any - 356 Registry

Periodical Mail-Time-Dated MateriaJeAddress Correction Requested
Postmaster: Send changes to 27244 Ryan Rd. Warren, MI 48092
356
Registry
Volume 24, Number B
MarchIApril 2001
Technical
Vic Skinnants
Marketwatch
JimSchrager
18
Emil Hoffman:MasterCrajlsman
David Duerr
20
FOG-2000 Trek
Vince Cappelletti
22
Pat's Posts: Spark plug heat ranges Pat Tobin
24
Four Cam Forum: HansMezger
Dick Koenig
28
The 4-Cam 4-Cylinder Engine
Hans Mezger
31
Years Ago
Jim Perrin
.33
L.A. Literature & Swap Meet
Gordon Maltby
34
Ai Cadrobbi
Pat Tobin
36
The Maestro
Harry Pellow
40
Porsche 356B Tool Kits
JimPerrin
.42
Classified ads
. .. . . ... ..... . ... . .. . . . .44
Goodbye, Hans Klauser
Tail Lights
Jacques Mertens
.48
. ... . . . . .. .. . . .. . .. . . . . .50
356 Registry magazine is the official puhlication of 356 Registry, Inc., an organization oriented exclusivelyto the interests,
needs andunique problems ofthe 356Porsche automobile owner and enthusiast. The mission of the 356Registry, Inc. is the
perpetuation ofthe vintage (I948-1965) 356series Porsche through356 Registry magazine, the central forumfor the exchange
of ideas, experiences and information, enabling all to share the 356experiencesof one another. 356 Registry, Inc. is a nonaffiliated, non-profit, educationalcorporation, chartered under the statutes of the State ofOhio. Subscriptionsare available only
to members. Membership duesare $30.00 in the USA, whichincludes$23,00 fora 6-issue annual subscription to356 Registry
magazine, $40 in Canada and Mexico, $50 to foreign addresses. All rates are in U.S. dollars, checks MUST be drawn on U.S.
banks. An application form for membership is available on the backwrap cover of this magazine, from membershipchairperson Barbara Skirmants, 27244 Ryan Road, Warren, MI 48092 USA, fax (810) 558-3616or on our website at 356Registry.org.
356 Registry magazine (ISSN10666877) is published bi-monthlyfor
356 Registry, Inc. byMDesign, 225 North Second Street, Stillwater, MN55082.
Periodical Postage paidat Stillwater, MN and additional mailing offices.
POSTMASTER: Send address changes to
356 Registry, 27244 Ryan Road, Warren, MI 48092
The opinionsandstatementsexpressedin356 Registry magazine are notnecessarilythose of 356 Registry, Inc., its trustees, officers or the Publisher. Technical data and procedures described hereinare the opinions of the authors and carryno claim of
authenticity or suitability for a particular purpose from 356 Registry or the Publisher. Anyprocedures described herein arecarried out at the reader'sown risk. Porsche®, the Porsche crest, Carrera®, Targa® andthe distinctive shapeofthe Porsche models are trade dress andtrademarks of Porsche AG andare used with permission. Publisher reserves the rightto editor refuse
publication andis notresponsible for errors or omissions. Is it almost timef ora springtub tune-up?
On thecover: Warren Eads' 550A seenat
Pomona In 1996. Hal Thoms photo.
On theouterwrap: Seepage 10. Photo by
Jim fleming.
Nopart of 356 Registrymagazine may be reproduced in
any form without the express written permission uf the
publisher. Copyright © 2001 by356 Registry, Inc. elo M
Design, 225 No. Second St., Stillwater, M:-J 55082.
Printed on a lIeidelberg 5-color press in Red Wing,
Minnesota U.S.A.
Local/Regional 356 Groups
"These groups offer activities , information and fellowship for 356
enthusia sts from a particular geographical area. Each group operates
independently and is not sponsored by the 356 Registry.
WEST
MIDWEST
Porsche 356 Club
Bob Fitzpatrick
23738 Barona Mesa Rd.
Ramona CA 92065
760-788-9354
356bob @home.com
Gro upe 356 St. Lou is Region
Ted Melsheimer , Sr.
10517 E. Watson Rd.
St. Louis, MO 63127
314 -966-2131
356 CAR Club
Jim Hardie, 1920 Shellie ld Dr.
Carmichael, CA 95608
916-972-7232
Wind ige Stadt 356 Klub
Dale Moody
19532 Governor's Hwy
Homewood, IL 60430
708-798-2637
Central Coas t
Fahr North
Wes & Diane Morrill, 25209 Casiano Phil Saari
Salinas, CA 93908
3374 Owasso St.
831-643-0356
Shoreview, MN 55126
651-484-0303
p&[email protected]
356 Group Northwest
Bruce Rockwell, 4309 Reid Dr. N.W.
356 Motor CIties Gruppe
Gig Harbor, WA 98335
Barbara Skirmants
253-858-2788
bnmrock @msn.com
27244 Ryan Rd.
Warren, MI 48092
810-558-3692
Sierra 356 Porsche Club
Glenn Lewis, 2000 Royal Drive
Oh io Tub Fanatics
Reno, NV 89503
Richard King
330-67 8-6259
Roc ky Mountain
[email protected]
Porsche 356 Club
AI Gordon, 12773 Grizzly
Littleton, CO 80127
303-979-1072
Arizona Outlaws
Porsche 356 Club
Mountalnland Porsche 356 Club
Mike Wroughton
Edward Radford
19870 N. 86th Ave.
1568 Connecticut Drive
Peoria, AZ 85382
Salt Lake City, UT 84103
623-362-8356
801-521-7330
mwroughton @aol.com
SOUTHWEST
Hawa II 356 Ow ners Group
Terry Felts
161 Hanohano Place
Honolulu , HI 96825-3515
808-396-6017
[email protected]
SOUTH
Southern Owners Group
Ray Ringler
3755 Creek Stone Way
Marietta, GA 30068
[email protected]
Flo rida Owners Group
Rich Williams , 4570 47th St.
Sarasota, FL 34235
813-758-0356
[email protected]
Zia 356
David J. Berardinelli
P.O .Box 1944
Santa Fe, New Mexico 87504-1944
(505) 989-9566
djblaw @ni.net
Tub Club
Bob Morris
397 Creekwood Dr.
Lancaster, TX
972-227-8357
bob.morris @halliburton.com
Lone Star 356 Club
Mark Roth
4915 S. Main, Suite 114
Stafford, TX 77477 (Houston)
281-277-9595
[email protected]
EAST
Potomac 356 Owner's Group
Dan Rowzie
800 South Samuel St.
Charles Town WV 25414-1416
356 Mid Atlantic
Dan Haden
143 W. Carpenter Lane
Philadelphia, PA 19119
356 Southern Connecticut
Reg ister, Ltd .
P.O. Box 35
Riverside , CT 06878
w3.nai.netredwardh/ed4yhtm
Typ 356 Northeast
Fran DeLeo
18 Com ing St., Beverly, MA 01905
978-927-3070
www.Typ356NE.org (website)
[email protected] (email)
OUTSI DE USA
Maple Leaf 356 Club of Canada
Dave Hinze
2304 Weston Rd. # 1407
Weston, ON M9N 1Z3
416-244-47 59
Australian Porsche 356 Reg ister
P.O. Box 7356 , St. Kilda Rd.
Melbourne , Victoria 3004
Australia
356 Down Under
P.O. Box 47 677
Ponsonby
Auckland
New Zealand
I
Officers
Bob Campbell , President, Event Insurance
(BobCampbell @356registry.org)
20964 Canterwood Dr.
Santa Clarita , CA 91350
661-251 -3500
Chuck Hou se , Vice President
(ChuckHouse @356registry.org)
6402 Harvard Circle
Huntington Beach, CA 92647
714-891-2386 (H)
949-250-4043 Fax
Magazine Editorial Staff
Gordon Maltby, Editor
Alice Ross-Jinks, Production Manager
225 N. 2nd St.
Stillwater, MN 55082
651-439 -0204
fax 651-439-7620
(GordonMaltby @356registry.org)
Dr. Bill Block, Book Re views,
356 Registry Database Monitor
(blocklab @aol.com)
423 Hawk High Hill
Metamora, MI 48455
810-678-3017
Keith Denahan, Vintage Racing
21537 110th Ave. S.
Boca Raton, FL 33428
561-482 -0516
Trustees
Bob Campbell
([email protected])
20964 Canterwood Dr.,
Santa Clarita , CA 91350
661-25 1-3500
Chuck House
(ChuckH ouse @356registry.org)
6402 Harvard Circle,
Huntington Beach, CA 92647
714-891-2386 (H)
Joe Johnson
(JoeJohnson @356registry.org)
618 Gatewood
High Point, NC 27262-4722
336-886-5287 (H)
Vic Skirmants
(BarbaraSkirmants @356registry.org)
27244 Ryan Rd.
Warren, MI 48092
810-575-9544 (W)
Randa ll Yow
(RandaIlYow @356registry.org)
21 Thimbleberry Square ,
Greensboro , NC 27455
336-545-8994 (H), 336-275-9116 Fax
I
Club Services
Barbara Ski rmants, Membership,
Renewals,Circulation
(BarbaraSkir mants @356registry.org)
27244 Ryan Road, Warren, MI 48092
810-558-3692 , fax 810-558-36 16
Chr is Markham, Webmeister
(Webmeister @356registry.org)
1058 Lincoln Ct.
San Jose, CA 95125-2637
408-536-6252
Jo hn Jen kins, Travel Assistance Network
Oohnjenkins @agilent.com)
3122 Kingsley St., San Diego, CA 92016
619-224-3566,619-224-3933 Fax
M & M Enterprises, Wes & Diane
Goodie Store
(356goodiestore @usa.net)
25209 Casiano, Salinas, CA 93908
831-643-0356 , tax 831-643-1333
Dr. Bre tt Johnson, Restora tion Editor
(356drb @indy.net)
7510 Allisonville Rd.,
Indianapolis , IN 46250
317-841 -7677
Dick Koen ig , Four Cam Forum
7S 710 Donwood Dr.,
Naperville, IL 60540
630-369-4492
Harry Pellow, The Maestro
(maestro @well.com)
20655 Sunrise Drive
Cupertino, CA 95014
408-727 -1864
Jim Perr in, Historian
(carreragts @aol.com)
Box 29307,
Columbus, OH 43229
614-882-9046
Jim Schrager, Marketwatch
Oames.schrager @gsb.uchicago.edu\)
54722 Little Flower Trail
Mishawaka , IN 46545
219-259-9261
Vic Skirmants, Technical Editor
(BarbaraSkirmants @356registry.org)
27244 Ryan Rd.
Warren , MI 48092
810-575-9544
Hal Thoms, Photographer,
W. Coast Vintage Racing
13341 Ethelbee Way,
Santa Ana, CA 92705
714-73 1-7191 (W)
([email protected])
Pat Tob in , Pat's Posts
(tobinp @ix.netcom.com)
17092 Chatsworth St.,
Granada Hills, CA 91344-5849
818-368 -1262
Robi n Hansen, Ass '/. Webmeister,
email List Monitor
(rhansen @356registry.org)
Rick Dill , email List Monitor
(rdill @cyburban.com)
FOR 356/912 ENGIN
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o
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though it is 86mm (Mahle is 82.5mm) it is 44 grams lighter, which takes
hundreds of pounds off the crank and rods at high r.p.m.s! A proven product for both street and racing; endorse d by the best engine builders of
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$1095.
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$695.
$1150.
(4) 86mm or 83.5 mm x 11.5c.r, Piston set only
Vintage Racing I Restoration
Products & Services
For the 356 GT:
• Louvered aluminum decklid skins • Oiltankscreen & bracket
• GT louvers foryour steeldecklid· Rollbar with stub ends
• Gas cap with fin- nickelplated· Gas filler neck and tray
• Full Support Wheel Spacers forDrumBrakes
• Aluminum GT mirror covers
• Brake Backing Plate Conversions • GT Make-overs
$775.
For 911s, we have the forged alloy pistons for street and
club racing in the followi ng sizes for $995 a set: For 2.0 &
2.2 (using cast-iron cyls) 85mm x 9.6 c.r, (2.25 I) For 2.4 &
2.7 (using Nikasil cyls) 90mm x 9.6 c.r (2.7 I)
CRANKSHAFTS
For 356 & 912--Proven on the race
tracks , l he Scat forged billet crank is the
STRONGEST EVER MADE for these engines .
Standard weig ht is $169 5. Ultra-lite is $1995 (Saves 2-1/2
Ibs.) Heavy-duty flywhee l nuts at $49 .95 , 1-112 qt. deep sumps for $125.
Racing/Restoration Products & Services:
• Zenith Carbs - RacePreparation
• WoodSteering Wheel Restorationand Refinishing
• Vintage RaceDecals - ManyStyles and Sizes
SHASTA. DESleN
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Phone I fax (562) 431-1523 • Los Alamitos, CA
Catalog Available • [email protected]
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Front Disc Brake Kit
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• Beru connectors, 100% silicone jacket
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• Individually numbered - easy to insta ll
Made in Germany
German TU V-approved
Retains 5x205mm lugs
Maximum stopping power!
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Easy installation
• 1 5/8" diameter tubing for max. h.p.
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• Includes 90 ' stinger lor racing
• Eliminates hea ter boxes
$999.95
for basic kit
Bursch Quiet Street System
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• Eliminates poin ts - better starts
• Retains stock appearance
• Easy to ins tall - no "black box"
• Available for 6 or 12 volt
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• Street legal with tha t great Bursch sound!
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• Easy installation with 2 year factory warranty
$99.95
Ask about free fre ight for 356 Registry members on Bursch!
fits A & B mode ls
VISA - M/C
Classic & Speed Parts· William J. Pringle, prop. • 140 E. Santa Clara St. #15 Arcadia , CA 91006 • • •
... ••
4
Volume 24 . Number 6
•••••
't e l 626.445.0108 fax 626.445. 7581
~....
pComing
J
Events
April 6 - 8
Cambria, California
North Meets South 200I is headquartered at the
Cambria Pines 800-445-6868. This facility is already
booked up, butrooms should be available at Creekside
Inn 800-269-5212, Cypress Cove Inn 800-568-85 17,
Fog Catcher 800-425-4121, or call the Chamber of
Commerce at 805-927-3624.
April 21
Hershey, Pennsylvania
The 25th annual Porsche Only swap meet at Hershey
Park, sponsored by the Central Penn. Region, PCA. For
information, callSteve Baun at 717-932-4473, or email
him at: [email protected] or go to the website at centralpaporsche.org for directions and a list of motels.
April 27-29
Galveston, Texas
Fifth Ann ual Texas Spring 356 Roundup at the
Galveston Hilton on the seawall at the San Luis Resort
(800-475-3386 to reserve your room by March 6,
2001.)Ask for the "Porsche 356Club" rate of $139.00
A Holiday Inn is nearby. Event registration fee is $5
(five) dollars at the door. This will be an informal holiday. Scheduled events are: Friday night-hospitality
room, dinner on your own. Saturday-options of driving
event, free hotel shopping bus to the Strand area, or
just enjoy the beach. The San Luis Spa facilities andtwo
heated swimming pools arc available. Saturday night dinner at Landry's Restaurant private dining room at
the San Luis Resort. Dinner offthe menu. Breakfast at
the mop on the resort grounds. Sunday breakfast and
departure. Please email Mark Roth at
[email protected] or call at 281-277-9595 for
information and to confirm attendance.
May 18-20
Summit Point, West Virginia
Brian Redman presents the 10th annual Jefferson 500
with several events including an all-Porsche Eifel
Trophy race for Pre-1 977 cars, and the Peter Gregg
Memorial race for RSR, 934, 935cars. Special Porsche
Corral parking for 356s. Tickets: 304-725-8444, entry
info: 561-794-9755 or www.gorace.com
May 19
Jefferson , Wisconsin
3rd Annual All-German Auto/Cycle Show and closedcourse drive around, a Rainbow Hospice benefit with
the Porsche 356 as featured automobile. Registration
opens at 7:30 a.m. or you can pre-register. Reg. for
judged cars closes at 10:30 a.m. with awards at 1:00.
Closed coursedrive starts at 2 p.m. The 356swill lead
the rest by designated groups of make or model.
Spectator rides wtll be offered in the carsafter thedrive
for a donation to Rainbow Hospice, by those car 0\\11ers willing to participate. The event will again feature
German food, wine, beer, live music and special entertainment and displays. Event packets available prior to
the event for pre-registration, local info, directions.
Add'l info contact Bill Myers @ 608-754-0773 days,
920-563-3767 eves or [email protected].
May 27
Renton, Washington
15th Annual NW Bullsession at the "Little House" at the
Barbee Mill site on Lake Washington. Look for details
in the next issue. Forinfo, call Bruce Rockwell at 253858-2788 or [email protected]
1938, [email protected]. Registration includes sweatshirts, People's Choice Awards, door prizes and BBQ
cookout at the car show. Other events include a tour to
Harper's FerryNational Park ($5 per car), visits to the
Battlefield of Antietam, Summit Point Raceway, Charles
TO\\1I Races, Farmers Market, Flea Market and more.
Send a check payment of $40. per person with the registration form on this page (photocopy to preserve
magazine) BEFORE May 12 to 356 Southern
Connecticut Register, Ltd. P.O. Box 35, Riverside, cr
06878. Please register earlyl
Jun e 10th
Dana Point, California
Dana Point Concours D' Elegance. The Porsche 356
club's annual concours for Full, Street and Peoples
Choice divisions at Lantern Bay on a grassy bluff overlooking the Dana Point Harbor and the beautiful Pacific
Ocean beyond. The club has full use of park for this
special day. Adelicious lunch is included for all registrants. For information, please contact Bob Fitzpatrick.
760-788-9354, 356bob@home,com.
Jun e 8-10
Mcl\linnville, Oregon
Seventh-Annual Porsche Campout & Swap Meet 200I at
Gary & Rod Emory's Parts Obsolete. If you like to eat,
look at cars, listen to music, tellstories, camp, look at
old race photos, play games, party, pet animals,
buy/sell parts, sit around the campfire, roast marshmallows, or just relax, then you won't be disappointed.
People's Choice awards for various classes and best
campsites! Hotels arc also available nearby. Weekend
P,L~S $35, ages 6-15 $15, includes BBQ, all activities
and swap space. Call Parts Obsolete at 503-835-2300,
email [email protected]. get info at their website:
partsobsolete.com
or
register
at
www.356shop.com.
July 27-29
Lime Rock, Connecticut
Brian Redman presents the Rennsport Reunion, three
days of all-Porsche vintage competition plus a concours on Sunday. An all-356 race wtth 550 to RS 61
models and a 356 Corral are special features.TIcket
and entry info 561-794-9755 or at the website:
www.gorace.com
August 17-19
Monterey, California
The Monterey Historic Races featuring Bentley will be
held at Laguna Seca raceway. Sec laguna-seca.com for
details or call 800-327-7322 for tickets.
Jun e 15-17
Shepherdstown, West Virginia
Southern Connecticut Register, Ltd. is hosting a Blue
Meets Gray200 I atShepherdstown, West Virginia,June
15, 16 and 17th. Rooms have been set aside at the
Clarion Hotel and Conference Center. Reservations at
the special rate of $84. per night may be made bycalling 1-304-876-7000 up until May 12th. After May 12th
the rateis $109. per night.When making your reservations you must sayyou are with the 356 Porsche Club.
For more information, contact Mickey Lombardo 610759-5009, [email protected] or Tom Sottile 203-322-
October 20
Monterey, California
Joinus for the 5thAlmost-AnnualBear PoopOpen 356
Golf Tournament at Laguna Seca Golf Club. $125 per
player includes green fee, cart, tee prizes, awards and
a barbecue. Proceeds to the American Cancer Society.
For information and a registration form, call Wes or
Diane Morrill at 831-643·0356 (West Coast time)
25209 Casiano Drive, Salinas, CA 93908 or [email protected]
----------------------------------~
356 So ut h e r n Co nne cticu t Reg ister , l t d .
Blue Meets Gray 2001
Shepherdstown, West Virginia
Registration Form
Registrant
_
Co-Registrant
_
Address
_
City
State
Phone
Zip
_
Email
Car Year. Pre-A__
Sweatshirt Size(s):
A__
L __
_
B__
XL__
C__
XXL __
Payment by check only. $40 per person.
Make check payable to Porsche 356 S.C.R., Ltd.
Mail payment and registration form
before May 12th to:
356 Southern Connect icut Register, Ltd.
P.O. Box 35 Riverside, CT 06878
Please register early so we can
coordinate this event!
----------------------------------~
MarchlAprii 2001
5
'm torn by conflicting feelings about Spyders,
real and imagined. I don't mean that I have
nightmares about big, hairy eight-legged
arthropods. On the contrary, as much as 1detest cobwebs 1don't go out of mywayto squash spiders - they
eat mosquitoes and flies, after all. It's the steel and aluminum ones-and the fiberglass ones-that have me
flummoxed.
Porsche's 550 and the Spyders that followed
through 1962 have a special place in my heart , and
gauging from the number of books, posters, models,
movies and yes, full-scale reproductions out there,
most other Porsche enthusiasts feel the same. People
love thesecars!
llistorically, the 550 was Porsche's first real race
car and aesthetically, its lines are still pleasing after
almost half a century. Here's a car with breeding, beauty and- as seen in photos of Ken Miles's cars after a
race-a little hitofthe bar room brawler thrown in for
good measure. It's truly a classic in every sense of that
poor, overused word.
Proving the pointis the fact that several versions
of reproductions have heen huilt over the years. 1have
no idea about how many have hit the road, but I'd
guess for every real 550 and 550A there are at least a
dozen, maybe a hundred fiberglass models extant, And
that's a good thing, as nascent car enthusiasts may
never see a real Spyder. With about 130 total 550 and
550As ever built, chances of seeingone on the street or
even at a local car show are approximately nil.
Reproduction Spyders are usually true enough to the
original's form that they can (and do) pique the inter-
I
Ersatzarachniphobia
est ofthe general public and lead to a higherprofile for
our 356s and Porsches in general. That's a good thing.
If interest in old Porsches is to remain at a level
where our cars retain some value and- more irnpor-
So close your eyes, take a deep
breath and repeat after me:
lilt's not a Porsche:'
lilt's NOT a Porsche:'
tantly -where new enthusiasts are brought into the
fold who will preserve and enjoy the cars in the future,
weneed to make our cars visible and accessible to the
public. Ersatz Spyders (and Speedsters) do an
admirable job of reaching out to the great unwashed.
We should not, however, confuse our audience or
dilute the appreciation of the original cars, which is
what some people seem determined to do.
You got a replica Spyder? Great! A fiberglass
Speedster? Wonderful! In many cases these cars are
more powerful, handle better, require less maintenance, are easier to service and are certainly cheaper
than the real thing. There's satisfaction in huilding it
yourself. There are admiring looks from others on the
street. There's FU to be had driving it.There'spride of
ownership in having a... a what?
Oops, but there's the rub, isn't it. People may not
know what your car is, exactly; Beck, Intermeccanica,
CMC. Heck, YOUmay not even know what it is, hut we
all knowwhat it isn't. So close your eyes, take a deep
breathand repeat after me:
"It's not a Porsche."
"It's NOT a Porsche."
I really appreciate well-made kit cars (rememher, the first Porsche was builtwith WI components,
tool) hut I go nuts when I see a plastic purple metalflake Speedster at a car show with a big placard in
front saying "1955 Porsche Speedster, 2155cc 125 hp
engine, custom leather seats, 200 watt stereo, etc, etc."
It usually also says, "For Sale" but nowhere is it mentioned that it was made not in Stuttgart, but in a warehouse in Miami. So who are they trying to fool? And
why?
For the most part, though, replica owners keep
things in perspective and just enjoy their cars. 1guess
1need to do the same. My kit car paranoia has gotten
so bad 1 now consider any Spyder guilty until proven
authentic. The nightbefore the Registry's big swap meet
at Dunkel's there were a lot of interesting cars parked
DARE TO
COMPARE
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F 503.835.4000
13851 SE Eola Village Rd., McMinnville, OR 97128
6
Volume 24 . Number 6
THEN CALLUS
1-800 -922-4050 or www.hagerty.com
inside waiting to be displayed on the lawn on Sunday. I
looked over a pretty blue 550 in a comer of the warehouse.
"Fiberglass!" I proclaimed.
"Er, this door skin is aluminum, Gordon." said
Vic Skirmants,
"Agood fake!" I replied.
" 110 11' about the properly dated wheels, vintage
tires, Porsche brakes and... oh yeah, it's got a VINtag
in the passenger footwell?" Vic noted.
"Areally, really nice fake!"
"Mlatever you say, Gordon."
Maybe what 1 need to do is clear my head. AtopdO\\1I ride would be just right. Anybody have an open
car I can ride in? ABeck Spyder? Perfect. Let's go.
Milestones
I have been remiss in relaying news of the death
of Bertrand Picard last summer in his native France.
Bertrand moved backthere from Montreal a few years
ago. lie W:L~ well known as a pre-A authorityand had a
beautiful dark red earlycoupe. Bertrand W:L~ generous
with his knowledge and translation abilities, :U1d quick
to correct my all-too-numerous errors whenever I
wrote about earlycars. Goodbye to a true .) 56 enthusiast,
I missed another milestone of sorts two issues
ago. November/December marked the 50th issue I
have edited and produced for the 356 Registry. I am
very, very grateful forthe opportunity to continueworking with the trustees, officers, contributors and members of this great organization. Thank you!
Q.W
Book Review
Bosch Automotive Handbook
5th Edition, Softbound (sewn ), 960 pages,
4-1/4 x 6-112", $44.00 distributed bySAE.
I am not :U1 engineer. 1am nota math whiz. 1
am, however, interested in how things work- particularly things in automobiles. And 1fi nd the Bosch
Automotive lIandbook fascinating, even though at
least halfofits contents are beyond mycomprehension. I'msure there are engineers andscientists out
there who already know a lot of this stuff, but the
range of topics here is so broad 1 doubt anybody
knows all the stuffin this book.So, whaddya wanna
know?
First, there's an exhaustive table of quantities
and units (plus conversions) wherein you can
quickly determine the relationshipof grains to troy
ounces, joules to watt-seconds or newton-meters to
kilopound-meters. I'm still trying to figure outwhat
a pascal-second and a centistokeare, though.
A section on acoustics seems to revolve
around the effectsofvehicles on the human ear and
psyche, so in addition to the quantitative issues of
measurement andcontrol, someinteresting facts on
human perception arc outlined.
Chapters on electrical engineering and electronics are followed by sections on sensors (all
modem with virtually no 356 application); a list of
chemical elements includingUnunbium,discovered
in 1996 (Unobtainium isn't listed) ; material data
suchas properties ofsolids (did you know themelt-
VISIT OUR WEBSITE
ing point of magnesium
is 648.8 degrees eelsius?); fuels; chemicals
(ever heard of Glauber's
salti) ; corrosion; and a
thorough section on
metal heat treatment.
A discussion of
metal's hardness defines
the term(s) and gives
details on testing and the
relationship between
hardness and strength.
Tolerances is followed by the Sliding :U1d Rolling
Bearings section, where the first few paragraphs
sum up why Porsche's roller cranks were discontinued in a "pro and con" table.
Gear and Tooth systems, Belt Drives,
Threaded Fasteners, and Joining and Bonding
Techniques sections all have information that is
helpful in understanding why parts are designed a
certain way. I believe that with some basic understanding of why, an owner can make betterchoices
in how to maintain or rebuild components, whether
on a 356 or a "modem" automobile.
So far we're onlyup to page 300, not even a
third of the way through. There's more on every
aspect of an automobile, from batteries to brakes,
tires to transmissions - more thanyou'll ever need
(or want) to know. Maybe that should be the book's
subtitle! At any rate, irs a LOT of info for the money.
Bill Block has it in stock or you C:U1 contact SAE at
877-606-7323. C,M.
WWW.KLASSE356.COM
ORDER ON LINE:
parts@ KLASSE356.com
311 Liberty St., Allentown , PA 18102
EVERYTHING YOU NEED FOR THE RESTORATION
AND MAINTENANCE OF YOUR 356, 912 & EARLY 911
DUAL CIRCUIT CONVERSION KITS
EVERYTHING YOU NEED TO MAKE THE UPGRADE!
Protect yourself (and your 356 ) with the safety of dual circuit braking.
Over 400 kits sold. For drum or disc brakes . Easy installation.
DRUM BRAKE
$199 00 DISC BRAKE $299 00
Parting Out:
1976 912E - Good Motor
1969 912 - No Engine
356C Disc Brake Set Up
Complete $1995
Follow the
restoration of
Brett Johnson's
early Cabriolet in
upcom ing issues
of Excellence
magazine.
eli Now for Your Spring '"
Phone 800-634-7862
610-432-2324
FAX 610-432-8027
Friendly service & GreatPrices
Catalog Available & On Line
March/April 2001
7
i everybody. Did you notice anything different about our magazinethis issue? Like
it has four more pages (52 total) or a
heavier outercover?Well, it contains both. Your editor
Gordon Maltbycontinuesto improve and refine what is
already a most outstanding automobile club publication, and the 356 Registry Trustees support these
changes unanimously. At our upcomingTrustees meeting, oneoftheAgenda items is to consider polybagging
or envelopes to protect the magazine during mailing,
instead of the outer wrap as we now usc. Enjoyyour
new, improved magazine and stay tuned for yet more
improvements.
H
Always ready to go for a drive linsomeone else's
car), our Prez, shown here in a "file photo;
A friend witti a~(arrera 2
is a friend, indeed.
Sculptor/member Jeff Gamble suggested to the
RegistryTrustees last year to consider an annualaward
to recognize significant contributing members. The
Registry used to have an award like this, called the
"Spark Plug Award", and after a bit of discussion, we
agreed to initiate a 356Registry"Hall of Fame"annual
award. We will normally induct one member at each
356 Registry Holiday, with a perpetual list published
annually in the Registrymagazine. This award will be
recognized as the 356 Registry's highest honor
bestowed a member and Jeff has also graciously
offered to produce a veryfittingaward fo r theoccasion.
With over 25years ofnon-stop enthusiasmpushing this
356 Registryto whereit is today, there willcertainlybe
plentyof deserving reciplents to choose fro m.
Aloha to our newest local region, the Hawaii 356
Owners Group. Member Terry Felts organized over
thirty 356s located in our island state and presided
over their first meeting last November 26. The 356
Registry Trustees congratulate each new member and
welcome the Hawaii 356 Owners Group to our worldwide family ofregional 356groups. The HawaiiGroups
inclusion into this family means very much to the
Registry, asitisthis coming togetherof356enthusiasts,
in largegroups andsmall, thatprovides the life's blood
ofthe 356Registry. One ofthe primary functions ofthe
356 Registry is to provide the means to identify and
communicate with other 356 enthusiasts, with the
intended results being theformation oflocal clubs such
as the Hawaii 356 Owners Group. Without these geographicgroups, the 356Registrywould beonlya magazine. It is the enthusiasm and efforts ofmembers like
Terry Felts, thatallow the social interaction andsharing
of ideas and information, that in turn ties the 356
Registry together so tightly. Thank you again Terry
When should I make Holiday Hotel reservations?
Todayis February 4th, 2001,and the temperature
is 80 degrees outside, with a clear blue sky. I love So
Cal! 1just completed a spirited drive through my local
canyons in a friend's Carrera 2 litre Coupe. Such a diffe rent type of power in a Carrera compared to a
pushrod engine. Not onlyis there much more lowend
torque, but it just keeps on pulling well past where
most pushrodenginestrail off. What a blast. 1can really appreciate the courage of the Carrera drivers when
these cars were new, throwing the tail-heavy Carrera
around on those skinny little tires. lImmm, kinda
sounds like fun. 1think I need another lap through the
~
canyons. Gotta go.
Talbot®
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Berlin 300 Chrome Plated Brass
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Junior - 3.5" Diameter
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Knowledgeable & friendly staff
Lighting Systems USA
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PO Box 509 Wh ittie r CA 9060 8
www .talbotco.com Web
562 699 8887 Telepho ne
562 699 2288 Fax
dealer inquiries invited
8
Volume 24, Number 6
INTERNATIONAL, INC.
1236 Simpson Way
Escondido, CA 92029
(760) 737-3565, fax (760) 735-9909
Seat recovering & rebuilding
Website - www.autosintl.com
email - autos@electricit Lcom
In the Mail
e.re's a piece oftechnical information that
may be ofinterest to someofour Porsche
3;6 friends.
It is a piece of aftermarket equipment, which
was available in the sixties and necessitated some
modifications to the car, It was an "Engine Heater"
specially made for air-cooled engines and served :L~ a
type of "block heater." If your heater flapper boxes
have slots :L~ well as a drilled hole in them, chances
are the engine camefrom somewhereon the prairies,
such as N011h Dakota or from Manitoba, Canada!
This type of Electric Engine Heater was made
available to Porsche 356, :L~ well as Chevrolet Corvair
and Volkswagen motors. Aspecific model, Model 90
W:L~ manufactured fo r Porsche 3;6 models. This
"Engine Heater" W:L~ distinct from the more popular
H
"Oil Pan" type heaters, which boltedto the VW's circular oil drain cover and were very popular with
Volkswagcns. The manufacturer was james B. Carter
Limited, Winnipeg, Manitoba and cach Model 90 had
an output of 300 Watts! So, with both flapper boxes
closed and the combined heat from 600 Watts, it
warmed up the entire engine very niccly! In fact, with
a blanket tossed over the engine lid, you would have a
warm engine afte r a cold winter nighton the prairies.
TIle instructions read as follows:
MODEL90 - PORSCHE- Heater is installed in left
or right air duct. Hole pattern is similar to template
blow except for following changcs: Horizontal centerline is located 2 7IS" from base of duct, slot is
increased from 2" to 2-114" and is located 7/S" from
11132" hole. Hook Heater throughslot, element pointing towards rear. Fasten heater with 114" machine
screws, nuts :U1d lockwashers provided. Discard terminal cover and secure plug to terminal guard with
heat resisting tape. Fasten cord to vehicle to eliminate
possibility of mechanical damage.
Your flapper box thus ended up with a slot 2\1132" X 11132" and a hole about I - li S " back from
thc slot to secure the Engi ne Heater,
I am sure that there may be several Porsche 3%
engi nesthat have this "mysterious slot and hole" in the
nappCI' boxes, as Porsches were very popular in
Canada in the sixties. So, another Porsche "mystery"
solved?
Bert Leem burg
Calgary, Alberta
down the production line, according to my verified
research, Here's aninterestingclue: uponclose inspection of the Dean Speedster photo and the photo of
Kinsey's Speedster in the Registry article...it appears
that the Reutter coach builder's badges are different.
Kinsey's has the earlier, ( 1953-; ;) aluminum badge
and Deanhas the later, (1955-61) large Reutter badge.
We C:11I assume that Dean 's badge is original and that
his Speedster was, in fact, produced later in 19; 4.
I hope this clears up manyofthe misaligned facts
that always seem to surround the mystique of james
Dean's Porsches. It seems to be never cnding...but I
love it!
Lee Raskin
Through The Rear View Mirror
ill Haupt's article "Do Porsche's have
karma?" in the last issue, rccanting the history of the jerry Seinfeld's ex-Speedster
(#S0033) is good reading, but not so historically correct.
As I recall, the Porsche Speedster, once owned
and driven by Skip Hudson, W:L~ never actually raced
againstja mcs Deanat Palm Springs (March 26-27/5;),
Bakersfield (;/1/5;) or his I:L~t race at Santa Barbara
(;130/5;) . Hudson, a close racing friend of Dan
Gurney, actually entered the Cal Club racing scene just
after james Dean died on September 30, 195; .
Hudsondidrace his Speedster againstjamcsDean's exI'orsche which W:L~ then being driven by Lew Bracker
at PalmSprings in 1956.
It was Bracker, Dean's best friend, who traded his
own white I;00 Normal Speedster for Dean's Super at
johnnyvon Neumann's Competition Motors, after Dean
purchased the ;;0 Spyder, Lew Bracker distinguished
himself as he went on to wi n over 2; Cal Club races in
the Super Speedster during 1956 and 1957, before
replacing the I;00 with a 1600 engine and then movinginto a Carrera Speedster.
jerry Seinfeld purchased the ex-Skip Hudson
B
Speedster, added it to his own collection of Porsches
and then it W:L~ auctioncd off by Barrett-jackson four
years ago, advertised :L~ having been raced against
james Dean. It W:L~ purchased by The Yankee Candle
Museum in Massachusetts and displayed as the jerry
Scinfcld Speedster, "always drawing quite a large
crowd," according tojohnSchieffclin, the car museum
manager.
As Haupt mentions, Dean's Spyder production
number was ;50-0;; (thisnumber was originally verified by author/historiun BobDevlin, and then first published in one of my james Dean writings, "Little
Bastard: The Search for james Dean Spyder;" Porsche
Pano rama, j uly 19S4) and a mi rror image of itself one that is now universally known among all 3;6
Porsche devotees. Bill should however, feel very elated
by owning the sibling Spyder #;;0-00;4, which W:L~
produced in mid-july, 19; ; and shipped along with
four other ;5 0s to von Neuman n'sCompetition Motors
in Hollywood, California.
As fo r Haupt's speculation that Pete Kinsey's
#S0032 Speedster is one number away from james
De:U1's possible #S0033, I can onlysaythat is not so.
De:U1's Speedster W:L~ actually made a Iittlc further
Broo klandoille, MD
(#8408 4 Speetlster and #102389 oin tage
race coupe)
Ed note: Lee Raskin is a recognizedjames Dcanl3; 6
Historian, wri ter and producer of jam es Deal/ at
Higb Speed (Speedvision, 1995)
See the next page for more onjames Dean's Spyder
and early racing in California.
"California" Used 356 Parts
EASY
European Auto Salvage Yard
4060 Harlan Street
Emeryville , CA 94608
(510) 653-EASY
Fax (510) 653-3178
email : [email protected]
March/April 2001
9
James Dean's Spyder Engine
Here are some pictures from the 1956 Pebble
Beach races. The only person 1 remember in the shot
is Peter Darnall (who is making vintage racing videos
now) who is standing directly behind the head of the
guy leaningover to lookat the engine. 1 rode down to
Monterey with Pete in his MG Te from
Berkeley with our "touring society" to
see the races.
...the rest of the story
Photos by Jim Fleming
More on the 4-cam Lotus
Here is perhaps theonlyphoto of
James Dean's 550 4-cam engine (#90
059) in a Lotus IX; a real piece of
Porsche history. 1believe thephoto was
taken byJim Fleming at Pebble Beach
in 1956 (l recall checking the #159 F
against the race program). Ayear earlier, Dr. Wm. Eschrich purchased the
wrecked #550-0055 Spyder with his
friend and fellow racer, Dr. Troy
McHenry from the Estate. Dr. Eschrich
took the engine, which had less than
500 miles on the clock and was
undamaged in James Dean's fatal accident. Dr. McHenry took the transaxle
(#10 046), the steering mechanism
and brakes forhisown 550Spyder. Dr.
Eschrich mounted the -i-cam in his
Lotus IX (which didnothave an engine
of its own) and in 1956 raced it at
Pebble Beach in the under 1500cc
event. lie finished sixth overall behind
~
e
s
4 other550Spyders andPete Lovely's Pooper. Later at
the Pomona Fairgrounds on October 21, 1956, Dr.
Eschrich had a minor shunt in the LotuslPorsche. His
friend, Dr. McHenry in his own 550 Spyder also
crashed during the event, but was killed when the
Pitman arm brokeand he lostthe steering causing the
Porsche to run into the only tree near the course. Dr.
Eschrich, stunned bythelossofhis close friend, never
racedagain!
The LotuslPorsche remained in Dr. Eschrich's
possession forover 30 years until hisown death. Today,
theLotuslPorsche is owned byson, Tyler Eschrich who
remains reclusive. So theJames Dean 550engine lives!
Lee Raskin, Brooklan dvi lle, MD
fJJ-~'
'0
° 03 5 6 &SALES
~
F==I c::::::l r::::::::l L J
O
~
S ANT A
c:::::: --r- ~
CLARITA, CALIFORNIA
1958
Speedster
$75,000
1956 Coupe
unrestored
original
$12,000
1957
Speedster
$28,000
wNW engine
1955
Speedster
$10,000
• Private trans actions-I am usually your only contac t
• Expert evaluations and Honest representations
• Southern California showroom-by appointment
• Indoor storage-private and secure
• Consignment sales· Enclosed transportation
• Sellers/Buyers remorse counseling
10
Volum e 24 . Number 6
Red Tip
Antenna
$65.
Teardrop
Lenses
$25. Pair
Headrest
Set
Vinyl $395.
Leather
$445.
Wood
Rimmed
Steering
Wheels
$895. to
$1 ,950.
356 Registry
east Coast t-Ioliday
september 6-9
Chattanooga, Tennessee
Below: Walnut Street Bridge, the longest pedestrian
bridge in the country, boasts outstanding views of
Chattanooga's new riverfront.
Terminal Station train depot is at the
heart of the 30-acre Chattanooga
Choo Choo Holiday Inn complex
featuring formal gardens , intriguing
shops , railroad history, fine dining
and much more .
Left: Lookout
Mountain's Point
Park is the site of
the 1863 Civil War
"Battle Above the
Clouds."
Holiday Schedule
S eptelnber 6
Registrat ion open
9:02AM 'til 10:58AM
Lookout Mountain Tour
1:22PM 'till 4:18PM
Literat ure & Parts Swa p meet
5:01PM 'til 6:48PM
Regist ration Open
5:05PM 'til 6:37PM
Welcome Party
6:56PM'till0: l 0PM
S eptember 7
Reg istrati on Open
9:02AM 'til 10:08AM
Downtown Tou r
10:15AM 'til 2:07PM
Tech Session
2:10PM 'til 4:18PM
Registration Open
2:10PM 'til 5:0 1PM
Literatur e & Parts Swap Meet
5:0 1PM 'til 6:12PM
Aquarium Dinner
6:22PM 'til 9:22PM
otel Reservations
Call the Chattanooga Choo Choo Holiday Inn 1-800-872-2529 to make a hotel reservation.
Ask for the special group rate. Single: $99. Double (2 persons): $99. Plus tax. Children 18 and
under, FREE in same room with parents. Reservations must be received by Aug. 13, '01.
r-------------- - - - - - - - -------------------.-·-,-.-~-·-·.,.
: Registrant,
_
I
I Member Number
Co-Registrant,
_
I
I Address'--
_
I
I City
StateIProv
COuntry
S eptember 8
Registrant
x1
Co-Registrant
x
_
Junior Co-Registrant*
x
_
x
_
_
"Junior Registration: Under age 16.
Includes Welcome Party & Hospitality Complex ONLY.
Co-Registrant.
_
_
Registration fees include: Welcome Party (cash bar),
=$95.00 Hospitality Suite, T-Shirt,Hat, Patch, Swap meets& Awards.
$
Registrations must be received by August 15. 2001 .
70 ea. =- - - - Lateregistrations/registration at the eventwill be acceptedat the
$
aboveprice, but you will not receive T-Shirt,Hat, Patch, Welcome
20 ea. =
Partyor be able to purchase mealtickets. Toencourage youth
$27
participation, we offera juniorco-registration, but please note
ea. =
imitations. Meal packages for juniors must be same as adult.
Make checks payable to:
$30 ea. =
_
356 Registry East Coast Holiday 2001
$95 ea.
I
I
year
Long-SleevedT-Shirt Size- Registrant
Fri. Night Aquarium Dinner x
I
_
Body Style,
Car COlor
Sat. Night Banquet
_
Email,
Car Model
S eptember 9
_
ZiplPost. Code.
Phone
Co ncou rs Car Placement
8:02AM 'til 9:58AM
Co ncours People's Cho ice
10:02AM 'til 12:12PM
Con cours Awa rds
1:58PM 'til 3:56 PM
Li teratu re & Parts Swap Meet
3:56PM 'til 6:06PM
Banquet Cocktails
6:28PM 'til 7:32PM
Banquet
7:33 PM 'til 10:27PM
50 piece band. Dress in the style
matching the year of your car!
Last Stop Swap Meet
7:58AM 'til 10:02AM
Please note: The Hospi tality
Comp lex will be open Thurs.
thru Sat. 9:02AM 'til 11:58 PM
356 Registry east Coast t-Ioliday Chattanooga 2001
I
Total
Mail To: 356 Registry East Coast Holiday 2001
618 Gatewood Ave. , High Point, NC 27262
~----------------------------------------------~
his time's offeringis a bitofa hodgepodge,
buthopefully there is a little somethingfor
everyone.
T
To script or not to script
Last time I said that I'd tryto putsomedates with
the chassis numbers that were given as 1960 modelT5
cars with and without front scripts respectively. The
Roadster change is now placed between #87383
(thanks Dave Goldman!) and #87581 puts it somewhere between January 11 , 1960 and Februarv 16
1960. The coupe change between #109796' and
#110829 was between November 27, 1959 and March
4, 1960. If anyone can further narrow this, please feel
free.
For those keeping up with the verylatest in chassis numbers, there are now officiallyseven more 356s!
FortheReutter-builtcoupesin 1963, crossout 125239
as the lastone and pencil in 125246.
1received a letter from Rainer Schmidtin Langen,
Germany. He has an interesting 356B Roadster steel
hardtop with plastic rear window. He thinks it was
made in the Frankfurt/Main area, but wonders if anyone hasadditional information.
He also enclosed a photo of the decalon a Lietz
luggage rack. Somehow I fear this will create demand
fo r a new product.
Gold cad (cad II) was used on calipers.
Gold cad might have been used on 1965 engine
hardware, such as theoilfilter strap andgenerator pulleys. Anybodyknow for sure?
Hood seals
One ofthe most popular questions that seems to
come up over andover again is how to properlyinstall
the front hood seal. Bruce Baker weighed in recently
with this authoritative dissertation.
"1just disassembled an unrestored 1958 cabrioletand 1957 Speedster. The joint on the hood sealswas
the same as I've always found; between the first and
second screw from the inner right corner c-piece on
the cowl. Of the Drauz, Reutter and Karmann bodied
cars I've seen, they are all there. The jointon the fender side ofthe reinforcement would be an anomalyand
the joint anywhere else would be a give-away of an
amateur installation, especiallywhen the seal is insideout."
"To install the seal 'glue and screw' and ifyou are
going touse theoriginalholes, mark their positionwi th
a pen/pencilon masking tape nexttowherethe rubber
will be glued. Then poke a hole with a sharp, small
pick to locate theholes without stretchingthe seal."
Hub caps
Letters
Moving along to e-mail, Bill Fulton commented
about a question 1 posed in Vol. 6, No. 6
(August/September 1980!) regardingthe paint number
used on cars with non-standard custom paint colors.
The Reutter code of 708 for Persian Blue on his 1957
coupe indicates that an unique number mayhave been
assigned by Reutter for each color. I hope I don't have
towait another twentyyears for the second replyto this
question.
More old business was brought up by Bill
Chattawayof Dallas, Texas. He added two later chassis
number data points to the last use of the rear single
overrider tube. The newestone was previouslylisted as
100765. Both 100780 and 100783 are similarly
equipped.
Martin Reich from down under inquired about
the use of gold cad plating used on 356s. The comments that 1 received when I put this to those on-line
are summed up, as follows:
12
Volume 24. Number 6
356c hub caps alsocame up recently. There are
three varieties which are as follows: plain cap with no
crest, those with enameled crests and those with nonenameled, or tarnished chrome crests. There is no
question that the plain caps were thefirst onesused on
cars built in July and August of 1963. After that it
becomes a bit more complicated.
Pete Novak provided the following three chassis
numbers of Karmann coupes that had plain hub caps
215296, 216037 and 215959, completed in
September, October and December 1963. The laller
car has a sunroof (yes, a Karmann bodied car with a
sunroof) andPete is the original owner.Incidentally, all
threecars also have headlight adjustingscrews at 4 and
8 o'clock.
The 356c parts manual dated August 1963 lists
the plain capsas standard andthe enamel crested caps
as optional. The non-enameled crests are not listed.
The other 356c parts manual I have (we all have two
don't we?) has pages dated 7/64 in this section, though
the illustration (413C) is the same as the un-updated
book and does not show a crest. The text in this book
states that the hub cap without crest is optional, and
that the hubcap with enamel crest is also optional. The
final variety, the hub cap with crest, tarnishedchromiumplating is listed as standard.
The 356c accessories manual that I have, dated
October 1963 has an index listing for hub caps with
crests (#9101), but there is no illustration or description in the actual manual. CharlieWhite has two of the
356c accessories manuals dated 3/64 and 9/64 that
have no listing in the index, as well as no illustration/description for optional hubcaps.
So what does all this mean? My take is that plain
caps were standard at first with enameled crested ones
optional early on (byAugust 1963). ByJuly of 1964,
the tarnished chrome crest was standard and both the
plain and enameled crested ones were available as
options. Anybody knowwhen the tarnished crested one
first appeared (hint:it should be between August 1963
andJuly 1964)?
Engine room trim
There were several more questions on the
356talk list about engine compartment upholsteryand
what variations existed. I don't have a lot ofdata points,
but here's whatI can offer up.
My unrestored '51 coupe #5430 has part of the
firewall piece ofupholsterystill in place. There are no
screwholes in the firewall, but there are tracesofglue.
No fi berboard between. There are a couple of screw
(or nail) holes on the sides of the inner engine compartment indicating that the side panel may have been
secured bysomesort ofhardware in partand glue elsewhere. This car was updated at Reutter circa 1953.
My'55 coupe #54205 had a complete original set
when purchased in 1977. It maybe around here somewhere, butI couldn't find it. It is cold here this time of
year andwandering around in the barn isn't much fun .
The setin it now is attached by screws andglue on the
firewall and side panels and glue elsewhere. I'd assume
Bruce Baker (who supervised the restoration) mounted the replacementupholstery like the original set.
My other '51 coupe #10712 has broken off
screwsin similar positions to the firewallscrewson the
55 coupe (alongthe top). The rest ofthe engine com-
.9 - - 3
Q-
I
4
partment sheetmetal has been replaced and/or liberally Bondoed, which is just fine forits currenttrack use.
The photos ofthe car when I boughtit show pieces of
upholsteryin place.
All 1950-1 952 Glaser cabriolets that I am aware
of have a unique quilted look upholsteryin the engine
compartment and elsewhere,
The upholstery for both coupe and cabriolet arc
illustrated on page .'\06 (Illustration 42) of the 1955
parts book. They arc not described in all editions, but
the one that docs bas no part numbers and doesn't say
that theywere installed on certain models and not others, Haling said that, the parts books arc notoriously
inaccurate and incomplete when itcomesto things like
this.
Bruce Baker, mentioned above, haling seen his
name in a public forum felt compelled to respond that
his 1953 sister cars, #51604 and #51605 both had
upholstcry, :L~ did his 1953 cabriolet, whose chassis
number has been lost to obscurity. He recalled the palls
were dense [ute covered with German linyl folded and
stitched along the edgewith a lightthread,
Tony Ferrera in Phoenix, AZ described the set in
his car in substantial detail. "My 1954 coupe project
car which has sat in barn since the 1970s has brown
engine compartment upholstery, but red interior, It is
made up of 9 pieces, three around the hinges, three
across the firewall andthree aroundthe sidesand rear
of the compartment. onlythe last three have holes and
Whatzits
his issue's quiz features three items that have something in common. Ofcourse, I'm not going to tell
you what except to saythey're all part of a system (or more accurately, a sub-system). Here's a hint:
they're allinthc front ofthe car. The "clamp" and the "washer" are steel. The otherthing isaluminum.
The clamp is easilyvisible, the aluminum piece can be seen with minor dlsassernhly and the washer is something
I believe very few people ever mess with, although it's close at hand (that's another hint) . Answers on page 21.
T
More "In the mail ..:'
I just had to write before too much time has
passed since the annual Porsche swap meet at Dunkel
Brothers. Since I attended my fi rst one last year, I had
been anxiouslyawaiting this onc! Needless to say, I was
not disappointed and, true to form, the gods must love
Porschcs because it actually stayed dry for the event
(well, most of it at least), I had a great time chatting
with people who share our common passion.
This is my"Second Coming" with an old Porsche.
Previously, I owned a '58 A coupe in the '70s that I
reluctantlysold to help financc the purchase of myfirst
•
I
,
Transmission & Gears
New Parts
Chassis #52073, a 1954 coupein France. Photo
courtesy Albert Hafner, Germany
screwsto fasten themdown. The others arc glued only.
The screws arc ordinary looking round hcadscrews, I
don't know whether the engine compartment upholsteryhas ever been replaced."
As previously stated, I would not he surprised to
learn that 1953/54 America series cars ( 1500N) had
no upholstery, but theyappear to have had it, as well, It
seems reasonable that in many cases the upholstery
was removed when it became unattractive with age. An
example of this was pointed out by Michael jekot of
Minneapolis, MN.
"I had a coupe #52700 that I purchased in 1970
in Denverthat had full engine compartment and trunk
(sides only) upholstery It seemed to me that it matched
the red interior, not onlyin color, buttuck and roll pattcrn on thc fircwall. in the cnginc compartmcnt I cannot \"Ouchthat it was original, but it was old thcn and a
rcal firc hazard. I had to rcmovc it all. Whcn I did, I
rcmcmbcr draining nearly a quart of oil from thc colIcction: '
I also had an c-mail from Fred Hampton in thc
mothcr country, who updatcd thc latcst 356A with
cnginc compartmcnt upholstcry to 55290 (from
55106). Oldcst oncwithout is still56020.
o.w
S-90 piston/cyl set. new (Shasta)
T-6 gas tanks. new. OE . blowout
T-6 front nose panel. new
Pre-A front nose panel. rt 2/3. NOS
T-5 front nose panel. 1ft 2/3. NOS
J-tube/heater box. new. blowout
B/C, 9 12 stainless muffler. new
B/C, 9 12 US & Euro muffler. new
AlB/C sport exhaust muffler, new
A hom buttons
Carrera 2 rear lower valence. new
Viton gasket sets & sea ls
Pre-A ign. Rotors. Bosch. new
$ 1295.
$895.
$950.
$900.
$795.
$ 150.
$495.
$250.
$295.
$ 135.
Ca ll.
Call.
$7.
LARGE SELECTION OF BODY PARTS
AND BODY SHEET METAL.
Engines
9 12 used. low miles. ex it
Race engine. 11.7 to I co mpo
' 64 Euro. as new show quality
Pre-A engine. mostly complete
.....
I
house, Fast-fo rward to the daywhen mydaughter graduatcd college and I could again afford to indulge
mysclf. I have been fortunate enough to have "discovered'' the 356 Registry and many of the great people
associated with it.
Manythanks to the Dunkel family for their hospitality and 10 Bob Campbell and all who helped for putting on a great eventl
Mike Wilson, Lomita, CA
'63 B coupe
$3500 .
$5850.
$6950.
$ 1500.
Race gea rs 74 1: IC- 12:33. 2C- 15:32, 2A- 16:31.
2E(s pec)- 19:32. 2D-18:29. 3F- 18:29. 3E-20 :27.
3A-22 :27. 3C-24:25. 4A-25 :24. 4B- 26:23
NEW 4TG tall cruising gea r-28:2 1 better gas
mileage. lower engine rpm.
NEW 7:3 1 R7P. 12-bolt for A/B/C. special$895.
74 1 torque-biasing limited-slip. new
$ 1795.
Rebui lt 74 1 trans, exc h
$ 1950.
Rebuilt 644 trans, exc h
$ 1850.
Rebuilt race 74 1 trans. BEBA w/LSD
$5250.
ASK ABOUT OUR IN-HOUSE REBUILD PROGRAM
ON YOUR TRANSMISSION OR OURS.
Misc. Used & Rebuilt
ZF steering boxes. rebuilt. exc h
$695.
6-vo lt regulators. rebuilt. exc h
$ 125.
C/SC/9 12 oil coo lers. rebu ilt. tested. exc h ..$225 .
C/SC/9 12 crankshafts
Call.
C/SC/9 12 rods
Call.
A guards. set. OE used. nice
$250 .
644
741
Race
Ratios
71 91 Arapahoe Rd.
Bo uld er, CO 80 303 USA
Phone: 303·443·1343
FAX: 303-444-3715
email: tomconway @carquip.com
WE TAKE TRADE-IN PARTS AND BUY USED PARTS
March/April 2001
13
The Porsche: distinctive both in
interior and exterior appearance
n this second installment on rare Porsche posters, I will continue with the
Factoryissuedimages that focus on "the sportinglife"; a departure from the
norm of posters relating to their race successes. Because these were to be
displayed by the dealers, it is clearly a very small production compared to the race
images that were handed out somewhat freely. All images in this group are the 33" x
46" size, the largest size theFactoryproduced.
Released inAugust, 1961, 356 BSteering Wheel was a lovelyphoto/art montage by Erich Strenger. As noted earlier, he was continuing to move in this direction
awayfrom his incredible paintings (first water color washes and then gouache). In
I
RARE
PDRSCHE
Posters
By Everett Anton Singer
Photography by Steve Geraci
thisprogression, the impact becomes strongeras you see in his laterwork.
Four interrelated images on the opposite page linked the 356 with a variety of
sporting endeavors: Saddle (August, 1961), Rifle (November, 1961), Skis
(February, 1962), and Golf Clubs (April, 1962). Hans Lohrer was the designer of
the art, as noted in the margins; languages in English, French andGerman.
InJune 1962, the Blue 356, a sideview/cross-sectional view pictured above
was distributed to dealers. Forsome reason, unknown to me, this poster is almost
never seen! This "cut-a-way" car image, along with four others, was commemorated
in a postcard setwith a special holder and mayhave been available at the dealers; it
is quite rare today.
Pleaseaddressany questions or comments to me at: [email protected]. In
the next installment, we'll look at race"event" posters featuring the 356 and
Spyder.
14
Volume 24. Num ber 6
~.-.~
...
_~_
...
-
Areal pleasure in sports
. .
Car drlvmg
......iIii;;;;
the perfect sporting partner
i'
For carefree country life
I '
i
~C::>F=iSC::f-fE:
~-------
March/April 2001
15
n response to my column in the last issue
regarding a grounding problem on a voltage
regulator, Stan Bonnesen sent the following:
"Vic, I don't believe the gentleman was correct
when he stated that the problem (Grounding 10I) on
the 12 volt Acar was the change in electrical conductivity with temperature of the aluminum mounting plate
for the regulator. Aluminum has a slightly lower conductivity thancopper, but the change with the temperature is almost identical. More likely the problem was
related to the fact that aluminum grows a very hard
oxide immediatelyon being exposed to oxygen andthis
oxide is about as non-conductive as a materialcan be.
This, combined with its fairly high thermal expansion,
probablywas behind the problem. Inthe late '60s Ford
made electrical grounding connections to aluminum
reflectors in taillight assemblies. This caused lots of
problems because what lookedlike perfectlygood connections were almost open circuits.
"I understand why you saidyou had notheardof
the decrease in conductivity with temperature problems before; it doesn't really occur."
Thanks for the insight, Stan. I never claimed
empathywith electrical stuff, and this proves it again.
I
Flywheels
Also, in the last issue was someinformation fro m
our editor about using a flywheel lock to hold the flywheel when loosening or tightening the gland nut. Only
problem is, Gordon has never seen a 356-engine case
with a missingchunk ofaluminum at the uppermounting hole caused by use of said tool. Worse yet, how
about a lower mounting stud torn out of the case,
necessitating welding or an oversize insertand subsequent drilling and tapping. A while ago, Vol. I, #2, I
wrote about making a flywheel holding tool to accomplish a safeway of tightening the gland nut. Here's the
info again (ignore the reference to my 175 lbs.).
Flywheel Holding Tool. Take a 2 or 3 foot long
length ofangle iron, drilltwoholes for bolting to your
flywheel as shown: Take a 3/4" drive 1-7/16" socket
andslide bar handle (availableatSears) slip a 4' length
of pipe over it, and lean on it hard. For tightening,
reverse the angle iron, and lean hard again. Don't be
afraid of overtightening. I apply my complete weight
(175lbs.) at the end ofthe pipe and have no problems.
You do have to watch the bolts holding the angle
to the flywheel, Use a couple of extras, because they
tend to get deformed and don't worktoo well on the
pressure plate. If the gland nut starts to strip, stop! It
wasn't any good anyway Remove it in time, and you
won't have any problems with having to remove the
stripped threads from the crankshaft.
Backing plate swaps
I was recently asked about the use ofAor Bbacking plates with drums other than the ones for which
they're designed. You can use B backing plates with A
or B drums, but NOT Abacking plates with B drums!
The lip on the outer diameter of the Abacking plate is
tootall forthe Bdrumto clear.The Bbacking plate has
two shorter "lips" to effect what the factory called a
"labyrinth" seal for better water exclusion.
Disc brake swaps
So you want to convert your drum-brake car to
disc brakes! Just what constitutes a "complete" set of
parts required? If you're doinga racecar, your requirements are much simpler than a complete, useable
street set up. The obvious pieces are, of course, the
front spindles, calipers, rotors, hubs, and brass banjo
fittings to properly position the brake hose. At the rear
we need the axle tubes, hubs, calipers, and rotors.
Don't forget the proper master cylinder. Now inspect
the "complete" set you bought. Are the calipers ready
to use? Ofcourse not; they need to be rebuilt and may
need new pistons, the brake pipe connecting the two
halves, and the special brass banjo fittings. This fitting
differs from the drum-brake fittings byhaving an angle
to the bodyto clearthe caliper when installed correctly. Current price on these is over $30. ea. Don't forget
when you're exami ning the brake hose connections
that they're going to be in a different position when at
normal ride height. Be sure to check clearances when
steering from lock-to-lock. The hose should make an
S-bend from its chassis attachment point, intothebanjo
fitting, FACINGFORWARD.
Ofcourse all the rotors are rusted originals, so
they're junk. Luckily we now have new ones readily
available. Okay, your racecar is ready; assuming you
got some correct wheels. Oh, you're doing a street car?
Okay, the frontdust shields: I havenever seen one that
wasn't cracked at the bottom link-pin clearance hole.
No problem: weldit up. How about the rear shields: If
they came off a trans that was banging around for a
while outofa car, they are beat to death.
Okay, we're getting there. Oh, you want a functioning parking brake? Fine. Install all the shoes and
hardware on the rear backing plates. Nowyou need the
disc brake cables. What do you mean they don't fit the
chassis nipples on a drum-brake car?Well, make them
fit. Remove the drum-brakecable, then you'll have to
remove the bell-shaped cover and securing nut fro m
the threaded end of the chassis cable tube (just under
the torsion bar tube). Whenyou have this off, installthe
disc brake cable (you may have to grind a bit of the
square "shoulder" off the end of the cable to get it
through (see illustration). Now feed the thin nut and
"bell" cover over the end of the new cable and thread
them back on where they came off. The "bell" nicely
clamps the cable tube end to the body.
Oh yeah, you can't use the disc-brake rubber
bumper because the drum-brake chassis bump stop
willcut itvertically in half. So you have to use the drumbrake rubber bumper because onlyit willline up properlywith the chassis bump stop. Well, the drum-brake
rubber bumper bracket doesn 't have the proper place
to holdthe disc brake cable housing. Soyou're going
to have to make a piece or chop upa disc-brake bracket and sandwich it into the proper location,
All right! Now we're done. Fat chance. The discbrake forward cable endsdon't fit the drum brake doohickey up in the tunnel where the forward single cable
connects to the two rear cables (see this month's
whatzit). Find someone junking a 'C' for the requisite
part, or get creative. Adjust the cables ends in the tunnel and under the gastank up front. Nowyou're done.
Abit of work, eh?
You knowwhat this all means? That most of the
conversions out there are not properlydone, and have
cut somecomers somewhere. Or, ifyou're going to do
it right, you're goingto spend somemoneyand a lot of
time, or you're going to paysomeone kn~vledgeable to
do it for you correctly.
~
Above: Theposition of a standard ( rubber
bumper puts it in a line to hit the rib of an early
car's bumperstop. Sooneror later you'll havea
split bumper.
You will notice that this method also braces the
engine to the floor, negating the need for an 800 lb.
Gorilla to keep the engine from flipping over. If yourJpipes are already on and in the way, simply place the
bar on a jackstand or pile of2x4's to clear the pipe.
16
Volume 24, Number 6
Left: There are a lot of parts neededfor the ( disc
setup, including the rear handbrake "spreaders"
(top, right), castellated nuts for the rear end of the
brakecables (far left), round head nuts for the
other end of the cables, and the special offset
brass banjofittings for the front calipers. Besure
you have them all.
Grommet hole 19mm
/'
..... \ diameter
I
\
}
..............
Above: Dick Weiss provided a diagram for making
a cable holder for use with an A bump stop. Dick
recommends using liS" hard aluminum and
anodizing or painting the finished piece. A rubber
grommet is used in the cable hole (dotted line).
Next column from top : 1. The original position of a
( bumper. 2. The adapter in place (this one was
made of sheet steel and worked to duplicate the
indent on the ( piece). 3. The top of the cast axle
tube end had to be ground down so the A bumper
would fit the bolt holes; the entire geometry of the
( bumper is different. 4. The finished adapter with
the A bumpe r in place on a ( axle. cable installed.
The disc brake cable jacket doesn't fit on the early
car's chassis"nipple" properly, but it can be
clamped in place with the same "bell" piece used
for the drum brake cable. While you're at it.
replace the cable holding straps. too. These are
from Brad Ripley at NLA. Note the front trans
mount is missing its metal "rup "
Photos and captions by the edito r, who is solely
responsible for any dumb mistakes made in
expla ining the whole process.
Original
Memorabilia
Posters: Factory, event & commemorative
(buy/selUtrade)
Publications: Factory manuals, supplements,
literature
Advertising Items: special Factory pieces
Postcards: Factory & period releases
Models : vintage pieces in various scales
Signs: Factory & period manufacturers
Ads : originals from the era
Above: Drum lIeft) and disc cables have different
ends. The disc brake connector (equali zer) in the
tunnel (below) uses special rounded nuts. with
6mm locknuts . Adjustment of the cable can be
made here and at the front of the single cable
from the hand brake pivot arm (under the gas tank
area). Note the difference between the ( brake
equali zer below and the drum brake connector
shown on page 13 and 21. The rear end of the (
cable requires small castle nuts (see photo at
rightl,
Photos: Factory, tracks, auto shows
Hand-Crafted
Leather Goods
Since 1980, providing serious owners with :
Interior Luggage Straps
Key FoblHolder
Spare Tire Strap
GT Window Straps
I
I
VISA and MasterCard accepted
27-page list of original/authentic memorabilia :
SASE +50.77 postage (US) or 53.00 (foreign) to:
-
~
,
oJ
-".-",I ~ ~
...--
-,
.
SPYDER ENTERPRISES
RFD 1682 - Laurel Hollow - NY 11791-9644
Tel: 516-367-1616
FAX: 516-367-3260
email: singer356 @aol.com
March/April 2001
17
ast issue welooked at a group of open cars,
so this issue we have seven Coupes from
1955to 1964 to present. Asusual, allof our
prices for cars that sold include the buyer's commission (which ranges from 5%to 10%), and allthose for
cars unsold are just the high bid, with no buyer's commission added.
We start with the oldest car first, a 1955 356
Sunroof, in what looked like Polyantha Red (deep
burgundy), with a beige vinyl interior. This color was
L
I,,
notcorrectfora pre-A, butgiven this is a verylatepreA, the Kardex mayshow it to be correct. The paint was
not at all a fancy job, with plenty of orange-peel and
some dust trapped in the final coat. The engine was
claimed to be a correct 70hp 1500 Super, originally
equipped with a roller bearing crankshaft. Bent windshield, no bumper overriders, baby moon hubcaps, all
are correct for this year. The chrome was ok, with
panel fit good but not exceptional. The carbs and
intake manifolds were incorrect, butthe originals were
included. The car was sold for $26,400 at the RM Auto
Salon auction in New York, 23 September 2000.
Jim Schrager
Coupes on Parade
Although this maysound like lots of moneyfor a pre-A
Coupe in thisless than perfect condition, thisis thevery
rare loaded Coupe, with Sunroof and the most exotic
pushrod engine available.
Next up is a 1959 356ACoupe, painted creamy
yellow with a chocolate brown leather interior. This
was a very sweet-lookingcar, with disc brakes, chrome
wheels, and full correct high-bar bumper overriders.
Verynicefits anddetails, this car was clearlysomeone's
baby. Perhaps this was a custom color, butin anycase,
we know the disc brakes were added later. It sold at
$30,500 and the buzz around the RM auction in
Monterey (I8 August 2000) was that it was a rather
high price for a non-original car. In my mind, it was a
great 356A to vigorously use that would be hard to
duplicate for the price paid.
A1961 356B 1600 Normal Coupe, Slate Gray
Buyi ng,
Drivin g and
Enjoyi ng the
Porsc he 356
by Jame s
Schrager
1·888·237·4359
LOI'] ! ,I· [II
m'I'I'] :fH{'] I,I
PORSCHE SALVAGE
New & Used Parts
A ccessories & Die-Cast Model Cars
CallfoT
a Free
"We Buy Wrecks"
Catalog
B
Since 1975
18
ES TD EAL, Inc.
817/ Monroe Ave ., Stanton, C4 90680
(2 mile.ssouth of Knorr's Berry Fann )
phone: (800)354-9202 . fax: (714) 995-59 18
hours: 8:30.5:00m on-Irt. 9:()()'3:(l()sat.
website: hup://users.dclt3ncl.com/ -bestdea!
Volume 24. Number 6
with red vinyl was offered at the RMauction at Meadow
Brook, Michigan, 5 August 2000. Something about this
car wasn't quite right.The front bumper endsdrooped
down, the rear bumper center pushed up, driver's door
gaps were too wide. This car may have had a poor rear
clip or some other sort of serious collision damage.
Baby moon hubcaps, a lousy original steering wheel
with thehorn button missing, original chromeshowing
its age, pitted door handles, worn-out rubber. This car
felt like a wrecked and rustyrelicpatched back together. Surprisingly, the crowd bid it to $16,500, but the
seller wanted $22,000 so the car remained unsold. I
would sayitcould have been sold with no regrets at the
high bid.
A1963 356B Coupe in the unusual colorsofOslo
Blue with a red interior was auctioned on eBay. This
appeared to be presented by a car flipper who picked
the 356 out of the local paper and was attempting to
make a few bucks on it. His ownership was limited to
just over oneweek. He wrote a longand wordydescription, butmanymajor itemssuch as howmanyyears the
car had been sitting or the history of the mechanicals
was left unknown. There were rust bubbles, some soft
metal, and of course 5.5" VW chrome wheels. Awfully
dangerous to buy a 356 from a flipper based only on
the notoriously inaccurate digital images (notice I
decline to call them photos). Although the car was
declared sold at $12,200, many such eBay deals are
notin fact consummated oncethe buyerseesthe car in
the flesh.
A1964 356c Coupe, SignalRed with black was
a car that appeared to be in fine shape. The door fits
/
were good although the hood was a bit off. Chrome
wheels, Hella fog lamps, lovely chrome. This prettycar
was bid to just $14,500 and declared a no sale at
Brooks USAauction in Hershey, PAon 6 October2000.
This was a small auction and garnered a sale rate of
just 34%ofthe cars offered. Manyotherdesirable cars
missed their reserves, such as a 1963 XKE Roadster,
rust free (bid to $24,000), a 1967 Lamborghini 400GT,
rust free and straight as a dollar (bid to $42,000),
while an immaculate 1967 Toyota 2000 GT set a new
world record at $151,000. Athin crowd with unusual
tastes. This 356c was worth more and the seller was
right to refuse the high bid.
A1964 356sc in Light Ivorywith a red vinyl interior was presented at the McCormick auction in Palm
Springs, CA on 18 November 2000. This Karmann bodied Coupe was a straight, original, tired car. It had
California blue plates, not the black plates that would
have tagged it as a California original. It came fully
equipped with chrome wheels and a bit too much
smokefromits engine. This one is ready for a complete
restoration, but lookedlike a solid place to start. It was
bid to $12,250 and the seller, a dealer with years of
experience in things Porsche, walked away without
regrets.
Our final Coupe is also a 1964 356C, Signal Red
with black leather, also presented at the McCornlick
Auction. This was a carsomeone had started to restore,
but theyhad forgotten to do the body. Thegapswere off
on both doors, the hood and the engine cover. It is
unusual to see bad gaps on an engine cover. The paint
was old and unimpressive. The engine was a nicely
detailed early S-90 with Weber carbs and an 009 distributor, all of course entirelywrong for this car. The
floors and longitudinals were replaced, the fro nt compartment was complete and decent, and a fresh if
slightly improper interior in black leather was
installed. What to do with this car? The crowd didn't
know either, as itwas bidto $9,500 anddeclared a nosale.
Questions, comments or criticisms always welcome at: 54722 Little Flower Trail, Mishawaka, IN
46545. For fastest response, my e-mail is:
[email protected]
~
Registry contracts
open to bids
The contracts between 356
Registry, Inc. and the vendors it
uses for various services will, as
usual, be open for bids for the
next fiscal year(s). Contracts are
generally for multiple years. The
current year ends August 31. The
trustees will award contracts at
their August meeting from proposals submitted by August 1st.
Services contracted by the club
include Membership Services,
Magazine Publication and Goodie
Store management.
If you are interested in submitting a bid for services, please
contact the Secretary for more
information:
OIL FILTER · MAHLE
$4.75
AIR FILTER ELEMENT ALLWIZENITH .. 9.75
1600 ENGINE GASKET SETCOMPL
89.50
OILLINE INLET
8.50
8.50
OILLINEOVTI.ET
1.50
OILSTRAINER GASKET KIT
GENERATOR PULLEY HALF INNER
9.25
GENERATOR PULLEY HALFOUTER
9.00
A·!3-C- TRANS GASKET SET
45.50
SWEPCO GEAR LUBRICANT(GAL)
34.50
BOSCH 050 DISTRIBUTOR
85.00
POINTS FOR .050 DISTRIBUTOR
2.50
CAP & ROTOR FOR050 DISTRIBUTOR 19.50
KINGAND LINK PINSET GERMAN
62.50
75.00
BlC HOOD HANDLE withCREST
CHROME LOCKING ANTENNA
19.50
A-8-C STAINLESS BRAKELINESET .. 42.50
BRAKE MASTER CYL,Ml w/reservoir .. 89.50
BRAKEMASTER CYL,ClSC
$79.50
C BRAKE CAUPER KIT F OR R
12.50
A-8-C OUTSIDE DOOR HANDLE
19.50
A HORNGRILLE
21.00
BoC UPPERHORN GRILLE
21.50
8-C LOWER FOG LAMPGRILLE
23.50
A·B HUB CAPBABYMOON
21.50
B HUB CAP S90WITH ENAMEL CREST37.50
C HUBCAP WITH ENAMEL CREST
37.50
A SIDEVIEW MIRRORAERO
.41.50
B SIDE VIEW MIRROR PONTOSTABIL .41.50
C SIDE VIEW MIRROR DURANT
.42.50
B-C BUMPERGUARD F OR R
98.50
A BUMPERDECO F OR R
65.00
8-C BUMPER DECO F OR R
62.00
A ROCKER PANEL DECO
50.00
B-C ROCKER PANEL DECO
48.00
CUSTOM-FIT CAR COVERS $109.50
Call about parts for newer Porsches, too!
Patty Yow, Secretary
21 Thimbleberry Square
Greensboro, NC27455
TWEEKScelebrates 25 YEARSIN BUSINESS withour
"Party AcrossTheNation" - awhirlwind ofSilver
Anniversary activities at select 2001 events!
Our special anniversary "Tweekster" projectcar isalso
underway. an unprecedented highly modified. 400+hp
Super Boxster, which will attend numerous shows
beforeits official unveiling at Tweeks' Funfestfor
Porsche", July 21-22. 2001.
Check out www.madirecl.com for complete details on
our Silver Anniversary andto order your FREE full color CATALOG of parts and accessories forPorsche"'!
Phone:8 GO-SGO- I SOO
Log on to
or
www....adlrect.co...
Ir----------------~
0 Send me a FREE Parts & Accesories for Porsche" Catalog!
• ;
';' ';.~.§
:
Name:
_
I Address:
_
II Zip+4:
State:
I City:
_
_
I
I Daytime Phone: (\
_
I Year:
Model'
I
I E·maiIAddress:- - - - I Do you belong to a carclub!
I Fax coupon to: 217-347-2952
I
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I
Body Style:
- - -- - Yes
0 No
• Or mail coupon to:
~
p
_
P.O. Box 1368,
Dept.T3031 ,
Effingham, IL 6240 I
~---------------March/April 2001
19
Emil today working on "Diablo," a '56 coupe.
"MOSbY'" our Se/" GT" Coupe was showing
about 5500 rpm in top just past the
start/finish line at Lime Rock Park. A
glance in the Talbot rearview mirror showed a white
Special about to overtake us. This guywas reallytravelling; he must have been doing at least 130 mph. I was
impressed.
Unknown to me, this was my first acquaintance
with Emil Hoffman, or to be more precise, one of his
creations. The car that had just passed me had been
built from scratch by him. It was called the Hansgen
Jaguar Special.
A few laps later the high point of the weekend
occurred. The great man (StirlingMoss) passed me in
The Hansgen special was styled after Jaguars of
the day.
the Esses in a Maserati 250FFormula I car. Executinga
perfect four-wheel drift, Stirling had time for a quick
wave to acknowledge the pass. Great stuff I mused
,inhalingdeeplythe heady blendofCastrol Rand highoctane racing fuel.
Afew weeks later, I was working in a race shop
near Reigelsville, Pennsylvania. Our Meissen Blue
Speedster was parked outside. Spying the Porsche, a
woman stopped and entered the shop. Her father had
recently retired and wanted to sell offhis accumulated
356 sheet metal inventory. Wouldwe be interested?
Ameeting was arranged, the price agreed to and
I was the happy owner ofan extensive356sheet metal
20
Volume 24. Number 6
collection. But more importantly, I met Emil Hoffman.
Aman mild-mannered and unassuming, yet supremely
confident in his capabilities. Here was a man of the
"old school" who could do practically anything with
sheet metalfab rication. Startingwith a flat sheet ofaluminum, Emil could construct an entire automobile
body. I was amazed. More amazingis the fact that Emil
was entirelyself-taught.
His career started in 1939 approaching the end
ofthe GreatDepression. Emil was lucky to find work in
a gasstation in Westfield, NewJersey. The police chief
had damaged the front ofthe town's brand-newpolice
cruiser. Could Emilquietly and quicklyrepairit?He did
and in record time. ClearlyEmil was beginninga career
well beyond that of a 25-cents per hour gas station
attendant.
Emil took a job with E K. Hansgen & Son. This
shop built, repaired and painted horse and buggy carriages and fire engines. Through years of trial and
error, he learned the arcane art of metalworking,
shrinking, bending, welding and fabrication. Thisexperience bore fruit and resultedin a skilledcraftsman par
excellence.
Walt Hansgen, the owner's son, was involved in
road racing in the early '50s. He competedin aJaguar
XK 120 Coupe and was doing quite well. He had, it's
said, a veryaggressive driving style.
Walt was interested in winning overall honors
rather than just production-class wins, Clearly what
was neededwas an outright racecar, notjust a splffedup production car. The C-Type Jaguar was inverylimited production and pricey. The logical solution was to
build their own car.
Accordingly, the chassis "plan" was chalked out
on the garage floor in the timeless tradition of special
builders. Running gear and the drive train was pirated
from the 120 Coupe. Emil undertook the task of buildingthe entire car around theJag components.
The main chassis frame rails were made up of
large diameter chrome-moly tubing with some round
and some oval sections. Bends were made by welding
the tubing ends shut after tightlypacking themwith dry
sand and heating with a torch to get the desired contours. Wet sandwas avoided because it caused steam
and wouldresult in an explosion.
The entire front and rear sections were made
from a single sheet of IS-gauge aluminum. The body
pivoted at the cowl to allow access to the engine and
front suspension. To stretch the metal and make compound curves, Emil made up a special head for an airpowered rivet gun. The noise of this air hammer
caused himto be partially deaffor days. Sandbags and
a tree stump were also employed toshape bodypanels.
The body was supported by a "bird cage" frame
of 1/2" mild steel tubing. All chassis and bodyfabricationweldingwas done bygas. Remember this was years
before the advent of MIGfflGequipment.Obviouslythe
skill level and artistry required was light-years more
difficult with gas equipment.
Finally, after countless late nights and weekends,
the HansgenSpecial was readyfor her debutatWatkins
Glen. Waller had made a builder's tag, which he
mounted under the bonnet. It stated "Built by Walt
llansgen painted by F.K. Hansgen." Seeing this and
understandably miffed, Emil (who had pretty much
built the car) tookit upon himselfto make and install
a new tag: "Built by Walt Hansgen and Emil Hoffman
and painted by F.K. llansgen."
Upon opening the hood at Watkins Glen, Walt
spied the new tagand in a rage, ripped it offthe chassis. Apparently he calmed down enough to go out and
win the vehicle's first race.
Needless to say, this incident caused a rift
between the two resultingin Emil joining Linden Auto
Body. He was hired to work principally on a new and
excitingcar justintroduced into the U.S. It was called a
Porsche Type 356. With the advent of the 356, Emil's
career reallytookoff.
Linden specialized in Porsches. They were kept
quite busy repairing crashdamage to the earlycars. By
now it's nosecret that these carswere quite a challenge
to drive fast successfully. Many neophytes (myself
included) cameto grief at the wheel of a Porsche.
In 1957, I was viewed asan experton sportscars.
The soleevidenceforthis is that myfather hada '56 VW
sedan that I occasionally drove. Based upon such
expert advice, a friend purchased a lovely Black '54
Super coupe. Ofcourse, an extended road test was in
order. For only 1-1/2 liters displacement, we were
impressed by its performance and good road holding
on bumpy roads. This in stark contrast to my '40 Ford
business coupe which had the suspension setup of a
dirt track stockcar.
Our test drive led to Greenwood Lake, NewYork
where the drinking age was only IS ( I was stillunderage) . After only a few 15-cent draughts, we were to
come to grief on the way home. It all happened very
quickly; a 90-degreeright turntaken a tadtoo fast, rear
end breakaway, a dirt berm on the shoulder and there
we were with the Porsche on its side. We quickly righted the coupeandgot on ourway. Damage was minimal,
but the cost of repair strained our friendship and my
college-depleted finances.
These early cars not only violently oversteered,
butwould understeer, as well, under heavy braking in
the wet, as the O\\11er was soon to learn. Within a few
days of the car being repaired to "as new" condition,
"jughead" wentstraight into a very large tree on a very
slippery wet road. The left-hand turn was also very
sharp.
Chalk off one Super Coupe and add to thegrow-
Emil did restoration work on a 908 for
Porsche/Audi.
ing legend that these small cars fro m Germany were
"difficult" to drive fast. All, however, grist for Emil's
mill.
Emil laughs today, for example, about the nice
gentleman from Bernardsville, Newjersey with the '55
Whitc Speedster, This man comprehensively demolishcd the car not once, but three times. One time, the
Speedster II'<l~ hcntso badlynoneofthe panel openings
were correct. Emil had to construct his own frame
machine jig. The factory frame machine was not up to
the task.
1\1'0 very successful Speedsters were raced in the
SCCAbyGeorgie Freyand Ilans Zcrcis in the later '50s.
Emil replaced the entire nose section on one car "at
least ten times." IIc recalls the other being repaired
"30 to 40 times" in the nose alone. \~11 at 'S that ahout
George W:l~hi ngto n's hatchet?
By this time, Emil had opened his own shop. IIc
always worked alone and contracted out the paint
work. Thc challenge was metalworking; painting was
"easy"
lie II'<l~ kept busy during this period working on
the factory aluminum racing cars, which were extensively raced in the Nort heast. IIc recollects there were
15 to 20 actively being campaigned.
Emil and his wife, Anne, recall with a laugh one
car in particular. Said owner showed up in their yard
with a Spydcr on a trailer. The nose section in many
After a long, rewarding and successful career,
Emil cnjoys his family, pets, garden, fis hing and gun
collcctinghobbies. Luckily, I was able to convince him
to come out of retirement to help me with a vCIY special project.
SIN 56552 is a very low-mileage, totally unrusted
'56 coupe which has been in storage for many years,
During this time, "Diablo" has acquired many small
dents and dings.
Emil agreed to straighten the body in preparation
for paint. IIc said he would "metal finish" it, just like it
was huilt at the factory when ncw. The metal would hc
perfectly reshaped using a hammer and dolly and
scams releaded where necessary With thc exception of
lead, there would be no fi llcr except the primer, The
work done to date is absolutelystunning. All the panel
gaps arc perfect,
One day I explained to Emil that most "modern"
restorers expound on the vi rtues of modern plastic
fil lcrs as compared to lead, Clearly Emil is not
impressed. For my part , I'm quite exclted that the car
will he finished as original. I hope to cnjoy this car fo r
the balance of my lifetime thanks to the great skill and
dedication of the Master Craftsman, Emil lloffman.
~
ars ago, Emil sectioned a complete nose
on a hadly damaged "B" model Cabriolet.
Since he never did any paint work, thc car
went to a well-known Porsche restoration shop. The
car arrived in bare metal, The shop owners examined
the Cabriolet metal work in vain. They could not discern the scams where the newpancis were welded in.
Afewweeksago Ishowed upat Emil's horne vCIY
earlyon a Sundaymorning with a recentlyrestored '67
Bug Sedan. The shop I'd just Icftcouldn't quite get the
doors to open and closeperfectly (thoseguys arc very
good). Emil eyeballed the door gaps closelyand in a
fewminutes gave a mighty heave and twist. Both doors
now closed perfectly just like a new car. Afain t smile
crossed Emil's face. "You know, Dave, thcsc VW's havc
no door hinge adjustment- you just have to musclc
them thc prccise amount...to gct thcm pcrfect."
Abroad smilc crosscd my facc as I drovc out of
his fJrd. IIc's ovcr eighty now, I thought, but still has
the strength of a gorilla and the know·how and experiencc to accomplish practically an~1hing. I guess I'm
a lucky guy to have befricnded Emil lloffman.
~
Whatzits revealed
continu edf rom page 13
The "bearing bracket" clamp attaches a torsion
bar where it acts as a pivot point for the "pivot crank"
in the hand brake system. The aluminum cable coupling is in the tunnel in front of the gearshift. It connects the single cable from the pivot crank to the dual
cables running to the rear brake drums. The weird
"washer"? It's the locking plate for the handbrake handie.
0·'n
20
International Mercantile
Amangled Spyder beforeand after Emil's work.
small tanglcd and torn scctions. Shecpishly, hc ,l~ ked
could Emil could fix it? Ofcoursc an cntire nosc scction was fabricatcd fro m scratch. Emil rcmcmhcrs this
was onc of thc latcr modcls, pcrhaps an RS-60.
18
19
17
Manuf actllrer/Distributor Since 1971
Obsolete Rubber &
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356 and 900
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(800) 356-0012
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-
March/April 2001
21
The Pre-A trophy went to Jim and Kathy
Flemister's lovelySilver '53 Coupe. The AClasswas won
by Dennis Leadbetter's Red, '58 Speedster. B laurels
went to Buster & Laurel Venable's Silver '61 T5 Super90 Roadster with an engine compartment that literally
glowed with all of the chrome. CClass went to Kirk &
Rosemary Stower's stunning '64 Cab in Metallic
Aquamarine Blue. Thiswas the second outing for Kirk
and his recently completed jewel, after the East Coast
Holiday up in Roanoke. It also took the Trophyfor lstOverall people's choice award. In addition to the
Concours trophies, Dick Weiss-who drove allthe way
down fromCincinnatito be with us-won the long-distance award of a Colgan Service Blanket.
The surprise "sleeper" of the day was the last
minute appearance ofa '59 Carrera Speedster, #84940
belonging to Milliard & Holly Quillian from Palmetto.
They drove in quietlyand parkedat the end of the row,
and then in their haste to grab lunch and see the collection, failed to complete and postthe concours identifying card on the windshield. Other social commitments elsewhere caused their late arrival and early
departure but not until Miles Collier and Scott George
both had a good lookat the car.
In addition to the concours, FOG member Jon
Meigs put together a brain-teaser of a Tech Quiz that
saw a tie for Ist place, anda needfora set of tie-breaker questions that were presented to Dr. Terry Cohen
and Don Boggs. Dr. Cohen scored a repeat of his '97
wi n and took home the "Master-mind" Trophy.
Saturday evening saw fifty-th ree attendees gathered for dinner at a waterside restaurant. Again, the
weather was fantastic, the spirits and stories flowed
freely, as home for the nightfor most was next door at
the Cove Inn, a mere 100-yards away.
The parking lot of the Inn on Sunday morning
was the perfect settingfor theplanned parts swap. The
hotel provided tables, hot coffee andjuices and we provided donuts. Cy Crandall (of Doc & Cy's) made the run
all the waydown from Indianapolis to be with us with
a van full of goodies. It was truly a buyers market as I
walked away with a near perfect Left Heat Exchanger
for only$10 as theseller justdid not want to carry it all
theway back to Atlanta. By noon the lot was empty as
the last of the swanpers headed for home, til the next
time, 2003? ~
back on the 11th of November last, 118 FOG and
Registrymembers and 40 356sgathered at the "Collier
Collection" in Naples Florida for a private viewing of
one of the most comprehensive automobilecollections
here in the United States. In addition to the diverse collection ofPorsche race cars and other significant automobiles in the Collier Collection, the visitors were able
to get a first hand, up-close look at the latest acquisition which is a pre-WWII, 8C-2900 Alfa Romeo, RHO
Coupe. This came with a DOHC-in-line-eighttopped off
with a Supercharger. It was a ten-year old car when it
won LeMans in 1947.
22
Volume 24. Number 6
It was a typical Florida dayas Mother Nature kept
up her end of the bargain. Smokin' Joe put out a
scrumptious luncheon of ribs and chicken, and there
were two tablesloaded with door prizes contributed by
twenty-two-356 Vendors. It gave credence to the old
adage that "Keeping the Faithin the 356" is trulya way
of life.
A people's choice concours was held and all
attendees were given ballots so theycould vote for their
favorite car. Trophieswere awardedfor each ofthe four
maincategories of Pre-A, A, BandC. Inaddition to one
goingto the overall winner.
Vince is shown with some of the trophiesawarded
at the event.Right, the day was as low-key as you
wantedto makeit. Above left,some of the items
on display at the Collier collection were (clockwise
from top left) a Gmiind coupe, Abarth Carrera, RS60,917 engine, a cutaway four-cam and a 908.
356
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--
March/April 2001
VISA
23
~
spark plugs look pretty much alike.
What's this "hot plug" aud "cold plug"
usiness? Well, it's a matter of the spark
plug's ability to deal with variations of different engine
design, different stages of tune, aud different types of
operation. And in theendit all comes down to cleanliness! Acombustion chamber is a dirty place. When air
and gasoline vapor burn, hydrocarbon residue is left.
That's carbon and ash to you aud me. Some gasoline
additives leave trash of their own. Probably the best
example was Shell gasoline with TCP in the '60s. It was
easy to tell when au engine hadbeen burning Shell; the
spark plugs usually had a heavy coating of a curious
hardyellow crust. TCP stood for a certain combination
ofchemicals ofwhich Shell was very proud. Perhaps it
was thecolor oftheresidue ontheplugs that ledtoTCP
being re-named in the field. I'll give you two out of
three: TC stood for Tom Cat.
Tetraethyllead, thegood (?) oldadditive in leaded gas, left its own residue. In fact, elimination of
Tetraethyl lead from gasoline is a major reason why
sparkplugs now have a life many times greater than the
10,000 miles that used to be the benchmark. Then
there's oil. It gets into the combustion chamber by
leaking pastthepiston rings and bycreeping down the
intake valve stem. When that oil burns, more carbon
results. In themidst ofthis mess, thesparkplug tries to
ignite a fire every now and then. But some of the
deposits that form on the business end of the spark
plug are partially conductive electrically. That meaus
that some oftheenergy sent to make a sparkis leaked
from the center electrode to ground, weakening the
spark.
"...elimination of Tetraethyl
lead from gasoline is a major
reason why spark plugs now
have a life many times
greater than the 10,000 miles
that used to be the benchmark:'
The sparkplug's bestdefense against contamination is heat. Above 400 degrees CO most of these
deposits are burned off. That doesn't sound like much
of a problem, since once the engine gets up to normal
operating temperature it isn't hard to find 400 deg. CO
in the combustion chamber, even during easy driving.
But aye - there's the rub. If the engine is run at full
throttle more than a few seconds, the chamber temp.
caueasily goto 1,000 deg. Co andhigher. That's notso
good. At those temps, theplugs caumisfire. Don't ask
mewhy; it's very complicated and I don't fully understaud itmyself. That's thepartthat is glossed over withoutexplanation in most IC engine text books; evidently
a lot ofpeople don't understaud it. Has to do with ionization, I think, so just take my word for it. But pre24
Volume 24, Number 6
"(old" spark plug
Well, even though the flame in the combustion
chamber may reach 1,000 deg. Cor above, a lotofthat
heat goes outtheexhaust pipe. The cylinder headdoesn't get auywhere nearthat hot. So what ifwelettheplug
cool itself by passing its excess heat to the cylinder
head? That, ofcourse, is what is done. Heat at thecenter electrode passes through theporcelain "nose" upto
the metal shell ofthe plug, audfrom there through the
threads aud the mounting seat. Heat from the outer
electrode haseven a shorter path, directly into theshell
oftheplug nearthethreads. That, incidentally, is why it
is important that theplugs beinstalled within theproper torque rauge - so that there will be adequate heat
trausfer from theseatofthe plug (where thegasket is)
to thehead, butnot so much thethethreads are damaged audthegasket severely crushed. No, I don't usea
torque wrench on my plugs either; justbe surethey're
not too loose or too tight. Bosch recommends NOT
using an auti-seize paste on the threads, saying that it
can leadto loosening of the plugs in use. Friends and
neighbors, I have proven that to betruein a VW engine.
So far this is well aud good. But each group of
spark plug type (thread diameter, thread length etc.)
must besuitable fora wide variety ofengines which use
that physical size of plug. Depending upon engine
design andhow it'sused, combustion temperatures will
vary Widely. Not only that, butsome cylinder head walls
will be relatively cool and others relatively hot. Uh-oh,
theregoes ourneatplug cooling system. Aone-size-fitsall plug will not get hot enough to keep clean in the
cooler engines, or itwill gethotenough to mis-fire and
detonate in the hotter ones.
Enter heat range ratings. Remember that wesaid
thattheheatfrom the center electrode passes through
the porcelain nose audfrom there to themetal shell of
theplug? That porcelain nose has"thermal resistauce,"
meaning thatit doesn't pass heat without some resistance. Akitchen pot holder, for example has very high
thermal resistance. By chauging the length of that
porcelain nose between the center electrode and the
plug shell, wecan control how efficiently the plug cau
getrid oftheexcess heat at thecenter electrode.
"Hot" spark plug
Theporcelain nose insulatorseats lowerin
the metal shell of the cold plug, higher in the
hot plug.Thelineswith arrows represent
principal paths of heat conduction. Alonger
heat path to the "cool" cylinder head means
the hot plug doesn't get rid of its heat as efficiently. These are older, "standard" plugs
without extended heat range. Notice that the
center electrodes don't extendappreciably
beyond the combustion chamber wall.
On extended range plugs, the electrodes extend
into the chamber where they will be "wiped" by
cool incoming mixture duringwidethrottle
openings.
If the engi ne runs cool, either bydesign or driving habits or both, a longer porcelain insulator is used
so that the plug tipdoesn't getrid of the heat it absorbs
from combustion so readily. The plug retains more of
the heat and is a "hot" plug. If the engine runs hot, the
porcelain insulator is shorter, aiding the plug tip in getting rid of its heat. That is a "cold" plug.
So now we see that "hot" and "cold" plugs actuallyoperate within the same tip temperature range!The
"hot" and "cold" rating is just to compensate for the
engine they are used in, and how that engine is used:
hard or easy. The definition of a plug's heat rangeis its
abilityto transfer excess heat from the insulator tip to
the cylinder head.
But wait, there's another twist here: extended
(heat) range plugs. This gets tricky, but it's interesting.
The visi ble difference between a standard and extended range plug is that the nose is slightly longer on the
extended range type, Note that on the regular plug, the
center electrode hardlyprotrudes at all beyond the end
of the threads, which should be even with the wall of
the combustion chamber, The nose on the extended
range plug is slightly longer - the center electrode
extends well past the threaded end of the plug and
therefo re into the combustion chamber.
Here's the plan, The basic heat range of the
extended range plug is on the hot side, That's for idling
and e:l~y, part-throttle driving when chamber temperatures aren't very high, and the plug has to run hot to
keep itself clean. But when wide throttle is used and
combustion temps go up, more mixture is drawn into
the chamber at each cycle. Since the hot-running
extended nose ofthe plug is out in the breeze well away
from the chamber wall, it willget cooled bythe greater
volume of entering mixture! It's a rare case of havi ng
your cake and eatingit too. Extended range plugs may
be used onlyin overheadvalve engines, where the plug
is close enough to the intake valve to get "Wiped" with
cool mixture. And not all overhead valveengines either;
it depends on the design. There are plenty of standard
heat range plugs still available. For example, in the
Bosch line, the extended range W6BCis recommended
for all 356s except the 4-cam. That family group of
plugs runs from W5BC(onestep colder) to W8BC (two
steps hotter). That's four heat ranges of extended range
plugs. But in standard plugs of the same size, it takes
six types to cover the same span of heat range,
Platinum-tipped plugs claim an even wider heat
range and faster rise to operating tempwhen the
engine is first started. However, their use seems to be
somewhat controversial; some have had good results
with them and others haven't. I think theyare best
suited for extreme conditions, such as in police car
engines which must spend lots of time idling and running at slow, easy speeds, then have clean plugs when
full throttle high speed operation is required. Most
platinum-tipped plugs have onlya tinysliver of platinum at the tip, which has been known to fall out
according to reports I have heard, probablywhen the
plug was abused. Watch out for the Bosch DPO platinums used originallyfor some911s. They had a solid
platin umcenter electrode and were about $10 each!
But 1don't see them in the later Bosch catalog; they
seem to have been superseded by the regular Bosch
DP platinums. They won't fit our 356s, in any event.
Headlight
Stoneguards
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$275.
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Set of 4
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ORDERING INSTRUCTIONS
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March/April 2001
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IMPORTED CARS, INC.
38845 Mentor Ave. Willoughby, Ohio 44094 440·951·1040
orsche's first major racing engine was the
four cylinder four cam, initially developed
by Dr. Ernst Fuhrmann. From 1953-56 he
devoted much of his time to creating this engine and
monitoring its early racing success. Fuhrmann's role,
while significant, only involved the first quarter of the
engine's active production life. After he leftPorsche in
early 1956to join Goetze, who continued the development work on the later (692 and 587) versions ofthis
engine? And then, who was the designer ofsubsequent
racingengines that built upon the four cam heritage?
Afew months after Dr. Fuhrmann resigned, a brilliant young engineer joined Porsche and soon took
over racing engine development. This man, a genius in
his own right, guided the creation and development of
engines responsible fo r Porsche's major racing victo-
P
On December 2, 1960, the 1.5 liter type 753 eight
cylinder engine is run on the dyno for the first
lime.
Top: Mezger's daughter Daniela wears Dan
Gurney's victory wreath after he won the 1962 F1
race at Solitude. Behind is her fathe r's B Cabriolet.
28
Volume 24. Numbe r 6
ries over the next thirty years. Thelistoftriumphs starts
with the successes of the 904 andcontinues tovictories
at LeMans, the Can Am Championships, the World
Manufacturer's Championships and several Formula
One titles. The person I am introducing is Hans
Mezger.
Dick Koenig. Whatwas it like when you started
at Porsche?Did you get involved in racing rightaway?
Hans Mezger. The year was 1956. After finishing myengineeringstudiesat the university in Stuttgart,
I joined Porsche in the Department for Technical
Calculations. There were only three of us at that time.
We did all of the technical calculations for everything-racing and production engines, other parts of
the car- just everything. There was not a very strict
organization, so the things you calculatedyou often had
to improve the design of.
OK. I understand, all the information was right
there. You three guys had the calculators, or computers, soitwas easyto design intheimprovements. Today
it's much different because many people have more
capabilityin their laptop than your whole department
probably had backthen.
HM. It changed rapidly and we grew bigger and
bigger. At the time, though, we were small and informal. Verysoon I came together withallthe racing peoplein theworkshops where theengines were built and
tested. After four years, in 1960, I joinedtherace team.
They were designing the newFormula One car for the
1962 season. This included the engine, gearbox and
chassis. The car was the Type 804 with an eight cylinder. The car was notso bad, butnotso good either. To
be the world champion was our goal, butit wouldnot
happen with this car. After one season, it was decided
notto continue in Formula One.
OK. So that's how you got involved in racing.
You got toknowthe guys andexpressedan interest. I'm
sure they respected your talents as well. You were a
natural fit, as your career shows.
HM. It has beenveryexciting. I have enjoyed all
the highlights ofPorsche racing and amproudto have
contributed to many of them. In 1963, I became the
manager ofthe department for racing engine development. I held the position until I retired in 1994. In
addition, for about half of this time I was in charge of
racing chassis developmentand managed for a period
oftime production engine development as well.
When I came to Porsche, we only had the four
cylinderfour camracingengine. That was ouronlyreal
racing engine. It was what welearned from. Ofcourse,
we always wanted to be better the next time. This is
normal in racing, or any kind ofresearch. You want to
learn from everything that you did before.
OK. It sounds like the four cylinder fo ur cam
engine was an inspiration for those that followed. I
have always felt that this engine was ahead of its time
anda leader in race design.
HM. That's true, but it was a normal process at
Porsche to learn from everything wedid. Every engine
was good in its own time. You can't criticize any oneof
them because ofthis. You must remember that we were
a small firmand could develop only one or two engines
at a time. The moneywasn't that much and we had to
be careful.
In 1956, while the four cylinder was still our
main race engine, there was a lot of discussion about
buildinga six or an eight cylinder engine. Bythe endof
the 1950s, both ofthese newengines were started. The
six cylinder was to be for production (i.e. the 911) and
the eight was to be for racing. Our thinking was that, if
wehad six cylinders fo r production we needed eight 10
get the higher revs and increased horsepower fo r racing. Both ofthese nell'engines borrowed from the four
cylinder but also had some new design ideas. We were
always trying to learn and make something better,
OK. Could you talk a little more specifically
about how the four cylinder four cam helped in the
design of the later engines? What role did it play?
HM. One of the most f:U110USfeatures ofthe fou r
cylinder is the use of gears to drive the camshafts.
Gears are the most rigid drive for very high rpms and
high output engines. Theyare ideal for racing engines.
We used gears on the eight cylinder engine (Type 753
in 1.5 liler and1)11e 771 in 2.0 liter) and then later on
the 917. The arrangement of the shafts W;L~ a little different from the four cylinder. We called the main shaft,
borrowing fromyour name, the "Koenigswelle", hutthe
principle was the same.
Mlile gears are good for racing engines, you cannot use them in production engines. Theyare too noisy.
From the beginning it W:L~ decided that the six cylinder
911 engine would use chains. The competition version
of the911is good for long distance racing. We sawthat
later on. But, it W;L~ not a top racing engine because of
the chains.
Another important aspect of Porsche engines is
air-cooling. Until 1978, all racing engines were aircooled. For the first time on the 935 and 936 engines
we used four valve cylinder heads, which were watercooled. The cylinders were still air-cooled. We learned
over this time, starting from the four cylinder; that if
you want to have the best power from the engine, you
have to eliminate all the air losses. The more you can
reduce airflowlosses, then the less power you need to
drive the fan.
OK. I understand what you're saying. There W:L~
a discussion in this column a while ago about the
importance of fitting all the air shroud pieces to avoid
leaks. Ahuge amount of cooling capacitycan be wasted if the sheet metal doesn't fit properly.
HM. That's true and an important point for the
four cylinder engine. What I'm thinking about also is
the design of the fan and how it's driven. On the eight
cylinder engine and later on in the 917, we used an
axial noll'fan with a verticallyarranged axis ofrotation.
A shaft with bevel gears drove the fan. This arrangement is far more efficient than the radial fan on the four
cylinder engine because the air now is guided directly
to the cylinders and heads.
Valves and cams were important :L~ well. When I
first started at Porsche, they asked me to design nell'
cams for the four cylinder engine because they wanted
to have more power and more torque. I had to design
the cams and the valve lift curves. I designed all the
valve lift curves, which is not so easy Some people
never IC'Jrn how to do this. You have to consider valve
speed and valve acceleration to design the lift.
Acceleration is responsible for the forces when the
valve opens and closes. Only when the valveacceleration is quickwill the cam be good.
At first I developed myself a mathematical formula. It was very complicated. For one cam 50-60 thou-
sand calculations were necessary. For the four cylinder
I did all these manually, on a mechanical machine.
Today. with modern computers, it's so much easier.
OK. In these earlytimes, design W:L~ a challenge
:L~ you've described. Weren'tmateri:ds a problem also?
Today, ifwe buya used four cam engine the camsand,
more important, the drag levers are usually worn out.
HM. Yes, in the Factory we always had problems
with these parts. The cams were made of chilled white
iron, which is a verycomplicated process. The exterior
surface is hardened to a depth of three to four mm,
while the interior remai ns softe r. This makes the cam
both hard and tough, meaning that iI resists both wear
and breaking,
On later engines,we didn't use chilled whileiron.
We made the cams of case hardenable steel and used
tappets instead of the drag levers. The tappet system is
very simple and there weren't any wear problems, so
the cam material W;L~ less critical. But, the follower
lever design, like in the four cylinder, is still regarded
highly.
In a good valvesystem, especially for racing, all
the parts must be very light. Unless the inertia forces
are small, you can't rev the engine. The drag lever
doesn't have to be lifted; it onlyrotates, so the weight is
reduced. The weight is much less than wi th the tappet
system. In the latest Formula One engines, they went
hack to the oscillating arm levers because they are so
light. You know these engines no longer have valve
springs, they use pneumatic lifters. The engines revto
17,000 rpm.
OK. So, iI seems the drag lever design isn't outdated just yet. Ofcourse, with new materials like carbon and newsurface treatments, many more things are
possible.
Mezger is shown above with the 906 (Carrera 6)
circa 1966 and below, in the pits at Le Mans in
1968 with driver Jo Siffert, Peter Falk (glasses)
and a Porsche mechanic. Siffert's 908 was gridded
first but was a DNF after only S9 laps.
HM. One more thing I could mention about
materials, whilewe're discussing valves. In 1960, when
I joined the racing team, there were a fell' problems
with the four cylinder engine. When they tried to
increase rpms, there was a problem with valvespring
failu re. We found that the material used by German
spring manufacturers wasn't vel)' good, so we looked
in the States. There W:L~ a man named Arthur Sparks
who helped us out. Ill' W:L~ involved in Indycar racing
March/April 2001
29
Above: Mezger confers with Nicki Lauda during the
German Grand Prix at Hockenheim, 1984. Lauda
was Formula 1 World Champion that year in the
Porsche TAG Turbo.
Below: Theoriginal eight cylinder engine in 1960
had valve anglesof 90 degrees (top). Decreasing
the valve angles allowed a more compact combustion chamber for better power. An additional benefit, after redesign of the heads, was a narrower
engine.
30
Volume 24. Number 6
andhad a special materialthat
worked much better that ours.
We used his material forsome
time on the racing and production engines. Later on we
discovered a good material in
Sweden and then had the
springs made in Germany.
We worked on valve
springs for more than a
decade. The four cylinder
engines taught us how a good
valve spring works. This is a
very important part of an
engine. If the valve spring
doesn't work properly, you
lose horsepower. Worse yet, if
the spring fails, you can
destroytheengine.
DK. Could we talk about combustion chamber
design? The four cam engine has high-domed pistons
and a wide angle between valves. This is one of the
major limitations of the early 1500cc engines. Howdid
you go about making someimprovements?
HM. You are correct in saying this. On the eight
cylinder engines (Type 753 andType 771) I worked a
long time. At first we had a 90-degree angle between
the valves, which was even bigger than the four cylinder. This included angle made it necessary to have
high-domed pistons. We found that this was the worst
choice. Step-by-step we made the included angle
between the valves smaller and smaller and the top of
the combustion chamber flatter. When the combustion
chamber designis clean andcompact, with a minimum
of piston and head surface, you have the best efficiency. This means you have the best power output and
good fuel economy. On the eight cylinder engine we
stopped at 82 degrees. At present, we believe a 25
degreeincluded angle is best for a four valve head with
a centralspark plug. So, you can see that from the four
cylinder engine our experience has taught us a great
dealin the last 40 years.
There are some other things I did with head
design during the early times, which you might be
interested in. One of myfirst jobs at Porsche was on the
other four cylinder engine - the production engine. At
thattime theyalreadyhad 60 hpand75 hpversions. An
engineer in the Experimental Department made the
new 90 hpengine and theywere in production already.
lie made the intake valve bigger but not the exhaust.
The idea with the larger intake was to bring more air
in, but the exhaust gases couldn't go out, as they
should. It was not usual for Porsche, but the engines
only developed about 87 hp - not the advertised 90.
With some use, the power would be reduced even
more. Porsche asked me to look at the head and to
make some improvements. This would be for the next
engines - the Cand SC. So, I changed the relationship
between the valves by making the intake smaller and
the exhaust larger. Anotherthing I did, which was quite
new at the time for Porsche, was to change the intake
and exhaust ports to give them a continuous flow. The
line, or graph, of the cross-sectional area of the ports
should increase or decrease smoothly. There should be
no sharp or abrupt turns or curves in the heads or
manifolds. When I made these two changes to improve
the flow of gases, the horsepower actually went up to
about 95.
DK. That's quite a large change in horsepower,
nearly 10%. Did you lookat anything else at this time?
Why I ask this question is that I'm getting the impression that, as a designer, you look and think differently
than a d}TIOtuner or fabricator. While they may focus
on one particular part, or problem, itappears thatyour
viewis broader and more comprehensive.
HM. That's generallytrue. There are usuallylimits on time andmoney, butits still important to consider how the components are interrelated. With the production four cylinder engine, we saw that there was a
relationship between the intakeand exhaust valves with
the ports and manifolds. You can't do just as you like
with each of these because they work together. The
main idea is that the more air enteringthe combustion
chamber, the greater power there will be. Of course,
the exhaust gas flow must correspond to the air volume. This is a very important and basic idea of engine
layout. It starts with how much air enters the engine.
When you know this, then you also know how much
should go out the exhaust because they should be the
same.
Today, with computers, you cando a lot of these
calculations before the engine is built. But, you still
have to tune the engines on the dyno. This is where you
can see the characteristics of the performance curve.
Perhaps, I can explain it a little better while talking
about the 904 engine. This was a very helpful experience for us, especiallyfor what wedid later on.
In 1963-4, we started to make the 904 race car.
Young Piech was in the company at that time and we
worked closely together. The first idea was to use the
racing version of the six cylinder 911 engine, which
was just being developed. However, we would have had
to build 100 pieces, which would have been verydifficult. So, we decided to use the four cylinder two litre
engine - 587/3. My job was to make that engine more
powerful and reliable. To improve the performance, we
made new intake and exhaust valves, new cams and a
new exhaust system. Together, these increased the
power ofthe engine.
We have talked alreadyabout valves andcamsso
let me say something about the exhaust. In the four
cylinder, there is an uneven firing on one side of the
engine. It's important that all four pipes be the same
length, andthat the flow ofgases beeven on bothsides
of the engine. This requires that the pipes have different curves to make the gas flow even when all four
come together. At first, it didn't work out asweplanned
and there was no increase in horsepower. So, I tried
some other things and put a little collector chamber
between the front and back pipes on each side. This
helped equalizethe exhaust gases andcreated a better
balance. The length of pipes attached to the collector
was very important because they influenced the resonance of the air. We changed these lengths until we
found the best ones that gaveback the most resonance.
This means that when the resonancewas good, a negative pressure was created that pulled, or sucked the
gases out of the engine. The lower the restriction and
the quicker the flow of gases, the more horsepower
there will be.
DK. How much horsepower did you gain with
this exhaust experiment?
Hl\t. It was nota large amount butat least it was
something wecould measure. It was a starting point. I
think you know, though, that we didn't develop just one
exhaust. There were actually two, but theyfollowed the
same principles we just discussed. One exhaust was for
short, sinuous tracks where you want better torque and
quick throttle response. The other was for longer
courses where you need peak power at the top end.
These arc the two options we normally thinkabout. You
can't do everyt hing, If you want to increase power at the
lowend, then you will lose it at the high end. We found
that fo r long courses like Lcstans we needed larger and
longer pipes.
DK. This has been a fascinating discussion
about design. I like the way you'vedescribed the components and how they're interrelated. Porsche's racing
heritage clearly can be traced back to the four cam
engine. One part we haven't discussed are the cranks.
The early racing successes of this engine were wi th
roller hearing cranks. Manyofthemare still used today
and work vel)' well. What happened to cause the
change to the plain hearing?
Hl\t. At fi rst it was thought that the roller crank
spun more freely and was the best for high rpms and
long distance races. In 1961, we did some comparisons between the two cranks on the eight cylinder
engine. We tested the amount of friction when they
rotated freely versus under load. The roller crank did
rotate more freelywithout a load hut had more resistanceunderoperatingconditions. There was no advantage here. Also, there W;L~ a problem with rebuilding.
The IIirth factoryonly had 1 old man who knew howto
do this and the parts were very expensive. So, there
weren't anyadvantages for us to continue with the IIi rth
crank. The plain hearing crank W;L~ better now. There
were several reasons. Among them, hearings were
improved by this time and the quality of oil was much
better.
DK. That's an interesting story. I had never
heard this before but 1always felt there were good rcasons for the change.
Could we talk about Dr. Fuhrmann? lie W;L~ the
creator of Porsche's first real racing engine. Your
career started while the engine W;L~ stillunder development. Did you have anycontact wi th him?
HM. Design of the four cylinder engine started
right after LeMans in 19; 2 and actual development
began in 19; 3. Dr. Fuhrmann left Porsche in early
19;6 . 1 came later that year, after he W;L~ gone. But,
when he returned later as president I met with him
quite often. I was in chargc of racing engine development at the time. Fuhrmann was technically oriented
and interested in all the details. lie participated in
many of our discussions regardingthe 917 and the 911
turbo.
The 917 Can Am turho W;L~ vel)' successful and
won the championship in the first two years that we
joined. Then, of course, they changed the rules and
Porsche was out. What we learned and demonstrated
was that turbo chargingwas very good for road racing.
Previously, it had been successful onlyon the oval, like
the Offenhauser at Indy. The problem had been slow
throttle response. But, our by-pass method for controlling hoost cured this problem.
\'i1len we stopped racing in the Can Am, we
decided to develop a turbo-charged 911 road car.
Based upon our success with the 917
turbo, we believed that a competitive road
car could be built. Everyone did not share
this optimism, and the minimum of 400
cars was built for thc Manufacturers'
World Championship. At the time,
Fuhrmann was very confident in this car.
lie made the fi nal decision to build it.
Production never stopped, and 34,000
were built.
DK. Fuhrmann was vel)' good with
technical decisions. That's mostly what
he's known for. Of course, he had you as a
brilliant chief designer and a successful
racing record to help him. But, little is
known about his personal side.
HM. Dr.Fuhrmann was usually vel)'
serious and interested in his work. There
were always a lot of stories about him.
People were curious. I frequently heard
that, before a race started, he went into a
church and lit a candle, I did not believeit.
One time several of us went with him to a race in
Finland. On the morning ofthe racea taxi picked us up
at our hotel in lIelsinki. On the way to the track he
asked the taxi driver to stop in front of a church. lie
went in and then came out again. So, I learned that it
W;L~ true what theysaid about him.
DK. That's a nice st0l)'. MIen you think about it,
race drivers put their lives on the line for our enjoyment, 1admire his compassion.
Let's talk about your career for a
moment. Without doubt, you're one of the
preeminent race engine designers of the
last fifty years, You have had many special
moments, What are your personal highlights?
11M. When 1 am asked about my
proudest accomplishments at Porsche, 1
like to mention three. First, when I was a
young engineer, I had the opportunity to
work on the 911 engine. This engine W;L~
used for 30 years, at least in a racing version. The engine had many developments
and looked completely different with the
turbo charging than when wefirst started,
My second highlight, of course, was
the 917, which we just spoke about. A
twelve cylinder is always somethingspecial.
This was a flat twelve with a very special cam drive in
the middle of the engine. Gears just like the engine
you're most familiar with drove the cams. With this
engine, Porsche won Le Mans for the first time. Wc
becameoneofthe "big guys" in racing. The thirdhighlight was the Formula One TAG Turbo six cylinder
engine for Mclaren, This engine won the Formula One
Championship three years in a row, 1984-86.
As 1 toldyou, there W;L~ one highlightafter anether, but these are the main ones. It was a good time for
Porsche racing and me as well.
DK. Yes, this is vel)' clear. Thank you for sharing
your highlights and making one for ~ as well. It has
been most enjoyable,
~
Above: Mezger was heavily invo lved w ith the ori ginal 917 and the later 917 tu rbocharging projects,
which led to the 911 Turbo for the str eet Here he
is at the introduction of th e Turbo in th e USA,
August 1975.
Below: With Ron Dennis at the Dutch Grand Prix in
1983 at Zandvoort .
Bottom : Hans Mezger today.
March/April 2001
31
The Porsche Four Cam
Four Cylinder Engine
By Hans Mezger
he Four Cam Four Cylinder Engine is
Porsche's first purebred racing engine,
designed to be used in competition only.
The engine had a few characteristics which made it
unmistakable.
In 195 1, onlyoneyear after theproductionofthe
356 was started in Stuttgart-Zuffenhausen. Porsche
participated in the Le Mans 24-hour race, at that time
alreadythe most severe automobile race. The close-toseries 356 vehicle of 1951 had a modified 1100 cc
pushrod engine, based on the four cylinder Boxer
"Beetle" engine and delivered 46 hp. At the first go,
Porsche is winning the 1100 cc class. Porsche did the
same in the 1952 Le Mans race, winning the 1100 cc
class, too.
But competitors came up, USing- like the Italian
Oscas for instance-genuine race engines. Also, the
German Borgward and the East German EMWbecame
stronger and invadedthe 1500 class. It was evident that
the pushrod four cylinder engine would not be competitive in the future.
Porsche decided to develop both a new racecar
and a new race engine. After Le Mans 1952, the car
project Type 550and the engine project 547 was started. The designer of the new flat four was Dr. Fuhrmann
who left Porsche in 1956, but returned and became
Porsche's president in 1972.
To suit the international regulations for motor
racing a displacement of 1500 cc was chosen fo r the
new 547 engine (bore 85 mm, stroke66 nun).
Using air cooling, shafts with bevel gears
(Koenigswellen) for the camshaft drive and a fingertype cam follower (both inspired by the Porsche-made
Cisitalia Grand Prix engine and the pre-war Auto
Union), a Hirth-made crankshaft with roller bearings,
twin ignition, and dry sump lubrication, the 547 four
cam enginewas unique, and at that time, itwas quite a
modern "high tech" design.
On April 2nd, 1953, the "four cam four" engine
ran under its 0\\11 power for the first time on the dyno
at Zuffenhausen. For more than onedecade that engine
would be used, produced and raced by the Porsche
factory, andit was a very, verysuccessful time.
In 1964, at the engine's zenith of power and reliability, one hundred Type 904 sports cars were produced by Porsche, using the two litre version of the
fo ur cam engine, the Type 587/3.
The normal process ofsuccessful development is
to learn fro m experiences gained, combined with
thinking about new ideas. Thus, all Porsche racing
engines following the 547 were inspired by the four
cam engine. And not onlythe racingengines! Even the
ultimate "high tech" power units in motor racing, the
18,000 rpm-revving Formula One engines from today,
borrowed an ideas from Porsche's 547, such as the
light-weight finger-type cam follower.
The 547 was the starting point for Porsche's
incomparable career in motor racing. It was an
"Inspiration forSuccess."
~
T
32
Volume 24. Number 6
ThePorsche four-cam four cylinder engine, at the
time of its development considered an exotic
design, has been eclipsed by eachsubsequentracing motor from Stuttgart, Butmany of its design
principals, suchas gears and shafts to drivethe
valve train, were used in the later engines.
Thevalve system of the four cylinder, at left in the
lowerillustration, is remarkably similarto that of
the eight-cylinder design aboveit.Theeight-cylinder engine (left, below) required extensive design
workon valve angles, piston shape,combustion
chamber design and spark plug positions, all areas
of workfor Hans Mezger.
tAusJdJnocken Yolf!/le
Over his careerwith Porsche, Mezger had a hand
in the design and development of production and
racing motorsfrom the four cylinder pushrodunits
to the 911 (lower left),917twelve cylinder (above),
Porsche Indy car (below) and the TAG Formula 1
powerplant (bottom).
Jim Perrin
he Registry of ten years ago included the
announcement of the 15th West Coast
Holiday, to he held at Steamboat Springs.
Also included was the announcement for the 18th East
CO:L~t Holiday; which was held in Portsmouth, New
Hampshire.
Cole Scrogham wrote a column pertainingto the
GT 356s. In the column he discussed someof the distinguishing features of the 356B GT coupes. He also
mentioned that Bill Bencker once raced a Super-90 GT
coupe and has a special love for this model. Those of
us who attended the recent East CO:L~t Holiday in
Vi rginia (and the West Coast llolldayin Durango) were
pleased to see that Bill once again is hehind the wheel
of a Super-90 GT coupe. Bill alsoraced a 356BCarrera
2 GT coupe; this car came into Brumos as a standard
Carrera 2 and was converted to a GT coupe by
Brumos. This car was later raced by Bob Bailey and
T
PRI""'A. -FIBRE
COCO W~TS
Roger Walton, and W:L~ subsequently purchased byme.
lt is now in semi-storage on the West Coast, and hope-
fully the current owner will restore the car and put it
backon the street or track,
Bill Moore's column relatedan unusual destination for new 356s. Between 1953 and 1963 four 356s
were shipped to Kuwait, 26 were sent to Lebanon and
over 400 were sent to Central America.
This issue of the Registry also contained an articlebyDick Koenigand Dave Seeland on the undersides
of 356AGT cars. They also discussed large gas tanks
andalloy rimwheels such :L~ were supplied on Carrera
GTs, Spyders, and 904s.
Brett johnson's restoration column included
information about Boge and Koni shocks used on 356s.
It included both colors and part numbers, Did you
knowthat some Koni 356 (and Spyder) shocksactually had"PORSCIIE" stamped into thcm?
Updated
& Improved
Factory Direct
"The Last Thing a Great Car Needs "
• The class ic original look
for your 356 Porsche
• Free Swatch samples
• 10 colors available
Call: 800-461-3533
Ni bbed Rubber Back
Visit our website at:
WWw.cocomats.com
Vic Skirmants technical column had detailed
Information about transmissions,
He provided information on how Registry memhers could rebuild theirown transmissions.
*****
The Registryof twenty years ago carried the registration form for the Lake Tahoe West CO:L~t Holiday,
with Barry Allen :L~ chairman. It also announced that
the East CO:L~t Holiday would be held in Suffern, New
York under the leadership ofjack Magrane. This latter
event W:L~ the Holiday at which I was to present a 45
minute slide show on the history and evolution of the
356after the Saturdaynightdinner. Shortlybefore I was
to speak, the master of ceremonies asked mc if it W:L~
OK is someone talked for about 10 minutes just before
I started, and I agreed. The guy got up and talked for
over 30 minutes. The MC then introduced me, and I
looked out at many eyes that were already starting to
glaze over, I told the audience how pleased I W:L~ to
speak on this topic and had therefore broughtall 142
slides I had on this subject to show them. Astunned
silence arose from thc audience, I went on to say
"However, since it'sgettinglate, I havejust cutdown my
talk to my favorite 10 slides!" This was the first time a
Holiday audience ever cheered the speaker before he
started. I spent one minute on each slide, endingin ten
minutes!
Brett johnson's Restoration column included a
discussion of head lights, tum signal, tail lights, and
license plate lights, In addition, the article incl uded a
detailed article by Ron Roland on installing a floor pan
ina 356. Included with his article were fifteen excellent
sketches.
This issue also contained the first Literature
Collector article byCharlie White. In the article Charlie
talked about the different categories of 356 literature
and discussed the Merritt-Miller book on 356 lite rature, lie pointed out that there arc a number of pieces
of 356 literature not incl uded in the book.
Vic Skirmant's technical column covered a number of technical topics including unleaded gas, converting to a 12-mlt electrical system, transmissions,
and electrical problems.
~
March/April 2001
33
February 10, 2001
Above: Gerry McCarthy (right) made a rare Left
Coast appearance.
Top: No doubt about the focus of this event,and it
covered all years of Porsches.
34
Volume 24. Number 6
Forthe fifteenth year, the Porsche!VW Literature,
Model and Memoribilia Meet took place in California.
OrganizersJim Perrin and Prescott Kelly had originally
puton three showsin Chicago before moving the venue
west, and for the last several years it's been at the Los
Angeles Airport Hilton, convenient for out-of-towners
and at least close to a freeway for the locals. Whether
that freeway is jammed up is another matter.
Friday nightis an opportunityto see old Porsche
friends in the Hilton's lobby and there are usually
simultaneous get-togethers in the IIilton's bar and
nearby restaurants. By early Saturday morning the elevators and escalators are getting a workout as boxes
and boxes of stuff are brought into the IIilton's lower
level convention area. As with anyswap meet, the early
bird gets the Messko tire gauge, and most vendors
come in teams so one partner can shop while the other
sets up shop.
This year was the largest eventyet.JimPerrinsaid
that over a thousand shoppers went through the door
and all 200 tables were sold out.As usual there were all
kinds of parts, accessories, literature, collectibles and
even complete cars for sale. The cars weren't actually
sold inthe meet, buta father andson duobroughttheir
Super 90 and C coupes from Northern California and
parked them in the Hilton's underground garage with
"for sale" signs. The pair hoped to find buyers at the
Dunkels on Sunday, but the buyers found them first!
The cars were parked on different levels, but both
managed to draw enough attention that the buyers
tracked down the owners at the event and before the
morning was over, the deals were done.
There were manyvisitors from overseas;Jimsaid
nine countries outside the USA were represented, and
manymore ofthese travelers are now bringingitems to
sell. One enterprising visitor took offers on hisoriginal
fitted luggage, butno onewould step upto the plate. lie
arranged to have all interested parties meet at I:00 at
his table, and then proceededto hold a silent auction,
where everyone wrote his bid on a piece of paper and
submitted it. The luggage was sold, the buyer and seller were happy. Another swap meet success story.
Aroundthe rest ofthe large room, it was business
as usual: badges, posters, steering wheels, manuals,
gauges, models, chrome bits, books, toys, license
plates and a lot of stuffthatwas prettymuch unrecognizable. To be honest, I seesomeofthe samestuffevery
year. But also every year, there are newand really neat
things. Brad Ripley can be counted on to have a new
product or three; this year it was bumper overriders
and speaker griells.
Russ Rodriguez is making Glaspar hardtops for
Speedsters, along with someof the GTitemslike faired
mirrors. His Speedster and GT seats were on display
along with steel and aluminum mounting brackets.
Jeffery Fellman had a wide assortment of steering
wheels andof course,carried on a show-and-tell about
reproduction hubcap Porsche crests.
As in the past several years, most everyone who
attended the Literature Meet also took in the Swap Meet
on Sunday. So if you missed that doo-dad at the Hilton,
chances are you'd see it again at Dunkel's, along with
tons more stuff. What a weekend!
Above: Tony Eugeneo was cuttingkeyslike crazy.
Below: Jeffrey Fellman demonstrating the not-sosubtle differences in originaland repro crests.
.
You want steering wheels? We got steering wheels.
AI Cadrobbi is honored at Dunkel's
AI Cadrobbi was honored at a
special celebration on Saturday
evening at Dunkel's. Peter and Cheryl
Dunkel hosted a pizza and pasta dinner along with wine and beer fo r all
those who came to wish AI well. In
conjunction with the four-cam car
showto be heldon Sunday, AI was the
guest of honor. Asurprisevisitor was
Dick Smith, who had driven a
Speedster prepared by Al to several
national championships. Dick presented AI with one of his championship plaques and gave a stirring
account of their racing days together.
Other drivers and mechanics fromthe
fifties and sixties were there to say
hello and a large crowd of Porsche
enthusiasts toured the Dunkel's museum to hear the stories and re-live the
days of four-cam racing.
Warren Eads, Hal Thoms and
Steve Johns were instrumental in
organizing the evening, and we especially thank our gracious hosts, the
Dunkels.
Top: Bill Block had a goodselection of books, as
usual. His inventory was considerably lightened at
the end of the literatureshow.
Above: Jerry Haussler had a great selection of rare
badges and other goodies to adorn a 356. His was
one of two hundredtables with cool stufffor all
Porsche enthusiasts. Ifyou haven't been to the L.A.
events, check them out next year.
See a special tribute to AI
Cadrobbi on the following
pages
Top: AI and Dick
meet for the first
lime in years.
Above left: AI says a
few words. Above:
Peter Dunkel talks
about AI's accomplishments and
showsoff his trophies. Left: Five
Four -cam guys.
Dick Koenig. Dick
Smith, Gerry
McCarthy, AI
Cadrobbi, Warren
Eads.
March/April 2001
35
n 19591 rang the phone ofmy factory-trained
Porsche mechanic. When an unfamiliarvoice
answered, 1 asked for Erhard. I heard, "My
name is AI Cadrobbi, and I have purchased the shop.
What may I do to help you?
SilentlyI said to me, "Thisguyisn't even German.
What can he know about Porsches? But he does sound
friendly, so I'll take a chance." Soon I learned that Al
Cadrobbi W~L~ not only a beller
Porsche mechanic, but he was
scrupulously honest. A long,
close bond of friendship was
formed.
AI and Porsches discovered one another in the indirect
way that is often the path of true
love. He first saw Porsches in
1954 while with the Air Force,
stationed in Germany. He heard
the stories, the raves, but never
so much as got a ride. Returning
to the States after his hitch he
went to work as a VW mechanic
for Michelmore Motors in
Reseda, California. This was
early 1957. By that point in time
there were scads of VWs underfoot, butPorsches were still fairly rare. Michelmore sold both.
After AI had toiled faithfully on VWs for about 60 days,
suddenly one day the service department door was
darkened by a Porsche which was one of the rarest of
the rareeven then: a 1949 1100 ccCoupe! AI drove the
car around the block. He had driven his first Porsche,
and he never looked back.
lIe asked the service manager if he could work
on the Porsches that came in for service. COULD he?
WOULD he? The other mechanics deemed them odd
and hard to work on, and would
rather stick with the familiar VW.
That day, a legend was born. AI
became the Porsche specialist at
Michelmore Motors, and the
word got around fast. Before long
he was working on ten to fifteen
Porsches each day. Owners were
comingfromfar and wide for the
ministrationsofthisguywhoactuallyLIKED to work on Porsches!
The most recurrent problem he saw was bad carburetion.
That was with the original Solex
32 mm and 40 mm single throat
carbs on Normals and Supers,
respectively. AI found the float
levels too high on most. Some
have suggested differences in the specific gravity of
German gasolinevs. American; I'm not sure the reason
was ever determined for sure. But the cars sure ran
better after AI got throughwith them. Several years later
I sent a buddy to AI (bythen in his own shop) with a
sloppy-running '53 Super. When he picked it up later
thatday, it ranlike a different car. Not like new, butbetter than new. Sometimes jetting changes were also
called for. In time AI became a noted expert on carburetion for all Porsches forstreet and track.
I
AI at the wheel of two significant cars: at top, his
1957 1500 GT Carrera coupeand above, the RSK
center-seater which he maintained and often
drove.
36
Volume 24 . Number 6
Then D. D. Michelmore bought a '58 1500 GS
CarreraSpeedster to raceinSouthern Californiaevents.
AI went to "service school" at Competition Motors in
Hollywood, the Porsche distributor. Those in attendance were taught how to change spark plugs, check
and adjust timingandchange the oiland filter. Foranythingelse, they were instructed to send the 4-cam cars
to Competition Motors! That was not what Al had in
mind. Armed with naught but a service manual and a
lively curiosity, AI Cadrobbi taught himself the fundamentals ofthe famous Porsche 4-cam engine.
Soon thereafter, Michelmore sold to AI a car that
he feltwas just toohot to handle. It was a '57 Carrera
1500 GT Coupe, specially built by the factory. It had a
full Spyder engi ne making 150 hp and Spyder brakes,
and had won the index of perfo rmance at Sebringthat
sameyear. Al took it to Pomonaand Riverside and just
wiped everyone offthe track until officials told him he
would have to move to modified class. There Al and the
car continued their winning ways, sometimes beating
550 Spyders. The car was simplybloodyfast.
That brings us backto our startingpointin 1959
when Al bought the shop in Culver City. It quickly
became a thriving PorscheIVW independent service
facility. But Al was working practically around the
clock. When the doors closed he went to work on the
race cars, both pushrod and 4-cam, that he set up and
maintained fo r drivers including Miles Gupton, Nevin
Lyon, Denny Harrison, Rick Muther and Ted Gildred,
among others. By 1961 he had begun to prepare the
Carrera Speedster ofdriver Dick Smith who would win
fo ur national SCCA championships with the car. That
car won every race it entered until a wheel broke.
Amongthose whoopenlyexpressed admiration for this
car/driver combination was the late Vasek Polak,
whose own Carreras had eaten the SmithiCadrobbi
car's dust more than once.
As the repair business expanded, Cadrobbi's
moved to another and yet still another larger location
alongWashington Blvd. Inthose days, manyownersfelt
that the "authorized service" at their dealer left something to be desired. Al's third location was proudly
billed as "Cadrobbi'sWerkstatt- Unauthorized Service."
But it was in the second location that AI built the
first pushrod, EProduction racing engine for an aspiring driver named Pat Tobin. After work 1would drive to
AI's shop and we would spend several evening hours
workingon myengine, putting a considerablestrain on
AI's marriage. Thiswent on for several months. Finally
the engine was started on the stand; it was ready. Al sat
down at his desk and 1 held my breath when 1 asked
him to give me the total. He thought for a while, then
said, "Four hundred and fifty dollars." Of coursethose
were 1964 dollars and I hadsupplied all the parts, but
it is obvious that AI based his price on what 1 could
afford to pay, not on a reasonable return on his many
hours.
Afew months later 1was at Willow Springs with
wife Rita andour two little onesfora private dayoftesting and practice. In late afternoon, suddenlya severe
engine vibration shook the whole car. Carefully 1
limped back to the pits, The engine seemed to run OK
and therewere noextra noises. Quicklywehitched the
Speedster to the tow car and hit the road to Al's shop.
We arrived after closing time, but AI was still there,
talking to a customer about an upcoming engine
rebuild. The four Tohinsstood around with longfaces.
Finallythe customerwas goneand we had The Master's
attention. I started the engi ne and again the whole car
shook. AI signaled me to shut itdown. lie removed the
fan belt and asked me to start it again. No vibration!
After I again shut it down , he reached around into the
f:U1 intakeand, with the nourish of a magician pullinga
rabbit out of a hat, brought out a hright red rag!
Obviously I had left it laying in the engineroom and, at
racing speeds, it had been jostled and eventually
Far left : Until his recent semi-retirement, AI's shop was usually filled
with exotic four-cam machinery, He
also did expert carburetion work for
all types of Porsches, an area that
most people consider a "black art :'
The w inner's circle was where you
would almost always find AI and
Dick Smith during the early '60s. AI's
innovative use of used parts and
careful tuning gave Dick several
championships in a Carrera
Speedster.
Thanks to Warren Eadsfor help wi th
photos,
sucked into the fan. 1I0wdo you spell relief? But there
was more. AI said that, seeing our long faces, even
while talking to the customer, he hadbeen taking mental inventory: "Let's see, I've got a caseand crank, I've
got rods :U1d heads..." lie was going to get us running
for my first race at Willow even if myengine W:L~ in littlebits. That's what kind of a guy AI Cadrobbl is.
/lis work on the 4-canl engines is legendary In
addition totheclass-dominatingCarrera of Dick Smith,
AI prepared 4-cammers for SteveBerg's 904 (driven at
diffcrcnt times by Denny Harrison and DaveyJordan,
among others); Harry Umemoto's rare center-driverposition RSKSpyder which AI drove, now owned and
driven by Warren Eads and still maintained by AI;
Chery Dunkel'sCarrera; and theRS-60 Spyder of David
Kopf, who won the 100 mile vi ntage race at the
Nurhurgring in Germany in 1989, showing the way
home to several Spyders on their own turf No "home
field" advantage there. These, alongwith Warrcn Eads'
other Spyder and Carrera, and many more - this is just
a sampling.
If I had to come up with one word which would
explain AI's success in preparing Porsches that went
faster than most, it would be "innovation," AI never
stopped studying, wondering, thinking. And he never
assumed that it couldn't be better than the factory had
made it. lie has the true passionofcreativity inspades.
Now in semi-retirement, he still builds an occasional
engine, always faster than most, and works his special
magic on carburetors including complete rebuilds of
the now-agingSolex, Weber and Zenith mixing pots.
But ifI had to comeupwith oneword to describe
AI personally, there is no question; that word is "gentlernan." Over a span of 41 years I have never heard
him useoneoffcolor word - not one. And he trulylives
therule: If you can't saysomethingnice, don't sayanything at all.
AI, you are my mentor, my hero, my inspiration.
The tribute ofyour peers is well-deserved. Many happy
returns,
'-4W
VDO
Your 356 & 911 Instruments
Service & Concours Restoration Shop since 1955
NORTH HOLLYWOOD SPEEDOMETER
&CLOCK COMPANY
6111 LANKERSHIM BLVD., NO. HOllYWOOD, CA 91606
Em ail :
nhspeedo rmthevine.net www. nhspeedo meter.com
OVER 45 YEARS OF SERVICE AND SATISFACTION
Please ca ll or write fo r our fre e cu stom Por sche Instrument catalog
March/April 2001
37
Swappin'in
Anaheim
2-11-01
The main topic of discussion for days before the
swap meet was the weather. It wasn't just a matter of
whether thevendorsmight getwet or how manyswappers would show up. Some of the key concerns were
the racecar andfour-cam owners who had been invited to bring their cars. Bob Campbell, Hal Thoms and
Steve johns had compiled some lengthy lists of exotic
machinery, and a few days before the weekend it
looked like a really big show was in store.
As it turned out, Sunday was beautiful, although
whether it was rainingor notdepended on which side
of the street you were on. There were likely hundreds
of people around the L.A. area who looked out their
windows at rain fallinganddecidedtostayhome. What
they didn't know was that at Dunkels-"Porsche
Central"- therewas narya drop all day.
Peter Dunkel had fabricated some stands for
Cheryl's Carrera Speedster and race car. You can see
the result in the photos. The Porsche 356 Club had a
trailer set up on the front lawn, as did Shamrock
Racing, with several of Stan Gold's cars on display.
There were Porsche race cars of all years and types,
and a big group of four-cams includinga 906 and RS60 thatwere driven to theevent!
Thanks again to the Dunkel families for their
incredible hospitality. See you there next year.
Counterclockwise from top:
Your Webmeister with his
high-tech camera. Dick Smith
and Cheryl Dunkel out for a
spin. The 356 parking lot was
full by 9 am!TheDunkel's
front yard with Cheryl's
Speedsterson a stick. George
Kuznekovs checks out a batch
of new fans. Chuck Beck
brought a 904 and his namesake Spyder. Warren Eads
brought his Spyder, too.
38
Volume 24, Number 6
How to make a four-Cam Fest
I. 2 type 550 Spyders brought by Bill Perrone and Alex
BivensIDirk Layer.
2. 2 Abarth Carrera Coupes brought by Steve Tillack
and Dirk layer/lack Croul.
3. 1type RS-61 driven byGerald Barnes.
4. 2 type 904 brought by Chuck Beck and Wajue
Baker/Stanley Gold.
5. 3 GT Carrera Speedsters brought by Steve Tillack,
Steve & KingaJohns and Peter andCheryl Dunkel.
6. 2 A type 1500 GS Carrera Coupes, one driven by
Herb Wysard and the other dead nutsoriginal brought
byAlex Bivens for owner Dale lIersh.
7. 1Carrera II Cabriolet driven by GeraldBarnes.
8. 2 Al)pe 1500GS CarreraCabriolets brought bySteve
lillack and Alex Bivens.
9. 1 Carrera II Coupe owned by Cheryl Dunkel.
10. 2 outlaw Carreras broughtbyRolly Resos andCraig
Stevenson.
Add 2001 nuts on two legs, three stray Carrera cars, a
newbronze byJeff Gamble, honoredguests AICadrobbi
and DickSmith, endless help from1Ia1 ThomsandBob
Campbell, lotsofplaid and onesharp dressed man and
you have the recipe for fun.
Thanks to you allandifyou hadfun callme, ifnot
then call Hall
Stere fohns
Above left: From left: Kinga Johns, Jerry, Steve
Johns, SamCabiglio and the Carrera's junior pit
crew. Farleft: Dean Poloupulos has built a fourcylinder twin plug 911 engine. Left: Alittle
scrounging will turn up almost anything.
Farleft: Harry
Pellow explains
I how a set of
four pistons
came to be
joined.Harry
,.iliiiiiiilllt1 was hawking
I booksand tapes
and showingoff
his gold-plated
Maestro-massaged engine.
1
Toward the end
of the day,
swappers get
desperateI
Henry Walker (left)
helps Uwe
Biegner get a
well-used part.
March/April 2001
39
EE, A 356 GTI OR IS IT? One Day, the
Maestro got into a "pointed" discu ss~on
with The Boys on 356Talk aboutchanging
Engine Numbers. Many thought that anything is fair
game; no number is sacredand it's YOUR car anyway
and you can do what you want. So far. (Just waitl)
Others in the Maestro's camp felt that physically
CHANGINGEngineNumbers is at least MorallyWrongif
nota Violation ofa FederalLawor two. Stamping numbers into an UN-numbered Replacement Case was left
open-even the Factorydoes that-but TIlEYput in a
"Type" Number, at least, to let you know what they
thought the engine was. (And usually it's built to that
spectoo.)
The Consensus was that ifin the Numbers be
changed, then anyand all Future Buyers woulda/coulda/shoulda be informed of the Changes. Right. When
Pigs Fly. Thatwas just the "change the engine number"
discussion. What about changing the Whole Car? Like
cutting the top offa Karman Hardtop to make a
"Cabriolet" with a wrong Chassis Number.
Orhowabout the "reproduction" 356c"GT" that
walked through theMaestro's Door one day. Boughtby
a World-Famous Designerfrom the SAME Home Town
as the Maestro. Anyhow, this Phony GT came Fully
Documented, with Restoration-in-Progress Pictures
and Engine Builder Notes. Engine Builder Notes, it
turns out, that fully & completely documented the
Engine Builder's MISTAKES! It was nota bad car actually; nice Silver Exterior (originally Blue, thenRed, now
Silver). Stripped (mostly) to baremetal and repainted.
Fuchs Wheelsofcourse (still looking Out OfPlace on a
356. Chrome 5,S" wheels are MUCH better looking).
And a Red Interior.
Now, let theMaestro say a little something about
Red Interiors. When the Maestro did his very First
Interior Restoration on Good Old Girl, his 1962 356B
Sunroof Coupe, he selected what looked like, on
paper-glossypaper-a Very Nice Color. It was called
"American Beauty Red". But when he got the seats
installed (and the dash and the door panels), it was
clear that the color was NOT "American Beauty Red"!
No, in fact this color could only be described as
"Whorehouse Red". Maybe that's their idea ofwhat an
American Beautyis. Anyhow, this particular color was
BURNED into the Maestro's somewhat twisted Brain,
and he vowed NEVER to have anything like it again,
EVER. What he wanted was a dark red wine-like color
whichhe finally found in three hides of Bridge ofWeir
Leather for the Polizei Car. THAT was a nice Red. But
here was "American Beauty" again, inside the 356C
"GT"Coupe.
Ofcourse, to save weight Real 356 GT coupeshad
no sound insulation. Fortunately, this is No Problem
when doing a "Repro GT". The old insulation was
trashed anyhow, so just rip it out andDON'Treplaceit.
Easier "restoration" that waytoo. Makes all those Nice
Engine Sounds, like the backfires, the beginnings of
Rod Knock, etc. comethrough Loud & Clear.
Then, replace the glass side windows with Plastic
(Plexiglas or Lexan). $500+ please. Put in Speedster
Seats, unadjustable of course, and Uncomfortable as
Hell after an hour. Not a Cross-Country cruiser. Fit
BrandNew Koni Shocks, andset themon FIRMfo r that
paint shaker-like ride, capped with huge 195 X60 tires
for Greater Unsprung Weight and increased Angular
G
40
Volume 24 . Number 6
Momentum to produce greater loads on the
Suspension & Steering. Install, nottoowell, a GreatBig
Thick add-on Anti-Sway bar. Stick in a Camber
Compensator on the Rear, whether or not the torsion
bars were changed. (Putting a camber Compensator
barona Stock 356c doesn't helpitany, infact it HURTS
the handling!) And, of course, NO Radio to drownout
the noises (cheaper too).
This "GT" was bought by the Famous San
Francisco Designer (but at least NOT on E-bay) who
KNEW it wasn't a "Real" 356GT, since Real ones had
Aluminum Doors & Hoods, somethingnot easily faked.
But it looked cool. The guyfirst e-mailed the Maestro
abut his new car and the Problems that camewith it.
The Problem was that it would die at Red lights and
"Beed (sic) Blasting the Case'~
one of the Biggest No-No's you
can possibly do! You'll NEVER get
those damn beads out of all the
nooks, crannies and
Passageways in a Case:'
Stop signs. Stall. And be hard to start. Suffer Gross
Hesitations at everytake-off. That sort of Problem.
The Maestro asked fordetails andgot an eyeful of
Paperwork. Records Galore! Inside the car, under the
Passenger's seat, when delving through the
Archeological Records the Maestro unearthed many
things. Seems as though the Idea to convert the car to
a "GT" was first "broached" in 1995with the purchase
ofthe Plexiglas windows. And in '97 a man was selected to Rebuild the Engine for $7/hour and to Document
everything, including his errors. (Well, at $7/hr what
do you expect? Perfection?)
Error #I:There in theDocumentation, was a note
about "Beed (sic) Blastingthe Case", one ofthe Biggest
No-No's you can possibly do! You'll NEVER get those
damn beads out of all the nooks, crannies and
Passageways in a Case. But this one had been "beed"
blasted. Maybe the builder's "beeds" are biodegradable, (rightl) butglass beads aren't. That was the first
warning,
Error #2: The engine builder proudly recorded
that he set the End Play at .01 3". WRONG! It should be
.004-.007", (the Maestro likes 0.0055" it has a certain
"feel" to it. So the End Play was set Wrong, what else?
Howabout that the builder re-used the Pushrod Iubesl
Yes, that'll work MOST of theTime, butnotALL of the
Time, and when it doesn't work and a Pushrod Tube
fails, you ain't never gonna use a USEDPUSIIROD TUBE
AGAIN! EVER! So help you Porsche gods. This engine
builder re-used the Tubes,
Then the Maestro noticed something a little
Unusual in the Notes. All four Cylinder HeadChambers
"cc'ed"out at EXACTLY 63.0cc's. Now, the Maestro's
cc'ed a LOT ofPorsche Cylinder Heads andhe's ALWAYS
found SOME variation in them - like O.l cc's. And the
Heads hardly ever "cc" out to an even number- like
63.0. NORare theywhat the Factory says theyare! The
Maestro checked a Brand New set of 1965 912 Heads
for a Customer and foundthat instead of the 61.0cc's
soproudlystamped onthem, theywere60.4 - 60.Scc's.
Close, butno Cee-Gar.
But the biggest error the builder made was in the
Compression Ratio Calculations. He calculated the volume ofthe Dome on top of the Piston butthen ADDED
it to the Net Squish Volume. He should have SUBTRACTED it! So he got what he thought was a LOW
Compression Ratio when in fact it was a HIGH compression ratio! Fortunately, the builder be in Colorado
whereit be High, so the engine ran OK. There. But now
it was in San Fran at Sea Level with HighCompression.
It'll be FUN... for a While!
The Maestro eyeballed the Engine. And noticed
immediately some distinctive differences. There was a
"Block-offp late where theFuel Pump used to be. The
Good Old Reliable, Properly Designed & Proven
Original Fuel Pump had been replaced with an electric
fuel pump, hidden somewhere in the car. And there
were NONE ofthe normal fuel lines visible on the rear
of the engine. That's because all the Fuel Line hoses
were in FRONT of the FanShroud. TheMaestrowedged
his head 'tween Bulkhead & Fan Shroud to eyeball this
wonder.
The fuel hose fed throughthe Front Plateto a "T"
in FRONTofthe fan shroud where it bifurcated into two
hoses, one ofwhich went to the RightSolex, the other
tothe Left Solex. And what a messofhose itwas in front
of the Fan Shroud; hoses galore, somenearlywrapped
around the carb linkage! And these weren't the
"usual"German Fabric Fuel Line that are relatively
small. No. These were Big, Thick, Herky, John Waynetype 'Merican FuelJPCVHose.
Along with these "innovations" came, of course,
a Full Flow Oil Filter. And this builder hadto be different. He took the oil feed off the Third Piece and
brought it back into the Case at the top side, near the
Oil Junction Block. Which meant that the Big Black
Ugly Oil Hose must come up through the hole in the
Rear Plate NormallyusedbythecarbAir Heater (which
means there is NO carb heater anymore.) But the nowopen large hole in theRear Plate allows hotengine air
(andexhaust fumes) back into theengine.
But don't worry, there's NO HEATER either! (It
was removed but not replaced, in keeping with the
"Repro GT"theme.) That Big Black hose coming up
outa the Rear Plate is UGLY and interferes with the
Distributor too. To match it, the builder vented the Oil
Breather Can throughthe RIGIIT hand hole in the Rear
Plate, thus adding yet more ingress for hotair/exhaust
fumes. And any time you might want to REMOVE the
Rear plate, like to PUT BACK INa Real, ORIGINAL Fuel
Pump, thenyou'll have to remove the damn Oil Hose to
get theRear Plate Out!
The Maestro's now-jaundiced eye checked out
the Distributor. It was, of course, a v\V 009 l)pe, with
insufficient spark advance for a Porsche. So, the first
thing the Maestro did was to stick his Magic Timing
Light under the louvered Dual-Grill Deck Lid of this
Beas;and pull the Trigger. Fifteen Degrees Advanced at
idle. lie rewed the engine up. Thirty Five Degrees
Advance at 3000+ rpm. Which means there's Twenty
Degrees Advance in the V\V Distrihutor. The previous
"tuner"did the best he could, but I; degrees advanced
at Idle means: A. It's hard to start and, B. It hesitates at
loll' rpm. EXACTLYwhat this "GT'did. The Maestro figured a nell' .0; 0 would fix this puppy up fast. And so
did the Owner, who wanted thesethings fixed.
The Maestro beganthe Massage by fi rst adjusting
the valves, and when he popped the Valve Cover, he
found Great Black Grungeinside; it was obvious the oil
hadn't been changed in quite a while! lie dropped the
sump plate and screen. There were no pieces on the
screen, but it W:L~ the late style screen with the almost
1116" wide "squares", nowhere ncar the particle-capturing ability ofthe3;6Ascreens with much finer mesh
(that were probably surplus from del' \v\VII
Messerschrnidts.) There WAS, however, some"hair" on
the magnet, probably from ring wear. The Valves, as
usual, were all over the place. Some had large gaps,
others had almost NO gap. Apparently she had little or
no "post-overhaul" maintenance.
Having adjusting the valves, the Maestro thought,
that oughta make her runa little better! lie changed the
Spark Plugs, replaced the Ugly Big Red Plug Wires with
Factory Originals with the Original tie-down and tie
together dohickeys, held to the Cylinder Shroudspieces
just like theyshould have been butwerent. He popped
out the 009 Distributor and noticed that the Drive Gear
Down Below had been installed a Tooth Off. About par
fo r $7/hr. lie popped in an .0; 0, fortunately with
jusssst enough clearance to adjust the timing (that
damn Full Flow oil hose again!) lie added 4 quarts of
Castrol 20W-;0 and fired that puppy up.
The Maestro pointed the Magic Timing Light on
her again. This time he adjusted the HighSpeed Timing
to ,13 degrees Advanced. And checked the Idle Timing.
It was about 6 degrees advanced. Not Bad. It was then
time to attack the "Rebuilt" Solexes. And his
Synchrometer showed him The Truth - thatme Solexes
were WAY out of Balance! Not only out of Balance, but
the Right/land Carb's #1 hole was sucking a Monicalike 7 while #2 Cylinder, fed by the same carb, was
stuck at ; on the Synchrometer. Now, why would this
he? Pretty much Proof of Bad Solex Throttle Shafts,
thought the Maestro. Amazingly, the Idle Mixture
screws on the Solexes adjusted sort of, and after a few
iterations on side-to-side synch and idle mixture
adjustments, the engine settled down to a decent idle.
The Maestro thought this was gonna be a quick
and easy fixso he took the car for a Test Drive dOII11 his
Test Track. The Test Track is Specially Preparedbyseveral of the lIighest of Tech Companies who regularly
plow up the road to bury its Fiber of Many Colors,
therebymaking a greatTest Track. You want the EXACT
"Look and Feel" ofa Washboard?The Maestro's got the
washboard for you. You want Great Big Potholes to
REALLYtest thatSuspension?The Maestro knows exactly where theyare!And so offto The Test.
The "GT' accelerated rather rapldly, and soon
the Maestro was sailingpast Fed Ex faster than a speed-
ing UPS truck, men dOlI11 to me 10 mph Right Handel',
which he took at a mere 2.8 times me Recommended
Speed, noting the stiff, heavysteering. Of course- those
Big Ti res. Crash, Bang over the bumps, clearlya set of
Konis set on "lIARD". The Maestro was thinking from
inside the paint-shaker that there's something to be
said for a set of NON-adjustable Boges, set on Stock.
And 16; X I;" Michelins!
The Maestro drove the Beastie around to get it
warm and began the Test. It accelerated pretty well,
much better than before. But when he came to a stop
at a Red Light the engine almost stalled! He goosed it
several times to keep it going, but it obviously wasn't
happy. After several more goosings, the engine felt better and when the light changed, it took off, but had a
bad dose of initial hesitation, It was Obvious the
Maestro hadn't fixed the Problem!
With the .0; 0, newplugs, Iiires and a tune up, the
Maestro thought it might be either the Solexes or the
damn electric fuel pump. To check out thatlatter possibility, he hunted for the fuel pump which was playing
"Hide and Seek'with him. He fi nally found it way up
inside the front end, in the area of the Fuel Cock
assembly. The Maestro traced the Big Black Fuel Lines.
Theywentfrom the Fuel Cock to the inlet ofthe electric
Fuel Pump, thence to the outlet of the pump to the
stock steel lines in the car body thatwent through the
car to the rear. Following the trail, the Maestro arrived
at the Transmission, and eyeballed where the Fuel Line
went thoughthe Front plate, throughthe grommet hole,
taking up the Entire hole! So, how to diagnose?
"But when the gas pedal gets old,
rusty, never-maintained, stiffand
arthritic, things go to Hell in a
handbasket, and you get bent,
twisted, gas pedals:'
Now, the Maestro COULD just bypass the electric
Fuel Pump and hook up a Mechanical pump again,
Which is what he'd liketo do. But if the electric works
OK, the Fault, dear Brutus lies Not in our Stars, but in
our Carbs. AWeber change W:L~ in the wind.
The Customer indeed agreed that the Winds of
Changewere callingfor a Weber Carb and the Maestro
proceeded. He whipped offthe old "Rebuilt" Solexes.
That gave him good Access to the Front of the Fan
Shroud, where he saw the Mess of Big Thick 'Merican
Fuel /lose stuffed 'tween Bulkhead and Fan Shroud.
Fuel lines Wali ngin the Wind of the Fan Air Intake, not
held by the Center tie-down, is something the Maestro
doesn't like to see, especiallyafter having seen, experienced and written the "GASOLINE-COOLED m,GL'IE"
story about a 3;6 that almost became an Air/Fuel
Bomb!
The Maestro decided there was only one good
Solution. Leave me electric fuel pump in place by the
gas tank. Installthe Original Fuel Pump where itshould
be and run stock metal lines to and from the Original
Pump. Use the Big Thick Iubing when possible. And
mat's what me Maestro did. The Problem with the Big
Thick 7/ 16" 'Merican PCVlFuel Line is that its Inside
Diameter is a bit too large for the Porsche 7mm fuel
line. So you must use Clamps and they must be TIGIIT!
And ifin they be TIG/lT, theycan dig into the rubber fuel
lines enough to-you guessed it-aUSE A LEAK. I
suppose the 'Merican stuffISa bitmore resistant to the
Wonderful "Reformulated Gasoline" forced down your
throat by the Stupid Bastardsat the EPA, but thenthat's
just my Opinion, I could be wrong. Anyhow, with a
"Real" Porsche fuel pump on the Engine AND an electric fuel pump up front, the 1964 3;6c Coupe, now a
repro "GT' wouldhave EXACTLY the SAME fuel System
as a 1974 Datsun 260Z! Isn't mat Progress?Ten years
at least.
The Maestro Popped the Weber Adaptoplate on
the Solex Intake Manifolds, and put on a set of 40 IDF
Webers with his Proprietary Jet and Emulsion Tube
changes. And fired that puppy up. It purred like a kitten. So he Beat Feet for a Test Drive. And MAN, what
FUN! With non-hesitating Webersthat didn't have wornout Throttle Shafts. With decentTiming, adjusted valves
and most importantly, a "Iuned" engine, the Maestro
knewhe was getting about as much as he could out of
it. But there was still something missing- the 3;6 Gas
Pedal "feel". Once again we had the most Neglected
part of the Car, yet one of the Most Important.
The 3; 6 Porsche Gas pedal Linkage, if Right, is
Wondrous and part of the Reason why Porsche sold so
many cars. But when the gas pedal gets old, rusty,
never-maintained, stiffand arthritic, things go to /lellin
a handhasket, and you get bent, twisted, gas pedals.
Fixing means an afternoon of taking out the wood kick
panels, taking off the bell crank by your right foot,
cleaning, lubing, reinstallingand adjustingeverything,
The Maestro checked the Bell Crank on the
Transmission. (And the one on the engine too.) The
BellCrank on the Transmission is particularlyinsidious
as it's difficult to getto, and always feels loose. Pop off
the cotterpin. He took the Bell Crank offand inspected inside. What NO"BUSIIINGS" inside?That can make
your linkage the Definition of Sloppy. The arm at the
end of the Bell Crank was also BENT and 1WlSTED.
(Another Great Rock Group Name.)
The Maestro replaced the fun ky Transmission
Bell Crank with one of his Rebuilt oneswith NewSeals
already in place. Well -Gre:L~ed , it Slips right on the
Shaft. And, of course, the Bell Crank on the engine end
wasalso adjusted wrong. (That "bargain"S7Ihr builder
again.) The Bell Crank's arm was at a 4; degree angle.
(You want it as VERTICAL as possible, so as to give
Maximum Throw on the carb linkage and thus the
carbs, for that Porsche-Iike feel.
The Maestro adjusted the Engine's Bell Crank by
lengthening the upcoming linkage Rod, and thenfound
that the Coat Hanger-like linkage rod from the
Transmission bell CI"JIlk was too short. But of course!
So he bit the bullet and popped off the Coat /langer,
onlyto discover that the "builder had puta BEND in the
rod to Shorten it, so it would fit with his messed-up
adjustment! The Maestro straightened the bend out,
and Viola! It fit right on the now-adjusted Bell Crank!
Amazing, isn't it when things are right? The godssmile!
It brought a smileto the Maestro's face too, as he Drove
on Down the Road in the Phony"GT' , getting admiring
looks from the Miata OII11ers who just can't seem to
keep up with a 3; Year Old Funny Furrin Car that just
blew their doors off. That's what you get when you:
KEEP TIlE 3; 6 FAITH.
Ma rch/April 2001
41
The Phillips screwdriver in 1960-1961 356 tool
kits has an all-red handle. The handle has a neckeddown area, asshown in the photographs. Thereare two
shapesto the handle. One is identical or very similar to
the late 356A Phillips screwdrivers. The other has a
slightly differenthandle, matching thethird ofthe three
Set of three screw driversas used in the 356158
tool kit. Thetip of the long screw driverfor slotted-head screws is flattenedso it can be easily
used to hold the generator pulleywhen removing
the 36 mm pulleynut.
Contents of 356158 tool kit.
his article is a continuation oftheseries on
Porsche 356 tool kits. The previous article
covered the 356A kits. This article covers
1960-1961 356Btool kits.
We know now that there were certain variations
in 356Porsches during a particular model year. These
could bea running year improvement, or could just be
the result ofa different supplier ofa component as sim-
T
Porsche 3568
Tool Kits
Jim Perrin
pieas a bolt. Inthe case oftool kits, there are undoubtedly variations during a given model year.
The following is myunderstanding of the correct
description of 1960-1961 kits, butI mustadmit that my
database fororiginal kits from these carswith onlyone
or two original owners is not as extensive as it is for
earlier kits. The 1960-196 I kits are not simple, with
three different colors for tool bags, three versions of
the long screwdriver for slotted-head screws, twoversions for the Phillips screwdriver, and more than one
version ofthe short stubbyscrewdriver.
The items included inthe 1960-1961tool kits are
typically a bag, 8-9, 10-14, 11-12, and 17-1 9 mm Hazet
450 wrenches, pliers, spark plugwrench, 36mm black
pulley nut wrench, short and long screw drivers for
slotted-head screws, Phillips screwdriver, tirepressure
gauge, lug wrench, lug nut, and fan belt. Sets of fuses
(such as supplied in the 356C and early 911/91 2 kits)
were notsupplied in the 356Btool kit.
Although not well documented, probably many
356 T5B tool kits came with a spark plug. (In fact, a
spark plug is shown with the tools in a tool kit in a
1959 German-edition owner's manual for the late
356A.) Anumber of copies of a typewritten sheet listingthecontents ofT5B tool kits have appeared over the
years. These are typically found with the other papers
in the owner's manual packet. Several of these sheets
do list a spark plug.
42
Volume 24 . Number 6
It is believed that initially many 1960 cars had a
green bag with essentially the sametools the late 356A
cars had. Later tool kits in the 1960-1 961 time period
typically had a blue vinyl tool bag with a black leather
strap. Some cars had a gray vinyl bag with a brown
strap.There areseven pocketsfor tools, a vinyl loop for
the fan belt, and a second vinyl loop for thetiregauge.
Blue-bag tool kits
Followingis a discussionofwhat is generally seen
in Blue-bag tool kits.
The tools in the 1960-1961 kit include a long
screwdriver for slotted-head screws. The handle is
wood, and is painted red with clear flutes. The metal
shank runs the full length of the screwdriver, and one
end ofthe shank showsat the end ofthe handle. Apin
with two oval heads holds the metal ferrule in place.
Between the pin and the wood is a series of short
angled lines or short slash marks that form a circle
around the ferrule. The tip of the screwdriver is flattened, (including the ones on 356A tool kits). The
metal shank has"CIIROMVANADIUM" on oneside and
"JORGNr. 1660/1 " on the other side. The wood handle
bulges out near the ferrule, such as is seen in the 356A
tool kits. Alater version in the 1960-1961 time period
is almost the same, except the tipofthe screwdriver is
flattened on each side, i.e., it does not have the typical
V-shaped tip of most screw drivers. The flattenedarea
is approximately 1-1/2"long, and it has a thickness of
approximately3/32" most of itsflattened length. This is
the sameshape that is continued on through the 19641965 356c models. The purpose is to make it easier to
putthe screw driver tipthrough the slot in the back half
of the generator pulley to keep it from rotating while
removing the pulley nut. Athird version of the long
screwdriver fo r slotted-head screws has the same
shank and tip, butthe shape ofthe handle is different.
The bulge in the wood near the ferrule tapers more
graduallyinto the metal ferrule.
The short screwdriver for slotted screws in the
1960-1 961 kit has a red wood handle, which has a
reduced area in the wood handle for the thumb and
forefinger. The metal shank ends in a long tapered
region.
types of long screw drivers for slotted-screws, with the
bulge in thewood near the ferrule tapering more gradually into the metal ferrule. The Phillips screwdriver
ferrule is not held on by a pin; instead, it has a circumferential depression going all the way around.
There typicallyis nowriting on the metal shank.
Also included in the356Btool kitsare four Hazet
450 open-end wrenches ofsizes 8-9, 10-1 4, 11-1 2, and
17-19 nun. The latter three wrenches have size numbers stamped in them (none are raised numbers).
Hazet 450 open-end wrenches are one of the hardest
parts to find for these tool kits.
Hazet 450 17·19 mm open end wrench. This wrench
is an exampleof the variationsfound in tool kit
tools. Oneside is stamped "17" and "19'; as is typical. However the reverseside is stamped "17" at
one end and is unstamped at the other end.
The 1960-1 961 356Bkits allinclude a Hazet lug
wrench. The writing stamped into the shank says
"CIIROMHazet 772/2 VANADIUMGERMANY D.B.P."
The pliers in the 1960-1961 tool kitare painted
glossblack with a jaw area that is unpainted. There is
no writing on the pliers. In contrast to pliers used in
someearlier years, the 1960-1961 pliers is flat on both
sides in the region of the jaws, with no raised curved
area in theregion of the cutters on one face ofthe pliers.
The spark plug wrench typically has "Hazer 763
GERMANY" stamped in it. In contrast, the spark plug
wrenchesforsomeof the earlier kits onlyhave thesingle word "Hazet" stamped in it.
All 1960-1961 356B kits have a gloss-black 36mm wrench fo r the pulley nut and a lug nut. The kits
also have fan belts, which were most likely made by
Continental.
These kits came with a chrome Messko tire
gauge. Variations included gauges with only metric
numbers and gauges wi th botha metricscale (ksi) and
an English scale (psi). There were probably several
colors used fortire-gauge leatherpouches. The leather
pouchesoriginallycame with a small gold-foil tag. The
Porsche 356 Tool Kits
Excellent
Reproduc tions with
most ly German tools
o Hazet wrenches
and screwdrive rs
o Tire pressure gauge
and lots more
o
Looking for a good 356 or 912
crank? 8-90 case? 912 rods? Or that
elusive piece of engine tin to complete your project? Then log on to
www.competitioneng.com
Messko tire gauge and pouch for tool kit. The
scale on this particular gauge only has metric
units.
fragilc tag was attached to thc pouch byan equallyfragile fine piece of red cotton thread, ensuring that very
few of these foil tags survived to thc present timc. Thc
information on thc foil tag includes thc words
"MESSKO" and "HAUSER".
The Hazer tools in 1960-1 961 356A tool kits originally had decals, but these tend to wear off. Hazer
decals were used on the four open-end wrenches, the
spark plug wrench and the lug wrench. Ilazet decals
have been reproduced byseveral different individuals,
and have recently been offered by Brad Ripley at NL\
and check out our ever-changing list
of new and used parts. Each one is
inspected by the experts at C.E.
so there are no surprises .
And remember, if you don't see
it...ask for it. The guys at C.E. have
thousands of parts to choose from.
B Kits starting at
$475 . +shipping
Chris Purer
24222 Via Aquara Ave. Laguna Niguel, CA 92677
Tel: (949)363 0891
Fax:(949)495 8061
e-mail: [email protected]
CE - your
complete
Porsche®
Machine Shop
and Engine
Parts Supply.
COMPETITION
ENGINEERING
Limited,
Many of thc 1962 tool kits in the T6 356B were
very similar to the later 1960-1 961 T5B tool kits. Thc
1962 kit had a gray hag which was a relatively light
vinyl material.
4113 Lake Isabella Blvd.
PO Box 159
Bodfish, CA 93205-0159
760-379-3879
760-379-4517 FAX
356I 5Btool kit with blue bag.
9141 noer Rocker Panel
Amajor difference is that many of thc 1962 tool
kits had a set of four open end wrenches which had
"PORSCHE" on each of the shanks. Another difference
is that the llazet spark plug wrenches frequentlyhad no
wo rds or numbers stamped into them, such as the
"llazet 763 Germany" info rmation found on 19601961 tool kitwrenches,
1 welcome comments, corrections and/or new
information on 1960-1 961 tool kits. The next article in
this series will cover later 356Btool kits, Questions or
comments can be sent to Jim Perrin at
[email protected] or by calling (614) 882-9046. 1
am particularly interested in hearing from individuals
with original Carrera tool kits or Carrera spare-parts
travel kits.
Acknowledgements. The assistance ofJim Shuh
and Pctc Bartelli in the nrenarationof this articleisvcrv
much appreciated. ~
.
914
I f 4: $
Outer Rocker Paoell / 3 S .OC
Now you can buy top quality U.S.made rust
repair panels for your Porsche" from the
source. Complete line for 356, 91 1 and 914
at affordable prices. Dealer inquiries invited.
www.restoration-design.com
517-663-4545 FAX 517-663-5318
Call or write for a free catalog!
224 Nort h M a i n St r eet
E a rrm Rapid s . M 1 4 8 82 7 - 12 0 0
March/April 2001
43
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are 1imited to 50 words or less of typed ' copy. We
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omissions or mfsrepreserjiation.
'
Note : One car for sale per member, per i
'"
is from a '60 B). Red w/tan interior, top & side curtains.
Older restoof an AZ car; (no rust, never drivenin MNice&
snow) . New dual master brake cyl., like newtires, few miles
since electrics & carbsgone through. Very nice driver. It's all
there-could be thebase for a "perfect" restoration. $39,000
obo. Charlie Lloyd, 109WMinnehaha Plmy, Minneapolis, MN
55419. Tel: 612-825-9647, E-mail: chaslloydl @prodigy.net
" 58 356 A Super Coupe. YIN 105 159, motor 82710.
Beautiful condition, ready to enjoy! Champaign Yellow/green
leather, German oatmeal carpets, USoverriders, perfect orig.
floor pans, rebuilt Super engine, exc. mechanicals, Kardex,
all matching numbers. $27,500. [email protected] for
more details. 714-434-3536.
" 58 356Asunroof coupe, 1600S, #102347, Eng. #83669,
Meisen Blue, sepia brown int. Painted& upholstered inearly
'80s. Unknown exact mileage (in kilometers & odometer didn'tworkfor manyyears).Shows 36,000 km. I'veowned it for
22 yrs., always garaged, rarely driven, CA car, now in
Albuquerque, NM.Somebondo & rust. Newtires & radio(not
connected). Needssomework but runs good. $12,OOO/OBO.
JudyHarger, 5024 Russell Dr. NW" Albuquerque, NM 87114.
505-899-4657. [email protected]
2.
3.
4.
" 59 356 A#86556 Conv "D" great driver, great lookingcar
$30,000. Rich Wilson, Salt Lake City, Utah. 801-363-2713
[email protected]
" 59 356 ASer # 107759 Vintage racer. $30,000.00 O.B.O.
Call oremail formedia package.No expense sparedinpreparation. Too many Skirmants upgrades to list.! set
FuchsIYokohama, I set steellDunlops. Duncan Neilson,
Pittsburgh, PA toll free 888-942-6996email: [email protected] Try to put one like this together for
under 45K.
*'60356BS-90Cabriolet#153399correct engine#P800428.
Ivory, red interior & blackcloth top. Body, top & interior in
good condition, some rust repair front floor, needs battery
boxand longitudinals. Stored4 years. Includes factory hardtop. Always garaged. $20,000Jim York, Charlotte, NC (EST)
704-343-4739 (W) 704-846-8569 (H) , no delivery.
" 60 Coupe 356B, 11618, complete bare tub restoration.
RubyRed/tan interior w/corduroy inserts. New rubber floor
mats & coco mats.All new parts oncompleteengine rebuild.
All new rubber, wire harness, etc. Too many things tomention in ad. 4,200 mi. as of 1012000. $22,000/OBO. Gray
Hughes, 2970Joshua Ave., Clovis, CA 93611. 559-291-1212.
Cars for sale
" 56Speedster #80337, engine#34416. Exterior Blue, interior "acela bast" (light beige). Kardexoptions U.S. speedometer, sealed beam headlights. Impeccably maintained from
original date ofpurchase. Completelyoriginal:i.e.paint, interior,top, floorpans, etc. Service logbook. Numeroustrophies
and plaquesfrom eventsthis carcompetedinduring the mid'50s, including helmet. Purchased from original owner's
widow. Oneofthefinest unrestored examples.Museum quality. Located in Dallas. Expensive. Eugene Binder, 718-7866775, [email protected].
" 56 1500 GS Carrera/WhiteiChassis: 55735. Engine: 90587.
Car is original. Perfect condition. Black upholstery. This isa
unique original right-handed drive 356. Only four survive
from ten originally made! Price: $150,000. Adolfo Gil.
Madrid. SPAIN. Telephone: 0034607356356 Fax:
0034914771 116.E-mail:mailto:[email protected]
*'57 356ASpeedster#86509.Engine#87019 (whichI'm told
44
Volume 24. Number 6
" 61356Coupe #114896, Engine #88524. Kardexw/matching numbers. Pale darkerBlue, newpaintlclearcoat. Interior
Tan,alI new. No rust. Sunroof, AM/FlII Radio, Luggage Rack.
Gaps good. Areal Beaut. Restorationfor 7 years, stored in
heated garage. Great car for driver. Driven in nice weather
past summer. 01111 a '59ConvD, but can'tdrive both. $21,850
toa good home. Mike Kelly, GPP, III!. 313-882-2505.
" 61 356 Roadster T5 D'leteren. All orig., numbers match,
complete frame off ground-up restoration. Heron Grey/red
interior, black top. Concours condition. Have all papers.
Serious calls only. John Meacham, 9812 Lyncarol Dr., La
Mesa, CA 91941. 619-302-0740. $45,900.
" 61 356B 115495, partial restoration. Rust professionally
repaired. Solex carbs rebuilt bythe Maestro. Completetransmission/transaxle rebuilt. White exterior (not original) with
blackinterior (excellent) $14,500. Robert1.Holland, 680 E.
Ponderosa Parkway, Flagstaff, AZ 86001. 520-226-8707.
[email protected]
" 62 356 B Karmann Hardtop, 201699, Polyantha Red
(maroonl/Beige, rare restored car (I of699 in 2nd year) ,
long PCA concours history 1990-99, Pebble Beach in 1998,
history and records, wheels/tires for concours and street,
solid, stunning for show or drive, $27,000. C.C. ling, 2815
Polo Rd., Bloomington, IL 61704, 309-663-7472.
" 63 356B Cabriolet Normal #158681, engine #0600578,
Imry/blackleather. 2nd owner CA car. 111,000 mi, Kardex,
matching numbers, much orig. paint, orig. interior, working
clock, new top, split master cyl., full brakes incl. powder
coated backing plates, Michelins, Optima, halogens, cover.
Powder coated & chrome engine, date stamped chrome
wheels, tool kit, owners & shop manuals. Beautiful car. Must
sell$36,500OBO.Jim Fraser, [email protected], days
973-299-302 1, eves 908-439-3670,Califon,NJ.
" 63 "S" BCoupe, Smyrna green/blk. One owner,New brake
lines, master and wheel cylinders, pressure plate, disk, window rubber, factory option fog lights, chrome hom ring,
Blaupunkt radio, tool kit/jack. NORUST. Texas car. 117,m
miles drive it home. $20,000. Gene Schaeffer 512-346-8855
[email protected]
'64C Coupe. #2 18786 (Karmann body), original engine
P*714166 & transmission 79931. Irish Greenw/ tan interior.
Never damaged. Not restored, just well-maintained. 88,750
miles. Same owner since '66. 3,000 mi. on totally rebuilt
engine & transmission. $15,000.Thorn Kyle. 727-360-4665.
" 64 Scr GI" #2I7369. Built when new w/ factory original
parts byConnecticut dealer. Alloydoors, GTseats, plexi windows, NARDI wheel, limited-slip close-ratio gearbox. Very
goodoriginal condition.Asking $50,000.DavidA. Duerr, P.O.
Box356, North River, NY12856. 518-251-4296.
" 64356Ccoupe. RedIBlack. 98,000 original miles, 7000on
completely rebuilt engine. Chrome wheels. Excellent body,
paint, interior, mechanicals. Completely restored356 w/original floors. Fred Ost Indianapolis IN 317-251-9265. $19,000.
" 64356sc Coupe,SlateGray/blackinterior. Excellent condition. All original body & undercarriage sheet metal (except
battery box) rust free. Restored. Kept instorage. Receiptsof
$8000+ of last restoration, mostly mechanical upgrades.
Complete overhaul, new clutch assembly, master cylinder,
brakes, new rubber & more. $19,500. Gabrielli. 210-8610930v.m. San Antonio, IX.
" 64 SC Cabriolet#160620, Red, new black leather seats &
German canvas top, new red German cross-weave carpet.
European version car wlKardex, no heater, new windshield,
fuel pump, tires, Optima battery, exhaust, fourKonis. Chrome
wheels, car cover, original Blaupunkt FM/SW radio. Very
complete & original. Not a concours car, but an excellent,
drive-anywherel \'i'bywait for unrealistic summer price ofa
Cabriolet? $27,000. Photos on request. Boyer Kalugdan,
Oakland, CA. 510-845-7370 eves, or [email protected].
" 65356cCoupe.#221280, Eng.#7 16574. Red/blk. 238,700
mi. Good condition. Owner for 24 yrs. Recent restoration
body and mechanicals. Recent Michelin XZXs. Daily driver.
$16,000.Jim Elam, 7743 Clough Pike, Cincinnati, OH45244.
513-231-0687.
" 65 356c Cabriolet #161201, Eng.# 715508, orig.
paintlleather (light ivory/green), matching Kardex, documented '97 ground-up resto., 12V, compensation spring,
Nardi wheel, pristine condition, $52,000, Peter Arnsberger,
[email protected]. 828-452-6223. Wa)l1eslille, NC.
" 65 356C Cabriolet #162145 Eng 731722 Kardex Letter,
Matching numbers. Latest'65Cab in Registry, May'65delivery in Germany. 20 from last made. 1.H.D. Total restoration.
New pan, longitudinals, battery box etc. Ruby Red, Tan
leather, Tan top, 12 volt. Concourse winner. Owned since
1988. Email photos avail. Rob Turner. New Zealand Tel 0064
96306450 email: [email protected]
"356A Parts: mechanical 8000 rpm Carrera tach-$250,
Carrera Guidefactorypub. ex. cond.-$200, Colgan bra, eng.
compt. rear coyer. Speedster side curtains, orig, but poor,
1600n pistons, barrels, cyl. Heads, Al\COski rack, fair, tow
hitch, air cleaners for Zenith, oil cooler, oil filter canister.
David Weisel, Bloomington, MN 55420. 952-88 1-4268.
[email protected]
"For Sale: NOS, " B/e" hom ring, 644.347.085.05, $475
OBO; pair, used, v. good/ex, Hella fog lights, clear lenses &
Q.l. bulbs, $375; msc. sheet metal repair panels, repro &
NOS, cheap! Send for lists, D. Bartlett, 727-898-4823.
"Parts fo r sale: 4 Rudge wheels, drums and knock-offs, orig.
Porsche boxes, $12,500. Other Rudge wheels also. 550
Spyder parts, pistons and liners2.0. New frontoilcooler, 16"
allov wheel, fuel blockand filter shock mount, Mark Torel,
Phoenix, AZ. 602-254-5 170.
"Four original Alloy rimSpyder wheels, 3. 50 x 16. Excellent
condition. Must sell, so just $600 each. email:
[email protected] phonc Australia:011 61 2
9957 1658.
"FOil SALE: 356B Lcitstritz Muffler #616-11 1-010-050 new,
356 NardiWoodWheel (from80's) with 356 horn hub, 356A
loll' bumperguardset (chrome, never used, repro) 911-503032-02911rffender..NOS928 rf fender, NOS late 80's356A
f&r windshield chrome set (new) some Factory Calendars
w/coins listof more, SSAE Wayne Manca, 200 vergasonAve.,
NomichCt. [email protected] 860-887-9601
"For Sale:Weber carbs., complete 40 mm, SC manifolds with
adapter plates, velocity stacks and K&\ air cleaners, proper
linkage. Excellent condition, $500. Also set of Solex I'll
carbs, for parts or rebuild,$75. Jim Goree, 174 LaurelRidge
Road, Six Mile, SC 29682. ph: 864-868-2526. email:
[email protected]
"For sale: A-mastercvlinder withswitch and reservoir newin
box $125. 2 j-pipes with heaters gd. condo $100./each.
Heater box assemblv $100./each. SC/912 heads with
valves/springs no flyc~t, cced $500. 912 Mahle pic low
mileage all four sets $600. Pre-Aquarterpanelstrear) good
rht./lft with door jambs $250/cach. Please call after 7pm
Atlanta, GA. 404-766-6577 Bernard Oresti
"For Sale: 5 Maestro's books & tune-up tape $80. Video
"Made By lIand" $25. Factory spare parts catalog T-5 $90.
New BOwners Manual (Apr 1960) $45. Drum Brake Master
Cyl (FAG) 11'/0 res new $50. 11&11 front adjustablestabilizer
19mmnew$100. Plus shipping insurance, U.S. only, others
SSAE. Ed Statkus, 2630 W. 84th St., Chicago, IL 60652. 773778-5699.
"'56 1300 engine #224 17. Completely rebuilt, clutch, carbs
& exhaust. All powdercoated and in drop-in condition.
$5,000. Buyer pays shipping. Skip Kost, PO Box 1296,
Stratford, CT 0661 5. M-F 7a.m.-5 p.m. 1-800-394-2268.
"Factorv calendars '59-'79. Calendar coins '62-'79. Sport
Erfolge"57, Aspen Parade '60 license plate, 356BWorkshop
supplements, Factory Super 90engine poster, PCA cloth banncr '50s/'60s, much more/inquire. Douglas Palm, 4243 S.
ClarksonSt., Englewood, CO 80110.
"For Sale: IIirth roller bearing crankshaft inexc, condition,
912 crank std. std., S-90 crank, flywheel & main bcarings,
unstamped '63 late-style engine case, 912 engine case-both
perfectlinebore, Speedster 3A, 4Bgearsets, 6:31 ring & pinion, 741completecoupegear cluster, 32 PBICcarbs & manifolds, "A" and T-6front hoods, T-6gas tank, NOS T-6 coupe
tail, complete T-6 coupe tail, NOS partial nose sections fo r
"A", B& C, "A" modelremovableCabriolct hardtop. DavidA.
Duerr, PO Box356,North River, ~'Y 12856. 518-25 1-4296.
"For sale: Factory dishes, platter, napkins & placcmats from
1960/2. Vintagc scale models. Euro repro white crest on
maroon background sign. Original owners manuals including 1100/l 300! BIC Factory Hardtop with Sunroof. Dealer
outdoor plasticsign, 1960s, muchmore. EASinger (0) 516367-1616 email: [email protected]
"Pal1s for sale: Porsche Super-Hammer head originaljorge
300, $300.Carrera earlyvalve covers, one has shortsnout on
one end, both $350. Speedo black face VIlO with trip and
120mph, $250 OBO on all. Dick Davis, 706-745-778.'\.
"356A Parts for sale: Early Speedster driver's side door in
excellent shape $160010BO. Complete set of 356A drum
brakes in excellent shape $130010BO. 2 Blaupunkt
"Franklurt" radios, one AMM, one AWFWSW, 12V/6V
and/or ground. Also, underdash mount for above from
Speedster, bestoffcr. Bruce Robertson, 164 Winding Way, San
Carlos, CA 94070. 650-595-3589.
"356 parts: Carrera 1500 engine (lncomplete) , 1500 & 2
liter used plcyls, Carrera 2 oil tank, Carrera 2 oil coolers,
OEM 7:31lIurst ring & pinion, Rebuilt7412A trans, Carrera
steel allov wheels, Fresh chrome Cwheels 4,; & 5.5, Nardi
14.5 Dia: with crest horn buttonAhub, Hulda Speed Pilot
mill' timers, Blaupunkt radios, Marshal Farnastics driving
lights, Vent window glass & hardware, Karman hardtop 1/4
Windows, Restoredinstruments, Zenith carbs whtircleaners
& manifolds. IlollyResos, 413 Santa AnaAve, Newport Beach,
CA 92663. 949-650-0546 [email protected]
"356 Motor, 1959 normalshort block. Needsoverhaul, make
an offer. Columbus, 011area. Call Ed Zunich, 614-844-6982
or email: [email protected]
"Trailer idealfor a 356! Unique enclosed Irailex, 4 years old,
all aluminum wlhealYsailcloth enclosure, 4 zippered openings (2 front, 1 door side, 1 full rear), full floor, 8' ramps
(store belowonrollers) , 4 Drings (recessed) , surge brakes,
spare tire & wheel, full exterior running lights, 1350 Ibs.,
towable with v-6. Dimensions:exterior L20', W8'4",116' 7",
interior L 13' 9" + V, W6' 3". $6200. Cy Ling, 2815 Polo
Road, Bloomington, IL 61704. 309-663-7472.
"Wanted: Complete two-piece engine core for rebuilding or
parts thereof, especially sheetmetal, 3E gearset for early stylc
(644) gearbox, David A. Duerr, POBox 356, North River, ~'Y
12856. 51 8-251 -4296.
"Wantcd: Information about 1954 Coupe #52828 sold in
Grand Rapids approximately 1988. Contact Paul 810-9796500 or [email protected]
"Wantcd: Df:lUZ"hodv book" fo r mv 1959 Convertible D.
Vintagc posters shOlling thc 356 or Spyder...Factory, event,
suppliers, ctc. Lots ofCASIIWaiting!! EASingcr (0) 516-367161 6. [email protected]
"Wantcd: Single rear overiderbar fo r early 1957 356. 972296-0555 or [email protected]
' Wantcd: Enginc (or case) Number 65452 inany condition.
No blankplates orre-stamp, please. Eugene Binder 718-7866775, bindcf'JI1@C'JI1hlink.nct.
"Wantcd: One NOS or VCIY good condition late stylc (integral
oil slinger) A rear drum. 547 Carrera generator/blower
stand, cylinder head, Carrera plugwireends. II. liaiseI', 650851-3886 hh;[email protected]
"6 volt bulbs to fit my Marchal 1957 Speedster Headlights.
Original DATAon bulb:ORSAM Bllm-AS germany E- I 600I
7950 61' 45/40w xzx, Amlooking fo r these bulbs or appropriatc replacement. Marlin Evans, PA. gmccv,ms@f;L~t. nct or
610-588-086 1.
NEVER
CHANGE
POINTS
AGAIN!
DISTRIBUTOR CONTAINED
ELECTRON IC IGNITIO N SYSTE M
See My Classified Ad For Pricing
SAM SIPKINS
5 10 -632-8232
"Wanted: 4-cam Carrera 212000 car for restoration. The
worse the better! That'saliI can afford. '64 356SC (sec For
Sale) fo r possible trade. Gabrielli. 210-86 1-0930. San
Antonio, IX.
"WAl'lTED! First call to feature vour 356 in the "New 2002,
Old356 Calendar," a traditionsince 1978. Looking for photos where your original-appearing 356 (no bras, please) is
part ofan interesting OI'ef'JlIscene, inthe same style ,L~ early
Factory CIIRISTO calendars. Shots representing each of the
four seasons needed. Jerry R. Keyser, P.O. Box 937, Powell,
011 43065-0937.6 14-848-5038.
"WAl\'TED: Desperatelyneed5x15alloyrimwheel or two, or
three, fo r vintage mcecar. Please help. Phone Australia: 0II
61 2 9957 1658 oremail: [email protected]
1963 356B Coupe $16,500
1963 356 Carrera 2 $125,000
1958 356A Speedster $68,000
1966 Ferrari 275 GTS $145,000
Plus many others to choose from
We also offer Mechanical and
Body Repair facilities
Foreign Coachworks, Inc.
811 S. Elm St., Greensboro, NC 27406
Contact Randall Yow
Phone 336.272 .6336 Fax 336.275.9116
March/April 2001
45
EUROPEANVINTAGE AUTO RADIOREPAIR. 1940s to
1970. The only shopcatering to these specialized radios
exclusively. Blaupunkt, Becker, Telefunken, etc. Tube or
transistor. Covering all 356s. Visa/MC. WILFORD
WILKES, PO Box 103or 101 Swoope St., Brisbin, PA.
Ph. 814-378-8526. Fax 814-378-6149.
SAM SIPKINS, 356 MECHANIC. Mechanical/electrical
repairs. Customenginerebuilding. Extensive parts stock.
Never change pointsagain, install a PERTRONIX IGNITOR. Fully contained in distributor. Special pricing, mentionthe Registry. Bosch applications: VJ4R, 002, 022; 6v.
- $95, 12v. - $85. 031 ; 6v.-$1 15, 12v.-$105. 009, 050; 6v.
- $75, 12v. - $65. Complete 050 distributor with
PERTRONIX installed: 6v. - $159, 12v. - $149. All above
include shipping. PARTS SPECIALS: Mann PF915n Oil
Filters; favored replacement since the 50s - 3 for $15.
KYB Nitrogen Shocks give a beautiful ride; front $45 pr.,
rear - $60 proOrganic Rear Pads for C. - $12.95. Stop
engine oil leaks with Viton Hi-Temp Seals and SpeediSleeves; Flywheel Seal - $16.50, Sleeve $38.25, Pulley
Seal - $9.75, Sleeve $32.BoschWR7BP Platinum Plugs
- 4 for $8.80. Conti Fan Belt - $4. Oil Strainer Kit w/nuts
$2.50. I now accept AMEX, Visa, MasterCard. CA residents add 8% tax. SAM SIPKINS, 950 77th Ave. #6,
Oakland, CA 9462 1. 510-632-8232.
OLD BOOKS: Jenkinson, Elfrink, McCahill, Ludvigsen,
Moss, Butterwoth, Monkhouse and more. New Books:
Mark Donohue's Unfair Advantage hb2Ejust $35 +$4.50
priority ship. Also the new Bamsey, Hilton, Chris Nixon
and Van Valkenburgh plus the full SAE tech shelf and
more. Visit Vermont's favorite auto racing bookshop at
www.vtmotorbooks.com or phone Green Mountain
Motorbooks 802-394-7865. We've gotthegood stuff!
Factory Trained
Expert Repair &
Restoration of:
-Speedorneters
-Ternp . Gauges
-Tachorneters
-VOO & Others
Speed and RPM Changes
Specializing in
356 Electric Tachometer
Conversions
Palo Alto
Speedometer
718 Emerson St.
Palo Alto, CA 94301-2410
Phone 650-323-0243
Fax 650-323-4632
Visit our Website at
www.paspeedo.com
46
Volume 24 . Number 6
OPTIMA BATIERIES-corrosion free/true zero maintenance battery foryour Porsche. Totally sealed, nogasor
acid can escape. 800 CCA, retains charge in storage.
72-month warranty. Extremely rugged! $135-12vt1$1246vt, includes UPS. Add $5 west of Miss., "chipped" battery tenders 6 or 12-$40. Master cutoff switch $10.
CHATHAM MOTORSPORTS, 225 N. Maple, Vinton, VA
24179. Chathamms @aol.com. 540-981 -0356 (cute number, eh?)
NEW:Buying, Driving and Enjoying the Porsche 356 20.
Porsche 356 and RS Spyders (soft) 20. Huschke von
HansteinThe Racing Baron 20. Porsche 356A, 356B-T5
& 356B-T6/C Electrics Schematics 120. Porsche 356A or
356B-T5 or 356B-T5 or 356BT-6/C Electrics (2 volumes)
70. Porsche in Motorsport, Morgan 40. Porsche Racing
Cars, Oursler 32. Porsche 917, Morgan 40. Porsche 914
rev ii, Johnson20. Porsche 356 New/Old 2001 Calendar
15. Battle for the Beetle, Ludvigsen 32. Porsche 911 SC
or 911 Carrera Shop Manual, Bentley100. Automobile
Year #48 45. STOCKED: 356 Porsche: Driving in its
Purest Form 45. Porsche Speedster, Thiriar 45. 356
Registry Porsche Technical and Restoration Guide 18.
356 Authenticity, rev iii 20. Porsche 356 Defined,
Johnson 25. Porsche Legends (soft) 20. Porsche 356,
Long 28. Porsche 356- Flat 4 28. Porsche 356 19481965 Photo Album 16. Porsche 911 : Forever Young 55.
Please include $3.00/shipment. BLOCKS BOOKSTHE FANATICS CHOICE 423 Hawk High Hill,
Metamora, MI 48455 USAPorsche, Automotive Books,
Shop/Parts Manuals, Christophorus, Panorama, R&T,
SCG, SCI/CD 810/678-301 7, e-mail: [email protected]
(BBAB gears) with a 741 nose piece, newbearings, synchros, complete! Is the Maestro RETIRING? Call HCP
Research 408-727-1 864, fax 727-0951 email: [email protected] Website: hcpresearch.com
WOODEN STEERING WHEEL RESTORATION AND
REPAIR. Complete and correct re-wooding, 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. AUTO MOTIVE SCULPTURE by Bruce
Crawford. 805-528-6240. CA.
TECH INFO: Exploded-View Part Diagram sets-showall
parts. Pre-A51 pgs-$14, 356-A74 pgs-$17, 356-B H IT6 118 pgs-$23, 356B/C 114 pgs-$23. Factory workshop
manuals: Pre-A 250 pgs-$45, 356-A 500 pgs-$65,
356B/C 900 pgs-$85. All in 3-ring binders. Postage paid
in USA. Examples at: http://hometown.aol.com/derCHARLIE
white/Derwhites356LiteraturePage.htm
WHITE, 8639 E. Via delosLibros, Scottsdale, AZ. 85258
Ph: 480-367-8097 eves, Email: [email protected]
JUST RELEASED! 3rd Edition of THE DIRECTORY
(Resource book for parts, services & accessories for
PORSCHES) MORE: CATEGORIES, SPECIAL PRODUCTS, PERFORMANCEITEMS, DON'TWAIT 'TIL YOU
NEED SOMETHING! ORDER NOW AND SAVE ON
YOUR NEXT PURCHASES. Boxster to 356s, easy to
use, almost 300 pages, Web addresses, $26.95 & S&H,
DRIVEN BY DESIGN at 800-366-1393 or email: [email protected].
FROM THE MAESTRO'S COLLECTION Engines;
Super 90s, Supers, 356s, 912s, Military Industrials, 2-pc
case engines. MaestroMaster Supranormalsl
Transmissions, too. 356A1B/C, including 644 and 741
Carrera with ZF lim.slip.Weber, Solex and Zenithcarbs,
NEW 356B cranks. Used AlB/C/9121Super 90 cranks.
New 200mm flywheels. New mufflers, valves, gasket
sets. Piston/cylinder sets. Engine assembly videos - 5
tape set, 10 hours, $75.1set. And a Speedster trans.
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 ignition
switches performed. Key accessories available, i.e.
bulbs and batteries for lightkeys, fobs and pouches, etc.
For info call:Tony Euganeo 610-461 -0519.501 Folcroft
Ave. Sharon Hill, PA 19079
Distributors
Remanufactured
Correctly
HONEST ENGINE- Experience since 1965 in all areasof
the 356. Specializing in street/high performance, concourse , vintage race engine assembly and parts. From
full concourse to vintage race/high performance street
car restoration and preparation. Ask for Steve Schmidt
714-832-3128, FAX 714-832-3198 or website/email @
www.honesteng.com.
Keep the original appearance and regain the
performa nce lost th rough the years. All cast -iro n
distr ibutors (383/9/1 8/22) resto red to the highest
cos metic sta ndards possible , recu rved and
re-deg reed to utilize the fuel available today.
For further infor mation...
GEARHEAD CO.
DON MARKS
CALIFORNIA. USA
530-895-3296
BRAKES sleeved and rebuilt: masters, wheels, clutch,
slave, calipers, boosters and shoes relined, better than
new; quick service; lifetime written warranty. WHITE
POST RESTORATIONS, One Old Car Drive, PO Drawer
D, White Post, VA 22663. 540-837-1140
www.whitepost.com
PREVIOUSLY UNAVAILABLE PARTS: Acrylic green
replacement sunvisors for '51-'57 356. Rivets and directions included. $60/$5 S&H. TOM KINKAID, 262-2490577. N-1545 Linn Pier Rd., Lake Geneva, WI 531 47.
,_ flo~~J~t'tO"'t"".
~ ialili'p~ a.0l.s1~~.
S•••
I on Of paris
#~
\
I
~ Complete rust repairs ~ Complete paint and body service ~
-~ \l.t11JY
~
~ Complete-electrical service~p;,(1"< ""
Phone: 562.531.4643
Fax: 562.531 .4451
16230 Minnesola Avenue , P-aramount , CA 90123
-IJ!IitJI.. t
(J
n
U
eet.1978
.
~
bOUght my 19; 7 Porsche 3; 6ASpeedster in
1967. I saw it advertised fo r $1800 in the LA.
Times. The owner said he was going through
a divorce and had to decide on keeping either the car
or a horse. I often think ahout howthat horse is doing.
In the '70s and '80s, I worked as an extra and
W:L~ a member ofS.E.G. and SAG. My fi rst job was as
a stand-in on Rich ,1Jan, Poor Man for Bill Bixby. (He
had a nice MG, by the way.) Seeingas it was a period
I
•
~R
picture, I letthe director Boris Sagal knowthat I had an
old Porsche. That was the beginning of mySpeedster's
film career. After a summer on RichMan, Poor Man,
my car appeared on such shows as Emergency,
Cbar/ie's Angels, Quincy, Baretta, Colombo, Kojak,
and the list goeson.
After a ground-up restoration by Hollywood Gran
Prix, and a series ofconcour events fromSan Diego to
San Francisco, the car and I retired to the high Sierra
mountains. The black 1600 normal can be seen
between Reno and Bishop, summers only!
The ";7SPD", as the license reads, has its own
garage and carpeted floor: a filli ng retirement to a former lady of the screen.
The photos were taken in Mammoth Lakes and
Mono Lake, California.
Bill Altaff er
Mammoth Lakes, Caiifornla
SEAT BELTS!
.W ILLH O IT
AUTO RESTORATION
.......
P.E.R
356 Specialists
Professionally
Engineered
PrOducts
For FREE info, write or phone: 1 - 8 0 0 - 5 9 3 - 8 7 8 7
or 805-528-7888· Fax 805-528-7887 • www.peparts.com
1119·A Los Olivos Ave., Los 050 5 , CA 93402-3232
All Credit Cards Accepted
S. Lucas Va/des, P.E.M.E.
Trevor's Hammerworks
Pre A
A
- All Hand Crafted
- User Friendly
- For All 356
Model Skins
- Panels with Detail
T5
C
$2750 00
$2750 00
$995 00
$995 00
P.O. Box 1382
Willoughby , Ohio
44096-1382
Phone 440-953-0501 • Fax 440-602-9885 • www.356panels.com
-Show quality painting
-Metalwork, rust and
collision repairs
-Enqine and transmission
rebuilding
-Interior installation
-Cars / parts bought and sold
-Larqe used parts inventory
-Appraisals and pre-purchase
inspections
Same locat ion since 1976
Visitors we lcome!
1360 Gladys Avenue
Long Beach , CA 90804
Tel. (562) 439-3333
Fax (562) 439-3956
www.willhoitautorestoration.com
March/April 2001
47
Hans Klauser and Ferry went for 20 yearsto Le Mans 24 hours.
Goodbye, Hans Klauser
Hans Klauser was engaged in 1936 at the Porsche
concern as toolmaker.
Hans Klauser was usually dressed in a trench coat
and hat, hands deep in pockets. Here he is shown
during testing of the VW prototypes.
48
Volume 24. Number 6
ByJacquesMertens
ans Klauser was born in Esslingen, near
Stuttgart, on 8 July 1913 and joined
Robert Bosch company as an apprentice
toolmaker in 1930 at the ageof 16. Afterwards, he had
a variety ofjobs before joining the Porsche concern in
September1936. His first task was to test-drive someof
the first Volkswagen prototypes - the V3 cars. During
the next four or five years, he probablydrove every single VW prototype!
He was heavily involved with the entire
Volkswagen testing program before World War II, and
worked closely with his friend, Herbert Kaes, organizing some 60 drivers to test the W30 series of cars for
two million kilometers. Together with a small team of
mechanics the two men then stripped down all 30 cars
and measured the wear and tearof the individualparts,
before putting them together again. There was no
mechanic who knew better how a Volkswagen worked
than Hans Klauser! This stood him in good stead,
because in early1939 some ofthefinalpre-production
cars, the VW38 and VW39 series, were sent to Berlin
for various politicians and generalsto drive and he was
again in charge of the workshops. lie had around 10
mechanics under him, keeping the small fleet of KdFWagens on the road.
Eventually he returned to Stuttgart in spring
1941 , andimmediatelystarted work as chief mechanic
in the small section developing the different military
versions of the VW, based on Kubelwagens and
Schwimmwagens. He helped the designers realize their
aims when it came to driving through almost impossible conditions, using4WD, half-track versions. One of
the more exciting projects fo r Hans Klauser should
have been the planned high-speed run from Berlin to
H
Rome. Before the war-and indeed after it, too-the
Liege-Rome-Liege Rally was the most prestigious of
international rallies in Europe. But Hitler knewthat the
German successes during the mid-thirties were all in
the Grand Prix area. So he wanted toprove that German
roadcarswere the best, too. And where better to prove
that than on the German Autobahnen, whichwere gradually to form part of the European network of superhighways to connect up with the Austrian and Italian
ones. So there had to be a fast reliable every-day car,
and what better than a modified KdFWagen?
The Porsche designers and engineers were very
busy at the end of 1938 right through to September
1939, but with the start of the Second War, of course,
all plans had to be scrapped! No doubt three young
would-be racing drivers were particularly disappointed: FerryPorsche, Herbert Kaes and Hans Klauser!
Klauser was involved with the Volkswagen story
until the end of 1944, when most of the Porsche personnel chose to leave fo r Carinthia, in southernAustria,
which was free fro m Allied bombing raids. However,
Hans Klauser, his wife, Viktoria-Luise and his family
decided to stay in Stuttgart and wait until peace
returned.
It was in early1946 that Klauser revived his contact with Volkswagens. The British officers in charge in
Wolfsburg supplied hundreds of cars to the French
army, who were based in Baden Baden, and these cars
needed a service team. Once again, Hans Klauser left
Stuttgart to help and to earn enough money to feed his
family, including two youngsons.
In 1949 FerryPorsche, who had built the first of
the Porsche 356 sports cars in Gmiind, Carinthia,
decided that the firm must return to where the suppliers were situated, and where there was a railway connection. He contacted Hans Klauser to ask him about
Hans Klauser was trained to be one of the three drivers of the Berlin-Ro me race in 1939. The VW-based
type 60K10 Berlin-Rome car never rolled a wheel in its intended race, but was used as transport by
Porsche personnel during the war.
When Viktoria-Luise sat in a VW60 for t he first
time she said, "Hard and loud, isn't it ?"
Le Mans 1952 from left to right Hild, Klauser, Mouche, Ferry and Veuillet.
getting Porsche productiongoi ngin Zuffenhausen. For
nearly a year, Hans Klauser had been the only responsihle Plant Manager of the factorystilloccupied hythe
allied forces. lie engaged the fi rst mechanics, like
Herbert Linge, and arranged with the Reutter plant for
production of the new Porsche bodies.
In 1954 Klauser took over customer service in
the rapidly growing firm and headed this department
until 1978, after 42 years ofservice. lie spent his long
retirement since then in the family home in Esslingen.
Klauser, who has described himself a hundred times as
the "fireman around here" has always hewed to the
realisticline and stood finn for a policyof directing the
greatest savi ngs,
It was no secret that manyof Porsche's customers
were involved in rnotorsport, and that was one aspect
of his work that he particularly loved. Dressed in a
trench coat and hat, hands deep in pockets, Hans was
often presentat the racecircuitsofEurope. lie accompanied FerryPorsche to Le Mans for almost 20 years.
lie had heen in declining health for some years
recentlyandhe died Esslingen on II October 2000.A.-.We
offer our condolences to his wifeand twosons. ~
P£RSONALIZ£D AUTOHAUS. INC.
356 Tall 4th Gear Available • 28/21 Ratio
Qualit y 356 Repair & Restoration
Vintage Race Preparation
~
356-911
& 4-Cam
~.({ER BODy..
~ 356-911 Restoration -s:
Wl offer complete restorations from meta l fabrication
to collision repair.
IJ.Jr quality work speaks for itself, more than 20 years
expe rience combined with meticulous German craftsmanship.
WAYNE
BAKER
&ferences available from many satisfied customers.
OWNER
email wayne baker @earthlink.net
See us on the web at:
www.personalizedautohaus .com
The author (left) and Hans Klauser in front of his
house in 1997.
(858) 586-7771 • Fax (858) 586-1669
8645 Commerce Ave.
San Diego, California 92121
MATT FROEHLICH, Owner
706 D West Park Aven ue Ed gewat er, FL 32 132
Phone: (904) 428-BODY (2639)
email @: [email protected]
March/April 2001
49
y friend asked me, after I shared with
him the insight on the proper material
behind the torsion hole cover, this question: "By the way what do you have behind the torsion
hole cover?"
I was just in the right mood to make this list,
which I willnow suffer upon you all:
M
TOP 10 ANSWERS:
Answer 10 (helpful newbie): Uh, a torsion hole?
Answer 9 (from the under the car): Human
flesh. Mine. From the last time I took the bugger off.
Hand me that 14, would you?
Answer 8 (my mechanic): Permatex. Umm,
there's some on the front of the cover, too. Does that
count?
Answer 7 (concours answer): From the right: a
gasket formed of headliner material, a 9.5cm space,
then the end of a torsion tube cover, a right-hand
spring plate end, a right-hand spring plate, a torsion
bar, a torsion bar chassis carrier, another torsion bar,
a left-hand spring plate, a left-hand spring plate end,
theendofa torsiontubecover, another 9.495cmspace
(I have documentation showing this imbalance on 3
other unrestored cars, anda letter fromthe factory), a
torsion hole, more headliner/gasket material and
another torsion hole cover!!
Answer 6: (with a wink): You've got to buy me
dinner to find out, tiger.
Answer 5: (bondo artist): It's nota cover, I just
traced a babyfood jarlidbefore itset-up for the "right"
look.
Answer 4: (outlaw) : Four uni-directional SAE
hex nuts, to keep anyone from stealingmyvintage Iron
Crosscovers I just had powder coated and polished!
Answer 3: (dailydriver): I don't know; my side
deco strip covers the whole thing; I haven't had it off
since I repainted and, well, I was trying to save money
on the paintso I could get the top-end rebuilt so I didn't exactly take everything off before they shot it. It's
kinda glued in there. But from 10 feet...
Answer 2: (owner, "project" car): I've got them
in a box here somewhere inside the car...no, wait, I
sent themto the..platers?Painters! No, wait, there down
in the basement, I put them in a baggy marked, "paint
body color". Oh, man, should I have marked which
sidestheycame from?Maybe they're in this FedEx from
Stoddards?
And the Number One answer to "What's behind
your torsion bar cover?" is:
Answer 1 (just boughta "project car"):
I HOPETO HELL I HAVE ATORSIONBAR!
All inf un, gents, ladies, eoeryone.
Cbris Markbam
50
Volume 24. Number 6
iust hit the big 50 a couple of months ago. Is
thatstill40ish? Myhusbandand I datedinour
'65 SC, so I remember the good old days. By
the way, a funnythinghappened on the way BACK from
our wedding: we got married in a small Illinois town
where mybrother-in-lawwas preacher. After the reception we wentout to the parking lot onlyto see our car
thoroughly decorated! I went ahead and rode back to
my sister's house in their larger car (I still had on my
weddinggown), and mynewhusbandonlyhad to drive
a few blocks. He was gone a LONGtime.
For the first hour or so I figured he was just havinga beer with the guys. After two hours I figured he
was fleeing to the next county (he'd been a long-time
bachelor). Finally he straggled in.
It seems his friends had put some rocks in his
"hubcaps." You know, throughthe little slits allaround
the wheels. The poor man was in his wedding suit all
alone taking offall four wheels and cleaning the rocks
out of the brakes. When wefinally started our honeymoon we got one block away and had to take one
wheel off for some more surgery! The "friends" were
so sorry- they'd never had much to do with a Porsche.
We can laugh about it now, buthe sure was dirty fo r a
newlywed.
l
fuzzies.
Deborab King
'65 SCSunroofCoupe
Materials set me back 12 bucks. Harry set me
back another fifteen.
Those were the days.
Also, about that time, I bought a car from Lake
Underwood in NJ for "storage" fees: $375 in '67. It
needed a little TLC, having been runoff the road (primitive Road Rage) by a classmate's MD father. It was a
'61 S-90 sunroof coupe, Euro model with corduroy
seats, 'airport gears' and Rudge wheels.
I went to the local dealer and was aghast at how
much a new chrome knock-off wheel was: $I IO! So I
had the two damagedwheels straightened and used the
Virgin spare and the least bent on the road and the
worst as a spare (another $12). I straightened the bent
rocker andlower valences and minor dents myselfand
took it to Reeser's Autobodyin the next town over. I'll
have silver, $I5., thankyou very much.
I had a total of less than $500 in one of the best
cars I've ever owned. Dem truly llIUZ da daze.
(lVill tbe restoration ever get doner)
Bruce Baker
he postings of Ivan and those who backed
up his tale ofexpected restoration expenditures with their own made me reminisce.
Mythird Speedster, c. 1967, was in need ofsome paint.
I was friendly with a local used car dealer/356 racer
named Dick Scarborough, and approached him for a
"cheap connection."
"No problem," he said. "You get the car ready,
and I'll arrange fo r Harry Lang (head painter for the
mostlocalCaddydealership) to comeover and you can
use my shop at night."
I got some tape, newspaper and old sheets. I
filled, primed and sanded myfingers off, butgot the car
OKenough to paint. Yes, I didsomedisassembly, but it
was, after all, ONLY a Speedster, and heck, 10 years old
already. I paid$500 bucksforit, and it hadto look nice
after spendingallthat moneyon it! Beingin Art School,
I picked a really'wild' color, Arabian Gray (arf, choke,
wince) to go over the original, very faded, silver.
The process went as follows: Old Harry came
over to the used car lot about 6 pm, looked at my car
in the wash bay, didn't say a word, just looked over the
car with his hands and nodded halfheartedly. I had
placed the gallon ofpaint he had recommended on the
bench, which he opened and inspected and stirred
whilehavingyet another cigarette. He mixed a spraygun
quart cupful and putiton a hotplate on the benchwhile
he wet the floor down with a hose. When the mix was
just right-as he determined byliftingthestirringstick
out of the cup and watching the drips-he assembled
the gunandproceeded to go to thecar and tackit off.
After about three minutes of this, he began to
spray. Mistcoatsaround the edges, hard toreachareas,
T
and then the whole car. Then he hadanother cigarette.
No mask to get in the way. An appropriate time later, he
refreshed his gun with hotstraight enamel and laid on
a full, heavy, coat. Cleaned his gun, got his cashmoney,
went home or to the bar at the corner. I was told to
"lock up, go home, you'll seeit in the morning."
Next morning, I couldn'twait. I was told itwould
be "days" before the paint was hard enough to touch,
but I HAD to unmask it and roll it outside in the sunlight. Except for mycolor choice, itwas gorgeous! Flat,
glossy...no runs, no drips, no errors, Hardly any
Vintage Rodents
I dropped the engine today in my '60 Super 90
Roadster. First question: The fins on the cylinders are
rusted. I'd like to clean them up. What is the best way
to do that?
Second question: I found an almost perfectly preserved mouse mummy between the engine tin and the
head on the left side. Nice whiskers, good confirmation, but the fur is a little ragged. I couldn't find a
reproduction at Stoddard and, as you know, I prefer
originality anyway. Can anyone give me some tips on
howto restore thefur so that it willbe as good as original when I put things back together?
jolm Audette
John,
Formice I've fo und that the mullet colored flockingavailableat a crafts store like Michael's makes the
best restoration. Soaking in one part saddlesoap and
four parts warm water makes them malleable.
Mike DeBell
John,
You have discovered the special 356 heater air
enhancement option, available (at no extra cost) on all
non-European heater equipped 356s. However, formaximum effectiveness, I recommend discarding the
original mouse, no matter how well preserved, and
replacing him with a nice, fresh one. That way, even a
fraction ofa turn ofthe heater control knob will assure
you ofinstant, eye-watering fragrance! Enjoy!
Bud Osbourne
"-'..IIi!'L.-.._g
www.a I~im.eom
• ONLINE CATALOG
• SECURE ORDERING
• SPECIALS
EN G IN E P ARTS
FI L T E R S
Air, 356, wI Zenith 32 NDIX ca rbs
7,99
Air, K&N 356, wI Zenith 32 NDIX carbs
3 1,75
Air, K&N assembly 356, wI Zenith 32 NDIX 49,95
Air, K&N assembly 356, wI Solex 40 PII
59,95
3.99
Oil, 356, 912 all, MAHLE wlgood gasket
Fuel, 356, 912 all, 5 & 7mm universal
.89
Fuel, 356, 9 12, K&N,5 & 7mm universal
3.49
PERTRONIX
IGNITOR
ELECTRONIC BREAKERLESS IGNITION
"Never change points again!"
NOW IN 6 VOLT MODELS
E N G I N E REBUILD KITS
Our Standard Rebuild Kits contain standard main and rod bearings,
completegasket set, rod nuts, valve guides, and rings.
STANDARD KIT from $360 CALL FOR CUSTOM KIT PRICES
MIS C E L LAN EOU S
Rod Nut. 356, 912 all
2.99
Flywheel Gland Nut, 356, 9 12 all
25.50
Engine to body Seal, 356
11.50
Ring Set, 356 most models
from 49.95
Pushrods, 356, 912
25.95
Pushrod Tubes, 356, 9 12
sel of 8 $79.20
Cam, 356, 912 all, stock, new hardened 264.95
Oil Line, 356, 912 all, inlet or outlel line
9.50
Generator Pulley Half. 356, 9 12 all
8.95
Generator Bell, 356, 9 12 all
3.00
Oil Cooler, 356, 912 all
59.95
Fuel Pump Rebuild Kit, all 35610 9 12 from 25.95
Carb Rebuild Kit. 356, 9 12
from 9.95
COLL E C T I BLES
356 TUB CLUB CAR BADGE
356 "THE POSTER"
35.00
5.00
ENGI N E ELE C T R I C A L
Bosch Spark Plug W6BC OR W7BC
1.75
Bosch SPark Plug WR7BP
2.95
Tune Up Kil, 050 Dist. cap , rtr, ots, cond
22.00
Tune Up Kil, cast iron Disl.cap, rtr, pts, cond 29.75
Tune Up Kil, alum Dist. cap , rtr, pts, cond 27.25
Coil, 6 volt
29.95
Spark Plug Wire Set, 356, 912 all
28.95
Bosch 6 volt Starter, remanufactured ex 140.50
Bosch 6 volt Generator, remanf
ex 178.95
8mm Co lo re d Ignition Cable Sets
Cust om M ade • High performance
ANY COLOR SET $32.00
12 VOLT CONVERSION PARTS
3568 thru C T-6 12v Conversion Wiper Motor
ex 246.95
Transistorized Voltage Reducer 12v to 6v (wipers)
39.95
Transistorized Voltage Reducer 12v to 6v (gauges) 59.95
Resistors for Relays
6.95
12 volt Hella Horns, dual horns , origina l style
pair 69.00
12 volt Coil, Bosch Blue
23.50
12 volt Optima Battery , Newest Spiral Cell Design 149.95
ZIMS TOOL BOX
Carb Synchrometer
Mity Vac Brake Bleeder
Pressure Type Brake Bleeder
End play measuring tool
Flywheel main seal installer
Flywheel lock, fits 6 or 12 volt
36mm Rear axle nut buster
39.95
34.95
41.95
19.50
41.95
19.25
14.95
NEW! MUST HAVE!
MECHANIX GLOVES
WORN BY PROFESSIONAL
PIT CREWS EVERYWHERE
• PROTECT YOUR HANDS
• MAINTAIN DEXTERITY
CALL US TOLL FREE
, ·800·356·2·964
NOW OPEN SATURDAYS 9-1 C.T.
• EVENTS CALENDAR
SUSPENSION PARTS
Front Axle Link Pin Reb uild Kit
26.00
German Link Pin Rebuild Kit
59.95
King Pin Rebuild Kil
14.00
German King Pin Rebuild Kil
39.95
Tie Rod Ends, inner or outer
8.95
Shock, 356 56-65, set of 4
105.00
Steering Dampner, 356 all
19.95
Steering Box, ZF, rebuilt 4 stud version ex499.95
BRAKES
Brake Shoes, 356 all drums, rebuill
ex 24.95
Master Cylinder Kit, 356 wI drum brakes
7.95
Master Cylinder, wldrum brakes
94.50
German Wheel Cylinder Kit
9.95
105.00
Front Wheel Cylinder, drum brakes
56.95
Rear Wheel Cylinder, drum brakes
Brake Pads, disc brakes, Frl or Rr
from 19.95
NEWEST Competition "C-Tech" Pads
55.95
Caliper Kit, 356 C, Frt or Rr
11.95
Front Rolor, 356C
41.95
Rear Hotor, 356C
64.95
Masler Cylinder Kil , 356 wI disc brakes
30.95
Master Cylinder, wldi sc brakes
69.95
CLUTCH KITS
Kits include DIsc, Pressure Plate and T.O Bearing
356 A. 180 mm, not O.E.
70.00
123.00
356 A. 180 mm, German
82.00
356 A. 180 mm, Spring Disc
356 A, 180 mm, heavy duty
175.00
356 A, 180 mm, German Spring Disc
137.00
356 B, 180 mm
279.00
356 B or C, 200 mm
375.00
BRAKE HOSE KITS
356A, Braided Stainless
42.50
356A, Braided Stainless, DOT Approved 62.95
356B or C, Rubber
39.80
356B or C, Braided Stainless
42.50
356B or C, Braided Stainless, DOT Approved 55.50
CHEMICALS I CAR CARE
ATE Blue or Gold Brake Fluid, 1 liter
9.50
Swepco 201 GL5 Gear lube, 1 gallon
35.04
Lexol Leather Cleaner or Condilioner,l/2 Iiler 8.49
Lexol Vinylex vinyl and rubber ca re, 1/2 liter 8.49
P21S Wheel cleaner, 1 liter
18.50
Klasse German All in One Polishl Wax
24.95
Klasse German SealanVGlaze
18.95
Klasse German Wheel Cleaner
13.95
Zymol Carbon, "Ultimale Car Wax"
32.95
Zymol HD Cleanse, Pre wax prep
13.95
Zymol Clear Aulo Bathe
13.95
DUETOCURRENCY FLUCTUATIONS PRICES MAY CHANGE W1THOUT NOncE
MINIMUM ORDER $20
HIGHEST QUALITY PARTS
FAX# 81 7 545-2002
email: [email protected]
e Kendall.
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® Regis tered Trademark 01 Dr. Ing . h.c. F. Parsehe A.G.
'EIB
-- "iJ. ' I_ VISA I. ' ~~~s C.d
,
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&
THE
VOM
REPROOUCTION STEERING WHEEL FOR PORSCHE
356
FROM PERFECT MOTION
Return to a time when being "politically correct" required little more than refraining from urinating in the gas tank of an unattended Hype. Our faithful recreation
of the VOM 6T steering wheel takes you there in a beautiful expression of the wheel-makers art. Expertly hand crafted in Europe of the finest materials featuring a
hub and beauty ring CNC machined from billet aircraft aluminum. hand polished to a jewellike finish. Aprice breakthrough at our regular price of $1050. offered for
a limited time atthe special price of $895 to 356 Registry members. Call us ore-mail forallyour356needs.PerfectMotion:[email protected]