1/2 - 356 Registry

Periodical Mail-lime-Dated Material • Change Service Requested
Postmaster. Send changes to 27244 Ryan Rd . Warren , MI 48092
356 Registry
Volume 26, Number 5
January / February 2003
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ten
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s
In TIle Mail
........................ . . .4
Upcoming Events
......... •...•...... . ......5
TIle Miscellany File
Gordon Maltby
6
President's Letter
Chuck House
8
Technical
Vic Skirmants
10
Restoration
Brett johnson
12
The Ultimate Test
Roland & Rosemarie Lohnert
14
Racing in the Sixties
Pat Tobin
18
Speedster 50th Anniversary Bruce Sweetman
22
Marketwatch
Jim Schrager
24
Jeff Gamble
26
A, H, & C Cabriolets
A Roadster Gets Racy
Adjusting Solex 40 PH carbs
28
Reviews
Bill Block
31
Engine Cooling Basics
Tim Berardelli
32
Solo at the LeMans Classic
Dennis Thalman
33
24 Heures du Mans
Stanley Gold & Del Johnston
34
356 Collectibles
Prescott Kelly
38
Years Ago
Jim Perrin
41
356 Holiday Japan
Wes & Diane Morrill
42
TIle Maestro
Harry Pellow
44
'111e Ulmer Keramik Accessories...plus
Classified Ads
TIleJavelina 2002
....... .... ............ .. .46
Karen Sue Wroughton
50
356 Registry magazine is the official publication of 356 Registry, Inc., an organization oriented exclusively to the interests, needs and
unique problems of the 356 I'orsche automobileowner and enthusiast. The missionof the 356 Registry, Inc. is the perpetuation of the vintage (1948-1965) 356 series I'orsche through356 Registl)! magazine, the central forum for the exchange ofideas, experiencesand information, enablingall to share the 356 experiencesofoneanother. 356 Registry, Inc. is a non-affiliated, non-profit, educational corporation,
chartered under the statutes of the State of Ohio. Subscriptions are available only to members. Membership dues are $30.00 in the USA,
which includes $24.00 fora 6-issue annual subscription to 356 Registry magazine, $40 in Canada and Mexico, $50 to foreignaddresses.
All rates are in U.S. dollars, checks MUSTbe drawnon U.S.banks. An application form for membershipis availableon the back wrap cover
ofthismagazine, from membershipchairperson Barbara Skirmants, 27244 Ryan Road, Warren, MI 48092 USA, fax (586) 558-3616 or on
our website at 356Registry.org.
356 Registry magazine (lSS:\ 1(666877) is published bi-monthlyfor
356Registry, Inc. by ~I Design, 215W. M~l1le Street, Stillwater, MN55082.
Periodical Postage paidat Stillwater, MNand additional mailingoffices.
POSTMASTER: Send address changes to
356 Registry, 27244 Ryan Road, Warren, MI 48092
The opinions and statementsexpressed in 356 Registry magazine are not necessarilythose of 356 Registry, Inc., its trustees, officers or the
Publisher. Technical data and procedures described hereinare the opinions of the authorsand carryno claim of authenticityor suitability
for a particular purpose from 356 Registry or the Publisher. Any procedures described herein are carried out at the reader's own risk.
Porsche®, the Porsche crest, Carrera®, Targa® and the distinctive shape ofthe Porsche models are trade dress and trademarksofPorsche
AG and are used with permission. Publisher reserves the rightto edit or refuse publication and is not responsible for errors or omissions.
Now 'stbe time to do tbose repairsand maintenance.
Cover photo: thefirst Porsche Parade. 1956.
Washington D.C. From the Don Fowler collection.
Dn the outer wrap: three SpeedstersatRiverside.
March 1962. Dave Friedman photo
No part of 3; 6 Registry magazine may be reproduced in any
form without the express written permission of the publisher.
Copjl'ight © 2003 by 3;6 Registry, Inc. d o MDesign, 21; W.
Myrtle St., Stillwater, MN ;;082. Printed on a Heidelberg ; .
colorpress in Red Wing, Minnesota U.S.A.
Local/Regional 356 Groups
'These group s offer activities, infonnation and fellowsh ip for 356
enthusiasts from a particular geographical area. Each group operates
independently and is not sponsored by the 356 Registry.
WEST
Porsche 356 Club
Bob Fitzpatrick
23738 Barona Mesa Rd.
Ramona CA 92065
760-788-9354
356bob @cox.net
356 CAR Club
Jim Reeder, Jr., President
PO Box 726, 4551 Eggers Dr.,
Freemont, CA 94536
510-793-4030
Central Coast
Dick Douglass, President
5214 Calle Cristobal
Santa Barbara, CA 93111
805-967-5545
356 Group Northwest
356 Group Northwest
Bruce Rockwell, P.O. Box 1451
Gig Harbor, WA 98335
253-858-2788 [email protected]
Sierra 356 Porsche Club
Glenn Lewis, 2000 Royal Drive
Reno, NV 89503
Rocky Mountain
Porsche 356 Club
AI Gordon, 12773 Grizzly
Littleton, CO 80127
303-979-1072
Mountalnland Porsche 356 Club
Edward Radford
1568 Connecticut Drive
Salt Lake City, UT 84103
801-521-7330
Hawaii 356 Owners Group
Rick Woltz
719 N. Kainalu Drive
Kailua, HI 96734
808-262-5417
rdwpoorboy @hawaii.rr.comp
SOUTH
Southern Owners Group
Ray Ringler
3755 Creek Stone Way
Marietta, GA 30068
Three56 @aol.com
Tennessee Tubs
Nate Green
4003 Sunnybrook Drive
Nashville, TN 37205
ngreene @mathewspartners.net
Florida Owners Group
Rich Williams , 4570 47th St.
Sarasota, FL 34235
813-758-0356
[email protected]
EAST
Potomac 356 Owner's Group
Dan Rowzie
800 South Samuel St.
Charles Town WV 25414-1416
356 Mid Atlantic
Dan Haden
715 St. Andrews Road
Philadelphia, PA 19118
356BURGH
Lenny Santora
1345 Falla Drive
Bethel Park, PA 15102
412-835-6594
lennyg356 @aol.com (email)
geocities.comlwelcomet0356burgh
(website)
356 Southern Connecticut
Register, Ltd.
P.O. Box 35
Riverside, CT 06878
w3.nai.netredwardh/ed4yhtm
Typ 356 Northeast
Peter Crawford
11 Pearl St., Marblehead, MA01945
781-631-6012
www.Typ356NE.org (website)
pcrawford356 @yahoo.com (emaiQ
MIDWEST
Group 356 St. Louis Region
Ted Melsheimer, Sr.
10517 E. Watson Rd.
St. Louis, MO 63127
314-966-2131
Wind ige Stadt 356 Klub
Dale Moody
19532 Governor 's Hwy
Homewood, IL 60430
708-798-2637
Fahr North
Phil Saari
3374 Owasso St.
Shoreview, MN 55126
651-484-0303
ps356er @aol.com
356 Motor Cities Gruppe
Barbara Skirmants
27244 Ryan Rd.
Warren, MI 48092
586-558-3692
Ohio Tub Fanatics
Richard King
330-678-6259 , [email protected]
SOUTHWEST
Arizona Outlaws
Porsche 356 Club
Mike Wroughton
19870 N. 86th Ave.
Peoria, AZ. 85382, ph.623-362-8356
mwroughton @aol.com
Zia 356
Joyce Y. Hooper
4700 Westridge PI. NE
Albuquerque, NM 87111
JYHRetired @webtv.net
Tub Club
Bob Morris, 397 Creekwood Dr.
Lancaster, TX 75146
ph. 972-227-8357
rob.morris @attbi.com
Lone Star 356 Club
Mark Roth
4915 S. Main, Suite 114
Stafford, TX 77477 (Houston)
281-277-9595
mroth356 @earthlink.net
OUTSIDE USA
Maple Leaf 356 Club of Canada
Scott Gray
467 Sandlewood Road
Oakville, ON L6L 3S3
sgray88 @cogeco.ca
Australian Porsche 356 Register
P.O. Box 7356, St. Kilda Rd.
Melbourne, Victoria 3004, Australia
356 Down Under
P.O. Box 47 677
Ponsonby, Auckland, New Zealand
nz356downunder @xtra.co.nz
www.356downunder.co.nz
To subscribe to the Registry's electronic mail list,
send an email to [email protected]
with the single word subscribe as the message,
or go to the Registry's website at 356registry.org
The new password for members-only pages: Continental
Valid through March 31, 2003
Officers
Magazine Editorial Staff
Chuck House, President
(ChuckHouse @356registry.org)
11073 Begonia Ave.
Fountain Valley, CA 92708
714-418-0779 (hm), 949-567-4521 (wk)
949-567-4510 wk fax
Gordon Maltby, Editor
Alice Ross-Jinks, Production Manager
Mary Skamser, Office Manager
215 W. Myrtle St., Stillwater, MN 55082
651-439-0204, fax 651-439-7620
(GordonMaltby @356registry.org)
Bob Campbell , II. P., Event Insurance
(BobCampbell @356registry.org)
20964 Canterwood Dr.
Santa Clarita, CA 91350
661-251-3500
Dr. Bill Block, Book Reviews,
356 Registry Database Mon itor
(blocklab @aol.com)
423 Hawk High Hill, Metamora, MI 48455
810-678-3017
Patty Yow, Secretary
([email protected])
Randall Yow, Treasurer
([email protected])
811 S. Elm Street
Greensboro , NC 27406 336-272-6336 (wk)
336-545-8994 (hm), 336-275-9116 Fax
Trustees
Bob Campbell
(BobCampbell @356registry.org)
20964 Canterwood Dr.,
Santa Clarita, CA 91350
661-251-3500
Chuck House
([email protected])
11073 Begonia Ave.
Huntington Beach, CA 92708
714-418-0779(H)
Joe Johnson
(JoeJohnson @356registry.org)
618 Gatewood, High Point, NC 27262-4722
336-886-5287 (H)
Keith Denahan, Vintage Racing
21537 110th Ave. S., Boca Raton, FL 33428
561-482-0516
Dr. Brett Johnson, Restoration Editor
([email protected])
7510 Allisonville Rd., Indianapolis, IN 46250
317-84 1-7677
Dick Koenig , Four Cam Forum
7S 710 Donwood Dr., Naperville, IL 60540
630-369-4492
Prescott Kelly, 356 Collectibles
(KellyCT @optonline.net)
16 Silver Ridge, Weston, CT 06883
203-227-7770
Harry Pellow, The Maestro
(maestro @well.com)
20655 Sunrise Drive, Cupertino, CA 95014
408-727-1864
Jim Perrin, Historian (carreragts @aol.com)
Box 29307, Columbus, OH 43229
614-882-9046
Jim Schrager, Marketwatch
Oames.schrager @gsb.uchicago.edu\)
Roland Lohnert
54722 Little Flower Trail
([email protected])
Mishawaka, IN 46545
1422 Twin Oaks Ln., Castle Rock, CO 80104 219-259-9261
303-663-4363
Vic Skirmants
(BarbaraSkirmants @356registry.org)
27244 Ryan Rd., Warren, MI 48092
586-575-9544 (W)
Randall Yow
(RandaIlYow @356registry.org)
811 S. Elm Street
Greensboro, NC 27406 336-272-6336 (wk)
336-545-8994 (H), 336-275-9116 Fax
Club Services
Barbara Skirmants, Membership,
Renewals,Circulation
([email protected])
27244 Ryan Road, Warren, MI 48092
586-558-3692, fax 586-558-3616
John Jenkins, Travel Ass istance Network
Oohnjenkins @agilent.com)
3122 Kingsley St., San Diego, CA 92016
619-224-3566,6 19-224-3933 Fax
Vic Skirmants, Techn ical Editor
(BarbaraSkirmants @356registry.org)
27244 Ryan Rd., Warren, MI 48092
586-575-9544
Hal Thoms, Photographer, West Coast
Vintage Racing ([email protected])
13341 Ethelbee Way, Santa Ana, CA 92705
714-731-7191 (W)
Pat Tobin , Pat's Posts
([email protected])
17092 Chatsworth St.,
Granada Hills, CA 91344-5849
818-368-1262
Website Staff
Chr is Markham, Webmeister
(Webmeister @356registry.org)
7185 W. Zayante Rd., Felton, CA 95018-9466
831-335-3582
Robin Hansen, Ass 't. Webmeister,
email List Monitor
([email protected])
M & M Enterprises, Wes & Diane
Goodie Store (356goodiestore @usa.net)
25209 Casiano, Salinas, CA 93908
831-643-0356, fax 831-643-1333
John Audette, Website Technical Editor
([email protected])
Dr. Brett Johnson, Porsche Factory Liason
(356drb @indy.net)
7510 Allisonville Rd., Indianapolis, IN 46250
317-841-7677, fax 317-849-2001
Richard Millang, Web design
RichardMillang @356registry.org
Rick Dill , email List Monito r
([email protected])
Dangerous Driving Ring Busted
Four good friends decided to travel 250
miles from their Chicago and Lake Genevahomes
to Washington Island, Wisconsin on "Drive Your
Porsche Day."
Gordy Smith was leading the group in his
green 1964 SC followed byBill Van Nortwick in his
white 1963 B Super Coupe, and Tom Funk in his
red 1964 SC Cab. I was driving my wife's 1955
Continental Coupe.
On the interstate, and lateron Door County's
curving back roads, our small train of 356s
received manythumbs up and waves as we passed
through the quaint villages on the peninsula.
Upon entering the small village of Algoma,
we were met bya police blockade followed bythe
county sheriff's patrol.
Headlight
Stoneguards
"No drilling"
$275.
Lug Nut
Tiedowns
Set of 4
$130.
ORDERING INSTRUCTIONS
Include check or money order in U.S. funds payable
to M & M Enterprises, or charge your order to your
major credit card.Add $9.50 shipping for orders
over $100.For overnight, fo reign , and spec ial or
large orders-please call. Mail orders to: M & M
Enterprises, 25209 Casiano, Salinas, CA 93908.
CA residents please add 7.25% sales tax.
In the Mail
The officers explained to our "line up" of
356 drivers that someone had called in on their
cell phone claiming that a group of "antique"
Porsches were passing illegallyover double yellow
lines. Our group admitted to passing various slow
moving vehicles gaping at Door county's famous
fall "change of colors," but we also stated our
concern for safe driving which definitely excludes
passing on hills or curves in the road.
It was quickly decided that no tickets were
warranted. The remainder of our time with the
police and sheriff was spent showing them the
carsand discussing the various features ofvintage
356 Porsches. Then wecontinued on our way, just
meetingthe last car ferryover to the island.
The high point ofthe trip had to be the invitation to islander ChuckDavis's impressive collection of Harry Miller vintage racecars (above
right). Much of today's auto racingtechnology can
be traced to the Miller motor, suspension systems
and car bodies. Harry Miller was the "Ferry
Porsche" of Indy-type racecars. Tom Kincaid
Factory Trained
Expert Repair &
Restoration of:
-Speedometers
-Ternp. Gauges
-Tachometers
-VOO & Others
Speed and RPM/Changes
Specializing in
356 Electric Tachometer
Conversions
Palo Alto
Speedometer
718 Emerson si,
Palo Alto, CA 94301-2410
Phone 650-323 -0243
Fax 650-323-4632
Visit our Website at
www.paspeedo.com
4 Volume 26, Number 5
Drive Your 356 Day in Paradise
The Hawaii 356 Owners Group started driving earlyfrom Kailua with five cars. The first stop
was SandyBeach where we picked up three more
cars and took a couple of pictures. Then we all
drove to Keehi Lagoon Park and picked up two
more members and 15to 20 PCAmembers. Then
weall drove to Koolina Resort for a picture shoot
with Joe Rusz (bottom) for an article on
"Porsches in Paradise." The PCA invited us to
comealong forthe shoot but didn't plan on Frank
Wong's Speedster and my Cab being the center of
attention! Ourfinale was a drive across the island
to Kahaluu for a lunch way up in a beautiful valley
(below).
Rick Woltz
UpComing Events
April 11-13
Cambria, California
North Meets South at Cambria Pines.
Jun e 22
Dana Point, California
The Porsche 356Club's Dana PointConcours.
February 1, 2003 Los Angeles, California
The Porsche/VW Literature Meet at the L.A.
Airport lIilton. The gala 20th annual meet will be
on Saturday with 230 tables of vendor wares. The
L.A. Airport lIilton Hotel is at 5711 West Century
Blvd, a free courtesy bus ride away fro m LAX.
Entry times are 7:30 am for Early Bird Shoppers
at $25 per person, and 9:00 am for the general
public at $5 per person. Hospitallty Room and
EarlyBird Registration (plus trading, buying, selling out of vendor hotel rooms) is Friday night,
January 31st in the hotel. Vendor information is
available fro m Prescott Kelly, 16 Silver Ridge,
Weston CT 60883, or email with name and
address fo r return packet by mail to
[email protected] or call 203-227-7770
before Wpm Eastern time.
.\tay 16-1 8
Winchester, Virginia
The 2003 North I'S. South Blue Meets Grayevent
will be held in Winchester, Virginia at the Holiday
Inn, 540-667-3300. Rooms are put aside in the
Executive Suiteat 69. per night.When callingfor
reservations, say you are with the 356 Porsche
group and that rooms are reserved in the
Executive Suite. Rooms must be booked by April
15th. Questions?Call MickeyLombardo, 610-7595009 or [email protected].
Sept. 3-7
Asheville, lorth Caro lina
The 356 Registry E;l~t Coast Holiday 2003. Mark
your calendars and visit \\'1vw.356holiday.com for
a registration form or writeJ. Keyser-356 Holiday,
P.O. Box 273, Powell, 011 43065-0273and we will
mail one immediately.
Anaheim, California
February 2
The annual All-Porsche Swap Meet and car show
at Dunkel Bros., 151 5 East Katella in Anaheim.
See registration fo rm below and tickets for
Saturday night's celebration and tribute to
Scooter Patrick. All proceeds willgo to charity.
ome on out on Sunday, February2at 7AM
and enjoy a huge Porsche street and race
car show, a great Porsche-onlyswap meet
and the Dunkel collection. The Peter Dunkel and
Bob Campbell families have established a non-profit
organization, "Car Buffs 4 Kids," as a way to spread
the cheer and goodwill from this event to children's
charities. There is never any charge to attend the
Dunkels and enjoy all the displays and amenities,
and we will now reserve the
display parking and swap
meetspaces for the first 200
pledges to Car Buffs 4 Kids.
Adonation of 20percaror
swap space is suggested,
and we want you to know
that 100% of :111 donations
will godirectlyto charity.
On Saturday night,
February 1 at the
Dunkels, there will also be
a very special gathering and
''Tribute to Scooter Patrick," a great local
Porsche race driver fro mnot that longago. Come on
out and enjoy an evening of vintage bench racing,
Porsche friends, the Dunkel museum, finger food
and goodwill, If you knowScooterand have anyphotos or stories to share, please give us a call.
Approximately 300 seats will be provided, and you
may reserve yours now. Adonation of $40 per person issuggested for this exclusive evening and sponsor tables arealso available.
Toreserve your Sundayspots or Saturday
nite seats, please copy, complete and sign the
pledge form and returnASAP. Do not send money,
C
Globe, Arizona
May 16-18
Join us for the Arizona 356 Outlaws Baja Fiesta
Coronado 525. Conquistador Francisco Coronado
traveled 525 turns in 97 miles in 1540 on horseback defining the ultimate winding road.Just over
400 years later, Dr. l'orsche built the ultimate car
fo r drives in the twistics. Now, the 111'0 meet in the
Baja Fiesta Coronado 525, the drive you'vealways
dreamed of. See the flyer at www,356registry.org
or contact registrar, SteveProctor, [email protected], 520-577-9507 or Jeff Gamble, [[email protected], 520-299-6714.
Taos, New Mexico
October 2-5
356 Registry West Coast Holiday Details in the
next issue. For more information contact the registrars, Joyce and larry 1I00per at 505-296-89 12
or [email protected] Registration form on the
Registry's websiteat www 356registry.org
Mid-October
Oakhu rst, California
Octoberfest at Yosemite. Informal, low key, lastchance- befo re-winter Central CA 356 mountain
meeting. 6 mi. to Bass la ke, 12 mi. to Yosemite
Nat. Park. Magnificent mountain roads with little
traffic. People's Choice concours. Tour to
Mammoth Pool overlook. Brats 'n Beer dinner.
Drive in or drive home through the park. Low end
of season room rates. Info: Lee Whistler at 559
877-8760 or vitaminleets'netptc.net. Comeon up!
please be ready to I)ay withcheck or cash only
at the event. We will confirm pledge hyemail only.
You may also obtain a pledge form and learn more
about the event at www.CarBuffs4Kids.org, or
email [email protected] for a form and
information, or contact Boh Campbell, Voice 661755-6295, Fax 661-263-0431.Please do not contact the Dunkels as they will not be able to
take your information.
The All Porsche Meet at the Dunkels • Anaheim, CA
Saturday evening, February 1 & Sunday, February 2
REGISTRATION FORM ONLY • SEND NO MONEY
Donors Name
_
Address
_
Cily
Zip
State
Phone
Fax
Email
_
# of Sat.Night80015
# of Parking Spols
_
_
Pledge Amount$
_
# of Swap Spots
Signatur e
_
_
NO MONEY, PLEASE • MAIL FORM ONLY to:
Car Buffs 4 Kids , 20964 Canterwood Drive, Santa Clarita , CA 91350
January/February 2003
5
t's the middle of winter, time to go for a
drive. My 356 has been sitting for weeks
now while the old pickup truck gets a
workout. The Porsche is a great car but some
things it doesn't do very well, like haul sheets of
plywood. 2x4s, sure - they can stick out the window (you don't want to know about all the other
strange stuff that car has carried.) Anyway, the
construction is almost over so the green machine
can get some exercise. There's no snow and the
temp is almost above freezing. Perfecto!
Starting is never a problem. The Dellorto
carbs don't seem to drain their float bowls like
Solexes, and the CD ignition always provides
ample fire in the hole. Afew pumps, a few turns
and... varrooom! Off wego.
If I'm just out for a drive to warm up the oil
I like to stop at our little town's General Store. It's
a real live old-fashioned, you-can-buy-almost-anything there sort of place. It was run by Ralph
Malmberg back when Garrison K. lived in town
and was developing his weekly evening radio
show. Yep, it's that Ralph's grocery store and it's
still true: if you can't find it there you can probablyget along without it.
No gaspumps out fron t, they bake their own
bread and cut their own meat. They did put in a
scanner at the checkout counter a few years ago,
butalmost everybody in townhas forgiven themby
now. The onlyother concessions to the times are
two long rows of video tapes and DVDs.
I get back on the road after the obligatory Q
I
Pf fJF
PRO
& A session with the people on the sidewalk:
Gordon Maltby
We don't need no
steenking heaters
InJanuarythere's not much ofa selection in
the produce department, but when the temperature dips you don't need celery. You need donuts
with a hallinch of icing on top. You need eggnog
that has to be spooned outof the carton. You need
Haagen-Dazs and Ben & Jerry's - and a damn
good selection of both, please. And that's justwhat
you get at our little store.
Of course, some might saythat kind offood
will kill you. But in fact, in Minnesota it's the
weather that's trying its best to kill you. That layer
of fat and a warm digestive glow might be your
only salvation if you find yourself off in a ditch
somewhere. Or so I tell myself as I stop in for a
jelly bismarck - cars aren't the only things that
need high-test fuel, you know.
"What kind of car is that? What year is it? What's
that color called? Are those license plates legal?"
(A Porsche 356; 1957; Auratium green; Hell no,
butwho cares.)
The problem with a little cold is that in a
small car, the windows start to fog pretty quickly.
There are two solutions: a.) don't breathe
b.) open the window. The former somehow gets
less and less attractiveas the seconds tick by, so I
crack both windows and a rear vent for a little
cross-refrigeration. It's nothing ifnot bracing, but
at least I can see where I'm going.
Astute readers will at this point ask themselves, "Why doesn't he turn on the heater?" The
truth is, my chassis heater tubes are covered, in
the finest Red Green fashion, with multiple layers
of duct tape. There are no heat cans on the
exhaust pipes. There are no cables to open and
close the flappers. There IS no heat. I figure in
real winter conditions, even if your 356 has a
heater, you don't have heat. If I wanted the effect
of a cocker spaniel breathing on my ankles, I'd
bring a cocker spaniel along. I'd rather take my
Januaryair straight, no warm chaser.
Something about crisp weather makes one
appreciate driving a sports car even more. Don't
ask - I can't explain it. Another effect that's easier
to figure is hownice a shiny car looks against the
drab winter background of gray and brown. With
~ f~ JVU\ j~ Lf.\\
AND
.,
10 THE SUPER STORE FOR YOUR PORSI:HE
Due
T
5
SINCE 1964 - THE BEST SOURCE OF PERFORMANCE. RESTORATION AND MAINTENANCE FOR YOUR PORSCHE@
M
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GfNUlNf
PORSCHf®
D1AlllRf GAUGf
This new, easy to read
professional grade dial tire
gauge comes with the following features: 0-60 PSI
range, Flexible Hose Fitting, Protective Hard Rubber
Molded Onto Gauge, Accurate BourdonType
Mechanism, Solid Brass Movement To Assure Precise Readings,
Push Button Quick Bleed Valve For Quick Pressure Setting,
Protective Chrome Carrying Case.
DIAL TIRE GAUGE
PNA.361.100.02
$34.95 EA
• Smog Legal• Maximum Spark Voltage
Prol-ire'" ignition coils utilize
advanced technology to supply the
energy needed for trouble-free high
performance and high rpm operation.
They are designed to have the quickest rise time along with substantial
energy reserves. Spark voltage is in
excess of 55,000 volts over the entire
rpm range. Proltire' " coilsare the most
potent coilsavailable for the street or racing.
US Patent # D395658
REF.#
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" 'PDRSCHE', 911 ", BDXSTER®, CARRERA", CAYENNE", TARGA®, AND THE PDRSCHE CREST" ARE REGISTERED TRADEMARKS DF PDRSCHE®AG. "
Volume 26. Number 5
a littlesnow inthe mix, an attractive 356 will positively glow. There's noconcours lawn that can set off a 3% like a winter scene. Even the visible exhaust
vapor makes the car seem somehow more alive.
The sounds seem sharper in winter, too. The exhaust note isn't nearly
as muffled bylush greenery, since there isn't any lush greenery. There's less
flex in the tires and the harder road surface, and it's that much easier to go
slip-slidingawayifthat's your idea offun. Whatever settingyour Kanis were
left atis nowa moot
pointsinceold man
winter has twisted
them to the "stiff'
mode.
The corduroy
seat inserts feel nice,
hut the steering
wheel is really cold.
Gloves? Excuse me,
that Derrington
wheel may be a
repro hut it was not
cheap and I'm
gonna get my
money's worth of
fondling out of it.
Even if, at the end of
mydrive, I have to peel myfingers back onebyone. WhichI do, slowly, after
returning home. Gettingout, I wonder if that creakingis the door hinge or
my knee. I close the door (twice - the ruhher seal is stiff) andcover the car,
alreadythinking about the next drive - maybe in April.
GT aluminum mirror
housing, curved
mirror and stand
(R & L side)
as seen on the
Spy der Sports
GT Sp eci al,
$275. ea.
Hand stitched, special German nonstretch leather, SS fasteners . nickel-plated
hardware, exact brass chrome end caps.
Tan. $115. ea.
• Freel On-line Product list featuring
over 65 GT Conversion products!
Now in stock: 356 Roll Bars, GT
backing plates, 5 & 6 louver aluminum deck lid skin, 2 types of GT
mirrors , hood straps , plexiglas GT
• On-line Catalog Covers products
and services for all Spyders, 904, 906. window sets wllogo and GT seats .
Restoration Services Complete Restoration Management and
Services of Porsche 356 GT, 550, 550A, RSK, RS 60/61 . Over 25 year s
experience in the complete restoration of five GT's and twelve Spyders of all
types using the same experienced team of master craftsmen . We also have
an on-site example of each type of Spyder, 904, 906 and 356GT.
Please contact us before do ing any Spyder restoration.
Visit our new website for exciting new products
1-:-- IAiiiiiilJ ~
www.spydersports.corn zea.....1I1lf1r1
iiii;i~G~erman-Made
Brake Sets
Dual Circuit Conversion Kits
Everything you need to make the upgrade!
Protect yourse lf
(and your 356 ) with
the safety of dual circuit
braking .Over 400 kits
sold. For drum or disc
brakes. Easy installation.
175
00
DISC BRAKE $275
S
DRUMBRAKE
ALL ITEMS IN STOCK
Plexiglas sets
5 pc . $425., 7 pc . $485.
GT Alum. Bumper Deco Strips
annealed $150. ea .
718/690 Ring & Pinion
"in stock"
2 liter 904 69213A Billet Cranks
"in stock" $2500.
00
2front and 2rear hoses
for A, B, C
SUPER SPECIAL!
$4800/set
Fiberglass Dash Tops
A& B/C
$19000
Fiberglass
ABumpers
Outstand ing Quality,
Looks like steel!
~;:::::::7ti=::ffi~::1;;;;;;;F!;;;;1I
January/February 2003
7
is the season! Well, actually the holidays are behind usbut " tis the season"
to start thinking about doing maintenance on your 356 in anticipation for spring.
Aside from the normal tune-up and procedures
outlined in the manuals, I thoughtI'd share a few
things which most people seldom check until
there is an obvious problem. Let's start off with
someof the basics, like steering and brakes.
You'd be surprised how many people don't
realize there is a rubber coupler between the
steering shaft and the steering box which deteriorates over time. Do yourself a big favor and
remove the steering inspection plate and have a
look to make sure it is in good shape.
Replacements can be bought at anyone of several
parts vendors who advertise in the Registry.
While you're in there, checkthe steering box oil
(or grease if you've gone that route), and the
steering free play adjustment. If everything is OK,
you'll at least have some piece of mind when
you're acceleratinginto the next set of curves this
spring.
Also, checkthe brake hoses for anysigns of
cracking/swellingand evidenceof rubbingagainst
bodyor suspension components. Do not compromise in this area - replace any damaged hoses or
all if signs of age are detected. I prefer the OEM
type hoses butsome like the braided steel ones.
How about a comfort item? I am amazed at
how many 356s have poorly adjusted heating systems. I find that a properlyadjusted heater system
in a 356 is adequate for most climates (OK,
excluding our snow-bound Minnesota contingency). It's a relativelysimple procedure to adjust
the cables and rods so that the body valves are
bothfullyclosedwhen the heater box flappers are
fullyopen and viceversa. Make sure allthe engine
tin is in place along withthe spark plug grommets
and thatthe thermostat and carb pre-heat flappers
are adjusted. You want to make sure all the air is
directed where it's supposed to go, i.e. either out
the flapper box outlets or into the passengercompartment, not escaping through unwanted ports.
Those with European heating systems just have to
West Coast Holiday 2003
T
Chuck House
worry about thebody valve adjustments-assuming
all components are in place. Spend some time to
properly adjust the heating system and you just
might be amazed at the results. Depending on
what you find, it may even
improve overall engine cooling. For more good information on cooling see Tim
Berardelli's article in this
issue.
Other things which you
might consider checking
include: torsion arm bushings; ground connections including translbody, battery,
headlights, taillights, etc.;
clutch cable and Bowden
tube along with the trans
throttle crank, throttle coupler (for later cars) and
throttle stops. Are you leaving
unutilized
horsepower
because ofa sloppythrottle linkage that isn't fully
opening?This is notallthat uncommon. Also, lube
and adjust all points in the throttle linkage path
and spend some time to make sure it is extra
smooth. This is often a neglected area however
you'll be rewarded and shocked at how much
more responsive your 356 will seem. Fixing a
sticky or stiffaccelerator pedal which isn't opening the carb butterflies fully will absolutely transform the feel of a 356. OK, now that you have
some things to check, it's time to go out to the
garage and get your hands dirty.
Trevor's Hammerworks
Phone
440-953-0501
Fax
440-602-9885
Online at: www.356panels.com
8 Volume 26, Number 5
I'm happy to announce that the 2003 West
Coast Holiday has been awarded and will be held
inTaos,New Mexico. Bill and Suzy Kaltenbachand
the New Mexico group will be the hosts for this
first Registry Holidayin New Mexico. If you don't
alreadyknow, Taos is a great location with breathtaking Southwest scenery and architecture that is
notto bemissed. It is centrallylocatedand should
draw participants from allo ver the US. Tentative
dates are Oct 2-5, 2003 so putit on your calendar
now. Also, don't forget we have the 2003 East
Coast Holiday in Asheville, NorthCarolina on Sept
3-7, 2003. See details in the Events section or on
www.356registry.org.
Here's a photo from Whistler Village during the
Vancouver WCH next to the Convertible Dwhich
Denny Akers was gracious enough to loan me.
Trustee election
Well, the votes are in on the recent Trustee
election and boy was it a squeaker! I'm happy to
say we had the highest voter turnout in history
with over 50% greater ballots cast this election
than last. I'm sure this is in no small part due to
the quality of the ballot choices this year. I've had
numerous comments about how tough it was to
make a choice in this election given the caliber of
all the candidates. After the final vote tally, the
results are that Bob Campbell, Joe Johnson and
Vic Skirmants were all re-elected to a two-year
term as RegistryTrustee.
The margin of difference between third and
fo urth place was on the order of20 votesso don't
ever think that YOUR vote doesn't matter in an
election like this. I'd like to personallythank Mike
Wroughton and Al Zim for stepping up to run for
a Trustee position. Both are incredibly deserving
candidates who have given much to the 356 community over the years and I hope they try again
soon. For the rest ofyou, don't forget about those
winter maintenance items and I hope to see you
on the road soon.
Visit the online
Parts lists!
/., ..:c ----....
('
~
'~lrJ
----------~
:Wlek's
www.stoddard.com
Have you been there today?
Stoddard
Imported Cars ,lnc .
Front Floor Mats
644.551.101.00
644.551.101.06
Tunnel Mat
644.551.111.07
356C
c::: H 5 8 SALE WEEK
~oJF R lE M ][ lE ~~ FEB. 10 -15
~ c:::J ~ 5
DEALER
2002
356
New/Old Stock
Stoddard
Extra 10% off on aII
retail purchases
*some restrictions apply
1-800-342-1414
List price: $59.95
Special Price: $39.95
356 Nose Panel 1/2
..Lft 1/2
..Rt 1/2
..Lft 1/2
..Rt 1/2
NLA.503.011.03
NLA.503.011.04
NLA.503.011.11
NLA.503.011.1 0
..3568
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T5
T5
T6, 356C
T6, 356C
List price: $455.58ea.
Special Price: $375.00ea.
Imported Cars ,lnc .
38845 Mento r Ave.
Willoughby, Ohio 44094
440-951-1040
fax 440-946 -9410
356A, 3568 T5
3568 T6, 356C
List price: $129.75
Special Price: $99.95
Mark Your C HiIIUQ'f):
13 time
(Snap Fasteners Included)
Horn 8utton
(82mm recess)
644.347.821.01,
356, 356A
List price: $85.00
Special Price: $69.95
Flywheel
616.102.201.03
8eehive
Light
(SWF)
ORI.631.009.00,
356, 356A (pre T2)
List price: $85.00
Special Price : $50.00
1600 C/SC
List price: $450.00
Special Price: $350.00
January/February 2003
9
ne of the more popular current modifications to our 356sis to add a fullllow oilsystem. Thisdoes nothingfor
performance, but certainly increases peace-ofmind regarding longevity. Personally, I have always
feltthat fora standard street-driven 356 the factory partial-filtration set-up is sort of adequate,
assuming regular oil changes to dump the major
crud out ofthe system.Of course, fora racecar a
full-flow filtration system is mandatory, but that's
totally differentfrom a street-driven 356.
Anyway, for those 356ers wantinga full-flow
filtration system, the only way to accomplish this
to date was to add an oil pump cover modified to
O
permit the exit ofthe oil from the cover, to the filter, and then back into the timing cover to complete the circulation. This required removal ofthe
.. .. ...
Vic Skinnants
'timing cover for the modifications. Then, of
course, external oil Iincs were required to feed
the filter, and then to return the oil to the timing
cover.
This has all changed, thanks to Ron LaDow
of Precision Matters. Ron has developed an oil
pump cover that has an integral filter and feeds
the oil back into the stock system, within the
pump itself! That's right; no drilling and tapping
into the side of the timing cover to return the oil;
no external oil lines! The only mod required is a
small machined notch in one side of the oil pump
as shown in the photo at left.
Ron's system is simple and very well engineered. This is a filter-only system; an external
cooler cannot be integrated, because there are no
external oil lines! This system is for those desiringa full-flow oil filter. Anyone needing an external oil cooler will have to stay with the old way of
doing things; namely, having the oil exit a special
........
STARn
.......
GOI
oil pnmp cover, then filtering and cooling, then
returning to the left side of the timing cover,
Ron's systemdoes notaccept the mechanical
tach drive system,asit would be costprohibitive if
not impossible to accomplish. This system is not
cheap, but the simplicityand compactness makes
up for it. You can see his ad (Precision Matters)
in this issue of the magazine or for fu rther info,
contact Ron at 415-252-1428, or www.precisionmatters.biz. Email address: [email protected].
•
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The integral full-flow filter is mounted directly
on the oil pump. Afitted heat shield (not
shown) covers the unit.
.
... ....
STOPI
Bursch Racing Header
Front Disc Brake Kit
Deluxe Plug Wires
• Made in Germany
• German TUV-approved
• Retains 5x205mm lugs
• Maximum stopping power!
• No spindle modifications
• Easy installation
only
$29.00
• Beru connectors, 100% silicone jacke t
• Extre-lonq connectors - easy to reach
• Individually numbered - easy to install
•
•
•
•
1 518" diameter tubing for max. h.p.
Street legal with turbo muffler
Includes 90 ' stinger for racing
Eliminates heater boxes
Starting at
$1099.00
for basic kit
Bursch Quiet Street System
Electronic Ignition System
• Eliminates points - better starts
• Retains stock appearance
• Easy to install - no "black box"
• Available for 6 or 12 volt
only
• Street legal with that great Bursch sound!
• More horsepower over the entire RPM range
• Easy installation with 2 yea r factory warranty
$99.00
fits A & B models
As k about free freight for 356 Registry members on Bursch!
VISA - M/C
Classic & Speed Parts • William J . Pringle, prop. • 140 E. Santa Clara St. #15 Arcadia, CA 91006
• • •
10 Volume 26, Number5
• ...
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tel 626 .445.0108 fax 626.445. 7581
~
.
An early 1600 Super engine on
display at the Factory circa 1956.
Photo courtesy Don Fowler.
Have A Happy 2003/
Singing in the Rain
We were singingin the rain on the Colorado
Grand 2002 while going over Independence Pass
at 12,09; feet!
In rain, some sleet and a little snow, our
Speedsterdid just great. We leave the top dO\\11, as
all our friends have topless cars: SC A1fas, Benzs
behind us, etc. The warm fi re at the lodge in
Snowmass felt great. Jim & Pallia Ladwig
Photo courtesy Bob Dunsmore Photography
356 Registry Holiday East * Asheville , North Carolina
September 3-7, 2003
Registration materials are now available!
On the web @ www.356holiday.com
Phone: 800/228-6624
Write: 356 Holiday East, P.O. Box 273,
Powell,OH 43065-0273
January/February 2003
11
here has been a bit of chatter on the
356 internet list about body repair, a
topic dear to my heart, now that the
'51 cabriolet is finally starting to look like a car
again. My first 356A cabriolet was one of the
places where I honed thecraft ofputting polyester
based body filler and fiberglass onto this soon to
beclassic.Hey, thecarcost$325 and1was in high
school; give mea break. I also learned about Tis
with teardrop tail lights and US spec. bumpers,
which had a totally different affect. In any event,
things in the world of body repair have changed
substantially, since the days when Richard Nixon
was President.
In the era when 356s were made, pretty
much all bodywork was done with lead, which
was in reality a lead/tin alloy. This process has
been described elsewhere andwas about the only
option at thetime. It is interesting that the earliest
cars hadcopious amounts around doors andlids,
where the perfectly uniform gaps were literally
carved out oflead, to make up for poorquality of
Reutter's tooling. It was also used to smooth out
welded body seams and to repair damage that
occurred during assembly and testing.
Use of lead, which is difficult to apply and
more even difficult to work was minimized as
stampings and assembly techniques improved. 1
was surprised when visiting the Audi factory in
1992, that lead was still used to smooth out the
area where the windshield post met the top,
though that was the only such use. A very long
T
Brett}ohnson
That Magic"Plastic
work station was allowed for this process along
theassembly line.
My Glaser cabriolet also has areas, such as
the crudely formed hollowed out area behind the
doorhandles, where the imperfections were actually filled with thick layers ofpaint. This questionable practice was likely employed as a time saving
method by the coachbuilder struggling to stay
afloat.
The Original
Lead remained the standard body repair
filler until the 1970s when polyester body fillers
started to make a foothold. It required no heat
source and no special skill or tools. While the old
guard, who grew up using leadquickly dismissed
it, the Joe Rustbuckets by the thousands went
down to thelocal Pep-Boys and picked up a couple of gallons of the stuff and started filling dents
and holes. All you needed was a mixing surface, a
tube ofhardener and a putty knife.
Part of its early reputation was justified. A
new generation of body craftsmen were encouraged to drill holes for better adhesion for thick
applications. In addition, rust holes and other
voids were to be addressed by first inserting
chicken wire or other mesh materials prior to
lathering the surface with filler. Both of these
actions tended to have rather unpleasant consequences in fairly shortorder.
"...rust holes and other voids
were to be addressed by first
inserting chicken wire or other
mesh materials prior to lathering
the surface with filler"
This original type of polyester filler, which
first appeared way back in the 1950s, is still made
and is readily available at auto parts stores everywhere. It is now officially referred to as heavyweight body filler and is made from polyester
resin and talc. Talc gives strength, thickness and
sandability. The shape of the talc particles affect
how difficult it is to sand; round talc easier, flat
talc is harder. It canbe applied to roughedup (or
drilledl) baremetal andalso adheres toitself. It is
not intended to be applied on top ofpaint.
Heavyweight filler is primarily used by professionals for damage repair on fiberglass,
because sanding rateofthetwo substrates is sim-
Photo 1: The crudely formed recess behind the door handle of #5142 used heavy paint application,
rather than lead, to hide imperfections.
Photo 2: Use of the digital applicator....
Photo 3: Dale applying Duraglas on the nose of #5142.
Photo 4: Fiber reinforced filler covers the weld seams and rough areas after metal finishingand
roughing up with 24 grit sandpaper.
Photo 5: Rough shaping of the first layer done withthe same 24 grit sandpaper.
Photos: Jim Hahn
12
Volume 26, Number5
ilar, To be more correct, the sanding rates are
similar between heavyweight filler and the plastic
resin reinforced byfiberglass, used in marine and
automotive applications (like plastic Speedsters,
for example). Its loll' cost and universal availability keeps its questionable heritage and reputation
alive.
Reinforced
A second variety, fiber reinforced fillers,
have short strands of fiberglass along with the
polyester/talc combination. It is mixed and
applied like heavyweight fillers, but has superior
strength. Dale Erdman at Klasse 356, who sculpted #5I42, chose to usc a filler called Duraglas in
areas where the exterior body panels had been
weakened bydeep pitting rust, butdidnot require
replacement.
Metal preparatio n for use of the above filler
consist of using a grinder with 24 grit paper. This
creates small grooves in the steel that helps the
filler adhere, while removing any remaining surface contaminants.
The manufacturer suggests mixing the specified amount of hardener catalyst by using a wiping motion with downward pressure, which
results in elimination of air trapped in the mix-
ture, They also recommend applying thin layers,
again using downward pressure. This helps with
adhesion and air removal. Application should be
made until it is slightly above the level of the surrounding metal.
As itsets upitcan be worked with grater files
and planes, while it is partially hardened. Once
totally cured though, it will need to be sanded.
Dale uses the same very coarse 24 grit paper.
Lightweights
The third type, lightweight body fillers,
appeared about the time I gave up amateur bodywork and went on to higher learning in the midI970s. It is similar to heavyweight fillers, but
much of the talc is replaced by tiny hollow glass
beads. The advantage of these over talc is sandability. lightweight fillers arc not intended to be
applied at a thickness greater than a quarter inch,
but unlike the heavy varieties, theycan be applied
over many painted surfaces as long :L~ they arc
roughed up with sandpaper.
Early lightweight fillers were prone to develop air pockets and pinholes, which did not
become obvious until the surface W:L~ sanded.
More significant though, was reaction to solvents
in primers and top coats causing bleed through
NLA Limited,-
356 Restoration Parts _
Call 0 11 NLA for any neto, reproduction or rebuilt partsfor
your 356. Thirty years experience, world wide reputation.
Featured here are Ilewly introduced engine components to
add power and value.
1720cc Pi ston & Cylinde rs
Aluminum Oil Cooler
Latest and mos t efficient design - Superior U.S.
manufactured unit for al1356 & 912 engines .
Available NOW!
Par t# NLA 103 901 86
• Improved cooling compar ed to
current Porsche or 36hp coolers
used by so me engine builders .
• 45%lighter than origina l steel
units, minimizing possible
engine case cracks.
• Spec ial mounting fasteners for
early and late engine cases.
Available NOW!
Parl# NLA 1070-1 1()()
•
Deep Su m p
& Skid Plate
• SUMP adds 35%capacity& increased cooling.
Beautiful polished aluminum casting.
• SKIDPLATE for vintage racing & off-road rallys.
Easy removal. Matte finish or mirror polish.
Top coat
Afinal type offiller is Polyester glazingputty,
which is used for filling minorimperfections, pinholes and sanding scratches. They have replaced
lacquer and enamel putties, which tended to swell
or crackwhen paint solvents came in contact with
them. These older putties are also incompatible
with today's basecoat/clearcoat paint systems.
It comes in various hardnesses and the one
Dale prefers is a medium hardness product called
Eurosoft # I00408. Usc ofglazingputtyallows less
primer surfacer to be used, so that overall paint
thickness remains minimal and sanding time is
also reduced.
,~
356 POWER
• Quality permanent mold pisto ns. "hype reutectic" 13%
silicon. insu ring stre ngth and thermal control.
• Balanced within 1/2 gram. rings gapped and installed.
• Lightweight offset wrist pin for quiet operati on.
• Cylinders are superior cas tings
finish ed on the latest Sun nen
CNC hone (CK-2I).
type discoloration of the fi nal paint.
Dale used a lightweight filler called Rage for
final shapingover the base coats of the fiber reinforced fill er on my cabriolet. It was developed to
eliminate the two problemareas described above.
Mixing and application of the lightweight
filler is identical to heavyweight counterparts.
Finer grit, though still quite coarse, sandpaper is
used forshaping. Dale's first passes arc done with
40 grit followed by80 to remove the deep sanding
marks.
NeuTek Camshafts
Introducing a new wide range of camshafts for
Porsche 356/9 12. All new billets - not regrinds!
• Cam designs groundexclusively for us by Erson Cams.
• Specific cams available to work with Zenith andSolex
carbs for vintage racing.
• Improved SC/ 912cam for excellent street performance.
• All new.no cores to send. All grinds in stock.
Call for pricing andspecsheets.
Engine Bearings
• A wide selection of Standard and
align bore oversizes. From Std/S td
thru 3rd/3 rd. early and late cranks.
48-Pages
of partsfor
all 356
models
Toll Free Order Line
SOO.43S.Sll9
PO BOX 41030, Reno, NY 89504
775/626.7800 Fax 775/626.1220
January/february 2003 13
t all started on a sunny July day in 1962
in New Canaan, CT, when 1vowed to love
Rosemarie fortherestofmy life, andshe
promised to be faithful to me - as long as I kept
her in Porsches. You canseefrom thepicture that
she took possession without further discussion.
And yes, except for a period of five years in
Singapore, I kept Rosie in Porsches, some slower
I
1
On the first day of their marriage, Rosemarie
poses with the "family car." Below: leaving
Alaska along the Top of the World Highway.
and some faster. Besides her 1965 C coupe, she
enjoys driving her 911 Cabriolet.
In 1962, no interstate highways existed but
that did not keep us from driving our 1960 356B
Roadster across theUSAon our honeymoon to the
West Coast, up to Canada and down to Mexico.
Three weeks later and about 7,500 miles behind
us,wewere back in Easton, PA and I returned to
thedaily work for Porsche-Diesel, Three weeks in
a small car and a smaller tent was just the right
thing for a young couple in love. We didnot need
to test our marriage since wewere busy justgetting to know eachother.
Now, four decades later, we decided we
should celebrate our 40th anniversary by doing
another tripin a 356Porsche anda tent. What better place to gothan Alaska andCanada's Northern
Territories?
Preparing my 1965 SC Cabriolet for this
adventure was fun and took several weeks. Rosie
insisted on a good heating system and reliable
windshield wipers. 1 installed two in-line fans in
the heater ducts, and they worked so well that
even in a snowstorm , Rosie continuously asked
me to turn down the heat. I also installed a 912
wiper motor and it came in very handy when we
experienced heavy rain in the coastal areas of
Alaska and British Columbia.
Loading up the356forsucha tripwas challenging. The front trunkspace was filled up with
spareparts, extra oil and a one and a half gallon
gas can, as well as allthe tools thatI hoped that I
would notneed (Murphy's law). Every little space
behind our seats was filled with luggage, blankets,
hiking boots, rain gear, towels and warm jackets.
Cameras and camcorder, water and snacks found
a place next to theseats andwithin easy reach.
We started our trip from Castle Rock,
9300 miles Northwest:
The Ultimate
Tes
Colorado (south of Denver) on August 25th in
beautiful sunshine and85°. Ofcourse thetopwas
down as we headed north on 1-25 to Wyoming.
Our first stop, the campground in Sheridan, was
nice and clean but the constant truck traffic and
the hourly coal trains kept us awake most of the
night.
The next day we made good time going west
on 1-90 and north on Rt. 89. We enjoyed the "big
sky" of Montana and all the never-ending wheat
fields. The weather certainly cooperated, and we
drove allday with thetopdown.Justbefore getting
to St. Mary at the East Gate of Glacier National
Park, wesawour first black bearbeside thehighway. He wasn't worried about our small car.
The campground in St. Mary was nice and
Rosie cooked steaks while we enjoyed a bottle of
wine. Early next morning therewas a funny dripping sound indicating an early fall in theNorthern
Territories. We were lucky and the rain stopped
shortly after a hearty breakfast at a local cafe. We
crossed Glacier National Park in both directions,
hiked along the summit for a few hours and just
enjoyed the beautiful views when the clouds and
fog lifted quickly. The Rocky Mountain bighorns
are notshy andactually posed forsome good pictures.
Another night at St. Mary's and we were off
on Rt. 6 and Rt. 22 to Calgary. These are small
two-lane highways and very scenic. The weather
god was with us and we certainly enjoyed this
wonderful part of Alberta. After a quick tour
through Calgary, we went on to Banff where we
decided to spend the night in a hotel. The
Travelers Lodge was pricey butniceand a regular
bedsurefelt good. Banff is a neatplace tovisit and
offers lots of things to do, including great restaurants.
After a solid breakfast the next morning, I
found that the Cab needed some attention before
we could go on. During the night a 5' diameter
lake ofgasoline hadformed underthefront ofthe
car. Seeing this, I immediatelythought oftheworst
- a hole in the 37-year-old gas tank, I closed the
shut-offvalve and the dripping stopped. This was
good news! I found a helpful gas station OI\11er
who loaned me a floor jack :U1d ten minutes later
the problem was fixed. All the fucllincs had been
replaced just twoyears agowith the correct fabric
lined hoses, but the two hose clamps under thc
gas tankhad become loose,
After this delay we went on to Lake Louise.
All the pictures we had seen from this picturesque
place did not do it justice; what a setting for a
Kodak moment!
Back at the parking lot I smelled gasoline
again. Nowwhat?This time gaswas dripping in the
back. Aquick check and I found most hose connections loose and somehose-ends cracked. Afte r
15 minutes all were fixed and tight, and they did
notgive me any more grief for the rest of the trip.
I figured that the dry weather in Colorado combined with the vi bration of travellng had caused
this problem,
On we went north on the lcefield Parkway
towards jasper. This stretch offers an incredible
view of mountains, glaciers, lakes, waterfalls and
forests. just seeing all this made the trip worthwhile. This highway is a must for anyone traveling
in the Canadian Rockies. We were lucky, with sunshine all the way.
Unfortunately the luck didn't hold and
camping in the rain in jasper W;L~ no fun , We left
early, packing wet campingequipment and feeling
miserable. On the way out of j asper a huge bull
elk posed on the side of the road which made us
feel better. Once wegot out of the mountains the
sun came out and bythe time we reached Dawson
Creek we felt prettygood. We needed a good bed
anda hotshower, so wedecided on an almost new
Super 8 Motel. Good choice!
We were at the heginning of the Alaskan
llighway with only 1532 miles to Fairbanks. No
bigdeal since we already had driven 2000 miles
justto getto Dawson Creek. The Alaskan Highway
north to Fairbanks is fun to drive in a 356
Not all of the camp mornings were as sunny
and bright as this one at Haines Junction in the
Yukon Territory. Below: On the Icefield Parkway
between Lake Louise and Jasper on the way to
Alaska.
Porsche. We saw big forests, large rivers, beautiful
lakes, great mountains and a good road, except
for about 100 miles of dirt and gravel where they
are building a new stretch. The three days to
Fairbankswere uneventful except for one moment
at the Dixie Lee cafe in FI. Nelson. While we were
having a quick lunch a young, long legged, booted, good-looking lady stepped in and wanted to
know who owned that little red sports car. "Ah,
ah, ah.i.l think I did some damage while I W:L~
backing up," she said. Fortunately the Porsche
gods were with us on this trip and the only d;lI11age was a bent headlight ring. The young ladywas
relieved that her big pickup did not do any more
damage and I was pleased that people still are
honest and don't just drive away when they do
damage to someone else's property.
We stayed at Muncho Lake Lodge and
enjoyed Swiss cuisine :U1d hospitality. What a setting! The lodge is righton Muncho Lake with several seaplanes ready to take you fishing and/or
hunting in the hack-countrywhere they have their
own cabins in the wilderness, We would have
loved to spend a week there :U1d just relax in this
log cabin hotel. However, in spite of rain the next
morning, we had to press on. Denali National
Park :U1d MI. McKinley were waiting.
Watson Lake, with the hundreds of international road signs, \\11itehorse with the semirestored S.S. Klondike on the Yukon river, andTok
are interesting places to visit. That is where the
gold mi ners made history a hundred years ago.
We knewwe would be back on the return trip and
so we just pushed on 11l1l1h. After a quick stop in
Fairbanks to replenish supplies, we continued
south on Highway 3.
We arrived at Denali Park late in the afternoon :U1d booked camping space for two days. As
always, when wecamped, Rosie would cook a full
meal wi th all the trimmings and martinis and wine
just taste so much better in the wilderness. The
threat of bears was always a problem on this trip
so we took good care not to leave any food or
garbageout in the open.
Since Denali National Park is closed to pri-
On the Alaskan Highway near Iok. Alaska.
vate cars, we booked a bus tour to the end of the
park road, Wonder Lake, for the next morning.
The round trip of 170 miles and the eleven hour
bus ride W:L~ definitely worth it, Only ten percent
of all visitors to Denali National Park see 1111.
McKinley - yeah, wedid! What a day! We sawgrizzlies, moose and the many herds of Dall sheep, a
cherished memory
After another night at Denali, we went on to
Anchorage for a stop to do laundry and ;U1 oil
change. Quick Lube tried hard but still spilled a
lot of old oil on the engine. Oh well, the next
5,000 miles burned it all off.
On to Homer at the end of the Kenai
Peninsula, a great place to visit and to spend a
couple of days. While Rosie was trying her luck at
the famous "Fishing Hole" at the Homer Spit, I
fixed a sticking throttle. Yes, this was the only
other problem we experienced on this trip. After
taking the floor board off and squirting a good
amountoflubricanton the pivot pointofthe throttle lever, all was well until we got home. If you
have not lubricated this specifi c pivot point on
your car in the last ten years :U1d you live in humid
climate, do it now. You willbe surprised at the difJanuary/February 2003
15
ference on how your 356 will react to your foot
pressure. You must take the whole pivot linkage
apartfor bestresults.
No, Rosie did not catch a salmon on this
"Hole" in spite ofthem begging to be caught. The
"Silvers" were allbetween24" and 30" and would
have made a great dinner. Maybe next time!
Crossing this beautiful peninsula again, we
stopped in Seward for the night. Seward offers an
interesting marine research institute and an awesome sightof the Exit Glacier. About a 30 minute
hike gets you right into this ice field. We thoroughly enjoyed the visit to Seward and the big
"hotel-ships" docked in the fjord, however, the
356 Registry West Coast Holiday 2002 in
Vancouver on September 19th forced us to start
our way back.
Highway 1 from Anchorage to Tok is a very
beautiful and scenic road. The fall colors were
just right and the moose cow in her little pond
waved at us as we went by. Aweek earlier whenwe
went through Tok, we camped at a very nice
campground with WC and real hot showers. But
this time, the campground was under two inches
ofwater and it was still raining. Aquick decision,
and we stayed at the Discovery Inn B&B. What a
beautiful place to stay!This two-year old loghome
offers the best of the best. Rosie even talked the
owner, Dave Bergstrom, into selling her oneofhis
moose racks. It made a great trophy on the luggage rack of the 356. Forthe next two weeks, we
were the most photographed and "horny" car in
the Northern Territories. We explained it as our
"after market" spoiler.
Despite continuing rain the next morning,
we decided to go up to Dawson City via the very
well maintained Taylor Highway. In Chicken we
lookedatan old dredgefrom thegold miningdays
andthen continued our journey on thegravel/dirt
Top-Of-The-World Highway to Dawson City. Not
long afterwards wehita real northern snowstorm
and five inches of slush on the highway. With the
extra weight ofthemoose rack, theheavily loaded
356 had no problems pushing through. The fall
colors ofthe aspen trees were just incredible and
followed us as we went east and south.
After visiting the area of the historical
16 Volume 26. Number 5
At Stanley Park in Vancouver. Below left: Roland poses with a large moose rack. Below: Acabin in
Dawson City, YukonTerritory. The 356 had to stay outside.
Klondike gold discovery and the actual discovery
claim on Bonanza Creek, we explored Dredge #4.
It is one ofmanyhuge monsters thattook overthe
mining process shortly after gold was discovered
in 1896.
Following the Klondike Highway south we
camped in Carmack next to theYukon River. This
is black bear countryand we saw them rightnext
to the road. It also turned coldthat night and we
hadtoshaketheicicles outoftheinside ofthetent
the next morning. But with the sun shining, we
made good time to Haines Junction via
Whitehorse. 1\vo full-size black bears were in no
hurry to cross the road in front of us and gaveus
a short break.
1\vo weeks earlierit was raining while drivingfrom Whitehorse to HainesJunction. This time
we could see the impressive snowcaps of the
Kluane National Forest and huge glaciers. On an
unscheduled pit stop to take pictures of these
beautiful mountains, we alsocame across a wooden culvert beside the Alaskan Highway. These culverts were handmade in 1942/43 when 28,000
Canadian and US troops built the first version of
the original Alaskan Highwayin just eight months.
The 10' section of the original wooden culvert we
found should bein a museum instead ofbeing half
burrowed in sandand mud.
It was real cold thatnightbutat leastwedid
nothave to breakcamp in therain. The 180 miles
to Haines was a real joy. The view of t~e ~nowcaps
was magnificent and the road was III first class
condition with little traffic. We stopped at the
Chilkat Bald Eagle Preserve to count thebirds, but
gave up soon since there were too many! These
eagles are about twice thesizeofthe oneswe have
in Colorado. Theyfeed sowellon salmon thatthey
have a hard time flying.
We found a beautiful campground outside of
Haines among tall redwood trees and a viewofthe
fjord and snowcaps on the other side of the inlet.
Rosie wentfishing for dinner at theChilkoot River
while I was watching two grizzlies on the other
side of the river catching their dinner, I was able
to get about 25 minutes of video of these two
bears. Rosie caught two salmon and we had a
feast. Next morning while waiting for the fer~ to
take us to Skagway, we saw another set of gnzzly
cubs just playing with the salmon. We got within
20' of them for good close-up pictures but were
worried since we did not see the sow in the surrounding area.
The ferry ride to Skagwaywas only one hour.
Because ofrainwe stayed at theGold Rush Lodge
and enjoyed a warm, comfortable bed. Before
leaving Skagway, we drove to Dyea and stopped at
the beginning of the Chilkoot trail. This is where
the gold rush pioneers of 1898 started their 500
mile trek to DawsonCity. The first obstacle was to
climb the 33 mile long pass to an altitude of
almost 4000'. Not too bad until you realize that
they had to carry 1000 pounds of provision and
tools.
The drive from Skagway to Carcross and on
to Watson Lake was quite scenic in spite of the
rain. Canadian customs on the summit gave us a
hard time about the moose rackbutwe were prepared and had all the necessary papers. The sun
finally appeared and the drive through the mountains with the aspens in their golden colors were
quite incredible.
We broke camp next morning in pouring
rain and after several hot cups of coffee at the
local greasy spoon saloon, we were off south on
Highway37, the Cassiar Highway. This was a long
day driving over 400 miles to Stewart in the rain
and manymiles of dirtroad. The onlymoments of
joy were watching a moose slowlycrossing a river
and several black bears, including a small cub,
crossingthe roadrightin frontof us. The little cub
was aboutthe size ofa basketball andstruggled up
the embankment while a vigilant mother watched
the progress from thc top.
If it weren't for wanting to see the glaciers
ncar Stewart, we would not have stopped there.
However, these glaciers along the road ending in
beautiful lakes and the many waterfalls rushing
dO\\11 the mountains was definitely worthwhile
seeing, even in the min.
During the next three days to vancouver we
drove through constantly changing countryside.
Sometimes we passed beautiful lush meadows full
of cattle and sometimes we drove through deep
canyons with wild streams and then scmi-arid
desert lands. Wc had left the bad road sections
behind us and made good time, Camping in
Prince George andagain in Boston Bar on Canada
Highway # 1 was bearable despite changingweathcr conditions.
On September 19th, right on schedule, we
arrived in Vancouver and enjoyed three days of
hospitality. The 356 Registry Wcst Coast Holiday
was well attendedandwesawsome beautiful cars.
Dave Barnbridge, the host for this event, had a
great connection with the weather gods, and we
sawsunshine all three days and all thc way home
to Colorado.
We took the scenic road from Vancouver to
Denver, which added an extra 150 miles to the
1,500 miles on a direct route. However, dnving
through the northern CascadesofWashington and
south through Idaho was absolutely worth the
extra miles. We stopped and looked at the Moon
Crater National Park in southern Idaho, definitely
an interesting and unique sight.Aftcr two nights of
camping with icicles inside the tent in the morning, we decided to spoil ourselves by staying the
last night in a motel at Rock Springs, WY.
The next day, a quick trip via Cheyenne and
south on 1-25 brought us back home mid-afternoon.Yes, wewere back inColorado and the nice
warmsunshine allowed us to go top down the last
Home again. l eft: The exit glacier near Seward,
on the Kenai penninsula, British Columbia.
day. All in all, we drove 9,377 miles on this trip
and we were gonc 33 days, including the 3-1/2
days of rcst and fun in Vancouver. The confi nemcnt in a small car and a small tentin rain, snow,
ice and sunshine confirmed that our marriage is
still on very solid ground. 1wonder where we will
be going40 years from now?
Yes, we wouldlike to go back to manyof the
special places we visited on this trip. We saw
incredible sights and met wonderful people that
made this trip so special. Doing this in a 37-yearold Porsche was even neater, especially since the
car performedso well. Thanks, Porsche gods, you
gave us the ultimate ann1.':ersary present.
~
We see it over and over...
Parts for our customers that have
been previous ly balanced at
another shop. Holes drilled all over
the place , grind marks on factory
cranks , and worst of all-weights
welded to clutches. Balancing is a
very important step in any engine
project. Don't let some clown do a
balancing act with your precious
parts. Get it done right. Send it
to the "Spin Doctors" at CEo
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Machine Shop
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ENGINEERING
2841 Fulop St.,
Lake Isabella, CA 93240
760-379-3879
760-379-4517 FAX
www.competitioneng.com
January/February 2003
17
~
Part four
By Pat Tobin
Since the first three episodes of this saga have been in print I have had the pleasure of hearing
from some long-lost racing friends. Among them are the Kirby brothers - Walt and Bob. Just kidding; they aren't related. Walt was a fast Morgan driver with whom I shared some good races. He is
alive and well in Idaho, and contributed this fine picture of the starting grid at Pomona June 19,
1965. I was delighted to learn that "Uncle" Bob Kirby isstill racing Porsches after only 46 years!
Having begun in the mid-'50s, his must certainly be the longest career as a race driver. Avery brief
recap of his career appears in a side bar. And top Speedster driver of the early '60s Davey Jordan
contributed valuable information. Now, let's return to 1966.
Right: Retired race car on
vacation in my home town
of Ponca City, Oklahoma,
1983. The three legs visible on my cocker Burly
wereall that he had!
18 Volume 26. Number 5
ear dragged by since the crash
and fire at Willow. I rebuilt the
ngine using new C heads, carefully and conservatively ported. I simply
needed new heads; little did I know what a
dramatic improvement in power the new
head design would make compared with my
original BSuper heads. The new engine was
great but little had been done to repair the
body.
Then a six hour enduro race was
announced for Riverside in July '66. 1\vo
drivers per car were mandatory. The enduro
did not give national points, so few of the
drivers in national pointscontention chose to
expose their engines to six hours of racing,
which might jeopardize theirchances in later
national points events. Bob Kirby was willing
to risk hiscar ifwecould usemy engine, so
I was fortunate to be co-driving with one of
the best, running my fresh engine in Kirby's
racing Speedster "Fred."
In addition to the new C heads and
Forgedtrue racing pistons, my rebuilt engine
had a much-improved cam profile from
Racer Brown which I had installed before
Santa Barbara in May. With the engine
installed in Fred, we put the car on Roger
Bursch's dyno . It was cranking out the
ponies, so much so that the 200 mrn clutch
was slipping a little, and we couldn't get an
accurate power reading. Thatwas significant
- the same clutch had always been able to
hold theprevious engine. Clutch replacement
includedthe flywheel. By then time was short
and we didn't get another chance to put the
car on the dyno, but I knew what I wanted to
know: the engine was puttingit out.
Hi-tech communication
CB radio was in its infancy in '66, and we
decided itwould bea neat ideato have radio communication with our pit during a long race which
would include pit stops. With the assistance of
Yoshi andBob, "the rollingStones," a POC couple
who were into CB, we equipped the car. I cut a
round hole for the antenna in the flat part of
theleft front fendernear thewindshield post.
Bob haslikelynever forgiven me for cutting a
hole in Fred, which had just been cherried
out and treated to a gorgeousnew black lacquer job. Alarge 12volt dry cell batterywas
strapped to the floor behind the seat. There
were no helmet-mounted mic's easily available to the CB crowd in those days, so we
used an ordinary "10-4, good buddy" hand
mic clipped to the bottom ofthe dash. I knew
that we could not hear a loudspeaker. Bob
and I both wore Bell "shorty" helmets with
soft flaps over the cars. I split a pair of old
military headphones and Yoshi Stone sewed
one into the ear flap ofeach helmet.With our helmets on, it looked as if Bob and I had serious
growthson the rightside of our heads. I got a very
strange look from the starter :L~ I awaited the signal to enter the course forpractice. But it worked.
To the hest of my knowledge, this race inJuly '66
was the first use of 2-way radio in a race car.
There may have been others around the country
who were doing it also, but I had not heard of it.
The race was to use a Le Mans start, in which
the cars are angle-parked along one side of the
track and the drivers are lined up on the other
side.When the gun sounds, the drivers run across
the track, jump in the cars, fire them up (hopefully) and take off racing. Although a small advantage at the start makes no real difference in a sixhour race, I had decided I wanted to be first away
just for the principle of it.
I organized several friends into a timing
team and pitcrew along with much help by Bob's
friend Warren Dennis. It was decided that I would
drive the first of four shifts (two for each driver);
I wanted Bob in the "clean-up" position to give us
the best possible finish. The race W:L~ open to all
production classes, from bugeye Sprites in II production to ground-thumping Corvettes, Cobras
and such. It wasn't realistic to think that wecould
win overall unless all the big V8 cars DNF'd, butif
it was wo rth doing at all, it was worth our best
efforts.
Unlike the starts at the real Le Mans, at this
race a club observer would be positionedat each
car to make sure that the driver fully buckled up
before leaving. So in the driveway I practiced
jumping in the car and getting buckled up, shoulder and lap belts, in record time. I even considered adding a foot-operated starter switch. The
ignition switch could be left ON with the engine
positioned so that the points were open. Just hitting the starter switch with one foot would allow
me to start the enginewhileI W:L~ buckling up. But
I didn't get quite that far.
Aslow start
On race day, the performance of the engine
in practice was very disappointing. My best practice times were around I :55; too slow. What had
happened to all the power we saw on Hoger's
dyno?I was heart-sick after all this effo rt we hada
slow car. As a last resort I decided to puta timing
light on it, even though the timing had been
adjusted on the d~11 0 . The timing was retarded! It
wasn't showingthe max, advanceit should have by
five to ten degrees! I reset the timing to my best
guesstimate ofwhat it should be and the car took
off like a scared jackrabbit. Bob went out and
qualified at I:49.8. He said that the engine was at
least as fast as anyof his had ever been. With one
lapof practice left, I went out and turneda 1:50.5.
At that pointin history, I :50 W:L~ definitelythe fast
way around Riverside for an EP Porsche. We were
scratching our heads, butcompetitive.
The CB base station antenna was in place on
top of Warren's motor home, the drilled, crack
timing team was in place, the car W:L~ running
great; we were loaded for bear. Then carne the Le
headJuly desert sun for 45 minutes! The lap belt
didn't want to come together by about two inches
due to the shoulder belts being shorter byone full
twist. Without gloves, the pain of pushing hard on
that hot metal buckle, trying to force the halves
Mans start and we did a scene from Laurel and
Hardy
The LeMans start was staged along
Riverside's long straight. The cars were parked
along one edge of the track and the drivers were
lined up along the other. Myshoulder straps were
crossed in a certain way and laid acrossthe back
ofthe passenger seat so thatwhen I putthemover
my head from the right side theywould uncross. I
had worked out the routine in countless practice
runs at home. There had been no need to explain
the routine to Bob, since I W:L~ the designated
startingdriver.
At the last moment, with me and the other
drivers across the track from our steeds, there
was a change of plans announced on the I'.A. In
addition to the clubobserver, theyhad decided to
allow an assistant at each car to help with the
buckling-up routine. From across the track I saw
Bob approach our car, and was horrified to see
him uncrossing the shoulder straps, because in
doing so he was going the wrong direction which
puta full turn twist in them behind the seat!
Then the gun sounded. I bolted for the car,
jumped in and began wrestlingwith Bob over the
shoulder straps. I was trying to get them untwisted that full turn while he, seeing that the ends
were properlyoriented, kept trying to force them
down over myshoulders. All around us cars were
starting and driving away. Unable to explain the
situation to Bob in the heat of the moment, fin ally
I gave up and decided I could live with the belts
being too tight.
When I began trying to buckle it all together
I got another surprise. I had failed to take into
account that the metal buckle of the aircraft lap
belt would have been setting in the direct over-
Atypical Riverside scene. Entering turn 6 at a 3hour Enduro prior to the los Angeles Times Grand
Prix, 1961. Ed Barker in a class DSuper-90
Roadster chased by Scooter Patrick in Elgin
Holmes's Carrera GT. Car 116 was not listed in
the program; it might be George Follmer. chased
by Ken Miles in the Sunbeam. Turn six is now a
mini-mall shopping area. Dave Friedman photo.
together, brought tears to my eyes. FinallyI got it
latched, started the car and motored off. But I was
dead last by a big margin, except for a couple of
cars which wouldn't start. Ourpitcrew, across the
course ncar start/fi nish, and Rita and the kids,
watching from outside the esses, wondered what
hadbecome ofthe black Porsche which was going
to be first away.
But then it was great fun for a while. The car
was honkin' and so W:L~ I, sometimes passing two
and even three slowcars in a single long turnsuch
as the turn 9 sweeper. It felt great to be racing
again after a year. Then I encountered a problem.
This time it wasn't an Elva, but a Lotus Elan. The
Elan was in a higher class and faster than the
Porsche, but this one was obviously piloted byan
inexperienced driver, Ile was slow through the
turns but when I passed him he just blew my
doors offdown the next straight. After a couple of
laps this became tedious, and I didn't want to
spend the remainder of my shift trading places
with this guy. What to do?
I formulated a plan. I figured that if I could
pass him just at the entrance to a long series of
turns, I might, just might, be able to build up
enough lead that he wouldn't be able to catch me
on the long straight.The longest series of turns at
Riverside began with turn I, up through the esses
January/February 2003
19
and around turn6. Then there was a short straight
between 6 and 7, and after 7A there was the long
straight followed byturn 9. (Iurn 8 was nolonger
used, replaced by 7A.) The problem was, turn 1
was preceded by the short SF (start-finish)
straight. So there was no point in passing him
again in turn 9 - he would just drive around me on
the S-Fstraight.
Next time 1didn't attempt to pass him inturn
9 butfollowed him around, even dropped back a
biton the SF straight, loadingthe slingshot. just as
:'.;:~:':~:::'::"
§!( \I
~
Riverside Int'l Raceway 2.6 mile short course
::::. I.:.: :::. :~:.:::: :_: ::· · ·· · · ·· · ·· ·· · · " · "
- •• ;::: •••• 1 ••
I .
5450
:·.· ::·.· .·: :·.·l~~~:~II)lr{
!!·.·.::::.i::i:::::·::::::::::::::::···
~
..!. ~."~------_"~.
o
o
was taking place. When the crew got there with a
few tools, 1 popped a valve cover and had someone hit the starter. No valves moved. The cam
drive was broken, and thatwas theendofmyrace,
and racingcareer.
The question naturally arose whether, having
come upthroughthe pack from dead lastto 5th in
19 laps, 1was pushing the engine too hard. 1had
not; my lap times were around 1:54, comfortably
slower than our qualifying speed. And I left plenty
ofroom at thetopofthetach.
1.. ...... ·· 1500·.. · .... • .. 1 · ·· ·
. . .. . 1
1500
.
•• 1.. •••
-o
... .v
he slowed for turn 1, I floored it. As he touched
the apex on the fast line, I was tiptoeing around
him on the outside. And let me tell you that was
scary up on the non-cambered part of the turn,
inches from the metal barrier which I hadtried a
piece of in my very first race. Bob would have had
a stroke had he seen me doing that in Fred with
the new lacquer paint job. But it worked and I
stayed off the railing this time. On the very short
straight between 1 and 2 I looked ina mirror and
saw the nose of the Elan rise and tremble with
rage, under heavy acceleration. Bythe entrance to
turn 2 he was right upmytail pipe. But he slowed
forturn 2 and I didn't, and thus the tale was told.
By the end of the long straight he had almost
caught me again, butI built up enough distance in
turn 9 to keep him from catching me on the SF
straight. By the time I was in the esses again he
haddisappeared from mymirrors and I never saw
him again. Mission accomplished. Afterwards I
heard that an Elan had flipped later in the race. I
don't think there were any others, so it was probably that poor guy. Fortunately, I don't think he
was injured. There's a lesson there about starting
to racewith more car than you can handle.
Out with awhimper
Then I began making up lost time, occasionally taking time down the long straight to pick up
the mic and tell the crew everythingwas fine. But
itwasn't to be. At the 37minutepointI hadworked
up to 5th, behind four much faster ground
thumpers. Then, on the SF straight, theenginequit
clean. I pulled off course to the right and radioed
the crew that I was dead in the water just before
turn 1. Turning the engine with the starter gave a
steady sound that indicated that no compression
20
Volume 26. Number 5
Later inspection revealedthat a few teeth had
stripped on the large timing gear. Then, probably,
a couple of teeth hit nose-to-nose and the force
broke off the flanged end of the camshaft.
Foolishly, I had allowed my machinist to cut a
groove down the center of the teeth of the large
timing gear. This was supposed to reduce the tendency ofthe timing gears to actas an oil pump at
high revs and throw oil out the filler vent, which
had sometimes been a problem in 356 race cars.
But I had the new, high oil filler box of the C
engines, and had never experienced oilloss. Why
I let him do that I will never know; it almost certainly weakened the teeth leading to eventual
breakage. It proves the old maxim: if it ain't
broke, don't fix it.
I had 37 minutes of good fun, butfelt terrible for Bob, who never got to drive in the race,
and for the crew who had worked so hard. I
would have enjoyed seeing what Bob could do
against the big cars. Had the engineheldtogether,
given Bob's expertise, I think we could have fi nished very well indeed. As most readers already
know, Bob Kirby continued his long and sterling
racing careerfor manyyears more.
MondaymorningI was onthe phone reading
the riot act to Roger Bursch. The timing had been
set by one ofhis men, on his dyno, and was seriously retarded when I checked it at the track.
Roger was puzzled and, I must, say, a perfect gentleman even when confronted with my somewhat
agitated complaint.
When I put down the phone and disengaged
the mouth, thebrain began working. Half an hour
later I was back on the phone with Roger. I had
figured it out.When I replaced the flywheel, I had
failed to check the crank end play. I hate to admit
it, but I just forgot to. I had installed a Super-90
flywheel which has a slightly shorter end-play
"nose," requiring a thicker shim. Too much end
play can retard the timing because of the way the
distributor is driven from a gear on the crankshaft. I levered the crankpulley in and out. Click
clack - a LOT of end play. I apologized to Roger,
we had a good laugh about it and remained the
best offriends. Now, there's a real gentleman.
Epilogue
By the running of the Enduro, our marriage
was crumbling; that's why Rita insisted that she
and the kids watch from thespectator area, which
was sad forus all.Six months later we parted.The
stories of racing ruining marriages are legion;
ours was oneof the veryfewwhich had been held
together, at least in part, by racing.
Although I was living separately, we
remained vel)' close as a family. I was with them
every weekend, maintaining Rita's new VW
Fastback and her new house, enjoying an occasional homecooked meal andlots offamily togetherness. The kids and I enjoyed many activities,
with Rita included when she chose to be. I was
dating during the week, but weekend days and
evenings always belonged to the family. Many
times Rita and I talked into the wee hours after the
kids were in bed, as we had always done, before I
went home. Rita became a programmer, finished
her degree and began to enjoy some of the personal fulfillment she had yearned for as "just" a
wifeand mother.
When janice was approaching driving age I
gave her the world's most thorough driver training, which extended over several months in my
newBMW 2002. (I didn't caremuch for the early,
short-wheelbase, slab-sided 91Is, and couldn't
afford one anyhow with alimony and child support.) She has repaid our efforts by never having
an accident in 29 years ofdriving.
I hadn't sold the Speedster, having turned
down "$1,000 as is," a ridiculous offer even in
those days. It languished seven years in a rented
storage garage. In the early '70s we hauled it out
to their garage, restored the engine and transaxle
to stock and began to enjoy it once again on the
street.Whentheenginewas completed, I started it
on the stand to make sure everythingwas OK. As I
flipped it over with a ratchet-handle socket
wrench on the pulley nut, I had teenaged janice
hold the throttle linkage open a little. Even though
there was a muffler on theengine, it caughtwith a
mighty roar that sent terrified jan running for
cover. I asked her, "Well, what did you expect,
putty-putty?" The first night we had the car ready
to go, jan, Brian and I jumped in with dog Buffy
and drove directly to the nearby Pomona fairgrounds, a sentimental tripwhichreturned thecar
to thescene ofitswinssomeeight years previous.
Later, janice occasionally drove the Speedster to
college for stretches of a few weeks, where it
became a star among her friends. One time a girl
friend ofJan's threw herself over thecar, protecting it with her own body when another car
attempted to parkdangerously close at a drive in.
That's thekind ofprestige theSpeedsterhadat the
University of the Pacific. At other times Jan drove
the Ford Wagon which had been our family/tow
car. Finally she got her wheels of choice - a V\V
van.
When Brian reached driving age he, too,
enjoyed theSpeedsteroccasionally. Then the racetired crank broke and the car was laid up again
until Jancame to live with me fora couple ofyears
and we installed a Porsche industrial engine,
equipping it with Zeniths and 356 distributor.
Onlythe deliberately-weak industrial valve springs
were replaced, with the C version. With stock
industrial low compression and spark advanced
slightly to compensate, as it should be onany lowcompression engine, that is the sweetest,
smoothest, coolest-running 356 engine I have
ever driven. Power is about equivalent to a C.
When I drove the Speedsterto Oklahoma on vacation during the55 mph days, after 1,500care-free
miles, I got a ticket for80 just as I reached the city
limits. Almost home free. I wish the officer had
asked, "Whaddya think this is, a race car?"
Rita remarried after fifteenyears. At theend
rom the ridiculous to thesublime- from
my briefracing career ofone year to perhaps the longest ever in SCCA competition. Bob
Kirby began in a Speedster in 1956 and-you'd
better sit down for this-he's still racing a
Porsche!
Around 1960 Bob stepped up to a Carrera
GT. But one of the most questionable SCCA rules
changes of all time put Carreras in with the
Corvettes, thesame fate that befell "KingCarrera"
BruceJennings in the East. After a couple ofseasons Bob converted the Carrera to a pushrod
Speedster, replaced the GT aluminum parts such
as doorandhood panels with stock steel ones and
piloted "Fred" in E Production for more than a
de
. In themid-'70s e switch d to a 2.0914.
F
of'91, Brian, a bright, sensitive, husky youngman
in the prime of life, died of cardio myopathy, a
heart disease which usually afflicts only theaged.
He was 31. He left his son, Brian James, for us to
remember him by. At theend of'98 I found Vickie,
the daughter I had never met. Her mother and I
had parted and Vickie and twin brother Rickie
were born in Dallas. Sadly, I learned that Rickie
haddied ina tragic swimming pool accidentwhen
thetwins were barely6. I have hadtough luckwith
"I got a ticket for 80 just as I reached
the city limits, Almost home free. I wish
the officer had asked,
"Whaddya think this is, a race car?"
sons, but my daughters are the greatest. Even
though Vickie and I didn't meet until she was 31,
she is so very much like me and my side of the
family. In June '02 I was proud and honored to
escort her up the aisle at her wedding in San
Antonio.
I never had a strong desire to race again.
Racing, to me, had never been a matter of
urgency; I didn 't live for it as some did. Nor didI
feel that racing was related in any way to testosterone. I had a lotoffun and enjoyed it almost as
an art form . Stirling Moss has written that, among
Areal "endurance" racer:
Bob Kirby
In 1963 the SCCA National Runoff series
began. Each year, the top finishers in each class
from each division come together to have it out
once and for all and determine the national class
champions, When Bob competes in the 2003
runoffs, he will have run in each and every one
since the original 40 years prior, except for just
one missed. He brought home the E Production
National Championship in '84.
Endurance racing is a horse of another
color, requiring an additional layer ofspecial talents. Bob hasexcelled inthis arenatoo. In '67and
the arts, racing is most akin to ballet. The timing,
the precision, above all, the balance.
I had progressedfrom beginner towinner in
a year. Many have done it quicker, butformethat
was OK. I hadaccomplished what I set outto do I had proven that I could learn to do it and do it
well, and that was enough. I was by no stretch of
the imaginationa major player in the SCCA racing
sceneinthemid '60s, butI had a year ofgreat fun,
and thefamily enjoyed it as much as I did. By the
time of the back-to-hack wins at Pomona with a
slightlysick engine, my I:50.5 at Riversidein one
practice lap with the new engine and the banzai
runupthrough theenduro pack after a year ofnot
driving, I felt I had graduated and could be very
competitive in the national points race. But it was
notto be. Sure, ifsomeone offered me a prepared
car even now, I would jump in and be off in a
flash, but racing is no longer worth the life-consuming time, effort and expense. My hat is off in
admiration of the many who have kept the 356
competitive in SCCA and vintage racing, well into
the model's 30th and40th years.
I hope that you have enjoyed riding along
with me. I have told the storywith honesty - admitting my mistakes and failures, and taking credit
for my successes. I have tried to stress the entertaining, or at least interesting parts. Most of all, I
hope that you have found mytale worth thetelling.
'68 he and co-driver Alan Johnson made history
by winning the Grand Touring class at the 12
Hours ofSebring in a dead-stock 911S. These victories, along with strong showings at Daytona,
caught the eye of the Porsche factory racing
organization, whose endorsement gained Bob a
coveted invitation to compete at the big daddy of
endurance races, the 24 hours of Le Mans in
1977. The Porsche 935 twin-turbo Kremer K3
could do 200 mph-plus down the Mulsanne
straight and 0-100-0in eight seconds flat; the stuff
most ofus onlydream about. With co-driversJohn
Hotchkis and Dennis Aase, they finished 16th
after two hours inthepits fora transmissionproblem. The team competed four years in a row with
various co-drivers; in '79 Bob andJohn Hotchkis
finished 10th (out of 55 starters) in a fieldwhere
most cars used at least three drivers, very creditable also inview ofthe all-starLe Mans lineupof
pro drivers andlarge-displacement factorycars.
In response to my request for a summaryof
his long career, Bob added: "But to me, the good
old days are still the Speedster days, when there
were so many of them that they had a separate
class for Porsche Speedsters at theSanta Barbara
Road Races. I still have Fred who has been
restored to absolutelycherrycondition."
I feel very honored to have been, briefly, a
racing buddy of this outstanding,timeless, worldclass Porsche racing driver.
January/February 2003
21
The Speedster 50th Anniversary Event
By Bruce Sweetman
IiE~~~.-:;._iew with R. Stephen Heinrichs,
Event Organizer
teve Heinrichs has owned Porsches
since 1971 when he picked up his 911T
at the factory. He and his wife Dorothv
have participated in several concours everns
where they have shown a 1959 Carrera cabriolet
and other 356s. Their Speedster prototype
#80003 won its class at Pebble Beach in 1998.
Recently, we sat down with Steve to talk about his
next big project.
S
Bruce Sweetm an. We understand you're
putting on a Speedster 50th Anniversary event.
When and where will this event take place?
Steve Heinrichs. It is going to be the
weekend ofJune 25-27, 2004, and will be held in
what wethink is one of the most beautiful places
in theworld - the Monterey, CarnICI Valley, Pebble
Beach area ofCalifornia.
BS. Thiswill be the 50th Anniversary of the
birth of the Speedster, correct?
SU. That's correct. It's actually within one
week of when the first Speedster was created in
June of 1954. The fifties were a very special time
forAmericaand the world. We will celebrate that
as well.
BS. We understand you're also including
America Roadsters and Convertible Ds in this
event. Couldyou explain why?
SU. The America Roadster, the Speedster,
and the Convertible 0 really span that period of
the fifties. The America Roadster - more properly
called theAluminumSport Roadster - was built in
verylimited production in thespring of'52. Itwas
the predecessor oftheSpeedsterwhich debutedin
June of '54. They shared the same type number,
Type 540. The Convertible 0, which was introduced in 1959, was really an extension of the
Speedster line. So, we're covering the fifties, and
we're covering a car that we believe really made
much of Porsche's success in the United States
possible.
22
Volume 26. Number 5
S. So, the event will celebrate the
Speedster, the America Roadster and
the Convertible D. Do you have
to have one of these
cars to attend?
SU. No. There
"ill be threelevels ofregistration. One packageand this will be limited to
around 350 cars-will be for those
folks who bring one of those three cars. Some
people in this group "ill bring multiple cars. Next,
there will be the Porsche Corral package. Itwillbe
mostly 356owners, though other Porsche owners
are welcome. A third package will be for those
who can't bring their car, or simplywant to attend
the event. In total, we're expectingto have around
2,000 participants fro m around the world.
BS. Will there be a concours at this event?
SU. No, there will not. What we're reallytrying to focus on is having a lot of fun, exchanging
information and sharing the cars with one another and those who are interested. No one " ill have
to prep their car for competition. We just want to
enjoythe time and the event.
BS. What activities do you have planned?
SU. We will have parties Friday evening for
thevarious groups. Some very rare cars willbe on
display. Saturday will feature a wonderful driving
tour, which will include the old Pebble Beach
Races course. All cars will gather Saturday afternoon and we will have a huge party Saturday
evening with very big surprise entertainment. The
Goodie Store will be open throughout the event,
and there will be a literature and parts sale/swap.
Aspecial Sundaymorning is also being planned.
BS. We understand there will be some significant cars there.
SU. Tinsis one ofthe more exciting parts of
the 50th Anniversary celebration. We expect most
of the eleven survivingAmerica Roadsters to be in
attendance. All of the Speedster prototypes - the
four regular and the two Carrera prototypes will
be there. The last two Speedsters made will be
there, as will the prototype Convertible D. So this
is quite a gatheringof these wonderful cars.
BS. Is it true that some of these cars have
never been shown?
SU. Several oftheAmerica Roadsters haven't
been seen in many, many years. Most of the prototypes have not been seen before.
BS. This sounds like a huge undertaking.
Whatinspired you to put on this amazing event?
SU. It is a big challenge, but I am a big fan
of the Speedster and I think this is a very importantcar for Porsche. I reallystarted thinkingabout
it at the Porsche (company's) 50th anniversary
here on the Monterey Peninsula in 1998, and I
started activelyplanning at the end of 2000. We've
gotten an amazingamountof interest andsupport
from clubs and various Porsche organizations,
and theevent has gained tremendous momentum.
A lot of people are volunteering for different
aspectsofitandwe're certainlygoingto needa lot
more volunteers.
BS. Therewillbe international participation?
SU. Absolutely. We're reallypleased with the
international support we've received. The 356
International Organization and Fred Hampton in
London have been veryhelpful. We expect to have
cars from England, the European continent,
Australia, and Asia.
BS. Is there a charity associated with the
event?
SU. There is - one that we're veryproudof:
The Boys and Girls Club ofMontereyCounty. They
do wonderful work here in the area. Aportion of
everyone's registration fee will be going to the
charity, there will be a Sponsors' Dinner, and we'll
be looking to corporate sponsorships as well.
BS. When will registration open for the
Speedster 50th Anniversary Event?
SU. Registration willbe kicked off at the 356
International Meeting in Brighton, England on
May 29. We'll show our pre-event video and distribute copies to clubs worldwide. Registration
will open at that time as first come, first serve.
BS. How can we find out more about the
event?
SU. You can checkour website, wwwspeedster50thanniversary.com. As we update it you will
see the schedule of events, the venues, and information about our charity If you have a Speedster,
a Convertible 0 , or an America Roadsterwehope
you " ill go to the 'First Time Respondents' screen
and fill out a little form about you and your car.
We treat that information very, veryconfidentially,
and it will enable us to send out information to
that exclusive mailing list about what's going 011.
While it's not a registration commitment, it will
enable us to gauge interest.
BS. Is there anythingyou would like to add?
SU. We're delightedto give an earlyoverview
ofthe event to the 356 Registry, and wehope we'll
be able to come back and do this again. Thisreally is an era of50th anniversaries. 2002 was Austin
Healy, 2003 is the the Corvette, and 2005 marks
the Thunderbird's 50th. It just seemed to us that
we couldn't let the 50th anniversary of one of
Porsche's most famous and important cars go by
without a heck of a party. And that's what we're
going to have, one heck of a party.
~
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January/February 2003 23
W
len new, Cabswere so expensive (at
about 10% over the standard
Coupe), they were a tough sell.
Today, they cost the most to restore yet generally
do not bring the big dollars we see for the
Speedster/Conv DlRoadster cars. But Cabs have
their believers-people who like roll-up windows, a weather proof top and extra room in the
rear seats. Cabs also appeal to 356 owners who
want the top down joys without enduring the
hardships or expenseofthe chrome-framed open
cars. Being somewhat less the "flavor of the
month" among non-Porsche collectors makes
Cabs less subject to the fun-away enthusiasms of
two competing bidders at auction. This selection
includes decent cars selling in the low $30,000
price level, and none that went too far above
$45,000.
Jim Schrager
A, B, and CCabriolets
The final ACab looks to be a far better car
than our auction veteran above, this one Silver
Metallic with red guts, presented by BarrettJackson at their Petersen Museum Auction, 14
but done to amateur standards-which is fine
with me-heck 1amasamateur as the next guybut this approach doesn't sell well at auction. It
was bid to $25,000 and declared not sold.
Next up is another Signal Redlblack 1960
Cabriolet, presented at the G. Potter King auction
in Atlantic City, 21 February 2002. This one was
fitted with a smaller diameter Nardi steering
wheel, an unoriginal cassette player in the dash,
VW repro 5.5" chrome wheels and Super hubcaps. Hey, wait a minute, we've seen this car
before. Yes, it is the same car as the one at Fort
Lauderdale a month earlier, with exactly 2 miles
more on the odometer. This time it had gaspouring out ofthe right carb, and was stillas messy as
before. Except it sold this time, for $30,488. Not
my favori te car, but a cheap way to let some sunshine in this spring.
~
Aseries
First up is a very pretty1957 Super Cabriolet
in Silver Metallic with a red leather interior, presented by Christie's in London at the Nine Elms
auction, 4 December 2001. This was an especially rare car, as it was a right hand drive version
from new. It was also quite pretty, as the paint had
the proper size (tiny) metallic particles and the
bodywas quite straight with good gaps. Originally
supplied to Hong Kong, this A Cab had correct
original chromewheels and baby moon hubcaps,
lowEuro bumper guards, a correct Ivorysteering
wheel and a Speedster side stripe. Although not
perfect, this car looked like an original car that
had simply been well cared for. It sold for
H6 ,718, big money for an ACab but in the right
range for an unusual car in such decent condition.
Next up is a 1959 ACab, a car wehave seen
twice before. First it sold at Barrett-Jackson in
2001 for $38,000 (which 1 felt was big money),
then at Kruse Auburn later that year for $28,090
(a fair price, but no great bargain in myopinion).
Now it shows up at RM in Phoenix, 18 January
2002. This car has never failed to leave me cold,
first perhaps because ofthe color, which is a light
greenish version of Heron Gray. The black leather
interior is acceptable, butthe panel fits are simply
ok. Supposedlya Super engine, unclear about the
originality of the drivetrain or the color. Low Euro
overriders, VW repro 5.5" chrome wheels, super
hubcaps. It sold in Phoenix thistime for $34, 100.
1wonder if we willcontinue to seethis one traipsing around the auction calendar in 2003?
24
Volume 26. Number 5
June 2002. The car was equipped with a Speedster
side stripe, USA bumper overriders, proper steel
wheels with Super hubcaps, and while not mint,
was in very nice shape. The side stripe is a nice
option on the Cabs, as it visually stretches out the
profile. Unusually, this car was driven to the auctionfroma neighboringstate, rather than trucked.
It sold for $38,610and seemed a very nice wayto
enjoy an open 356 at a most reasonable price.
BCabriolets
We have four T-5 B Cabs,in all kinds of different price ranges. First up is a 1960, Signal Red
with a black leather interior, offered at the Kruse
We don't see enough rats at auction. 1don't
mean in the audience, there are plenty there. 1
mean across the podium. Auctions attract garage
queens, not the builders 1like to find. But here's
an exception: It's a 1961 Aetna Blue Cabriolet,
with a blackinterior. This onecame complete with
a rollbar and shiny paint, but was missing its
bumpers, rocker decos andforsomestrange reason, the upper horn grilles. Not that the horn
grilles are expensive or hard to replace, but it had
the lower horn grilles nicely in place. VW repro
5.5" chromewheels, butfor that extra racytouch,
no hubcaps. Also, just to save weight, no soft top
either. Hey, it's a race car, who needs a top anyway? Lots of pitting on all the chrome. A very
sporty looking ride, but that "partially finished"
feelingseemed to leave most bidders cold. It was
bid to $12,500 and declared not sold at the
McCormick auction in Palm Springs, November
17, 2001. 1kinda liked this beater, but then 1am
a sucker for just aboutany 356project.
C~~e=~_~·....,,11
Fort Lauderdale auction, 5January2002. This car
had been "updated" with a new, smaller diameter
Nardi, an unoriginal cassette player in the dash,
VW repro 5.5" chrome wheels and Super hubcaps. ASuper-90 engine was fitted, but1have no
idea if it was correct. The car had been hit hard
in the driver's side front fender and the repair was
poorly done. Gaps were uninspiring, the hood had
been benton both sidesand repaired. The engine
compartment was less than tidy. Afresh paint job,
Our final B Cab was also a 1961 in Signal
Red, this time with a cream interior. This was a
prettycar, with nice gaps and pretty paint, butwith
a cream interior that wasn't up to the rest of the
car. VW repro 5.5" chromewheels (yet again) and
Super hubcaps, and a Super engine as well, along
with a correct looking ,\J\ VFWSW Blaupunkt
radio.
This car was better than a decent driver that
needed some work on the scat coverings which
seemed not to fit the scat frames, Speedster style
headlamp screens over the glass. Sold at 42,300
at the Christie's sale, Rockefeller Center, 18 May
2002. Seemed like all the moneyand more to this
observer.
else cars
We now have three disc brake Cabs. First up
is a 1964 C, Black with tan leather, presented at
the Kruse auction in Fort Lauderdale, FL on 5
January 2002. This car showed 29,588 miles that
the owner claimed were original. lie had owned
the car for the past 20 years, but that leftabout 18
years unaccounted for. It is veryhard to fi nda true
low mileage 356.Why? Because theyare so much
fun to drive, most owners...and spouses...and
grown kids, can't keep their hands off the cars.
Seller claimed the leather was original, but this is
doubtful as well. Wrong Blaupunkt AIIVFWC:l~­
sette in the dash, Euro headlamps, a tool kit and
books, I was uninspired by the hood gaps and
apparently the crowd was as well. It sold for
$31,800, dirtcheap for a 29,000 mile CCab (or C
coupe ifthe miles were real).
The Whatzits.
Answers on
age 49.
Our fi nal car this issue is another Bali
Blue/gray leather car, this time a 1965 SC.
Headrests again were an option as wellas chrome
wheels and a chrome luggage rack. All the gaps
were fun ky on this car. The hood seemed to
"float" in its opening- hoth too high and too far
away fro m the edges. The doors similarly didn't
carrysmooth lines from the fenders and quarters.
The car carne with a tool kit, jack, an owners man-
The next CCab is also a 1964, in Bali Blue
with Gray leather, presented at Monterey by HM,
16 August 2002. Options included chrome wheels
and headrests. Hood gaps were uninspiring, with
a bent hood poorly repaired on the passenger
side, and a large gap at the fro nt edge as well. The
passenger door also had lousy gaps, too wide at
the forward edge. I don't thinkthis was an auction
quickie paintjob, rather, just a restoration not that
well done and showinguse. The car was offered at
no reserve and sold at $45,100. This price seems
all the money and more for what is a fine driver
but far from the quality we often sec at Monterey
auctions.
Many thanks to Tyler Roy-Hart and Sports Car
Market magazine for providing photos.
ual and full photo documentation of the restoration. An unimpressive car, hut with all the trimmings. It sold for $45, I 00 at RM's Amelia Island,
FL sale on 9 March 2002.
Comments, questions or criticism always
welcome. Find me on-line for fastest response at:
[ames.schragercsgsh.uchfcago.edu or 54722
Little Flower Trail, Mishawaka, IN 46545.
~
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we in terp ret th e sa les resu lts.
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Personal servin serious enthusiasts since 1980!
January/February 2003
25
y taste in rods, custom, and sports
carsofthe 1950s and60swas influenced by such magazines as Hot
Rod& Popular Mecbanics. Like manyyoung guys
ofthetime 1owned a VW. When mybrotherBruce
returned home for Christmas 1966 1 was pretty
excited when he let me drive his '58 Porsche
Speedster. 1 was immediately hooked with the
hunkered-down look of the racylow windshield,
the funky top and side curtains which gave the
feeling of being in a little tank.As luck would have
it that Holiday week, Dad spotted a '55 Speedster
in Safford, Arizona that became my first Porsche.
After sellingthelast ofthree Speedsters in 1981, 1
purchased a one-owner Roadster from Tucson.
For years we enjoyed touring in the Roadsterwith
its tall windshield and convenient roll up windows. However, all the while 1 continued to eye
Speedsters with thoughts of modifying the
Roadster to getthat racy lookback.
Past magazine articles showed converted
Roadsters with Speedster windshields andtops, so
I knew it was possible. Over several years I proceeded to gather the necessary Speedster parts.
While attempting to fit the parts to the Roadster,
however, it became apparent that the conversion
would require extensive body modifications. I
preferred to retain the body in its original state.
Consulting with Dave Cummins, a friend and
talented retired Chrysler designer, we discussed a
lowered windshield and a custom-designed hard
top to match. We considered the Speedster
Glasspar and Cabriolet
Factory optional hardtop
designs with quarter windows, but ultimately
decided to maintain the
Roadster's 1960s-style
wrap around back light.
Dave then proceeded to
layout the new design
ARoadster M
Gets Racy
Jeff Gamble chops the top
and changes the look.
26 Volume 26. Number 5
with tape on the stock windshield, top and back
light. With tape in place I drove the car, making
sure the vision would be acceptable. Dave then
carefullymeasuredthe bodyplan view anddimensions, and created a full-size working drawing of
the new top. The project utilized donor Roadster
brass posts and a windshield frame which were
found at the 356 Holiday swap meet in Durango,
Colorado.
Next, Tucson Hot Rod fabricator Hugh
Frazer cut a 2.25inch section fromthe brass post.
The windshield header frame also had to be
widened with a splice welded in place. The splice
section was molded fromthe original frame, then
castin bronze at the FineArt foundry. The process
included making a cardboard template demonstratingthe roofheight. This checkwas necessary
to insure Patsy's head would have enough clearance. From the drawings, Hugh then proceeded to
fabricate a wire buck to be used as the guide for
the panel beater.
In August 2001 the much-anticipated
appointment at Garth's Bowie's metal shop in
Prescott, Arizona arrived where top fabrication
began. After several inspection trips and approximately 230 hours of Garth's meticulous handy
work, the new (.063 thick) aluminum top was
almost finished. Once again, Dave used his heavy
tape to design the final shape of the back light.
This cutoutsection also became the workingbuck
for the Lexan back light.
After the metal work is completed, custom
car builders face the challenge of cutting the
windshieldglass without cracking it. I'm thankful
for words of wisdom from noted custom 356
builder GaryEmory, who suggested we make use
of Spektr's molded and hardened Lexan as an
alternative windshieldmaterial.
The Roadster now sports its own artful,
unique lowprofile topcompletewith rollup windows. Should we polish the aluminum, leave the
aluminum natural or paint it body color? Only
time will tell what thefinal finish will he.
Above: Masking tape gave a fairly accurate idea of what the"look" would be
from the outside of the car. It also gave Jeff a chance to see just how much
"look" he had from the inside through the smaller window areas.
Opposite page: Anew custom windshield header is checked for fit.
Above right: The handwork on the top is now in the final stages; it is fitted
to the body for final dimensional adjustment.
Right: The final (or is it?) product definitely evokes the feel of the Speedster.
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January/February 2003
27
*The distributormechanical advance should be operating properly.
*The valves must be adjusted properly.
*Points, plugs, dist. capand wires should be in like-new condition.
*Compression difference between cylinders should notexceed 20 PSI.
*Afuel filter should be in place at pump or in theline above the trans.
Adjusting Solex 40PII-4 Carburetors
By John Audette and Gordon Maltby
from Harry Bieker, Bieker Engineering
Introduction & Requirements
Definitions
Solexes are easy to adjust when compared to other Porsche induction
systems, but it takes a certain feel. Here, we will walk through the process.
This article assumes your Solex carbs are in good condition or properly
rebuilt. Common maladies are twisted throttle shafts; worn shaft bushings;
missing, bent or incorrect pieces in thesplit-shaft adjustment device; distorted mounting flanges on the body; and the list goes on. If all is well with the
carbs themselves, the following related engine items must be correct:
*The engine musthave correct cam andignition timing.
4
.~
5
/
23
7
* Front, back, left, right: Defined fromyour position as you sitin the
driver's seat
* Throttle body: The main partofthecarburetor.
* #15 - Main jet carrier & main jet: Where Porsche special tool P78
is screwed in to check level offuel in the bowl.
* #10 - Float level adjustment screw: Use to adjust the level offuel
in the fuel bowls.
* #16 - Mixture screws: These thread into the base of each throttle
bore. They have springs to maintain a setting and there are two of them in
each carburetor. Be careful as you turn these in, as they seat in the throttle
body. fuming a mixture screw in leans the mixture andturning it out richens
the mixture.
* #17 - Idle screw: Sometimes called the idlestop screw. There is one
on the leverendof each carburetorand theydetermine minimumthrottle setting through their action on the throttle arms. When these screws are turned
alltheway out, the throttle plates rest against the throttle bores.
* #12 - Accelerator Pump Adjustment: Used to adjust the quantity
offuel squirted on each stroke ofthe throttle.
* Side-to-side balance: Defined as equal vacuum between the two
sides ofthe engine throughadjustingthe idle screws andthrottle linkage.
9
21
1iTIt--
-
10
20
19
17
14
12
(Blue denotes components most commonly used in adjusting carbs.)
1 - Retaining screw
2 - Passagewhere highspeed mixture enters air stream
3 - Needle & seat (original hasa springloaded ball end)
4 - Fuel inlet banjo bolt (hollow bolt)
5 - Cover
7 - Injection nozzle (squirter)
8 - Body
9 - Idle jet
10 - Float level adjustment screw & lock nut
11 - Accelerator pump level
12 - Accelerator pump quantity adjustment nut & lock nut
13 - Accelerator actuation lever
14 - Accelerator pump control rod
15 - Main jet carrier (main jet screws into inner end)
16 - Mixturescrew adjustment
17 - Idle stop screw & spring
18 - Throttle shaft
19120 - Throttle lever
21 - Pump jet
22 - Diffuser (auxventuri)
23 - Air correction jet
28
Volume 26. Number 5
Shown with adapter foruse
with other carburetors.
Tools Needed to Adjust the Carbs
* Stubby screwdriver for the mixture screws andidle stop screws.
* Synchronizer (Unisyn, Synchrometer or similar) formeasuring flow
rate through the carburetor bore.
* 1\vo 8mm combination wrenches.
* P78 Tool, a special Porsche tool that enables you to check the fuel
level with the engine running. (Note: not all P78s have a threaded hole for
insertingthe jetto allow use while theengine is running.)
* Small measuring vial to measure accel. pump injection quantity
(available fromBieker Engineeringor Stoddard.)
Preparing to Adjust the Carbs
These instructions start with the engine thoroughly cleaned and manifolds installed with new gaskets. The linkage should be clean and high temperature grease added to the ballsockets. An 8mm open end wrench can be
used as a ball joint separator. New gaskets are used between the manifolds
and spacers and between the spacers and the carburetors (use only genuine
Porsche or equal gaskets. Anewgasket should go between the carb and the
air cleaner.
Next the linkage should be hooked up, except for the short ball jointed
pull rods. Find the idle stop screws andturn them
outuntil thethrottle plates rest against the throttle
bores. Now turn thescrews in until theyjust touch
the throttle arm, and then turn 1/2 turn more.
Now adjust the pull rods so that they can be
snapped on without disturbing the throttle selling.
This should give the carbs side-to-side balance.
Nowsnap on the pull rods.
Oil the throttle shafts and accelerator pump
linkage (and redo every 3000 miles) and check
for smooth operation. Next, have someone get
inside the car and floor the gas pedal while you
arc looking into the carbs. This is to make sure
that the throttle plates open all the way to vertical
(but be sure they don't go past vertical).
You can now hook up the fuel lines. If the
original braided fuel hose in the line to the carbs
is old and ragged, and you don't want to buythe
complete set-up fro m Porsche, you can remove
the entire assembly from the car, cut about 1/2"
from the metal lines, and install regular neoprene
fuel hose :md "European" type hose clamps. Don't
forgetthefilters. The German VW Type 3 fuel hose
is safer than the stock hose. Be sure to check the
metal lines forwear if theyrubonsheet metal, etc.
Adjusting the Carbs
I. The initial selling of the idle screws
(#17), as described previously, is 1/2 turn out
after touching arms.
2. The initial adjustment on the mixture
screws (#16) is 1-1/2 turnsout from theseating.
3. Start engine and warm to at least 140
degrees F. If you haven't filled the fuel bowls ofthe
carbs it may take somecranking of the engine to
do so.
4. Now it's time to set the fuel level. You first
install the P78 gauge. It screws into the float bowl
after you remove the main jet carrier and jet on
the outside of the bowl (#1;) . Be sure to remove
the jet from the carrier and install it into the end
ofthegauge before installingthe gauge.
Adjust the fuel level by means of the float
level adjustment screw (#10) immediately above
theaccelerator pump block. Loosen lock nutand
turn intolower fuel level, turn outto raisethefuel
level. You should take your time with this as the
bowl is large andit takes a while forit to stabilize.
When turning in the screw, do so slowly, as you
may bendthe elevator ifyou go too fast. Lock the
adjusting screw when finished. After selling the
fuel level, don't forget to remove the jet fro m the
tool and install it back into its carrier. Do both
carburetors.
; . Evenly turn the idle screws (#17) (equallyon both carbs) until the tach reads 1000 rpm.
Check the side-to-side balance with the Unisyn to
make sure both sides pull the same vacuum.
Adjust theidlescrews ifneed be.
6. Pick a barrel and turn the mixture screw
(#16) in until the engine speed drops and then
left: The P78 tool installed. When using, be sure
it is level. Below: Make sure the Unisyn (shown)
or Synchrometer seals tight against the throat.
slowly out until the engine runs smoothly.
Remember to let the engine speed stabilize after
each adjustment. Ifyou find that the engine runs
smoothlyat less than the 1-1/2 turn initial selling,
then you can turn all the other mixture screws in
a like amount and start over. If you need more
than 1-1/2 turns to make it runwell, then doitbut if3·1/2 turns or more arc required it usually
means you need bigger idle jets.
If theengine doesn't respond when you turn
oneofthemixturescrews inand out, it means that
the cylinder is either not getting ignition or not
getting mixture. If the ignition and compression
January/February 2003
29
check out, then an idle passage is plugged.
Remove the mixture screw and spring and blow
compressed air into the mixture screw hole to
clear the obstruction. (Caution: DO NOTblowinto
~
-a.
the top vent.) If this doesn't work, then the idle
~ passage may need to be "boiled out" or the pas~ sagechecked with a ductgauge.
~
7. After you have the idle mixture initially
c5 adjusted, you can adjust the throttle plates with
your Unisyn. Find the barrel that is pulling the
mostvacuum (on #1 carb) andadjust the floating
ball in the Unisyn to the center of the glass gauge
tube byusing the adjustment wheel on the Unisyn.
Split-Shaft Carbs: Adjust the other barrel
of the carburetor to an equal vacuum using the
small screw below the fuel bowl and between the
throttle bores - seephoto at left. (Note: be surethe
urethane "clump springs" are in good condition.
These are available from Bieker and Stoddard.)
Solid Shaft Carbs: You must hold the
throttle lever and by means of a 5mm open end
wrench on the forward end of the shaft and twist
shaft in appropriate direction to create equalvacuum. Be sure the throttle is open a small amount
when twisting shaft so as not to jam the throttle
plates in the bores. Do both carbs.
8. Now readjust the mixture screwsuntil you
get the correct adjustment. Usually you will turn
the mixture screwsin until the engine slows down
and then out again slowly until it runs smoothly
- and then perhaps another 1/2 turn. You want
the maximum speed with the least amount of fuel.
It takes some practice.
Sometimes as you turn the screw out, it
speeds up the engine enough to advance the timing, which adds 300-400 rpm. When you turn the
idles screws back a hair to correct this, the
weights in the distributor flop back, which slows
the engine. This may mean that you need a distributor rebuild. It's best to get you initial adjustment around 1000 rpm and hope the distributor
doesn't intercede.
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Be sure to check the side-to-side balance
each time you adjust the idle screws. Remove the
right pull rod.
9. When you have fi nished adj usting the mixture screws, back off the idle screws evenly to
850-900 rpmand recheckbalance. Adjust the rod
that attaches to the right carburetor throttle arm
until it will snap on without moving the throttle
setting.
10. It is imperative to check the balance at
3000 rpm also.
11 . You can check the injection quantity with
a narrow CC measuring vial which can be purchased from Porsche. Hang it down in the throttle
bore under the squirter to catch the gas as it
comes out of the accelerator pump nozzle. Check
manual for correct amount of fuel per stroke
(sometimes it's more accurate to use a number of
strokes and divide by the number of strokes) .
When stroking the throttle, open the throttle
smartlyand hold open until squirtinghas stopped
before attempting another stroke.
The injection quantity can be varied by
adjustingthe length ofthe stroke using the nuts on
the accelerator pump adjustment threaded pull
rod (#12). The ignition is turned off during this
operation, so start engine to burn off excess gas
each time. Ed note: tbanhs to Vic Skirmants
for commentsandPat Tobinfor tbe levelphoto.
Z
530-238-2198
Fax 530-238-2846
www.shastadesign.com
,.
, ... -'io,i;.;""~_~ ~'.-"'~' ".. , . .
'-
~
_
.~
Of
- r--
,~
•
;.,
Bill Block
ANew 912 Book
rained oil pump cover is pictured as well as the
not new, but delectable aluminum oil coolers
from NIA, and an in depth discussion of the lower
priced big bore kits.
The next chapter, High Performance Engine
Assembly, includes new information on proper
assembly of the 616 motor - information not in
356 Performance. Obviously this is not a workshop manual, but it does provide various suggestions and errors to amid. I think that when
rebuilding a 616 motor, onewould be very wiseto
usc Harry Pellouis Secrets of the Inner Circle
with reference to 912 l'orscbe with each operation. Incidentally, Secrets of tbe II/I/er Circle is
probably unavailable in paper by the time you
read this. However, Harrydocs have a CDversion.
HECOMPLETE PORSCHE 912 GUIDE is
organized identically as the 356
Performance Handbook, with a chapter on the history and evolution of the car; immediately followed by More Power from the 912,
which is a combination chapter on the motor and
parts that may be used to update it. Some of the
photographs, graphs and occasional paragraphs
are identical to those in 356 Pe rformance, but
there is substantive new information-en ough to
make the motor section of the book useful to 356
owners who have already purchased 356
Performance. And the book is absolutely up to
date; Ron Ialrow's full flowoilfi lter cum self-con-
T
International Mercantile
Manufact urerllris tributor Since / 97/
Obsolete R ubber &
Trim for the vintage
356 and 900
series auto
l~e:L'"
-
VISA
mil or writ e for latest parts catalog: 1'. 0. Ilox 28111 Del ;\Iar. Ca llfor nia 9201+511111 _
I can think of no mechanical part you can place
(replace) on a 616 motor that he has not covered.
Again, the motor section isn't just a repeat of that
in356 Performance butwarrants purchase on its
own.
At chapter 4, we are about halfway through
the book. And chapter 8, General Maintenance &
Troubleshooting, is applicable to the 356 and is
not fo und in356 Performance. So figure for half
the price of a remarkably inexpensive book, you
arc getting much expanded information on the
61 6 motor that is applicable tothe 356. Further, if
you have an early 912 or 911, the remainder of
the book is about the only place you will fi nd
information on performance enhancements. Even
Bruce Anderson, in his superb Porscbe 911
Performance Guide. concentrates on later cars.
Every book that our editor, Gordon Maltby,
brings out has better black andwhite photographs
than the previous one. Complete 912 is not just
better than 356 Pe rformance, but is actually
superb. There are a few inconsequential (except
to me) historical errors. In describing the evolution ofthe 911/9 12 it is claimed that the prototype
used a McPherson strut suspension and recirculating-bali steeringsystem from a Mercedes-Benz.
I am unaware that Mercedes has ever used a
Mcl'herson strut suspension, while surely all are
aware of Porsche type 522 of 1952 or the 675 of
1959, which were designs forVW includinga strut
frontsuspension. I don't think the Swepco 203 fo r
your Porsche transmission exists, unless it's just
betterthan the Swepco 20 I I usc. Proofreading is
somewhere between extraordinarily difficult and
impossible. I consider myselfa good proofreader,
butAIZimrecentlyzinged me on a book on which
I helped.
Duane has almost convinced me that a 912
is a real Porsche, But I still remember that when
my ex soon-to-be-wife wanted to buy a Porsche, I
suggested that the RS 60 Bill Randle had for sale
would be perfect, and she bought a 912 - something about a top, windows and a heater fora daily
~
driver.
(800) 356·()()12 (760) ~311-2205 Fax (760) ~.3ll-I~28 email : inlern aliol1ahn em m lill,@hotmail.com website: im356-9 11.com
r.""IotOon's
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~
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We offer comp lete restorations from metal fabrication
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Our quality work speaks for itself. more than 20 years
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References available from many satisfied customers .
Phone: 562.531.4643
Fax: 562.531.4451
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MA TT FROEHLICH, Owner
706 D West Park Avenue Edgewater, FL 32132
est. 1978
email @: [email protected]
Phone : (386) 428-BODY (2639)
January/February 2003 31
Engine Cooling Basics
byTimBerardelli
he cooling system on our 356s is a
marvel of simplicity and functionality.
It is the one system on the car that can
be relied upon to operate almost indefinitely at
near 100% efficiency with very little maintenance
or expense. But this low maintenance requirement, when combined with wear and a bit of neglect, can lead to expensive problems. A cooling
system "tune up," which is primarily visual, can
forestallthe majorityofthose problems.
The factory 366 BIC Workshop Manual tells
us "The engine is cooled byblower circulated air.
The blower impeller is mounted on an extension
of the generator shaft and is driven from the
crankshaft by means of an adjustable V-belt. The
blower draws air throughan opening in the housing andforcesit over the cooling fins ofthe cylinders andcylinder heads. The cooling air is guided
by ducts and guide plates to the cylinders."
Most 356 owners also appreciate that a significant portion of the engine's cooling is provided by engine oil which has its temperature controlled byan oilcooler, locatedin the fan housing,
which not onlycools the oil butis, in fact, an air
duct itselfdesignedto ensure equal distribution of
blower air to both sides ofthe engine.
Any discussionaboutcooling system considerations would be remiss if the obvious weren't
mentioned at the onset.Ifthe engine were in marginal or poor condition with respect to compression, valve and valve guide wear, ignition timing,
and compression ratio, the engine and engine oil
will be subjected to more heat than the cooling
system can remove effectively. Worn piston rings,
for example, allow combustion gases that should
be leaving the engine via the tailpipe(s) to enter
the engine case. This condition, called "blow by,"
puts an abnormal amount ofheat into the oil, and
T
additionally tends to pressurize the case, forcing
oilpast seals and creating leaks.
Most valve heat is, by design, dissipated to
the cylinder heads by a precise fit between the
valve andvalveguide. When this "fit" is lost due to
guide andvalve stem wear, the heat is then transferred to the engine oil. Ever wonder where that
black tar-like substance camefrom that appeared
at the base ofyour exhaust valve springs?Nowyou
know!
Most regular readers of Harry Pellow's
Registry articles are wellacquaintedwith the negative effects that high compression ratios and
excessive ignition timing create, especially when
combined with today's available automotive fuels.
Keeping tabs
The primary tool that the 356 driver has to
monitor the engine's temperature is the oil temperature gauge - unencumbered, after 1957, with
anynumbers to confuse or scare the operator. In
a correctly calibrated gauge- unfortunately, a
rare find today-a vertical needle indicates
approximately 210 degrees. The beginning of the
red block on the right of the dial is 260 degrees.
But what's the correct oiltemperature? Respected
Porsche authority Bruce Anderson has the answer
I like best: "Proper operating temperature is 180220 degrees, 230 is hot, 240 is real hot, and 250
is too damn hot. "
If you doubt the accuracy of your oil temperature gauge, Gene Berg Enterprises (714-9987502) has a neat dipstick oil temperature sender
(GB 227, about $20.00) that is wired into the
stockoilpressure lightat the sender. The oilpressurelightwill be activatedat 225-230 degrees and
does not interfere with the wiringor operation of
the oiltemperature gauge. The oilpressure "idiot
light" sender willfunction normallywith this additional temperature sender installed.
If the carb preheat system is not
fully closed (flappers tight against
the upright tubes
as shown at arrow)
at operating
temps, hot air will
be pulled into the
engine compartment.
32
Volume 26, Number 5
Gene Berg's $19.95 VW dipstick temp sender
requires only awire crimper to install. The cen ter wire rotates as oiltemps rise and contacts
the bolt/wire which is connected to your existing temp sender. It's simple, but effective.
Check it out
For your external cooling system check, I
wouldexamine the followingitems:
-Fan belt, for all356sexcept pre-As, the only
correct size is 9.6x825mm.
-Engine tin perimeter seals (possiblyaffected byworn transmission/motor mounts).
-Spark plug connector seals.
-Spark plug wire holders that attach to the
front cover plates.
-Rubber plugs on fan housing below coil.
-Missing tin, including the bottom flange
cover, located between the heater boxes, designed
to help cool theoil pump area. Usuallymissingon
90%of 356s because it is the onlypiece of tinon
the motor not attached with bolts or screws, just
four flimsy bentears thatcan be broken easily.
-Correctly adjusted carb pre-heaters. Do
they close when the engine is at operating temperature; are the rubber seals on the operating
shafts (flaps) present, pliable? (See box at left.)
-Missinghardware that secures the tinto the
engine.
-Upperllower pulley alignment - any misalignmenteats belts and places huge loads on the
generator bearings.
Keep in mind that the cooling fan, while in
operation, creates a low-pressure area in the
engine compartment;your efforts to preclude preheated air from recyclingthroughthe cooling systemwill reward you with extended engine life and
performance.
,~
Solo at the Le Mans Classic
by DennisThalman
ike any journey, life is marked by milestones. I amvervluckvto have achieved
two major milestones lately. The first
was haling survived to reach my 60th birthday.
The second was achieving my life-long
dream of actually doing a 24-hour race on the
famous, historic, and challenging circuit at Le
Mans, France. On September 21 & 22 I drove my
trusty 1959 Porsche GT there, and unlike most
cars that hada number of co-drivers, I didall the
driving myself. This involved two 45-minute practice/qualifying sessions and four 40-minute races
during the 24 hour period.
First of all, the results: Most importantly, I
managed to keep the car on the road and finish
L
cars. Over 300 of the most exciting racing cars
from all over the world were there, including
many from the USA such as Bobby Rahal in a
Porsche 917K. The cars were divided into five
groups of around 60 cars, from Pre-War to 1975.
They had to be examples of cars thathad actually
participated in the Le Mans 24-lIour race in the
past. I W:L~ car No. 22 in Group 3 and was quite
honored to be accepted for such a prestigious
event, given the qualityof cars and drivers there.
Racing on the full circuit of Le Mans was
even better than all myexpectations. It is very fast,
very challenging, much safer now but still a bit
dangerous, especially given the speeds you arc
doing dOlI11 the Mulsanne straight and the high
speed curves, There were a few nasty accidents
and two drivers ended up in hospital. The experience of racing at night on such a daunting track
was really special and unforgettable. I was surprised how quickly I adapted to it and how many
faster cars I was able to pass in those conditions.
The car ran perfectly, did not miss a beat,
and I did not have to call on myfriends there who
had offered mechanical assistance ifI needed it. I
really was able to do nearly everything myself,
including loading/unloading the car on the trailer,
minor preparation and maintenance of the car at
the track, and, of course, doing all the driling.
Now you can buy top quality U.S.made rust
repair panels for your Porsche" from the
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In the first race, the traditional "le Mans" start.
Dennis isalready in place as the driver in the
next car deals with his Jaguar's high door sill.
thewhole 24-hour race. I also surprised myselfby
doing much hetter than I imagined in a relatively
under-powered car onsuch a fastcircuit, finishing
22nd out of 60 cars in mygroup overall and 19th
in the Index of Performance. More significantly, I
managed to beat all the other Porsche 356s except
for the veryspecial and high performance Carrera
Abarth, lout-qualified him and beathim in thelast
race, buthe was ahead ofmeinthe overall results.
I raced with and often beat much more powerful
cars. A number of cars did not finish due to
mechanical problems or crashes, so the advantage I had of traditional Porsche reliability-plus
not pushing my car too hard-really paid off.
The event itselfwas fantastic and a milestone
in that it was the fi rst time the full Le Mans circuit
was used for a 24-lIour race fo r historic racing
YnZ's
=-.
Chasing a lone Maserati past the startlfinish.
Special thanks to Andy Prill and Keith
Mainland who did the timing andsignalingfor me
from the pitwall in the last two races. It was Keith
who first gotme to Le Mans, doing timing andsignaling together for Gordon 110m Racing during
the Group C era. This was the first step in my
since-boyhood dream of goingto Le Mans, which
has now culminated in actually driving my own
racing car there. Not bad for a 60-year-old kid
from Salt Lake City!
Details of the event, participants, and results
can be found on wwwlemansclassic.com and
,~
wwwlernans.org
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Harnesses for Porschess
Authentic reproductions of orig inal harnesses using
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Wiring Diagram - $22.95
CA resident s add 7.75 % sales tax.
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YnZ's
YESTERDAY'S PARTS
The first few seconds are some of the most
exciting of the race as the drivers scramble to
establish position.
At night the race takes on adifferent feel. Here
Dennis awaits the start of the night race.
333 E. Stu art Ave., Unit A
Redl and s, CA 92374
(909) 798- 1498
ynzyesterdays parts.c om
=
January/February 2003 33
Part II-The beginning
La retrospective des
byStanleyGold and Del Johnston
Photos byStanley Gold, MooseMoravec,
Mike Shaub, RobinWatson, Rick Wilson
(www.filmspeed.co.uk)
It started in 1998, when I met a young
mechanic preparing several Porsches for the
Monterey Historics at Laguna Seca. As I was
explaining to himthat I was a ConcoursMan (having just participated with my six cars in the 356
Registry's Porsche 50th Anniversary Holiday) he
advised me to, "Get off the grass (i.e, stop this
Concours stuff) and get onto the asphalt (i.e. go
racing) ."
I thoughta lotabout thatyoungman's advice
and finally concluded that these Porsches that I
loved so much were made to drive; on the racetrack, in tours and rallies or to the store. Their
genius was not only their style, but their mechanicalengineering which could only be appreciated
when thecar was under power.
Not knowing where to start, I consulted mv
friend Del Johnston. Del introduced me to Wayn~
Baker, a regular participant in 356events, who, in
his previous life, won the 1983 12-Hours of
Sebring in a 934 Porsche. Wayne had not done
much racing in 20 years and I had never raced we were the perfect combination to start
Shamrock Racing.
We started slowly, doing European Tours
with Del (Tour Auto of France, Liege-Rome-Liege,
Coupe des Alpes), the California Mille and a few
West Coast Races with Wayne (Laguna Seca, Sears
Point, and San Diego). Over several years, Wayne
developed, in conjunction with HSRWest, the 2.0
liter Porsche Challenge with about 6 or 7 events
on West Coast tracks. I began to be a regular participant (racing my '69 911 Porsche), running
toward the back of the pack, but loving every minute of it and all the time
gainingvaluable seat time.
The Project
Stanley Gold models the Shamrock Racing Team
uniform, complete with All-American cowboy
hat.
34
Volume 26, Number 5
Approximately 15 months ago,
theorganizers ofthe Tour Auto (the5day, 2000 km tour ofthe French countryside formally known as the Tour de
France) , Patrick and Sylviane Peter,
joined forces with the Automobile
Club de l'Ouest (the sponsors of the
24 Hours of Le Mans) to produce and
sponsor the first ever Le Mans Classic
for sports cars that participated in the
24 Hours of Le Mans during the years
1923 to 1975. Any car that actually
participated in the 24 Hours of Le
Mans was invited to participate in the
Le Mans Classic. The organizers also
accepted other cars, provided that
theywere the same year and model of
cars that participated in the 24 Hours
of Le Mans.
My good fortune - I owned two cars that
actually participated in the 24 Hours of Le Mans.
My 1964 Porsche 904 (which won the 1964 Targa
Floria) ran as a Factory Works Car, finished 10th
Overall and 3rd in Class in 1964 with Gerhard
Koch and Heinz Schiller. My 1967 Porsche 910,
which also ran as a Factory Works car, finished
6th Overalland 2ndin Class. It was driven byRolf
Stommelen and lochen Neerpasch. The organizers
invited both cars and I now had a decision to
make.
This was going to be expensive, but even
more importantly; this was going to take lots of
time organizing. The task: (l) Prepare two racecars that are 35 years old for the racetrack. (2)
Ship these two carsand four pallets of spare parts
and tools to France. (3) Organize four drivers,
two American mechanics, two French mechanics,
a radio man, a gofer. (4) Manage all the FOS
(Friends of Stanley) who decided to come along
for the festivities. (5) Arrange transportation for
all the above. (6) House allthe above; plus meals,
insurance, applications, etc. What's a guyto do?
The answer, of course, was to consult Del
Johnston and convince him to be our Team
Manager. He agreed and ShamrockRacingwas off
to the races!
A new problem arose in October 2001. I
entered my 904 (which is street legal) in the
Gautier Classic Rally in Arizona. This is a lovely
three-daytour and I thought I could use the event
to get some additional seat time in the 904.
Toward the end of the first day, about eight miles
outside ofSedona, I was followingCheryl Dunkel's
356 Carrera 2, when she bottomed out, breaking
her oil lines and causing a big slickon the roadway giving me no choice but to put me and my
beloved 904 into the guard rail. Extensive damage
and a race against time ensued to put the 904
back together, test and have it running in good
proper condition to do Le Mans. Thanks to Kevin
Jeanette at Gunnar Racing in Florida and Wayne
Baker and Brant Parsons at Personalized
Autohaus in San Diego (and a whole bunch of
money from myinsurancecompany) , we got past
this more than minor disaster. Great job by everyone! The car was better (and lighter) than before
the accident.
Then the real work began. We had found a
very reputable transportation company, highly
experienced in moving vintage cars around the
world; C.A.R.S. UK, owned and operated by
Richard Clark of England. Because of the ongoing
repair of the 904 and of the pending labor situation at the USA West Coast Ports, itwas decided to
plan for both sea and air transportation. As luck
would have it, Kevin Jeanette finished the 904 on
time and we founda window ofopportunity in the
labor dispute to ship the cars via ocean freight. It
was trulya good day when Richard Clark called to
advise us that the cars had arrived in England,
were in perfect shape and were tucked-in at his
secure warehouse. His transporter would eventually bring the carsand equipment to Le Mans and
form our base ofoperations at the track.
The organizers had planned an event to
depict as much as possible the earlyperiod ofthe
24 !lours of Le Mans. One of the requirements
was a dress code for all participants and spectators. This called for jacket and tic for all men and
appropriate dress fo r women inthe paddocksand
pits; except crews & mechanics were allowed
overalls and drivers were required to have FIA
approved suits. We decided to dress everyonein a
new uniform for this event. Individual measurements for 14 people, a new design and selection
of a supplier was accomplished. Stand 2I of
France accepted our short delivery time, produced the required clothing in record time and
delivered it to Le Mans via our Yves [unne. We
were the best-dressed team at the event and the
black cowboy hats were the hitof the day.
Fortunatelywe had an experienced communications expert in our group to select and install
the radios in the cars, obtain the cell phones for
the team, find the walkie-talkies and reserve the
transport vehicles we would need in France. Jeff
Cannon worked diligently to obtain inner car
molds fro m the drivers, which would be converted intospeakers to insert in both cars. Not an easy
task with drivers located in other parts of the
world. lle spent many hours locating and testing
just the right combinationsofequipment to assure
we would be able to talk with our drivers
on this large track, under race conditions.
Accommodating the team in a comfortable hotel within easy access to the ~
track appeared to be an easy task. The
organizers had arranged with the agency
that provides this service during the 24
!lours of Le Mans to also assume this duty
for ourevent. We made reservationsfor our
team earlyand even furnished a credit card
for the guarantee. Since full payment was
due 90 days prior to race week, we faxed
our final intention on time and awaited
confirmation. When we heard nothing,
another fax produced, you guessed it;
"What reservation?" Abig bunch of emails,
phonecallsand more faxes got us back on the list
and we were assured our first choice hotel was
secured. It turned outto be the !lotelConcord, the
best in town. I can still hear Stanley's secretary,
Denise Greskoviak's sigh of relief.
It is often said, "There is no such thing as a
bad meal in France." This doesn't mean there is
not a lot of work arranging regular and super
meals for a group, which had swelled to 18 people. Our victualler, Mike Shau b, was well up tothe
task andwe atevery well indeed thankyou, at the
best restaurants in the area.
Upon arriving in France, we faced a new
problem. When we tell Customs we have nothing
to declare, they open a box and see all the radios
and walkie-talkie gear. In this era of heightened
l eft: Stanley Gold
perfectly executes the classic
le Mans start.
Belowleft: Arare
moment of relaxation. Del
Johnston (left)
and Yves Junne.
Below: The Porsche Contingent of
Team #15 and drivers. lto R. Xavier
Raven. Yves Junne, Alain Sandrin
and Wayne Baker.
Bottom: The winners: lto R; A.
Sandrin, X. Ravon. J. Ruston, M.
Griffiths, J. Dilley, M. Walford, Y.
Junne and S. Gold.
January/February 2003
35
security that got us two hours of questioning and
a 300 Euro fine for not declaring the equipment
upon entryto France. Worse, itputus into evening
commuter traffic and it took us an additional two
hours to get out of Paris. Not to worry; we arrive
at our hotel in Le Mans and go straight to the bar
to have a single malt scotch with Del, a fine tradition we've developed over a series of years at
Porsche events-an d a mightyfine tradition I might
add.
The first fellow we meet in the bar is Wyn
Percy; a wonderful Englishman scheduled to drive
a 1955Jaguar, Type-D. Wyn tells us he drove in the
24 Hours at Le Mans so I asked him about the
track. He stunned me when he said that the last
time he'd been on the track was when the
Mulsanne Straight was three miles long (with no
chicanes, whichwere added to the trackin 1990).
He was driving a 1987 Silk CutJaguar and he was
going 247mph. The car got airborne (says he got
904 (Grid 4). Also on our team was a 1960
Porsche 356B (Grid 3), a 1956 LOUIS II (Grid 2),
and finallya 1934 Talbot (Grid 1). Each of the 60
teams was similarly organized. All five cars on a
team ran under the same race number (in our
case #15) and pitted in the same garage (in our
"It is easy to get seduced by the
speed during the first two-thirds
of the circuit."
case Pit #31, the same pit that my 904 used in
1964 when it ran the 24 Hours of Le Mans). Each
car ran fou r separate races (two in daylight and
two at night) during the 24 hours. Each racelasted about 35 minutes. For Grids 1 through4, their
first race commenced with a Le Mans Start. For
me there could be no better "Walter Mittyexperience" than standing on the Le Mans track, the
stands full of appreciative spectators, running
across the asphalt to jump into
my 904, start the baby up and
try to get to the front of the
pack. I've seen it in newsreels;
I've seen it in films; but getting
to actually do a Le Mans Start
under race conditions was
beyond my dreams.
The Drivers
Pit stop for 910 driver change during night
practice, Baker to Junne. Just as in the "real"
summer race, pit strategy and timing was critically important.
40 feet into the air) and he parked it in the trees.
Wyn said that the car was destroyed, but he
walkedawaywithout seriousinjuryI wentto sleep
that night happy to know the chicanes had been
added. Asimilar accident in the 1950s had killed
83 spectators when a Mercedes-Benzgot airborne
and landed in a crowd.
The Race
It would be too much to expect these cars
(manufactured between 1923 and 1975) to run
continuously for 24 hours, so the organizers
divided the 300 car field into five grids spanning
theyears '23-'75. They devised a clever system to
group five cars (one from each grid) into 60 different teams. Each five-car team had a car from
each of the five time periods. My 1967 Porsche
910 (Grid 5) was teamed with my 1964 Porsche
36
Volume 26. Number 5
My 910 was driven in two
races by me and in two by
Martin Walford, an experifrom
enced
driver
Worcestershire, England who
had driven in the Goodwood
Revival several weeks earlier
and won the enduro there. The
910 driving was shared by
Wayne Baker and Yves junne. This Baker/lunne
team had driven this 910 to victory in the 2000
Tour Auto. Yves became a regular on the
Shamrock RacingTeam several years ago, helping
us enormouslywith European arrangements and
driving my '69 Porsche 911 in HSR West 2.0 liter
events. In fact, Yves won the inaugural HSR West
event at the California Speedway earlier this year.
The Course
What can you say about the most famous
racetrackin the world? It runs for8.2 miles 03.6
kilometers) through the countryside. Except during the two days of Le Mans, 90% of the track is
public road filled with commuter traffic. It took
$l-million for the organizers toget the authorities
to close the public roads and put the track into
race condition. The track is fast; very long
straight-aways (the most famous is the Mulsanne
Straight, startingat Tetra Rouge andcontinuingfor
three miles) thatlet you get your car to maximum
speed. It is easy to get seduced by the speed dur-
ing the first two-thirds of the circuit, only to cut
your speed dramatically as you do thelast third of
the course, from Indianapolis Corner to Arnage
Corner, through the Porsche Esses and the Ford
Chicanes. Positionon the track, turnentryand exit
and proper gearing are more important than
speed here.
The race began at 4pm on Saturday, the traditional time for a Le Mans start. My first race
began about 7:30pm. We started in daylight, but
the last couple laps were driven in the dark. Day
and night, night and day the race continued. As
one Grid came off the track, the next Grid was
beginningto form up behind a pace car, ready to
do their race.
Whileour drivers each got a little sleep: Del,
our team manager, Jeff Cannon, our radio man,
Brant Parsons, chief mechanic on the 904 and
Glenn Roberts, chief mechanic on the 910 pulled
all-nighters. They did a great jobkeeping the cars
runningand keeping the drivers informed ofconditions on the track.
Just like in the 24 Hours at Le Mans, the
objective is to finish. Seriously, you can't win the
24 Hours at Le Mans if you're not running at the
end ofthe race and don't take the checkered flag.
It's the samein the Le Mans Classic. Failure to finish your race (and there were twentyraces for the
five cars on our team) resulted in a 40-minute
penalty. Being down a lap might cost you five minutes, but failing to finish was to be avoided at all
costs.
The first potentially catastrophic event for
our team occurred in the first race for the Lotus
11 . During the race, the crankshaft pulley exploded andleft the driver without batterycharging and
water pumpcooling. However, the carfinished the
race and spent the next fo ur hours in the pits
being ingeniously repaired by its very talented
crew. This allowed it to finish its remaining races
without further incident.
Then in itsfirst nightrace, the 904, driven by
Martin Walford, just narrowly missed the unseen
oil slick and the fiery multi car pile-up at the fi rst
chicane on the Mulsanne straight. Thanks to his
quick reaction, he was able to drive off-course
andavoid most ofthe debris. The coursewent full
red and the cars still running returned to the pits
where theywaited for the track to be cleared.The
complete inspection by our pit crew revealed no
serious damage and eventually the race was
restarted fro m the pits. Martin was able to finish
that racein very good order.
Itwas thenWayne Baker's turn. Inits second
night race, the 910 started to run badly. Wayne
radioedthat the enginewas starving for fuel and it
eventually stopped running. He was able to pull off
the grass right after Arnage corner and, without
flashlightor tools, was able to manipulate the fuel
line by Braille to get enough fuel to the engine. lie
started the engineandwas able to limp back to the
\
finish line. He lost 2 laps (about 10minutes) but
took the checkered flag and avoided the 40minute penalty. Atruly Herculean effort byWayne!
Not to be outdone, Yves junne was nearing
his next tolastlapofthe last race ofthe dayin the
904 when he found an oil slick on the first Ford
chicanne and did a 3GO-degree turn in the middle
ofthe track.lie managed to remain on course and
avoid the dreaded gravel on either side of the
roadway, allowing him to continue the race. The
track announcer alerted us to this spinout and we
were all relived to see him on the Pit straight running full out.
Inour team # IS, onlythe Talbot 105 ofJohn
Huston and Porsche 35GB of Xavier Raven completed their group races withoutadverse incident.
In fact, the Talbot 105 finished 2nd overall and
2nd in the Index of Performance in Group I,
greatly adding to our team score.
As things turned out, we made up the lost
time andas we began our last two races on Sunday
afternoon, the unofficial gossip on Pit Row placed
us in the top fiveteams. I drove the 904 in thesecond to last race of the meet. My instruction from
Del on the grid was to keep it running, take the
checkered flag and drive as hard as you can.
Mission accomplished! Yves junne drove the last
race in the 910. Same instruction and samegood
execution.
1
.~
r.
-"
•
..
'
.
a
The Prize
After the last race, the gossip on Pit How said
we had finished first or second. Not possible,
thought I. Winning was never in my thoughts. I
was more than satisfied when Bobby Rahal said,
"Good ride" to me after my first race. (Can you
believe, Bobby Rahal giving me a compliment on
a ride; what more can an overweight GO-year-old
want?) But there was more. At the awards ceremony, itwas announced that on elapsed time (raw
score) ourTeam # IS hadfinished 2nd overall and
for the coveted Index of Performance (corrected
-'
'.
1
•
mt'"
~,,«; ..-.. '
~ t . ., . .~
_I
Pit Stop for 904 Driver Change During Practice.
Gold to Walford.
time) we finished 1st. I'm serious - we won the
whole damn thing!
As I boarded the TGV train to Paris thatnight
to host my wife's birthday party, I had two wonderful trophies tucked under my arm, a huge
smile on my face and an opportunity to have a
drinkofsingle-malt scotch with Del - a fitting end
to the most amazing IS-month adventure I'veever
had.
~
AUTO RESTORATION
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January/February 2003
37
356 Collectibles
by Prescott Kelly
O
fJ
JJ
8
J
The Ulmer Keramik accessories from1962: a salt shaker, a pepper shaker, and a mustard jar on a triangular white platter, all with the typical
art.
Left: The "NewYork" shaker shows a steamer m ving 10
Liberty - perhaps bringing Porsches to the newwor:IU.
the red coupe (at right) set beside a cityscape ofsky
scrapers are the most complex art on these pieces. Rig
"Paris" shaker depicts a green T6 3568 coupe in a gara!i.~~llli
ing couple than could be in any suburban setting. Opposit~ t e
is this simple drawing of the Eiffel Tower, which causes us to a
the "Paris"shaker.
he lastcolumn on the 1960 and 1962 Ulmer Keramik f:li t issuedporcelain plates generated some interesting corres,pondence. An informative memo came from Chuck Stoddafd.
Amongus old-timers, Chuck is warmlyremembered fortheterrific jobhis Willoughby, Ohio dealershipdidingenerating parts
and accessories for 356's and early 911 'So Many of these pieces were freshly
manufactured from original tools and dies by thefactory's originalsuppliers whom Chuck and his parts manager, Brad Ripley, hunted down. Chuck relays
that when he metwith the Ulmer Keramik people, theytold him thatearlyplates
had been hand painted. That sent me scurrying back to the closet.Alas, after
checking my three and a half sets,1have only the decaled versions - not even
a whiff ofa variation in the artwork foreach design.
Jim Perrin asked me if I remembered the veryfirst time I encountered
these plates. Suddenly I remembered that it was while I was visiting Jim in
Goleta (greater Santa Barbara) some few decades ago. We had been in the
garage "playing cars," then repaired to the kitchen for some cookies. As the
cookies ran down, a red Spyder began to show through. When the platter was
moved, the same drawing ona placemat emerged. The rest ofthe plate set, and
then the placemat set, came outof the cupboard. That was thefirst time I had
seen either set. The hunt was on.
Then Registry member Bob Kittel, a learned gentleman who has been in
T
38
Volume 26. Number 5
The complete packaging with the colorful box top above, the set in its
box to the bottom, and the paper sheet that sits over the celophane
wrap inside the box. The set was delivered with the top right corners
folded back to illustrate the number of placemats in the set.
The placemat that depicts the red Spyder in front of racetrack grand·
stands, the same art that appears on the big serving platter as seen in
the last issue.
Aclose-up of the top placemat in the original packed box with the foil
label in the corner - the only branding found anywhere on this set. This set
has never been used.
Above: Here are the six placemats that carry the same art as the plates.
The colors are slightly different than those on the plates due to the
change to silk screening to apply the art to cloth.
Above: The six napkins in the set, as originally folded for packing in the
box. The color borders match those on the placemats, but their only artwork is the border color drop out to form the word "Porsche,"
The factory-sold wrapping paper is pretty large
at 28.5" by 38.5", and very colorful. There are
new scenes shown here that do not appear on
the porcelain plates, accessories, or placemats;
and on the duplicated art the colors change.
Aclose-up on the wrapping paper that shows
two of the new scenes: a yellow coupe by a
contemporary building (upper right), and white
hardtop headed toward the mountains (bottom).
January/February 2003
39
the porcelain field for over 30 years, ernalled an
excellent primer on both old and newtechniques
in producing decalsand porcelain, including how
the Asians have conquered difficulties andcosts in
producing decal sets. Of specific interestas concerns the 1962 plate set, Bob says that decals and
other ceramic oxides do not fade with time.
Lastly, for allthose nice people who inquired
about finding a set of plates, I can only recommend the on-line and print classifieds, and swap
meets - ESPECIALLY, the February Ist meet at the
Los Angeles Airpo rt Hilton and the meet at Dunkel
Brothers the next day. Please see "Upcoming
Events" in the front of this magazine for the
details.
To go with the Ulmer Keramik plate set, the
factory sold little porcelain accessories: salt shaker, peppershaker, and mustardjar on a small triangular platter with three recessed circles to hold
the three items. For years I mistook the mustard
jar be a sugar or jam/jelly jar. In early 1987, Pam
and I were in Wolfsburg, having supper with Bill
andRosi Rauskolb anddaughters. Bill and I had a
big, "heavy" lunch in the VW factorydining room
that mid-day, standard fare in Germany. The supper that evening was "lighter," also standard fare
in Germany - fruit, bread, and sausages, off a big
platter...with a jarofmustard on the side. Ah hah!
That was it - the little white jar was a mustard jar
for just such German suppers.
Ulmer Keramik made these items. Although
the shakers and mustard jar are not branded, the
triangular platter is. That logois the blue onethat
matches the 1962 plate set, causing one to wonder if these accessories accompanied only that
later set. The artwork would support that theory
because the cars depicted have the squared-off
hood profile of the T6. Does anyone out there
have containers that depict a T5 style 356Bor the
white platter with a logoin either of the 1960 colors, dark brown/black or gray/green? One suspects not: since the artwo rk on the 1962 plates
was not updated for the T6, it is hard to believe
that these accessories would have been updated.
Incidentally, the metal caps on the shakers have
the brand name "Boneusil" stamped into them.
The three containers have wonderful, if
scaled down, artwork in the same style as the
plates - this time set in foreignscenes. One shows
a ship on the ocean steaming toward the Statue of
Liberty, while the reverse depicts a red coupe
head-on nextto a Citylandscape with skyscrapers,
presumably New York City. The second shaker
depicts the Eiffel Tower on one Side, and a couple
admiring a green coupe in a garage, presumably
in Paris. The mustard jar depicts the red coupe
head-on again, this time against pyramids and a
palm tree, while the reverse shows an Arabdressed man with a camel under the sun, presumablyset in Egypt.
OIL FILTER - MAHLE
$4.75
AIR FILTER ELEMENT ALLW/ZENITH 9.75
1600 ENGINEGASKETSETCOMPL .. .89.50
.8.50
OILLINE INLET " . " " . ",, "
OIL LINE OUTLET .. " " " "
8.50
OILSTRAINER GASKETKIT
1.50
GENERATOR PULLEY HALFINNER
9.25
9.00
GENERATOR PULLEY HALFOUTER
A-B-C- TRANS GASKETSET
.45.50
SWEPCOGEARLUBRICANT (GAL)
34.50
BOSCH 050 DISTRIBUTOR
85.00
POINTS FOR .050 DISTRIBUTOR
.2.50
CAP & ROTOR FOR050 DISTRIBUTOR 19.50
62.50
KING AND LINK PIN SET GERMAN
BlC HOODHANDLEwith CREST
75.00
CHROME LOCKINGANTENNA
19.50
A-B-CSTAINLESS BRAKE LINE SET 42.50
BRAKEMASTER CYL,M3 w/reservoir . .89.50
BRAKEMASTER CYL, CISC
$99.50
C BRAKE CALIPER KITF OR R .. " " ,, 12.50
A-B-COUTSIDE DOORHANDLE
19.50
A HORNGRILLE
" " " .21.00
B-CUPPER HORN GRILLE
.21.50
B-C LOWER FOGLAMPGRILLE
23.50
A-B HUBCAP BABY MOON ... " " " ,,21.50
B HUBCAP S90 WITH ENAMELCREST 37.50
C HUBCAP WITH ENAMELCREST
37.50
ASIDE VIEWMIRRORAERO
.41 .50
B SIDEVIEWMIRRORPONTOSTABIL .41 .50
C SIDEVIEWMIRROR DURANT
.42.50
B-C BUMPERGUARDF OR R
98.50
A BUMPERDECO F OR R " " " .. "
65.00
62.00
B-C BUMPER DECO F OR R
50.00
A ROCKER PANEL DECO
B-C ROCKERPANELDECO
48.00
CUSTOM-FIT CAR COVERS $109.50
Call about parts for newer Porsches, too
But wait! If you liked the artwork on the
Ulmer Keramik plates there are a couple of other
ways to enjoyit. It is also available on a set of six
placemats (with napkins) that the factory sold.
The placemats use silk-screened versions ofsix of
the seven pieces of art seen on the plates, omitting
the scene with the red roadster in fro nt of the
Fenis wheel and merry-go-round. They are of
fairly plain cotton, measure 11 -1/2" by 17", and
have brightly colored borders that are also silkscreened on. The set contains napkins, but the
napkins do not have artwork. They are plain
white, measure 11 -314" square, with silkscreened colored borders that have the Porsche
name droppedout. The borders on the placernats
and the napkins are color-coordinated.
One of mysets has remained all its life in its
original box, many thanks to the original owner,
Bruce Herrington. This set has a foil label on the
top placemat with the brand name "Indanthren."
The cellophane inner wrap carries the words
"Muster gesetzlich geschutzt," which means
"drawings legally protected" or copyrighted. But
the best part of the original packaging is the box
that is wrapped in a red paper imprinted with
manydepictions ofthe artwork used on the plates
and placemats plus some new scenes not seen
elsewhere. Asecond piece of that paper is also
used asa coveringon top ofthe cellophane, under
the box top.
The factoryalso sold sheets ofthis red paper
as wrapping paper. Many of us remember when
the late Australian Porsche 356 aficionado, Brian
Reed, came to the Monterey Porsche Parade with
a sheaf of this paper. Brianwas a delightful and
expansive person - and he handed these sheets
out to people he befriended during that Parade happilyincluding this appreciative correspondent.
These sheets are fairly large, measuring 28-1/2"
by 38-1/2".
That's all the pieces this collector knows of
with the Ulmer Keramik plate artwork. If you have
something additional, please email me at
[email protected] or phone 203-227-7770
Eastern Time 8pm-lOpm or weekends. ,.~
"California" Used 356 Parts
EASY
Monday-Friday S am-S:30 pm
Visit us on the internet at:
ww w .foreign intr igue.com
Email t o: in f o@f o r ei gni n t r ig u e. c om
We also carry a full in ventory of parts for all other
Porsche models - Please c a ll.
40
Volume 26, Number 5
European Auto Salvage Yard
4060 Harlan Street
Emeryv ille, CA 94608
-
.""'
(510) 653-EASY
Fax (510) 653-3178
email: [email protected]
Jim Perrin
20 Years Ago, Volume 9, number 2
harlie White's Literature Collector
Corner column covered 356Asales literature. The 356Awas in production
for four model years, anda variety ofsales literature was issued for the potential customers. One
piece Charlie described was the first 356A
Porsche accessories catalog. The catalog
describes a wide range of accessories including
fitted luggage, chrome wheels, driving lights, and
the sunroof option. It alsoincludes the rarely-seen
,'I56A bench seat. It also includes the Speedster
special seat cushion "...for greater comfort on
long trips." lias anyone ever seen one? 1knowthat
1haven't.
The 356A accessories catalog also includes
scat head rests. One ofmy friends picked up a new
1959 meisson blue 356A coupe at the factory. It
had the usual vinyl interior, as he felt he couldn't
afford the leather interior option. lie wentback to
the factorythe second day he had the car to pick
up a few items for his new car. He told the man
behind the counter he was going to buy a pair of
leather head rests so that he would at least have a
partial leather interior. Although they were in
stock inthe matching color inleather, the German
absolutely refused to sell him leather ones
because theywouldn't match the rest ofthe interior!Myfriendcarne home with a car that had a full
vinyl interior, includingvinyl headrests.
Dave Seeland's column described a new
source, Jacques I.aFriant at Scott's Porsche Parts,
for two-liter Carreracrankshafts. Dave alsohadan
extensive discussion on how to improve the handling ofyour 356, includinga discussion ofz-bars
and camber compensators.
Jim Cowan and Tham Chipman had a photo
spread on the 1982 E-production runoffs. No text
was included, but the photos included a younger
Vic Skirmants with his race car. Vic's technical
column discussed the runoffs. He reported that
Joe Cogbill ran away with the race, and that Vic
finished down in the fielddue to running rich and
developing a bentaccelerator pedal.
Bill Block's column on book reviews covered a number of books. He mentioned that
"Excellence Was Expected" was now out of print.
C
The modern-day version of this Ludvigsen classic
should be available in the not-to-distant future.
PB Tweeks' two-page ad featured 1750cc big
bore kits for $150., a Nardi wood wheel (with
hub) for $135. and Boge shocks, four for $99.
10 Years Ago, Volume 16, number 5
.c Skirmant's "Technical" column discussed the 1992 SCCA runoffs, held at
Road Atlanta. There were onlythree Eproduction Porsches entered, including Vic's. Vic
finished sixth, highest finish of any of the E-production Porsches. lie also had his G production
1300cc coupe in the runoffs. Although the engine
started to lose performance during the race, Vic
managed to finish an excellent third.
Brad Ripley of NLA Limited wrote an excellent article on Porsche fitted luggage. This is certainly one of the rarer accessories for vintage
Porsches! First of all, not many new owners ever
ordered fitted luggage, and second, many of the
pieces that did get ordered either didn't survive
the test oftime or weren't passed on when the car
was sold. The article points out that there were
V;
/lWhen you purchase a used car,
you always need to ask the exowner if he has any other parts
that go with the car."
several choices ofmaterial, including leather, vinyl
and canvas. The pieces of fitted luggage even
included a piece intended to fit over the transmission hump in the rear seat area.
When you purchase a used car, you always
need to ask the ex-owner ifhe has anyother parts
thatgowith the car. A356 enthusiast I knowfrom
Pennsylvania asked that important question as he
was completing the transaction for a 356 T6B
about ten years ago. lie was hoping that he might
obtain a few tunc-up partssuch as new plugs and
points. The owner said no, he had all his mechanical work done bya local mechanic. Then he said,
"Just a minute, I want to check something in the
house". The owner appeared five minutes later
with the large black vinyl luggage piece that goes
under the front hood, in nice condition and complete with an original key.
Cole Scrogham wrote about the restoration
of RSK718-005 in his "Of Special Interest" col-
ullin. About two years ago 1dida detailed historical research report on the history of this Spyder,
and managed to uncover some previously
unknown information. Cole described the extensive restoration project he andWeldon did for the
owner. The article included a few photos of the
car, showing itwith the rarelyseen pairofrear tail
fins.
BrettJohnson's "Restoration" column starts
out "lIello again, culture fans." Brett described
Oa)10n knock-off wire wheels (I believe the cornpany is still in business in Oa)10n). Brett also
described some unique features of Neil Kent's #2
Speedster, 80002, including the hood handle,
dash insigniaand side insignia. This is thesecond
Speedster ever produced, and has parts thatwere
only used on a very fewSpeedsters. ,~
356
Enterprises
Vic & Barbara Skirmants
Complete Performance
Parts & Prep
Manufacturer of
gear ratios in the USA
since 1984
411
transmission
rebuilds
to date!
Supplier of the
r Guard Torque Biasing
Limited Slip Differential.
All hardware correctly cad-plated or
black-oxide for proper appearance.
Call for Catalog
27244 Ryan Rd., • Warren, MI 48092
586-575-9544 • Fax 586-558-3616
. s k i r m a n ts @comcas t. n et ::E
January/February 2003
41
he Islands of japan are an amazing
blendof past, present andfuture. This
was our first adventure to japan and
we came home with a wealth of diverse experiences. Thanks to Dr. Shiro Tachibana, Koichi &
Koji Endo, who made all sorts of contacts and
reservations for us injapan. Our own Ken Ito was
instrumental in guiding us in the customs, daily
procedures and courtesies of the japanese culture.
Our trip was planned so that some free time
both before and after the Holiday could be
worked in for exploringjapan. Arrivingat Narita
International had our 300 lbs, Of Goodie Store
items sent directlyto the event venue. Airline "luggage forwarding" is a great service!
We were surprised by a warm welcome by
Koichi Endo, his wife and two friends as we
arrived at our hotel.Next day, itwas off to Kyotoby
highspeed Bullet Train. The "signature" structure
of Kyoto is their new combination railway station,
ten-story mall/atrium, an amazing multipurpose
T
Clodwise from upper rigl1t: Siliro TachilJana anij his doubledeck garage. Wes & Diane cheerfully surprised receiving a
special gift (below) from Sumio Iseki, President of the 356
Porsche Club of Japan with Katsumi Yoshida translating. The
terraced gardens overlooking Osaka Bay. Judges' Favorite trophy winner, a 356A Cabriolet with optional whitewalls. "Paper,
Rock & Scissors" door prize raffle. Koichi Endo and family with
Wes, Diane, and one of the Endo collection cars.
Photos by Wes Morrill and Ken Ito
42 Volume 26, Number 5
structure of glass, tile, marble, granite and steel.
Next we visited Matsuyama, hometown of one of
our hosts, Dr. Shiro Tachibana. I1is red Speedster
carne from one of our "nort hwest" members a
few years ago and it is a beauty. Using a lift, it
shares the garage with his 1991 Midnight Blue
Carrera Coupe - destined to be our "rental car"
for the Holiday. Before departing for the half-day
drive to the Holiday, Shiro and his family graciously showed us around the city which has a
heavy emphasis on educational institutions and is
rich in history.
Heading for the Holiday, Shiro decided to
take the Speedster and Diane and I pile into the
Carrera for thesunnyjourney over some beautiful
high-speed toll highways shortcutting our trip to
Awaji-Shima Island, north and east of Matsuyama.
We arrive to unseasonably warm and humid temperatures. The firstvenueis Registration/tire kicking/greet old friendsllunch stop/gymkhana track.
Ken Ito is alreadythere, as are some 40 plus full
blown 356 buffs ofthe japan 356Club. Thereisa
great group of diverse cars from Pre-A to SC,
Carreras, Abarth # 15 andthree 550s. Virtually all
ofthe cars are in excellent condition and proudly
maintained. This event is low key and spans only
two days. Gymkhana, Rallye, and Banquet on
Saturday, with Concours on Sunday.
Uniquely, both the Saturday evening affair
and the Sunday Concours lunch on the Concours
grounds are served in standup style. Nice ifyou've
been flying and sitting for the past 5 days, but if
you work on your feetallweek, this could get a bit
old quickly. The food is fantastic. Everythingfrom
jumbo prawns to smoked salmon to a huge cake
with solid chocolate 356s on top, sculpted by the
in-house chef who just happens to 0\\11 a '63
Coupe!
Another unique feature of this Holiday is an
auction. Each attendee is asked to bring something 356 related to be auctioned. The seller can
retain a substantial portion of the proceeds and
the Club the balance, whichhelps offset the cost of
the event . With a Carrera engine lid and numerous other "high-end" items up for bid, the event
did well. Our "oneofkind" Porsche art, featuring
wood sculpture of a 356 coupe, fetches a nice
high bid. We previously decided to donate all of
the proceeds to the event, as did others.
To cap the evening, we presented, on behalf
of the 356 Registry, a silver bowl etched with the
Registrylogo and event information to Mr. Sumio
Iseki , Presidentof the 356Club ofjapan. In turn,
the members oftheir club had created a "one-ofa-kind" 356 gift for us, featuring a vent tube decorated with knobs and rubber bumpers to form a
dog's head. We will keep it as a fond reminder of
the wonderful sense of humor and hospitality of
the Club.
Sunday morning almost 50 cars arrive at the
Concour grounds The hotel has delivered the
"goodies," tables and tablecloths for us - and like
magic, Diane lets the stuff fly after having spent
months filling every nook and cranny of three
huge duffel bags with a volume of goodies you
wouldn't think would fit in a shipping container!
As usual, members pounce on everything theycan
grab. You sec, the GoodieStore has never been to
japan, andonly via the Registryweb siteand magazine ad do remote countries stay in touch with
the Registry. So this is a mutual treat!
The concours held an outstanding field of
G il'S, which would be solid competition for our
mainland contingent of superb examples of the
marque. The Committee for this event should be
complimented for putting on such a tight and
well-run show, which packs in all of the events in
just 2 days.
As we finish packing the cars and depart the
parking lot of the hotel for the drive back to
Shiro'shome, huge raindrops commence. Shiro is
in the Speedster - a car made specifically for
sunnyCalifornia! The "virgin" top goes up and off
we go. As we dodge in and out of cloudbursts,
poor Shiro tries to see through the windscreen.
He docs manage to keep the car in his lanemost of the time-with us running interference for
him. We manage with only one stop during the 3
hour jaunt and arrive at Shiro's home with the
Speedstergettingits fi rst interior "bath." Shiro has
not gonecompletelynuts, but exclaimsit has been
the worst day in his life!
After two days we say our farewells to the
Tachibana family and head north via another
Bullet train to Tokyo and a dinner meeting with
our next"tour guides", Mr. and Mrs. Koichi Endo.
Mr. Endo is well known for his "Porsche
Paranoia," meaning his extreme enthusiasm fo r
the Marque. He routinelyvisits the U.S. attending
many Registry and 356 events, andhas a wonderful selection of 356s at home.
Mr. Endo had asked earlier what we wanted
to sec and do in Tokyo and we both agreed the
famousTsukji Fish Market was a must. The wholesale fish market and auction commences at 4 am
each day, a flu rryof activity of flying fish and flying
people, with giant tuna and every other type of fish
you have ever seen, and manywe have never seen!
Amust for any Hip to Tokyo! Agourmet dinner at
Mr. Endo's home and tour of his "356 goodies"
was up next. But I was under the weather, so
Diane decided to go with Mr. Endo clear to the
other side of Tokyo.
What was outstanding about the trip? The
personal service afforded guests and the level of
hospitality throughout our trip was incredible!
Everyone is treated like royalty. An overall wonderful experience but, still glad to be home in
one's own bed again!
Custom one-off trophies.
Below: Porsche racecar stable in front of the
Westin-Awaji Hotel.
have been to several Holidays in japan
andIguaranteeyou each oneis different;
you never knowwhat toexpect.The locations arc always picturesque andthe accommodations andservice arc first class.
I arrived in Nagoya to sec several long time
friends before heading out to Awaji Island. Mr.
Teruo "Terry" Aoyama met me at the airport and
we proceeded to the home of Mr. Ichikawa, who
maintains 356vintage club racers and is currentlyworking on a 904.
Saturday morning Terry and I headed out to
Awaji Island, through Osaka and Kobe. We got on
the Akaslu Kaikyo suspension bridge (the longest
suspension bridge in the world, completed in
1998) to Awaji Island. At the Holiday site, after
receiving my registration package, nametag and
beautiful grill badge, there was a satisfying
japanese lunch (Bento), and we watched the
gymkhana, run on a short course using only1st &
2nd gears. Then itwas timefor the rally, designed
more to take you on a scenic route to show the
beauty of the island.
The Awaji Westin Hotel had a huge garden
and several other facilities surrounding it, great
for walking and exploring. Terraced on the hillside were flower gardens, with a good ocean view.
Saturdayevening's banquet, awards and auction featured great food, bothtraditional japanese
and Continental selections. Club president Mr.
Isumi lseki made his traditional speech and
thanked everyone, including the Morrills, representingthe 356 Registry.
The art and merchandise auction included
items from Brad Ripley of NIA, jeff Gamble's
Outlawgrillbadge anda 356wood sculpturefrom
Wes & Diane. Each of these individuals gave the
entire bid amount to the "sister" club to fu rther
strengthen the 356faith.
Sunday morning was the Concours, where
everything from Pre-A's to a 904 and 910 were
shown (no Porsche tractors at this event.) Wes
and Diane brought the Goodie Storeand had terrific sales. I managed to assist and keep order as
theywere inundated with questions and cash.
I was asked to select and present a special
award: the 'J udges Favorite." Alipstick red 356A
cabriolet with whitewall tires turned many heads,
includingmine. It had myvote.
The trophies were all hand-made using
engine components, like connectingrods, pistons
and cranks. With everyonegathered, it was time to
give out door prizes, but no raffle tickets here.
They used several games of paper, rockand scissors to determine the winners; quick, fair and fun
to boot!
Athanks to all who came, participated and
volunteered to put on the Holiday was said and
now it W;L~ time to depart. We and all the other
356 Porsche Faithful will meet again soon.
I
Kelllto
January/February 2003
43
t was the second English accent in a
week. (Australian, actually.) The owner
of the first English accent came in last
week for a tune up on his 1968 912,andleft with
a Tune Up, a new.050, new Original Wires and a
much better running car. That English Owner even
called the Maestro back to compliment him on
how well the 912 ran- "It doesn't stall anymore.
And it idles smoothly. Neverdidthat before."
Happy Campers for Customers the Maestro
likes to have. Theycome backforOverhauls eventually.
1\vo days later, the Maestro got a call he
thought was from the English Gentleman.
But no- it was from an Australian! (Big
Mistake.) And the Aussie had yet another 912.
(Been a Rash of them lately) Now, the Aussie
knewBritish cars well (I wonder why), buthadn't
much experience with Porschemobiles.
So would the Maestro kindly give the car a
quick look-see and maybe a tune Up, he asked?
"No Problem," said the Maestro. "PrePurchase Inspections we do - to keep you from
buying that Killer Turkeylurking inside, under the
Bondo. Post-Purchase inspections we do too - to
see ifin you've Won or Lost.
Tune Ups too. Ifin you make the guy's car
run BETTER THAN IT EVER DlD BEFORE (or at
least better than the previous shop did - which
usually isn't hard), he'll come back later for
more. And eventually, an Overhaul. Hopefully
before he sells the car.
Besides, the Maestro's somewhat twisted
Brain thinks it's actually FUN Findin' and Fixin'
Problems! Can you Imagine?
The Aussie arrived just as the Maestro was
shutting the Ten Ton Titanium Doors in preparation to leave the Shop. Go Home. And have his
Federally Mandated Daily Minimum Requirement
of Beer.
It was a Green 912. Monkey Vomit Green.
Two shades of Monkey Vomit Green in fact. (As
easily seen by the Obvious Demarcation line of
light/darker Monkey Vomit Green where the Left
Rear Quarter Panel Repair "blended" into the
older/darker shade of Green Vomit.
But as the Maestro went back to eyeball the
engine, he noticed a color combination that goes
well with ALL Porsches: the Black & Yellow
California Plate! That ALWAYS goes well with ANY
Porsche 356/912 .
The Maestro opened the Driver's door and
reached in to pull the release for the rear Deck
tid. The "T" handle, like 91.2% of all 9I2s was
broken off, requiring much manual dexterity to
operate. Finally, the deck lid open, the Engine
stood out in all its Gory. It was REALLY, REALLY
Ugly! Thick layers of oil/grease/luel/whatever on
the Solex Carbs, and the attachment nuts too,
proving that them puppies had been there a
Lonnnnnnggg time. Undisturbed.
I
44
Volume 26. Number 5
Harry Pellow
--.
Ifin It Ain't Broke,
Don't Fix It
Little remained of the Factory engine paint,
makingfor an ugly"mottled" dull mixture ofunattractive components. Even the exposed Aluminum
Generator Stand was Corroded and Ugly, a sure
sign of too much time in San Francisco, which of
courseis where it came from.
Said the Aussie, "The guy I bought it from
believed in the old adage "If it ain't broke, don't
fix it. "He even said that to me when I bought it."
"Looks like he sure practiced what he
preached," said the Maestro eyeballing the
Picturesque Ugliness before him. The few
improvements stuck out like a sore thumb. The
NEWFuel pump (probably out ofDire Necessity)
"You've got The Mayonnaise.
I bet you only drive it short
distances."
and an old Bosch Blue coil, now well-faded. VW
Plug Wires. With VW plug ends. Of course.
Cheaper than Porsche anddon't work aswell. And
an Old, Original Bosch".022" Distributor.
This sure looks like another Candidate for
an .050 Sale, new OEM Plug Wires, etc. etc. The
Maestro's business radar was hitting blips all
across the screen. This should be a nice,
Profitable Tune up.
The Maestro unscrewed the Oil Filler Cap
and looked inside. And there it was - the White
Mayonnaise! "Lookey here," cried the Maestropointing to the inside ofthe 9I2's Breather can.
"You've got The Mayonnaise. I bet you only
drive it shortdistances."
"Why That's Amazing, Maestro. YES! Cisco
Headquarters is onlya couple ofmiles away. What
IS that stuffanyway?" asked the Cisco Engineer.
The Maestro knew the Answer, Chemical
Engineer that he is.
"It's emulsified Oil/water mixture.
Combustion Gases blowing past the piston rings
contain water vapor. The Top of the Breather Can
and the inside of the Cap are the coldest part of
the engine so the water condenses there. It reacts
with the surfactants in the oil that are also there
and produces the white (or gray or yellow)
Mayonnaise. It's a sign you don't drive it long
enough or far enough to get it hot enough to evaporate the water.
The Mayonnaise was the Icing on this
Miserable Engine Cake. It was now time for the
Indoctrination.
So the Maestro took the Newby Aussie 912
Owner over to the two Engine Stands in the
Display Area wherein lay (lays, laid. Whatever),
two Undercover Engines.
Once Uncovered, the first Engine was a
Stock-looking 356 Super-90-a Glorious Study in
Black and White and Cad I Glory.
"Oh, that's soooooo nice!" said the Aussie
Owner.
"But that's notthe Color scheme for a 912,"
replied theMaestro. "Here's yours."
And the Maestro Uncorked the Heavy
Artillery - the Gold Plated Super-90 with the Black
Fan Shroud and the Tangerine Oil Filter Can.
Ohhh, that Gold Plate! Removinga GoldPlated Dip
Stick, the Maestro said, "And with the Gold Plate
Option, every time you check the Oil, you're
reminded ofyour Good Taste.
The guywas Overwhelmed, (of course- what
else would he be?) And decided then and there to
leave the 912 that night to sleep safely in the
Maestro'sShop, protected by the Ten Ton Titanium
Doors and the Laser Disintegrator.
The next morning, the Maestro arrived
Bright andEarlyat 10:30amto begin the Tune Up,
the Valves having cooled quite nicelyovernight.
With his faithful, Telepathic Companion,
Patrick the Pampered (Standard) Poodle to scare
off uninvited Guests, the Maestro began the oil
change.
Obviously the last change had been done
before by a VW shop. For in place ofthe normal
hardware for the Sump Plate, we have the 6mm
VW "acorn" nuts. Which requires that all the studs
in the sump to be EXACTLY the right length. Ifin
they aren't, the VW nuts wedge onto the stud and
pull the stud out the next time the sump removal
is attempted.
The Maestro hates it when the studs come
out. Three did. So he replaced them and all the
hardware with the usual 6mm Flat washer followed bya 6mmWavy Washer followed bya regular, plated 6mm Nut. Torque the DrainPlateevenlyfrom the MIDDLEout REPEAT up to 10times if
necessary, is necessary to stop them damn sump
leaks.
Amazingly, there was no crud on the magnet.
Nothing on the screen either. But somethingwas
stuckAGAINST the screen. The Maestro inspected
it. It was a piece an Intake Valve Stem Seal, those
cheap black onesfound in Top End Gasket set that
get brittle, crack and fall off, ending up in the
Sump, sitting against the screen. Snapping its fingers. Waiting forits friends to join it.
The Maestro let the oil drain and went to
adjust the Valves. Again, like the English 912 last
week, ALLEIGHT VAIYES had NO GAPS! Or nearly
none. The Customer sure got his money's worth
on this valve adjust!
The Maestro replaced the plugs- W7AC's
(one ofwhich was pretty fouled) with W5AC's.
Now came the good part. Checking the
Timing. The Maestro surely thought that the
Ancient ".022" residing in the 912 for a coon's
age would exhibit the Typical Used Distributor
Wiggle, And waytoo much advance. Or both.
The Maestro put his Magic Timing light on
the .022 puppy, expectingfunniness. He got some.
It was running exactly at Top DeadCenter.
That's OK for fire up, but not exactly perfect
for Running Down The Road.
The Maestro checked the IIigh Speed
Timing. Rotating the Dial on the Timing Lightmagically moved the TOCmark on the Pulley back to
match the mark on the Caseand read offthe High
Speed Timing. Thirty Degrees!
Exactly what a Good .022 oughts have. This
one, the ONLYone in a several YEARS, did! The
Maestro was Amazed! A GOOD Original
Distributor! StillAmazed, the Maestro got outtwo
l Omm wrenches, loosed the Distributor Clamp,
fired up the engine again (using the Little Yellow
Wire.) and Set the IIigh Speed timing at 35
degrees.
He checked the Idle Timing. Five Degrees
Advance. Smoooooth up and smoooooth down.
Very little variation to the spark at any constant
speed. Damn Nice Distributor! Ain't gonna sell
nooooooooo .050's to him!
At least NOW the Maestro could tackle the
Crusty Solexes. He started on #I Cylinder - the
Right Front. Put his Left hand on the Fan Shroud,
said "Heal thyselfmyson" and the Solex started to
adjust. The Maestro was Amazed. Geez, the Idle
Mixture Screw actually DOES something!
The Maestro screwed the Idle Mixture Screw
in until the Engine became Unhappy. Too lean.
Then he went the other way- out. Richer. And kept
on going. Pretty soon, the engine again began to
run rough. Too Rich.
By careeeeful Binary Search, the Maestro
zeroed in on the Best Running Condition. And
went to #2 Mixture Screw. IT adjusted too!
Then came Left Front Cylinder- #3- the
ProblemPlaguedCylinder. IT Adjusted welltoo! IN
fact, all four Mixture screws adjusted like a good
Solex should, despite the layers of dirt/crud all
over 'em. Amazing, The Maestro couldn't even sell
the customer a set of Webers! The Solexes were
stillgood. What's the World coming to?
Reaching around the Fan Shroud, the
Maestro fo und the BellCrank at almost the proper angle. But as he operated it, and eyeballed both
carbs at the sametime (try thatsometime), he saw
one carb opening a bit before the other.
A simple lengthening of the Right Hand
Linkage Rod got themsynched again.
The Maestro finished up, cleaned up and
took the car for test Drive. Patrick the Pampered
Poodle jumped inside (they're HYPo-Allergenic
you know. Poodles, that is. Not People.)
The Maestro expertly backed the 912 out
through the hole in the Ten Ton Titanium Door
and drove on down the Test Track. It was a 4speed 912, so it drove more like a 356.
And nottoo bad either, It wasn't a Screaming
Banshee power-wise, but it ran through the Gears
pretty well. And the gears worked pretty well too.
Patrick the Pampered Poodle liked the
Sheepskin seat covers, and transmitted his feeling
Telepathically to the Maestro. "Not a bad car,"
Patrick thought. "I could hang my head out the
window of this anytime."
After a quick spin around the block, the
Maestro figured his was about as good as he was
a gonna get it. Patrick agreed.
The Maestro returned to his Shop andwrote
up an Arnazingly Cheap bill for the 1\lIIe
Up/Problem-solving Session (without any of those
Normal Replacement Parts).
Here, the Maestro had to Agree. If it ain't
Broke, Don't Fix it.
Until it breaks.
This DOES work sometimes. In fact it's
worked for the Maestro for manyyears. The 1980
•
rR
BMW now has 264,528 miles now with that basic
Philosophy, and it still has the Original Clutch.
Engine's never been apart. Nor the Trans.
(Of course, it gets Plugs every 50,000 miles
whether it needs them or not. And Synthetic Oil &
Filter changes every 5000 miles. Mobil I in the
Transmission and Differential. Premium gas in the
tank.
Consumer Reports agrees with the Maestro.
They say the Cheapest way to operate a car is to
buyit newand run it into the ground. And Repeat.
The Maestro thinks it's better to buy a USED car,
runit into the ground long enough that it becomes
a Classic, And if Necessary, sell it for MORE
(sometimes MUCH more) than you paid for it.
Repeat.
And ifin you buy a car that's FUN-LOTSA
Fun- then you can have your cake and eat it too!
CUbe damned.
The Previous Owner Obviously ran this 912
for a lonnnnng time withullf overhaul or replacing the Solexes, or the Distributor. Didn't bother
Powder Painting the Sheet Metal either. Or even
CLEANINGit. Why? Because it RANOK.
And ifit ran OK, there's No Problem.
It Ain't Broke.
So don't fix it.
But do the damn Maintenance!
These things happen ifin yo u:
Keep the 356 Faith.
Q;W
SEAT BELTS!
........
~ E.~
Authorized Recaro dealer
Professionally For FREE info, write or phone: 1 - 8 0 0 - 5 9 3 - 8 7 8 7
Engineered or 805-528-7888' Fax 805-528-7887 • www.peparts.com
PrOducts
1119-A Los Olivos Ave., Los 0505 , CA 93402-3232
All Credit Cards Accepted
S. Lucas Valdes, P.E.M.E.
PJ;:RSONALIZJ;:D AUTOHAUS. INC.
356 Tall 4th Gear Available • 28/21 Ratio
Quality 356 Repair & Restoration
Vintage Race Preparation #~..l~iC~~!I
.~
356-911
& 4-Cam
WAYNE
BAKER
OWNER
email waynebaker @earthlink .net
See us on the web at:
www.personalizedautohaus.com
(858) 586-7771 • Fax (858) 586-1669
8645 Commerce Ave.
San Diego , Californ ia 92121
January/February 2003
45
Member's free ads
The classified are exclusively for members' noncommercial use. Include your member number
when submitting an ad. Ads MUST contain the full
name ofthe seller and thestate in which theitem is
located. Ads are limited to 50 words or lessoftyped
copy. We reserve the right to reject illegible ads or
even worse, to guess at you r meaning. The right to
edit or refuse publication is reserved; we are not
responsible for errors, omissions or misrepresentation.
Note: One car for sale per member, per issue.
CONDITIONS OF SALE/PURCHASE
1. Seller will ship item within 7 days of receipt of payment. If buyer pays with personal check, seller will
shipwithin 7 days after checkis honored.
2. If buyer is not satisfied with the item, buyer may
return item at buyer's expense. Within 7 days of
return of item in same condition as received by
buyer, seller will refund the price.
3. Seller assumes risk of non-delivery when item is
shipped tobuyer. Buyer assumes risk of non-delivery
when item is returned toseller.
4. Uniess otherwise stated, cost ofshippingwill be
in addition to item price.
5. By placing advertisements in the 356 Registry,
seller agrees to these conditions. By ordering, buyer
agrees tothese conditions.
6. If theconditions ofsaleare not met, advertiser's
/ purchaser's Registry membership will be terminated. If you have a legitimate concernabout a transaction you feel has not met the conditions above,
please contact Vic Skirmants at 27244 Ryan Rd.,
Warren, MI 48092. Fax 810-558 -3616 .
• In offeri ng a car, please include your asking price to
save someone a cross-country phone call; chassis,
engine serial numbers are helpful.
• Ads must include your city/state, so buyers will
know where the item is located.
• Also include your membership number so that we
canverify you are a Registry member.
• Ads must be received six weeks before the cover
date. If your adarrives afterthe deadline, we will hold
it until the next issue unlessyou instruct otherwise.
• The Registry will not publish any advertisement or
advocate any service which directly promotes the
alteration or creation of serial or I.D. numbers normally found on the factory "Kardex" or Certificate of
Authenticity.
• Send your free member ads to the mail address
below or email to GordonMaltby @356registry.org
356 Registry
215 W. Myrtle St.
Stillwater, MN 55082-4804
*'59 356 ACoupe. 912 engine, very strong. Rust
free CA car. New rebuilt tranny, 2000. Zero noise.
New Konis, links, pins. New dual master cylinder
& brakes. Stored for the last 30 years. 90%
restored. Comes wl'62 engine w/912 rods. Sport
exhaust. $24,000/obo. Greg DeRango, 50 Sunny
Oaks Dr., San Rafael, CA 94903. 415-479-8679.
*'61356B Drauz Roadster #88873, Eng #604623,
Trans #42293, Signal Red, Black Leather, Black
ToplTonneau. 6,000+ mi. since Parade Concours
winning restoration (over $liOk spent, photo &
receipt documentation) . 1st in Class at 1993
46
Volu me 26, Number 5
Parade (Trophy& Score Sheets incl.). Exceptional
condition. Perfect panel fit andgaps. Correct show
wheels, tires, steering wheel in storage. 5.5"
wheels andNardi wheel fordriving. Needs nothing
to drive or show. $55,000. Bob Wonsetler,
Mendham, N.J, bobwonsetler@earthlinknet. 973543-6924, .
*'61 356B coupe #115879. Above average coupe
due to condition and options. Red, black interior;
12V electrical; rebuilt 1966912engine w/1 750cc
kit, <500 miles; new voltage regulator, brakelinings, windshield and seal, battery; rebuilt wheel
cylinders, generator, front seats; Some extra parts.
$19k10BO Chris Bauer, 352-378-5391 (FL).
*'62 356B Cabriolet 156267. All numbers correct
and matching. Ruby Red/GrayInterior. New Pirelli
p600 P185/65R15 Chrome 5.5 Wheels. All original except for Weber carb's and Carrera exhaust.
Engine has approximately 96HP. Car has 225
miles since 100% Willhoit Motors restoration.
$68,000. P. Conte, Long Beach, CA. 562-438-81 31
or Philconte@earthlink net
*'62 D'Ieteren Twin-grille Roadster #89612 :
Redlblack, 6v, 103,000 miles, driven less than
4,000 miles since complete restoration in 1982.
Recent bare-metal repaint. Beautiful, no rust.
Invited byPCNA to participate in Porsche tribute at
Monterey Histories 1982. $68,000. Photos and a
newsletter containing a brief history are at:
http://home.bellsouth.netipIPWP-62Roadster. I'll
send a full history bye-mail if you contact me at:
[email protected]. Jay Phelan, 850-492-9364.
The car is in Pensacola, FL.
*'62 S-90 Cabriolet. #157729. Eng. 805734Ivory,
blue leather, dark blue top. Dark blue tonneau.
Leitz rack Totally and prof. restored in 1991.
Entire bottom end,pulley and pressure plate were
balanced. Rods rebuilt. All bearings, valves,
guides camshaft, rod nuts, gaskets, seals, pistons
and cylinders were new. Solex carbs rebuilt. All
fasteners and appropriate parts plated. Engine tin
powder painted. Fuel lines rebuilt with correct
crimping. Correct decals. Owner's manual. Drives
strong andstraight. No rainfor 5 years I'veowned
car. Beautiful and fun! $35,000. Jerry Erickson,
Arlington, VA. [email protected], 703-5289742 before 9pmEST
*'62 356B Coupe. Painted rolling chassis. Brakes
and suspension are done. Fuel system is done.
Interior needs to be finished. No engine. Trans is
std. coupe box and was not noisy when 1 drove
car. $9500. 610-380-3546 after 6 pm. Chris
Duerr.
*'63 356T6Super 90. Older restoration, excellent
driver. Whitelblack interior/sunroof. New int.,
rebuilt drive train, original Blaupunkt radio, jack
and manual included. 12 volt conversion
w/Webers. $18000. GeorgeIvaldi.Alpine, ~~ . 201723-1237 Days, 201-750-8982 Eves. Email
GSAG [email protected]
*'63 Cabriolet Super 90 #157750 BlackIBlack
original exterior silver rebuilt engine, transmission, carbs in 1999. Top 12 yrs old but like new
interior original with Blaupunkt radio & manual
nice looking, but needs body restoration and new
seats. $10,000. Kristine Smith, Minneapolis, MN.
612-285-8187 or swak@ mn.rr.com
*'64 CCoupe, Chassis #216882, Engine #714844,
Transmission #74929. Original floorpan , signal
redexterior, blackinterior redone, rebuilt engine,
California black plate, wood steering wheel,
Koni's, new muffler system. $25,000. Reinhard
Riedel, Meadow Vista, CA. 530-878-102 7 or
[email protected].
*'64 CCabriolet, VIN161253. Engine is #702972,
a '62 super; top end rebuilt with Mahle Cpistons
and cylinders within last 3K rni.Red with tan
leather and top. Email for pictures. $25K. Rick
Durrett, Portland, Oregon, [email protected]. 503-225-0889, 503-636-0493 eves.
*'64 356C Coupe, Irish green/black leather.
Thorough cosmetic restoration and engine overhaul in 2001102 . Excellent, "street concours"
driver. $24,000. photos by email. Alex Dearborn
MA, 978-887-6644.
*'65 356 SC Coupe project. Car was purchased
about 7 years agoas a disassembled project. New
shocks, brakes, rotors, master cylinder, wheel
bearings, seals, new tires, rubber kit (- $800),
engine deadening kit (-$ 195), transaxle was
overhauled before I got the car, local Porsche
mechanic has checked the engine out. Car has
been stripped to the metal and primered. Needs
assembly, paint, and upholstery. Karman (vin) NR.
215347, Farboton NR 6404, engine #R*810147*
Lost interest and need space. Make offer. Larry
Reynolds, Boise, Idaho. [email protected]
or 208-344-3265 evenings.
*'65 356C Coupe #220100, WhitelRed, structurally sound. 2000 miles on rebuilt engine. Third
owner, some history, strong dailydriver, excellent
interior, good paint, excellent chrome wheels,
hubs and tires. Must sell, $12,900/0BO. Serious
buyers only. Jack Chamberlin, 520 W. 13 Mile
Road, Royal Oak, Ml 48073. 248-875-7691.
Part for ale
* Hardtop for356Cabrio, Good condition, 3000.
Jon Mcllugh, 262-675-2644.
*1959 356 Sunroof clip. Complete! $2,600. Greg
DeRango, 50 Sunny Oaks Dr., San Rafael, CA
94903. 415-479-8679.
*FactoryCalendars '59-'63 & '74-'79, Bosica 356
metal kit, Factory 550 enamel sign, '60 Aspen
parade license plate, PCA cloth banner, Strenger
Factory reissue poster set #I, many models/toys.
Douglas Palm, 4243 S. Clarkson St., Englewood,
CO 80110, 303-973-6509.
*356 Parts: James Dean Spark Plug poster $80.
"Porsche Pit Stop" poster $80. Porsche flag, 3x5,
the perfect Christmas gift $39.95. BMW dealer
sign, 5x5, lighted hoth sides $650. Derrington
wood wheel, not repro, excellent condition
1500. '56 356A Carrera Coupe die-cast model,
I:18 red $39.95. BMW flag, 3x5 24.95. Plus
shipping. Thomas II. Powers, 111 9 Glendale Rd.,
York, PA17403. 717-968-5080 or 717-845-5734.
*550 body panel set, complete including interior/exterior, seat shells, side view mirror housing,
license plate light housing. Reproduced in fiberglass, hand-laid, from molds I made pulled from
an original Spyder - NOT ABECK! $2500. Chassis
also available, 1700. Many 356/VW parts from
40 year collection also available - list too long.
David Clement, 919-542-24 4 eve 'til 9:30 EST.
david-anneucrs' mlndspring.com
"Speedster doors, wlT-2 inner panels, probably
fro m '58 car, VGC- think NOS with paint. No
dents or rust, inside storage. Wllatch hdwe, $1100
ea. or $2000 for the pair plus crating and shipping. Lloyd Hostetler; Tucson, AZ. 520-529-4659
or [email protected].
*FactoryOEMSpeedster windshield frame, upper,
lower & posts, excellent condition 2000. 356
limited slip (ZF type) $1300. Four, 911 6xl 5
alloys $600. "A" hood, never bent or rusted $950.
Complete set Cdisc brakes, paI1Scleaned &painted, calipers need rehuild $1700. Pair Roadster
doors $950pr. Roadster deck lid $400. Buver
picks up or pays shipping. Chuck Scha;lk,
Sandwich, IL815-498-4500.
*1961 Christophorus Calendar, Mint condition.
100 plus $5 shipping. Robert Gumrnow,
Rockton, IL. 815-624-7396.
*2 gallons Aetna Blue Nitro lacquer from late
1970s, Free, pickup only. 741/2 Trans. w/o diff.
carrier, $325, pickup only. 356 Registry Vol. I,
Nos 2, 3 &5, reprints plus Vol. 2 (No #5) to present, 325. Other parts, list. Ed Statkus, 7.1-7785699. Chicago.
*For Sale: Dipstick, pedal covers, fuel cock,
tachometer - used, backup light, '6'voltage regulator Bosch - new, beehive lens taillight, leather
luggage strap, backrest stop (4), Pre-Afuel tank
NOS sheet metal, Pre-A front cross member battery box assembly Part #356-49.041 - original.
N.C. Scheuermann, P.O. Box 446, Haverford, PA
19051. 610-525-2955. llascheuerwnetreach.net.
*MCP&CS various bores &cr's $400 per set. I set
1100 P&C $400. Various engine lids 200 ea.
Early Solex fail shrouds $50. Cam gears (state
size) $50 ca. Bursch stinger tubes $10 ea. MattDe
Maria, Ashton, MD. 301-948-6762, [email protected].
"Speedster seats. Pair of very nice repro (fiberglas) huckets in tan with blue piping, Oatmeal
carpet backs. About 15 yrs, old, ncar perfect condition. With new NLA"A" scat rails. Wood bases
need slight repair. 800. Lead bars with butter,
free for shipping. Gordon Malthy, 651-439-0204
[email protected]
*1953 Parts for Sale from coupe #50702. All
items in fair to excellent condition. Tach, scats,
shift lever assembly, side and rear glass, r. h. window winding mechanism, inner and outer door
handles, seat mounts, chrome door window
frames, horns, door garnish rails, f & r torsion
bars, etc. Car was wrecked and parted 40 years
ago. Call for list. Bill llallandal, 7200 Power Dr.,
Bellaire, MI 49615.23 1-377-9310
light, cigarette lighter, S knob cable, Inst. hoods
sm/lrg, ignition switch. GarySuggs, JJ.., 480-8073776 eves.
*Wanted: dual flapper heater box for a C, driver's
Side, good condition. Phillip Schulze, Gig Harbor,
WA. 253-858-5263, wal,\@foxinternet. net.
*Wanted: Bike rack for356coupe. FrankCamalo,
Lafayette, lA, [email protected].
* WANTED; 1958 Speedster or twin grill Roadster.
Prefer one that has been totally restored bya recognized Porsche restorer and can he easily prepared to place wellin restoration ChL~S . The ideal
car would be silver, signal red or metallic blue
with a super engine and Rudge wheels. Howard
Byr on, 301-680-0500 ext. 102 W, 301-656-9496
II, [email protected]. Chevy Chase, MD.
*Wanted; '56-'59 Sunroof Coupe project or driver.
Jerry Haussler, sunroofcszephyrblau.com, Castro
Valley, CA.
*Wanted: For '52 Body Bumper Coupe #11201.
Mushroom air cleaners, correct headlight lenses,
1001 kit, washer bottle, literature, 1500 cc literature. Ed Kollar, IIC68 3IB, Taos, NM87571. 318352-5580.
~
Mainely
Custom by Design, Inc. • Be rWick, ME
Tel: (207) 698-7646 Fax: (207) 698-7706
We b Site: www.mainelycustombydesign.co m
3561912
Oil Sump Plate*
$79.9S
BI"k wrinkle finish ,dditio,, 1
$10.00
*For '52 Coupe: Chrome bezels for small style
turn Signal lights, complete lights okay, dome
Talbot ~.
Sport Mirrors
•
•
•
•
·P.'u"29!lS4.SS1. 29/rSS.577
Made from 6061 aluminum bi llet
Precision CNC mach ined
Unique fin design keeps eng ine oil cooler
Gaskets, magnetic barrie, studs, and lock nuts
ST UTTGART
PERFORMANC E
ENGI NEERING
~
Berlin 300-Glrome Plat,rl Brass SL 300-BntsllLrl Aillmillllm
• Senior- 4.0" Diameter «[unior - 35" Diameter
• Stnml MOlllltillg Systl7llS • Flat or Colln'x Mirrors
~
Lighting Systems USA
aardvark international
PO Box 509, Wltiffi"r, CA 90608
• Pit. 562-699-8887 • Fax 562-699-2288
<teakr inquiriesinvited
ll~(~v.falbotco.co m
January/February 2003
47
LOCKSMITH SERVICES Offering a full lineof factory,
non-factory and high security keys as well as location
services for hard-to-find blanks; keys cut by code; key
chart available. Perform ten-pointquality restorationof
locks and door handles. Electrical repair of ignition
switches performed. Key accessories available, i.e.
bulbs and batteries for light keys, fobs and pouches,
etc. For info call: Tony Euganeo 610-461-0519. 501
Folcroft Ave. Sharon Hill, PA 19079
HONEST ENGINE Experience since 1965 in all areas
of the 356. Specializing in street/high performance,
concourse, vintage race engine assembly and parts.
From full concourse to vintage race/high performance
street car restoration and preparation. Ask for Steve
Schmidt 714-832-3128, FAX 714-832-3198 or website / email atwww.honesteng.com.
PREVIOUSLY UNAVAILABLE PARTS: Acrylic green
replacement sunvisors for '51-'57 356. Rivets and
directions included. $60/$5 S&H. Tom Kinkaid, 262249-0577. N-1545 Linn Pier Rd., Lake Geneva, WI
53147.
Dreamin' about driving your beloved Porsche in the
most famous European Historic Races (Mille Miglia,
French tour...)? Autobase France offers you a parking
space right near Paris! Our facilities are heated and
safe, and we maintain your car so that it's always
ready to go. We can provide technical assistance on
the spot! For more info: Autobase France, 6 bis, rue
Distributor Contained
Electronic Ignition
'NEVER CHANGE
POINTS AGAIN!"
AllBoschCast Iron: 6v.-$106, 12v.-$97.
050, 009, late 031 : 6v-$79, 12v.-$69.
Early 031 : 6v-$120, 12v.-$110. $2 Frt. in US. Tax in CA.
NEW 050WIPERTRONIX INSTALLED
6V.-$159, 12V. $149. FRT. AOO'L
SAM SIPKINS
510·632·8232
Danton, 78420 Carrieres sur Seine, France.
www.911avendre.com or olivier@ autobase.fr.
Charleston, SC 29406. Hermage @aol.com or 843553-0777.
EUROPEAN VINTAGE AUTO RADIO REPAIR.
Blaupunkt, Becker, Telefunken, etc. Covering all 356s
and early 911s. 1950-1970. Tube or transistor. The
only shop catering to these specialized radios exclusively. Summer residence - Wilford Wilkes, P.O. Box
103, Brisbin, PA 16620 Ph. 814-378-8526. Winter residence is 457 La Playa, Edgewater, Florida, 32141.
Ph. 386-409-3093.
Wooden Steering Wheel Restoration and Repair.
Complete & correct re-wooding , polishing, machine
turning (L. L.l. and plating available. Many exotic
woods for custom orders. VDM, Nardi, Les Leston,
Derrington, Moto-Lita and others. Also B/C type
Carrera wheels. AUTOMOTIVE SCULPTURE by
Bruce Crawford. 805-528-6240. CA.
SAM SIPKINS, 356 MECHANIC. Custom Engine
Rebuilding, Mechanical, Electrical, Structural Repairs.
PARTS SPECIALS: Fram Oil Filters, biggest and best
with gasket that fits, 3 for $15.60, 5 for $25. Racing
Exhaust System for B/C with U.S. Heater, Glasspack
$79, Quiet $99. KYB Nitrogen Shocks givea beautiful
ride , Front $48/pr, Rear $64/pr. Limited quantity
Engine Bearing Sets, ConRod B/C/SC .25mm under
$29, Mains C/SC .25mm under $100, Mains C/SC
.5mm under $100. Oil Strainer Kit $3. Conti Fan Belt
$4. Bosch Platinum Plugs WR7BP - 4 for $12. Freight
Add'l. Tax in CA. SAM SIPKINS, 950 77th Ave. #6,
Oakland, CA94621 ,510-632-8232. AMEX, VISA, MC,
DISCOVER.
SAFETY LIGHTS: The Lereyn Company has done it
once againl We have a new product, The Light Bar.
Check our web site, www.thirdbrakelight.com. for information on the Light Bar, as well as all the other products we offer for your 6 volt and 12 volt cars; Third
Brake Lights, Turn Signal Lights, and Tail Lights, all to
give you more visibility while driving. We now take
Visa, MasterCard, Discover and American Express to
make it easier for you to charge you r purchases. Find
The Lereyn Company at: www.thirdbrakelight.com or
831 -636·3046. Add peace of mind to your driving
experience-hundreds of satisfied 356 drivers have
already addedLereyn Company lights to their cars.
BRAKES sleeved and rebuilt: Masters, wheels, clutch,
slave, calipers, Proportioning valves, boosters and
shoes relined. Quick Service. Lifetime written
Warranty. White Post Restorations, One Old Car
Drive, PO Drawer D, White Post, VA 22663. 540-83711 40 www.whitepost.com
"Carrera" style valances. Pattern taken from a
never-mounted factory original, made in Germany. Kit
comes withValance, beading, stainless steel hardware
and instruction sheet. Exhaust openings fortwin pipes
and the Carrera style with one opening. $475.
Hermage Coward, 2474 Vistavia Road, North
Optima batteries: Corrosion free/true zero maintenance battery for your Porsche. Totally sealed, nogas
or acid can escape. 800 CCA, retains charge in storage. 72-month warranty. Extremely rugged! $13512vt/$1 24-6vt, includes UPS. Add $5 west of Miss.,
"chipped" battery tenders 6 or 12-$40. Master cutoff
switch $10. CHATHAM MOTORSPORTS, 225 N.
Maple, Vinton, VA24179. Chathamms @aol.com.540981-0356 (cute number, eh?)
NEW: Porsche 356 New/Old 2003 Calendar 16.
Complete Porsche 912 Guide 20. Porsche Epic vol.
1- to 1949, Thiriar 120. Porsche 356A or 356B-T6 or
356B/C T5 Electrics (newformat) 80. Automobile Year
#49 45. STOCKED: 356Performance Guide, Spencer
20. 356 Porsche: Driving in its Purest Form 45.
Porsche 356 Carrera 30. 356 Registry Porsche
Technical and Restoration Guide 18. 356 Authenticity,
rev3 20. Porsche Speedster, Thiriar45. Porsche 356
Defined, Johnson 30. Buying, Driving, Enjoying Your
Porsche 356 20. Porsche 356 & RS Spyders, Maltby
(soft) 20. Porsche Legends (soft) 20. Porsche 356,
Long 28. Porsche 91 1: Forever Young 55. Auto Union
GP Race & Record Cars, Van 32. Please include $3.
postage/shipment. BLOCKS BOOKS-THE FANATICS CHOICE, 7295 Coldspring, West Bloomfield, MI
48322-4214 USA. Porsche, Automotive Books,
Shop/Parts Manuals, Christophorus, Panorama, R&T,
SCG, SCI/CD. 248-535-1449 (Silk, aka the fabulous
Freda's cell phone, but I am sure she won't mind),
[email protected]
FROM THE MAESTRO'S COLLECTION Engines;
Super 90s, Supers, 356s, 912s, Military Industrials, 2pc case engines. MaestroMaster Supranormals!
Transmissions, too. 356A1B/C, including 644 and 741
Carrera with ZF lim. slip. Weber, Solex and Zenith
carbs, NEW 356B cranks. Used AlB/C/91 2/Super 90
cranks. New 200mm flywheels. New mufflers, valves,
gasket sets. Piston/cylinder sets. Engine ass'y videos
- 5 tape set, 10hours, $75./set. And a Speedster trans.
(BBAB gears) with a 741 nose piece, new bearings,
synchros, complete! Is the Maestro RETIRING? Call
HCP Research 408-727-1864, fax 727-0951 email:
maestro @well.com hcpresearch.com
TECH INFO: Exploded-View Part Diagrams setsshow all parts: Pre-A 51 pgs-$14, 356-A 74 pgs-$1 7,
356-B T-5/T-6 11 8 pgs-$23, 356-B/C 11 4 pgs-$23.
Factory Workshop manuals: Pre-A250pgs-$45, 356A 500 pgs-$65, 356 B/C 900 pgs-$85. Factory Parts
Books: 53 Pre-A 160+ pgs-$35, 55 Pre-A 350 pgs$45, 356-ACOMING, 356-B 1,016 pgs-$75, 356-B T-6
Supplements-400+ pages-$45, 356-C Supplements
300+ pages-$40 (356-B + 356 B T-6 or 356-B + 356-C
together-$99) All are copies in 3-ring binders.
Website:
Postage
Paid
in
USA.
http://members.aol.com/_ht_alderwhite/Derwhites356
LiteraturePage.htm Email: [email protected].
Charlie White 8639 E. Via de los Libros, Scottsdale,
AZ85258 PH: 480-367-8097.
48 Volume 26, Number 5
The Whatzit Answers
This time it's anassortment ofunrelatedstuff. Starting with thefiber disc "A", it'sthegasketbetween
the door jamb and striker plate on later cars. B is a shim used between the door hinge and the body
mounting post. C is the earn tunnel plug on the flywheel end of the crankcase. D is one of two plastic
retaining pieces between the clutch yoke and the throw-out bearing on late transmissions. Eis a gimme:
it's one of the bumpers used on the body where edge of the engine compartment lid rests. If you said
"glovebox bumper" you get points, also.
ADVERTISER INDEX
Aardvark International
.47
Asheville Holiday
11
Autobase France
Automotive Sculpture
.48
48
Autos International
Bell er Body's
37
31
Block's Books
.48
Chatham Motorsports
.48
Classic & Speed Parts
10
Competition Engineering
17
EASY
Eugeneo, Tony
.40
.48
European Collectibles
European Vintage Auto Radio Repair
.48
.48
Foreign Intrigue
GK Restorations
.40
17
Grand Prix Classics
GTWerke
.49
30
HCP Research
Honest Engine
International Mercantile
.48
.48
31
Jim Gordon Restorations
31
Kincaid, Tom
.48
'C:3
o
€J-
Klasse 356
Leland West
7
23
Lereyn Company. The
.48
Mainely
.47
M&M Enterprises
NLA Limited
North Hollywood Speedometer
27
CoCo Fiber Mats
Palo Allo Speedometer
27
.4
Panelwerks
17
Parts Obsolete
P.E.P
23
.45
Performance Products
6
Personalized Autohaus
Precision Mallers
.45
27
Restoration Design
33
Sam Sipkins
.48
Shasta Design
Sports Car Market
30
25
Spyder Enterprises
25
Spyder Sports
7
Stoddard
Stull gart Performance Engineering
9
.47
356 Enterprises
.41
356 Sales
Trevor 's Hammerworks
49
8
Tweeks
Back Cover
West Coast Haus
White , Charlie
29
.48
White Post Restorations
Willhoit
.48
37
Y'nZs
33
Zims
Inside Back Cover
-~ .. ~~oIIA,
~
/J -
O 356
.4. Wrap
13
,
SERVICE & REPAIR
AVAILABLE AGAIN.
Call for Appointment.
SALES
CLARITA, CALIFORNIA
1955 Porsche 356 Pre-A
Speedster 1500 Super
VIN#80835, black exterior with dark red
interior, black softtop and side curtains, an
excellent example having recently undergone
a complete restoration, $59,000.
1960 Roadster - RedlLight Grey. A superb driver. all
Kardex correct. very solid & complete with no rust.
Garaged in Calif. most of it's life. Offered at $41,500.
1958 Carrera Coupe-SilverfTan. Older restoration
with original engine. Very comp lete. Orig. floors
No rust. Off ered at $95,000.
1958 Porsche RSK Spyder
I NEED CARSI
#718013. Ex. Ken Miles, Otto Zipper,
Xlnt history, Sebring, Riverside, etc.
Visit my NEW VVI;U;)UI;!
Grand Prix Classics
7456 LaJolla Blvd., La Jolla , CA
www.GrandPrixClassics.com
Tel. 858 -459-3500, Fax 858 -459-3512
I have qualified buyers for quality 3565.
www.356sales.com
-
---_.-
----
661-251-3500 Voice - 661-263-0431 Fax <emall [email protected]
.
.. . . . .
.
. .
.... . . ..
.
.
~
..
...
January/February 2003
49
Ood roads, good we~th~r and good
food! Three out of three is not too
shabby for the 2002 Javelina 100. A
contingent of Outlaws headed up the back roads
of Arizona for Prescott, via Wickenburg and
Yarnell, while the rest of our favorite henchmen
swooped in from California, Colorado, New
Mexico and Florida! (via Scottsdale)
Mike and I must say thanks to Robin and
MaryHansenfor once again having the drinksand
G
snacks ready to'go at the poolside Friday evening
welcome party. Thanks to Don Kaitzfor a "stinkin
to high heaven" quiz and thanks to Barb Crowley
for assistingMike at theregistration so I could go
outand mingle.
No long article this time, just a collection of
photographs tomake you wish you had joined the
herd at the cor~ . Come mosey along with us
~
soon.
Our local snow bunny,
Billie Henry
Rusty's owners, King and
Carol
Clemens
honored for
the longest
drive just to
party with
the Outlaws.
Standing on a corner in Winslow, Arizona
On the road again with Rusty and Winston. (Last
year's featured interviewees!)
Lunching
under the
sun in
Cottonwood,
AZ
La Posada, former hacienda and railroad stop in
Winslow, AZ
50
Volume 26, Number 5
www.all~im.€om
Sign up for our Email Newsletter
• ONLINE CATALOG
• SECURE ORDERING
• SPECIALS
ENG IN E PARTS
FILT E R S
Air, 356, wi Zenith 32 NDIX carbs
7.99
37.50
Air, K&N 356, wi Zenith 32 NDIX carbs
Air, K&N assembly 356, wi Zenith 32 NDIX 49.95
77.95
Air, K&N assembly 356, wi Solex 40 PI!
4.50
Oil, 356, 912 all, MAHLE wl good gasket
Fuel, 356, 912 all, 5 & 7mm universal
.89
ENGINE REBUILD KITS
Our Standard RebuildKitscontain standard mainandrod bearings,
completegasketset, rod nuts, valveguides, andrings.
STANDARD KIT from5356
CALL FOR CUSTOMKITPRICES
MISC E L LAN E O U S
2.99
Rod Nut, 356, 912 all
Flywheel Gland Nut, 356, 912 all
25.50
12.00
Engine to body Seal, 356
from 49.95
Ring Set, 356 most models
25.95
Pushrods, 356, 912
Pushrod Tubes, 356, 912
set of 8 $72.20
Cam. 356, 912 all, stock , new hardened 272.50
12.50
Oil Line, 356, 912 all, inlet or outlet line
9.95
Generator Pulley Half, 356, 912 all
3.95
Generator Belt, 356, 912 all
59.95
Oil Cooler, 356, 912 all
Fuel Pump Rebuild Kit, all 356 to 912 from 25.95
from 11.95
Carb Rebuild Kit, 356, 912
COLL E C T I B L E S
356 TUB CLUB CAR BADGE
35.00
PREMIUM COACHWORK
RESTORATION PANELS
PROPER EUROPEAN GAUGE STEEL
PRECISELY CORRECT STAMPINGS
PERFECT FIT SAVES LABOR COSTS
PRICES HAVE NEVER BEEN LOWER
PRE A FLOOR PAN
$339.95
A FLOOR PAN
$299.95
B-C FLOOR PAN
$299.95
PRE A BAlTERY FLOOR
$134.50
A BAlTERY FLOOR
$137.00
T5 BAlTERY FLOOR
$137.00
T6 BAlTERY FLOOR
$137.00
CALL FOR COMPLETE LIST OF OUR PANELS
PERTRONIX
IGNITOR
ELECTRONIC BREAKERLESS IGNITION
"Never change points again!"
NOW IN 6 VOLT MODELS
ENGIN E E L E C T R IC A L
Bosch Spark Plug W6BC OR W7BC
1.75
Bosch SPark Plug WR7BP
2.95
Tune Up Kit, 050 Dist. cap, rtr, pts, cond
25.60
Tune Up Kit, cast iron Dist.cap, rtr, pts, cond 30.50
Tune Up Kit, alum Dist. cap, rtr, pts, cond 27.25
Coil, 6 volt
32.50
Spark Plug Wire Set, 356, 912 all
28.95
Bosch 6 volt Starter, remanufactured ex 164.95
Bosch 6 volt Generator, remanf
ex 189.95
12 VOLT CONVERSION PARTS
CALL US TOLL FREE
1.acJ0.356.2964
NOW OPEN SATURDAYS 9-1 C.T.
HIGHEST QUALITY PARTS
email: [email protected]
MOTOR OIL
POUR IN TNE PROTECTION
~
BOSCH
-
Bosch
Authorized
Service
DUETOCURRENCYFLUCTUATIONS PRICES MAYCHANGE WITHOUT NOTICE
BRAKES
Brake Shoes, 356 all drums, rebuilt
ex29 .95
Master Cylinder, wl drum brakes
94.50
German Wheel Cylinder Kit
9.95
CALL
Front Wheel Cylinder, drum brake
CALL
Rear Wheel Cylinder, drumbrakes
Brake Pads, disc brakes, Frt or Rr
from 19.95
NEWEST Competition "C-Tech" Pads
55.95
Caliper Kit, 356 C, Frt or Rr
11.95
Front Rotor, 356C
41.95
Rear Rotor, 356C
64.95
30.95
Master Cylinder Kit, 356 wi disc brakes
Master Cylinder, wl disc brakes
129.95
CLUTCH KITS
Kits include Disc, Pressure Plate and T.O Bearing
356 A, 180 mm, not O.E.
356 A, 180 mm, German
356 A, 180 mm, Spring Disc
356 A, 180 mm, heavy duty
356 A, 180 rnrn, German Spring Disc
356 B, 180 mm
356 B or C, 200 mm
74.00
123.00
82.00
182.00
148.00
279.00
329.00
42.50
62.95
39.80
42.50
55.50
CHEMICALS I CAR CARE
ATE Gold Brake Fluid, 1 liter
9.50
ATE Blue Brake Fluid, 1 lit er
10.95
Swepco 201 GL5 Gear lube, 1 gallon
35.04
Lexol Leather Cleaner or Conditioner,112 liter 9.95
Lexol Vinylex vinyl and rubber care, 1/2 liter 9.95
P21S Wheel cleaner, 1 liter
20.95
Klasse German All in One Polish! Wax
24.95
Zymol Carbon, "Ultimate Car Wax"
36.95
Zymol HD Cleanse, Pre wax prep
15.95
Zymol Clear Auto Bathe
15.95
Zymol Field Glaze
16.35
Stoner Tire Shine
5.99
Stoner Speed Bead Introductory Price 10.99
(Stoner products can be applied day or night)
FAX# 817545·2002
e Kendall.
SUSPENSION PARTS
Front Axle Link Pin Rebuild Kit
26.00
German Link Pin Rebuild Kit
59.95
King Pin Rebuild Kit
14.00
German King Pin Rebuild Kit
39.95
Tie Rod Ends, inner or outer
9.95
Shock, 356 56-65, set of 4
105.00
Steering Dampner, 356 all
19.95
Steering Box, ZF, rebuilt 4 stud version ex499.95
BRAKE HOSE KITS
356A, Braided Stainless
356A, Braided Stainless, DOT Approved
356B or C, Rubber
356B or C, Braided Stainless
356B or C, Braided Stainless, DOT Approved
8 m m Colored Ignition Cable Sets
Cust om Made • High performance
ANY COLOR SET $33.95
356B thru CT-612v Conversion Wiper Motor ex 299.95
Transistorized Voltage Reducer 12vto 6v (wipers) 39.95
Transistorized Voltage Reducer 12vto 6v (gauges) 59.95
Resistors for Relays
6.95
12volt Hella Horns, dualhorns, originalstyle pair 69.00
12volt Coil, Bosch Blue
19.95
12volt Optima Battery, Newest Spiral CellDesign 149.95
• EVENTS CALENDAR
AUTOTECHNIK
PORSCHE
SPECIALISTS
MINIMUM ORDER $20
NO CREDIT CARD SURCHARGE
SAME DAY SHIPPING
~I.'-"!
~
. ...
~
VISA'
1804 RELIANCE PARKWAY· BEDFORD, TEXAS 76021 • (817) 267-4451
Zims Autotechnik is not aff ili ated with Porsche AG or PCNA
® Registered Trademar k 01 Dr. Ing . h.c. F. Porsche A.G.