Gas i r e u r n u r r u l w t
bumper for standard exhaust. Photo
Brett Johnson, Editor
p
Ribbed vs. flat battery floor - we're getting close in Speedsters
anyway.
#83498 - rib,
#83378 - flat.
:
13.
Thanks to Brooks Herrick and Bob Laepple.
14. Seems to be a correlation between flat floors and lack of
towing hook.
19. Much information and photos provided of Eberspacher
heater installation from Jim Degnan whose car no longer
has the heater in place.
-
I
I
Heater duct in firewall. Photo by Jim Degnan.
1956 - 1959 356A Eberspacher heater was removed prior
to my purchase. Photos show dash switch and ducting
located on right rear engine housing. I believe that there
is a plenum underneath the back seat area that allows the
heated air to either be sent through the regular "muffler"
or be directed out the vent hose. There is a flapper valve
located in this plenum that would allow one to regulate the
flow of heated air from the knob near the shift lever.
--.
Gas hearer.switch. Photo by Jim Degnan.
Index
Added to the top colors for pre-A cars brown and grey per
Bruce Baker.
Bruce also alleges that a roadster once owned had a black
cloth full tonneau.
Cars with wedges in the door jamb. New chart:
Convertible D Coupe Cabriolet
Has wedge
85895
102838 151615
Doesn't have
86520
107880 151925
Pre '62 dual vent rear lid, Jim Degnan (see photo) cabriolet
#I51925 steel lid.
Speedster script round or square "S" - 80034 round, 80100
square.
Round or square door handle - 101048 square, 102678
round.
new stuff.
battery terminal positive
1950-65 Are two or three screws present (not including the
bolt which clamps to the terminal)?
-
,Top Side
View
12v Describe or photograph the positive battery terminal
on an originally equipped 12v car.
I yield the floor to Ron Roland who has provided these
drawings with these chassis numbers.
Top view
159301-'63
SC Cabriolet Police Car 12v.
also
89688- '62 T-6 Roadster
130046- '64 Coupe
213040- '63 Coupe
Comments or additions invited.
front wheel well
50. 1962-65 Photograph the difference between Karmann and
Reutter built coupes.
11660-'52 Coupe-split windshield, attached bumper has
this battery terminal.
Top Side 7
3 9 GS Cabriolet,front fender brace detail showing oil cooler and horn mounting.
Photo by Jim Degnan.
10247- '58 Coupe
83532- '57 Speedster
1961-63 Are you aware of a change in positive battery
terminal?
This question was based on a comment made by Bob
Raucher several years age. According to everyone who has
answered to date there is no difference. If anyone, including
you Bob, can substantiate a difference please let me know.
windshield washer
51. 1950-55 Is a washer system present? Give chassis number.
No Speedsters up through 82624 had washers per the
responses that came in. Other early specimens had them
although the nozzle placement varied tremendously.
52. 1950-54 Describe or photograph the washer jet nozzle.
There seem to be two types of nozzle - the earlier is a very
small chrome lump that was generally located between 1
and 4" to the outside of the wiper arm shaft, although some
were mounted to the inside. Hows that for consistency?
151615- '59 Cabriolet
89322-'62 T-5 Roadster
84935-'59 Carrera GT (6v.) Speedster
This terminal used presumably until the T-6 change over
in late '61. Material looks a little thicker/heavier than type
shown below (#49).
10
Windshield washer jet, '54 coupe, Photo by Richard Miller.
Index
The later style is shown on the '54 coupe photograph by
Richard Miller to date the only chassis #'s on file for either
type are:
12355
small
56066-60684
large (gun turret)
1950-54 Those cars with glass washer bottles, describe
mounting location.
1. Left side, rear vertical wall of battery compartment #52473, 52725, 52619.
2. Left side wall upper trunk #10960, 10158.
3. Right side near gas tank #5239.
1956-59 Windshield washer nozzle description - hex type
or rounded?
56066 & 57250 had gun turret - see question 52.
Hex
Cabriolet Coupe
Speedster, etc.
Rounded
150153
151458
58986
108438
Cabriolet
Coupe
1962-65 How long are the wiper blades on coupes?
This question was inspired by the fact that the parts books
list only a single size blade but currently Bosch has a longer
version for T-6 and later coupes.
Answers were inconclusive but could only be judged if cars
had original blades, which is highly doubtful.
1956-58 Are wedge shaped wiper bases present?
Yes
56066
57250
Any earlier chassis #'s.
aerials
61. All years. Describe or photograph original style aerials manual or electric. See photos.
Speedster
151915
83387
1958-59 Which nozzle type used on Convertible D?
Bad news
conflicting testimony
Hex type
85875
Rounded
85519, 85895
Help?
1950-57 Carpet used on luggage compartment walls? Please
give color and binding type - vinyl was also used in 1955.
Any other years?
5135
Green/cloth binding
5239
Blue/cloth binding
10169
Oatmeal/cloth binding
10960
Tadcloth binding
11994
Tadcloth binding
12355
Tadcloth binding
12362
Tadcloth binding
101048
Tadcloth binding
56062
Tan/vinyl
56066
Tar paper
No carpet or vinyl in any speedsters reported.
1953 Are front hood hinges solid type or drilled?
Only one respondent 12355 solid - anyone else?
wipers
58. 1950-54 Are the left and right side wiper arm different?
All respondents . . . identical.
Aeriul photo by Dennis Bogle.
Aerial #52925. Photo by Richard Miller.
rear grille
62.
1962-64 Are rear grilles bright anodized?
Very confusing results
Interior detail, '53 coupe. Photo courtesy of Charlie White.
-
'59 GS Cabriolet. Rear lid, steel dual vent. Note lack of inner structure. Photo
by Jim Degnan.
Index
~ ~ ~ 1 = i I - Dick
1 - Pike,
Editor
over the edge
back.
One evening last fall Lyn and Charley
"Hands up all you Dads whose pulses fed me dessert and VCR tapes. How they
didn't patter at the sight of your first could possibly have paired "Testament"
XK 120 Jaguar. Really? You mean with "Porky's'' must seem beyond belief,
it wasn't one of the most soul-stirring but then you'd have to know Lyn and
moments of your life?" Charley. "Testament" made me cry. Any
J . Alan Williams, 1979, from good parent would. It was hard to point
The Kids' and Grown-ups' toy-making the '58 coupe toward home and harder still
Book (very highly recommended) to fall asleep in an empty room. A full hour
with George Fraser's engaging scoundrel,
Oh no. Pike's gonna talk about Limey Flashman, was requiired to blunt the horjunk again! Wait! Don't turn that page. ror and gradually make room for sleep.
At least we saw "Porky's" first. I can't
Yes this journal is about old Krautwagen.
But . . . just why am I writing about old recommend this gross, coarse flick for any
Porsches, anyway? You might be surpris- other than those who, from 1951 to 1955,
ed to learn that it was not entirely the fault were high school nerds. Like me. All those
horny and hostile fantasies come true
of Porsche.
Each of you reading this can recall ex- before your very eyes. For a couple of
actly what set him on the long trail that has hours, forget that spreading bald spot, that
lead inexorably to that 356 (or three) in the expanding gut, alimony payments, tuition
garage. Some occasion that left a small but bills, and mid-career job dissatisfactions.
responsive part of you forever changed. If Middle age? What middle age? And what's
you don't feel comfortable with Eureka ex- more, "Porky's" has cars, too. One of
periences, just sit back and run a global them saved my evening.
May, 1952. Road & Track carries no ads
search of your memory banks. For many
of us, the seed crystal for our current for Porsches, new or used, although the
Porschemania was implanted well before cars are very evident in reports on smallour first encounter with a 356. It certainly bore racing. What a time. You can buy
was for me. And Bernie Schwartz's red XK Edelbrock manifolds, a Jowett 'Jupiter',
120 roadster in "Porky's" brought it all a Hudson Hornet [the one in "Porky's was
pig-pink, or more appropriately, titty-pink,
as Lyn would say-Charley has a cream &
chrome '61 T-bird called Nadine (" . . .
Honey,, is that you?)]. MGs and accessories for same abound, and of course,
"the FASTEST production sports car in
the World." The Great Cat.
My high-school commute was a good
mile-and-a-quarter each way-on foot.
Everything you've heard about New
England weather is true. Sometimes it was
rough. Of the many adventures and
misadventures that befell me during those
four years of long walks between home and
MHS, though, perhaps none has quite
outlasted that coming face to face with
automotive radicalism in its most blatent
and seductive form.
Pike had been at Melrose Public Library,
looking up ordnance statistics on old
British battleships (we nerds were into a lot
of far-out stuff). The late afternoon was
balmy, sunny, dry. A jacket was unnecessary. One of those spring days you
wouldn't be anywhere else but
Massachusetts. Pike was not quite a
sophomore: about to turn Sweet Fifteen.
Callow, sensitive, serious, a born
Wagnerian romantic. Down the quiet, treelined street he walked, with his little book
of warship drawings and notes, not par-
Index
ticularly occupied with anything.
The exhaust note hit first, a shock wave.
VRRROOOOOOOM!!! Listen to the red
XK in "Porky's'' and you'll hear what
lifted my head . . . and heart. A half-block
away an open powder-blue car with lowcut doors was pulling out of a parking lot.
At the wheel of this rakish carriage sat a
stunning blonde woman, uncoiffed hair
strung out behind, the effect enhanced by
an even longer white scarf. I stood there,
my adolescent jaw about an inch off the
sidewalk, and simply stared. Over the edge.
The lengendary cat turned out of the lot
and vrroooomed on down the street and
out of sight. It's purring echoed off the old
brick buildings of Melrose' dull downtown.
The sound would not go away. It never has.
The imaged stayed too: blue, blonde,
white, low, sleek, noise, flash, topless, motion, lust, escape, unconventional, power,
grace, and beauty, beauty, BEAUTY. I
retrieved my notebook from the pavement
and resumed the walk home. Slower now.
Numb. 1 had been had.
Cars never had been much more than
conveyances from Point A to Point B. But
that May afternoon changed everything. If
slowly. Next month I picked the July issue
of Auto Speed and Sport up off a rack in
the drug store across the street from
Washington School, just down a couple of
doors from Palumbo's Shoe Repair. Three
MG TDs on the cover (and a pretty
blonde). The Jags were there, all right, but
so were other odd little cars. One of the oddest was Johnny von Neuman's Le Mans
coupe experiencing-horror of horrorsbrake trouble at Pebble Beach. A what?
P-o-r-s-c-h-e. Oh.
I never owned a Jag, and probably never
will. Four years after my initiation I was
offered a luscious white XK 140 convertible for only $1,500. I could have been my
first car. Turning it down in favor of a wellworn MG TD probably saved my life. Arrogant punk that I was, all that Coventry
horsepower surely would have killed me.
I got into enought trouble with the MG.
Once I actually drove a 120 M coupe. It
shifed miserably and I could not see over
the wheel. In 1959 I happened upon a
hopelessly worn 120 roadster at a bargain
price. It needed engine work and I nixed
that one too (I used to be smart!). Three
years later I drove a new E-type across
Massachusetts and back, and it was grand.
But it was not an XK. I seem destined never
to possess my first love, and perhaps that's
all right. Besides, the 356 fits too well.
The bug bit and infested me for good.
An exciting new world of gracefully bent
sheet metal, steel and cast alloy
mechanicals, speed, and noise. Aesthetics,
pure and simple. It did me in 1952 and I'm
still in it for the same reasons. Form, function, flair, and the way they magically
resolve themselves for me in the 356.
But it's hard to forget that first Jag, and
my pulse always rises when one appears on
the street. Forget sitting through
"Porky's" again, though. And "Testment?" Please, God, or who- or whatever
you are, grant my boys the chance to have
their own XK 120 experiences. My older
turned 15 this past August (on Hiroshima
day, as he never fails to remind me).
Somewhere that mystical Jag, or its
equivalent-who knows, it could even be
a 356-awaits him. Perhaps they have met
already.
(P.S. Thanks, Harry. You were right; it
could be done.)
c reproductionsof originals
correctly color coded wire
inak. Simplified numbering
for easy installation. Our
1951 - 1965 COUpeS
1952 - 1965 CObriob~
1954 - 1958 Speedsten
1956 - 1959 Canem
1960-1962Roodders
.
Abatth Conem
910,908
BN-4 Heater Harness
Behr Fresh-Air Blower Homess
Seen or the Old Porsches Never Die Weekend, 1985. Photo by Tom Farnam.
Index
rebuilding a 2-liter 4-cam engine, part iii
a professional tells all
by Bill Doyle?
As fellow Porscho enthusiast Mr. Pellow would say, "Welcome
gentle readers". The following is a sharing of what I can add
to the Carrera Guide to help in the rebuilding of your C-I1 engine.
Some of the tips will be just good common shop practices and
some will be things that I have come across in the years of doing
these engines that will hopefully save you from the common pitfalls. Just remember to be extremely clean and use good common sense in case you find something that "just doesn't seem
right". Nothing should have to be forced and when done correctly the engine should last you for many happy miles of Porsche
motoring.
disassembly
Follow the Carrera guide instructions as they are pretty complete. What they don't mention and for you to bear in mind is
the following: Before you go too far have a note pad by your
side and keep track of anything that doesn't seem quite right.
You might find that the flywheel was loose (perish the thought),
metal in the inside of the case, etc. Also when you first split the
case see how everything fits, that is, see what the actual mesh
of the A&D gears are to the matching gears on the layshaft, the
backlash of said gears, condition of the screens. When you finally
begin disassembly keep all shim packs TOGETHER and
LABELED.
For the disassembly of the oil pump, index the front half, the
intermediate plate, and the rear half, so upon assembly they will
be in the proper phase to each other. Keep track of the little brass
shims that sit in the cavity directly behind the driven shaft.
preparation
After disassembly you are going to have to determine what
parts you can use and which parts are going to have to be replaced.
The first step is to get everything clean. The best way to do all
the internal pieces is with a 5 gallon container of carburetor
cleaner. It is also very helpful, if not imperative, to have access
to a solvent cleaning tank so that you can pressure wash oil galleys
and the like to make sure that there is sufficient flow through
them. As far as the crankcase itself is concerned, there are several
ways of going. The easiest and probably the less time consuming
way would be to take the stripped case to a company that either
rebuilds VW's or that does machine work on them and have them
clean the case in their tank of COLD parts cleaner. If you go
to your local machine shop that works on water pumpers and
have them clean it the chances are you will get back a very expensive piece of metalic Swiss/German cheese. Another way
would be to get a solvent pan and with the use of Gunk or the
like, you could clean the case yourself. The advantage of saving
some money compared to the pleasure of dealing with the caustic
effects of the cleaning material you use along with the breathing
of the vapors leaves little to be desired. The final way of cleaning the case would be that of glass-cleaning. I have done a lot
of cases in this manner myself. No, you will not deform the
material, nor will you upset the surface of the cases where they
meet so you will not get a good seal. The major problem lies with
the cleaning of the media from the inside of the case after you
are through beading it. A couple of hints, one, use duct tape to
cover all oil holes and passages, the glass is so fine that it will
still find its way into the oil galleys but not nearly in the proportions that it would if you left them open. Two, immediately after
the case comes out of the elass machine it should be washed off
with hot water, this opens The pores of the aluminum and washes
the glass out. After that, while the case is still hot, put it in your
solvent bin and wash it very thoroughly followed by a good
flushing with a cleaner like Berryman's or the like. You may not
want to go to the trouble of the above process, but the finished
result is well worth the effort. I can not stress strongly enough
the need for cleaning of the case after glass beading. You can
not spend too much time at this step.
While you are either cleaning or having your case cleaned, take
the rest of the internal stress-related parts to a shop that can
Magna-Flux your pieces.
measuring
All of the tolerances and dimensions are given in the back of
the factory repair manual. Do not attempt any work without one
of these by your side. The following should go unsaid, but make
sure every surface you are going to measure is hospital clean, and
that your instruments are of reliable quality and of highly accurate tolerances, and finally, don't be afraid to seek some competent advice if you are unsure of any step or procedure.
layshaft
The layshaft is the piece in the lower part of your engine that
transfers energy from the crankshaft to the respective cams
through the A&D gears that are located on the layshaft. Directly
in front of the A&D gears is the oil pump drive gear that is also
driven by the layshaft. The layshaft, along with the A&D gears
have identification numbers' etched on them. Record these
numbers for future reference.
The layshaft has two bearing surfaces, one of them has a
shoulder or thrust surface and the other does not. The dimensions are noted on the measurement chart. A couple of things
to keep your eyes out for, especially if you are assembling an
engine that has been put together from a variety of sources are:
there are two different sizes of layshaft gears, and two different
sizes of oil pump drive gears. The layshaft gears do not follow
any rule of thumb as far as to which type of engine they were
installed in. The two sizes for the OD of the timing gear on the
layshaft are: 5.680" - 5.683". The corresponding sizes for the
crank timing gears are 2.936" and 2.954". Set the end play of
the layshaft before setting the gear match with the A&D gears.
The other thing to look out for is the size of the oil pump drive.
gear. There is definitely a rule to follow here. The small gear is
used on all roller crank engines and has 13 teeth with an OD of
1.114", the larger of the two gears has 16 teeth and an OD of
1.315" and is used on all plain bearing engines. Make sure of
what you have and what you need right here, if not you will wind
up tearing the whole engine back down when the time comes to
install the oil pump and you discover that the wrong gear has
been used.
If for any reason you have to disassemble the layshaft from
the oil pump end make absolutely sure that you have retorqued
the nut and secured it with the proper cotter pin.
One other note to hit upon, a point that was made in a previous
article by Dave. When using air pressure to remove the aluminum
plug in the end of the layshaft, after removing the internal circlip,
make sure that you have the end of the layshaft facing a towel
or some-other soft surface. I have seen those plugs in so tightly
tRennenwagenMotor Co., 4892
441-1777 or 441-1778.
W.Jacquelyn Suite 101, Fresno, C A 93710, (209)
Index
that when air is applied in one of the oil holes while plugging
the other with your thumb, the plug shoots out with such force
that someone or something could be very badly injured.
layshaft assembly
With all parts cleaned, measured, machined or replaced as
necessary, the fun begins. Lay out all parts that you will be using before you begin to work. 1) Take your wooden filler plug
and hold it by the big end up in your hand. 2) Place the aluminum
plug on your bench with the recessed end up towards you. Lower
the wooden shaft into the recess. 3) Hold the wooden shaft by
the aluminum plug and that end of the wooden plug that is in
the aluminum cap. 4) Apply a small amount of gasket paste to
the outer surface of the aluminum plug.
5) Lower the layshaft over the wooden plug just until it comes
in contact with the aluminum plug. 6 ) With the layshaft still on
end, slowly but firmly push the aluminum plug into the layshaft
just until you can put the circlip in. 7) Install the circlip. At this
time the layshaft should be assembled. One thing to check at this
point is that when you shake the layshaft up and down you should
be able to hear the wooden plug rattle just a little. This will let
you know that the plug has been installed correctly and that your
oil holes should be clear.
layshaft bearings
While pretty straightforward, a few things to look out for with
the installation of the layshaft bearings. By this point you should
have either determined that your layshaft could be used as is
because the bearing surfaces were in tolerance or you have had
the journal surfaces hard-chromed back to the correct size. The
first step is to set the end play of the layshaft. When doing this
step all three bearings will have to be on the shaft. Make absolutely sure that you are familiar with the location of the locating pin
on the end bearing and that the split shells are in their proper
location in respect to the oil holes. Index the split shells so when
you set the end play by modifying the thrust surface of the bearings that you get them put back in exactly the same location as
they were when you modified them. So, put some light oil on
your bearings and install the collar bearing on the end of the
layshaft. Before you install the split shells, the one in the case,
the other in the cap, use a scraper to remove any burrs or irregularity on the surface where the bearing will rest. Mind you,
you are not trying to align bore or remachine the surface, just
remove any little nicks that might cause the bearing to bind. Install
the bearing in the case and the other in the cap. Oil lightly, then
install the layshaft into the case. Be sure that you have the locating
hole on the end bearing in proper position to align with its locating
pin. Oil the bearing in the cap and install the cap. Use washers
under the nuts and slowly tighten in a few steps towards 2.2 mkg.
Take about three steps checking after each to make sure that no
binding occurs. Once you have reached the proper torque, using
a dial indicator measure the end play and compare it to the dimension chart.
T o modify, remove the bearing cap and remove the layshaft
from the case. With both split shells indexed remove them, line
up the index marks and set them together, setting on the thrust
surface, use a strong rubber band around the bearings to hold
them together. Have a piece of 600 wet/dry paper on a flat surface, an old side window from a VW works great, put some solvent on the paper. Measure the OD of the thrust surface and
remove the amount of material necessary to have the end play
come into spec by lightly moving the bearing assembly on the
surface of the wet/dry paper. This process works very well but
make sure to remove the material in small steps, it's really hard
to put material back onto the bearing shells once it has been sanded off. With the completion of the setting of the end play, the
layshaft is ready for assembly into the case.
A&D gears
Now that the layshaft has been looked after, we can check the
bearings and the gear adjustment of the drive gears for the camshafts. Here is where you can make for a great rebuild or one
that will give you headaches right down the line. The checking
of the bearings of these two gears is relatively easy as they are
of the babbit split shell type of bearing. They will never have the
precision fit or feel of a ball bearing that the factory used on
the eight cylinder FOUR CAM engines. The specs that are given
can be used but if you can feel them walk when you have them
in the case replace them. After determining and either replacing
or using your existing bearings, install the A bearing along with
the shims that you removed during disassembly, into the layshaft
side of the crankcase. Torque the nuts to 2.2 mkg. Before you
install the layshaft take a marking pen or some bright colored
model paint and paint the index marks on the "A" gear, both
the ring gear on the layshaft and the pinion gear that goes into
the case. Also paint the index marks on the big gear on the end
of the layshaft and the timing gear that goes on the crankshaft.
After doing your indexing, lower the layshaft into its bearing in
the case, lining up the timing marks on the "A" ring and pinion
gears. Install the cap and torque. Now push the layshaft towards
the pulley end of the case and push the "A" pinion gear up
towards the layshaft and check the backlash, if any, between the
gears. The factory would like to have no backlash but yet smooth
Index
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OBCO Packaues "Dm-rate" your 356
49 of our catalog for complete ordering information.
for the holidays with our special dew
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I. Tomy Spdi~W
lt,wuldn'l be Christmas
mcludes bumper and mcker
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$18.00
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rocker d m s . D
J. Konl Shocks Make holiday traveling more comforSantah tavoritesl A Christmas-rac
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even out them on sala w l b l 4 You save S78.M
'Not s!mm,
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A.4. Prsclslon Mlnlatum mese are me finest
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painted and assembled. Or, if you're not much of a
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K q Mdd
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A 3SBA Coupe MOOS 521.95 MW5A $42.95
B 3564 Speebr$r M026 521.95 M026A $42.95
C '52 Roadster MOO2 521.95 MW2A $42.95
0 Porsche 550A M003 $21.95 M003A $42.95
E. 358 Keychain why s e w for an ordinary
keychin when you could have this delighrtul brass
mmuture of wur favorite car7 It's pertea for keeping
track of thosi allimportant ke safe and securely.
Each s caretuliy handcrafted
sok brass as a tnbute
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Ern
F. Lbnvertibh Tops If that old top is wearing thin,
w
m
iv
&
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Index
7v
- I \
.
WEST COAST
HOLIDAY 9
PAS0 ROBLES
356 Registry Ninth Annual West Coast Holiday
September 27,28 and 29,1985 Paso Robles, California
1
'
Index
Coast Holiday
CO-REGISTRANT' S NAME
MAILING ADDRESS
C I ~
STATE
ZIP
Which 356 REGISTRY HOLIDAYS have you previously attended?
Year/Model
Are you planning to drive a 356?
(There will be covered parking with security gaurds for all 356's Friday and Saturday nights)
CONCOURS D'ELEGANCE:
There will be two divisions in the Concours.
1. Full Concours - 356, 356A, 356BC
2. Top Only 356, 356A, 356BC
-
WILL YOU:
Participate in the Concours?
Be a seller at the swap meet?
Have a car for sale?
Participate in the Literature and Memorabelia Seminar?
Attend the Tech Session?
YES
YES
YES
Y E S N
YES
NO
NO
NO
O NO
- -
FEE SCHEDULE
REGISTRATION FEE
(Per registrant and one co-registrant)
FRIDAY NIGHT BAR-B-Q and WINE TASTING
(Estrella River Yinery)
SATURDAY NIGHT BANQUET
(Awards, Tribute to James Dean, Door Prizes)
POSTERS (Additional)
PATCHES (Additional)
T SHIRTS (Additional) MENS S-M
L
XLLADIES SXLHEARST CASTLE TOUR
MI=LZ
Please make your check payable to:
$
$45.00
$6.50 ea X
$16.50 ea X
people $
-people
$
$3.00 ea X
$1.50 ea X
$7.50 ea X
number $
number $
number $
$8.00 ea X
people $
356 REGISTRY HOLIDAY.
Mail check and this form to:
'85West Coast Holiday
169 Crossroads Blvd., Carmel, CA 93923
408*624*0449
Index
356 WEST COAST HOLIDAY 9
Paso Robles was chosen as the home of the 1985 West Coast Holiday for many reasons. Located
approximatly mid way between Los Angeles and San Francisco on Highway 101, Paso Robles is
convenient for most travelers.
The town, one of the oldest in California, is surrounded by oak covered hills and is home
to many horse ranches and wineries including the beautiful Estrella River Winery, host of
our Friday night Bar-B-Q. Located 6 miles east of Paso Robles on Highway 46 the Estrella
winery sits on a hilltop affording visitors a spectacular view.
The Headquarters for the Holiday is quaint Paso Robles Inn. This beautiful inn offers us
several amenities including covered parking and 24 hour security. Our awards banquet will
be held in their lovely garden setting.
Paso Robles is also known by a few Porsche enthusiasts as the scene of the accident which
claimed the life of actor James Dean late in the afternoon of September 30th 1955. Dean
was fatally injured in the crash of his 550 Spyder at an intersection on Highway 46 about
20 miles east of town. A monument to James Dean has been erected at the site. It memorializes one of this generations most visible and contraversial personalities and is the
destination of what has become an annual tour and celebration by Dean fans. Since 1985
marks the 30th year of Dean's untimely demise a series of special events have been planned
to commemorate his life and career. The West Coast Holiday has been scheduled to coincide
with some of these events which are sure to be of interest to automotive enthusiasts in
general. Certain activities have been planned to take advantage of the James.Dean Memorial
Celebration.
Saturdays Concours D'Elegance, swap meet, and car sale will be held on the lawn at the MidState Fairgrounds located a couple of miles from the Paso Robles Inn.
Holiday 9 promises to be an exciting, fun filled weekend that you won't want to miss. Please
note that registration will be limited to the first 150 cars with September 1st being the
deadline for registration, so please register today.
TENTATIVE SCHEDULE OF EVENTS
FRIDAY
1o:oo AM
Registration Opens
Hospitality Suite Opens
Goodie Store Opens (daily till 5 PM)
Literature and Memorabelia Seminar
(How to get started? What are current values?)
Driving Tour to the James Dean Monument
Bar-B-Q and Wine Tasting at Estrella River Winery
Literature, Models, and Memorabelia Trade Session
James Dean Film Festival
SATURDAY
8:OO AM
9:oo AM
11:oo AM
1:oo PM
3:oo PM
6:30 PM
7:30 PM
Registration Opens
Concours D'Elegance - Mid State Fairgrounds
Judging Begins
Swap Meet and Cars For Sale Fairgrounds
Tech Session Paso Robles Inn
No Host Cocktail Party
Awards Banquet
SUNDAY
8:00 AM
9:30 AM
Continental Breakfast
Driving Tour to Hearst Castle
-
-
LODGING INFORMATION
Index
DATES: Friday September 27, 1985 Saturday September 28, 1985
I
I
HOLIDAY 9 HEADQUARTERS
Paso Robles Inn
1103 Spring Street
Paso Robles, Ca 93446
805-238-2660
nates: $35.00 - $55.00
ADDITIONAL LODGING AVAILABLE AT:
Black Oak Motor Lodge, 1135 24th St. Paso Robles, Ca 93446 238-4740
Travelodge, 2701 Spring St. Paso Robles, Ca 93446 238-0078
Avalon Motel, 3231 Spring St. Paso Robles, Ca 93446 238-0807
Farmhouse Motel, 425 Spring St. Paso Robles, Ca 93446 238-1720
Paso Robles Chamber of Commerce, P.O. Box 457 Paso Robles, Ca 93446
'85 Went Coast Holiday
169 Crossroads Blvd., Carmel, CA 93923
408*624*0449
Rates:
Rates:
Rates:
Rates:
$35.-$55.
$35.-$65.
$30.-$50.
$25.-$75.
Index
'(I
Shippk?g additional on all items.
INDIANAPOLIS, IN 4410 N. Keystone Ave., 46205 800-428-2200 317-545-6223 In Indiana
NORCROSS, GA 6767 Peachtree Indust. Blvd., 30092 800-241-6227 404-447-5980 In Georgia
SIGNAL HILL, CA 3301 Hill St. Unit 408, 90806 800-421-3776 800-782-9231 In California
Index
running of the gears. This can be obtained but it will take some
time and a lot of patience. Then multiply this step by the other
sets (7) in the engine and you will see part of the reason why the
little engines take so long to do correctly. Anyway, when you
are happy with the fit that was either ok to begin with or the fit
thattYougot by adding or removing shims you are ready to check
the fit on the "D" gear.
The "D" gear proceedure is pretty much the same as with the
"A" gear with the exception that the "D" gear has no painted
index mark. The cross hairs are the only method to correctly time
the "D" gear. First, determine as with the "A" gear, if the bearing can be reused or has to be replaced. Next, with the bearing
lightly oiled, install the "D" gear in the case with the shims that
came off during disassembly. With the layshaft still assembled
in the other half of the case, you will bolt the case halves together
WITHOUT any gasket paste. Just before you lower the case with
the "D" gear in it, look at the cross hairs on the "D" gear and
rotate the gear about 5mm counterclockwise. Make sure that the
timing marks on the "A" gear and the layshaft are lined up and
that the cross hairs on the "A" gear and the ones on the crankcase
are lined up. Now lower the left hand side of the case onto the
other side. You will see that as the cases come closer together
that the cross hairs on the "D" gear will start to come together
until when, the case is finally together the cross hairs on the "A"
gear and the ones on the "D" gear will line up perfectly with
the ones on the crankcase. At this point also the timing marks
on the layshaft ring gear and the timing marks on the "A" pinion
gear will line up. Accordingly number one cylinder will be on
TDC. This placement of these marks is critically important as
it is the one point in the timing of the engines cam shafts that
ALL timing marks in the engine will line up. The importance of
this will be seen as you get farther into the rebuild.
Now tighten the six acorn nuts that hold the main part of the
case together. Work from the middle out taking the torque up
to the recommended figure in a series of three steps until all are
torqued evenly. With the case nuts torqued, push the layshaft
towards the flywheel end of the engine as far as possible. You
do this through the hole in the case for the oil pump. While you
are keeping tension on the layshaft, use your other hand to push
the "D" gear as far into the case as possible to feel how much,
if any, free play (backlash) there is present. As before, adjust
the shim pack under the "D" gear to get the desired amount of
free play (backlash). One thing might come to light at this point,
yes, you will have to disassemble the case in order to get to the
shims. In the course of rebuilding your engine it is not uncommon to assemble and disassemble the case five or six times in
order to do the job correctly. Thus another reason for the length
of time to rebuild these little giants. Be happy you are not doing
one with a roller crank, that's another story. With the layshaft,
"A", and "D" gears set up we're ready to start with the crank
and rod assembly.
crankshaft and rod assembly
Enough has been put into print on the sizing and various types
of reconditioning of the crank and rods. I will only attempt to
add to or tell you what I have come up against and what I did.
First of all, there is no way that I would ever use or ever advise
someone to use anything but OEM rod bearings. There have been
alternates used, some I would imagine with luck, but I have seen
nothing but problems to this point. Even if you use the factory
units and do not use proper assembly proceedures, there will be
trouble. I have two jobs that just came in within the last few
months that have spun rod bearings. Both engines had very little
time on them, hardly any carbon in the ports at all, and they
both had new cranks and rods that were scrapped because of poor
assembly.
The connecting rods used in the C-I1 engines are of peculiar
style. That is, they have serrated teeth on the joining surfaces
between the upper and lower sections. This makes for a shorter
life than if conventional rods were used. Namely because you
can not have the rods resized by machining the joining surfaces
and then resizing the big end. Only a minimal amount of material
can be removed and still keep the rod in spec. I have seen the
inside of the big end built up by a process known as plasma or
metal spraying. The process can be effective if done by a competent shop, but it is expensive and, if not done correctly, a lot of
time and money go down the drain. Try to find new or very good
used OEM pieces and you will save yourself a lot of headaches.
As for assembly, here are some tricks of the trade. As mentioned before, have everything hospital clean, and laid out on
a clean, well lit surface. Mount the crank vertically in the soft
jaws of a sturdy vise. Have all your connecting rods laid out and
grouped according to match numbers. Have all your rod shells
clean and laid out as well. Take one rod in your hand and hold
it up by the small end, look at it along its length (big end up,
rod bolt holes in line) and you will notice that the shank is offset
from the big end of the rod. Locate the offset on all the rods
before you start to assemble the crank. RULE: The offset goes
toward the heavy web in between the rod journals. If you don't
get it right, you won't find out until you try to install the piston
and cylinder assembly. Surprise, it all gets to come apart to correct the oversight. The factory manual gives good details on the
actual assembly of the rods onto the crank.
On the subject of the crankshaft, make sure that your tension
rings for holding the flywheel on are not scarred or galled in any
manner. Dress them down if possible, if not, don't even think
twice about replacing them.
PET PEEVE TIME: The threaded device that holds the
flywheel on these engines is a gland BOLT or flywheel BOLT.
Remember metal shop lA, bolts have the threads on the outside
and nuts have the threads on the inside. Porsche engines have
no such animal as a gland or flywheel nut.
There were two types of connecting rods and two types of rod
bolts used by the Porsche factory. In 1963 beginning with engine
number P97340 for the 587/1, and with engine # P98032 for the
587/2, soft nitrided rods were used. The soft nitrided rods have
the part no. 587.103.011.01 and have an "A" stamped on them
and are mterchangable with the older rod part no. 587.103.01 1.00.
The new connecting rod bolt maintained the same part number
587.103.105.00, however was distinguished from the earlier ones
Index
by having yellow paint inside the socket of the bolt.
You might think that over the course of time that the paint
would come off or wear off, silly wabbit its GOOD German paint
and about the only way of removing it is by glassbeading. The
main thing is that if you come across a stash of parts and are
looking to buy some rod bolts, get the ones with the yellow paint
over the plain ones. They should not cost any more, they are just
the preferred ones to use. Now along with the new bolt come
new torque specs. If you use the new type rod with the old style
of rod bolt, the torque is 10 mkp (72.5 ft.lb), if you use the old
style rod with the old style bolt, the torque is 8.5 mkp (61.5 ft.lb),
if you use the new style rod with new style rod bolt, the torque
is 9.3 mkp (67.5 ft.lb), and finally, if you use the old style rod
with the new style bolt, the torque is 8.5 mkp (61.5 ft.lb). Also,
the factory recommends that you use only mineral oil rather than
vegetable (castor) oil when lubricating the rod bolts during
assembly.
After the rods are assembled onto the crank you will have to
check the end play of the crank. You can do this by simply putting the center main bearings onto the crank while it is still
mounted in your vise or crankshaft fixture. With the center mains
on the crank, slip feeler gauges of increasing size, starting with
two, the recommended spec, you are ready to go. If they are too
tight, sand off the desired amount in the same manner as with
the A&D gears. Clean both halves in solvent and they will be ready
to install. Remember to keep the index-marks in phase upon
'
assembly.
crankshaft timing gears
There are two different types of timing gears used on the
crankshaft. One type is for the roller crank engines and the other
for the plain bearing engines. DON'T get them confused. Both
will go on both cranks but they are not interchangable.
The roller crank type has a larger key way (8mm). The plain
bearing type is smaller (4mm). The second and most outstanding
difference is that the roller crank timing gear has a 1.5mm step,
making it that much wider than the plain bearing type. This can
be seen at first glance if you happen to be looking for one. Also,
don't forget the OD differences as described earlier.
putting it all together
With your case all clean and the layshaft, A&D gears and the
crankshaft all ready to go, mount the 1,2 side of your case on
your stand. Follow the workshop manual, paying attention to
the fact that the heavy (stiff) pressure relief spring goes in the
hole towards the FLYWHEEL.
Again, the factory manual will give the play by play steps to
actual assembly. For the sake of trying to cover all the bases,
measure the height that the dowel pins protrude from the main
bearing saddles. Then measure the depth of the matching dowel
pin holes in the main bearings themselves, to make sure someone
along the line has not put in a pin that was too long. I have seen
this happen more than once. The clearance should be at least
.01on.
-
No. Y 18/61 a
SERVICE BULLETIN
all Dealers
Subjeotr Flywheel Paetenin~in the Carrera Enuine
Vehicle Type
356 A. 356 B
Engine Type
Effeotiver
1600 CS. 2000 GS
immediately
Ref. No. 692/3. 692/3~, 587/1)
It happen9 a times that when tiphtaning the hollow bolt, the
front ratainer jams. Thie prevents the torqum to be transmittal
to the retainers behind it, and may oause the flywheel to get
loose from the orankehaft.
-
For the above reaeon, the hollow bolt
spare parts No. 692.101.211.0+
has been reinforced and in plqce of three retainere only two
spare part. Uo. P 906.702
are now being fitted, Ice
retainers
attached eketoh.
-
-
The torque hae also been 1ncrea)ed
make sure of the following:
-
SERVICE BULLETIN
all Dealfrs
Subject: Tension Ringe of Crrrera Engines
2.
Apply a minimum coat of gra ited greaam to tapered aurfacc(e)
ooat m u a r b s nearly invisible
and mount PS
of retainers (f)
shorn on akatoh.
3.
Apply a chalk-oil mixture to the preasure surface (c) of tbe
hollow bolt (b).
4.
When initially tightening the hollow bolt, press flywheel 6m)y
against crankahaft eo that plane faces of crankehaft gear
flywheel fit snugly against each other.
5.
Tighten hollow bolt to 40 m e . Insert aluminium punoh (a)
give it a short and heavy blow with a 1 kg heavy hammer.
;
h
;
Klaueer
-
-
@)A
IiQ mkg and repeat the blow as
described under point 5). Check again whether the hollc
bolt is tightened to 6 0 .kg.
7.
.
;c F
w.
K
&fi
Secure hollow bolt.
The drive gear is no longer Citted with a pin.
This procedure must be follcned when repairing the above me
Carrere engines.
jjz.
The epare part No. P 906 702 remains unchanged.
The torque of the flywheel fbstening screw is still 6 0
August 1. 1962
Remove all greaae from the inner bore of the flywheel (d) nd
from the outer diameter o f t h e crankahaft stump, diluting k
for inatanoe.
6. Tighten hollow bolt to
the flywheel is thus increas!d by 2 0 mkg.
When carrying out repair wor: on the engine types mentioned-,
the slotted exterior ringe c ' the tension rings (adjacent t 0 t k
Stuttgart-Zuffenhaueen
Printed in Germany
1.
No. 11 20/62
Vehicle Type
356 A, 356 B
Zngine Type
1600 CS, ZOO( CS
Effectiver
immediately
The two exterior rings of tt tension rings (larger diameter),ril)(l
spring 4 5 ~ 5 2 x 1 0RFN 8006 eys:em are now being slotted. T h e m s *
wheel) should be installed.
from 50 to 6 0 mka. W e n assembling
only
ny-
Printed in Germany
dtuttgart-Zuffenhausen
October 20, 1961
D
1ng.h.c.F.
GLu
Ciesecke
Porache 1.4.
7d
Index
Dynamite Bob's 4th of July fireworks
show was looked forward to by practically everyone in town; exceptions being his
neighbors, the police, city fathers, and the
fireworks guy who set off the town's
pathetic official fireworks display. Bob's
backyard celebrations were always brighter,
flashier, noisier, and had the added attraction of being totally illegal and pissing off
his wimp neighbors who were afraid of
having their roofs and lawns set on fire by
flaming magnesium. As one of Bob's best
friends I got to store the fireworks for him
so the police didn't confiscate them before
the big day.
My friendship with Dynamite Bob goes
back to the days of grade school where we
shared a strong disdain for authority and
propriety and revelled in pulling pranks
calculated to reduce old Miss Saunders to
fits of slobbering catatonia. As I grew older
my attitude mellowed into one of distaste
for the etiquette of suburban life while
Bob's hardened into an active, hostile
disgust with the entirety of Western Civilization; especially "wimps, geeks, yuppies,
and foreigners", but excluding such
wonderful and life giving inventions as
beer, explosives, and Cadillacs. He was,
however, sensitive and quiet when he
wasn't drunk or blowing something up or
both, which was most of the time.
Dynamite Bob wasn't always called
Dynamite Bob, of course. When we grew
up and I went off the college and he went
to work for a road construction company
he was still just plain 'Bob'. After he was
promoted to the job of shooter on the company's blasting crew he began being jokingly called 'Dynamite Bob' by his friends.
It was after the sudden, violent disintegration of an obnoxious foreman's pickup
truck and part of the foreman that the
words dynamite and Bob became inextricably linked in the minds of everyone in
town. He was regarded, cautiously and
usually from a distance, as being a little bit
off center if not seriously deranged; but he
put on one hell of a fireworks show.
I pulled into Bob's driveway with the
Speedster loaded with black cats, M-80s,
and 9, 12, and 15 inch skyrockets that he
had been collecting and stashing in my
garage for the last few months. He was sitting on a folding chair in front of his
garage. The chair was reared back against
his big white Cadillac and one of his ex-
20
pansive arms was laid across the edge of
the Caddy's trunk. He was in his usual
Saturday afternoon attire; white tee shirt,
madras shorts, and ketchup stained white
knee socks, one up and one down.
As I jumped out of the car I heard a
WHUMP . . . SCREEE . . . from across
the street and saw Bob shaking his head
sadly.
"Dumb yuppie twit! That's the third
time." he said.
I looked across the street and saw a
thirtyish man in a tan suit inspecting a full
width dent and long scratches in the roof
of a BMW. They were obviously put there
by his garage door.
"Hey, c'mere," whispered Bob. "Look
at this. I've got a door opener that works
his garage door. I can sit here and wait 'till
he gets halfway out and WHAM!! slam the
door on the dink. Last month he saw the
door coming and shoved it in low and
floored it. The door took out half his trunk
and he creamed his grill into the back wall!
It's sad to find somebody who's that dumb.
I had him convinced it was a stray signal
from his cheap working class variety VCR
that was sending his door down so he went
out and spent a grand on a premium
yuppie-quality model. What a jerk!"
"I approve totally of your method of
alerting your neighbor to the dangers of increased levels of microwave energy in our
environment." I said officially. Bob likes
it when I recognize that he only destroys
people for their own good. "He might start
a whole anti-radio movement and make a
complete fool of himself in front of a
Senate radio investigating committee or
something. People who live in nice neighborhoods don't expect to have garage doors
slammed on them on purpose. It might take
him years to realize that he just lives across
the street from an unprincipled monster.
Let's go get some beer and ice and get the
barbeque started."
Bob hopped into the Speedster and we
tore off down the street, passing the big
houses and green lawns on the way to the
drive-thru.
"There's Bill Steed mowing his lawn!"
yelled Bob. "I forgot to invite him to the
Barbeque! Drive up there so I can talk to
him. 'Hey Steed!' Pull up into the yard, he
can't hear me over the lawn mower.
'HEYEY STEEEDEYYY!' Take a left
around that Juniper and head him off on
the other side of the hedge."
I slallomed the Porsche in and out
through the trees and shrubs on the front
lawn, drifted around the corner of the
house and skidded to a sideways stop in a
petunia bed in front of Steed's mower.
"Hey Steed!'' shouted Bob.
"My lawn!!" moaned a shocked Bill
Steed.
"I'm having a Barbeque before the
fireworks."
"Look what you did to my lawn!"
"About six o'clock"
"You ruined my perfect lawn!!"
"No need to bring anything, we're all
set. Let's get going."
I gunngd the Speedster and ripped off
through the back yard, throwing little
rooster tails of sod from the tires. We were
under a heavy hail of dirt clods being
thrown by a furious Bill Steed when we
passed his neighbor's backyard pool.
"Hey, isn't that where cute little Melissa
is always sunbathing?" asked Bob, pointing to a chaise lounge by the pool. "And
isn't that where her preppy geek boyfriend
sits and watches?" he asked, pointing to
an adjacent lounge. "Well what are you
waiting for? Run over the damn thing!"
"But he's not in it!"
"Run over it anyway! Teach the little
slime wad a lesson. Maybe he'll flunk some
classes or grow long hair or buy some sandals or something. A couple of peace marches would do the little creep some good
too. Maybe then he'll grow up to be a
proud American, like us."
I did a neat dirt track turn all the way
around the house, juggling the throttle and
the wheel and plowing trenches in Melissa's
dad's front lawn. We reentered the back
yard and I drew a bead on the hated
teenage Republican's chaise. My concentration was destroyed by a heavy barrage
of dirt clods thrown by that worthless ingrate Steed, and a high pitched screaming
sound that seemed to be coming from
Melissa's mom. In the barrage of flying
dirt, mud, and pool water I lost control and
my beautiful power slide deteriorated into
an embarassing, lurid side to side oscillation. The back of the car slid farther and
farther as I blindly flailed the wheel and
pumped the throttle.
"GREAT! You're doing just great!"
yelled Bob. He was standing in the seat
catching Steed's dirt clods and throwing
Index
1115 South Coast Highway
them at Melissa's mom. As we cleared the
side of the house and headed for the street
Bob slid down in the seat.
"Great job!" he said. "I haven't seen
driving like that since the '73 crash at Indy.
Not only did you wipe out that yuppie
pup's chaise lounge, but you took out
about five pieces of that dopey plastic drain
pipe lawn furniture and a big red and green
umbrella too. I think Melissa's mom had
a heart attack."
When we hit the pavement I could hear
an awful chattering, scratching sound coming from the back of the car.
'Go see what that sound is." I yelled.
"Aw, you guys with these little fruitcake
cars are always womed about little sounds."
"Go see what it is."
Bob crawled back over the rear deck and
looked at the back of the car.
"You've got an aluminum chaise lounge
hooked on your bumper." he yelled.
"I don't have a bumper."
"Well what's this thing sticking out
sideways."
"It's called an extractor."
"Well, you've got an aluminum chaise
lounge hooked on your friggin' EXTRACTOR then!"
"What color is it?"
"Uh, blue and white."
"Oh, O.K."
We crashed and clattered our way into
the drive-thru and I ordered two cases of
beer while Bill tried to extract the chaise
from my extractor. It must have been
mangled pretty badly, the pulling and
heaving he was doing to get it off was
shaking the whole car. The drive-thru
attendant was looking pretty nervous and
the people in line were blowing their horns
before he finally jerked it loose and threw
it on the hood of the car behind us.
"You people ought to be ashamed!" he
shouted as he lit a block of black cats and
Laguna
threw them back into the drive-thru.
Bob is actively against all forms of drivethrus and malls. He says they are a sure sign
of the degeneration of our society and we
will know the communists are about to take
over the day they open a drive through
mall. That's why everytime he buys something at one he makes his own personal
statement of protest-usually black cats or
some M-80s.
We stopped to get ice on the way back
to Bob's. There are some motels that are
closer, but we prefer the attractive decor,
sumptuous furnishings, and spacious halls of
the Mariott. We squashed another laundry
cart against the wall as we drove down one
of the spacious hallways. I opened the hood
and started shovelling ice in while Bob
opened the six packs and tossed the beers
in one at a time. A good sized motel ice
machine will just about fill up a Speedster's
trunk, even if you take the spare tire out.
"You know," said Bob, "one of these
days these guys are going to start putting
the ice machines out near the entrance so
we don't have to mash laundry carts every
time we get ice."
"You're right." I said as I backed the
car out. "It's not just a matter of being
courteous to us, the customer, either. It's
a matter of cost effective use of laundry
carts and ice manufacturing facilities that
any astute business slob should recognize."
"Let's do this jerk a favor and alert him
to this great opportunity for business savings," said Bob as he lit a 9 inch shell and
dropped it over the side of the Speedster.
The rocket's propellant ignited and sent it
screaming down the hall where it exploded
against the empty ice machine.
We could see the flashing lights before
we got within a block of Bob's house.
"Looks like your dirtwad neighbors called
the cops, Bob."
He was staring at the flashing police car
Beach,
California 92651
light reflecting off of the houses. His face
was red and his teeth were clenched. He
looked like a real pissed off Kirk Douglas.
There is some kind of insidious foreign
subversive influence at work on my block.''
he said through clenched teeth. He even
sounded like Kirk Douglas.
"My neighbors are trying to usurp my
right as a U.S. citizen to celebrate our
nation's birthday by launching rockets that
explode over their houses, terrify their pets
and children, and ignite their lawns. They
are trying to use their screaming toddlers
and trembling cocker spaniels as excuses
to turn us all into sniveling wimps, who
celebrate the fourth of July by going s h o p
ping at the mall in our Volvos like a bunch
of third world communist geeks!"
I could see Bob was working himself into
the powerful froth of foaming patriotic
furvor that that would allow him to justify
launching his fireworks show AT his
neighbors instead of just over their heads.
"How much time do you think George
Washington spent wonying about his LAWN
catching fire, HUH??"
Fortunately I hadn't been gripped by the
same fever of patriotism and was able to
restrain myself from joining Bob in immediately destroying something.
"Hey, Bob," I said, "Let's get some
beers and think this thing out. There's got
to be a way we can shoot off all these great
fireworks without getting arrested."
"You're right," said Bob, suddenly
relaxing. "Let's be civilized. Pull over by
that pile of dirt and get us some beers while
I get that piece of pipe off of the dirt pile.''
He walked over to an excavation site and
picked up a 3 foot long piece of iron pipe.
"Hey, you got any wire?" he asked.
"Of course I've got wire. This is a 356
Porsche; you can't keep a Porsche on the
road without carrying wire to reattach the
junk that falls off."
Index
"Spare me the seminar on pansy car
maintenance and help me wire this mortar
tube to your door handle."
"Mortar tube . . . ha! That's a piece of
sewer pipe."
"What you call it depends on the projectile
you're putting through it. For the next few
hours it's going to be a mortar tube."
Suddenly I realized that Dynamite Bob
had managed to control his unfocused rage
and concentrate it in a powerful blast of
uncharacteristically rational thought. He
had formulated a PLAN! A plan which
was to turn my Speedster into a mobile
rocket launcher by wiring a piece of pipe
to the door and firing 12 inch shells out of
it.
"Hey, wait a minute!!" I yelled.
"Wait a minute nothing, back this thing
around so I can do some ranging. It's
almost dark."
1 backed the car around and aimed it between two houses. Bob set a 12 inch Jap
shell in the end and lit the fuse. The shell
took off with a THUMP and a stream of
burning paper and lodged in Mrs. Tarnacky's maple tree. It exploded in a geyser
of red and green flaming metal and shreaded foliage.
"You know," said Bob, "this may not
work."
By dark we had concluded that it
definitely wouldn't work. We had shot off
8 or 10 shells and had only a few terrified
squirrels and some crude lawn excavations
to show for it.
"Remember what John Wayne did in
'Flying Tigers' when he got really pissed
at the Japs?" asked Bob. "He put that
P-40 down on the deck and STRAFFED
the little sumbitches! Head this thing toward
my street full bore and don't stop for
anything. ''
I spun the Speedster around and headed
for Bob's block. We rolled to a stop at the
top of the hill and looked down his street.
There were two police cars, their lights off
now, sitting in front of his house. A cop
was leaning against his car talking to Sheen
and Ferguson and the twit from across the
street. A bunch of people were milling
around, laughing and talking excitedly, like
they were waiting for the Chem-Lawn guy
to come by. Little spires of barbeque smoke
rose from half a dozen patios.
Bob let out a blood curdling scream and
whacked me on the back. I shoved the
Speedster into low and mashed the throttle
as Bob started launching shells through the
tube.
Even people in Bob's neighborhood
aren't used to seeing little sports cars coming
at them with flames shooting out of the
side. They stared at us, a little puzzled, at
first, but dovC head first for their houses
as the first shell clipped the roof of a cop
car and went cartwheeling into the street.
We blasted down the block, dumping roman
candles, M-80s, and big 15 inch shells over
the side and shooting 12s out of the sewer
Vol. 6: No. 4, 5, 6
pipe. At the end of the block I dirt tracked
Vol. 7: No. 1, 4, 5, 6
through Steed's lawn to Melissa's pool.
Vol. 8: No. 1, 2, 3
Bob tossed in a big shell and a flaming bag
Vol. 9: No. 1, 6
of M-80s. The pool erupted in a tremendous
fountain of pink, yellow, and green; drenching
Vol. 10: No. 1, 2, 4, 5
Melissa, her mom, dad, and a pile of shat$3 each ppd in the U.S.
tered patio furniture with pastel water. We
careened back onto the street to make Very limited supply-most less
another pass with what was left of the than 25 copies.
fireworks. The air was choked with smoke
and colored flashes of exploding shells and 356 REGISTRY index edited by
I could barely see to drive. I saw the shape Bob Heimann, the first 6 years,
of a car looming out of the smoke in front
of us and skidded to a stop fifty feet away. Volume 1, Number 1 through
"The bastard's blocking the street with and including Volume 6,
his own BMW," yelled Bob. He loaded the Number 6. An invaluable addilast shell and adjusted the tube for a flat
trajectory. The shell screamed out of the tion to your reference library.
tube and lodged in the BMW's front seat Hurry, only 1,000 printed.
spitting and sparking and sending out
$3.00 ea./U.S. ppd.
roiling blue smoke. The display charge
went off with a terrific explosion, sending
a huge geyser of red, gold, blue, and silver
sparks high into the sky.
1" full color 356 REGISTRY
"Those yuppie geek cars may be poor
excuses for automobiles," observed Bob, mylar decal, stickum on the back
"but they make one hell of a great ground a genuine steal at only
display. ''
4/$1 U.S. ppd
Bob seemed pretty morose as we cruised
2Y2"
full
color 356 REGISTRY
to the safety of my place. He gets that way
whenever a close relative dies or he runs out pressure sensitive decals (stickum on
of fireworks. I tried to think of something front or back, specify which)
to cheer him up a little.
2/$1 U.S. ppd
"We almost drove right into that guy's
Dazzling
yellow high quality TBMW." I said.
shirts with vivid red and black artwork
"Uh Huh." mumbled Bob.
"Did you notice any 'Heavy Smoke and of the 356 REGISTRY crest (specify
Flame Zone' signs or any kind of warning size, S/M/L/XL - kid sizes now
that it is dangerous to drive on that street available, state size)
at high speed?"
$6 ea. U.S. ppd
Bob's face began to brighten. He stood
Water transfer full color decals of
up in the seat and held on to the windshield
with one hand. With the other pointing to the 356 REGISTRY crest, a steal at
the sky he shouted exuberantly,
4/$1 U.S. ppd
"The scumbag police have risked our
Embroidered
jacket patches of
lives by not warning us of this danger! As
the
full
color
REGISTRY
crest
responsible citizens it is our duty to go
$3.50 ea. U.S. ppd
down to the station house and alert them
to their grievous oversight . . . as soon as
"Please allow 4-6 weeks delivery"
next years fireworks arrive."
STILL SUCH
A DEAL
...
Fruitcake & Co.
Box 20285
Indy, IN 46220
Official 356 REGISTRY
Index
Index
reviews
Bill Block
The front wheels are connected to
laminated bars through trailing links and
the rear wheels are independently sprung
through swing axles and another laminated
torsion bar. Perhaps the 4-wheel independent suspension contributes to the feeling
of oversteer in hard corners. This is a
characteristic of every car I've driven with
Cwheel independent suspension; now that
I'm familiar with it I like it, but I insist this
is not an automobile to be raced until the
driver has had time to familiarize himself
with the handling characteristics.
SPEED AGE, May 1953
1500 America Cabriolet
Amazingly enough several expected
books have actually reached the book
sellers. Far and away the most interesting
is: DAS GROSSE BUCH DER POSRCHE
SONDERTYPEN UND KONSTRUCTION by Boschen and Barth-whom you
may remember as the authors of the DAS
GROSSE BUCH DER POSRCHE
TYPEN translated as THE PORSCHE
BOOK. Obviously, the book's biggest current problem is that it is only available in
German. It gives a rather non selective
overview of Porsche obscure, and not so
obscure, type numbers. Those of you who
know me, know that my Porsche
subspecialty is TYPE NUMBERS. Where
else can you trace the type 534 from a Klein
VW sportwagen-looking like the offspring of a Crossley and a Porsche, through
the type 555-looking dumpy, to the
728-looking
like the immediate
predecessor to the VW type 3? Not only are
the 91 1SC aero and blimp engines present
but so are the well known 678 flugmotor,
the 702 for the Gyrodyne Helicopter, but
how about the types 70 32 cylinder and type
72 16 cylinder flugmotors; the latter two
supposedly derived from the V-16 type 22
Grand Prix engines. I find it fascinating to
see the cross pollination between military
projects and racing projects. Note the
simultaneous introduction of the type 690
5 speed for the 550RS spyder and the r e a p
pearance of the 597 Jagdwagen (Hunting
car) as the type 695 Gelandewagen (cross
country car) as a military contract, also
with a 5 speed. I had inferred some years
ago that the factory Gmund coupes used
for racing as 356SL carried the factory type
number 514-and the book confirms this.
For reasons that totally escape me the book
also shows non Porsche variations. Well
known are the B&B variations, but also
listed are Apal (unfortunately not the Carrera Abarth like body but a current plastic
Speedster) and several Beutler A and B's
as well as my favorite, a Stephani pre A
------...
Dealer Discounts
COVERED.
(Ready to install)
. . . ... ..$14800
40419524928
1960 AIRPORT INDUSTRIAL
PARK DRIVE
.
F,,SCHE
INTERIORS IM A R ~ E ~ ~ A ,30062
GA.
with rear wheel spats. Several years ago in
reviewing Jenkinson's 356 PORSCHE, I
attempted to trace the photograph of a
wrecked special bodied roadster. Using
Sloniger's 4-CAM BOOK and EXCELLENCE, I thought that I had traced
the Targa class winning Spyder 550 through
rebodying to its destruction at the sportscar race accompanying the 1954 French
Grand Prix. However, the photograph and
my laborious translation show that this was
a Speedster Carrera, rebodied by Zagato
which was wrecked within a few miles of
Zuffenhausen. If you really groove on
obscure stuff, here it is! This is one of the
first books since EXCELLENCE was published in 1978 to actually present something
new. Perhaps you wish to wait for the
English edition. Suzanne Miller thinks that
it will take about 18 months to translate the
book. The German edition isn't easy to
find. It lists at $30.00.
Several issues ago I mentioned
PORSCHE STORY by Julius Weitmann as
THE out of print Porsche book to find. It
has just been reissued and updated by Cotton. Cotton and Harvey seem to have
created an industry of flogging one Porsche
book after another in an unending stream.
A slight modification is the modification
of previously published books by dead
Porsche experts. The first of these was
Cotton's taking PORSCHE: THE MAN
AND HIS CAR, adding 20 pages and calling it by the bizzare title of PORSCHE:
DOUBLE WORLD CHAMPIONS. Now
he has taken the second edition of Weitman's PORSCHE STORY and added
about 100 pages. The book has interesting
format. Weitman was primarily a photographer and close friend of the factory.
Each short chapter represented one year.
The chapter consisted of photographs of
the factory/cars/people/races-anything
Weitmann thought interesting and a fairly
sparse text. Cotton has attempted to follow
the same outline but the latter chapters
seem to be photographs of the year's new
cars and one 935 after another 936. The
quality of reproduction is much below the
first edition but better than the second. If
you have one of the earlier editions
(especially the crisp first edition), you don't
need the new one. If not, the book belongs
on your book shelf, as the photographs of
the 356 years are worth having.
I have recently been trying to teach my
daughter how to drive. I was quite proud
when she managed to start the cabriolet,
the very first time without stalling it. Later
on I reflected on the brightness of teaching
Lolly to drive with a Porsche and especially a 356 where the handbrake is not between the seats. Right after her 13th birthday, whilst driving in the cabriolet, she
turned to me and asked which Porsche she
was to get upon turning 16!!!
Sb.: still likes Pat Ertel's column the best,
but now reads mine hoping to find mention of herself-Hi Lolly. She is impressed that you can't out run flames coming
through your engine grill. Lolly immediately identified Pat's Rorschah as Porsche oil
stains.
I
WEST COAST
HOLIDAY 9
PAS0 ROBLES
Index
Index
just one moore
Bill Moore, editor
mororles
According to Gordon Martin, editor of
the "At the Wheel" column in the San
Francisco Cronicle, 356er Gene Babow is
an automobile historian. Met Gene at Santa
Cruz last year and he's just a kid . . . Steve
Martin, the other Martin boy, has moved
to Portland, OR, and as seen in the last
issue of the Registry is telling us how to
store light bulbs. Well excuuuuuse me! . . .
Steve Smith in Colorado; I'll buy the
Speedster or trade for my Cab. Write again
as I've lost your address. Say hello to
Nancy. Hi Mom! Oh please Mr. Durland,
give us the membership roster . . . Have
any of you heard of jojoba bean oil? - it's
being used in the engine and transmission
of a Porsche 926 from Seattle that is on the
IMSA endurance circuit - this miraculous
lubricant is distilled from a desert bean
plant - at $60 per gallon it should be good
. . . Did you see that the first five finishers
at Le Mans were Porsche 956's? What was
the last year that a 356 ran at Le Mans?
. . . In the 1977 movie "Sweet Revenge",
the plot centers around a car thief who sells
and steals the same car five times so she can
buy a $28,000 Ferrari. The five times filched auto is a bright red 1964 356 Cab. No
awards for this flick but it was entertaining watching the Cab negotiate the streets
of Seattle. . . A first-in the June 16, 1985
Sunday edition of the San Diego Onion,
over 80 Porsches were offered for sale but
only one 356. Anyone care to interpret this
finding?
springfever
The ads from LA certainly are a harbinger of the season - summer time and the
livin' is easy, the top is down . . . Let's start
with the Speedsters - '58, red/black, runs
good, $8,000 - '56, original concourse,
assessories and receipts, $23,000 - '55,
black, original, concourse, $23,000 . . .
And a spate of Cabs - '62, T6 body, must
sell, $7,900 - '62 356 B, total restoration,
perfect, like new, $25,000 - '63 mint condition, low miles, must sell, $17,000 - '63,
356 B, 1600 S, $9,500 - '63, red/black,
looks great, mechanically strong, $8,000 '64 SC, white/black, excellent condition,
$10,000 - '65 C, $9,000 . . . How about
a few good deals? - '56 straight body,
newer interior, no rust, no engine, $2,700
- '65 356 C, electric sunroof, runs great,
nice interior, $4,500 - '59 coupe, no rust,
newly rebuilt engine, clutch, etc. needs interior and paint, 1st $2,000 takes - '60
356 B, factory sunroof, new tires, boots
and Konis, clutch slips, reduced from
$4,500 to $3,500 or offer. . . Are you ready
for some comparison shopping? - '58
356 A, runs good, needs work, $1,700 or
best offer - '58 356 A coupe, excellent
condition, total restoration to original,
$1 1,500 - '58 356 A coupe, show winner,
red, $14,500 . . . Moore 00Gs leaving the
ranks - '65 356 C, original owner, like
new, $14,000 - '64 356 SC, one owner,
fine condition, special features, $12,000 '62 356 B, good condition, original owner,
$5,500 - '62 356 B, black/black, original
owner, same mechanic for 19 years, garage
kept, original miles, mint condition, must
see (no price on this one) - and, and
Factory Trained
Expert Repair &
Restoration of:
Speedometers
Tachometers
(mechanical & electronic)
Clocks
Fuel Gauges & Floats
Temp. Gauges & Senders
VDO & Others
Palo-Alto
Speedometer Inc.
718 Emerson St
Palo-Alto, California 94301
Phone: 4151323-0243
8:OO-5:00 Mon.-Fri.
NOW, '64 Carrera 11, 356 C, the rarest of
rare, 180 hp, original, excellent, $40,000 Something for everyone, a price for all speaking of prices, I got the feeling the ads
in the last Registry indicated a price jump
in all cars - anyone else share this
perception?
oogs revenge
Well, Editor-in-Chief Jerry has gone and
done it now; called the OOGs a funny name
- something like obtected oiled golfers. Obviously he has no idea of how prestigious
the group has become. If he, our fearless
leader, has these misconceptions, the movement is in serious trouble. The time has arrived to bring the members out of the closet
and let them be recognized by all. As you
will soon see, the group is massive with
members from almost every state - without
further delay let me present the OOGs of
the Registry! !
Royal Order of OOGs
Name
State Car
Gummow, Bob
IL '59 Coupe
Joyce, Bob
TN '65 SC Coupe
Pomerance, Steve CA '64 C
Powers, John
OH '64 Coupe
Raimist, Bob
CA '64 C
Robbins, Mike
IN '58 Speedster
Thompson, L.
AZ '59 Coupe
Turner, Hunt
CA '64 SC Coupe
Well Editor-in-Chief, now that you
understand the extent of the Order I hope
you'll give them the respect they deserve.
President Bob Raimist and Steve are the
only two who purchased their cars at the
factory. Steve paid $3500 for his '64 C
which now has 210,000 miles on it. Sounds
like a real good investment. Both Bob and
Steve report they have restored their cars
. . . Mike Robbins purchased hi's Speedster
in Uniondale, NY - for the grand total of
$3600 he got it with knockoff wheels, coupe
seats and special body trim deletions - I
think this is the Speedster I've been looking for; the price is right . . . After 240,000
miles on his Coupe that he purchased in
Greenwich, Con., Hunt Turner reports that
the original engine is still with his car. He
puts over 70 miles per day on it - he plans
to restore it early this year . . . I'll have
moore OOG stories in the next issue - you
can find them right next to the Editor's
apology - old gaffers, yet!
just one moore
Hope to see all the OOGs and illustrious
others in Paso Robles this September . . .
the schedule of events looks great, especially the swap meet and winery tour - yes, I
put them in the order of preference! Speaking of Holidays, rumor has it that if you'ld
like to see one in the Great Pacific Northwest (who wouldn't?) you just might mention that fact to the Boys from Medford
- remember Holiday 2 starring Bob King
and Mike Moran; well, they'll be in Paso
Robles - need I say moore?
Index
Index
der maestro
Harry Pellow, editor
valley fever
The Maestro is Fascinated-some would
sav Morbidlv Fascinated-bv Enpine Prob~ i ~ i Pron e
lems. ~ s ~ e & aPORSCHE
ll~
blems. ESPECIALLY Porsche Engine
Problems afflicting Engines he HASN'T
Especially when said Porsche Problems
are coupled with some of the More Interesting Types who inhabit California's
Silicon Valley. There's Gold in Them Thar'
Hills and Stories in the Valleys. The Most
- , The Most Amazing
Amazing Stories about
Things. Like:
5$ 1 7
- .-
~rb,
EXPERIENCE IS% HARD SCHOOL
BUT AN APPLE USER HATI-INO OTHER
Once upon a time in The West, the
Maestro was meandering through Abdule's
Cave. Abdule-the Maestro's Machinisthad just finished a valve job on a Maseratti
and was beginning the rebuild of the Nineteen-ought-six American-La France V-12
F i e Engine Engine, when the Maestro h a p
pened to eyeball something Much More
Interesting-a 356 "C" Porsche Cylinder
Head showing the Unmistakable Sign@)of
ONE Piston having hit it!
Was this yet another manifestation of
The Most Common Problem of the E i g h t i e
too high compression for that which is called gasoline causing the Dreaded Las Vegas
Syndrome? One Way, No Exit?
No, it wasn't. From the copious quantities of carbon present in both combustion
chambers, this head had Most Definitely
been run for a while. But the marks of one
(and ONLY one) piston had been indelible hammered into the head. How so?
wondered the Maestro.
"Dunno, said Abdule. Guy brought it in
to be checked out. Said the piston was hitting the head but didn't know why!"
Hummh, thought the Maestro seeing a
Problem and Possibly a Story here. Why
don't you have the guy call me.
A few hours later, the phone rang . .
"Maestro Here came the answer".
"IS this the Maestro, came the Question."
Raising the half-empty Second Beer to his
lips-the Maestro replied-"Yes the Transformation is Complete-the Maestro is
. .
Oh good, replied the Voice on Phone
(VOP), 'cause I'm a Nerd in Need!REAL Need! I work for a Famous Computer Company named after a fruit, and.
I've got a Problem that no one else can
"Don't tell me", said the Maestro "did
Lotus delay Jazz again and you're suffer-
ing from a Big Mac Attack? Is that why
the Woz sold his stock and Jobs is out of
a Job?"
"WORSE than that! My Porsche Engine
is Broken!''
"Oh, well now-THAT'S something we
can do something about! Vaporwareannounced software that never. seems to
materialize- is too ephemeral to do anything about. But a Broken Porsche we can
fix! What's the problem! "
Well, I've put about 20,000 miles on the
engine since a Loco VW shopo rebuilt it,
and All Of A Sudden there's this loud
knock . . .
"Well, that's about Par for the VW
Rebuild Course," interrupted the Maestro.
Anyhow, I tore it down-and guess what
I found? The piston was hitting the head.
You ever hear of that before!
"Sure-the VW boys do it all the timeespecially when they put a Big Bore kit on
a flycut 356A or B head with only the one
"stock" thin copper shim under the
cylinders! The piston hits the head, and it
sounds like a forest full of mutant woodpeckers with sledgehammers for beaks."
"Yes, but this only showed up after
20,000 miles!
"Hummh. Well that's a different Story!
Let' see-has Anything had been done to
the engine since the rebuild 20,000 miles
ago?''
"Nope."
"And nothing was dropped down inside
the engine?"
"Nope."
"And you didn't have The Gasoline Hammer Effect?"
"Nope."
"Well, I hate to say this, but the Only
Other Reason for a piston hitting the head
after 20,000 miles of NOT hitting the head
is that somehow the head came closer to
the piston or the piston came closer to the
head! Since heads don't normally come
closer to pistons, I'd suspect that the piston
came closer to the head!
And about the Only Reason for THAT
is that the ROD BEARING is spun and is
at this very moment oozing out between the
rod and the crank, thereby making the
piston go a silly millimeter or two closer to
the head! I'd say you have a badly spun rod
bearing!"
"Oh, Noooooooo", cried the VOP.
"One way to Check It Out is to drop the
sump plate and look for copper-colored
pieces therein. Or-take off the TOP of
the Oil Filter Can, and see ifin there are
BILLIONS AND BILLIONS of little silver
or copper-colored pieces on TOP of the oil
filter! The top of the oil filter acts like a
gold miner's pan, trapping little-gold colored pieces of rod bearing on top! In this
case, however, all that glitters is not goldit's a visible Sign of Demise. Fool's Gold.
And a Very Bad Sign! For ifin the pieces
are on top of the bypass oil filter-they're
THROUGHOUT the ENTIRE engine! Impregnated into all the bearings and inhabiting the Oil Cooler! And it's Overhaul
Time once more."
The guy hung up, ran (did not walk) to
the garage, removed the oil filter can top
and called back-"Sure
as shootin'they're there lots of little copper-colored
pieces on top of the oil filter!"
"Looks like you're a-gonna have to Take
It Apart!", said the Maestro.
"But I can't afford an overhaul-I've invested all my money in the Stock of a Computer Company named after a fruit and it's
going down!"
"Maybe the fact that both of your Founding Fathers just unloaded their stock and
your Company just unloaded it's Founding
Fathers might have something to do with
it! I'd suggest you Start Saving. Buy Bonds.
Big Blue. Or a Generous Electric Company. Murphy says pay me now or pay me
later-and it's MUCH more expensive
Later!"
"Well, maybe if I tear it down and find out
What Really Happened, it won't be so
bad. "
"There are two possibilities-either it
will or it won't. There's even a Third
Possibility You Hadn't Counted Uponthat it's WORSE than you thought!"
So, off the guy went to Check It Out.
He popped off a cylinder, and without
splitting the case took off the connecting
rods on #3 and #4 side. And called back:
"Why, you're AMAZING Maestro! It
WAS a spun rod bearing-on #3 cylinder!
The bearing was pounded out to about
twice it's width and % it's thickness and
was oozing out between the rod and the
crank! And the rod was REAL loose!"
"That's not a Good Sign", said the
Maestro-if the rod bearing is REALLY
beaten, the crank might be too! In which
case you might have to grind it-maybe a
LOT! Better let me eyeball it!''
So, the guy brought the engine over-in
a VW bug, using the Same Technique the
Maestro used A Long T i e Ago to
transport VW/Porsche engines aroundremove the passenger's seat from the W,
take the muffler and heater boxes off the
Porsche engine, and put the engine in
sidewise where the passenger's seat used to
be! Helps to carry a spare engine around
with you. That way you're Really Prepared
for long trips, and can change engines mid
way through to even the wear!
As the Maestro began to eyeball the
engine, several Interesting Things became
apparent-to wit: 1. By Motor Number h e
25
Index
Index
engine was a 356C. That's Good. 2. The
crank was a Counterbalanced 912! That's
even better. 3. The rods were "A" Style!
That's not-so-good! Cast Iron Cam Followers. That's Bad! "A" heads. Geez,
Mismatch City. In fact, NOTHING except
the case was a "C"! Everything was Something Else. Again, about Par for the VW
Rebuild Course!
The Maestro eyeballed the crank. Score
marks were In Attendance & In Abundance
on the #3 journal which had been Badly
Beaten with every f i stroke! Didn't look
none too good.
Working a caliper inside the case, the
Maestro measured the crankshaft across a
diameter in line with Top Dead Center.
Looks like 2.074"-must be a First Under
crank. Then he eyeballed the rod bearing
from the GOOD rod on that side-"STD"
it said! Ho-boy! thought the Maestro. If
that's right-either ONE journal is STD
and the OTHER is Fist under, OR the bad
journal is worn down 10 thou! He wormed the caliper back inside and measured the
crank across the journal PERPENDICULAR to Top Dead Center. And got 2.086"!
Standard it was-on this diameter! First
Under it was on the OTHER diameter! The
clankWAS worn ova TEN THOUSANMRS
of an inch!
"I hate to upset your Apple cart," said
the Maestro, "but There's NO Way, Jose
you're gonna get away with a Cheap Fix!"
I'm afraid you gotta take it allllll the way
down, grind the crank and do a Complete
Overhaul!"
"But I can't afford THAT" cried the
Terrorized Technician. "I'd have to sell my
fruit stock at a loss. Can't I just stick
another rod bearing on the rod and
reassemble it?"
The Porsche gods will be angry if you do.
The crank is egg-shaped-it's worn over 10
Thousandths of an inch in one direction,
unworn in the other! The Disaster Data
Base has another case like this from Kansas,
wherein mis-marked Third Under rod bearings that were actually Second Under Rod
Bearings were accidentally installed on a
THIRD undersize crank. The engine went
600 miles before Terminal knockus set in.
Upon a Kansas Post-Mortem, all the
bearings were down into the "copper", and
Myriads of particles were throughout the
engine! You've got the same problem! Ifin
you try just replacing the rod bearings and
running it, I'd give it several hundred miles
at most!"'
"Well, several hundred miles is better
than nothing!", replied the Orchard
Worker.
Maybe in case of Nuclear War when
driving to your bomb shelter. But that isn't
the case-yet! Believe me, you DON'T
want to try it-it ISN'T gonna work!
"How do you KNOW that?"
From Experience! (Well, actually from
the Disaster Data Base, as the Maestro has
never actually EXPERIENCED rod bearing failure himself! Heh. Heh, . . .)
Well, just the same I want to find out
for myself. Will you sell me the bearings
and gasket set?
The Maestro couldn't believe his ears!
The Kid wanted to replace the bearing
withOUT doing anything else. But what the
Hell, the Customer is ALWAYS Right.
And besides, it'll get rid of a set of "A"
rod bearings, be an Interesting Experiment
and add another Datum point to the Data
Base to boot.
So, the Maestro gave the kid the bearings
and gaskets and the Kid went on his merry
way.
A few days later, the Kid calls back-Well,
I got it back together again. Fired it up and
guess what?
"It knocked like hell?"
. for two
"NO!!!! It ran just fine
or three minutes-THEN it knocked like
hell! Looks like you were right Maestro,
I'll have to Buy some stock in Big Blue and
wait for it to go up."
And so, another Data Point was added
to the Disaster Data Base-The Old Rule
of Thumb Running Clearances should be
about 1 thousandth of an inch per inch
diameter of crankshaft. A Porsche 356
crank is about 2" in diameter, ergo a Bonafide Clearance Here (B.C.H.) of .002" is
just about Right! Ifin you have a Running
Clearance Here (R.C.H.) of three to four
thousandths of an inch, you might get
another 100,000 miles out of the engine.
BUT ifin you have Running Clearance on
the order of TEN Thousands of an inch,
600 miles is about tops!
Two or three BCH's can make a hell of
a difference-either to your wife when
found on your lapel or to your engine's life
when found as extra clearance in the
bearings!
Experience may be a Hard School, and
a Fool may have no other.
But YOU do!
Just:
KEEP THE 356 FAITH! !!
.. .
Index
Index
Goodbye,
Mr. Chip
Jim Cowan
This is without doubt the most difficult
story I have ever had to write for the
REGISTRY. Wednesday night, May 22,
1985, about 11 p.m., my pal Tinker lost his
life when his motorcycle crashed into the
car of a woman who had pulled from a side
street in front of him. Mercifully, he died
at once. Now we must shift to the past tense
when speaking of Tom Chipman, and that
will take a great deal of getting used to.
Tinker entered my life one fine spring
day in 1974. I had quit my teaching job and
had returned to Ohio State University to
pursue a degree in Industrial Technology
Education. One of the required courses was
power mechanics and the final project was
supposed to be the assembly of a lawn
mower engine.
I convinced the instructor, Dave DePue,
that the aims of education would be better
sewed if I were to assemble the 356C engine
for my Cabriolet for my upcoming SCCA
drivers school. I was working away in the
auto lab, door open to catch a cool breeze,
when this long-haired hippy-type approached and struck up a conversation. As
I listened, it became apparent that he knew
quite a bit about our cars.
We soon decided to take a break for a
beer: "Nothing like a cold beer on a hot
day," I can hear him say. Thus began a
friendship, no, a pal-ship, that was to
become, literally, life-long.
Our mutual interest in auto racing and
in interesting cars led us to attend the usual
road races at Mid-Ohio and to endless
hours of bench racing.
In 1977 I had a chance to attend the U.S.
Grand Prix race at Watkins Glen to work
as a security person. I asked Tink if he
could join me. He was back, packed and
ready, in twenty minutes. That trip was the
first of our many adventures. I had just
completed building an engine for my VW
squareback (boy, does that sound familiar)
and we used the trip as a shakedown. There
were no instrument lights, so we drove "by
ear," listening to the engine sound to judge
our speed. We got there about three hours
early, so I suspect we were exceeding 55
mph.
I spent most of the trip asleep in the rear,
unaware that the plug to Bessie May, the
cooler (a Spanish joke), was loose, flooding
the sleeping bag with meltwater. Since
registration wouldn't open for three hours
due to our rapid trip, we ate at the greasiest
restaurant either of us had ever experienced while the sleeping bag dried at the laundromat next door.
It was at one of the Grans Prix that we
met Susan Teiser, who was to become our
hostess and friend for our Atlanta jaunts.
We were guarding the paddock entrance
when Susan appeared, obviously in
distress. She didn't have the proper credential to get to an important conference with
an advertiser, so Tink instantly lent her his.
She soon returned, and a new friendship
was struck.
I could go on about our adventures, but
most of them are chronicled in the
REGISTRY, and the point is obvious: we
traveled often and enjoyed it immensely.
There was an unspoken contest as to who
could first burst into a fractured rendition
of "On the Road Again," usually before
we exited the driveway.
Of course there was more to Tinker than
the race car buff. He was a superior
guitarist, a gourmand and was an excellent
chef. Indeed, we won an award at a local
chili cookoff for the hottest chili. Seems
that the Thai and Vietnamese seasonings
he used had taken the judges by surprise
and when they recovered their voices they
agreed that they had never tasted chili
THAT hot.
He loved to travel, having spent a year
in South America, living as a local, not as
a turista. His command of the Spanish
language won him a job as translator for
visiting mayors when the city of Columbus
hosted an international conference of
municipal executives. Last spring he and
Kay spent several weeks in Greece, a place
he had hoped to visit again. More recently, he and I had talked of going to
Washington state to pick up and return an
old Mercedes-Benz hearse for Jerry Keyser.
Tinker's occupation was that of a
Rehabilitation Technician for the City of
Columbus. He evaluated and wrote
specifications for the restoration of
historically interesting houses that might
otherwise have been demolished to be
replaced by modern junk. He enjoyed the
work because of his reverence for the quality that originally went into the buildings.
This appreciation of quality led him into the ownership of several Porsches. His
favorite was a 1960 356B Super-90 Coupe,
an extremely interesting car with a factory
sunroof (drive motor in the engine compartment) and a factory bench front seat.
Just a few weeks ago at the Bull Session
in Cincinnati he was discussing with Charlie
Steigerwald his plans to complete the
restoration.
As pals are wont to do, I had often halfjokingly told Tink that, if he wiped himself
out on his "Polish" motorcycle, the
"Kowalski" (Kawasaki), I wanted his car.
He readily agreed, saying that it would do
him no good. Well, that dreaded time is
here. I get first crack at it, but I'm not too
sure I want the damn thing. Kay doesn't
want it either. Perhaps a 356er somewhere
would like to give it a good home. I'm sure
that Tinker would smile down from that
place where it never rains, the cars always
start, never rust nor leak oil, and every road
is like U.S. 250.
So long, pal. We miss you terribly.
Index
Index
Index
'85 West Coast Holiday
169 Crossroads Blvd., Carmel, CA 93923
West Coast Holiday Poster
Limited Edition of 400
17" x 22"
(sure to be a collector's item)
$5.00
(includes shipping)
West Coast Holiday T-shirts
Small, Medium,
Large, Extra Large
Mens and Womens Style
(Mens pictured)
$9.00
fincludes shipping)
-
Ohio 43229. (Do NOT send commercial
advertising to this address.)
'55 Speedster #P60095. White/red
original Calif. car. Stoddard engine & gearbox rebuild. Nice condition - $15,000.John
CONDITIONS O F SALE AND French, J. Koke & Assoc., Inc., 48 N.
Church Ln., Glens Falls, NY 12801,
PURCHASE:
1. Seller will ship item within 10 days of 5 181'793-6767.
'55 pre-A Speedster #80563,Calif. car.
receipt of payment. If buyer pays with personal check, seller will ship within 10 days Red with black interior. Restored within
last 5 years. New Michelins and chrome
The for sale and wanted sections are ex- after check is honored.
clusively for members' non-commercial 2. If buyer is not satisfied with item, buyer wheels. S-90 engine rebuilt 30,000 miles
usage. Try to limit your ads to 50 words may return item at buyer's expense. Within ago. Powder painted shrouds. Extra parts
or less and please have your ad typed if at 10 days of return of item to seller in same including a front hood - $16,500.Chuck
all possible. (We reserve the option to re- condition as received by buyer, seller will Collins, 33542 Valle Rd., San Juan
Capistrano, CA 92675, 714/831-0650.
ject illegible ads or even worse, to guess at refund the price.
'56 Speedster. 3 year total restoration,
your meaning.) The right to edit or refuse 3. Seller assumes risk of non-delivery when
publication is resewed; not responsible for item is shipped to buyer. Buyer assumes all stock, rare bench type rear seat, red with
fawn interior. Needs new paint. Sacrafice
errors, omissions or misrepresentations. risk of non-return to seller.
4. Unless otherwise stated, cost of shipp- and possible trade for VW plus cash or $13,500. '62 twin grille Roadster: total
In offering a car, please include Your ing will be in addition to price of item.
asking price to save someone a cross COun- 5. By placing advertisements in the 356 restoration, everything as new. All lead, no
try phone call; chassis serial numbers also Registry, sellers agrees to these conditions. bondo. 2% year project. White with fawn
would be helpful. All ads must be receiv- By ordering, buyers agree to these interior. Ready for show. All records,
photos available. Can be seen before or at
ed by the first of the month in which they conditions.
are to appear. PLEASE limit your ads to
West Coast '85 Holiday in Calif. - $20,000.
356 items. 911s, 914s, etc., are all nice but
'52 coupe, complete, needs heavy Bob Burnside, Box 3055,Palm Desert, CA
they are out of place here! If your ad ar- restoration, usual rust, 1500 cc, roller 92261, 619/341-4282eves.
rives after the deadline, we will hold it un- crank, Telefunken radio, many extra parts
'57 coupe, red/black, 1600 super
ti1 the next issue unless you instruct other- (motors, metal, glass, instruments, etc.). engine #E101661,rebuilt engine has 9600
wise. Send your free member ads to Bren- First $3000.Frank Barrett, 1235 Pierce St., miles. All new brakes, shocks, header exda Perrin, 2041 Willowick, Columbus, Lakewood, CO 80214, 303/237-0911.
haust w/new sport muffler, electrical wir-
Index
Index
ing, steering dampner, points & plugs. Ex- 415/2651-2524 or 415/530j-6611.
cellent running condition, very good paint,
'59 Convertible D #86289, bright
no body damage. Needs cosmetics - $8500. yellow with tan. Body sandblasted and
Dawn or John Szostek, 718/423-0706 New rusted parts replaced from Stoddard. Has
York.
new carpet, seats, rubber. 5,000 miles on
* '57 coupe, 101,289. Meissen Blue with engine, brakes, suspension. Consider trade
excellent original red vinyl, perfect mats, for a Targa - $21,000. Dan Lynam, 3
good carpet, Carrera gas heater, Parkinson ,
MrnW*
Q2ntario,
Blaupunkt, every number matches, even 5 Canada
- ,> .
-1.1:- .,
wheels and 4 original Michelin X tires, aif ,." ;
'60
69,912 engine, tt3d -F.
$..
rough, restoration planned, some new parts
- $2000 negotiable. Bill Schneider, 639 E.
Honeywell, Hoopeston, IL 60942,
2171283-5216.
'63 coupe #216970, T-6 body, Champagne Yellow/black interior, 100%
restored & rebuilt w/records & receipts.
Consistent concours winner. Chromed
engine. Calif. car, always garaged. Extras
$20,000 firm. A1 Barnhart, 6698 Whitley
-
installed. Needs
38 Geraldine Dr., Coventry, CT 06238,
& battery box fiberglass cove
rust. No body rust - $10,000.
3640 Darnall Pl., Jacksonvi
904/733-0347.
'59 coupe, fully restored, no rust. All
chrome replated, light ivory enamel w/reddish brown Conally leather interior. 912
engine balanced and new from cam to
carbs. Transaxle excellent, all other running
gear new or rebuilt - $12,000. Peter Brown,
2736 26th Ave., Oakland, CA 94601,
chrome wheels, link pins, wheel cylinders,
front break shoes. Replaced floor pan &
longitudinals (not factory). Engine very
strong. Painted in '81. No dents or rust $7500. Hank Godfredson, 4131 Queen
Ave. N., Minneapolis, MN 55412.
'63 coupe w/usual pan rust, interior
. It. gray & med. gray carpet - $135 &
$90.6" steel wheels - $125/set. Don Fowler,
11217 Robert Carter Rd., Fairfax Station,
VA 22039, 703/250-5802.
REGISTRYS - Vol. 1 - No. 1; Vol.
2 - NO. 1,3,6; Vol. 3 - No. 2; Vol. 4 - No.
1,3,6;Vol.5-No. 1 thruVol. 11-No. 1.
PANOS, Jan. 1970 thru July 1984 (al1,in
29
Index
Index
binders). CHRISTOS, Oct. '77 thru April
'85 (all but last 8 in binders). GMUND all. VW & PORSCHE MAGAZINE, Feb.
'79 (first issue) thru July '85. Prefer to sell Specials
to one buyer. All issues listed are in very Porsches (or Ferraris) For the Road $13.00
good to excellent condition. Best Offer. (list $40.00) 2 Gotschke signed/numbered
Buyer pays shipping. Edd Weimar, 1941 Lithographs $20.00 ($75.00)
Kingfisher Dr., Palm Harbor, FL 33563. New Books
356 cars & parts. Call or write with Excellence Was Expected - $50.00; Porsche
specifics. Jack Lewis, 2473 Carroll Ave., Posters - $48.00.
Chamblee, GA 30341, 404/3 457-2922.
Just Out
356 B/C fender. NOS r/f fender for Porsche Story (3rd ed.) - $24.00; Grosse
T-6 body. P/N 64450303406. Perfect con- Buch Porsche Sondertypen - $24.00;
dition. Tom Harvey, 1970 E. Laguna Dr., Porsche 356 Brochures and Sales Literature
Tempe, AZ 85282, 602/839-5505.
- $40.00; Porsche at LeMans (in English)
Carrera 2: GT seats, rear quarter panel - $24.00; Automobile Year - $32.00,
(coupe), rain shields, tach & speedo, ex- Autocourse - $32.00.
haust. Owners manual supplements for Block's Books, 10211 Connecticut Ave.,
Speedster and Carrera 2. Are you looking Kensington, MD 20895. 301/949-7384.
for a perfect reproduction? I'm considering a very small printing of the original
items. Please advise if interested. E. Singer,
RFD 1682 Laurel Hollow., Svosset.
NY
.
11791, 516/367-3293.
NOS T-5 rear clip, used T-6 rear clip.
'61 normal engine complete & running $750. Roadster doors, complete - $150 set.
'C' disc brake set including calipers - $200. Members: For instruction and conditions
T-5 front hood, fair - $50. Write or call for for submitting a wanted ad, see the in4-page list of NOS & used parts. Brad Urm- troduction to the for sale section.
ston, 244 North Rd., Kinnelon, NJ 07405.
Parts: T-6 front hood, fair; 2 twin
r a l r ol pre-A rocker panels in good
grille deck lids - no rust; matched set steel condition. Jon Johnson, 3360 Hwy. 20,
wheels from '64; rt. door from '62 Cab. - Port Townsend, WA 98368, 206/385-1010
no rust; plastic tray for trunk from '64 or 206/385-1794.
seats; 1 4x15 wheel from Carrera dated
Cabriolet top for '57. Preferably com4/60; and more. Send SASE for complete plete but any condition considered. Mike
parts list. Tom Miedernhofer, 2276 Euclid White, 4709 Breezy Point, Kingwood, TX
Ave. A-3, Ft. Myers, FL 33901,813/332-5256 77345-1612, 713/360-2193, 713/759-4147
eves.
ofc.
Parting ABC coupes. Engines, trans.,
356 ABC key fob. B/C Cabriolet rear
clips, interiors, trim, brakes, glass, suspen- view mirror, #644.73 1.101.26; 587/ 1 engine
sions, everything. Send SASE for 4-page manual. E. Singer, RFD 1682 Laurel
price list or call for specifics. Charlie Smith, Hollow, Syosset, NY 11791,516/367-3293.
21 1 Argyle Rd., Orange, CT 06477,
Pre-A Speedster low bows. Have high
203/795-5068.
bows & top. Also, early B gas tank in conSuper-90 engine, professional rebuild tours condition. If interested contact James
& dyno - $1625, less carbs, exhaust. 912 R. Liberty, 1540 Ocean Ave. #9, Sea
engine set up for 6 or 12 volts - $1 175.'58N Bright, NJ 07701, 201/740-1110 days,
engine, complete & together, needs rebuilt ' 201/530-0614 eves.
- $625. '65 together, needs rebuilt - $825.
'57 - '59 Speedster or Cabriolet/ConNext 2 apart, less carbs & exhaust - '55 N vertible D. Also, '64 - '65 Cabriolet. Must
1500 - $625; '56 N 1600 - $525. Unknown be straight and near concours. Will pay
year 1300 (?) living in '56 VW case - $550. finders fee for right car. Send photos,
Pair very good high-striker Speedster doors history. Will return. Dick Johnson, 228 W.
- $500. D. J. Frick, 2 Pine Tree Dr., RD 1, Main, Port Republic, NJ 08241.
New
Cumberland,
PA
17070,
356 A parts for '58 Speedster: Zenith
7 17/774-6302 eves./wknds.
carbs; engine sheet metal; heater boxes; inFOR SALE: Tinker's coupe. See struments; generator; etc. Have all the
story. 1960 356B- S-90 coupe. Apart for emission equipment for '68 912 for trade
restoration. Especially interesting due to for above or any 356A parts. Lee shrunk,
factory bench seat and electric sunroof. 3288 Cheyenne Ct. NW, Salem, OR 97304,
$4,500 OBO. Kay Chipman, 2117 Iuka 503/363-9303.
Ave., Columbus, OH 43201. (614)
One set of matching connecting rods
267-2640.
for 'C' 'SC', or 912. Part #616.103.101.01.
commercial
-
Condition of bushings or big end not too
important provided that they can be reconditioned. Jurgen Pilz, 90B Reytan Blvd.,
Pickering, Ontario, Canada LI W 1Y7,
416/839-4076 home, 416/75 1-6011 ofc.
Passenger sun visor for '56 Cabriolet.
Eric Erickson, 13929 Orchard Rd., Mtka.,
MN 55345, 612/370-2974, 612/933-8702.
Looking for '64/'65 engine complete
w/sheetmetal, transaxle. Both in rebuildable condition. Aluminum molding for
bottom of windshield for Convertible D.
John Masliah, 1415 Stockton St., San
Francisco, CA 941 13,415/986-4510 days.
For '55 Cabriolet: interior; kilometer
speedo; 'S' tach; bent front top bow for
pattern. For '55 Speedster: seats; bumpers
or low guards; oil temp. gauge, complete
with sender bulb. Gerry Brown, SGDHS
Box 670, Prescott. Ontario. Canada KOE
1T0, 613/658-3914 eves.
Non-working Blaupunkt AM/FM 6v
- 12v. Partial or entire A nose & front lid.
Rust free Cabriolet doors. Early or late
B/C front lid. Ed Anspach, Box 6520 RD1,
Grantville, PA 17028, 717/865-5428
'
Late A/early B Cabriolet top bows,
Lemmerz 4%" x 15" wheel, must be usable
& dated 7/56. Cosmetics not important.
NOS '58 bumper tubing & overriders. D.J.
Frick, 2 Pine Tree Dr., RD 1, New
Cumberland, PA 17070, 717/774-6302
eves./wknds.
For 356C: key set K366, front hood,
front bumper, 12v SC tach, pair of
Red/brown leather seats; '66 912 VDO
combination oil pressure/amp gauge
(1 10.02/32/spec). Pre A, 91 ISC, Spyder,
904 Parts/Shop Factory Manuals,
Technical Bulletins; R&T June and Aug.
'48. PANORAMAS prior to 1958. German
CHRISTOPHORUS; ANNUAL AUTOMOTIVE REVIEW/AUTOMOBILE YEAR,
VW GREATS prior to Feb. '75. William
A. Block, 10211 Connecticut Ave., Kensington, MD 20895, 301/949-7384.
B/C horn ring. Cash or trade for what
you need such as i00,000 km. badge, other
items. Bud West, 3750 St. Rt. 132, Batavia,
OH 45 103, 5 13/732-29 1 1 eves.,
513/734-2283 days.
Sun visors for 'C' Cab. and front
and/or rear bumper guards. Sam
Magnuson, 7336 Mesquite Ln., Casper,
WY 82604, 307/473-1147.
Black seat belts, front & back, for '60
Cab. Original preferred but reproduction
acceptable. Steve Shoenberger, 865
Hawthorne Ln., Northbrook, IL 60062,
312/564-0508.
One or two NOS or excellent glass lens
rear reflectors for 'A'. Will pay top dollar.
Don Fowler, 11217 Robert Carter Rd.,
Fairfax Station, VA 22039,703/250-5802.
Index
Index
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Index
Index
T-SHIRT
PLEASE
SPECIFY
SIZE:
S, M,
L, XL
1 8 x 11" Sport Towel Displaying Joe Colford Jr's
356 Registry Cover Art, Sept./Oct. '83 Issue.
Ideal for: Carrying In Cars; Participating In Sports;
Displaying or Using In Home or Office; Gifts for
Friends. Printed on Light Blue Towel In Dark Blue Ink.
$6.95 EACH U.S.
- - - PPD
OR TWO FOR
$12.95 EACH U.S. PPD
PRINTS
Set of 6 Different Distinctive 8%" x 11" 356 Prints. Each One
From a Joe Colford Jr's Original. Excellent for Framing In Home or Offic
Printed on Tan, Linen Finish Stock In Rich Dark Brown Ink.
$8.95 A SET U.S. PPD
SEND C H E C K ~ RMONEY ORDER TO:
CREATIVE SPORTS MARKETING COMPANY
P.O. BOX 177, AGOURA, CALIFORNIA 91301