What Tire? - 356 Registry

Transcription

Local/Regional 356 Clubs
These groups offer activities, information and fellowship for 356 enthusiasts from a particular geo- MIDWEST
graphical area. Each group operates independently
andis notsponsored bythe 356 Registry.
WEST
Porsche 356 Club Porsche356club.org
Gary Dun avan , 4865 Via de l Co rra l
Yorba Linda, CA. 92887
gd unavan @prod igy.net 7 14-777-8052
356 CAR Club ~
Jim Reeder, Jr., President
PO Box 726, 4551 Eggers Dr.
Freemont, CA 94536, 510-793-4030
Centr al Coast www cc356c.com
Dick Douglass, 1690 Kleck Rd.,
Paso Robles, CA 93446 805-239-8394
356 Group Nort hwest 356groupnw.org
Bruce Rockwell, 4705 131st St. Ct. NW
Gig Harbor, WA 98332-7884
253-858-2788 [email protected]
Sierra 356 Porsche Club
Barry Fleischer 25 DeAnza Drive,
Reno, NV 89511 775-853-0826
Rocky Mountain Porsch e 356 Club
AI Gordon, 12773 Grizzly
Littleton, CO 80127,303-979-1072
Mounta inland Porsche 356 Club
Edward Radford, 1568 Connecticut Dr.
Salt Lake City, UT 84103
801-521-7330
Hawaii 356 Owners Group
Rick Woltz, 719 N. Kainalu Drive
Kailua, HI 96734, ph. 808·262·5417
[email protected]
SOUTH
Southern Owners Group www.356sog.com
Ray Ringler, 3755 Creek Stone Way
Marietta, GA 30068, [email protected]
Tennessee Tubs
Nate Greene, 4003 Sunnybrook Drive
Nashville, TN 37205
[email protected]
Florida Owners Group 356fog com
Kirk Stowers, 6134 Anchor Lane
Rockledge, FL 32955, ph. 321-636-5838
[email protected]
Group 356 SI. Louis Region
Ted Melsheimer, Sr., 10517 E. Watson Rd.
St. Louis, MO 63127 314·966·2131
Midwest 356 Klub midwest356.org
Gordon Smith, 112 Chestnut Hills Circle
Burr Ridge, IL 60527
630·734·3093
Customl [email protected]
Wisconsin Porsc he 356 Club
Tom Spiegel [email protected]
10110 W. Bunny Ct.
Hales Corners, WI 53130 414-425-5584
Fahr North
Phil Saari, 3374 Owasso St.
Shoreview, MN 55126
651-484-0303, [email protected]
356 Motor Cities Gruppe 356mcg.com
Barbara Skirmants, 3359 Kings Mill Road
North Branch, MI 48461 810-688-2059
Drei Staaten Gruppe
Steve Leiding
dreistaatengruppe.com
8222 Rivers Edge Cir, Mainville, OH 45039
Ohio Tub Fanatics
Richard King, www.ohiotublanatics.com
SOUTHWEST
Arizona Outlaw s Porsc he 356 Club
Mike Wroughton
19870 N. 86th Ave., Peoria, AZ 85382
Zia 356
Joyce Y. Hooper, 4700 Westridge PI. NE
Albuquerque, NM 87111
[email protected]
Tub Club
Leo Hudson, 223 Herriott Lane
Argyle, TX 76226
Lone Star 356 Club
Mark Roth, 4915 S. Main, Suite 114
Stafford, TX 77477 (Houston)
OUTSIDE USA
Australian Porsche 356 Register
P.O . Box 7356, St. Kilda Rd.
Melbourne, Victoria 3004, Australia
Potomac 356 Owner 's Group (DC area)
www.356.com.au
Dan Rowzie, 800 South Samuel St.
356 Down Under
Charles Town, WV 25414 304-728-6641
P.O. Box 356,Picton 7372, New Zealand
[email protected]
[email protected]
356 Mid Atlantic www 356midatlantic.org
www.356downunder.co.nz
Dan Haden, 715 St. Andrews Road
Maple Leaf 356 Club of Canada
Philadelphia, PA 19118
Peter Aziz, 738 Huron St.
356BURGH www.356burgh.com
Toronto, Ont. M4V- 2W3 CANADA
Lenny Santora, 1345 Falla Drive
416-961·6573 [email protected]
Bethel Park, PA 15102, ph 412-835-6594
Registro Italia no Porsche 356
[email protected]
Alberto Testo, Pres., Via A. da Brescia, 3
356 Southern Connecticut Register , Ltd.
21013 Gallarate (VA) Italy
Ed Hyman, Box 35, Riverside, CT 06878
Tel.e Fax 0331 795355
www kammotors.com/scrl
www.registroitalianoporsche356.it
[email protected]
Porsche 356 Klubb , Sverge
Typ 356 Northeast
Fredrik Brynte, Malmslattsgatan, 4 S-59031
ob DiCorpo, 2078 Highland Ave.,
Bornesberg, S eden
all River, MA 02720
fredrik.brynt
.
Q. 678·7741 www.Typ356NE.org @telia.c '
[email protected]
EAST
Visit your web site at www.356Registry.org
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 www.356registry.org
The new password for members-only pages and ads is: ZenithTheoldpassword: Drauz
icers
agazme
Chu ck Ho use, President
(Chuck House @356 registry.org)
11073 Bego nia Ave .
Fou ntain Valley, CA 92708
7 14-418-0779 (hm) , 949-567-4521 (wk)
949-567-45 10 wk fax
Gordon Mal tb y, Editor
Mary Skamser, Office Manager
(GordonMaltby @356registry.org)
P.O . Box 287
.
Stillwater, MN 55082-0287
65 1-439-0204, fax 65 1-439-7620
Vic Skirmants, Vice President
(VicSk irma nts @356registry.org)
3359 Kings Mi ll Rd , Nort h Branch , MI 484 61
810-688-2059
Dr. B ill Blo ck, Book Reviews,
(block lab @ao l.co m) 248-535-1449
7295 Coldspring,
West Bloomfie ld, M I 48322
Roland Lohnert, Treasurer
(Roland Lohner t @356reg istry.org)
1422 Twin Oaks Ln ., Cas tle Rock, CO 80 104
303 -663 -4363
Keith Denahan, Vintage Racing
21537 11Oth Ave. S.,
Boca Raton , FL 33428
561 -482-05 16
Kar en Ca m p bell , Secretary
(Ka renCa mp be ll@356reg istry .org)
rustees
Sebastian Gaeta, Net Worth
(spg356 @sbcglobal.net) 734 -662-4288
4070 Brookview Ct.,
AnnA rbor, MI4BfOB
Bob Cam p bell Event Insurance
(BobCampbe ll@356reg istry.org)
20964 Ca nterwood Dr.,
Sa nta Clarita , CA 91350,661-25 1-3500
Dr. Brett J oh n son, Restoration
(356d rb @indy.net) 3 17-84 1-7677
75 10 Alliso nv ille Rd .,
Indianapol is, IN 46250
Bob Gar ret so n
(BobGarretso n @356 Reg ist ry.org)
18300 Jacobs Rd ., Sonora, CA 95370
209 -533-3566
Pre scott Kelly, 356 Collectibles
(Ke llyC T @o pto nline .net) 203-227-7770
16 Silver Ridge, Wes ton , CT 06883
Chuck Ho use
(Chuck Ho [email protected])
11073 Begonia Ave .
Fo unt ain Valley, CA 92708
714-41 8-077 9 (H)
J im Perrin, Years Ago
(carreragts @ao l.co m) 614-882-9046
Box 1828 , Co lumb us, O H 43086
Joe Joh nson
(Joe Jo hnson@356regis try.org)
3802 Briarwood Ave ., High Poin t, NC 27265
336-886-5287 (H)
J im Sch rager, Marketwatch
(james.schrager@gsb .uc hicago.edu)
54722 Littl e Flower Trail
Mishawaka, IN 46545
574-258-4500
Ro land Lohnert
(Roland Lohne rt @356reg istry.org)
1422 Twi n Oaks Ln., Cast le Rock , CO 80 109
303-663-4363
Vic Skirma nts, Technical
(Vic @356 Ente rprises .com) 810-688·2059
3359 Kings Mill Rd,
North Branch , MI 4846 1
Vic Skir m ant s
(VicSkirmants @356reg istry.org)
3359 Kings Mill Rd, North Branch, MI 4846 1
810-688-2059
Adam Wrigh t, Wheels & Reels
[email protected]
71-A Oak St.,
Brooklyn, NY 11222
718-218-0077
A IZim
(AIZim @356reg istry .org)
1804 Reliance Pkwy, Bedford , T X 7602 1
80 0-3 56-2964
e site ta
Ri chard Millang , Webmeister
(RichardM illang @356 reg istry.org)
Jo e Johnson, Web Elf and Web Design
(JoeJohnson @356 Reg istry.org)
Barry Br isc o , Website Technical Editor
(BarryBrisco @356 Registry.org)
Eric Cherneff, Web Elf, Datameister
(EricC herneff @356 Reg istry.org)
Ch ris Ma rkham , Web Elf
(ChrisMarkha m @356registry .org)
Rick Dill , Email List Moni tor
(Rick Dill@356 reg istry.org)
Bill Sampson, Email List Monitor
(BiIISampson @356registry.org)
Itona ta
I
u emces
Barbara Sk irrnants ,
Membership, Renewals, Circulation
(BarbaraSkirmant [email protected])
3359 Kings Mil l Rd , No rth Branch , MI 4846 1
810-688-9090 , fax 810-688-9091
John Jen kins , Travel Assistance Network
(johnjen kins @agilent.com)
3122 King sley St. , San Diego, CA 92 106
619-224-35 66
356 Registry Go od ie St o re, Diane Mo rri ll
(356g oodiestore @usa.net)
925 Walnut St., Pacific Grove , CA 93950
831- 375- 3356, fax 83 1-375-9356
Dr. Brett Joh nso n , Porsche Factory Liaiso n
(356drb @indy.net)
7510 Al lisonville Rd., Indianapolis, IN 46250
317-84 1-7677 , fax 317-849-2001
C
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er
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In The Mail
UpcomingEvents
TIle Miscellany File
President's Letter
Restoration
TIle Gallery
Bud Shank
20th Northwest Bullsession
Creating"Excellence"
Vietoryat LeMans
Savingthe Car That Saved a Marriage
Gmiind West 2006
Elkhart Weekend
Collectibles
Marketwatch
Pittsburgh Vint:lge GP
Wheels and Reels
Years Ago
Reviews
Net Worth: On Line Auctions
More Steering Couplers
Schlauchbinder
What TIre?
More Throwout Bearings
Handy Homemades
Classified Ads
Tail Lights
n
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Gordon Maltby
/. 6
Chuck House
8
BrettJohnson
I0
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Rick Danielson
18
Karl Iudvlgsen
20
22
Dennis Thalman
Dick McClure
26
28
Sharon Maybee
................................................................30
32
Prescott Kelly
JimSchrager
36
Erik Severeid
38
Adam Wright
40
.42
Jim Perrin
Bill Block
43
Sebastian Gaeta
44
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50
Jon Bunin
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AI Zim
54
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JimJohnston
62
356 Neglslry ' magazine is the official publication of 3;6 Registl)', lnc., an organization orientedexclusively 10 the interests, needs and
unique problemsofthe 3;6 Porsche automobileowner and enthusiast. Themission ofthe 3;6 Rl-gisl!"); Inc, is the perpetuation ofthe vintage (1948-196;) 3;6 seriesPorsche through 3;6 Regist!")' magazine and internet forumsfor the exchangeof ideas, experiences and information, enablingall to share the 3;6 experiencesofone anoiher, 3;6 Registry, Inc. isa non-affiliated, non-profit, educationalcorporation,
chartered under the statutes of the State of Ohio. Subscriptions arc available only 10 members. ~I embership dues are 3; ,00 in the liSA,
which includes 28.00 for a 6-issue annnal subscription to 3;6 Registl)' magazine, $4; in Canada and Mexico, $; ; 10 foreign addresses.
All rates are in U.S. dollars, checks M U~l' be drawn on U.S, banks, Visa and Mastercard arc accepted, An application form for membership is available on the back cover of this magazine, or from membershipchairperson Barbara Skinnants, 33;9 Kings ~1i 1l Road, North
Branch, MI 48461 USA, or on our website at \n\w.3; 6Ilegistl)'.org,
3;6 Registl)'magazine (ISSX 1066(877) is published bi-monthly for
Puhlications Mail Agreement No. 40940528
Registration No, None
356 Registry, Inc. byRPM Aum Books, P.O. Box 287, Stillwater, MX 5;082,
Return undeliverable Canadian addres ses to:
Periodical Postage paidat Stillwater, MN and additional mailing offices.
MOTM. PO BOX 2520
First Class postage paidat Stillwater, ~tN ;5082 Permit # 770
WINNIPEG. MB
CANADA R3C 4A7
POSfMASfER: Send address changes to
email: GordonMaltby@3; 6Registl)',org
356 Registr y. 3359 Kings Mill Road. North Branch. MI 4846 1
The opinionsandstatementsexpressed in3;6 Registl)'magazine do not necessarily reflect the views of3;6 Registl'}; Inc" its trustees , offi cers or the Publisher, Technical data and procedures described herein are the opinionsof the authorsand carry no claimofauthenticity
or suitabilityfor a particular purpose from 356 Ilegist!")' or the Publisher. Any procedures des cribed herein arc carriedout at the reader's
0\\11 risk. Porsche®, the Porsche crest, carrer:t®, Targa® andthe distinctiveshapeof the Porsche models are trade dress and trademarks
of Porsche AGandarc used with pennission. Puhlisher reserves the rightto edit or refuse publication :U1d is not responsible for errors or
omissions. Dire your 3;6 D:'.I" is September/7tb, Bring rour cutnetul
No part of 3;6 Registrymagazine may he reproduced in any form without the expresswritten permissionof the publisher.
Copyright ©2006 by3;6 Ilegistl)', Inc, do IlP~l Auto Books, 21; W. Myrtle St., Stillwater, MN ;;082, Producedand printed inU,S,,\.
On the cover:
Dave Burton with his wife Diane's
Roadster watches Augie Pabst's
Meister Brailser III during final practice on Sunday morning at the Road
America vintage races in July.
Gordon Maltby photo.
Caution!
Cute kid
story ahead
Phone booths, Volkswagens...
How about stuffing a Porsche?
cranking the motor jack as theylowered the
motor from a 1960 Roadster. What other kid has
helped 'pull' a 356 motor before starting first grade?
arryPellow's story oftransporting hisbroken engine in the front seat
is well known to the Maestro's readers, and1canverify thatan entire
hood will fit inside a 356Acoupe (don't ask). Here are some recent posts
from 356talkabout other ways to stuff a 356. Bytheway, my personal bestis
four stewardesses (backwhen they were called that) and a friend in my '69
911S. No big deal you say? It was 10 below zero and it took everyone scraping just to keep the windows clear. GM
H
When you've got it, flaunt it.
From Gene BussianofNevada, a photo he tookat Watkins Glenin 1954.
Interesting Ben-Hur treatment on the hubcaps - the height of fashion in the
mid-fifties. Myron Vernisbelieved the car was owned bya man inYoungstown,
Ohio and that a supercharger had been installed. Anyone else have info on
this custom Continental?
While teaching kayaking, climbing, etc. in the early 1970s 1 could be
caught with a full load of gear inside, luggage rack full and 3 kayaks on the
rooftraveling around California, Arizona and Colorado (above). Don 't trythis
at home! Mike Acebo
While traveling near Glacier National Park in Montana, in the summer
of 1969, 1came upon three girls hitchhiking in heavy rain. Theywere standing at a crossroads with four stop signs and nothing else in sight. The back
seatwas veryfull. One girl to myleft, one in my friend's lap, and one between
us. That made for five in the front seat of a C. We took them about an hour's
drive to the park. The girls were working a summer jobat the park and had
gone to town and been caughtin a nasty storm. We ended up with a free room
for the night. I have double dated many times for one- to two-hour drives in
a 356. Frank Boyer
I got stuck in the backseatofmy 356 at the age of 15, with luggage for
3 and scuba gear for two, allaroundme or in thefront. Not using the luggage
rack, we went from northern Florida (Gainesville) all the way down to Key
West and back. My brother was the lucky recipient of a stuff-and-drive from
Florida to Los Angeles, but he was only4 at the time, so he hadlots of room.
Steve Jensen
Anew model of a rare model
We send you one of the latest releases from Europe: The 356 America
Roadster in scale 1:43 handmade byHomann Design in Germany. The model
is available limited in 3 colors: grey, yellow and creme in a special gift box.
Members of the 356 Registry can purchase the model at the PorscheModell
Club Distribution Network. Price: $75. each excl shipping. Orders: PMC, c/o
Henk H. Koop, PO Box 2, NL-7800 M Emmen , Netherlands, or email
[email protected]
4
Volume 30, Number 3
September 17
Everywhere
Drive Your 3;6 Day! Take a drive and send your photos to the editor at
[email protected] by October l st,
September 23
Lewisberry Penns ylvania
Fourth annual Vintage German Porsche VW swap meet at Ski Roundtop.
Vendors, 30 per space (9' x 19'). Freeadmission to buyers andlookers. For
information, please contact Mike Moodyat 717-502-8820.
September 28- 30
yosemite, California
356 Porsche Club Fall Festival. Headquarters hotel, Tenaya Lodge, call 877635-5897. Call 714-962-2875 or [email protected].
Septemb er 30
Atlanta, Georgia
The Southern 0\\11erS Grou p announces a Stone Mountain Reunion Picnic
celebrating the origin of the club 18 years ago. See the SOG web site for
details: www.356sog.com
September 30
Lake Crystal, Illinois
Indoor 356/e:lrly 911 swap meet and litsale. 5186 NWIIwy Crystal lake, II.
60014 $25/hooth. Plentyof hotels next door. Drive to Lake Geneva on 1011 .
Contact lIaig lIalehlian 815-482-7067 [email protected]
October 13-15
Sedona, Arizona
The I Ith annual Arizona Outlaws Javelina 100, a driving tour through
Northern Arizona. Details at www.az3560utlaws.com or 602-4 18-2980.
ovember 24-26
November 30 - December 3
Sebring, Florida
Sebring lIistoric Fall Classic. Porsche 356 Reunion, K1ub Sport Porsche
Challenge, ROLE.'\ EnduranceChallenge Series races and feature races. Visit
http/zhsrrace.corn,
March 9-11 , 200 7
Amelia Island, Florida
The Amelia Island Concours, held on the grounds of the Ritz-Carlton hotel.
For information vtslt wwwameliaconcours.org
March 10, 200 7
Los Angeles Californ ia
The Porsche/ V'IV Literature, ToyandMemoribilia Swap Meet at the IAAirport
Hilton. See wwwlalitandtoyshowcom for more information.
!\lay 4-6, 200 7
Virginia International Raceway
First Annual 356 Spring Fling, a multi event weekend. See
www,356springOing.com for information.
!\lay 17-20, 200 7
Barcelona, Spain
The 32nd International Porsche 356 Meeting will take place fro m 17th until
20th May, 2007 in Sitges - Barcelona - Spain. The website where you can
fi nd the program, the registration form and the conditions of admission is
w\\w.356meeting2007.com
June 26-July 1,2007
lIarbor Springs, Michigan
356 Registry East Coast Holiday, BO~11 e Highlands Resort. See page 7.
Registration material available in the November I Decemher issue.
Mclboume, Australia
Australian Porsche 356 Register Inc. 21st Annual 356 Parade.
September I October 2006
5
tse 1111'
t hasbeen stated byexpertsand is intuitivelyknown byanyonewho
has ever has kicked the tires of a new or used car: color is one of
the most important factors in making a purchase. If you're
strollingdown a newcar lot, you can simplychoosethe one you want since,
equipment notwithstanding, they're all the same otherwise. Used cars and
especiallyold classics like our 356s, however, get a little more complicated - not to say confusing.
Color, remember, is only the outer one or two millimeters of the car
in question. You might like what's on the outside but what about underneath?That light blue paint on the Acoupe that made your head swivel like
it was on roller bearings turns out to be covering enough bondo to pave a
freeway lane. Right color, wrong body. Then there's the B coupe with such
nice shut lines and the, uh, interesting shade ofyellow thatlooks like itwas
matched from a diaper deposit. Right body, wrong color. Or the metallic
burgundy on the C cabriolet that perfectly compliments the grayish green
leather. Who woulda thunk it?Not the Factory, sincetheydidn't offer such a
shade in the mid-1 960s. Oops. Right color, wrong color.
While there are some 356 owners who really don't care about originalityor factorycolors, in myexperience there's more satisfactionin restoringa car towhat it was, or at least could have been back in the day. Outlaws
and race cars aside, most nice bathtubs these days wear an era-appropriate
color that has been the subject of some research on the part of the owner
and/or restorer. Regarding that research, here are a fewtips.
Please don't tryto choosea color froma book, magazine or any printed brochure. The onlyaccurate paintsamplesare paint samples - asin real
paint, not approximations made up of cyan, magenta, yellow and black
dots. Paint is paint, ink is ink, and they ain't gonna twain up anytime soon.
And aside from that little pigment problem, there's photo lighting, various
papers and guyswho mess with your head in Photoshop. What ends up on
a magazine page maybe more figment than pigment.
Color matching is a paint in the butt
There are stories of Porsches over the years that were painted to
match a wife's purse, and to this day the Factory will do your bidding,
paint-wise, for a fee. In the case of a newCarrera GT, the fee is in the neighborhood of $18,000, as I saw on a window sticker last year. That should
make spending fifty bucksor sofora sprayed sampleofyour chosen color
seem like a bargain. If you're serious and care about how the paint will
look, have your shop spraya test piece. Also discuss with them the type of
primer to be used. Adark or light primer can make a difference in how
the finish coat looks. We could also talkabout the size ofmetallic particles
and single stage vs color/clear coat, but that's a conversation to have with
your painter.
One other piece of good advice I didn't follow several years ago was
to make sure the painter gives you back whatever paint is left over. It can
be putin a sealed can (some folks use a hotglue gun around the lid) and
retained forthat daywhenyou needto touchupa spot.And have no doubt,
that day will come. Another suggestion is to simply have some extra paint
mixed at the time the car is painted. While paint has a definite shelf life,
you'll still be ahead ofthe gameby betting you'll need it before it turns to
technicolorsludge.
Perhaps the only way to get exactly what you want- the sameshade
of light yellow that's onJoe's car-is to just buyJoe's car. But make sure
Joe had the foresight to getan extra can of the paint.
Saddle up, boys (and girls)
Bill Block tookthe photo above which makes me look like I was havinga good time (I was) and was in control (I was, barely). It was at George
Maybee's place north of Denver in June, where George and Sharon once
again Smilingly hosted hundreds of Porsche enthusiasts of every stripe at
their Gmiind West event. You can see more photos inside, along with coverage of many other events from our members around the world. ~
Til~ Wimt~Hj
I can't remember if
we did this one
before or not.
So if you don't
remember either,
here's a hint: It's
from an A I Bcar
and it's aluminum.
See page 12 for
more details.
Paint VS. paper
Recently I heard someone ask what color the Speedster on the cover
of the latest Sports Car Market magazine was. Blue, I guess, would be my
answer. I would not be willing to commit any further than that - for all the
reasons stated above. 1 also got an email inquiring about the color of a
Speedster in a Registry article from a fewyears back. The writerwanted to
paint his car that color and the shop was readyto go. Interestingly, the same
car alsoappears twice in a book I have and in each photo the color is a little different. Since the writer didnot want Stone Grey, butsomething a little
more green, like in the photo, it was clear originality was not at the top of
his list. I suggested he find outwhat paint brand his shop uses, and either
look through their color chips and find a domestic color he likes, or have
themscana piece ofsomething to get a formula,
6
Volume 30, Number 3
Ed Hyman sent this shot of
his gloved hand holding a
mystery mounting piece. If
it makes you feel any better, I couldn't identify it
either. See page 34 for
image of what it looks
like when new.
Photo by C. Robert Hyman
Remember the First Year in Your First Porsche?
Fun drives on winding roads • Gymkhanas • Competition Events
We'll be having the same joys and experiences at the 2007 Holiday!
• Five fun-filled days of reliving those first Porsche years.
• Visit historic Mackinac Island. where only horses provide the
horsepower. and the Leelanau Wine Peninsula where wineries,
quaint villages and sand dunes abound.
• Wonderful and scenic driving roads.
• Run in the Hill Climb - re-live the days when 356's dominated sports car competition.
• Grab your navigator for a
Gymkhana fun run!
All of the following
events are on-site:
• Concours
• Hill Climb
• Gymkhana
• Swap Meet
June 26
to July 21
Harbor Springs,
Michigan
Meet your old friends , and make some new ones. You'll find
perfect Porsche 356 weather, warm enough for top down driving. but cool enough to not long for air conditioning.
We have more Special Things in store for you!
All registrants will reside at the exclusive Boyne Highlands
resort hotel. with secured parking in a picturesque valley setting.
with benches located around the perimeter. We will have a large.
spacious Hospitality Room in which to meet. socialize and relax:
the Goodie Store is conveniently located nearby. Separate transporter parking for those who will be trailering their 356s. and
unbelievable driving roads for all. Boyne Highlands is 15 minutes
from fine dining and boutique shopping with a free. dedicated
shuttle to/from Harbor Springs & Petoskey. Join the 356 101
Tech Session for those wanting to learn the ABC's of 356 A·s. B's
& C's, The concours will be held on an expansive lawn of the
Lodge. Special 356 Holiday lodging rates for those arriving early
or departing later. There are gorgeous sunsets from the sandy
beaches of Lake Michigan.
7
New insurance policies
.s
o
.c
0.
2
0.
E
o'"
t:
[l'
{2
he 356 Registry trustees held their mid-year meeting inJune in
Colorado and one of the main topics was the club's insurance
policy. As I mentioned in the last issue,wehave switchedinsurance companies and are now insured with K&K insurance, which specializes in automotive event and club insurance. We have a few more rules
under the new policy, however the coverage is clearer, betterand safer for
theclub andfor themembers. I won't gointo all the policy details; however thereare a few highlights which I would like to share.
All 356events organized by 356 Registrymembers are eligible for up
to $2M event liability coverage provided the organizer submits the insurance request form at least 30 days prior to the event, pays event specific
coverage fees, if any, and receives a notice of coverage from K&K. Even
though the Registry pays a significant premium for the basic club liability
coverage, there is an additional event specific fee structurewhere the cost
depends on the type of event and the number of participants. The most
common type of event, such as a car show or tour, fall into the first tier
which is approx $130 per event for up to 250 participants.
In order to encourage 356 Registrymembers to continue organizing
such local gatherings, the Registry will reimburse the event organizer this
first tier fee when the proper paperwork is turned in. Larger events will
have to pay an event coverage fee, however thecost is minimal for the substantial amount of liability coverage under the Registry's master policy.
Confused yet? Not to worry, simply go to the members section of
www.356registry.organd look for the event insurance detailsand forms.
Further questions should be directed to the club's insurance liaison,
Bob Campbell.
The Porsche Club Presidentsmeetingwas heldinJulyin Berlin and I
attended along with many other club presidents from around the world.
This meeting is held approximately every 3-4years with thelast being 2003
in Leipzig. It was a chance to seeand talk to Porsche AG club coordination
staff as well as uppermanagement andhearabout club happenings and any
potential issues. I'm happy to report that things are going fairly smoothly
now that a new manager of Club Coordination has been hired. As some of
you may have heard, jutta Aldenhoff moved from Club Coordination to
manage the Classic department at Porsche AG. This happened several
months back and Porsche had been looking for a suitable replacement
without much success. However, they finally found the right person and
recently hired Sandra Mayr to manage theClub Coordination team. Sandra
will be coming to the West Coast Holiday in Colorado to see what a 356
Registry event is like so let's give her a warm welcome while sheis visiting
our event.
8
Volume30, Number 3
How many trustees does it take to
change a spark plug? Chuck House got
plenty of advice before heading out to
Roland lohnert's Castle Rock home for
the trustees meeting in June. Roland
and Rosemary were gracious hosts,
even proViding entertainment in the
form of a Colorado hail storm complete with a double rainbow.
At the Club Presidents meeting two very good friends of the 356 Registry
were honored. Jutta Aldenhoff was recognized for her work managing the
Club Coordination team and Volker Spannagel was recognized for his 35+
years of service with Porsche as he now enjoys retirement.
As always, it's difficult to let people know of the passingof a friend.
Many of you have seenJoel Horvitz at Registry events in the past few years
and know of his battle with cancer. Unfortunately, Joel finally lost his battle recently andwe all mourn the passingof a courageous man. Joelwas a
past HolidayChairman, Registry treasurer and a 356Registry HallofFame
member who contributed greatly to the club starting in the 1970's. I will
always remember the courage he showed and the 356 spirit he demonstrated by coming to events and enjoying his friends and his passion willie
engaged in what must have been a very difficulttreatmentprocess. He will
be fondly remembered and greatly missed byall. ~
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O
n page 77 of Dirk-Michael Conradt's book, the author quotes
Porsche Dealer Circular #44152 from 1952:
7. Conversion ofolder models.
A conversion oftheolder models is onlypossible in special cases.
We askdealers to examine their customers' orderscarefully; wereserve
the right to decline suchrequests. Even in such special circumstances,
vehicles willbe converted in the spring of 1953 at the earliest, as the
supply of materials does notpermit earlierconversions. Engine conversions are out of the question. Prices for such exceptional cantersionswill beavailableonlj! afterwehave completedourpricecalculations.
Along these lines, I had an interesting e-mail a few weeks back from
Bill Rokovitz in Las Vegas.
"I am a formerowner ofa 1957 coupe (101124) , which I sold here
in Las Vegas the latter part of 1965. I cannot believe that I have put off
responding to an article you wrote in Volume 27, Number 5;
JanuarylFebruary 2004. On page I I you devoted a few paragraphs to the
subject of black knobs on a 356A.
"I was stationed in France, in the Air Force, from December 1959
until December 1963. On May 17,196 1 I purchased a 1957 orange coupe
with a Halda Speed Pilot and a Heuer stopwatch mounted on the dash.
Before I left France with the Porsche, I drove it four times to Stuttgart for
repairs there at the factory. On June 27, 1963, mycar was at the factory as
I wrote a letter to them givingthem permissionto proceed with the repair
on my car as per the estimate against work order no. F 11 604, dated 244-1963. (I have the paperwork for all of my repairs at the factory
and on one of the previous "visits" 1had the Porsche painted 6206, Silver
Metallic) .
"1gave the factory 10 additional requests, 4 ofwhich maybe of interest:
1. Replace ALL existing interior white knobs with ones of black. (If
blackis not available, replace with dark-grey.)
4. Replace the 4 existing black painted window mouldings with ones
of black leatherette.
6. Installa variable-speed windshield wiper.
10. Replace the 2 door wingwindows.
"I have copied word-for-word from my letter and I have the completed work order showingthat this work was done.
"My goal is to pass on first hand information to the folks who care
and who can make an impact on how others view the 'HolyGrail' concept
oforiginality."
Bill is also hoping to learn the current whereabouts of #101124. If
anyone knows, drop me a note.
10
Volume 30, Number 3
On a related subject, I own an as-yet-unrestored early 1951 coupe
#5430. I bought the car in thelate 1970s as I recall, back when you could
get a copy ofthe real Kardex. It has little information, includingtheengine
number (0432),build date (February 23, 1951), dealer (Hahn, Stuttgart)
and color information (Adria BlueMetallic, gray corduroy, blue carpet and
#3264 headliner). That's it - nothing else. All the warranty/service area
is blank. In 1992, I actually looked at the genuine Kardex at Luwigsburg
and verified that nothingwas written on the back either.
So whyamI telling you this?Well,partofthe reason is thatthe Kardex
does not agree with the embossed aluminumplate by the fuel tank, which
in itself is a bit ofa problem. It has the right chassis number on it and says
1951, but in February 1951 , Porsche didn't yet have thistype ofidentification plate, they were silk-screened brass. I actually made a tasteful pencil
rubbing of it for my European trip. My main bone of contention was the
areathatwas embossed "Hubraum cm3 1286", indicating thatitwas fitted
with a 1300 engine, not the 1100 on the Kardex.
Mr. Conradt's weighty tome indicates that thefirst 500 cars were fitted with 1100 engines and #5430 (car number 430 of the 500) has a
Kardex which agrees. Though there is evidence that the 1300 engine was
being developed byFebruary 1951, there is really little to indicate that one
was originallyfitted. Too many other oddball things make this car a post1953 factorylReutterupdate.
Thereare traces ofthe Adria Blue Metallic paint underthedashboard
and on inner surfaces. The car had been stripped of exterior paint by the
previous owner. Door jambs and dashboard are silver (as are the striker
plates). Below this is a much more nicely executed maroon paint job. I
suspect that the dashboard was originally medium to dark gray and was
repainted maroon , based on the fact that there is gray paint on top of the
red factory primer but it has maroon around the instrument and radio
holes, indicating that the dashboard was largely dismantled for this
respray.
The front hinges have maroon paint on all surfaces, as does the
inside ofthe hood, indicatingthat maroon paint was done prior to assembly. I suspectthatthe car was painted maroon whenit left Reutter the second time and somehackpainted it silver manyyears down the road.
Aside from the chassis plate, things start to become confusing up
fro nt. The turn signal holes are punched, not hand cut, as you'd expect.
They aren't in the right place, though. Prior to 1952 the light units were
somewhat inboard of the headlights and generally (always?) on a raised
circular area. So this is a replacement nose - well, not an exact replacement, since it retains the body bumper with the later light arrangement.
There is a restored 1951 maroon cabrioletrunning around with this set up
andI've actually seen (and published many years ago) a photo ofan uninstalled NOS replacement nose just like this.
Hood handle and front script holes are not present, but the hood
handle oneswere, and filled rather casually, so I suspect a second front
impact and silver paint job are related in time and probably owner. The
damage inside the luggage area up front can't have been left that way at
Reutter.
The onlyexteriortrim items on the car at the time of purchase were
the door handles and the bumper trim. The latter was the rubber and aluminum style seen on 1953 - 1959 356/356As. This was also commonly
used in 1952, perhaps a bit earlier, on body bumpers. As you'd suspect,
they are much longer than the later style. There is definitely no way that
theywere on the car in February 1951 . Under them the paint was maroon.
The bumpers themselves are quite well traveled. They've been out
East at least three times and journeyed to the Mother Countryonce. They
even helped out #5142, which came bumperless. During their journeys
Clockwise from top lefl: As purchased, #5430 had been stripped of exterior
paint so I primed it - around thirty years ago. Bruce Baker added the
pretty numbers while it was visiting Pennsylvania. Turn signal holes are
belowthe headlights, like in 1953- not like in1951. Under dash area
shows traces of original Adria Blue paint and unauthorized electrical stuff.
Sound deadening pad on glovebox bottom? Glovebox contained mouse nest
on closer inspection. Dashboard - note maroon rings around the instruments and VW-ish grab handle above the glovebox. Later style aluminum
ID plate. These are really hard to photograph. Original senderless fuel
tank. Remains of washer bottle mounting cage and added bracket for
angle mounting the spare tire. Aluminum master cylinder reservoir
appears to have survived well. Original seat shows a little wear. Note ID
number chalked on factory primer on door. Right side door has later dark
red primer and no chalk number.
two ofthe ends have been broken and the trim removed- it wasn't vel)' nice.
I think I still have one of them somewhere.
Before moving inside, the windows are worth discussing. No front or
rear glasscame with the car - I could still use a Sigla backglass, The right
side door glass is a bad replacement and is broken, Driver's side is original.
Quarter window holes are cut for hinged units, not fined in February 195 1,
Curiously, the two-piece windshieldwas retained instead of updating with the
"bent" variety, which would have fit without modification, hmmrnm.
The shift lever certainlyindicates that I should expect to find a crashbox
on the other end of the under tunnel rod. I haven't got that far yet. Yes, I know
it has been over twenty-five years. If it helps, it is the only356 project car that
I have left.
The front seats appear to be original and not reupholstered. Until I shot
the photos, I never noticed the rustybracket on the right side of the driver's
seat - remains of a Keiper recliner perhaps? The passenger's seat was
reupholstered around nine years ago to be used in # I07I2 at a racewhere it
would be necessary. Didn't get accepted to the raceand it didn't fit insidethe
11
sideimpact barsof the roll cage anyway.
The dashboard is another area giving mixed messages. It retains the
smallidiot lightsand defrostervents seen on earlycars, but does not have the
dashtop-mounted turnsignal switch. The hole for the latter was welded
closed, which canbeseen from underneath. Thetopisfinished with lead and
there is no red primer or graypaint layer above the lead, which butressesmy
"repainted maroon by Reutter" theory.
The column-mounted switch is notthe one used on later 356s and the
column is not modified for self-canceling. The steering wheel is the version
introduced in October 1952.
The pull type headlight switch is a sloppy update of the original rotary
switch, so 1think this is an owner mod. As 1recall, it had a black & green
deep-facedtach which accompaniedtheStorkdualscale oiltemp gauge. The
two tachs 1have in a box are dated 12154 and 1/55, so maybe the update was
done around then?
1reallyhaven't decided what to do with this car, butsuspect 1may do it
as a mild outlaw with updated mechanicals. Gotta finish #5142 first! ,~)
Note Maroon paint on bumper under trim strip
mounting area. The well-traveled bumpers. Note
the cut-outs for the exhaust. Right: Skinny 3 x16"
unslotted original wheels and most of the lug nuts
survived, though I pirated some for #5142.
Top: Notched B-pillar for pop out quarter windows.
Above: Remains of engine compartment upholstery. Note holes
for six rear lid bumpers and how low the shine down license
light mounts.
The Whatzit 1
This is the cable couplingfor the handbrake in drum brake cars. Front cable (left)
from the handle under the dash connects
inside the tunnel to the cables to each rear
wheel (right).
12
Volume 30, Number 3
13
From Jerry McDermott, a fascinating discourse between a reporter for the World Motor
Sports Annual program and Perry Porscbe,
circa 1951.
An Interview with Mr. Porsche
Mr. Porsche, son of the famous automotive
genius,now heads the firm manufacturingthe car
bearing his father's name.
Question. What do you think is the ideal
Sports car?
Answer. Atwo-seater with a folding top and
an engine displacement of 1500cc.
Q. To what extent will Germany participate
in International Racing events in 1952?
A. No German factory has a Grand Prix race
car available, but numerous sports cars will participate in events in 1952.
Q. For what reason is Formula III (500cc)
competition so popular in Europe?
A. Purelyfor financial reasons based on the
inexpensive engines and chassis currently available. In England, motorcycle manufacturers
cooperated in the manufacture and design of
power-plants limited to 500cc.
Q. Are the drivers satisfied with European
events sanctioned under the rules of the EI.A.?
A. 50 percent are satisfied, 50 percent are
dissatisfied.
Q. Is there much interest among European
drivers about automobile racing in the United
States?
A. Yes, up to a few years ago weheard only
about the500mileraceat Indianapolis. Since the
introduction of European type events such as
Watkins Glenand Elkhart Lake, European drivers
and manufacturers have expressed a much keener interest.
Q. Would Europeans welcome American
competition?
A. Most certainly- example - LeMans.
Q. IfEuropeans would compete in events in
the U.S.A. what car in your opinion would they
bring over?
A. England would bring over a Jaguar; Italy
would bring Ferrari and Alfa; France, Simca and
Talbot; Germany, Porsche and Mercedes.
Q. If the new EI.A. Regulations are adopted
at Indianapolis, what European car would offer
stiff competition?
A. No European manufacturer has a car
ready under the new formula at this time, 1 can
onlyanswer this after the cars planned for 1953
are tested.
Q. Whatvalue do you place on International
competition in regards to the acceptance by the
public of thePorsche?
A. My firm is obliged to build the Porsche in
such a manner that every stock car can be used
for competition. In my opinion it is absolutely of
the greatest importance to have the namePorsche
listed as a winner and a starter in Sports Car
Competition.
Q. Knowing that the public demands a faster
car which plan would you favor: a. Supercharging
the standard engine? Or b. Increasing the piston
displacement?
A. Thisis a very involved and highly complicated problem. The weight factor of the car must
be carefullyconsidered and it is up to the engineeringstaff to determine which of the two plans
is the more efficient to followan effort to obtain a
greater top speed.
Q. What are your principal reasons for placingthe engine of Porsche towards the rear of the
car?
A. It's not important "where" the motor is,
the important factor is, how is the engine weight
most properly distributed. The motor should be
where, according to the space it takes up, it best
fits into theoverall design of the car. The unitconstructionof thefourcylinderPorsche power-plant
is such that a minimumloss of power resultsfrom
its present location, eliminating a driveshaft. I
must also mention that engine heat, noise, and
vibrations, are not transferred through the body
and framework of the Porsche as on the conventional car currently being produced both here
and abroad. In my opinion, the day will come
when the power plant of automobile will be so
small that nobody willask or care of its location.
From Al Zim, a photo from the 1964 Porsche
calendar (April) taken in lech, Austria. Judging
by the cars and the snow, it looks like early
spring 1963. Since the Porsches all seem to
have a tag on their upper right windshield, we
can assume this was a specially organized tou r.
14
Volume 30, Number 3
According to Jens Tomer at the Porsche Archives, for several years in the
1950s and 1960s. a ski trip to neighboring village Ziirs was held. These
cars are pointed toward Ziirs but curiously. few skis are to be seen. lech
has been a favorite ski spot for many years and the mountain roads leading to it are beautiful and sometimes extremely challenging. especially in
winter. Another photo from Al (left) shows the town about 25 years later.
I can allestto the fact that things change slowly in lech, having enjoyed a
ski trip there in 2003 (inset photo). There were no 356 parades at that
time. unfortunately. I didn't drive, but did ride in one of the local taxis
(still VW buses) through a blinding blizzard. Since some of the 356s in
this photo have their tops down it appears it was taken a little later in the
season. GM
15
AMusician's Ouest: Taking the
long Way to Porsche 356 Ownership
The title of Bud's
latest album is good
advice for any 356
owner.
Above, Bud today
near his home in
Tucson, Arizona.
At right, his first
"car." Its engine
had 1goatpower,
but Bud soon
became a fan of
horsepower.
Bud Shank is a long-time Registry member, and at 80 years old, has
spent over six decades as a jazz musician playing flute, composing, arranging,
band leading and for the last 15 years, playing altosax.
16
Volume 30, Number 3
n 1962, Stan Kenton and five members ofhis band jointly purchased
six356B coupes from the factory in Germany. As a group purchase,
each man received a ten percent discount. Around 1964 these cars
began arriving in Los Angeles. At that time, sincejazz music had taken a nosedive, I was primarily working as a studio musician, freelancing on films,
recordings and whatever. I was seeing fellow musicians driving these lovely
little cars and said, "Hey, were did you get that?" I was known in those
days as the music world's worst car nut. I hadalready ownedan MGTC,
two MGTDs, two XK120 Jag coupes (one ofwhich I raced) and an Alfa
Giulietta. Also, embarrassingly, a Hilman Minxand a VW Karmann-Ghia.
The VW was the beginning of my transition to the world of Porsches. I
wanted one in the worst way. Finally I asked one of the guys how he had
the car that I should be driving. He told me the tale of the Kenton band.
As a former Kenton guy myself, I called the office ofthe bandandwas told
that they maintained the connection with Porsche and would set up the
same deal for me as the other guys got. How soon could I get to Europe?
Happily, I had just arranged a six-week tourin Europedoing festivals
there and my airline ticketwas even paid for by my record label! Lucky me!
Of coursethe ticketwas "non-sked" (remember those?) so I sat in airports
a whole lot clear to Frankfurt where I then caught a train to Stuttgart. By
now I had been up for two straight days and nights. Did I check into a hotel?
Hellno! I got a taxi straight to the Porsche factory. I gavethem $3,800 (borrowed from my mother) and they pointed out the window to my new car,
parked right next to an Abarth Carrera. Whee! By this time the 1964 Cs and
SCs were out so I lucked out again. Harry Pellow did some research years
later and found out that my car #125232 was the last Reutter-built B coupe
that Porsche made. Numbers 33-39 did not exist and #125240 started the
early Ccars. Some ofyou numbers guys out there mightargue with this, but
I like my story and besides, it is hard to argue with Harry Pellow!
Anyway, I gotto a hotel, safelyparked and went to bed to finally sleep.
At two a.m. I gave it up, went down and sat in the car until dawn. It was now
three days/nights without sleep. Then it was off to Belgium for my first concerts, with a stop somewhere in there for a few hours of sleep. I felt like the
King of theAutobahn. After a week in Belgium I went back to Germany, then
to France, then on to Barcelona, with a few days spent in each. Then it was
offto Torino via Nice, where my request fora room in their finest hotel was
rejected out of hand unless I could wait a few months, Porsche or not. So I
motored on to Torino directly over the Alps on the twistiest little road in
Europe, which I found by pure accident. This is what my car is all about.
Whee again! Here there were no hotelsat all, so I slept in the car.
A drummer friend over there had booked up some concerts in
Ljubljana, Yugoslavia, which was thenEasternEurope behind the Iron Curtain
- nobody went there. But we did. Nobody there had ever seen a Porsche
before. Talk about stares. They barely had any cars at all, much less a shiny
little 356. The promoter paid us in their money, which we were
informed was useless outside ofthe country. But as usual, one of the
guys in the band took us aside and told us ofa "guy in Trieste." All
the money went under the floor mats and the customs people were
so fascinated with the car theydidn't even notice!We exchanged our
money for lira and I went on to Rome for a few weeks and then
arrangedto have the car shipped to Los Angeles. It was driven bytwo
idiots fro mRome to Le Havre, Franceand fromthere arrived byboat
in LA where I picked it up two months later.
Today the car spends most of its time in the garage, with a few
concours and several cruises with the Arizona Outlaw 356 group. It
now has about 150,000 miles on the odometer. It has had two
repaints (Heron Grey) , and two engine overhauls, the second by
Harry Pellow (Webers, 1720 pistons, etc.). We also have a 2006
Cayman (seal gray, terra cotta interior), a "Stillenized" Infiniti Q45 and the
inevitable pickup truck, whichis mandatory in Arizona. It has a clarinet in its
gun rack! ~ ,
I
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17
hen the sun shines in the Northwest, the 356 owners bring out
their cars. Sincewarm sunshine is less predictable than in other
parts of the US, attendance at 356 events in the NW is less predictable. But if the sun is shining, the cars come outin great numbers.
The premier 356 event in the Northwest is the annual Bull Session, usually held inJune for the best chance at optimum sunshine weather. This year
marked the 20th annual Bull Session and we got the weather we were all hoping for - sunnyand 75+ degrees. Couple that with the fact that it was the 20th
anniversary and being held at Denny Aker's expansive site again, the 356s
were there in greater numbers than ever. Maybe the fact that the organizers
said this is their "last one" added to the attendance. (Theyhave said thatfor
the last three years.) What began as a small local backyard gathering twenty
years ago with a dozen or so cars has now become a premier 356 event that
brings 356 owners fro m Oregon, Idaho, Washington, and British Columbia
together for a day of beer and brats, 356 "show and tell," and a very small
scale- almost clandestine-swap meet.
The venue at Aker's is perfect. It offers his extensive automobile "hobby
shop" for viewing, expansive paved and grassy
parking, and forested areas forshade and picnicking. This year the event was once again
wellplanned andexecuted byJimShuh, Denny
Aker, Kendall Kreig, and Perry Lee. The event
runs from 10am until the late afternoon, and
by II am this year, we had over 100 356s on
site. The total reached II 2 for the day, with
several Speedsters, sunroof coupes, roadsters,
and cabriolets in attendance, some in Carrera
form. Several later model Porsches were driven in as well, possibly to pay homage to their
heritage. (Ya think?!)
Beer, brats, potato salad and all the fixings were served in great quantities. There
were so many cars and so many people to visit
with thatwe were hard pressed to see and do
allin the scheduled time. Aker's hobbyshop of
assorted automobiles, mostly German in heritage, and assorted memorabilia can give
hours of viewingand photo pleasure.
But the real show is about the 356s in
attendanceand thepeople who drove themthere. This event never fails to fulfill anyexpectations of a 356 owner-or prospective owners-as the variety
of cars and car stories abound. The condition of the cars varies from concours winners to "works in progress." But all have one thing in common:
proudowners that enjoy driving theircars andkeeping the heritage ofthe 356
alive bygathering informallyin great numbers to celebrate the breed. Put the
NW Bull Session event onyourcalendarfornextyear. It will likelyexceed your
expectations. See more at www.356groupnw.org
W
Top: The "bull" in session. Center: Parking on the paved portion of Denny
Aker's shop, and right, more parking on the lawn. Well over 100 356s were
on site as the weather sparkled. Above: Among the open cars were some
out-of-the-ordinary models, like Steve Terrien's Carrera 2.
18
Volume 30, Number 3
Denny Aker has hosted the NW Bull session for the last few years. at his
hobby shop-cum-museum in Bothell. Washington. Here he is shown with
his Porsche Junior tractor. Among the cars. motorcycles. toys and tractors
is this 1963 VW with a four-camengine. The four-cam was installed in
1965, after a customer complained about the temperamental nature of the
engine in his Carrera coupe. Denny had a wrecked 1959 coupe with a good
pushrod engine. and offered to swap motors if he could keep the fourcam. Removing the instruments. oilsystemand all related parts. he retrofitted pushrod parts and the customer. a Boeing engineer. was happy. So
was Denny after installing the brakes, instruments and systems inthe VW;
it was his daily driver for years. and he still takes it out for a drive regu larly. In the same vein is his 1980 VW Vanagon with a3.3 Porsche Turbo
motor which he describes as one of the best cars he's ever had. after putting more than 200.000 miles on it.
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19
JIISt as we take for grailtedall the performalice and safet)'featllres ill amodern car, it's easy' to
become IIsed to bating arcane information just a
mouse click auay. Toda)', eten uithout internet
access, there are thousands of books ami/able 011
automott» snbjects, many of them concentrating
011 Porsihe, eten specifically the 356 series, But it
was 1I0t alwa)'s so, Putting Porsche's history'
betueencaters30yearsago was notthe lI'ork of an
instant. 011 the occasion of the auctioning of his
original t)'pescript the author describesforthefirst
time the turbulent backgl'OlIlId to this lalldmark
project.
really should have dedicated my Porsche
book to Warren Fitzgerald. Agenial and
knowledgeable designer and educator,
Fitz was a good friend in the mid-1960s when we
were both working for General Motors. Active as
a journalist in his spare time, Fitz wrote Ferrari
- The Sports and Grall Turismo Cars with Dick
Merritt. For the same publisher, Bond-Parkhurst
in Newport Beach, Fitz agreed in 1971 to write a
book about Porsche.
I
Having written the early chapters of his
Porsche book, Fitz had the bad manners to die
suddenly in October 1972.At Bond-Parkhurst my
friend Dean Batchelor was editorial director.
Knowing of my interest in the topic, Dean asked if
I'd finish what Fitz had started. I was thrilled to
take this on as a tribute to my fallen friend. Dean
sent menot onlyFitz's work but alsophotos from
the Road& Track archives that included the fine
Porsche images of Kurt Worner.
20
Volume 30, Number 3
Soon I had misgivings about this approach.
Too often in reading through Fitz's work I fo und
words like 'probably', 'possibly' and 'perhaps'. I
knew that people still living, close to the Porsche
saga, could describe what actually happened. I
told Dean that I was going to start from scratch
and tell the story in my own way. In October of
1973, with the help and encouragement of Tom
McDonald of Porsche of America, I visited
Stuttgart to conduct interviews and carry out
archive research.
A bombshell struck in January 1974. I
picked up the phone in my studio in Pelham
Manor, New York to hear from De~U1 that he'd
been let go by Bond-Parkhurst. Thiswas a shocker. No relationship is more important than that
between an author and his editor. Dean and I had
alreadyworked together on TheMercedes-Benz
Sports and Racing Cars and I had great faith in
his honest and correct guidance. No known
replacement was on the horizon. I didn't see how
I could continue with the Bond people.
It was my turn to make a phone call, this
time to L. Scott Bailey in Princeton, New Jersey.
Scott knew I was working on Porsche and had
more than oncesaid he wished I were doing it for
him. We'd worked together from the earliest
issues ofhis pathbreakingAutomobile Quarterly.
Scott instantly said he'd like to publish the book.
I had to dismantle the arrangements with BondParkhurst, made more difficult by a call from
Elaine Bond urging me to carryon with them.
Back to California went the advance I'd
received and, most regrettably, the Kurt Worner
photographs. But as luck would have it I was just
acquiring the 40,OOO-odd-negative archive of
Rodolfo Mailander, who'd alsocovered Porsche's
early years. With that sorted and a contract from
Princeton Publishing, I set to work. I was back in
Stuttgart in May 1974 for the celebrations of
Porsche's 25years ofcar making and more inter-
The original 1977 edition of Excellence Was
Expected and the typescript from which it
was produced. It isto
be auctioned at Coys in
Oxfordshire, England on
August 27th.
Right: Karl around the
time of the original
book's publication.
Opposite: At Bentley
Publishers when the
new 3-volume edition
was published in 2003.
views. An important contact then was Ghislaine
Kaes, nephew of the original Professor Porsche.
He opened some elusive archives for me.
Though my original outline called for 22
chapters, this was quickly outdated. Researching
and writing as I was to please the world's most
demanding customer, the Porsche owner, my
chapters were expanding and then fissioning. I
wrote without successive drafts. Switching during
the project to an IBM Selectric 'golf ball' typewriter, I laid down word after word with only
minor corrections. How I didit I have no idea!
With Porsche constantly introducing new
sports and racingmodels I saw mytask as unlikely ever to be completed. I'd built up such a huge
equity in finished chaptersthat at onepoint, probably late in 1975, I urged Scott Bailey to consider
going ahead with publication of the book's first
half. Wiselyhe demurred.
Evcn worse, other authors were startingand
finishing I'orsche books while I laboured on.
John Bentley's work on FerryPorsche's autobiography and Paul Frere's story of the 911 were two,
while Porsche insiders Jiirgen Barth and Lothar
Boschen had a book in the works as well. Was it
even goingto be worth myfinishing?
Adding «frisson to the proceedings was the
intervention of a new editor Scott had hired.
Though he knew zilch about I'orsche or cars, the
new man didn't hesitate to mangle the carefully
crafted phrases in which I'd sought to conceal my
lack of knowledge or to trample on the chapter
endings and beginnings that 1 hoped would urge
the reader onward. The arrival of his edits in
Pelham provoked furious phone calls to
Princeton. Finally we found a modus operandi
that worked pretty well.
Amini-crisis erupted when book production
began. Scott told methat thebook was just too big
at 450,000 words. I'd have to cutitby 15 percent,
he said. Swallowingdeeply, I could only agree. I'd
have to take out all the excerpts fro m road tests
that did so much to communicate the changing
character of the cars. In the meantime, however,
Scott talked to people in the world of Porsche,
among themdealer and expertChuckStoddard, a
friend from our days at MIT. 'You do the best
book you can,' people told Bailey, 'and ifit's good
we'll buy it.'
To his credit Scott Bailey accepted the
unprecedented flnancial challenge ofpublishinga
car history of 888 pages with more than 1,000
Illustrations. lie promoted it well, getting the
author to sign 500 first-edition certificates and
booking orders in advance of publication.
Po rscbe - Bxcellence \Vas Bxpected emerged
from the presses at Kutztown, Pennsylvania in
time for 1977's Frankfurt Book Fair :U1d the
Christmas stockings of America's Porsche enthusiasts.
Now a new edition of the book has been
published by Robert Bentley Inc. in Cambridge,
Massachusetts, greatly expanding and enhancing
the original text. I referred often to mycopyofthe
original typescript while preparing thelatest book
so I could put right theaberrations introduced by
my irritating editor.
With that work completed, I've decided it's
time to part with thetypescript that I usedfor referencethose 30years ago. I hope itwill come into
the hands of a Porsche fanatic who wtll uniquely
be able to witness the way I struggled to tell the
story of this most remarkable company.
For another slant on theautomotitebook
business at the time, I asked noted historian
BeterlyRae Kimesfor comments. Bev is a seasoned writer, editorand theauthorof The Star
and the Laurel, a comprebensite bistory of
Mercedes-Benz, and seteral othertitles.
Beverly Rae Kimes remembers
I
recall \i\;dly how deeply dedicated Karl
was to the book. I think he ate and slept
Porschefor the duration. Automobile Quarter(J'
had been in the book publishing business forsix
years :U1d this book was the biggest we had thus
far tackled. We were a small permanent staff, just
Stan Grayson and me, and both of us were up to
our ears getting the magazine out, in addition to
handling othersmaller bookprojects andpromotion, etc. So neither of us had much opportunity
to talk Porsche book with Karl - just hi and chitchat whenever he stopped in.
When I first joined AQ, our automotive
library was composed of three four-shelf bookcases. And we hadevery automotive history book
that had been published (or as manyas we could
acquire, anyway), People relatively new to the
automobile hobby or automobile history have no
ideahow scant were thebooks in our field during
that period. We atAQ trulyfelt that we hada mission in that regard, both with our magazine and
our book division.
The Porsche book was :U1 immense undertaking. I can't begin to tell you the elation wefelt
when the book was published. This W,L~ , needless
to say, a nano-percent of Karl's exultation. lie's
always had a great smile. lIis grin W:L~ ear to ear
for months after the Porsche book was born.
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21
The Giant-Killer Team
1 1 g theLe Mans Classic 2006 was
, , thefurthest thing from my mind at 4
a.m. on Sunday morning as I sat in
the gravel waiting for a tractor to pull my
"beached" car free to getback into the race.
What did weigh very heavily on mewas letting our teamdown bylosingso muchtime. I wasn't sure what had happened - maybe some kind
of braking problem after overtaking a car on the
approach to the first chicane on the Mulsanne
straight, or maybe there was some oil on the
track. Whatever, the rear end suddenly snapped
around and that was it. All of our team had done
prettywell in the fi rst series of races but now I felt
it all slipping away.
I would never have believed that a little
more than 12 hours later wewould be gettingthe
callto cometo thefamous Le Manspodium as the
overall winning team. To add to our amazement,
wewere then toldwe had also won the teamIndex
of Performance, an unheard ofdouble victory.
The Team Prizes are the most coveted as
they representa full 24-hour racing effort, versus
the individual 3 x 45-minute races and index
prizes in the differentgroups. The only difference
from the original Le Mans race is that theresult is
achieved with sixcars instead of one.
The Event
The Le Mans Classic is a set of races run
over 24-hourson the historic "full" circuit that is
used for the Le Mans 24-hour race. The cars are
divided into6 different groups or Grids, based on
ageas follows:
Grid I: 1923-1939, Grid 2: 1949-56, Grid 3:
1957-61, Grid 4: 1962-65, Grid 5: 1966-71 , Grid
6: 1972-79
22
Volume 30, Number 3
hadon 45 minute practice in the
'lime and one at nighton the Friday, then three
45 minute races, including a mandatory 1.5
minute pitstop, during the traditional raceperiod
from 4 p.m. Saturday to 4 p.m. Sunday.
There were around 70 cars per Grid, making a total entryof over400 cars from allover the
world, including many from the US, Japan, and
South America as well as from all over Europe.
The 5,000 collector cars from different marque
clubs and 70,000 spectators this year make this
event probablythe largest and most exciting historic race in the world. The cars range from the
exceptional to the (somewhat) ordinary, but they
all have to be of a type that ran in the original 24
hour race in their period.
There were many celebrities driving, ex-Fl
and Le Mans-winning drivers, wealthy collectors/drivers, a number of pro drivers, but also
quite a few"Joe Average on a shoe-string" drivers
like me. Agreatsenseofcomradeship and enthusiasm prevails which overcomes all differences.
There was, as usual, a great variation in driving
skills and experience, and in the speeds of the
cars in any given Grid, so you had to be on your
toes when passingand when being passed.
One of the main attractions is the opportunity to raceon the full 13.65 kilometer circuit at Le
Mans, with all of its history and challenges. The
most famous part, the Mulsanne Straight, is probably the least challenging and interesting part,
except for being brave enough to get your car up
to maximum speed and hold it there for a long
time. It now has 2 chicanes, making it 3 straightaways instead ofone long one as it oncewas. The
run from the Mulsanne Corner to Indianapolis
(flat outallthe way in a 356), the Porsche Curves,
and the run that includes the Dunlop chicane and
the famous Esses down to Tetre Rouge, are far
more exciting and challenging.
The teams are made up of the cars from
eachofthe 6 Grids with the sameracing number.
All of our team cars ran with race number 5, so
wewere Team 5.
Our particular team was put together by
longtime Porsche 356enthusiast and event organiser Del Johnston from California. It was initially
based around the two cars entered and owned by
well known Porsche collector, racer, and great
enthusiast Stanley Gold, also from California.
They were his 1964 Porsche 904 GTS in Grid 4
and his 1967 Porsche 910in Grid 5. No strangers
to winning at Le Mans Classic, Del and Stanley
also put together the team that won the Team
Index of Performance and placed 2nd overall in
the 2002 Le Mans Classic.
The rest of the 2006 team was made up of
Porsche friends from events we have done together like the Tour Auto and various 356Meetings in
Europe and the US.
In the pre-war Grid 1 number 5 was carried
byJohn Ruston's 1934 Talbot 105 BIIG21, the 3liter ex-works Alpine Trial "inning car, expertly
driven byGareth Burnettfromthe UK.John, based
in Abu-Dabi and the UK, is also ;HI avid Porsche
collector and event participant, and he was running around the pits at Le Mans in his lovely 356
Carrera 2 Cabriolet.
Number 5 in Grid 2 was Monaco-based
Richard Clark's 1953 356 Coupe, beautifully prepared and stirlingly co-driven by Porsche
mechanical guru Andy Prill fro m the UK. Also
appearing in the Le Mans pit was Richard's exCarrera PanAmericana team winning '53 356,
bought directly fro m original owner Manfredo
Lipmann, which is still in the origi nal Guatemala
racing livery
My 1959 356A GT pushrod had the honor of
wearing number 5 in Grid 3. This veteran of 10
Tour Autos, 3 Modena Cento Ores, and now 3 Le
Mans Classics, plus many other smaller events,
ranas usual with myselfas the onlydriver - in fact I even didmy OW11 pit-stop
timing. The car was originallybuilt to GT bodyspecs in the late 1980s froma
stock coupe by one of the best Porsche racers of the Fifties and good friend,
the late Jean-Pierre Kunstle.
Number 5 team was represented in Grid 4 byStanleyGold's 904 GTS (4Cam), co-driven byEnglish aceJames Diffey In 1964, this factory car finished
10th overall and 3rd in class at Le Mans, 4th overall and 2nd in class on the
Tour de France, and an amazing 1st overall on the Targa Florio, driven by
Colin Davis and Antonio Pucci.
Another of Stanley's cars was a 1967 910 in Grid 5. Originally a 2 liter
factoryLe Mans car, it finished 6th overall and 2nd in class that year.
The car was to be co-driven at this event by French ex-Fl driver Eric
Comas, who was taken to a hospital in Paris after sufferingsevere back pains
in practice. The driving was left to Yves junne, owner of several 356s and a
consummate Porsche enthusiast and successful racer,
Stanley's carswere lookedafter byChiefMechanicBrant Parsons (USA) ,
Darren Achilles (UK) - 910, and WilfIid Tourillon (F) - 904.
Number 5 car in Grid 6 was the incredibly quick 1972 Chevron H2 I,
powered by a 2 literCosworth engine, which was driven by 6 times Carrera
Panamerica winner Picrre de Thoisy and Philippe Ilaezebrouck, both from
France.
Did you notice that allof our cars hadsmallish engines, especially relative to the rest of the cars in each of our Grids? This helped us a lot for the
Index of Performance (a formula for performance weighted by engine size) ,
but we had to overcome some big power and performance deficits for the
overall prize, hence our "Giant- Killer" status.
Stanley Gold hosted an excellent welcome dinner at Le Beaulieu in Le
Mans on the first night of arrival, a great way for us all to get to know each
other a little better. Further honding occurred as most of us tried to navigate
our way hack to our hotels on foot through the noisy throngs of celebrators
ofthat night's win byFrance over Portugal toget into the World Cup final.Allez
les Blcus!
Although I already knew many of the people, the whole team was very
friendly and had a good sense of fun as well as passion for what we were
doing. Especiallygiven the team's history, I think we all felta sense of determination to achieve somethingspecial together, as wellas to appreciate each
other's companyand contributions.
From top: Dennis Thalman in his 1957 356A; Yves Junne behind the wheel
ofStanley Gold's 1967 910; Richard Clark's 1953 356 with Andy Prill driving; and Richard's ex-Carrera PanAmericana coupe in the paddock.
Following page: Stanley Gold's 904 at speed with James Dlffey in the drl-
Early dramas, but great results
The important thing for any team to do well is, first ofall, for everyone
to finish, which we all did in spite of my best efforts to self-destruct in the
night race, as mentioned earlier, and someheroic efforts to get others to the
startinggrid. Once the racing started, the Porsches again proved their racing
reliability andstamina, as did the Talbot and the Chevron.
We did have a somedrama however, butgreat results were achieved in
spite of them:
Firstly, John Ruston's Talbots in Grid I had problems with their fuel
which caused serious detonation. Nonetheless, Gareth won the first race outrightand finished second in the next two.
The Clark/Prill 356 ran trouble frec in all of the races, never even having to add oiland onlyhaving to repaira headlamp high-beam problemafter
the night practice. Their consistencyandpace netted them 31st overall andan
amazing 2nd place on Index in Grid 2.
In fact Andy Prill, as usual, spent more time generously helping other
356 entrants than on his 0\\11 car, mine included. lie fitted an oil catch tank,
and poor Adamand Andy spentabout an hour just to get an errant frontturnsignal to work on mycar - which you can't race without. At least this time he
was helping his 0\\11 team member, Andy has been myco-driver on two Tour
Autoswhere we flnished in spite ofdoing major mechanical repairs en route,
so we have a long history of him doing all of the mechanical work whlle I
handed him whatever he needed, including food. Winning at Le Mans togeth-
23
er was very special for us.
Once those minor issues were dealtwith, my
356A didn't miss a beat during the whole race. I
merely checked the oil (used about a liter), tire
pressures and lug nuts, cleaned the screen, and
did all the driving. In spite of losing a lot of time
in the gravel at night, our team position did not
change as a result. [ managed to clawa lot of time
back in a flyer of a last race and ended up 40th
overall out of 7[ starters, and 18th on Index of
Performance. Not my best Le Mans Classic result,
but enough to help the rest of our team to the
Number I spot and stillfinish ahead ofquitea few
morepowerful cars in my Grid.
My brother Dart was visiting from Vermont
and helped me with the cleaning and timing. He
was amazed by the whole thing, especially seeing
his little brother on the Le Mans podium.
The number 5 Porsche 904 suffered a few
moredramas than our push-rod 356s. An engine
changewas required after the first practice ended
with an engine on 3 cylinders. AHerculean effort
was made by the mechanics who installed the
spare engine and had the car ready just 30 minutes before the rtight practice started. But then the
starter motor failed so a push start was required.
Apush start would not be allowed for the traditional Le Mans-type start of the race, so a lot of
head-scratching went on during Saturday morning about how to repair this. Once again, Andy
Prill workedhis magic, and against scepticism on
the part ofsome, borrowed the Guatamalan 356's
starter to duty in an engine it could have only
dreamed about in 1953. It worked perfectly.
Stanley Gold shared the driving with James
Diffey, who turned in some outstandingtimes in a
trouble-free run to finish 15th Overall and a
superb 5th on Index of Performance in Grid 4.
Remember that there were no less than 8 Ford
GT40s in this group, plus many other heavy-hitting Ferraris, Cobras, Vettes, etc.
James got into his race car from crutches.
He is recovering from a hip replacement as part
of his battle against cancer, and says that none of
24
Volume 30, Number 3
this bothers or impedes him in a race car, and he
wants to keep racing as much as he can while he
can. An amazingly brave as well as very talented
driver and enthusiast.
Porsche 910 number 5 alsohadsomeproblems. The master switch on the dash broke and
the engine could not be started during a pit stop
in the first practice to change driver. Eric Comas
could not reach the pedals sufficiently to depress
them, hence a new driver's seat had to be molded. Handling problems in practice were eventually corrected, allowing the very quick and consistent YvesJunne tofinish 14th overall and 12th on
Index ofPerformance, likemyself, doing all ofthe
driving after Eric went offto the hospital.
The number 5 Chevron in Grid 6 apparently
had no major dramas and had a trouble free run
to place an amazing 3rd overall and 4th on Index
of Performance, and were Ist Place overall of the
2 liter cars. The Le Mans trackmust have seemed
relatively smooth and safe for Pierre after his
manyvictorieson the very fast and verydangerous
Mexican roads in the Carrera PanAmerca. He and
Phillipe were spectacularly quick, even against
the large number of big-bore cars in Grid 6,
including several ex-Le Mans winning cars and
drivers.
Early Porsches show their strength
Most of the 356s and Spyders were entered
in my Grid number 3. Unlike the 2004 race when
[ was the fastest 356,even beating the Spyders (on
reliability) , this year's Grid 3 was much more
competitive, and (unfortunatelyfor me) very reliable.
I was fastest of all the other pushrod 356s,
except for the exceptionally quick ex-jim Clark
356A Coupe, owned by UK 356 collector Tom
Pead and driven beautifully byMalcom Young, an
experienced historic racer but newcomer to
Porsche 356s. The car seemed tospend thewhole
time on jacks and in pieces between races, but
ace UK356 engine builders and enthusiasts Bill
Stephens and Barry Curtis led a team that man-
aged to keep it running stronglyin the races.
The 4-Cam cars were also reliable, and
Scotland's Fergus Macleod's 550 RS Spyder (exKen Miles, Warren Bads), co-pedaled by the very
quick Geoff Turral and Rob Barff, managed to win
the Index prize for Grid 3. At 22nd place overall,
Fergus topped the list for Porsches in Grid 3, just
ahead of the Fernandez-Sousa RSK.
Victory at last
Throughout the final series of races, our
team held onto 2nd place overall and the gap was
being reduced slowly, but we were still in 2nd
placegoing into the last race for Grid 6. Another
spectacular drive by Pierre and Phillipe in the
Chevron took them to 3rd place in that race,
headed only by a Porsche 935 and the 1978 Le
Mans winning Renault Alpine A 443. It finished
ahead of the [977 Le Mans winning Porsche 936,
which ran into problems in the closing laps.
This amazing result in a relatively underpowered car put Team 5 into the top slot in both
overall and Index of Performance categories. We
finished with 30 minutes less racingtime and one
lap (all important in this race) ahead of the second place team, which included a Porsche 908
co-driven by[urgen Barth.
Most of us were in disbelief as we were
called to the podiumat the end of the race to collect our huge trophies. To stand on that podium
and think of all the great drivers who had been
there before was very moving and emotional.
Le Mans has always been a dream event for
me - from being a kid in America reading about
it, to attending it as part of a team doing timing
and signaling in the Group C days ('82-'90), to
actually racingthere - it has been a series of my
dreams being fulfilled. To win a 24 hour race at
this legendarytrack goes beyond dreams. We are
now a team of Le Mans winners, and we all have
that as an achievement to treasure long after our
individual prizes of 6 liters of Champagne have
been emptied and the two huge trophies have
faded. ~
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25
lashback toJune I I, 2000, which was nota good day forSteve and
Diane Hansen's 1963 356 BSuper Coupe. As the perfectly restored
thoroughbred from Zuffenhausen sat innocently in its garage, an
out-of-control SOY slammed into the propertyandplowed the 356against the
back wall ofthe house. The distraughtI1ansens thoughtthis was a sad ending
to a long relationship that began as "The car that saved a Marriage" (356
Registry, volume 22-I). In body shopterminology, the car was "I-boned" on
the driver's side, big time. The insurance company decided to give the
Hansens the full agreed upon value, call it a "Total" and walk away. After the
settlement, the Hansens sold the car as salvage to a local guywho thoughthe
could restore it, butit mayhave been more than he could handle and the car
passed toanother owner, thenvia a "horse-trade" into myhands forwhat reason I'm notsure. I think one was the fact that the car was famous because of
the articles in 356 Registry; therefore it deserved a happier fate than as an
undignified parts car.
I moved it into a storage area where it sat for about a year while I
looked at it, assessing its assets, and remembering that the Hansens hadseriously restored the car in the early 1990's. It was in show condition the
moment before the errantSOY's impact. The body was severelybent, butthere
wasn't a spotof rust; it had a perfect interior, carpet, gauges, etc. etc. - plus
the car had a complete, documented history and a Harry Pellow engine and
transmission. All positives, butdid they outweigh the negatives?
The body was indeed damaged, but after really studying where the
impact occurred and the trauma inflicted, the car's structure was relatively
straight. If the impact hadoccurred about 6 inchesfarther back itwould have
caught the left rear torsion bar, destroying the car's structural integrity. But
luckily the axle and rear bulkhead were stillstraight; the driver's door, door
jamb, rocker panel and longitudinal was where the critical damage was the
most severe. But I thoughtI knew somefolks who could help.
Saving the Car That F
Saved a Marriage
In volume 22-1, Steve Hansen wrote about his father, who, encouraged byhiswife andenthusiastically assisted byhigh school studentSteve,
went looking for a 356 in 1963. There were not a lot of choices at the
new dealers in Washington, DC, and sticker price was what you paid.
Used Porsches seemed expensive too, but a chance phone call from a
man named Del Ankers (see sidebar opoosite page) resulted in a nearnew 356B in the Hansen's garage. The idea was that social activities outside of his careerwould ease the senior Hansen's pressure. Stevewrote:
"...my dad went nuts over that car, PCA and rallying, which he became
quite good at, being an East Coast champion in 1967. My parents had
long lives, over 50 years of marriage, and died within two years of each
other with the Porschestillin thegarage." Steve restored the car in 1993
and kept it at his home until the incident reported below byJeffHood in
the Stockton Recordin the summer of2000.
"(A neighbor) told police her Jeep Cherokee accelerated out of
control after she backed outofher drivewayandplaced the transmission
in drive. She told police her brakes would not work and the car would
not stop even after turning off the ignition and attempting to shift the
transmission into park. (She) ended up driving across the intersection of
Royal Oaks Court and up Rivergate Drive, up Hansen's driveway and into
his garage, tearing off thegarage door, slammingthe parked Porsche into
the family room wall and causing extensive damage.
26
Volume 30, Number 3
The first phone call was toJim Breazeale at EASY in Emeryville, CA.Jim
always seems happy to hear from me (you ask bim why) and when told ofthe
project and my needs, he laughed and ominously toldme thatwhen the car
went to salvage, hewas sent photos ofthe car, looked at them, andpassed on
buying it because it did notpencil out to tty and part it out. Yikes, ifa scrapper passes on it. .. Oh, well. Jim was sincere after he sold me a rear clip, a
left and right door, quarter window glass, and miscellaneous "stuff' - as most
of my invoices from EASY say. Jim congenially accepted my money, smiled,
and wished me great success as always (I think he made a sign of the cross).
It pays to have friends in the bodyandfender trade.1\vo local guys from
Stockton, who always love to help me out, are Ray Spellman and Dave
Mitchell. Their old-school hammer and dollyskillsare fabulous and theylove
a challenge. It seems like the harder and more difficult the task (like this
one), the happier they are.
We started the job bytaking all humpers, doors, hoods, glass, seats, etc,
off the car (the engine came out, but the rear axle and brakes stayed in).
Then, after cutting a significant amount of the left rear quarter panel and driver's door jamb off, we rolled the car onto a "Genesis" frame rack, where
Dave spent a day and some overtime pulling the body back to factory specs.
So far, so good. Ray then cut the rear clip from EASY to section in what we
needed for inside pieces and fender areas, Thankfully, everythingmatched up
well and we had a fai rly easy time of fitting things together and making the
body whole again. Dave and Ray then teamed up to hang the new (used)
doors, straighten the rest of the body and refit the hoods and bumpers. We
had turned the corner and I was feeling good that we were going to be able
to save this bahy, goose bumps allaround.
There's no hiding the fact that we used a fewfeet ofMIGwelding wire,
a couplegallons of bondo and a fai r amount of high-build primcr. But when
we started to block and sand, it W;L~ refreshing to see how straight the body
W;L~ coming out, how well thc doors and hood openings fit, and how the
wheels were aligned properly in their openings. Wc were able to match the
"lighter than usual Heron Grey" paint color in 2-stagc DuPont. Dave and Ray
again teamed upto prcpand paintthe car and it carne out great. Probablynot
a showcar finish, but presentable and readable for sure,
Mikc Buckenham's Stuttgart West shop in Stockton was enlisted to put
the cnginc and mechanicals back together, with new brake Iincs, new motor
mounts, a tune up and some fresh fucl. Thc cnginc started on the fi rst turn
and a shake down drive amazinglyproved all W;L~ well. Wc set the alignment
at a local wheel and suspension shop, receiving another c1can bill ofhealth,
I felt the reclamation of this car would not he complete without a trip
back to its previous 0\\11Crs and the scene ofthe crime. So onJuly 21, 2006,
in 100+ degree Central California weather, the car and I trekked to Lodi to
meet with Steve andDiane Hansen, And a great homecoming it W;L~ . Steve W;L~
grinningfrom car to car and Diane W;L~ taking photos of the car, onceagain
sitting proudly in frontof their house, They shared manystories and memorics of their long relationship with a special car and they were more than
happyto bless thc fact that "their" car has a newlifc and a newowner, a new
bcginning for a car that again has manymiles to go before it sleeps. Long live
the 356! Thanks to allwho helped in this 356's phoenix-like rise fromashes.
Photos opposite show the 356 as restored (top)
and as it appeared at the time of being hit in
the garage by an errant SUV. The car wasTboned on the driver's side and pushed into the
garage wall, damaging the passenger side as
well. The color photo shows the car as stripping was begun by Dick McClure.
At right. from top: Sections on the left side
were cut out. the frame was straightened and
donor pieces from ajunked 356 were welded in
place. Anewdoor and some extensive metalwork began to make it look like a 356 again.
Above: Body filler and a shaved hood started
the GT look which was carried through in the
bumper trim.
Right: Dick McClure (left) and Steve Hansen.
COMING
next issue:
An interview
with
Del Ankers,
the man who
filmed "Made
by Hand" and
other movies
for the
Porsche
Factory in the
early 1960s.
27
s twilight broke on a picture perfect
SundayJune 25th, a constant streamof
over two hundred fifty magnificent
looking Porsches began to parade in front of the
Maybees' Pfortnerbaus in Henderson, Colorado,
just north of Denver. Of those 250 Porsches over
one-hundred were gettingreadyfor the concours,
chaired by Kathy Fricke.
Grniind West 2006 hadrecord attendanceof
over 750 Porsche enthusiasts, which came from
18 states, 9 zones, 27 PCA regions and represented concours entrants, sponsors, swap meet sellers, vendors and 100 wonderful volunteers. leed
we saymore?If you missed the event,we are sorry
for it was a great one.
The 356 Registry held their board meeting
in Colorado and the trustees and officers attended
Gmilnd, The 928 Owners Club brought over 30
cars from 12 states, and almost everyother type of
Porsche was well represented.
Joe Leoni was busy organizing the swap
meet and also brought a miniature Porsche he
had made for his grandchild. It was quite a hit
with the younger generation.
What vehicleat the Gmiind West 2006 was a
palindrome? (Hacecar, of course) this was just
one of the 20 questions on the Schlepper Tech
QUiz, chaired byDon Chew. Graeme Weston-Lewis
took top score.
As the curtain falls, the Maybees' want to
thank the many people who took part in making
this event, especially King and Carol Clemons, and
Tina and George McDonald. Without their preevent assistance and organization skills this day
never would have beenso successful. To the many
volunteers on Saturday and food servers on
Sunday, you were great. Our FeaturedArtists were
Mike jekot and Larry
Braun. Vendors were
the 356 Goodie
Store; PCA Goodie
Store;
PorscheDiesel Tractors, LLC;
Books;
Blocks
Campbell
Levy
Hound
Designs;
About Signs; and The
Beaded Edge.
A very special
thank you to sponsors Porsche AG
Clubs Coordination;
RMH / PCA; 356
Registry; Rocky Mtn.
356 Club; Porsche-Dicsel Tractor Registry; SIGPCA, Prestige Imports; Ed Carroll Motor Co;
Stevinson Imports; Auto Weal'e; Carquip; 9
Magazine; Gosar Ranch Natural Foods; St. Pauli
Girl beer; our neighbors and manyothers.
As one of our favorite volunteers said,
~
"Wow, and thanks!"
A
Nearly every type
of Porsche
Schlepper was on
display, many of
them in beautiful
restored condition.
Right: Judges
inspect a pristine
Super, probably in
better condition
than when it was
new.
Tractors, tractors everywhere. Afavorite event for several years, the tractorcross had wannabee hotshoes (hot-boots?) lined up all during the event for their chance at the gymkhana course. It involved
backing up, shifting, steering around pylons and perhaps most importantly, trying to stay in the seat
as the diesel engine roared and bucked. Winners were: Men: 1, Graeme Weston -lewis - also top time
of the day. 2, Ross lay. 3, Bjoern (?) . Women: 1, Tamela Cash. 2, Karen Gray. 3, Martha Vail. Young
Kid & Parent: Michael Shock and Jillaine, Tom Mitchell and Matthew, Frank Amoroso and Tommy.
Older Kid with parent: Dean Johnson and Mark, lars Waldner and lell Chris Racek and Andrew.
28
Volume 30, Number 3
Asignature part of Gmiinds past has been a German lunch, and this year
was no exception. Several hundred brats were handled by Kris Goser, one
of the many helpers who made the day a rousing success. Above: Host
George Maybee set a proper dress example with his lederhosen.
Artist Mike Jekot of Minneapolis had several new pieces on display, and
noted sculptor Larry Braun (right) from nearby Loveland, Colorado showed
several works from his collection.
The winners of the Concours are as follows: Best of Show Score, Mel
Shapiro/Tom Conway - 1956 356 Speedster. Peoples Choice award:
1, Bill Jackson/Lynne Bensen. 2, Mel Shapiro/Tom Conway. 3, Art Rancis.
Best Period-Style Dress Award 1, Scotty and Jean Knox. 2, King and
Carol Clemons. Class #1- 356's 1, Mel Shapiro/Tom Conway. 2,
Tom/Mark Kutner. 3, Bill Jackson/Lynne Bensen. Class #2 - Tractors I,
Joe Mond. 2, Don Chew. 3, Bill Ferguson shown by Bob Rohr.
Whyisthis
356 smiling?
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with the respect it deserves. If you're lucky enough to own one of
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PORSCHE TECHN ICIANS
29
op Quiz: Where did sports car races take place on public roads
through the middle of a small town in thc early1950s?Whcre can
you see a race car and street car concours, have dinner, drink
local brews and Iistcn to a band, all while sittingon a curbstone? And then go
swimming in a lake a fewsteps away to cool off.
Where does the local police department stand by smilingwhile unmuffled competition cars do burnouts on the main drag? And the same police
departmentsells raffle tickets for a Lamborghini Countach.
And incidentally, what small town, population 1065, has a world-class
race track a few miles away? IIint: Watki ns Glen's population is twice that!
Welcome to Elkhart Lake, Wisconsin and the annual mid-summer vintage races at Road America. This year it's called the Kohler International
Challenge with Brian Redman. The title changes, but what doesn't is the
charmand hospitalityofElkhart andSiebken's resort, andthegreat cars and
racingto be seen at the nearby track.
2006was a tribute tothe Can-Amyears, those anything-goesdays offorty
years ago when thundering V8s roared around this verytrack. Several of the
Top and above: Bathtubs outside, beer and brats inside the Main SI. Cafe
where it was somewhat cooler than the 100 degrees in the shade outside.
Assembled 356ers came from several states.
30
Volume 30, Number 3
Tom Grunnah's blue Acoupe,
Jim Stephenson's Speedster
and Jim VanOrsdol's Acoupe,
at the street car concours.
Above: Nearby Kohler
Industries is the main sponsor.
Where else can you see a
bidet display in the paddock?
Right: Food of the gods. Below:
Peter Egan, left, presents the
award to Dave Burton.
original drivers and many of their cars were on
hand, Also at the track were quite a few 356s,
911s and other Porsches, although the 917s from
the Can-Am years were conspicuouslyabsent. Oh
well. All the important elements of a successful
weekend were in place. Plentyof sunshine, good
company, Leinenkugel's beer and of course, an
endless supply of bratwurst with as many condiments as you could imagine.
lIighlights of the weekend included the race
car concours on Friday, marred only by a Lola
that flipped into a ditch on the way into town.
Saturday evening's street car conco urs W:L~ less
eventful and featured many of the 356s that took
part in the Beer, Brat and Bathtubs celebration
organized byTom Spiegel and the Wisconsin 356
Club in downtown Elkhart during the afternoon.
That group consisted of 21cars and over 60 participants, most of whom opted to dine indoors
while the temperature hit triple digits.
Of the cars on concours display, several
were chosen for awards hy Road & Trach staffers
present. Dave Burton accepted a silver trophy for
his wife, whose 1960 Roadster (see cover photo)
was chosen "best sports car."
Oh yeah - there was racing, too. Vic
Skirmants proved to he the ChL~S of the field once
again , leading most of Sunday afternoon's race
while holding off a tough challenge from George
Balbach and for a while, John Schrecker.
Join LIS nextyear, andbring your sunscreen,
left: John Schrecker fabricates
ductwork for his oil cooler in
Mark Eskuche's paddock area.
Above right: Mark Powell brought
his lovely 1960 Roadster all the
way from Bend, Oregon, Racers
and support crews came from all
over the country, like Wayne
Baker from Personalized Autohaus
in San Diego. Right: At 77, Phil
Kubick demonstrates that age is a
state of mind.
31
Early Factory Price lists and Cards
The small (4-1/8" x 5-1/2") green/black/white card in French is
from January 1953 and was printed for the Belgian distributor/dealer
O'Ieteren Freres. This card has wonderful periodgraphics on its front. The
flip side shows prices for 1300 and 1500 coupes and cabriolets, and then
specifies a supplement of Fr. 17,000 for the 1500 Super. Apparently, the
1100 was not offered by O'leteren.
The front and back of an early
1953 prices card from the
Belgian distributor D'ieteren
Freres. It features some funky
artwork on the front. and a hefty
upcharge for the 1500 Super
engine in the prices listings.
CO UPE LI M O USIN E
1.300 ee
1.500 ceo
Fr. 170 .000
Fr. 185.000
LIII ",001,,1. \ .500 ee pt'u' i t•••qu' pi
d'" .. ", oflll 1.500 " •. Supe1''' "'01."-
"III"'
wppl
M d.
.
. • .
. ..
Fr.
17.000
CABRIOLET
Mo. 194.000
Fr. '2oq.OOO
1.300 ec
1.500 cc
rice lists and cards are an arcane little corner of Porsche literature collecting. When this column has addressed literature for
some specific models, like the 356Cmodel from 1964-5, it has
sometimes included the price folders. So far, however, we have not discussed price cards for the early 356s.
The earliest 1have is fro m October 1952, just after the introduction
of the 1500cc engine. 1 bought this eight-pager off eBay for reasonable
money about three-four years ago. It has four glossy inside pages with a
fo ur pagecard stock cover, imprinted on its frontwith the red drawing of
a 356 coupe, artwork commonly associated with technical specsfolders of
the era. The price listings in German are separate for the 110011 300 and
the more expensive 1500, also split for coupes vs. cabriolets. The fourth
inside page has prices for single engines, with an interesting range: 1100
or 1300 = OM 2150, 1500 = OM 3500, and 1500 Super = OM 4600, i.e.
the 1500 Super was more than twice as expensive as the 110011 300·s.
_
U
'XhH
_ _
32
lr
I
Volume 30, Number 3
81lU X EL LI 5 , " rue 1111 ",_ II • T 61
., ell. ". "' .... . y"t
Mo.
00
n.l".
Ul GE 10 rue ••• G .. momh••• T"I 4J 11 n
C H A Il l. I IlOI
'nooel.le F. ..... r ••• T"l n.OOSO
_.
Uoo _ _
~o--...,_\
_-
""
.. · .. _ _ ..._ . - _ ...-
_--- -- ~_
.
~
~
~••.» : II
_n" "'" ,
----
~c::J """' S!I5 C::: _ 1IC;i;
Left: This factory prices
folder isfrom the fall of
1954 and has the separate
~
Speedster insert. The
unsert is headlined "IT'S
IT' 5 HERE I
HERE!" and shows a price
\ of $2550 for the new
c=........ \
model.
.-c::J....~
~,to
" 00
OM 11700-
l .J t,, ~il i · ' I.J " M
~rUll9 F
Anc. Ets D'IETEREN FRERES S.A.
I
coupi·
_ I
_i·'1 b."'M
lIIit
j"l
Bylate 1954, the factory had started using the
series of small card stock
folders, first in yellow, and
sized at 2-3/4" x 5-112"
closed. The October 1954
version adds the Speedster
as a one-panel insert. By
June 1955, the Speedster
was integrated into a third
panel and the open size
expanded from 5-1/2" x 51/2" to 5-1/2" x 8-1/8".
The prices here will make
you wince. A 1500 Super
coupe was $3,012, a Super
I cab was $3,332, and the
1500 Speedster was
I $2,550 not that you
11.000
• 2550.-
'.1;".
1.1 "..., I.J I'"
Fr.
....
The front cov r and the
inside sprea with prices
from the ear 1952
Porsche fact ry issued
eight-page,f der. The
cover is veil mcard
stock while t e inside
pages are gl ssy paper.
.., ,1 ! •., .. llung
L. ",OCW. 1,500 cc p........ ~",;p4
d'"," mot .VI' I.SOO " ..Super" "'0.,....
,""ppU-"t d. . . . • • . .
"II "'
1500
OM 1"700.-
..
,-" ••• By the spring of 1955, the
I
--=--S-peedster panel was inte,""
~
••1,
graled into a three-panel
folder that features the
' 2 550.full range of five Porsche
I
powe ~ plants from 1100 to
L . - - - " 1500 Super, but no
Carrera offering yet.
could have ever actually bought a whole Speedster forthatprice, but U.S. distributor Max Hoffman was working hard to getyou into a dealership.
By the fall of 1955 for the 1956 model year, these little price folders
moved to blueas the dominant colorand now added outline drawings of the
car models. Included were the coupe, cab, Speedster, and now theSpyder plus the 1500GS Carrera-engined version of all the production cars. I have
these cards in print editions from 9.55 - English, 10.55 - German, 6.56 German, and 8.56- English.
Starting at least by 1953, Hoffman Motor Car Company on ParkAvenue
The 1956 factory prices folders moved to
blue ink and the inside spread included line
draWings of the models. These folders are
very desirable because they include not only
the Speedster. but also the Type 550 Spyder
rera engine option for all models.
~
_.: > __ c:
_
SPEEDSTER
1 , .. _ "
.
Ii>
in New York City - the distributor's NYC dealership, started printed price
ca.rds, allsized at 4" x 6". These ca.rds continued up through thel964 model
year. I said"at least" above because I believe I have a photocopy of a 1952
card, but I cannot find it. (Any readerhelp here, please?) My run ofthem is
1953-1 964, with the first two in green ink and all the others in red ink and
all on cream-colored vellum card stock.
The flip sides of these cards are fu n reading. On the 1953 and 1954
cards, there are interesting selling points: "Designed by Dr. Ferdinand
Porsche, one of the world's greatest automotive engineers." (Note: Well,
almost correct, but Ferry probably should have felt slighted.) "Complete with
heater, defroster, overdrive (what - guess Hoffman meant it had a fourth
gear?), direction lights, spare wheel and tire, twin electrical windshield
wipers, twin horns, cigar lighter, oil thermometer, magnetic oil filter at no
extra charge."
I recounted theabove because it is notable thatHoffman felt constrained
to add that last paragraph. Perhaps HolIman was afraid people might think
Porsches were "strippers," or perhaps he wanted to distance Porsches from
the better known, at that time, Volkswagen beetle.
YEARS AHEAD IN ENGINEERING MILES AHEAD ON THE ROAD
PORSCHE
SPYD ER
1,._,'0
I~
110 " " S Cl(lOO-
tsoc
Right: By the fall
of 1956, the Spyder
had disappeared
and the right
inside panel was
devoted solely to
the Speedster.
Sales of the new
550A Spyder were
now more specialized and little
"public" sales literature was issued.
-
1,,,---~=-2'. A
eOh,.S'~ ""f1.21 12. -
leOO
IIIOOSoope<
•
t5ODGSIC........11ODhp . 3 111 -
PORSCHE
ce ENGINE
~ CYUNDER - REAR ENGINE - AIR COOlED
HORIZONTA LLY OPPOSED CYLINDERS
TOP SPEED 100 MPH AND MORE
lOW WEIGHT - TOP PERFORMANCE
INDEPENDENT SUSPENSION ON AU ~ WHEELS
RACING TYPE STEERING
LUXURIOUS APPOINTMENTS
VARIOU S COLOR COMB INATIONS
WI NNE R O F MANY INTERNATIONAL RACES
30 MILES PER GAllON
The 1956 Hoffman
price card adds the
115 horsepower
Carrera engine.
The Speedster is
up to $3215 and
the small type says
that the heater.
tachometer, and
side curtains are
$81 extra.
The back of the
1955 Hoffman
card. The change
in back panel
copy is noteworthy in that the
long list of standard equipment
is eliminated in
deference to the
relatively
stripped nature
of the Speedster.
1956
PORSCHE
HOFFMAN-PORSCHE CAR CORP.
Showroom ,
011;«1 ,
4043 PARK AVENUE
NEW YO RK. N. Y.
Plaza 9-7034
430 PARK AVENUE
NEW YORK. N. Y.
Plaza 9-5120
THE GERMAN AUTOMOTIVE JEWEL
1.5 Litre AMERICA - CO UPE
w.. AMERICA -
.
.
.
.
.
•
..
.
.
..•.
.
53 .395
•.
.
53.645
1.5 l itre SUPER - CO UPE (Eq uip pe d w ith rod io, to c.h o me te r
specia l bumpers. seal reg ulo to r) . . • . ,
S4 .28 4
1.5
CO N VERTIBLE
1..5 Li ' re SUPER - CO N VERTIBLE (Eq uip ped wi l h rad io . tach ometer
sp e cia l bu mpe rs. sec t regula to r)
.
$ 4 ,.58 4
,,
,
THE AMAZING NEW
,
I
1953 PORSCHE
·
ITER $T.
u.
~9
THE CAR FOR THE CO N N O IS SEU R
o.;::7::.~ DR. FEROlNA,...O PORSCHE . on. of th. world ', g reat.,. AU'orneth '.
• Wor ld nK'on:I breedl . ' at Monflh ery . france, a"olnM1o averave .peed for !oi. ho \fi.. af
188 "'........ (11 7 mU..) pet ho...
I
•
•
-
:
ne
A.ir o nd 0 1' cooled ",OfOf' mounted in rea,.
Ind epend. n..... pen.. ... ... 011fou' wh. . l~
30 mil.-s per ga llon .
100 mU.. . - hou• ond m",..
:,.u=~::n~~O::~~:~:~
• Cu"om built by
~. ~n..'
and
ronf: an d bac k
I
breaking .
Au'orno" •• Eng 'n.... In Eu,ope.
• Ulrro-Modem de'tgn.
:
f
of the 1953 price
d. '
car Issued by Max
Hoffman, the US distributor and NYC
.
· c~~~·~~e;'~li~o~:::d'ho;:r~~~~.Y~~V~~~~~~~r L~e:h~~'~~i~n~:::n-:~:~~n~le r. T~e copy is
Ma g net ic O il Filt. r at no extra c ha rge.
wor'h a read.
- -
Ofinterest starting with the 1955 pricecardsthell.ip sidecopychanged:
- 1500 cc engine.
- 4 cylinder - rear engine - air cooled.
- Horizontally opposed cylinders.
-Top speed 100 mph and more.
-Low weight-top performance.
-Independent suspension on all four wheels.
- Racing type steering.
- Luxurious appointments.
- Various colorcombinations.
-Winner of many international races.
- 30 Miles per gallon.
Please note thatthe last paragraph from the 1953-54 cardsabout allthe
standard features is now conspicuously missing. One would opine that the
omission was due to the "stripper" nature of theSpeedster at its list price.
Continued
'
33
The last price folder we'll show for the 356A's is from AMAG, the Swiss
distributor. Printed in red and black on white paper, it is 4-1/8" x 5-3/4"
closed. The piece is interesting in that it includes the 1600 Carerra engine
option and it shows the Convertible 0 under the heading "1600 SuperSport."
The May 1959 prices folder from AMA6, the Swiss distributor, breaks out
the Carrera 16006S and adds the "1600 Dame" (aka "Normal" to us Yanks)
and"1600 Super Sport" Convertible D
&U' O ... O . II - UH Il ... O I O . . . . · " G
I '" I", .. ", H" "D
Por sch e -Detcr ll -Pt ai sltste
AMAG
Me l'l'p ,e i. I" ,
0
Coup"
( 4 ,,,,..,1 .. ,
C~""o l o '
HM<llop
H ~' <ll o p
n . eM, ao" ~I'l .
1~95Q _
c,. " "o l. , V. " ,.d
1/ 100 _
'u
~.
1 / 1150._
Tr. " .p o l1~ "I O l
F, .
1 ~1I011 _
H''' <II<>
p ·v . ,<.l.. ~ .
H M dr o ~
t inlot
' u C. tmo l..,
F,. 1/000 _
Coup "
Fr l ' .!>lI _
C ~,,·;o l.1
H~ '<I 'OP
C.." .. ol .. 1
H.,elIOp
ft
1''\100 _
"
l1a~ _
"
HOOG-
o
o
1UO h p o , S p . "
Co"o.","'. D
UO O GS C. " o ••
0
Coup.
C.t", OI. '
Hol,d,OpC. " "ole,
Ha ' <I' op
( Lr,.,
r , . n , p O "~ i " " 1
UfO Sup o ' Ipo"
0
B...' ell ung oon
~,
"
f. H7!>l1 _
f , 10 900.f , na!>ll,-
l u' ......."maBig_ A", I"I1'"n9 dO. Cono"ll 'b lo 0
<;10 1>0' '''''
HO ll""9 "n.;!
ZIt' ... , io n m. n I9 . n "' ''' ' ~ h ,un9 9 0 1>0'. "
.
~:~:~n ~'I~~ :, ~:':~:~~:;,el~~';"'~j~~:~il~~h~~"o:~:
' . ' . , 1 Seilo.." .. . d, <;> "n j od'H fIj,e (K"n Olle d o,) ,
SI. , k lo n h o ,n, Horn ril1<;1 a m l en k,.d, e le k . , 80'"
1"'''1'1', HdUeg , in I'" B. lI"h""' , 1 Klo ld e ' h " ke n ,
lIe h lh " p e
D""010'0',1"",,,,,,,,"I..,,
Sen o, b o .._
.. . « " " ,, 1. 9 " . l( un" lo d " ,p o lote , tC o,d nid" I,e ·
S I• • ~ ' o h o . n ,
Ho, nung ,or" ~e n k ' ''d , 8 0 nlln"h' , lic l\1hu p . , "'0"
m .. l.. SillO "hn.. li.g ....lIb • • ehlll g.
.... b ''') ,
"",c"".li".'. ',,,,'nc".,,,
..
So nd o ' <lu Ul llll on g (no, fij, Con"O ,hbl . DJ
li ego . il ,b,..d ,lilge
~ , l ~O __
DI.. . " P, .. " li"e o " e 1l1 ,, 11o " o , r.o ,gor.enden
Aen do,un gen d o,
"al b . h a lle n
Pr.l. e
on d
Sp. lihk a llon • ..,
In our last issue, we wrote about several reproduction owner's manuals
and supplements. We had an email fro m long lost (to us) Jim Degnan who
had the 1600 Carerra Supplement redone.Jim added to the story about borrowing the original fro m Paul Rettig.
"I wanted to remind you of how that deal came about with Paul. lie
suggested to me to have a few manuals reproduced and suggested 1 could
recoup the cost bysellingthem forsome lowprice. 1knewa printer that was
a customer ofmine at the bank and 1askedhim to make a few. Months later
he came in and said here they are... and 1was dumbfounded to see what he
had done to Paul's original. [The pages had been razored out to scan.] 1procrastinated for weeks or maybe months and finally Paul asked for the original back. 1went on bended knee and told him 1 had an accident with the
original and would he take mylimited collection of Porsche pamphlets, price
lists, and such. He said 'Don't worryabout it, 1have another.' 1do believe he
look me up on myoffer and we did swap. But 1think the best ofit was that 1
gave those copies away fo r years and always made mention of Paul's character. (And wasn't he a great one?) 1 noted that you do have the original
"razored" copy of Paul's, and I really don't know how that "1600" got onto
the reprint's cover. Mystery."
Thanks Jim - great to hear from you.
We had inquiries from members David Berardinelli and Don Murray
about the Speedster supplement that Bob Rancher had printed. Thanks to
Dave and Don, I chased Bob down and he reports the following for ordering
one:
"Payl'al works best for me at [email protected] and a cashiers
check also gets immediate Priority Mail shipping FREE in the 50 U.S. States.
Price is $83.56 UStotal foreach one. Overseas shipment is a few bucks more
forGlobal Priority Mail. Personal checks are also accepted but mustclear the
buyer's bank before shipment. Best regards to all, Robert T. Rancher, 12030
Creekside Court, Chico, CA 95928 USA; home phone 530-343-8671."
The Whatzits
"No fair:' I said when Ed Hyman
told me what his original photo
represented. "That's only part ofa
part!" Of course it only took a
moment's reflection to realize
that's exactly what I've been doing
with the all the garage jetsam I've
presented here in the last several
years. Sneaky is as sneaky does.
It's a front bump stop from a B/C.
Photo by C. Robert Hyman.
The MOSTfun about this column is getting in touch- and back in touch
- with more and more people. 1love that!
As always, questions, comments, and suggestions are most welcome.
Please email me at [email protected] or write to 16 Silver Ridge,
Weston, CT 06883. Keep the faith. ~
(,O{oon"s Resto/:
~~·La~ge
' Speciallzing in 356 and
sn
re.tnratiaD~i}Q::::>
inventory of parts · Compl et e rust r~pairs
· Complete paint and body service · Compl ete electrical service
Phone: 562.531.4643
Fax: 562.531.4451
16230 Minnesota Avenue, Paramount, CA 90123
est. 1978
34
Volume 30, Number 3
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~
-35
J?l
Ifyou thoughtthatpricewas a biton the highside, hangon ~L~ we look
at the next ACab, this one a 1958 356A, again in Ivory thistimewith a tan
top and a tan leather interior, presented by Barrett-Jackson at their signature auction in Scottsdale, Arizona, January2006. Done to a higher standard than the A Cab above, things fit better and everything W:L~ freshly
Jim Schrager
s theluxurylinerofthe 356world, expensive when newand produced in far smaller volumes than coupes, you'd expect
Cabriolets to be amongthe most desirable ofall the 356s.And in
fact, prices range well above coupes in all instances. But as collectible
cars, Cabs remain trumped by the removable-windshield 356 models
(Speedsters, Convertible Ds and Roadsters), which in general bring bigger dollars. However, for anyofyou wantingto usc your car in more than
sunny weather, or if you desire the comfort and protection of a real top,
then a Cabrioletis a wonderful way to go-and you'll paya bit less for all
that comfort as well. We present a wide selection of Cabs this issue, with
examples of A, Band Cmodels in a wide variety of prices.
The oldest Cab wehave is a 1957 356A 1600 NOIlUal, presented at
RM's Amelia Island, Florida, auction, March 2006. This was a very nice
car, in the popular colorsofIvorywith a black interior. Good butnot quite
perfect gaps, very prettyrecentpaint, lowbumper guardswithout overriders. This car was a blend of old and new, with a new top but an original
headliner, new scat bottoms butoriginal seatbacks and a mix of original
and replaced brightwork. Options included period round fog lamps,
painted luggage rack with wicker picnic basket, and reproduction VW
chrome wheels. I try to ignore these "sizzle" items andconcentrateonthe
real car beneath them. Thepicnic basket, in particular, goes a bit over the
line for me, kinda like when the magician is distracting me with his right
hand while he reaches into his pocket with his left to find the missing
card. But I digress. Amixed bag of oldand new, it had a pre-auction estimate of $70 - $80,000 which I though was well high of the mark. It was
sold at $64,000 acrosstheblock, making the total price to the newowner
with buyer's premium of $70,400.
36
Volume 30, Number 3
installed and unsoiled. USA bumpers and overrider bars and a period
Blaupunkt radio, chrome wheels. I didn't really approve of the trailing
edges of the doors, which stood just a bit proud of the quarter panels, but
for a $135,000, I think I have the right to be picky. To call this car well
sold is an understatement, it may be :L~ much as $50,000 over market.
Maybe it'ssomethingin the water in ScottsdaleinJanuary?
Barrett-Jackson's other big auction, in West Palm Beach, Florida,
sold a 1961 356BCab in March, 2005. OriginallySlateGray, this car was
presented in black with a tantop and tanleather interior. Gaps were good,
paint was nice, butyou could seethatthis car hadbeen rustyonceas there
was a visible weld seam inside the driver's fender. Still, it was a decent
driver with good brightwork and repro chrome wheels. It sold fo r
$52,920 and seemed to me a reasonable way to get into an open car.
Let's stay in Florida for this next 1961 356BCabriolet, in this case,
over at RM's Amelia Island venue, March 2005. Aetna Blue with a black
top and black leather interior (opposite, above), it W:L~ a prettycar with
good paint and good, if not perfect, gaps on the movable panels. Options
included a period Blaupunkt radio, reproduction VW chromewheelswith
Super hub caps, and a 1600 Super engine fro m the correct build period.
It sold at $63,800 and seemed to be a fair deal for both buyer and seller.
The nextCab (below) takes us into the T-6 model, with a 1962 Super-90
BCabriolet. The changes to the T-6 Cab over the T-5 are quite a bitless dramatic than the changes for the T-5 to T-6 Coupes, because although the front
hood and engine covers are different, the windshield size of the T-6 Cabs
remains the sameas the T-5, and ofcourse there is no rear glass on a Cab, as
there is on a Coupe. This one is a black/black leather example, presented at
Gooding's Pebble Beach auction inAugust 2005. It was estimated at $80,000
to $100,000 pre-auction, and variously described as very nice with good
paint, flat bodypanels, and good gaps. It had the neatAMIFMlSWBlaupunkt,
correct painted steel wheels,Super hubcaps, yellowCA license plates, andan
over-all good feel to it as if the seller really didcare about this car. It sold at
$82,500 which is notbyanymeans cheap, butat least here we have a nice car
for the money.
Let's go back to the Phoenix weeks at RM's sales for our next two cars,
fi rst a 1963 BSuper cabriolet (not pictured) presented in january2006. Bali
blue with a black top andgray leather, this one had flat panels and nice gaps
with very good paint. Correct silver painted wheels set this color combo off
nicely, with CA black plates and some usc showingto the interior. Engineserial number was correct forthe build period. Estimated at an enthusiastic $85
- $100,000, it sold including buyer's premium for a fair $74,800 and was one
of the better deals in the heart of the Phoenix weeks this year.
Here's a Cab, also from an RM Phoenix sale but back in 2004. I have
never reported on it, but we can use it to get a data point on the movementof
the market from then to now. 1964 C Cab, Signal Red/black leather, good
paint, later 5.5" chrome wheels, crested hubcaps, chrome luggage rack.
Sounds pretty good so far, but the movable panels gapson this car all needed
work. just a driver, without a major body rebuild, this car will remain just
what itis-not that there is anythingwrong with that.1\vo years ago it sold for
$50,600 and at that time, it seemed like all the money and more. Frankly, it
still does, two years later.
Let's compare this 1965 356C Cab with the red one directlyabove. Sold
in March 2005 by Barrcu-jaksonat their second biggest auction in West Palm
Beach, his one was Light Ivorywith a blue top and blue leather. It was pretty
rough, with cheap, thick paint, doors that bowed out from the shut lines to
make plenty ofroomfor poorlyrepaired rust or collision damage, gapson the
hood were bad, the rubber old, the turn signal bases pitted, the windshield
delaminating. Someone did a nice job with the trim, however, with an excellent new top and lovely seats. Correct chrome wheels (there are no repros
available for the Ccars), and el cheapo tires. Sold at no reserve for $67,500.
The cost ofdriving-or is it buying at auction- seems to have escalated over
the years.
Errata: The 1952 Type 540 America Roadster I reported on previouslywas noted as having darkgreen vinyl scats. Theyarc in fact carefully colormatched leather, which is original for that car. Thanks to Ron Roland who
spotted the error and was kind enough to chat with me about it.
Thanks also to Keith Martin and my colleagues at Sports Car Market and
Kirsten Onoday in particular for photos. Correspondence always welcome.
Find me on-linefor fastest response at: [email protected] or
at 54722 Little Flower TI .,
Mishawaka, IN 46545.
Editor's note: Read
more ofjimSchrager's
Porsche reports in
Sports Gar Jllarkel
magazine. Visit www.
sportscarmarket.com
37
Once again the 356s were booted into the
Over 2 Liter l02L] class with Bob Kilnenburg taking top 356 qualifying honors @ 6th with Cigar
Garage Bill Swartznext @ 9th followed bythe rest
of us straphangers spread to 33rd.
In spiteofa two year lay-off, ina bumper beclad street stock Speedster, we managed a
respectable 18th. However, when pulling into the
pits, the generator light came on and smoke
obscured my legs. Now what?
Once things cooled, instepped fellowPOGer
Bjorn Stalesen with voltmeter in hand and big
bearded grin, "Veil, now vego to verk!"
Havingtwo squareheads under the dash jabbering in Norwegian was like a couple of unguided missiles reaching critical mass. Whether the
fter a two year racing respite, one
would think that there would have
been time enough to have the
"Speeder" race ready- wrong!
Ace European engine builder Barry Curtis
had built a new motor and earnest preparation
began in April forJuly. Well, it was not until June
that the new lump went up the rump of the
"Speeder" with great help from my lO-year-old
son, Mikael.
An unexpected extended trip overseas really
put my chances to make the PVGP in jeopardy.
Thankfully, in stepped 356 Potomac Owner's
Group members Lewis Hauser of Karosserie fame
andlocal engine meister Tim Berardelli to get the
"Speeder" prepped for the 15th & 16th ofJuly.
The foreshadowings of entropy began early
on.Atrailer bearing blewabouta thirdofthe way
to Pittsburgh which required the removal of two
out of fo ur tires. From there on, the trailer was
doing a cross between the Rumba and the Hula
down the road. Generalmorale was nothelped by
an impatient 10- and 8-year-old plus one restless
Cocker Spaniel.
A
'Nordic troll touch of Bjorn or the excessive
'a~ounts of C02 under the dash, electrical gremFor those unfamiliar with the PVGp, it is a
free raceheld in Pittsburgh's SchenleyPark which
serves as a fund raiser for the Autism Society of
Pittsburghand the Allegheny Valley School for the
Challenged. Over 24 years, VSCCA had raise over
$2,000,000 for these worthy causes. Monaco is
theonlyother cityin the world that has beenable
to host a similar race, andunlike PVGP, it is defintely not free.
The course is an elegant 2,3rni squiggle set
on the curbed, stone wall-lined, high-crowned
roads of Schenley Park. Driving it is likened to a
cross between a hill climb and a road rally.
From top: On the
grid, some of the
14 356s prepare
for the flag.
Erik Severeid in a
turn with the
Jaguar. Photos
by Jim Walczak.
The Severeid pit
crew. Note the
crew's professional application
of race numbers.
Ed Hyman photo.
38
Volume 30, Number 3
lins were exorcised and we were race-ready!
DUling the Saturday night dinner at Cindy
and Cigar-Garage Bill Swartz's lovely Squirrel 1Ii11
home, I hadthe fortuneofmeetingDonTevini, his
delightful wife andgrandsonAustin who towed all
the wayfrom Monterey to join us.
Irrespective of qualifying position, with 14
356s in the race, wedecided to place our group
at theback ofthe back andhave our own race for
at least a couple of laps. It was a clean start with
Sandy Sadler, Lee Raskin, Chris Duerr and your
humble narrator running nose-to-tail for many a
lap. Passing, being passed, conductinga mechanical ballet for laps on end under the tree shadowed parklanes harkened one back to those days
when racingwas actually on roads - how novel!
Sandy and Lee got by a barge-like XK140
which held Chris and I at bay over the straighter
sections until I finally squeaked by on the first of
the twisty bits. WhatI did not know was the 4 Liter
leaders were now rapidly closing.. .
Entering the Serpentine with an XK140 and
earlyEType filling mymirrors, I took a little wider
line to allow them their race while not affecting
mypursuit of two Healeys.
Due to oil or the aforementioned camber redefining crown, the rear endsteppedout, curbing
the right rear wheel which brought the fron t end
around squarely in line with a hay bale that was
guarding a large storm drain. In an instant, the
hood ornament and entire front were visible
S. Sadler leads the author. C. Duerr and A. Axelsen into the serpentine.
above my head and the car at an angle never before visited - airborne!
The front crashed earthward amid a screen offluttering hay, blowing out
the front left tire as I was just able to sqeeeeeze the Speeder between the
jersey barriers in the world's tiniest run-off without further damage- other
than my prideand pocket book.
Alargertrauma was experienced byMikaeland Kiki as dear-old-dad did
not come around and the P.A. system was booming that, "Number 839 hada
major Serpentine shunt!"
Despite the many mechanical maladies and ensuing chaos over the
weekend, there is nothing like that hug from your little 8-year-old girl to put
the world right. That, coupled with a group offriends that lent there time to
get the car ready, fix it and the trailer at the track, somehow makes the sheet
metal damage all theless signifi cant.
So here's to the 356 Village; we'll stow the comments about the Idiot.
O
n Sunday, May 21st, nearly 100 people and 37 356s again gathered at
the beautiful home of Rick andjoanne Renz near Pottstown in southeastern Pennsylvania. L;L~t year's 12thAnnual Picnic was a record For both
turnoutof people (J 10) and 356s (47), but this year weather played a factor and kept somepeople home. The weather turned out to be a tease and
gave 1 0L~ ofpractice in putting 356 tops up and down.
Our h OSL~ catered the event ;L~ they have done For the past number of
years, and the spread W;L~ fantastic, ;L~ usual, with quite a variety of Food
choicesand beverages.
Aspecial thanksto the 356vendors andshopswhodonated raffle prizes
and fi nancial support so that each person who attended left with wonderful
prizes or mementos ofa good time.
This annual event continues to he a draw for 356 enthusiasts in the
MidAthmtic region, andwe are nowdrawing people From Maryland, Virginia,
Delaware, Newjersey, and NewYork as well ;L~ Pennsylvania. We hope to see
more new faces nextyear as the event continues to grow.
maou.
'Fe
what we sell
• Proven showwinning quality.
• Knowledgeable &
friendly staff.
<: .filled with
tovely images
expe rtly comb ined
with evocative text:'
-Gordon Maltby
comes as close
to putting you at the
party as possible ."
U ...
-Excellence
INTERNA TlONAL, INC.
1236 Simpson Wa,YEscondido, CA 92029
(760) 737-3565, fax (760) 735-9909
www.autosintl.com
[email protected]
39
Love and Death on Long Island
Directed by Richard Kwietniowski (1997)
Riding high on 90210 fame in the late
1990s, Jason Priestley set his sights on maki ng
serious movies. This is how he ended up on
Long Island drivi ng a Convertible O. He plays
Ronnie Bostock, a character who probablydidn't take much acting for Priestley, because the
role isabout a youngactor making his first few
low budget movies. It is either eerie or lame
that it hits so close to home; I will let you
decide. Though he is the focus of the film ,
Ronnie does not make an appearance until
almostan hour in the story.
The story begins with Giles De'Ath, played
perfectlyBritishlybyJohnHurt. Dr. De'Ath is an
obscure British author who is so old school
English that he was probably saying old chap
before he was five. The writer has settled into a
rather simple and reclusive life in London, one
where his meals are made by his housekeeper
and he rarely meets anyone other than his
agent. It all seems perfect for Giles until the day
he locks himselfout ofhis flat and has to kill a
whole afternoon in modern-day London.
Watching the good doctor walking around
in his tweed jacket and polished manners, the
year could have been 1950. But unfortunately
for the man who never leaves his house, the
year is more like 1995. Lost and a little confused by the noisy streets he quickly finds
refuge in a movie theater in what he thinks is a
nature movie. Too bad for him, somehow he
walked into the screening of Hotpants College
2. All the more befuddled, De'Ath is about to
leave when the forlorn image of Ronnie Bostock
catches his eye and he proceeds to watch the
rest of the movie. And so his obsession with
Ronnie begins. The normally mild-mannered
Englishman's entire life changes as he pursues
more information on the American actor
Ronnie Bostock. Niles does daring things like
40
Volume 30, Number 3
steal teenie bopper mags fro mthenewsstand so he can addpictures to his
Bostock files. He even goes as far as buying his firstTV so he canwatch all
the great films featuring Ronnie. The movies are truly memorable works
with titles like Skid Marks and Tex Mex, butDr. De'Ath is truly obsessed
at this point. Oncehe has runout ofresearch material the doctor decides
he must meet Ronnie in person so he flies to Long Island to try to explain
his obsession , ifonly to himself.
Once his plane lands in New York, Giles kind ofruns out of plan. He
has not thought how he can reach out to Bostock, all he knows is the littletown on Long Island where he lives. So he rents a room ina local hotel
and starts wandering around hoping to catch a glimpse of the American
cinema star. At first all he gets is quick glimpses of Ronnie's blue
Convertible 0 racing around, buteventually he finds his house. One problem stills remains: how does he approach a movie star and not look like
a deranged fan? Giles chooses the age-old "run into the guy's girlfriend at
the grocery store" approach bydeliberately crossing paths with Ronnie's
ladyAudrey. She is, of course, intrigued with the chipper British gentleman who is interested in her Ronnie. He sets up a meeting under the
premise of wanting to write a movie for
Bostock, something no hungry actor can turn
down .
Enter Ron nie Bostock, no longer a flickering image on the screen of Gile's TV, but a
true in-the-flesh young man. Once they meet,
Dr. De'Ath becomes even more confused on
why he is so obsessed with Ronnie but he
decides to hang out for a few weeks and tryto
figure it out. What we are left with is Giles and
Ronnie ridingall over Long Island in the 356
with both men trying to figure the other one
out. Ironically, itisAudrey who figures outthat
Giles is not really on the up and up, but even
she does notfully grasp what is going on. But
this is understandable since no one, not even
the great Giles De'Ath himself really knows
whatis happening.
I am not going to min the end of thefilm
for you but it is a shocker. Also, the 0 looks
good with the beach as a backdrop.
Promise Her Anything
John Hurt, and Jason Preistly, described as "This
decade's most perfectly paired odd couple."
Directed byArthur Hiller (1964)
Sincewe are sticking to 356 movies that
are set in New York I bring you Promise Her
Anything, a very cute andfunnyfilm starringa
youngWarren Beatty. In themovie Beattyplays
Harley Rummell, an aspiring film maker who
wants to direct masterpieces but is stuck
directing risque bikini flicks that are shot in
his apartmentin Greemvich Village. Allis going
pretty good for Harley, he is making movies,
charming his landlady instead of paying the
rent, pretty much living the typical Greenwich
Village lifestyle of being broke but having a
great time.
This is how we find Harley until a new
neighbor throws a wrench into his plan; the
wrench comingin the form ofa beautiful single mom, Michele, and her precocious son
who move indownstairs. The free-living Harley
starts out just trying to romancethe mother for a
quick tryst onlyto fi nd himselffalling in love. Too
bad for him the French-accented mom has her
sights set not on Harley but her boss, Dr. Phillip
Brock. Dr. Brock (Robert Cummings) drives a
356 coupe (goes to show that a Porsche always
gets the girls). The good doctor also comes with
a great jobas a psychologist (with his own clinic)
and lots of prospects. The only problem is he
doesn't particularly like children, so Michele
enlists the aid of her upstairs neighbor to babysit,
effectivelyhiding the boy's existencefrom Brock.
This well-laid plan begins to unravel for
Michele when the boyshows upinthe nudie films
Harley is shooting in his "studio" upstairs.
Michele finds herself caught between young love
and older sensibility, not a good place to be for a
young mom. On one hand she must think about
the best futurefor her and her son, butthen there
is the ever-so-charming Warren Beatty, who
comes with a great smileand not much else.
The comedy of this movie is what really
keeps it flowing hut the story is not altogether
light. You really fi nd yourself feeling for all the
individual characters, all the way down to the
landlady.
In the end Michele goes with her heart but
yo u will have to watch the film to see ifher future
includesa red Porsche.
A few interesting things about this film:
William Peter Blatty wrote the screenplay but is
best known for writing the novel Tbe Exorcist.
Who knew one person could switch gears like
that?Alsosomething funnyto catch isa youngand
awkward Donald Sutherland making an early
appearance. HermioneGingold, decrihed as "one
of the screen's most delightful eccentrics" plays
the landlady. She is perhaps best remembered for
pla}ing the the retired courtesan
in Gigi in which she sang the
duet "I Remember it Well" with
Maurice Chevalier.
This was Beatty's first
major comedy and his performance was not the film's strong
point.l\vo years later he starred
in Bonn ie & Clyde, and with
Shampoo in 1975, proved his
ability in a comedic role.
Prom ise Her Any/bing is
worth searching out, as seeing
the 356 driving through the
1960s New York streets can
almost make you see Max
Hoffman.
From the February. 1967
Christophorus, a still shot
announcing the "newEnglish
film" starring Leslie Caron and
Robert Cummings (shown here
on the set in the rain) .
Vintage Racing / Restoration
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• Louvered Aluminum Deck Lid Skins
• GT Louvers for Your Steel Deck Lid
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-Show quality painting
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-Enqine and transmission
rebuilding
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-Larqe used parts inventory
-Appraisals and pre-purchase
inspections
Same location since 1976
Visitors welcome!
1360 Gladys Avenue
Long Beach , CA 90804
Tel. (562) 439-3333
Fax (562) 439-3956
www.WillhoitAutoRestoration.com
41
kept the Lancias rolling out of his distributorship
when they were very difficultto sell. 356s were in
high demand, so Hoffman solved his problem by
simplytelling dealers that for every so many new
356sthey had to also takea new Lancia!
Vic Skirmants discussed 356 transmissions
and gasoline additives. Brett Johnson had an
extensive write-up covering alrnot six pages with
numerous photos in his column on 356 floor
installation. Included were longitudinals and
fram e sections. Bruce Baker and EmilyMayer did
the write-up. Brett also wrote about grilles, mirrors and proper badges.
Dave Seeland's column addressedavailability of four-cam parts. It also discussed two level
storage ofcars in your garage, a concept that has
growingpopularity these days.
42
Volume 30, Number 3
Watch columns.
Jim discusses the
difficulty of trying
to arrive at a
value for some of
the 356s, and
points out that
condition is a
key factor. Jim
listed several
examples of
sales of actual
cars, as hecontinues to
do to this day. He also noted what was to become
a mantra of sorts: "There is no single correct
value for any 356. At best, sales of truly similar
carswill indicate a range ofvalues for your car."
JimSchrager also wrote about his Envemo,
a Brazilian replica of a Bcoupe. Afaithful recreation in fiberglass built on a VWchassis, Jim
praised many aspects of the car but noted it was
too nice to drive as a winter car as originally
intended.
Ron Roland started his column by commenting on how reliable 356s are - to the point
where we take for granted that they will start.
Deferred maintenance led him to write about
shorted point contacts, from which he segued
into Bosch coil paint, PCA concours rules and
warped Brazilian wheels. The meat ofthe column
was about rebuilding seats, including installing
the padding and upholstery-. lle describes one
operation ina single sentence,and follows by saying "andit's notas easy to do as it sounds! "
John Alexander's quest to find a 356 in his
hometown of Anchorage struck a chord with
many other prospective owners who have had to
deal with used car lots and a fixed budget.
Richard Sjolund wrote an article about his
red 356c coupe, which hedrove from Iowa tothe
Porsche 356 Club concours in Monterey. He had
a few problems including an inner fan beltpulley
that disintegrated, anda clutch that went out. The
clutch problem occurred 43 miles from Harry
Pellow's shop, and he had his car towed there.
Harrydid a great jobfor him, andquicklygot the
car back on the road. lIe had the pleasure ofseeing the odometerturn99,999 miles on the trip. A
moment later the odometerturned to00,000, ata
point just blocks from his old apartment in the
MountainView area. lie writes "Wherever I drive
this car, 1 will look at the odometer, and think
back to my youth in California. I'll look in the
rearview mirror andsee a tentand a sleepingbag
on theluggage rack; I'll once again be headingfor
Yosemite for a weekend, back when there were
no crowds." (This sure sounds familiar to me,
when 1was driving mySpeedster or SC GT in the
1960s from Stanford to go backpacking in the
Sierrasl) ~
reading the Registry, but bear in mind that this
would be of no use ifit were not for the uniformlywell written articles being reproduced.
DVDs are extremely reasonably priced
@$40.00. Contact Diane at the 356 Goodie Store
831-575-3356 or [email protected].
ewer than two years ago JoeJohnson with
a monumental effort putthefirst 10years
ofthe 356Registry on a set of9 CDs. lie kept the
original look ofevery pageandadditionallyit was
searchable using the commands found in
Microsoft Word. NowJoe has reissued the first 10
years and raised theante to a total of20 years on
two DVDs as anAdobeAcrobat searchableformat.
This means you can use Boolean logical commands including "not" as well as changed commands.
F
It is displayed best onat least a 19" diagonal
screen, so the entire vertical page may be seen at
once. Unfortunately, even if you have a huge
screen, facing pages cannot be displayed. As with
the previous CD, Joe has kept the exact appearance of the copied pages! 1 am still primitive
enough to be blO\\11 away by the combination of
what appears to be a perfectphotocopyofa page,
yet be able search on any imaginable topic (or
combinations of imaginable topics).
Frankly, 1may be the wrong person to critically evaluate the new technical features - every
time I try a search; 1endup sidetracked andstart
reading articles. There is no question that the
new search features bring a new dimension to
Porscbe - 71Je Carrera Dynasty hy Glen
Smale certainly starts off with promise. Of 216
pages, 93 are clearly356 or at least oftheperiod.
And the acknowlegements mention almost everyonestill alive at Porsche AG. However, on the first
page of text, Smale mentions that Ferdinand
Porsche never worked for the company bearing
his name "as he died in the same year it was
established." Generally accepted :L~ the progenitor of all Porsche is the Typ 64, Smale correctly
explains that itsother appellation 60KIO refers to
the (Porsche) V\V designof Typ 60 and the "K" is
for Karosserie (body) and 10 (variant number)
hut never connects the Typ 64 inthe captions with
the 90KIO in the text. He also claims the car used
the front of the existing KDF-Wagen - which just
looking at thecars refutes :L~ silly.
And Smale states the honorary doctorate
came in 1940 - well the Germans did give him
one, but the "he"in ING he E Porsche, as used by
Porsche, was granted by the Austrians fo r World
War 1services. For the first time, 1see a claim the
low weight and small motor of the first Porsche
ytelded only 24mpg. Any 1674 pound car with a
V\V motor should give 50-40 mpg. Nor did356/2
(not 356-002), the first coupe use "a basic V\~I
platform:' Smale displays a similar lack of
basic/background knowledge throughout the
hook, including boththe inability to accept that a
Porsche Abarth is preciselythat andnota Porsche
Zagato. Unfortunately, things don't improve in the
911 period, until the 964 is reached. Anice feature is a time line of significant events keyed to
each chapter,
So, in a couple pages and confi rmed by
reading the whole book, it becomes clear that
Porscbe - Tbe Carrera Dynasty is notgoingto be
the ultimate reference. But there is a lotto recommendThe Carrera Dynasty - first, there are many
reallygood, unfamiliar to me at least, period photographs - including a superb color photograph
ofthe von Frankenberg 550 at LeMans in 1953. I
suspect that most of the period pictures have
come from the Porsche Arkivs, and continue to
wonder when the well \1111 run d!)'. Not the first
choice for your Porsche reference shelf, but
worth considering, if your interest runs to really
nice pictures and you can cull out the errors, or
just don't care: Porsche - The Carrera Dynasty
lists at $44.95.
Three exciting new books should be available by the time you read this; I am going on
information supplied by the publisher.
Porscbe Rennsport Reunion byJeff Zwart
($149.95) is a large art hook with expanded captions of about 150 Porsches at the Rennsport
Reunion 2, in Daytona. The August 2006 Road &
Track had a preview; and it was lovely.
Petsche Moments (list $74.95) is a compellation of period color photographs of the '50s
& '60s by the best photographer of the period,
Jesse Alexander.
Reflections, Golden Era of Motorsport
($59.95) byVic Elford, is just outofthe 556 period, butVic is a decentwriter andalongwith Brian
Redman, the driver who best represented Porsche
in the 1960s.
SusannC.Mil~
Richard EMemtt
The M &M Boo k
All the known
sales brochures
and paint
information
on the 356 .
Retail : 574 .00 (US ) includes shipping in the USA
Special Limit ed Edition-only 356 signed and
numb ered by both authors: $100 .00 includes shipping
Send check or mon ey order to:
M&M Cr eative Group
P.O. Box 110653
CREAl lVEGROUP
Napl es , FL 34108
www. po rscheboo ks.orq
For bulk orders cont act sales @porschebooks.org
71..f.<'_71..f
v rl~ n
PARTS
NEW-USED-RARE
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356-CARRERA-911
GT LIMITED SLIP DIFFS
GEARS-SPECIAL RACE PARTS
71 91 E, Arapahoe Rd" Boulder, CO 80303
303-443-1343 Ph. • 303-444-3715 Fax
www.carquip.com
43
Recent items of interest sold through
the internet marketplaces
Sebastian Gaeta
ell, here it is, the one year anniversaryof this column and the sky hasn't fallen, the government is still in
power and the hobby has not imploded on itself
as predicted by a few of our members! I believe
we have stayed true to our mission: to provide
reports of internet auction sales of unique 356
and Porsche related items for entertainment and
information, but notto tryandinfluencethe market either up or down.
Here we gofor year number two:
W
reproduction, but this one is the real thing: a
Stuttgart license plate with the numbers threefive-six on it.The upper sticker is stillintact while
the lower one, per regulations, was scratched off.
In its place is a Porsche crest decal. Surelyyou
could have one made, but then you knowit isn't
real and that would surelydrive you crazy, right?
There was only one bidder, and he paid about
what therepros cost, so1would call this onequite
a bargain.
Mobil Oil Drinking Glass
Bids: 5 Sold for $51
Here is another
glass depicting an
early Porsche (see
last issue's Gurney
driven F-1 car). This
time around it is a
Mobil Oil glass depictinga "B" Roadster, with
the Porsche crest at the
top and a Pegasus at the
bottom. You used to get
them for pennies with a
fill-up , now you pay the
same as a fill-up to get one!
Illuminated German DSign
Bids: 16 Sold for $168.
These national identification signs pop up
on eBay from time to time and look pretty neat
mounted on the back of an early car. The final bid
was within their normal selling range, much to
the delight ofmyfriendBill Rohrer. He bought his
at an antique shop in northern Michigan for $1 0.
Banner from the 31st Inn Meet
Bids: 22 Sold for $25 1.
By all accounts, the 31st International 356
meet heldin Italywas a rousing success. But what
to do with the 75 foot banner that hung from the
host hotel?Why, auction it offon eBay for charity,
that's what. Six different philanthropists pushed
the button 22 times, yet it still onlybrought $25 1
and I'm sure that is far below the cost to have it
made. I guess we 356owners are onlycharitable
to a point!
356 Carrera GT 80 Liter Fuel Tank
Porsche 356 Police Beacon
Stuttgart 356 License Plate
Bids: 1 Sold For $39.99
Here's an item that is readily available as a
44
Volume 30, Number 3
Bids: 1 Reserve not met at $150
1\vo issues ago there was a nice article in
the Reg/sIlJ' regarding Porsche police vehicles.
This auction, though not successful, was quite
timely. It makes you wonder if the lone bidder
was a collector or was building himselfa Polezei
car. Probably the former because if 1were buildingone, I wouldhave bid much higher than $150
to complete the car.
Bids: 1 Sold For $1,900
Made down under, the seller/manufacturer
sells quite a few of these on eBay. They are pressuretested and manufactured usinggenuinetank
necks and Tinman rivets. Reserve tank fittings are
made as per original. The tank comes finished in
two-pack undercoat, ready for the buyer's top
coat. Afuel cap is included, but no fuel sender.
These tanks are copied froman original tank.The
seller contacted me to describe his tanks. He is
very proud of the quality that goes into them.
While our purpose here is not to advertise for
sellers, anyone who is interested may email me
for his contact information.
These next two auctions are items from the
sameseller. He definitelyIvins "rarest ofthe rare"
this time around.
356 Grill Badge
Bids: 6 Sold for $135.50
Even though we covered grill badges two
issues ago, I could not resist this one fo r two reasons. First, it is not round or oval like the vast
majority of badges, but arrow shaped which
would adda differentlook to the backside ofyour
car. Secondly, it is Porsche specific, with the
words "Rallye Schloss j ohannisberg 1959
Porsche Club Wiesbaden" displayed across the
badge, It only hrought 6 bids but sold for a nice
price for such an unusual badge.
356 Key Pouch
Bids: 18 Sold for $228.03
Is it or isn't it? The seller says that he has
been toldit "could be" a reproduction, buthe has
his doubts as he acquired it "years ago". In his
itemdescription he called it a "Rare Porsche 356
Keypouch NOS". I'llleave itfor you to decide, but
this weknow: Yes, it has the correct looking twist
at the top of the chain, but the rivets are too big.
Again, I'll leave it up to you. Apparently somepeople thought enough of it to bid up to $228.D3. For
the last time, I'll leave it up to you.
Porsche 356 Watch
Tekno 356 Model
Bids: 12 Sold for $202
I'm not really into models per say, but I do
like looking at them , especiallythis one. It looks
so vintage and reallycapturesthe cleanlines ofan
earlycar. I'm guessingthis one is a bitrare bythe
number of bids and the final price. Do any model
collectorscare to chime in here?
Porsche 356 NOS
Talbot Co-Driver Rally Mirror
Bids: 5 Sold For $76
Here's an interesting piece out ofGermany.
While not Porsche specific, it is claimed that this
is useful for the co-driver on a rally. It's intended
fora real rally, I presume, not a PCA style "Poker
Run". That said, I'm quite curious as to why the
co-driver would need oneat all. Ina real rallyyou
are runni ng against the clock and couldn't care
less aboutwhat you had just passed, versus a "fun
run" and wondering if that red barn behind you
was where you were supposed to turn. Then
again, this is eBay so it's not supposed to make
any sense. It will make a nice conversation piece
foran earlycar.
Bids: 18 Sold For$619.1 I
This is the second watch that we have covered, the fi rst one shown in the September/
October 2005 issue. While that one was a vintage
timepiece, this one is of current manufacture. It
depicts a European 356
speedometer with green
lettering and a chrome
inner and outer bezel.
It is a self-winding
watch and comes
with a two year warranty on the movement. Not vintage,
but much nicer than
the Motochron, in my
opinion. With 18 bidders and the fi nal price
above $600, others felt
that wayas well.
1960 Roadster Top Frame
Bids: 22 Sold for $2,327.78
Here is a very hard to find 356 B Roadster
folding topframe, as removed 30 years ago. Itwas
described as having "All tightrivets, and joints, all
aluminum windowweatherstrip retainers, allaluminum drip rails, and top latches." Note that on
both of these auctions, the "winning" bidder
backed outand the items were offered to the next
highest bidder as a "second chance". The sheet
metal went for $2,600 and the top frame for
$2,000. What with the price of rolling-shell
Roadsters sans top frame these days, I believe the
price paid for both items to be reasonable.
NOS 356 BRoadster Sheet Metal
Bids: 26 Sold For $3,403.78
Here we have something rarely seen, NOS
replacement sheet metal. For a B Roadster, it is
left and right rearfenders and rear cowl center. In
the VWworld, NOS sheet metal is quite common,
butin Porsche landit is the proverbial hen's teeth.
Part numbers were as follows:
Left rear fender: #644.503.063.45
Rightrear fender: #644,503,062.45
Rear cowl center: #644.503.085.41(45).
These are original factory fenders fro m the late
'60s. Porsche also made fenders for their vintage
parts program during the early '90s but those
were madefrom inferior dyes and were discontinued. The price paid was dear, butthere is no substitute for the real thing.
As always, questions, commentsor criticism
is welcomed and encouraged. I can be reached at
[email protected]
45
356Burgh Ohio River Valley Tour
T
he Ohio("beautiful river" in Iroquois) has captivated my imagination since early childhood. Four generations of my family have
earned their living on the river. The upper Ohio River Valley has
been (at least partly) "frozen" inan earlier time, with its traditional American
culture andarchitecture largelyintact. Life along the river seemsto move at a
more gracious, "traditional" pace. Many of the small cities and towns along
the Ohio River look just like they did fifty years ago, and the citizens of these
to\\11Stendto be warmand friendly to visitors. The hills surroundingthe river
valley offer some wonderful 356driving roadsand lovelyscenery, which I find
quite irresistible.
Posting on 356Talk that it would be great fun to have a 356 tour of the
valley, I was deluged with positive responses to the idea.
Reality dictated that thetour length be 265 miles one wayand something
less than the week I originallyenvisioned. Bruce and Janice Coen took care
of planning and hosting check in and registration at Washington, PA, as well
as the first day of the lour.
Arainy departure
We departedJuly 12thin two groups, in pouring rain, a true test of man
& antique machine, and of the patience of our wives. After several hours of
driving over beautiful West Virginia back roads, we arrived in the small town
of Pine Grove for lunch, drove on (more awesome reads') to New
Martinsville, and picked up WV Route 2, fora relaxed ride along the Ohio to
Point Pleasant.
If you plan it, they will come.
Some of them, anyway.
Ourfirst day's destination was the historic Lowe, a lovely antique hotel
in Point Pleasant. Several of us visited the River Museum, and laterwentfor a
walk through the historic district.
Day 2 foundour intrepid but somewhat soggy group crossing the liver
into Ohio. We went over the rolling, wooded hills bordering the river valley, as
we circled downstream then back north. Turtle dodging on the wet roads was
the order of the morning as the local box turtles just couldn't resist being on
the roadwith somewhat similarly shaped objects.
After a fewmore hours we arrivedat our day's final destination; Marietta,
Ohio, the state'soldest city. It is a gem ofa town, featuring streets lined with
big old shade trees and large, well maintained late turn of the 20th century
houses adjacent to a similar vintage downtown business district.Alovelyriverside park extends along the Muskingum River, a half mile to the Ohio River
Museum.
After parking in the spots at the beautiful old Lafayette Hotel (reserved
for us by the Mayor's office) we set off exploring and shopping along Front
Street. It was hard to imagine that this entire section of town, including our
wonderful old Hotel Lafayette was under water eighteen short months ago.
Friday was our sleep-in morning, with our private tour ofThe Ohio River
Museum scheduled for 9:30. It is a fairlylarge museum, with numerous photo
exhibits, scale models, and artifacts, including the last intact steam powered,
stern wheeltowboat of the type that dominated commercial traffic on the Ohio
& Mississippi river systemsfrom thelate 19th centuryto the mid I950s.
Following the museum tour, our group meandered around Marietta for
the rest of the morning, with one couple electing to remain a bit longer, to
explore the town more thoroughly. Another couple, with an ailing engine
(heck, it was just a bad spark plugl), electing to nurse their car home on 3
cylinders, departed on the more direct route along the banks of the Ohio for
home. The remaining four couples/cars, in deference to the heat, and our
wives' comfort levels, decidedto take a direct, butleisurelyrun upOhio Route
7. Leaving the Ohio River, at Wheeling, WV, our group enjoyed one last run up
scenic and winding Route 88, before crossing back into Pennsylvania, and a
comfortable ridealong rural (and far fro m flat, straight & boring) route 844
into Washington, Pennsylvania and the conclusion of the tour.
One lesson learned on this tour is that small tour groups can be a lot
more fun than large ones. We experienced unique comradery and it turned
out to be a very special experience for us all. Also, due to all of the cars
(including the '67 Austin-Healey 3000) being well prepared/maintained, we
spentvirtually NOtimeworkingon the cars, allowing us all to just enjoy a very
leisurely, low-stress tour experience. The lesson here is to do the maintenance & repair in the comfort of your home garage, BEFOHE the trip. ~
P1:RSONALIZ1:D AUTOHAUS. INC.
356 Tall 4th Gear Available - 28/21 Ratio
Quality 356 Repair & Restoration
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~
356-911
& 4-Cam
WAYNE
BAKER
503.835.2300
FAX 503.835.4000
OWNER
email: waynebaker @earthlink .net
See us on the web at:
www.waynebakerracing .com
46
Volume 30, Number 3
"'O=15::C:.r:=:;;
(858) 586-7771 * Fax (858 ) 586-1669
8645 Commerce Ave.
San Diego , Ca lifornia 92121
"' r~i?r;::::::l
356shop.com '--
--J
[email protected]
13851 SE Eola VillageRoad' McMinnville, OR97128
By Peter Nordloh
B
ack in theSixtiesas a boy growing up in
Connecticut I would ride my bicycle
down to the parking lot at the train station :U1d
gaze with wonder at the European cars that were
left there while their OI\11ers took the train into
New York City. These carswere small when compared to the American behemoths they were
parked beside and I would peer into the louvers
of the engine bays on the E-type Jaguars, Lotus
Europasand356's andthought that these engines
sure needed lots of air.
The car bug got me early in life and drove
me to building models. We would cut little pieces
of fish line to use as spark plug leads for the
engines and sand the tires to make them look
attracted to the windshield with its chrome surround versus the more common painted frames
ofthe Cabs. The car was paintedwhite with a burgundy 'lnyl interior and had been restored some
years prior. It was now in a slightlybelowaverage
condition, but nevertheless I climbed in. Like the
voice of an old girlfriend mysenses were stirred;
this car wasvery comfortablewith cushyseats and
lots of leg room for my 6'4" frame. The key was
in the ignition - time to see what the trouble was
with the transmission. With a gentle :U1d patient
hand, however, the gear lever found each gear
with ease.
liming a 1973 91I S coupe as my personal
driver I was perplexed with my fondness for this
antique. One ofthe perks we had at the dealership
Peter Nordloh at
Rexroat Porsche
Audi, East Moline,
Illinois with a customer's European
delivery 911 in the
1980s. Owner
Michael Rexroat was
a 356 enthusiast who
owned several and
was happy to take
early cars in trade.
real. However, my addiction became permanent
when I drove my first go-kart. My friend had two
and after getting permission from his mom we
would fire them up and blast around the triangle
shaped-drivewaytrying notto drift into the flower
garden. One Saturday morning 1 talked my dad
into taking us to a large deserted parking lot. Our
transporter was our family's black Ford station
wagon and with the rear seats folded down the
kart fit perfectlyinthe back. With acres ofasphalt
to play with I felt the subtle sensation of a four
wheel drift at speed. That was a sensation that
never left me and was brought back many years
later when I drove the Porsche 356/9 I I series.
Seeing a 356 Porsche for the first time as a
boy I thought it was a funny looking car. Being a
Porsche, it had to be special I thought, but I was
tooyoungtoappreciatewhatitwas. Years later, as
a salesman at a Porsche dealership, my appreciation matured during a relationship with a 356
Roadster and :U1 SC coupe. We had taken the
Roadster in on a trade from a customer in Cedar
Rapids, and it arrived on a trailer with the warning that there was transmission trouble.
While we had seen numerous 356
Cabriolets, this Roadster was a first and I was
back then was the ability to take a used car home
for the weekend. I confirmed the rumor that the
Roadster had tranny problems, thus deflecting
any interest from the other staff. After we closed
that Saturday I began 36 houraffair with thecar.
Afifty mile highway drive to a friend's house
on a coolsummer eveningbore truth that this was
not a VW engine in the back, regardless of the
similarities. At the higher rpm's there was a finely
machined whir that was absolute Porsche. The
car was comfortable, smooth and quiet, and the
transmission was fine - just needing a relaxed yet
guided touch. Arriving early evening, we put my
friend's two kids in the back and bothmarveled at
what a wonderful little car this was. Driving back
the next morning was chilly with clouds ofvapor
fo rming over the small lakes that were scattered
along the roadside. I was smitten :U1d almost
ashamed that I drove a 9I I, as this was the undiluted essenceof Porsche.
All too soon, we sold the car to a local
enthusiast for $I2,000 and thought we had committed a crime. Today, however, myconscience is
clear (what'sa Roadster worth these days?), buta
certain regret lingers that the weekendaffair didn't blossom into a long-term relationship.
(800) 553-5319
www.tpr-inc.com
75/0 Allisonville Road
Indianapolis IN 46250
Shipping additional
47
ast issue we reported on steering couplers and the need to occasionally
inspect them. Graphic proof of that
need is shown by Fred Uhlmann who sent this
photo ofa 1964 Cunit.
L
More Steering Couplers
Ab Tiedemann wrote to say he also makes a
replacement steering coupler for C cars. At the
time of writing the story for last issue 1 was
unaware ofAb's product, but 1am happyto bring
it our reader's attention now. The kitis as shown
below, $65 each delivered in the lower 48 and the
upper 1. $70 worldwide. Contact Ab at [email protected]. lie is listed under "Specialty
Services"on the 356 Registryweb site.
,a;-,
And this from Ken Dougherty:
The picture with the 'exploded' C coupler
was removed from a daily (prettydays only) driver. When weexplored why the steeling was sloppy and my son Andy pulled the steeling wheel
toward his chest, it all came disconnected (photo
at right) . We used Ab's Tiedemann's repair.
Another picture (quick fix) shows how to
temporarily fix a defective coupler. The hose
clamp fix worked.
And the last picture is of an Acoupler that
was removed from a 1959 coupe. Andywas driving Mike Long's car on the "Tail ofthe Dragon" at
the Ashville Holidayand commented, "We need to
take a look when we get home."
This is what we fo und (below).
Pete Archibald sent this photo of a Ccoupler in
place. When removed, it separated just like the
two at top. Check yours today!
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Manufacturer/ Distributor Since 1971
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(800) 356·0012 (760) 438·2205 Fax (7(,(1) 438·1428 email: [email protected] website: im356·911.com
48
Volume 30, Number 3
No Holes in Bumper
Anodized Aluminum with SSHardware
Only Fog/Driving Light Bracket that will
work on an "it " 356 with over riders
Also available for any 356 A B or C
Bracket for Marchal Lights, can be adapted for oth ers
Factory Trained
Expert Repair &
Restoration of:
Speedometers
Temp. Gauges
Tachometers
VDO & Others
Speed and RPM Changes
Story andphoto byRushWorkman
orsche owners are some of the friendliest, interesting, and innovative people
I have ever met, and I have proof.
In April, my Porsche buddy's wife won the
bid at a charity auction for a weekend in a rustic
mountain cabin up in Franklin, North Carolina.
Arlene andJim- who live a couple of towns over
from where we live in Prosperity, South
Carolina-called us and asked if we would like to
go on a Porsche road trip with them to the cabin.
Of course we said yes, and Jim agreed that
he would pick the least direct route and fi nd us
the most back roads he could. lie did, and we
drove about 200 miles on some of the nicest
roads I've ever driven. The most interesting and
challengingwas Route 28 in North Carolina (near
the Tailofthe Dragon). Bythe time we finished 35
miles on this road I was ready for a couple of
Dramamine.Jimwas the lead car in his PCAconcoure winning '68 911L, and I followed in my '92
964 (wonderful car). My 356 was sold to finance
part of a college education, but stay with me,
there is a 356storyhere.
We got to the cabin, which just happened to
be on the top of a small mountain, up a dirt/gravel road. Whenwe pulled up 1thoughtSnow White
and the Seven Dwarfs were goingto comeout and
greet us. After settling in we decided it was time
for supper. Afew inquiries around town pointed
us toCaffe R.E.L. in downtown Franklin. Theytold
us it W;L~ inthe back ofa biggasstation/truckstop
called the 1I0tSpot. And boy, theyweren't kidding.
This place has more neon lights than TImes
Square.
Once you walk through the door though,
you are inside a European-feeling restaurant that
seats about fifty people and is a true reflection of
the enthusiasticowner, RichardE. I.ong. Mr. I.ong
is a former executive chef who has cooked
around the world for some of the biggest corporations, and just prior to opening his 0\\11 place
he was executive chef at the Green Briar in White
Sulfur Springs, WV. OK, here comes the 356part.
P
While we were waiting and just looking
around I began to notice Porsche "stuff' on the
walls, and a couple of356models. I began to cogitate on this and asked our waitress who was the
Porsche fan. "Why of course, our owner; Mr.
Long," she said. The place was extremelybusy. In
fact, the food is so interesting and good, it is not
uncommon to have long lines waiting to get in.
We got lucky and got there early. I instantly
whipped out my 356 Registry membership card
andasked her to give it to the chef. lie shot out of
the kitchen as if MarthaStewart had just dropped
by for tea. We talked Porsches for a minute,
before he had to get back to the kitchen, but
asked us to stay so we could talk more when it
was notso busy. We did.
The chef is a true l'orsche 'gourmand.' lie
has a sweet 1960 T-5 1600 Super Coupe that he
drives to work eve I)' day, a 1972 911 Targa (for
sale) and he just added a blue CaymanS to his
fleet. lIis wife, also a l'orsche gearhead, drives
them all too. He has had l'orsches for years, and
even closed the restaurant for a few days in
Februaryto take his staffdown to Daytona for the
24 hour race. Now that's my kind of boss.
Why a restaurant in a gas station? Richard
will tell you, "I wanted it to be a neighborhood
restaurant that serves interesting and good food,
at reasonable prices for all to enjoy, plus the rent
W:1S right." lie is right on all counts, but much too
modest. The Cafe R.E.L. is a true fine cuisine
restaurant that I would give four stars to, and it
rivals any NYC or Charleston, SC restaurant for
food and service. Diners that night included kids
out on a date, and tourist coming through the
door with a couple of bottles of $100 wine under
their arms.
It is a great place to eat, and a great place to
get to. And the Porsche conversatio ns couldn't be
beat. Oh, did I tell yo u that we went there every
night we were in Franklin. Drive what ever you
have running and make the trip.
Happy Motoring! Bon Appetit.
Specializing in
356 Electric Tachometer
Conversions
Palo Alto
Speedometer
718 Emerson St.
Palo Al to , CA 94301-2410
Phone 650-323-0243
Fax 650-323-4632
Visit our Website at
www.paspeedo.com
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Skirmants'
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356
TERPRISES
Complete Performance
Parts & Prep
41 Years Racing Experience
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ENT THIS CAR!
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See our race schedule at
www.356enterprises.com
3359 Kirgs MillRoad, North Branch, MI 48461
Phone 810-688-2059
Vic @356enterprises.com
49
clamp. Today its primary use is on very large or
irregular applications, where long lengths of pliable strap can be sized to fit anything, and in that
sense it is very versatile.
Schlauchbinder
By Jon Bunin
The original axle boot fastener for a
Porsche was not the basic screw clamp
so common today, but rather a holdover
from another era: the buckle strap
Schlauchbinder (hoseband) .
uckle strap was used to hold coolant
hoses onto Albatros, Pfalz and Fokker
aircraft engines ofthe First World War,
and probably originated in the 19th century. It
was actually very effective, capable of withstanding high pressure and virtually failure proof,
though long ago replaced by threaded couplings
forserious mechanical plumbing. The basic hose
clamp is still in wide use, where simple rubber,
plastic or paper hose is more economical. But for
those who prefer period originality on their
Porsche or Fokker, buckle strap is still available
from various sources, in bulk or packaged individually.
For a Porsche 356, buckle strap was
installed on axle boots as well as nearby heater
hose, between exhaust j-pipes and chassis control
valves. Evidence suggests that while boot strap
was often blackened, hose strap was usually zinc
plated; strap diameter on both applications was
9mm. Buckles on axle boots were generally
placed forward and faced downwards, with key
heads away from the transmission. Original strap
lengths were always supplied longer than neces-
B
sary, then trimmed before being wound up. Final
lengths also varied depending on the initial fold
around the buckle, so don't thinkyou can unravel an old strap to determine original dimensions.
Buckle strap fell out of favor years ago for
several reasons, one heing its complicated and
awkward method of installation. Even when strap
lengths are pre-cut, they still have to be folded,
assembled, wrapped twice around the object,
trimmed and then tightened. There needs to be
suffi cient room around the buckle to wind the
strap (see diagram), which in confined spaces
often precludes its use. It is also more difficult to
remove, and then re-use, than a screw-type hose
While the foregoing is true for solid axle
boots, it is not with regard to replacement boots,
for which buckle strap was not recommended.
Split-syle boots were supplied with
Schlauchklemmen (hose clips), also known as
Ohrklemmen (ear clips), a Volkswagen favorite
often used on CV joints. They are simple hookand-crimp clips, requiring special pliers to tighten properly. They are generally disdained by people who have to use them, or even worse, remove
them. Most replacement boot kits have long since
upgraded to reusable screw clamps, so crimp
clips are seldom seen on cars nowadays.
However, they are the period-correct clamps for
split boots, andvery effective if installed properly.
Although versions of the now universal
screw-type hose clamp have been available since
the 1920s, Porsche generally avoided their use
until the twin-grill T-6 models. At that point,
NORMA brand Schlauchschellen (hose rings)
began appearingincertain lightdutyapplications,
Above: Heater control valve.
flexible pipe from a
1960 Roadster.
such as crankcase ventilation hose. With the
introduction ofthe 9111912 models, buckle strap
disappeared from production cars, crimp clips
fastened later CV boots while NORMA-Schellen
became the hose clamp ofchoice.
Today, the common screw-type clamp is the
predominant fastener of axle boots. It is supplied
newin most boot kits, easily reused, and the preference of most service mechanics. Whatever is
currentlyon your car,ifitis doingits job effectively, I would suggest leaving it in place.
left hand axle tube and original
boot from a1956 coupe
Tbis article origina/o' appeared in tbe
Porsche 356 Club magazine, Summer 2004.
t~
50
Volume 30. Number 3
So wlrd der
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Notwendlge Metallbandlange aus dar nebenstehenden Tabelle
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51
What Tire?
ne ofthe most common questions 356owners have is, "What tires
willfit mycar and where do I find them?" The answer is, "Awhole
bunch and lots ofvendors."
Before considering tires, let's define the terms. What size, width wheel
and type ofwheel willyou be using?Whatyear is your car and how is the suspension set up? If you're going to put on 16 x 6 911 alloys, you should do
someserious calculations before taking the plunge. Samewith 15 inch Fuchs
and even Brazilian 5.5 inch repro chromes. These wheels should allfit unless
you pick a tire that's too wide or large.
Ifyou're deviatingfrom stock, the charts belowshould help keep you on
track.If you're just looking for standard replacements in the original size, this
info should help you find what you need, although only a few manufacturers
make original-size tires for 356s. Whatever your tire needs are, the information here will give you an overview to help you choose the correct size with
the performanceand serviceability appropriate to your driving.
One thing we must stress is the issue of old tires: since 356s often get
minimal use, an owner mightbe tempted to keepthe same tires on the car for
many years, since they have low mileage. This is false economy at its most
dangerous. With many new tires costing under $50 each it makes sense to
retire (sorry) those old ones before they blowout and leave you stranded, or
worse. Tires lead a tough life even when they're standing still, so inspect for
cracking, uneven wear and other age signs regularly. At five years old, you
should startthinking about putting themoutto pasture. Take note ofthe care
and storage tips at the end of this article.
Much of this material has been compiled by our web site Technical
Editor, Barry Lee Brisco. Thanks to the Tire Rack for allowing us to reprint
information from their site, www.tirerack.com. And thanks to Carl Swirsding
for his chart of tires and wheel combinations. GM
O
Tire Width (Example: 165/78)
The first number - 165 - is thewidth of the tire in millimeters, measured
from sidewall to sidewall. To convert to inches, divide by 25.4 In this example, the width is l65mm or 6.50".
Aspect Ratio - sidewall height
Your outside diameter: 24.5"
Your Circumference: 76.8" [formula is (outside diameter) x (3.14)1
%of Stock circumference: 96.2%
Speedometer adjustment: substract 3.8%
So in this example, your actual speed is at 96%ofwhat your speedometer indicates. Ifit indicates you're going 70mph, your actual speed is 67mph.
Comparative Tire Sizes
Size
165178
165180
175170
185/65
185170
195/55
195/60
195/65
Sidewall Height
(mm/inches)
128.7 I 5.1
131.8 / 5.19
122.5 14.8
120.3 14.7
129.5 / 5.1
107.3 14.2
11 7.0 I 4.6
126.8
Circumference
(mm/inches)
2029179.9
2024179.7
1966177.4
1950176.8
2010179.1
1870173.6
1931176.1
1993178.5
%ofStock
Fits Rim
100%
99.7%
96.9%
93.4%
99.0%
92.2%
95.2%
98.2%
4 -"
4.5"
4 -"
4.5" or 5.5"
4.5" or 5.5"
5.5"
5.5"
5.5"
.,
.,
Fr011l Carl Stoirsding:
Originalsize for 356 AI BI C, 4.5 inchwide wheel: 165/80 aspect ratio
Tire Size
165x15
165x1 5
I85/65xI5
I85170x I5
195/50xl 5
195/60xl 5
195/65x15
205155xl 5
205/60xl 5
205/65xl 5
Diameter
25.13"
25.39"
24.47"
25.20"
22.68"
24.21"
24.98"
23.88"
24.68"
25.49"
Fits Rim
4.5 inch
4.5 inch
4.5 inch
4.5 inch
5.5inch
5.5 inch
5.5inch
5.5 inch
5.5 inch
5.5 inch
Comment
165178 aspect ratio
165/80 aspect ratio
Upper limit, 4.5" rim
Note the two different diameters for the 165x1 5 tire. There seem to be
differing opinions on which aspect ratio is correct by both members of
356talk and in tire literature/websites.
The two tires with the closest overall diameter to our original 165x1 5
tires is the 185170xl 5 and 195/65x15. And no surprise when checking tires
in Monterey last year these two sizes are the most popular non-original size.
I onlyfound a very limited selection of tires for I85170x I5. However there is
a broad range of tires for I95/65xI5. CS
The second number - 78 - is the aspect ratio. This is a ratio ofsidewall
heightto width. We have calculated thewidth of the tire to be 6.50". Ifwe multiply6.50" bythe aspect ratio of .78, wefind that the heightof one sidewall is
5.07" (or .78 x 165mm = 128.7mm, the number used in the chart below).
Outside Diameter
To determine the outside diameter of a tire, takethesidewallheightand
multiplyby2,(remember that the diameter is made up of2 sidewalls, the one
above the wheel, and the one below the wheel) and add the diameter of the
wheel to get your answer. In our example: (l65 mm x .78 x 2 = 257.4mm) +
(381.0mm (15")) = 638.4mm or 25.1".
Circumference
This can be a helpful measurementin determining the accuracy ofyour
speedometer. The stock circumferenceis 79.9". Bycomputingthe circumference of your tires, and comparing it to the stock Circumference, you can calculate a percentage deviation that you can then apply to your speedometer
readings. For example:
Stockcircumference: 79.9"
Your tires: 185/65
52
Volume 30. Number 3
Sidewall stuff
Tire data is encoded on the sidewall of every tire. Alongwith the width
(195 in this example) is the aspect ratio (50), Rfor radial, 16 inch wheel, 84
load index and the speed rating (V). Other marks might be M+S (mud and
snow) or P for passenger car tire or a directional arrow (must be mounted
in one direction - usually high performance tires).
The Tire Identification Code and dating tires
The serial number on tires produced in the last few decades identifies
which week and year the tire was produced.
DOT requires that Tire Identification Code (TIC) be a combination of
eleven or twelve letters and numbers that identify the manufacturing location,
tire size, manufacturer's code, and week and year the tire was manufactured.
Tire care: Cracking sidewalls
for tires made since 2000, the week and year the tire was manufactured is
contained in the last four digits of the serial number, with the 2 digits used to
identify the week a tire was manufactured immediately preceding the 2 digits
used to identify the vear, (3202 = 32nd week of 2002.)
TICfo r ti'res p~oduced prior to 2000 was based on the assumption that
no tire wouldbe in serviceforten years. Theyhave the sameinformation, with
the week and vear the tire was built contained in the last three digits. The first
2 digits identify the week of manufacture followed a single digit used to identifv the vear, (148 = 14thweek of 1998.) Tires builtin the 1990s should have
a triangle symbol nextto the three digits. Tires frombefore that time mayhave
three digits, but if you have tires that old, don't use them.
And finally, hold on to your sales receipts. Most tire manufacturer's warranties cover their tires for fou r vears from the date of purchase, or five years
from the week the tires were m:;nufactured. Soifyou purchase new tires that
were manufactured exactly two years agothey will be covered fora total ofsix
years (four years from the date of purchase) as longas you have your receipt.
If you lose your receipt, you r tires' warrantycoverage willend five years fro m
week the tire was produced (resulting in the tire manufacturer's warranty
coverage ending onlythree years from the date of purchase in this example).
load index
This two- or three-digit number, usually printed just before the speed
rating, denotes the maximum load capacityof one tire when driven at maximum speed. For tires of the sizes in which we're interested, even the lowest
number (65) is good for 639 Ibs per comer. Normal ranges for these sizes
will be 80-90.
Speed symbol
N
P
Q
R
S
140 kph ..87 mph
150
93
.160
99
170
106
180
11 2
T
11
v
W
Y
190
210
240
.270
.300
11 8
130
149
168
186
Uniform Tire Quality Grade standards
UTQG ratings are posted on the sidewalls of new tires, and are also
noted on the tires's labels and on data sheets.
Treadwear is based on actual road tests over a long distance of controlled testing, but for our 356s, it has relatively lillie importance. Generally,
hard compounds last longer but softer compounds give beuer grip. Do you
reallyexpect to put60,000 miles on the tires for your 356?
Traction is determined by physically measuring the coefficient of traction on wet surfaces (concrete and asphalt) in a straight line. Corneringabilityis not part of the test or the rating. AA is best, followed by A, Band C, the
minimum allowed for tires sold in the US.
Temperature actually refers to temperature resistance, or the tendency of a tire to generate heat, and itsabilityto dissipate heat. There is a direct
correlation between this rating and the speed at which the tire is deemed safe
for use.
A = Over 11 5 mph
B = Between 100 to 11 5
C = Between 85 to 100
Because all tires are made of rubber, all tires will eventually exhibit
sometype of crackingcondition, usuallylate in their life. However, this cracking can be accelerated bytoo much exposure to heat, vehicleexhaust, ozone
and sunlight, :L~ well as electric generators and motors.
The anti-aging chemicals used in the rubber compounds are more
effective when the tire is "exercised" on a frequent basis. The repeated
stretching of the rubber compound actually helps resist cracks forming. The
tires used on vehicles that are driven infrequently, or accumulate low annual
mileage are more likelyto experience cracking because long periods of parking or storage interrupt "working" the rubber.
Some tips from the Tire Rack's web site
Don't store a vehicle with weight on its tires for extended periods of
time. Long-term inactiviry is more harmful to tires than short weekly drives
that flex the tires and help maintain oil dispersion within the rubber compounds.
• DO NOTAPPLY ANYTIlm DRESSINGS. Tire compounds are formulated to resist ozone cracking or weather checking.
• Keep the tires out of direct sunlight. The sun's ultraviolet rays and
radiantheat are detrimental to rubber. We have used a pyr ometer to measure
tires that were simply sitting in direct sunlight on a parked vehicle.
Surprisingly those tires' temperatures were 135° fahrenheiton their surface.
• Place each tire in its own large, opaque, airtight plastic bag (such as
1:1\\11 and garden bags) for storing. Avoid allowing anymoisture and remove
as much air as practical (some drivers even use a vacuum cleaner to draw
out as much as possible). Close the bag tightly and tape it shut. This places
the tire in its own personal mini-atmosphere to help reduceoil evaporation.
• Place the tires in a cool, drylocation. It is better to place tires in a dry
basement than outdoors or in a hot garage or auic. The basement temperatures will tend to remain cooler and more stable, while outdoor, garage and
anlc temperatures wi ll often become hot and face daily fluctuations in temperature.
• Keep the tires awayfrom sources of ozone. Electric motors that use
contact brushes generate ozone. Keep your tires awayfrom the furnace, sump
pump, etc.
Whiletires will age somewhat regardless ofwhat precautions are taken,
these procedures will helpslow the process comparedto not doing unything.
Good old
tires?
You might be
tempted to drive on
un nown old tires,
but if you can't
verify they're
under, say, ten
years old, don't
take a chance.
T~ is 1972-vintage
tire looks fine, but
the fact that it's from
MontgomeryWard
gives you some idea of
its age. Three currently
available tires made in the
165-15 size are the Kumho
Powerstar 758 ($30 at the Tire
Rack), and the Vredestein Sprint and
SjJrint Classic. From time to time, big
60x retailers also carry t~ e size in stock.
sit 356Registry.org technical articles for more.
53
More on late throw out bearings
s your clutch wears out it becomes harder to depress. The
diaphragm fingers that touch the throwout bearing and pull the
pressure plate away from the clutch disc are subject to rust, clutch
(wear) dust as well as water and road grime. This causes the pivot to bindas
it is used. When the clutch is replaced properly, the pedal moves smoothlyas
if itwere a hot knife cutting through butter with very little pedal pressure.
A
Sticky business
In the 741 transmission (1960 and on) the clutch pedal can become
harder to depress because the throw out bearing is becoming cocked on the
guide tube that extends over the input shaft. When replacing the clutch
remove the guide tube (replacing the transmission input shaft seal) and
smooth out the serrated surfaces (on top). This eliminatesthe stickingthrow
out bearing. If the guide tube still does not look good, rotate it so the top is
in another position.
Worn fork legs
Another reason for the clutch to stick is that the throw out forks are
worn. The opening should be U shaped with the legs of the U parallel as
shown in the photo below. When the Uis worn, one side will start to move
before the other binding the throw out bearing on the guide tube.
Using 911/912
T. O. bearings
One of the advantages of using the
911/912 throw out
bearing (part number
901.1 16.016.11) is that
it may be less expensive
and/or more readily
available. When using
this, you must install the
bearing with the two
plastic spacers (part
number 901.1 16.825.01), one on each side of the bearing to properly hold
it in the throw outforks. The spacersare available forabout five dollars each.
1have installed the latest 901 throwout bearing using 6mm hex bolts to
hold the guide tube in place without having to grind the heads of the bolt.
Because the 6mm requires only 8 ft.lbs. of torque the bolt head can be
reduced in heightwithout compromisingits integrity.
Adjusting the clutch
Finally the article in the last Registry! states that "the 901 (throw out)
bearing is capable of running in contact for a long period of time." Thismay
be true, but it is stilla good idea to minimize the amount oftime your foot is
on the clutch pedal, andto always maintain proper clearance. All Push clutches (installed by Porsche through 1969) were designed to have clearance
between the throw out bearing and pressure plate. As the clutch disc wears
out, the finge rs of the pressure plate move closer to the throw out bearing.
Once the bearing touches the pressure plate, the clamping forces on the
clutch disc lessen and the clutch begins to slip. Once the clutch starts to slip
it will wear out quicklyand will ruin the flywheel.
In my personal vehicles 1adjust the clutch so that the release is at the
end ofthe clutch pedal travel. As the clutch becomes fully released a soft spot
will occur and then the pedal pressure willincrease. 1like to set this spot at
the end of the travel. The pressure plate is set for minimum wear and there is
plenty of room for free play. If you have shorter legs then you will have to
incorporate the pedal stop as outlined in the shop manual. Al Zim
54
Volume 30, Number 3
The difference in thickness between the Cthrow out bearing (above) and
the 901 part, below, is seen. The 901 bearing is also slightly narrower
side-to-side, and the plastic spacers (arrows) are used to take up the
slack on a 356 clutch fork.
Handy Homemades
Ken Dougherty of Louisville responded
to some inquiries on tbe 356 Talk List about
making and usingyour otcn specia/~" tools for
356 engines and transmissions. Here are bis
photos and descriptions ofsomeoftbem.
In Volume 30-1 ~I/a)'!june) jon Bunin
detailed tbe use ofsome oftbe original transmission tools. He wrote, "Wi/b some patience
and af ew measurements, a selection oflocally-made tubes toill perform tbese same fun ctions as tcell as the original tools." Ken bas
proven tbatpoint, but eten ifyou bate duplicatedtbefactory' tooldimensions, proper liseis
critical to avoiddamag» to components. Please
note we are not encouraging )'011 to open up
your trans case toitbout a complete understanding oftobat's invoiced. GM
O
ver the years I have used some "homemade" tools for 356 motor work. The
attached pictures showa couple ofitems that others may be interestedin.
The #4 bearing installer (A) is a piece of
PVC plastic pipe with a steel pipe cap. By using
PVC pipe as a drift to remove and install the #4
main bearing it eliminates the possibilityof damageto the bearing.
The 'through bolt holder'(B) is the magneticsocket commonlyusedto hold the upper motor
mount bolts. I added a notch to clear the case
stud and use it to hold the case through-bolt as I
torque the stud. It is my third hand. The modified
tool shows the notch. These are just a couple of
special engine tools that make my life easier. I
paint my homemade/modified tools 'special tool
blue' so they return home when loaned.
Transmission tools
Here also are some of myhomemade transmission tools. The 1'55 (C) & 1'56 (D) were made
from a piece of 1/4 inch plate and somepipe sections. Note the threaded adjuster (E) is some
water pipe.
The boomerang-shaped itemlocksthe input
shaft from turning, It was fabricated from plate
stock and the splined part from an old clutch
disc. The handle with knob is to tum the transmission shaft as needed, again a spline from an
old clutch. And the little block with three holes
aligns the shift fork shafts at assembly. It is from
:1I1 old transmission case section.
Tools 1'57 & 1'58 (not shO\\1I) are shift interlockguide bushing installation arbors that C:lI1 be
turned dO\\11 on a lathe.
Another tool that is very handyis a cradle to
handle thetransmissions as theyare removed and
replaced in the chassis.
The thing hanging from my rafters is a
dummyaxle so thechassis can be moved around.
Test bed adapter
And finally, from theeditor, an engine tester
piece made from an old VW trans case. You can
run your engine on the garage Door or engine
stand with a battery, a can of gas and this partial
bell housing. There's just enough of it to secure
three engine mounting bolts (one through the
starter, which obviouslyneeds to be installed) and
fire away. Check the junk yards or old Volks
homes fora transmission.
55
More things You Absolutely Need!
How-to
fromthe
Registry
magazine
New! $40.
356 Registry magazines on OVO
Vols 1-20 on 2 OVOs.
October, 1974 thru March, 1997
Searchable, printable!
Denim Long-Sleeve
Shirt S-2XL $40.
Long Sleeve
T-Shirt
charcoal grey,
Registry logo.
$25
356 Registry Cap
3 colors w/Registry logo $20.
Technicaland
Re$lorolion Guide
• Volume 2 •
Techn ical &
Resto Guide,
Vol. 2, $24.95
Technical & Resto Guide Vol 1,
$18 by 356 Registry Editors
356 Slippers
$15/ pro
TO ORDER :
831-375-3356
(CAtime) fax
831-375-9356 (24hrs)
356 Registry Logo Items
NEW! LongsleeveSweatshirt w I logo, crew neck
Denim Long-SleevedShirts, S-2XL 40.00
69.00
Green, Full-Zip Windbreaker
Metal car badge w/mount hardware 30.00
.7.00
Metal key fobwAeather back
Metal lapel pin
5.00
Stickers, 1-1 /2",2-1/2" & 3"
1.00
Stickers, 12" wi adhesiveback
20.00
Baseball hats- 3 oolors!
20.00
denim, black, khakiw/charooal
T-Shirts, grey
:
20.00 356 Registry
Navy PoloShirt
30.00 Key Fob leather
w/metal Registry
on order
Magazine Binders
medallion $7.
DonationtoAmerican Cancer Society ....3.56
Sale! Something for everyone
DVD "Made by Hand" theessential reference, reg. $30
VHS "Made by Hand" reg.$20, now
ECHBerryHill '05 Badge, reg. $30, now
$20.
6.
15.
p------------------------------------------------------------------------------------------------------------------------------------------------_.
o R D E R I N GIN S T RUe T IO N S Email: [email protected] ~ ~ I,llSA',1~ 1 1~!.j~
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Include check or money order in U.S. funds payable to M & M Enterprises , or charge your order to your
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major credit card.*Add $6.50 shipping for orders of $50 or less; Add $9.50 for orders between $51-$100; Add $12.00 for orders over $100.
For overnight, foreign, and special or large orders-please call. Call 831-375-3356 (California time) for information or to place an order.
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Travel Assistance
Network
JEWELRY .. . FOR YOUR OTHER LOV E.
The TA N. is a list of 356 Registry members
you may call if you have trouble with your 356
while traveling. Theycanhelpyou with the car or
leadyou to reputable shopsin the area. Only 356
Registry members are on the list and it is only
available to those who participate. To protect
your privacy only your first name, phone nurnberts), city, and general area are on the list. If
you travel in your 356 you should have this list!
Please take a moment to fill out this form and
send it to me via snail mail or email (preferred.)
Ifyour information has changed since you
first joined, please update asap. TAN members
depend on you. If you have been on the list a
while and would like a free updated list, let me
know. We now have over 900 on the list andmost
of the U.S. is reasonably well covered with the
exception oftheDakotas / Montana.
Thanks in advance to those who will participate and add more value to the membership of
the 356 Registry.
I wanttojoin theTA N. Pleasesend the latest list.
Name (print)
Available in
s t e r li n g & gold,
a s bracelets, ch arms, p ins & ea rri ngs
888.239 .9415
J. SCHRECKER JEWELERS
WWW.JSCH REC K ERJEWELRY.COM
P.O. Box 1382 Willoughby, Ohio 44096-1382
•
Phon e
440-953-0501
Fax
440-602-9885
Online at : www.356pan els .com
Phone
(h),
_
356 Registry Magazine Back Issues
(w)
Tech article index, vols 1-25 is available for download at www.356Registry.org
The following issues are currently available:
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(fax),
_
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_
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MARK TH E ISSUE (S) YOU WANT ON THE LIST ABO VE, CLIP OR PHOTOCO PY
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July I August 2006
57
Member Free Ads Classifiedads are formembers' noncommercial use, Itemsoffered must be356 cars, parts and services asfollows: Any Porsche356 - originalconfigurationoroutlaw.
356-era coachbuilts based on the356 such as Beutler. 356-era
Porsche factory race cars (356s, Spyders, Abarths, 904s). 356era non-factory "356 based" racers, i.e. Sauter, Glockler, Devin,
Pooper. NO VW based coachbuiltslcustoms. NO modern reproductionslkits of any kind. The right to edit or refuse publication is
reserved; we are not respcnsible for errors, omissionsor misrepresentation.If you place your ad on-lineat356registry.orgyoucan
also haveit appear in the magazine. Ads submitted to the magazineonly donotappear online. You mustsubmit anonlineadat
theweb site.
Conditions 1. Seller will ship itemwithin 7 days of receipt
of payment. If buyer pays with personal check, seller will ship
within 7 days anercheck is honored. 2. If buyeris not satisfied
withthe item, buyer may return itematbuyer's expense.Within 7
days ofreturnof itemin samecondition asreceived by buyer, seiler will refund the price. 3. Seller assumes risk of non-delivery
whenitem is shipped to buyer. Buyer assumes risk of non-delivery when item is returned to seller. 4. Unless otherwise stated,
cost of shipping will be in addition to item price. 5. By placing
advertisements in the 356 Registry, seller agrees to theseconditions. By ordering, buyer agrees to these conditions. 6. If the conditions of sale are not met, advertiser's I purchaser's Registry
membership will beterminated. If you have a legitimate concern
abcut a transaction you feel has not met the conditions abcve,
please fax Vic Skirmants at 810-558-3616 or
[email protected]
How to Place an Ad ALLADS MUST CONTAIN THE
SELLER'S FULL NAME. In offering a car, include your asking
price pluschassis,engine serial numbers. Include your city/state,
membership number.Ads must bereceived four weeks beforethe
cover date. The Registry will not publish any advertisement or
advocate any service which directly promotes the alteration or
creationof serial or I.D. numbers normally found on the factory
'Kardex"orCertificate ofAuthenticity. Send your free memberads
to [email protected] or 356 Registry, Box 287,
Stillwater, MN55082-0287.
1960 Super 90 coupe # 11 4339, matching engine #
801848, Red, offthe road since 1971, very complete,
needs work, partial tool kit and jack. 13,000 euros.
Located in Linz Austria, English: USATom Miller: [email protected];
693-5723,
GermanJEnglish Franz Wittner 011 436648367050, [email protected]
1965 356 C Cabrio, #162144; matching engine #
733192, Irish green, runs and drive, needs work.
30,000 euros. Located in Linz Austria, English: USA
Tom Miller: 908-693-5723, tmiller@gardenstategraphGermanJEnglish Franz Wittner
ics.com;
011 436648367050, [email protected]
64 356c Coupe. #126649, orig eng. &
trans.(710321,71109) . Ivory wi Red,C eng. built to SC
specs (except heads) by KAM Mtrsports, true 100+hp,
mechanically excellent. Paint VG to G, panel fit ok, seats
VG, headliner & dash ok,. Long 4th gear, sportexhaust,
amberfogs, modern seat belts, am/fm cassette, newbattery& tires. Needs battery box, rugs, somewindowrubber. Extra stuffincluded. All service by Rennwerke, all
receipts since 1988. $23,000. EdDeBlasio, 290 Collins
Ave., Mt. Vernon, NY 10552. 914-699- 1136, Iv message, or moj0356@earthlink. net.
*'63 Porsche 356B (T6) Euro Coupe, Super 90, Chassis
# 121 678, Engine # p63253, good runner, needs
restoration, complete, floor and battery sections have
some patches but useable, fresh engine, electric sunroof. $12,000 aBO. George Klouda, Jefferson, MD,
301-473-4905 or [email protected].
*Pair like- new Hella 128 clear fog
lights, new 61' & 12\' relavs & new inwrapper orig. Porschefoglightswi tch,
$850/set. Orig. color code & material sample swatch hook carpet, vinyl, leather, fahric, #6021.14 in 4 langoages, $750. C
tool kit, exc., orig., compete, $900. S1S90 mech. tach. 50005500 redline, exc., $250. NOS swf right356 teardrop taillight,
$125. Orig. Par-A-Bolic 5" rei stacksfor Solex S90 & SCcarhs,
$250. SGT S90lSCl9 12 rocker arms, stands shafts pushrods,
$150. Xew Bosch 121'reg. , 019035068740, $100. New Bosch
dist. , 0231 129 019, $125. 4 C1SC!9 12 con rods, $350 all. SGT
eng. sheet metal, shroud, side pieces & piece behind eng.,
$200. Pairnewchrome piec es for top of 556 Cab doors that
hold rubber, hard to fmd, $250. Used II hood handle, $50.
Used LIl bumper guard, 356A n , $50. Used 356A headlight
assy, $50. Restored Bilstein 356 jack, $100. :156 BIC steering
column & turn sig. switch, $75. Chuck Schank, 1553 Holiday
Dr., Sandwich, II. 60548. 815-498-4500 (fax)815-498-46oo.
*356 rebuilt enginesfor sale. Powderpaintedsheet metal, etc.
run on the stand for 1hour. Carbssynched, timing set, readyto
holt in your car & driveaway. Duane Spencer,530-238-2 198.
:156 B/Croll har, cannot ship, $200. Porsche Factorvbanner 4'
x 4' rare, $650. Porsche flag, $50. '68 porsche AI'~n hottle in
box, $150. Old Porschecalendars, $30each, call. Floor hoards
'56 to '59 A, $65. Tom Powers, 1119 Glendale Rd., York, PA
17403. 717-968-5080.
"Fact. calendars '59, '61-'63, & '74-'79, Fuchs wheel poster
(Italian), Foster's. Lowenbrau.Quaker State & Footwork team
uniforms, crystal & pewter crest beer stein, 5 issues lnt'l
Spdstrs Cluh mag.(J969) . DouglasPalm , CA. 303-877-3282.
"For :156 T6B & C: front clip, $200. rearclip, $200. Right door
(fair) , $150. Front bumper (fair) , $100. Rear bumper (fair) ,
$100. 1I00d (fair), $125. Gas tank, $150. Usedmuffler, $100.
Ctorsion tube & bars (not rusty) , $300. C coupe deck lid &
grille, $100. Dash top, $100. steering wheel (good), $150.
shift tower, $100. Front & rear bumper guards(4), $100. ""OS
right front nose piece, $200. wiper motor & arms, $75. BIC
heat exchanger (PR), $200. BlC flapper hoxes (PR), $200.
roadster deck lid (single grille), $250. Cabriolet deck Iidfdouble grille), $250. B front brake drum& backing plate, $100. B
rearbrake drum& hackingplate, $100. Buyer must pick upor
pay for shipping. Cashiers check or money order. Jerry Voight,
New Lenox, II. (40miles SW of Chicago) . 815-485-5070.
11II
*Still in search of .356Cmotor
#730718. Even if converted to
"ESS" will re-install in original
Coupe!Dare Boyer, 890 South GreenStreet, Palmyra, PA
17078 717-838-3637. [email protected]
*5wheels dated '58 for a Speedster, 5 wheels dated '63
fora Carrera 2, allgood condoManuelCampuzano [email protected]
* Ventwindowglassfor 356 BCabrolet ( 962). Contact
Mike Steele @ michael.steele@glenborough. com
Solid '5 7 Cabriolet - $54,500
I h ave ready buyers f o r qu ality c a rs
Secure/Private t r ansactions
No Lookie -Loos
Buyer's and Seller's Remorse
Counseling available
* Klein red plastic handled screwdrivers, both phillips
andflat blade. Want original niceones, no repros. Cash
or parts swap or a combination. PaulHatfield, Freeland,
Wa. II 206-459-9310, W 360-331-7969. Sam - 5pm.
[email protected]
*C rear disc brake hubs, will consider transaxle with
tubes.
Arthur Conner,
250-537-9313 or
[email protected]
Unrestored '5 9 Coupe - $39,500
"Wanted: Speedster 50th blue & red metal plaque, calendarcoins '00, '01, '02, '03, '05 '06. "McQueen drives
Porsche" poster. Douglas Palm, 4243 S. Clarkson St.,
Englewood, CA 8011 3. 303-877-3282.
email [email protected]
661-251 -3500 Voice
661-263-0431 Fax
58
Volume 30, Number 3
Lovely '64 Cabriolet $54,500
*Touch up paint #5702 (Ruby Red, 356A) . Important
and unusual vintage posters featurin g the 356 and lor
Spyder.
E A Singer
831 659 1551 ,
[email protected].
emmerna en ors
356AIB DRUM BRAKE SHOES. 356NB DrumBrakeShoes: 42 sets sold last
year - thank you! Set of four professionally relined drum brake shoes using
non-asbestos friction materials...$63.00 exchange, including my USPS Priority
Mail Flat Rate Box Service to your "lower-48" address. And yes, I need your
cores before I'll ship your new shoes. With 60 sets in rotation , 16 sets are
always available. We also provide oversize / emergency brake shoe services?
Just call or click. And of course...your satisfaction is guaranteed.
Jeff Bown, 575 Dooley Drive, PO Box 839, Basye, VA 22810
703.409.1244 / [email protected]
NEWBOOKS: Porsche Data Book (English or German) 40. Porsche 356
Ultimate Portfolio (BROOKLANDS) 28. 550 Spyder Owner's Manual
(reproduction) 60. Open Roads and Front Engines 120. Porsche
Cayman 60 . Porsche Rennsport Reunion , Zwart 125 . Porsche
Moments , Alexander 60. Racing in the Rain (917), Horsman 40.
Reflections Golden Era of Motorsport , Elford 32. STOCKED: EX WAS
EXPECTED ed. 2 (incl. ship.) 200. James Dean at Speed 25. Porsche
Prototype Era 64-73, 40. Porsche and Mille Miglia 27. Speedster Typ 540
115.Speedster Celebration of an Icon 115. Icon, deluxe w/DVD 200. 356
Authenticity, rev iii, 28. 356 Defined, 28. 356Aor 356B-T6 or 356B/C T5
Electrics (ring bound) 80. Starter relay (6 or 12v) 40. Headlamp relay (6 or 12
v - B-T5 or B-T6/C) 90. 356 Porsche: Driving in its Purest Form45. Porsche
356 Carrera, 30. Registry Tech/Resto Guide, Vol. 1, 18. Registry Tech/Rest
Guide, Vol. 2, 20. Buying, Driving, Enjoying Porsche 356, 20. Porsche
Legends (soft), 20. Birth of the Beetle-Development of the VW by Ferdinand
Porsche, 32. Porsche 911 : ForeverYoung, 55. Autodrom-Lost Race Circuitsof
Europe, 60. The V-12 Engine, Ludvigsen, 55. Add $3.00 postage/shipment
BLOCKS BOOKS 7295 Coldspring, West Bloomfield, MI48322-4214.
HONEST ENGINE
Experience since 1965 in all areas of the 356. Specializing in streetlhigh performance, concourse, vintage race engine assembly and parts. From full concourse to vintageracelhigh performance streetcar restoration and preparation.
Ask for
Steve
Schmidt
949-548-1063,
FAX 949-548-1227
[email protected]
SIMPLIFY YOUR LIFE -Get rid of your points with a Pertronix Ignitor transistorized ignition system, fully contained in the distributor. Sturdy, stable, 30monthwarranty. All cast-iron distributors: 6v - $120, 12v - $111. Aluminum 050,
009, late 031 : 6v - $84, 12v - $76. Early031 : 6v - $120, 12v - $112. Postpaid in
U.S. Sorry, no credit cards. CA add 8.75% tax. Checksto:
Sam Sipkins , 624 37th Street, Richmond, CA 94805.510-632-8232.
TECHINFO: Exploded-View Part Diagrams sets-show all parts: Pre-A 51 pgs$14, 356-A 74 pgs-$17, 356-B T-51T-6 118 pgs-$23, 356-B/C 114 pgs-$23.
FactoryWorkshop manuals: Pre-A250 pgs-$45, 356-A 500 pgs-$65, 356 B/C
900 pgs-$85. Factory PartsBooks: 53 Pre-A 160+pgs-$35, 55 Pre-A 350 pgs$45, 356-A COMING, 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.
Charlie White 480-367-8097.8639 E. Via de los Libros, Scottsdale, AZ 85258
[email protected]://members.aol.com/_ht_alderwhite/Derwhites356Litera
turePage.htm.
LOCKSMITH SERVICES Offering a full line of 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-point quality restoration of locks and
door handles. Electrical repair of ign. switches. Key accessories available, i.e.
bulbs and batteries for light keys, fobs and pouches, etc.
Tony Euganeo 610-461-0519. 501 Folcroft Ave. Sharon Hill, PA 19079
356 WIRING DIAGRAMS: 356 Models: 1952-56 A, Coupe, Cabriolet or
Speedster, 1960-62 B, 1963-65 C. Easyto read22" x 30"-34"Wiring Diagrams,
$15.00 each. Add $5.00 for Priority Mail in the USA.Will ship worldwide Global
Priority Mail, cost varies with country. Shipped in heavy-duty cardboard tube,
diagram printedon engineering bond paper. PayPal or MoneyOrder welcome.
Ships in 24 hours.
Ron Domkowski,723 S. Patton Circle, Arlington Heights, IL 60005. 847-3943393, e-mail rond18 @juno.com
PREVIOUSLY UNAVAILABLE PARTS:
Acrylicgreenreplacement sunvisors for '51-'57 356. We havedoubled the thicknessof the acrylicand routed the sidesand top to fit into the frames, producing
a much more rigid product. Rivets, directions included. $78/$5 S&H. Tool for
installing springs in seat recliners, $75/$4 S&H.
Tom Kincaid, 262-249-0577. N-1545 Linn Pier Rd., Lake Geneva, WI 53147.
OPTIMA batteries: Corrosion free/true zero maintenance battery for your
Porsche. Totally sealed, no gas or acid can escape. 800 CCA, retainschargein
storage. 72-month warranty. Extremely rugged! $135-12vtf$124-6vt, includes
UPS. Add $5 west of Miss., "chipped" battery tenders6 or 12-$40. Mastercutoff switch $10. Chatham Motorsports, 225 N. Maple, Vinton, VA24179
[email protected]. 540/981 -0356
WOODEN STEERING WHEEL Restoration and Repair. Complete & correctrewooding, polishing, machine turning (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, MECHANIC.
Air cooledPorsche specialist. Mechanical, electrical, structural repairs. Custom
engine rebuilding . Extensive knowledge of 356. Oddments: Drumbrake master
cylinder, $150. B/C exhaust system for US heater, mellow muffler, close out:
$129.KYB Nitrogenshockabsorbers, front$27.40ea., rear $47.25ea. Sorry, no
credit cards. Sales tax in CA. Freight additional. Shop address: 950 77th Ave.
#1, Oakland, CA94621. 510-632-8232.
59
Lest we forget that 356s were once "everyday"
cars driven in all kinds of weather-and perhaps
more importantly, thatfrom the earliest years of the
marque they were successful in rallies-we offer
these photos from recent events in England and
Belgium . Tony Large supplied the photos from the
Rally of theTests, and the description below:
The 5th Rally of the Tests Edinburgh to Stratford
"Nigel & Christine Gray finished 21st overall in
their 1964 356SC, being the first Porsche home, followed byShaun Arnold & Cath Woodman in his 1964
356. Michael Cornwell and Keith Ferryfinished 31st
overall in their '64 C.
"The thirdphotoshows Nigel & Christine taken
on the Swynnerton Army Camp timed section on the
last afternoon before finishing at the Motor Heritage
Centre at Gaydon, Warwickshire.
"Shaun and Cath (42) seen here on the very first test of the event, the
'ALa Kart' test outside Edinburgh, Scotland very early on the first day. The
early start was so as to miss the traffic from the lIQ one side of Edinburgh to
the first Main Time Control the other. Yes, even Scotland has morning commuter traffic delays!
"The silver 356 of Michael and Keith here in a severe storm travelling
down the pass to run along the Talla Reservoir in Scotland just before a welcome lunch at the Crook Inn, 1\veedsmuir, at the end of the Reservoir!"
legends Boucles de Spa
From Olivier Schyns we have three photos from the Legends rally of
the Boucles de Spa (Loops of Spa) near that Belgian city in February, 2006.
The original rally began in 1951 and many famous drivers have taken part.
Winter weather did notdeter these 356 owners who carried on the tradition
of"wiping and sawing" through the snow covered turns.
It's good to see these 356s in action on something other than sunny
days, carryi ngon the long tradition ofoff-pavement competition. GM
Below: Martens/Pisane (52). Right: Horgnies/Brouir (53) and Melsel
Melse (37) at the legends Boucles de Spa rally in February.
60
Volume 30. Number 3
J
oel Horvitz died August 3rd after a fiveyear battle with cancer. lie was 62, and
leaves behind his children Rebecca, Brian,
Melissa, and grandson Carter.
Born in Fall River, Massachusetts,Joel hada
successful career as a CPA and started his own
practice in 1970 in Gloucester. lie was highly
regarded in his profession and in 1977 became
the first treasurer of the 356 Registry.
Joel W:L~ the quintessential volunteer, giving
back to his community in many ways. lie was on
several hoards in his area incl uding a hospital,
stage company, Chamber of Commerce, Rotary
and his temple.
In addition to his work as an officer of 356
Registry, he was instrumental in gettingthe movie
"Made by lland' on tape for members to enjoy.
The owner ofseveral 356s over the years, in
addition to other Porsches and early VWs, Joel
W:L~ a serious four-cam fan. One of the Carreras
he O\\11ed was a beautiful red Speedster thatwas
ShO\\11 regularly at East Coast Registry events, In
1992 1imposed uponJoel to stage his Carrera on
an old bridge in a North Carolina valley for a
cover photo. Four of us pushed, pulled, lifted and
gingerly urged the car (which had just won "best
of show" at the East Coast Holiday) through mud,
List of Advertisers
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3;6 Sales
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Joel Horvitz 1943-2006
ruts and rocks to get the photo. Through the
entire two hours Joel was smiling and eager to
help. I came to appreciate later that this seemed
In 1992, left, on a dirt road with a concours
Carrera. At an East Coast Holiday a few years
ago, Joers smile had not dimmed.
.4t
Rennwerke
2;
Restoration Design
Sam Sipkins . .,
.,
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.,
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Stoddard
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European Collectibles
Gearhead .. .,
to he his standard approach to life.
Many other Registry members can attest to
Joel's generosity and good humor. Around 1999
he traded the Speedster for one of the few original 550 Spyders in the world, a car of which he
W:L~ tremendouslyproud and in which took seriouslyhis role :L~ caretaker.
Joel delighted notonlyin this museum-qualitypiece of history, but in the thrill it gave people
who went for a ride with him. When Joel took a
passenger for a run there were wide smiles on
both sides of the cockpit.
During the last few years Joel continued to
bring his Spyder to events as far apart as Ashville
and Monterey, butthe physical effects of his battle
with cancer were evident, lie didn 't look quite
like Joel until you said hello and saw the smile
and the sparkle. That part hadn't changed.
I1is many Registry friends will remember a
man who was unfailingly generous, and a true
enthusiast. And we will miss him.
Joel is buried at the j ewish cemetery in Fall
River. Thosewishing to make charitable contributions in Joel's name may support his children in
this year's Jimmy Fund Walk by visiting:
http://www.jimm}fundwalk.orgljoelskids/
., . .; I
.48
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34
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61
356 Safety, Risk-Benefit Ratios,
and the Meaning of Life
Doesn't seem right, does it? Our perceptions of risk and the calculated odds just don't
match up very often. So when it comes to judging
the risks of driving a 356, we might be a bit
biased. It may not matter. We don't have a clue
about the odds oflosing our brakes, forexample,
or the chances of an accident (an entirely separate risk) if it happened with a single versus a
dualcircuitsystem. For somereason, the National
Safety Council doesn't keep statistics on 356 accidents and their causes.
W
hen you bought a new 356, seatbelts
were not standard equipment. Neither
were dual master cylinders, center mount brake
lights, 5 mph bumpers, collapsible steering
columns, integrated head rests, air bags, side
rails, and microprocessor control ofanything.
Of course, we love our 356s partly because
theylack this technology. It's not that we'd mind
dual master cylinders or third brake lights as
original equipment, but when safety advances
weigh the cars down or intrude on the sensory
experience of driving many of us might draw a
line somewhere. A356 feels lightand nimble, as
if eager to do our bidding. This quality would be
lost ifthecar weighed hundreds of pounds more.
Time stopped for the forever-young 356 in 1965,
but its sibling 911 continued to mature. It now
offers allthesophistication ofa 21st centuryautomobile, but the accompanying middle age weight
gain is familiar to more than a few of us.
Along the way, the electronically controlled
911 also lost the feeling that comes from simple
mechanical connections. For356s, therewas no
alternative to making things happen with cables,
rods, and otherbits of metal. This feeling is hard
to describe, butwe know it well. Few would want
to give it up for an electronic alphabet soup of
ABS, PSM, and PASM - even with the benefit of
keeping the back end behind the front. (Isn'tthat
the driver's job?)
Even so, there's no denying that advances in
automotive design and technologymake avoiding
and survivingaccidents far betterriskstodaythan
they were 40 years ago. We wouldn't want to
watch a crash dummyina 356subjected to an offset frontal collision at 35 miles per hour, aside
from the pain of watching a perfectly good 356
reduced to eBay parts. There's little about a 356
that would meet today's government regulations.
In contrast, if you're belted in a late model car,
you can survive all kinds ofaccidents in more or
less decent condition. In 2003, the government
reported that fatality rates were the lowest since
record keeping began 29 years ago, in spite of
traffic densitythat has quadrupled since 1954.
So why do 356Talk subscribers debate
minor safety upgrades such as dual master cylinders? After all, it's not as if this changes the
appearance ofthe car. Why haven't all 356s been
fitted with thi rd brake lights and three point seatbelts? True, these are mostly sunny day cars that
don 't see all that much annual mileage, and Lord
knows we're extra careful out there. But then
there's everyone else on the road.. .
Conflicting Values
The realdilemma is that we have conflicting
values when it comes to driving 356s. We care a
lot about originality, so some safety upgrades are
62
Volume 30, Number 3
Risk-Benefit Ratios
unappealing and others are just not feasible. We
love the feeling of old technology more than we
do the benefits of new technology. We can't deny
that modern cars are much safer than 356s, but
this fact falls well short of what it would take to
convince us to trade our '59 Coupe fora Volvo.
Those of us "of a certainage" grew up with
cars when safety was more about how you drove
than what you drove. In the 1950s, automotive
safety, which wasn't mentioned much at all, was
about driving well, not government regulations.
Besides, we actually survived those years. The
absence oftoday's safetyfeatures didn't send us to
an earlygrave. Yes, single circuit braking systems
could suddenlyleave you with no brakes all, butit
hadn't happened to us, though maybe we knew
someone who knew someone who had put their
foot all the way to the floor. We know whatcould
have happened, and could still, but wealso know
the odds are on our side.
Our world is different today though, and
we've changed along the way. We wouldn't dare
make a run to the grocerystore without buckling
up. Were it even possible, we wouldn't for a
moment consider buying a new car that didn't
have air bags in every nookand cranny. So while
legal, automotive, and cultural standards have
changed over the years, some of our values are
still in the 1950s. Our vintage car passion
requires us to live an automotive double life.
Values we developed in the 356s era mingle not
all that comfortably with valuesfrom today's automotive environment.
Judging Risk
Itdoesn't help that our senseofrisk is more
personal than empirical. For example, howwould
you rank your lifetime odds of buying the farm ,
given the following not very appealing choices:
(a) nontransport accidentalinjuries, (b) suicide,
(c) assault byfirearm, and (d) being an occupant
in a car?Accordingto the National Safety Council,
you'd be safest in a car. You were probablythinking you're more likely to meet your demise
behind the wheel. In fact, the odds of dying (not
to mention the laws of physics) arc about the
same whether you fall off of something or rattle
around in a car that's having a wreck.
To make it more complicated still, some
risks comeattached to benefits. The risks wetolerate in driving 356s seem reasonable in lightof
how it makes us feel about our life. We unconsciously calculate a risk-benefit ratio of sorts.
Yes, in an accident a splinter fromthatVDM wood
steering wheel could slice through our heart like
cupid's arrow, but the look and feel of a wood
wheel add to the richness of our sensoryexperience of the car. Is the risk, which we'll never
know, worth the benefit, which is here and now?
For some, a dual master cylinder appears to
reducea risk, giving us the benefit offeeling safer
(even thoughwecan't besure ifwe actuallyare).
Forothers, this real butunknown riskisn't worth
the trouble or sacrifice of originality, however
slight. (The Speedster survey some issues back
showed that only 18%haddual master cylinders.)
The Meaning of Life
The olderwe get, the more we think about
the life we're living and how we want to spend
what's left of it. We're more careful about risky
behavior than when we were young and stupid,
and more appreciative of experiences that bring
special pleasures and enduring memories.
Driving a 356 is an easy call, but it's hardly our
only choice that involves risk. That burger and
fries we had for lunch the other day, perhaps
while worrying about the consequences of dim
taillights, looms pretty largeas a risk forsome of
us. Do weknow which risk is greater - driving a
356 or dietary misbehavior?
As we navigate risks andbenefits, it's hardto
avoid running into the "What's life all about?"
question. Our answers probably change as the
years accumulate, but we eventuallyfigure outit's
about not much more than those truly satisfyi ng
moments that comealong once in a while. These
are the special moments that stay with us over the
years, enri ching our lives again and again. In my
calculation, the risks of driving 356s, even those
that mightbe reduced a bit with a safety upgrade,
are easily outweighed by those times when I'm
driving nowhere on a winding countryroad, feeling the car lean into the suspension, healing the
sounds of the engine and exhaust, and delighting
in the driver's view of this iconic vintage sports
Jim fohnston
~,
car.
a
•
a Za ---g
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ENGINE PARTS
FILTERS
Air, 356, wI l enith 32 NDIX carbs
Air, K&N 356, wI lenith 32 NDIX carbs
Air, K&N assembly 356, wI lenith 32 NDIX
Air, K&N assembl y 356, wI Solex 40 PII
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OE Rod Nut, 356,912 all
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44 .95
Engine to body seal, 356
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Pushrods , 356, 912 Guaranteed straight 34 .55
Pushrod Tubes, 356, 912 (set of 8)
105 .92
Oil Line, 356, 912 all, inlet or outlet line
18 .95
Generator Pulley Half (356/912 inner)
24 .95
16 .95
Generator Pulley Half (356/912 outer)
Generator Belt, 356, 912 all
4 .95
Oil Cooler, 356, 912 all
59 .95
Fuel Pump Rebuild Kit, all 356 to 912 from 45.00
Carb Rebuild Kit, 356, 912 all
from 17.95
356/9 12 Engine to Trans Hardware Kit
19 .95
ENGINE ELECTRI CAL
Bosch Spark Plug W6BC or W7 BC
2 .50
Bosch Spark Plug WR7BP
3 .95
Cast Iron Distributor, Remanufactured 399 .95
Tune Up Kit, 050 Dis!. cap, rtr, pts, cond 29 .00
Tune Up Kit, 031 Dis!. cap,rtr, pts, cond 34 .00
Tune Up Kit, cast iron Dis!.cap, rtr, pts, cond 32 .50
6v "Blue" Coil
$54 .95
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39 .95
Spark Plug Wire Set, 356 , 912 all
37 .95
Bosch6 volt Starter, remanufactured from 109.95
Bosch6 volt Generator, remanufactured ex 219.95
Bosch 6 volt Voltage Regulator
69 .9 5
CLUTCH KITS
Kits include Disc, Pressure Plate and T.O Bearing
356A , 180 mm, not O.E.
82.00
356 A, 180 mm, German
149.00
356 A, 180 mm, Spring Disc
95.00
356 A, 180 mm, German Spring Disc
163.00
356 B, 180 mm
335.00
356 B or C, 200 mm
385.00
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ANY COLOR SET $44.95
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Resistors for Relays
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SUSPENSION PARTS
356 C Steering Coupler 21M EXCLUSIVE 49.95
Link Pin Rebuild Kit
29.95
Link Pin Rebuild Kit German
75.00
King Pin Rebuild Kit
19.95
King Pin Rebuild Kit German
39.95
Tie Rod Ends, inner or outer
from 9.95
118.00
Shock, 35656-65. KYB gas (set of 4)
Shock, 35656-65, Boge (set of 4)
168.00
Steering Dampner, 356 all
19.95
Steering Box, lF, rebuilt 4 stud version ex 499.95
BRAKES
Brake Shoes , 356 all drums, rebuilt
ex 79.95
Master Cylinder, wld rum brakes
132.95
German Wheel Cylinder Kit
8.95
FrontWheel Cylinder, drum brake
62.95
62.95
RearWheel Cylinder, drum brakes
Brake Pads, disc brakes, Frt or Rr
from 22.95
NEWEST Competition "C-Tech" Pads
69.95
Caliper Kit, 356 C, Frt or Rr front 13.95, rear 14.95
Front Rotor, 356C
54.00
Rear Rotor, 356C
87.95
Master Cylinder, wldisc brakes
199.95
BRAKE HOSE KITS
356A, Rubber
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63.80
76.95
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ATE Gold Brake Fluid, type 200 1 liter
ATE Blue Brake Fluid, 1 liter
Swepco 201 GL5 Gear lube,1 gl.
Swepco 203 GL5 Moly Gear Lube, 1 gl.
Swepco 212 Multi-grade Moly, 1 gl.
Lexol Leather Cleaner or Conditioner, 1/2 liter
Lexol Vinylex vinyl and rubber care, 1/2 liter
P21S Wheel cleaner, 1 liter
lymol Carbon, "Ultimate Car Wax"
lymol HD Cleanse , Pre wax prep
l ymol Clear Auto Bathe
lymol Carnauba Milk Field Glaze
l ymol Concentrate Auto Wash
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What Tire? - 356 Registry

Transcription

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